Pending: 32012D0083

January 15, 2026
14.2.2012 EN Official Journal of the European Union L 40/18
(1) On 6 May 2010, Monsanto Europe SA submitted to the competent authority of Belgium an application, in accordance with Articles 5 and 17 of Regulation (EC) No 1829/2003, for the placing on the market of foods, food ingredients, and feed containing, consisting of, or produced from MON 87701 soybean (‘the application’).
(2) The application also covers the placing on the market of products other than food and feed containing or consisting of MON 87701 soybean for the same uses as any other soybean with the exception of cultivation. Therefore, in accordance with Articles 5(5) and 17(5) of Regulation (EC) No 1829/2003, it includes the data and information required by Annexes III and IV to Directive 2001/18/EC of the European Parliament and of the Council of 12 March 2001 on the deliberate release into the environment of genetically modified organisms and repealing Council Directive 90/220/EEC(2)and information and conclusions about the risk assessment carried out in accordance with the principles set out in Annex II to Directive 2001/18/EC. It also includes a monitoring plan for environmental effects conforming with Annex VII to Directive 2001/18/EC.
(3) On 26 July 2011, the European Food Safety Authority (EFSA) gave a favourable opinion in accordance with Articles 6 and 18 of Regulation (EC) No 1829/2003. It concluded that soybean MON 87701, as described in the application, is as safe as its non-genetically modified counterpart with respect to potential effects on human and animal health or the environment(3).
(4) In its opinion, EFSA considered all the specific questions and concerns raised by the Member States in the context of the consultation of the national competent authorities as provided for by Articles 6(4) and 18(4) of that Regulation.
(5) In its opinion, EFSA also concluded that the environmental monitoring plan, consisting of a general surveillance plan, submitted by the applicant is in line with the intended use of the products.
(6) Taking into account those considerations, authorisation should be granted for the products containing, consisting of, or produced from MON 87701 soybean as described in the application (‘the products’).
(7) A unique identifier should be assigned to each genetically modified organism (GMO) as provided for in Commission Regulation (EC) No 65/2004 of 14 January 2004 establishing a system for the development and assignment of unique identifiers for genetically modified organisms(4).
(8) On the basis of the EFSA opinion, no specific labelling requirements other than those provided for in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003 appear to be necessary for foods, food ingredients and feed containing, consisting of, or produced from MON 87701 soybean. However, in order to ensure the use of the products within the limits of the authorisation provided for by this Decision, the labelling of feed containing or consisting of the GMO and products other than food and feed containing or consisting of the GMO for which authorisation is requested should be complemented by a clear indication that the products in question must not be used for cultivation.
(9) Regulation (EC) No 1830/2003 of the European Parliament and of the Council of 22 September 2003 concerning the traceability and labelling of genetically modified organisms and the traceability of food and feed products produced from genetically modified organisms and amending Directive 2001/18/EC(5)lays down labelling requirements in Article 4(6) for products containing or consisting of GMOs. Traceability requirements for products containing or consisting of GMOs are laid down in paragraphs 1 to 5 of Article 4 and for food and feed produced from GMOs are laid down in Article 5 of that Regulation.
(10) The authorisation holder should submit annual reports on the implementation and the results of the activities set out in the monitoring plan for environmental effects. Those results should be presented in accordance with Commission Decision 2009/770/EC of 13 October 2009 establishing standard reporting formats for presenting the monitoring results of the deliberate release into the environment of genetically modified organisms, as or in products, for the purpose of placing on the market, pursuant to Directive 2001/18/EC of the European Parliament and of the Council(6). The EFSA opinion does not justify the imposition of specific conditions or restrictions for the placing on the market and/or specific conditions or restrictions for the use and handling, including post-market monitoring requirements for the use of the food and feed, or of specific conditions for the protection of particular ecosystems/environment and/or geographical areas, as provided for in point (e) of Article 6(5) and Article 18(5) of Regulation (EC) No 1829/2003.
(11) All relevant information on the authorisation of the products should be entered in the EU register of genetically modified food and feed, as provided for in Regulation (EC) No 1829/2003.
(12) This Decision is to be notified through the Biosafety Clearing House to the Parties to the Cartagena Protocol on Biosafety to the Convention on Biological Diversity, pursuant to Article 9(1) and Article 15(2)(c) of Regulation (EC) No 1946/2003 of the European Parliament and of the Council of 15 July 2003 on transboundary movements of genetically modified organisms(7).
(13) The applicant has been consulted on the measures provided for in this Decision.
(14) The Standing Committee on the Food Chain and Animal Health has not delivered an opinion within the time limit laid down by its Chairman. An implementing act was deemed to be necessary and the chair submitted the draft implementing act to the appeal committee for further deliberation. The appeal committee did not deliver an opinion,
(a) foods and food ingredients containing, consisting of, or produced from MON-877Ø1-2 soybean;
(b) feed containing, consisting of, or produced from MON-877Ø1-2 soybean;
(c) products other than food and feed containing or consisting of MON-877Ø1-2 soybean for the same uses as any other soybean with the exception of cultivation.
Name : Monsanto Europe SA
Address : Avenue de Tervuren 270-272, 1150 Brussels, BELGIUM
(1) Foods and food ingredients containing, consisting of, or produced from MON-877Ø1-2 soybean.
(2) Feed containing, consisting of, or produced from MON-877Ø1-2 soybean.
(3) Products other than food and feed containing or consisting of MON-877Ø1-2 soybean for the same uses as any other soybean with the exception of cultivation.
(1) For the purposes of the specific labelling requirements laid down in Article 13(1) and Article 25(2) of Regulation (EC) No 1829/2003, and in Article 4(6) of Regulation (EC) No 1830/2003, the ‘name of the organism’ shall be ‘soybean’.
(2) The words ‘not for cultivation’ shall appear on the label of and in documents accompanying products containing or consisting of MON-877Ø1-2 soybean referred to in Article 2(b) and (c) of this Decision.
— Event-specific real-time PCR-based method for the quantification of MON-877Ø1-2 soybean,
— validated on grains by the EU Reference Laboratory established under Regulation (EC) No 1829/2003, published at http://gmo-crl.jrc.ec.europa.eu/statusofdoss.htm
— reference material: AOCS 0809-A and AOCS 0906-A accessible via the American Oil Chemists Society at http://www.aocs.org/tech/crm
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 1829/2003 of the European Parliament and of the Council of 22 September 2003 on genetically modified food and feed(1), and in particular Articles 7(3) and 19(3) thereof,
(1) On 6 May 2010, Monsanto Europe SA submitted to the competent authority of Belgium an application, in accordance with Articles 5 and 17 of Regulation (EC) No 1829/2003, for the placing on the market of foods, food ingredients, and feed containing, consisting of, or produced from MON 87701 soybean (‘the application’).
(2) The application also covers the placing on the market of products other than food and feed containing or consisting of MON 87701 soybean for the same uses as any other soybean with the exception of cultivation. Therefore, in accordance with Articles 5(5) and 17(5) of Regulation (EC) No 1829/2003, it includes the data and information required by Annexes III and IV to Directive 2001/18/EC of the European Parliament and of the Council of 12 March 2001 on the deliberate release into the environment of genetically modified organisms and repealing Council Directive 90/220/EEC(2)and information and conclusions about the risk assessment carried out in accordance with the principles set out in Annex II to Directive 2001/18/EC. It also includes a monitoring plan for environmental effects conforming with Annex VII to Directive 2001/18/EC.
(3) On 26 July 2011, the European Food Safety Authority (EFSA) gave a favourable opinion in accordance with Articles 6 and 18 of Regulation (EC) No 1829/2003. It concluded that soybean MON 87701, as described in the application, is as safe as its non-genetically modified counterpart with respect to potential effects on human and animal health or the environment(3).
(4) In its opinion, EFSA considered all the specific questions and concerns raised by the Member States in the context of the consultation of the national competent authorities as provided for by Articles 6(4) and 18(4) of that Regulation.
(5) In its opinion, EFSA also concluded that the environmental monitoring plan, consisting of a general surveillance plan, submitted by the applicant is in line with the intended use of the products.
(6) Taking into account those considerations, authorisation should be granted for the products containing, consisting of, or produced from MON 87701 soybean as described in the application (‘the products’).
(7) A unique identifier should be assigned to each genetically modified organism (GMO) as provided for in Commission Regulation (EC) No 65/2004 of 14 January 2004 establishing a system for the development and assignment of unique identifiers for genetically modified organisms(4).
(8) On the basis of the EFSA opinion, no specific labelling requirements other than those provided for in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003 appear to be necessary for foods, food ingredients and feed containing, consisting of, or produced from MON 87701 soybean. However, in order to ensure the use of the products within the limits of the authorisation provided for by this Decision, the labelling of feed containing or consisting of the GMO and products other than food and feed containing or consisting of the GMO for which authorisation is requested should be complemented by a clear indication that the products in question must not be used for cultivation.
(9) Regulation (EC) No 1830/2003 of the European Parliament and of the Council of 22 September 2003 concerning the traceability and labelling of genetically modified organisms and the traceability of food and feed products produced from genetically modified organisms and amending Directive 2001/18/EC(5)lays down labelling requirements in Article 4(6) for products containing or consisting of GMOs. Traceability requirements for products containing or consisting of GMOs are laid down in paragraphs 1 to 5 of Article 4 and for food and feed produced from GMOs are laid down in Article 5 of that Regulation.
(10) The authorisation holder should submit annual reports on the implementation and the results of the activities set out in the monitoring plan for environmental effects. Those results should be presented in accordance with Commission Decision 2009/770/EC of 13 October 2009 establishing standard reporting formats for presenting the monitoring results of the deliberate release into the environment of genetically modified organisms, as or in products, for the purpose of placing on the market, pursuant to Directive 2001/18/EC of the European Parliament and of the Council(6). The EFSA opinion does not justify the imposition of specific conditions or restrictions for the placing on the market and/or specific conditions or restrictions for the use and handling, including post-market monitoring requirements for the use of the food and feed, or of specific conditions for the protection of particular ecosystems/environment and/or geographical areas, as provided for in point (e) of Article 6(5) and Article 18(5) of Regulation (EC) No 1829/2003.
(11) All relevant information on the authorisation of the products should be entered in the EU register of genetically modified food and feed, as provided for in Regulation (EC) No 1829/2003.
(12) This Decision is to be notified through the Biosafety Clearing House to the Parties to the Cartagena Protocol on Biosafety to the Convention on Biological Diversity, pursuant to Article 9(1) and Article 15(2)(c) of Regulation (EC) No 1946/2003 of the European Parliament and of the Council of 15 July 2003 on transboundary movements of genetically modified organisms(7).
(13) The applicant has been consulted on the measures provided for in this Decision.
(14) The Standing Committee on the Food Chain and Animal Health has not delivered an opinion within the time limit laid down by its Chairman. An implementing act was deemed to be necessary and the chair submitted the draft implementing act to the appeal committee for further deliberation. The appeal committee did not deliver an opinion,
HAS ADOPTED THIS DECISION:

Genetically modified organism and unique identifier
Article 1
Genetically modified soybean MON 87701, as specified in point (b) of the Annex to this Decision, is assigned the unique identifier MON-877Ø1-2, as provided for in Regulation (EC) No 65/2004.

Authorisation
Article 2
The following products are authorised for the purposes of Articles 4(2) and 16(2) of Regulation (EC) No 1829/2003 in accordance with the conditions set out in this Decision:
(a)
foods and food ingredients containing, consisting of, or produced from MON-877Ø1-2 soybean;
(b)
feed containing, consisting of, or produced from MON-877Ø1-2 soybean;
(c)
products other than food and feed containing or consisting of MON-877Ø1-2 soybean for the same uses as any other soybean with the exception of cultivation.

Labelling
Article 3
1. For the purposes of the labelling requirements laid down in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003 and in Article 4(6) of Regulation (EC) No 1830/2003, the ‘name of the organism’ shall be ‘soybean’.
2. The words ‘not for cultivation’ shall appear on the label of and in documents accompanying products containing or consisting of MON-877Ø1-2 soybean referred to in Article 2(b) and (c).

Monitoring for environmental effects
Article 4
1. The authorisation holder shall ensure that the monitoring plan for environmental effects, as set out in point (h) of the Annex, is put in place and implemented.
2. The authorisation holder shall submit to the Commission annual reports on the implementation and the results of the activities set out in the monitoring plan in accordance with Decision 2009/770/EC.

EU register
Article 5
The information set out in the Annex to this Decision shall be entered in the EU register of genetically modified food and feed, as provided for in Article 28 of Regulation (EC) No 1829/2003.

Authorisation holder
Article 6
The authorisation holder shall be Monsanto Europe SA, Belgium, representing Monsanto Company, United States.

Validity
Article 7
This Decision shall apply for a period of 10 years from the date of its notification.

Addressee
Article 8
This Decision is addressed to Monsanto Europe SA, Avenue de Tervuren 270-272, 1150 Brussels, BELGIUM.

THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 1829/2003 of the European Parliament and of the Council of 22 September 2003 on genetically modified food and feed(1), and in particular Articles 7(3) and 19(3) thereof,
(1) On 6 May 2010, Monsanto Europe SA submitted to the competent authority of Belgium an application, in accordance with Articles 5 and 17 of Regulation (EC) No 1829/2003, for the placing on the market of foods, food ingredients, and feed containing, consisting of, or produced from MON 87701 soybean (‘the application’).
(2) The application also covers the placing on the market of products other than food and feed containing or consisting of MON 87701 soybean for the same uses as any other soybean with the exception of cultivation. Therefore, in accordance with Articles 5(5) and 17(5) of Regulation (EC) No 1829/2003, it includes the data and information required by Annexes III and IV to Directive 2001/18/EC of the European Parliament and of the Council of 12 March 2001 on the deliberate release into the environment of genetically modified organisms and repealing Council Directive 90/220/EEC(2)and information and conclusions about the risk assessment carried out in accordance with the principles set out in Annex II to Directive 2001/18/EC. It also includes a monitoring plan for environmental effects conforming with Annex VII to Directive 2001/18/EC.
(3) On 26 July 2011, the European Food Safety Authority (EFSA) gave a favourable opinion in accordance with Articles 6 and 18 of Regulation (EC) No 1829/2003. It concluded that soybean MON 87701, as described in the application, is as safe as its non-genetically modified counterpart with respect to potential effects on human and animal health or the environment(3).
(4) In its opinion, EFSA considered all the specific questions and concerns raised by the Member States in the context of the consultation of the national competent authorities as provided for by Articles 6(4) and 18(4) of that Regulation.
(5) In its opinion, EFSA also concluded that the environmental monitoring plan, consisting of a general surveillance plan, submitted by the applicant is in line with the intended use of the products.
(6) Taking into account those considerations, authorisation should be granted for the products containing, consisting of, or produced from MON 87701 soybean as described in the application (‘the products’).
(7) A unique identifier should be assigned to each genetically modified organism (GMO) as provided for in Commission Regulation (EC) No 65/2004 of 14 January 2004 establishing a system for the development and assignment of unique identifiers for genetically modified organisms(4).
(8) On the basis of the EFSA opinion, no specific labelling requirements other than those provided for in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003 appear to be necessary for foods, food ingredients and feed containing, consisting of, or produced from MON 87701 soybean. However, in order to ensure the use of the products within the limits of the authorisation provided for by this Decision, the labelling of feed containing or consisting of the GMO and products other than food and feed containing or consisting of the GMO for which authorisation is requested should be complemented by a clear indication that the products in question must not be used for cultivation.
(9) Regulation (EC) No 1830/2003 of the European Parliament and of the Council of 22 September 2003 concerning the traceability and labelling of genetically modified organisms and the traceability of food and feed products produced from genetically modified organisms and amending Directive 2001/18/EC(5)lays down labelling requirements in Article 4(6) for products containing or consisting of GMOs. Traceability requirements for products containing or consisting of GMOs are laid down in paragraphs 1 to 5 of Article 4 and for food and feed produced from GMOs are laid down in Article 5 of that Regulation.
(10) The authorisation holder should submit annual reports on the implementation and the results of the activities set out in the monitoring plan for environmental effects. Those results should be presented in accordance with Commission Decision 2009/770/EC of 13 October 2009 establishing standard reporting formats for presenting the monitoring results of the deliberate release into the environment of genetically modified organisms, as or in products, for the purpose of placing on the market, pursuant to Directive 2001/18/EC of the European Parliament and of the Council(6). The EFSA opinion does not justify the imposition of specific conditions or restrictions for the placing on the market and/or specific conditions or restrictions for the use and handling, including post-market monitoring requirements for the use of the food and feed, or of specific conditions for the protection of particular ecosystems/environment and/or geographical areas, as provided for in point (e) of Article 6(5) and Article 18(5) of Regulation (EC) No 1829/2003.
(11) All relevant information on the authorisation of the products should be entered in the EU register of genetically modified food and feed, as provided for in Regulation (EC) No 1829/2003.
(12) This Decision is to be notified through the Biosafety Clearing House to the Parties to the Cartagena Protocol on Biosafety to the Convention on Biological Diversity, pursuant to Article 9(1) and Article 15(2)(c) of Regulation (EC) No 1946/2003 of the European Parliament and of the Council of 15 July 2003 on transboundary movements of genetically modified organisms(7).
(13) The applicant has been consulted on the measures provided for in this Decision.
(14) The Standing Committee on the Food Chain and Animal Health has not delivered an opinion within the time limit laid down by its Chairman. An implementing act was deemed to be necessary and the chair submitted the draft implementing act to the appeal committee for further deliberation. The appeal committee did not deliver an opinion,
HAS ADOPTED THIS DECISION:

Genetically modified organism and unique identifier

Genetically modified soybean MON 87701, as specified in point (b) of the Annex to this Decision, is assigned the unique identifier MON-877Ø1-2, as provided for in Regulation (EC) No 65/2004.

Authorisation

The following products are authorised for the purposes of Articles 4(2) and 16(2) of Regulation (EC) No 1829/2003 in accordance with the conditions set out in this Decision:
(a)
foods and food ingredients containing, consisting of, or produced from MON-877Ø1-2 soybean;
(b)
feed containing, consisting of, or produced from MON-877Ø1-2 soybean;
(c)
products other than food and feed containing or consisting of MON-877Ø1-2 soybean for the same uses as any other soybean with the exception of cultivation.

Labelling

1. For the purposes of the labelling requirements laid down in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003 and in Article 4(6) of Regulation (EC) No 1830/2003, the ‘name of the organism’ shall be ‘soybean’.
2. The words ‘not for cultivation’ shall appear on the label of and in documents accompanying products containing or consisting of MON-877Ø1-2 soybean referred to in Article 2(b) and (c).

Monitoring for environmental effects

1. The authorisation holder shall ensure that the monitoring plan for environmental effects, as set out in point (h) of the Annex, is put in place and implemented.
2. The authorisation holder shall submit to the Commission annual reports on the implementation and the results of the activities set out in the monitoring plan in accordance with Decision 2009/770/EC.

EU register

The information set out in the Annex to this Decision shall be entered in the EU register of genetically modified food and feed, as provided for in Article 28 of Regulation (EC) No 1829/2003.

Authorisation holder

The authorisation holder shall be Monsanto Europe SA, Belgium, representing Monsanto Company, United States.

Validity

This Decision shall apply for a period of 10 years from the date of its notification.

Addressee

This Decision is addressed to Monsanto Europe SA, Avenue de Tervuren 270-272, 1150 Brussels, BELGIUM.

(a)   Applicant and Authorisation holder

ANNEX
Name | : | Monsanto Europe SA
Address | : | Avenue de Tervuren 270-272, 1150 Brussels, BELGIUMOn behalf of Monsanto Company, 800 N. Lindbergh Boulevard, St. Louis, Missouri 63167, UNITED STATES OF AMERICA.
(b) Designation and specification of the products

(1) | Foods and food ingredients containing, consisting of, or produced from MON-877Ø1-2 soybean.
(2) | Feed containing, consisting of, or produced from MON-877Ø1-2 soybean.
(3) | Products other than food and feed containing or consisting of MON-877Ø1-2 soybean for the same uses as any other soybean with the exception of cultivation.The genetically modified MON-877Ø1-2 soybean, as described in the application, expresses the Cry1Ac protein which confers protection against certain lepidopteran pests.
(c) Labelling

(1) | For the purposes of the specific labelling requirements laid down in Article 13(1) and Article 25(2) of Regulation (EC) No 1829/2003, and in Article 4(6) of Regulation (EC) No 1830/2003, the ‘name of the organism’ shall be ‘soybean’.
(2) | The words ‘not for cultivation’ shall appear on the label of and in documents accompanying products containing or consisting of MON-877Ø1-2 soybean referred to in Article 2(b) and (c) of this Decision.(d) Method for detection

— | Event-specific real-time PCR-based method for the quantification of MON-877Ø1-2 soybean,
— | validated on grains by the EU Reference Laboratory established under Regulation (EC) No 1829/2003, published at http://gmo-crl.jrc.ec.europa.eu/statusofdoss.htm
— | reference material: AOCS 0809-A and AOCS 0906-A accessible via the American Oil Chemists Society at http://www.aocs.org/tech/crm(e) Unique identifier
MON-877Ø1-2
(f) Information required under Annex II to the Cartagena Protocol on Biosafety to the Convention on Biological Diversity
Biosafety Clearing House, Record ID: see [to be completed when notified].
(g) Conditions or restrictions on the placing on the market, use or handling of the products
Not required.
(h) Monitoring plan
Monitoring plan for environmental effects conforming with Annex VII to Directive 2001/18/EC.
[Link:plan published on the Internet]
(i) Post market monitoring requirements for the use of the food for human consumption
Not required.
Note:Links to relevant documents may need to be modified over the time. Those modifications will be made available to the public via the updating of the EU register of genetically modified food and feed.

Pending: 32012D0082

January 15, 2026
14.2.2012 EN Official Journal of the European Union L 40/14
(1) By Commission Decision 96/281/EC of 3 April 1996 concerning the placing on the market of genetically modified soya beans (Glycine maxL.) with increased tolerance to the herbicide glyphosate, pursuant to Council Directive 90/220/EEC(2)the United Kingdom gave its consent for placing on the market genetically modified soybean 40-3-2.
(2) Food produced from genetically modified soybean 40-3-2, including food additives, feed materials and feed additives produced from genetically modified soybean 40-3-2 were placed on the market before the entry into force of Regulation (EC) No 1829/2003.
(3) Articles 8(1) and 20(1) of Regulation (EC) No 1829/2003 allow the products which have been lawfully placed on the market before the date of application of that Regulation to continue to be placed on the market, provided that a notification is made to the Commission.
(4) Articles 8(4) and 20(4) of Regulation (EC) No 1829/2003 require the operators responsible for placing on the market those products to submit an application for renewal of authorisation within certain time limits.
(5) On 16 April 2007, Monsanto Europe SA submitted to the Commission an application, in accordance with Articles 11 and 23 of Regulation (EC) No 1829/2003 for renewal of the authorisation for continued marketing of existing food additives, feed materials and feed additives produced from 40-3-2 soybean which were previously notified according to Articles 8(1)(b) and 20(1)(b) of that Regulation.
(6) On 18 April 2007, Monsanto Europe SA submitted to the Commission an application, in accordance with Articles 11 and 23 of Regulation (EC) No 1829/2003, for renewal of the authorisation of food containing, consisting of, or produced from 40-3-2 soybean, feed containing or consisting of 40-3-2 soybean and products other than food and feed containing or consisting of 40-3-2 soybean with the exception of cultivation which were previously notified according to Articles 8(1)(a) and 20(1)(a) of that Regulation.
(7) On 1 December 2010, the European Food Safety Authority (EFSA) gave two favourable opinions in accordance with Articles 6 and 18 of Regulation (EC) No 1829/2003 and concluded that the new information provided in the applications and the review of the literature published since the previous scientific assessment of 40-3-2 soybean(3)do not require changes of the previous scientific opinions on 40-3-2 soybean and reiterated the previous conclusions that 40-3-2 soybean is as safe as its non-genetically modified counterpart with respect to potential effects on human and animal health or the environment. Therefore, it concluded that it is unlikely that the placing on the market of the products containing, consisting of, or produced from 40-3-2 soybean as described in the applications (‘the products’) will have any adverse effects on human or animal health or the environment in the context of its proposed uses(4).
(8) In its opinions, EFSA considered all the specific questions and concerns raised by the Member States in the context of the consultation of the national competent authorities as provided for by Articles 6(4) and 18(4) of Regulation (EC) No 1829/2003.
(9) In its opinions, EFSA also concluded that the environmental monitoring plan, consisting of a general surveillance plan, submitted by the applicant is in line with the intended use of the products.
(10) Taking into account those considerations, renewal of the authorisation should be granted for the products.
(11) A unique identifier should be assigned to each GMO as provided for in Commission Regulation (EC) No 65/2004 of 14 January 2004 establishing a system for the development and assignment of unique identifiers for genetically modified organisms(5).
(12) On the basis of the EFSA opinions, no specific labelling requirements other than those provided for in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003, appear to be necessary for foods and feed containing, consisting of, or produced from 40-3-2 soybean. However, in order to ensure the use of the products within the limits of the authorisation provided for by this Decision, the labelling of feed containing or consisting of the GMO and products other than food and feed containing or consisting of the GMO for which renewal of the authorisation is requested should be complemented by a clear indication that the products in question must not be used for cultivation.
(13) Regulation (EC) No 1830/2003 of the European Parliament and of the Council of 22 September 2003 concerning the traceability and labelling of genetically modified organisms and the traceability of food and feed products produced from genetically modified organisms and amending Directive 2001/18/EC(6), lays down in Article 4(6) labelling requirements for products containing or consisting of GMOs. Traceability requirements for products containing or consisting of GMOs are laid down in paragraphs 1 to 5 of Article 4 and for food and feed produced from GMOs are laid down in Article 5 of that Regulation.
(14) The authorisation holder should submit annual reports on the implementation and the results of the activities set out in the monitoring plan for environmental effects. Those results should be presented in accordance with Commission Decision 2009/770/EC of 13 October 2009 establishing standard reporting formats for presenting the monitoring results of the deliberate release into the environment of genetically modified organisms, as or in products, for the purpose of placing on the market, pursuant to Directive 2001/18/EC of the European Parliament and of the Council(7). The EFSA opinions do not justify the imposition of specific conditions or restrictions for the placing on the market and/or specific conditions or restrictions for the use and handling, including post-market monitoring requirements for the use of the food and feed, or of specific conditions for the protection of particular ecosystems/environment and/or geographical areas, as provided for in point (e) of Article 6(5) and Article 18(5) of Regulation (EC) No 1829/2003.
(15) All relevant information on the renewal of the authorisation of the products should be entered in the Community register of genetically modified food and feed, as provided for in Regulation (EC) No 1829/2003.
(16) In the interest of clarity and consistency, Decision 96/281/EC should be repealed and replaced by this Decision.
(17) This Decision is to be notified through the Biosafety Clearing House to the Parties to the Cartagena Protocol on Biosafety to the Convention on Biological Diversity, pursuant to Article 9(1) and point (c) of Article 15(2) of Regulation (EC) No 1946/2003 of the European Parliament and of the Council of 15 July 2003 on transboundary movements of genetically modified organisms(8).
(18) The applicant has been consulted on the measures provided for in this Decision.
(19) The Standing Committee on the Food Chain and Animal Health has not delivered an opinion within the time limit laid down by its Chairman. An implementing act was deemed to be necessary and the chair submitted the draft implementing act to the appeal committee for further deliberation. The appeal committee did not deliver an opinion,
(a) foods and food ingredients containing, consisting of, or produced from MON-Ø4Ø32-6 soybean;
(b) feed containing, consisting of, or produced from MON-Ø4Ø32-6 soybean;
(c) products other than food and feed containing or consisting of MON-Ø4Ø32-6 soybean for the same uses as any other soybean with the exception of cultivation.
Name : Monsanto Europe SA
Address : Avenue de Tervuren/Tervurenlaan 270-272, 1150 Bruxelles/Brussel, BELGIQUE/BELGIË
(1) Foods and food ingredients containing, consisting of, or produced from MON-Ø4Ø32-6 soybean.
(2) Feed containing, consisting of, or produced from MON-Ø4Ø32-6 soybean.
(3) Products other than food and feed containing or consisting of MON-Ø4Ø32-6 soybean for the same uses as any other soybean with the exception of cultivation.
(1) For the purposes of the specific labelling requirements laid down in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003, and in Article 4(6) of Regulation (EC) No 1830/2003, the ‘name of the organism’ shall be ‘soybean’.
(2) The words ‘not for cultivation’ shall appear on the label of and in documents accompanying products containing or consisting of MON-Ø4Ø32-6 soybean referred to in Article 2(b) and (c).
— Event-specific real-time PCR-based method for the quantification of MON-Ø4Ø32-6 soybean,
— validated by the Community Reference Laboratory established under Regulation (EC) No 1829/2003, published at http://gmo-crl.jrc.ec.europa.eu/statusofdoss.htm
— reference material: ERM®-BF410 accessible via the Joint Research Centre (JRC) of the European Commission, Institute for Reference Materials and Measurements (IRMM) at https://irmm.jrc.ec.europa.eu/rmcatalogue
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 1829/2003 of the European Parliament and of the Council of 22 September 2003 on genetically modified food and feed(1), and in particular Articles 7(3), 11(3), 19(3) and 23(3) thereof,
(1) By Commission Decision 96/281/EC of 3 April 1996 concerning the placing on the market of genetically modified soya beans (Glycine maxL.) with increased tolerance to the herbicide glyphosate, pursuant to Council Directive 90/220/EEC(2)the United Kingdom gave its consent for placing on the market genetically modified soybean 40-3-2.
(2) Food produced from genetically modified soybean 40-3-2, including food additives, feed materials and feed additives produced from genetically modified soybean 40-3-2 were placed on the market before the entry into force of Regulation (EC) No 1829/2003.
(3) Articles 8(1) and 20(1) of Regulation (EC) No 1829/2003 allow the products which have been lawfully placed on the market before the date of application of that Regulation to continue to be placed on the market, provided that a notification is made to the Commission.
(4) Articles 8(4) and 20(4) of Regulation (EC) No 1829/2003 require the operators responsible for placing on the market those products to submit an application for renewal of authorisation within certain time limits.
(5) On 16 April 2007, Monsanto Europe SA submitted to the Commission an application, in accordance with Articles 11 and 23 of Regulation (EC) No 1829/2003 for renewal of the authorisation for continued marketing of existing food additives, feed materials and feed additives produced from 40-3-2 soybean which were previously notified according to Articles 8(1)(b) and 20(1)(b) of that Regulation.
(6) On 18 April 2007, Monsanto Europe SA submitted to the Commission an application, in accordance with Articles 11 and 23 of Regulation (EC) No 1829/2003, for renewal of the authorisation of food containing, consisting of, or produced from 40-3-2 soybean, feed containing or consisting of 40-3-2 soybean and products other than food and feed containing or consisting of 40-3-2 soybean with the exception of cultivation which were previously notified according to Articles 8(1)(a) and 20(1)(a) of that Regulation.
(7) On 1 December 2010, the European Food Safety Authority (EFSA) gave two favourable opinions in accordance with Articles 6 and 18 of Regulation (EC) No 1829/2003 and concluded that the new information provided in the applications and the review of the literature published since the previous scientific assessment of 40-3-2 soybean(3)do not require changes of the previous scientific opinions on 40-3-2 soybean and reiterated the previous conclusions that 40-3-2 soybean is as safe as its non-genetically modified counterpart with respect to potential effects on human and animal health or the environment. Therefore, it concluded that it is unlikely that the placing on the market of the products containing, consisting of, or produced from 40-3-2 soybean as described in the applications (‘the products’) will have any adverse effects on human or animal health or the environment in the context of its proposed uses(4).
(8) In its opinions, EFSA considered all the specific questions and concerns raised by the Member States in the context of the consultation of the national competent authorities as provided for by Articles 6(4) and 18(4) of Regulation (EC) No 1829/2003.
(9) In its opinions, EFSA also concluded that the environmental monitoring plan, consisting of a general surveillance plan, submitted by the applicant is in line with the intended use of the products.
(10) Taking into account those considerations, renewal of the authorisation should be granted for the products.
(11) A unique identifier should be assigned to each GMO as provided for in Commission Regulation (EC) No 65/2004 of 14 January 2004 establishing a system for the development and assignment of unique identifiers for genetically modified organisms(5).
(12) On the basis of the EFSA opinions, no specific labelling requirements other than those provided for in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003, appear to be necessary for foods and feed containing, consisting of, or produced from 40-3-2 soybean. However, in order to ensure the use of the products within the limits of the authorisation provided for by this Decision, the labelling of feed containing or consisting of the GMO and products other than food and feed containing or consisting of the GMO for which renewal of the authorisation is requested should be complemented by a clear indication that the products in question must not be used for cultivation.
(13) Regulation (EC) No 1830/2003 of the European Parliament and of the Council of 22 September 2003 concerning the traceability and labelling of genetically modified organisms and the traceability of food and feed products produced from genetically modified organisms and amending Directive 2001/18/EC(6), lays down in Article 4(6) labelling requirements for products containing or consisting of GMOs. Traceability requirements for products containing or consisting of GMOs are laid down in paragraphs 1 to 5 of Article 4 and for food and feed produced from GMOs are laid down in Article 5 of that Regulation.
(14) The authorisation holder should submit annual reports on the implementation and the results of the activities set out in the monitoring plan for environmental effects. Those results should be presented in accordance with Commission Decision 2009/770/EC of 13 October 2009 establishing standard reporting formats for presenting the monitoring results of the deliberate release into the environment of genetically modified organisms, as or in products, for the purpose of placing on the market, pursuant to Directive 2001/18/EC of the European Parliament and of the Council(7). The EFSA opinions do not justify the imposition of specific conditions or restrictions for the placing on the market and/or specific conditions or restrictions for the use and handling, including post-market monitoring requirements for the use of the food and feed, or of specific conditions for the protection of particular ecosystems/environment and/or geographical areas, as provided for in point (e) of Article 6(5) and Article 18(5) of Regulation (EC) No 1829/2003.
(15) All relevant information on the renewal of the authorisation of the products should be entered in the Community register of genetically modified food and feed, as provided for in Regulation (EC) No 1829/2003.
(16) In the interest of clarity and consistency, Decision 96/281/EC should be repealed and replaced by this Decision.
(17) This Decision is to be notified through the Biosafety Clearing House to the Parties to the Cartagena Protocol on Biosafety to the Convention on Biological Diversity, pursuant to Article 9(1) and point (c) of Article 15(2) of Regulation (EC) No 1946/2003 of the European Parliament and of the Council of 15 July 2003 on transboundary movements of genetically modified organisms(8).
(18) The applicant has been consulted on the measures provided for in this Decision.
(19) The Standing Committee on the Food Chain and Animal Health has not delivered an opinion within the time limit laid down by its Chairman. An implementing act was deemed to be necessary and the chair submitted the draft implementing act to the appeal committee for further deliberation. The appeal committee did not deliver an opinion,
HAS ADOPTED THIS DECISION:

Genetically modified organism and unique identifier
Article 1
Genetically modified soybean 40-3-2, as specified in point (b) of the Annex to this Decision, is assigned the unique identifier MON-Ø4Ø32-6, as provided for in Regulation (EC) No 65/2004.

Authorisation
Article 2
The following products are authorised for the purposes of Articles 4(2) and 16(2) of Regulation (EC) No 1829/2003 in accordance with the conditions set out in this Decision:
(a)
foods and food ingredients containing, consisting of, or produced from MON-Ø4Ø32-6 soybean;
(b)
feed containing, consisting of, or produced from MON-Ø4Ø32-6 soybean;
(c)
products other than food and feed containing or consisting of MON-Ø4Ø32-6 soybean for the same uses as any other soybean with the exception of cultivation.

Labelling
Article 3
1. For the purposes of the labelling requirements laid down in Article 13(1) and Article 25(2) of Regulation (EC) No 1829/2003 and in Article 4(6) of Regulation (EC) No 1830/2003, the ‘name of the organism’ shall be ‘soybean’.
2. The words ‘not for cultivation’ shall appear on the label of and in documents accompanying products containing or consisting of MON-Ø4Ø32-6 soybean referred to in Article 2(b) and (c).

Monitoring for environmental effects
Article 4
1. The authorisation holder shall ensure that the monitoring plan for environmental effects, as set out in point (h) of the Annex, is put in place and implemented.
2. The authorisation holder shall submit to the Commission annual reports on the implementation and the results of the activities set out in the monitoring plan in accordance with the requirements set in Decision 2009/770/EC.

Community register
Article 5
The information set out in the Annex to this Decision shall be entered in the Community register of genetically modified food and feed, as provided for in Article 28 of Regulation (EC) No 1829/2003.

Authorisation holder
Article 6
The authorisation holder shall be Monsanto Europe SA, Belgium, representing Monsanto Company, United States.

Repeal
Article 7
Decision 96/281/EC shall be repealed from 13 February 2012.

Validity
Article 8
This Decision shall apply for a period of 10 years from the date of its notification.

Addressee
Article 9
This Decision is addressed to Monsanto Europe SA, Avenue de Tervuren/Tervurenlaan 270-272, 1150 Bruxelles/Brussel, BELGIQUE/BELGIË.

THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 1829/2003 of the European Parliament and of the Council of 22 September 2003 on genetically modified food and feed(1), and in particular Articles 7(3), 11(3), 19(3) and 23(3) thereof,
(1) By Commission Decision 96/281/EC of 3 April 1996 concerning the placing on the market of genetically modified soya beans (Glycine maxL.) with increased tolerance to the herbicide glyphosate, pursuant to Council Directive 90/220/EEC(2)the United Kingdom gave its consent for placing on the market genetically modified soybean 40-3-2.
(2) Food produced from genetically modified soybean 40-3-2, including food additives, feed materials and feed additives produced from genetically modified soybean 40-3-2 were placed on the market before the entry into force of Regulation (EC) No 1829/2003.
(3) Articles 8(1) and 20(1) of Regulation (EC) No 1829/2003 allow the products which have been lawfully placed on the market before the date of application of that Regulation to continue to be placed on the market, provided that a notification is made to the Commission.
(4) Articles 8(4) and 20(4) of Regulation (EC) No 1829/2003 require the operators responsible for placing on the market those products to submit an application for renewal of authorisation within certain time limits.
(5) On 16 April 2007, Monsanto Europe SA submitted to the Commission an application, in accordance with Articles 11 and 23 of Regulation (EC) No 1829/2003 for renewal of the authorisation for continued marketing of existing food additives, feed materials and feed additives produced from 40-3-2 soybean which were previously notified according to Articles 8(1)(b) and 20(1)(b) of that Regulation.
(6) On 18 April 2007, Monsanto Europe SA submitted to the Commission an application, in accordance with Articles 11 and 23 of Regulation (EC) No 1829/2003, for renewal of the authorisation of food containing, consisting of, or produced from 40-3-2 soybean, feed containing or consisting of 40-3-2 soybean and products other than food and feed containing or consisting of 40-3-2 soybean with the exception of cultivation which were previously notified according to Articles 8(1)(a) and 20(1)(a) of that Regulation.
(7) On 1 December 2010, the European Food Safety Authority (EFSA) gave two favourable opinions in accordance with Articles 6 and 18 of Regulation (EC) No 1829/2003 and concluded that the new information provided in the applications and the review of the literature published since the previous scientific assessment of 40-3-2 soybean(3)do not require changes of the previous scientific opinions on 40-3-2 soybean and reiterated the previous conclusions that 40-3-2 soybean is as safe as its non-genetically modified counterpart with respect to potential effects on human and animal health or the environment. Therefore, it concluded that it is unlikely that the placing on the market of the products containing, consisting of, or produced from 40-3-2 soybean as described in the applications (‘the products’) will have any adverse effects on human or animal health or the environment in the context of its proposed uses(4).
(8) In its opinions, EFSA considered all the specific questions and concerns raised by the Member States in the context of the consultation of the national competent authorities as provided for by Articles 6(4) and 18(4) of Regulation (EC) No 1829/2003.
(9) In its opinions, EFSA also concluded that the environmental monitoring plan, consisting of a general surveillance plan, submitted by the applicant is in line with the intended use of the products.
(10) Taking into account those considerations, renewal of the authorisation should be granted for the products.
(11) A unique identifier should be assigned to each GMO as provided for in Commission Regulation (EC) No 65/2004 of 14 January 2004 establishing a system for the development and assignment of unique identifiers for genetically modified organisms(5).
(12) On the basis of the EFSA opinions, no specific labelling requirements other than those provided for in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003, appear to be necessary for foods and feed containing, consisting of, or produced from 40-3-2 soybean. However, in order to ensure the use of the products within the limits of the authorisation provided for by this Decision, the labelling of feed containing or consisting of the GMO and products other than food and feed containing or consisting of the GMO for which renewal of the authorisation is requested should be complemented by a clear indication that the products in question must not be used for cultivation.
(13) Regulation (EC) No 1830/2003 of the European Parliament and of the Council of 22 September 2003 concerning the traceability and labelling of genetically modified organisms and the traceability of food and feed products produced from genetically modified organisms and amending Directive 2001/18/EC(6), lays down in Article 4(6) labelling requirements for products containing or consisting of GMOs. Traceability requirements for products containing or consisting of GMOs are laid down in paragraphs 1 to 5 of Article 4 and for food and feed produced from GMOs are laid down in Article 5 of that Regulation.
(14) The authorisation holder should submit annual reports on the implementation and the results of the activities set out in the monitoring plan for environmental effects. Those results should be presented in accordance with Commission Decision 2009/770/EC of 13 October 2009 establishing standard reporting formats for presenting the monitoring results of the deliberate release into the environment of genetically modified organisms, as or in products, for the purpose of placing on the market, pursuant to Directive 2001/18/EC of the European Parliament and of the Council(7). The EFSA opinions do not justify the imposition of specific conditions or restrictions for the placing on the market and/or specific conditions or restrictions for the use and handling, including post-market monitoring requirements for the use of the food and feed, or of specific conditions for the protection of particular ecosystems/environment and/or geographical areas, as provided for in point (e) of Article 6(5) and Article 18(5) of Regulation (EC) No 1829/2003.
(15) All relevant information on the renewal of the authorisation of the products should be entered in the Community register of genetically modified food and feed, as provided for in Regulation (EC) No 1829/2003.
(16) In the interest of clarity and consistency, Decision 96/281/EC should be repealed and replaced by this Decision.
(17) This Decision is to be notified through the Biosafety Clearing House to the Parties to the Cartagena Protocol on Biosafety to the Convention on Biological Diversity, pursuant to Article 9(1) and point (c) of Article 15(2) of Regulation (EC) No 1946/2003 of the European Parliament and of the Council of 15 July 2003 on transboundary movements of genetically modified organisms(8).
(18) The applicant has been consulted on the measures provided for in this Decision.
(19) The Standing Committee on the Food Chain and Animal Health has not delivered an opinion within the time limit laid down by its Chairman. An implementing act was deemed to be necessary and the chair submitted the draft implementing act to the appeal committee for further deliberation. The appeal committee did not deliver an opinion,
HAS ADOPTED THIS DECISION:

Genetically modified organism and unique identifier

Genetically modified soybean 40-3-2, as specified in point (b) of the Annex to this Decision, is assigned the unique identifier MON-Ø4Ø32-6, as provided for in Regulation (EC) No 65/2004.

Authorisation

The following products are authorised for the purposes of Articles 4(2) and 16(2) of Regulation (EC) No 1829/2003 in accordance with the conditions set out in this Decision:
(a)
foods and food ingredients containing, consisting of, or produced from MON-Ø4Ø32-6 soybean;
(b)
feed containing, consisting of, or produced from MON-Ø4Ø32-6 soybean;
(c)
products other than food and feed containing or consisting of MON-Ø4Ø32-6 soybean for the same uses as any other soybean with the exception of cultivation.

Labelling

1. For the purposes of the labelling requirements laid down in Article 13(1) and Article 25(2) of Regulation (EC) No 1829/2003 and in Article 4(6) of Regulation (EC) No 1830/2003, the ‘name of the organism’ shall be ‘soybean’.
2. The words ‘not for cultivation’ shall appear on the label of and in documents accompanying products containing or consisting of MON-Ø4Ø32-6 soybean referred to in Article 2(b) and (c).

Monitoring for environmental effects

1. The authorisation holder shall ensure that the monitoring plan for environmental effects, as set out in point (h) of the Annex, is put in place and implemented.
2. The authorisation holder shall submit to the Commission annual reports on the implementation and the results of the activities set out in the monitoring plan in accordance with the requirements set in Decision 2009/770/EC.

Community register

The information set out in the Annex to this Decision shall be entered in the Community register of genetically modified food and feed, as provided for in Article 28 of Regulation (EC) No 1829/2003.

Authorisation holder

The authorisation holder shall be Monsanto Europe SA, Belgium, representing Monsanto Company, United States.

Repeal

Decision 96/281/EC shall be repealed from 13 February 2012.

Validity

This Decision shall apply for a period of 10 years from the date of its notification.

Addressee

This Decision is addressed to Monsanto Europe SA, Avenue de Tervuren/Tervurenlaan 270-272, 1150 Bruxelles/Brussel, BELGIQUE/BELGIË.

(a)   Applicant and authorisation holder

ANNEX
Name | : | Monsanto Europe SA
Address | : | Avenue de Tervuren/Tervurenlaan 270-272, 1150 Bruxelles/Brussel, BELGIQUE/BELGIËOn behalf of Monsanto Company, 800 N. Lindbergh Boulevard, St Louis, Missouri 63167, UNITED STATES OF AMERICA.
(b) Designation and specification of the products

(1) | Foods and food ingredients containing, consisting of, or produced from MON-Ø4Ø32-6 soybean.
(2) | Feed containing, consisting of, or produced from MON-Ø4Ø32-6 soybean.
(3) | Products other than food and feed containing or consisting of MON-Ø4Ø32-6 soybean for the same uses as any other soybean with the exception of cultivation.The genetically modified MON-Ø4Ø32-6 soybean, as described in the applications, expresses the CP4 EPSPS protein which confers tolerance to the glyphosate herbicide.
(c) Labelling

(1) | For the purposes of the specific labelling requirements laid down in Articles 13(1) and 25(2) of Regulation (EC) No 1829/2003, and in Article 4(6) of Regulation (EC) No 1830/2003, the ‘name of the organism’ shall be ‘soybean’.
(2) | The words ‘not for cultivation’ shall appear on the label of and in documents accompanying products containing or consisting of MON-Ø4Ø32-6 soybean referred to in Article 2(b) and (c).(d) Method for detection

— | Event-specific real-time PCR-based method for the quantification of MON-Ø4Ø32-6 soybean,
— | validated by the Community Reference Laboratory established under Regulation (EC) No 1829/2003, published at http://gmo-crl.jrc.ec.europa.eu/statusofdoss.htm
— | reference material: ERM®-BF410 accessible via the Joint Research Centre (JRC) of the European Commission, Institute for Reference Materials and Measurements (IRMM) at https://irmm.jrc.ec.europa.eu/rmcatalogue(e) Unique identifier
MON-Ø4Ø32-6
(f) Information required under Annex II to the Cartagena Protocol on Biosafety to the Convention on Biological Diversity
Biosafety Clearing House, Record ID: see [to be completed when notified]
(g) Conditions or restrictions on the placing on the market, use or handling of the products
Not required.
(h) Monitoring plan
Monitoring plan for environmental effects conforming with Annex VII to Directive 2001/18/EC of the European Parliament and of the Council(1)
[Link:plan published on the Internet]
(i) Post-market monitoring requirements for the use of the food for human consumption
Not required.
Note:Links to relevant documents may need to be modified over time. Those modifications will be made available to the public via the updating of the Community register of genetically modified food and feed.

(1)
OJ L 106, 17.4.2001, p. 1.

Pending: 32011D0630

January 15, 2026
24.9.2011 EN Official Journal of the European Union L 247/32
(1) Directive 88/407/EEC lays down the animal health conditions applicable to imports from third countries into the Union of semen of domestic animals of the bovine species. It provides that only semen that comes from a third country included on a list of third countries drawn up in accordance with that Directive and accompanied by an animal health certificate corresponding to a model also drawn up in accordance with that Directive, is to be imported into the Union. The animal health certificate is to certify that semen comes from semen collection and storage centres offering guarantees provided for in Article 9(1) of that Directive.
(2) Commission Decision 2004/639/EC of 6 September 2004 laying down the importation conditions of semen of domestic animals of the bovine species(2)currently sets out the list of third countries from which Member States are to authorise imports of semen of domestic animals of the bovine species in Annex I thereto.
(3) Under Article 8(2) of Directive 88/407/EEC, a Member State may authorise imports of semen of domestic animals of the bovine species only from those third countries which appear on a list to be drawn up in accordance with that Directive. In deciding whether a third country may appear on such a list, particular account is to be taken of various conditions, such as the state of health of the livestock.
(4) Commission Regulation (EU) No 206/2010 of 12 March 2010 laying down lists of third countries, territories or parts thereof authorised for the introduction into the European Union of certain animals and fresh meat and the veterinary certification requirements(3)repealed and replaced Council Decision 79/542/EEC of 21 December 1976 drawing up a list of third countries or parts of third countries, and laying down animal and public health and veterinary certification conditions, for importation into the Community of certain live animals and their fresh meat(4). Regulation (EU) No 206/2010 sets out a list of third countries authorised for the introduction of ungulates into the Union in Annex I thereto. The conditions for the introduction of ungulates, laid down in that Regulation, are similar to the conditions for imports of semen of domestic animals of the bovine species laid down in Directive 88/407/EEC.
(5) There is no scientific evidence suggesting that, with regard to major exotic contagious diseases, the risks arising from the health status of the donor bovine male could be mitigated by treatment of the semen. Accordingly, the list of third countries from which Member States are to authorise imports of semen should be based on the animal health status of the third countries from which imports of live domestic animals of the bovine species are authorised. The list set out in Annex I to Regulation (EU) No 206/2010 includes Chile, Iceland and Saint Pierre and Miquelon. Therefore, those third countries should also be included in the list set out in Annex I to Decision 2004/639/EC.
(6) The model animal health certificate in Part 1 of Annex II to Decision 2004/639/EC includes the animal health conditions for imports of semen of domestic animals of the bovine species into the Union. Currently, the conditions for enzootic bovine leukosis and epizootic haemorrhagic disease in that certificate are not entirely consistent with those set out respectively in Chapter I(1)(c) of Annex B to Directive 88/407/EEC and in the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals of the World Organisation for Animal Health (OIE). As a result, that model animal health certificate should be amended to take account of that provision of that Directive and that Manual.
(7) The model animal health certificate in Part 3 of Annex II to Decision 2004/639/EC applies to imports and transits of semen of domestic animals of the bovine species dispatched from a semen storage centre or a semen collection centre either collected and processed in accordance with the conditions of Directive 88/407/EEC, as amended by Council Directive 2003/43/EC(5), or collected processed and stored before 31 December 2004 in conformity with the provisions of Directive 88/407/EEC applying until 1 July 2003, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC.
(8) In order to ensure full traceability of the semen, the model animal health certificate in Part 3 of Annex II to Decision 2004/639/EC should be supplemented by additional certification requirements and only used for trade in semen of domestic animals of the bovine species collected in the semen collection centres and dispatched from a semen storage centre, whether or not the latter constitute part of a semen collection centre approved under a different approval number. As a result, the model animal health certificate in Part 3 of Annex II to Decision 2004/639/EC should be adapted accordingly by this Decision.
(9) It is also necessary to adapt by this Decision the dates in the titles of model health certificates in Part 2 and Part 3 of Annex II to Decision 2004/639/EC related to the stocks of semen of domestic animals of the bovine species collected, processed and stored before 31 December 2004 to reflect the provisions of Article 2(1) of Directive 2003/43/EC.
(10) There are bilateral agreements concluded between the Union and certain third countries containing specific conditions for the imports into the Union of semen of domestic animals of the bovine species. Therefore, where the bilateral agreements contain specific conditions and model animal health certificates for imports, those conditions and models should apply instead of the conditions and models set out in this Decision.
(11) On the basis of Directive 88/407/EEC, Canada was recognised as a third country with an animal health status equivalent to that of Member States for imports into the Union of semen of domestic animals of the bovine species.
(12) It is therefore appropriate that semen of domestic animals of the bovine species collected in Canada and imported into the Union from that third country is accompanied by a simplified certificate drawn up in accordance with the model set out in Commission Decision 2005/290/EC of 4 April 2005 on simplified certificates for the importation of bovine semen and fresh pig meat from Canada and amending Decision 2004/639/EC(6)laid down in accordance with the Agreement between the European Community and the Government of Canada on sanitary measures to protect public and animal health in respect of trade in live animals and animal products(7), as approved by Council Decision 1999/201/EC(8).
(13) Switzerland is a third country with an animal health status equivalent to that of Member States. It is therefore appropriate that semen of domestic animals of the bovine species imported into the Union from Switzerland is accompanied by an animal health certificate drawn up in accordance with the models used for trade within the Union in semen of domestic animals of the bovine species set out in Annex D to Directive 88/407/EEC, with the adaptations set out in point 4 of Chapter VII(B) of Appendix 2 of Annex 11 to the Agreement between the European Community and the Swiss Confederation on Trade in Agricultural Products, as approved by Decision 2002/309/EC, Euratom of the Council, and of the Commission as regards the Agreement on Scientific and Technological Cooperation, of 4 April 2002 on the conclusion of seven Agreements with the Swiss Confederation(9).
(14) In the interest of clarity and consistency of Union legislation, Decision 2004/639/EC should be repealed and replaced by this Decision.
(15) To avoid any disruption of trade, the use of animal health certificates issued in accordance with Decision 2004/639/EC should be authorised during a transitional period subject to certain conditions.
(16) The measures provided for in this Decision are in accordance with the opinion of the Standing Committee on the Food Chain and Animal Health,
(a) it comes from a third country or part thereof listed in Annex I;
(b) it comes from a semen collection or storage centre listed in accordance with Article 9(2) of Directive 88/407/EEC;
(c) it is accompanied by an animal health certificate drawn up in accordance with the following model animal health certificates set out in Part 1 of Annex II, and completed in accordance with the explanatory notes set out in Part 2 of that Annex:(i)Model 1 as set out in Section A, for semen collected, processed and stored in accordance with Directive 88/407/EEC, as amended by Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;(ii)Model 2 as set out in Section B, for stocks of semen collected, processed and stored before 31 December 2004 in conformity with the provisions of Directive 88/407/EEC applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;(iii)Model 3 as set out in Section C, for semen and stocks of semen referred to in (i) and (ii), dispatched from a semen storage centre; (i) Model 1 as set out in Section A, for semen collected, processed and stored in accordance with Directive 88/407/EEC, as amended by Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected; (ii) Model 2 as set out in Section B, for stocks of semen collected, processed and stored before 31 December 2004 in conformity with the provisions of Directive 88/407/EEC applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected; (iii) Model 3 as set out in Section C, for semen and stocks of semen referred to in (i) and (ii), dispatched from a semen storage centre;
(i) Model 1 as set out in Section A, for semen collected, processed and stored in accordance with Directive 88/407/EEC, as amended by Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;
(ii) Model 2 as set out in Section B, for stocks of semen collected, processed and stored before 31 December 2004 in conformity with the provisions of Directive 88/407/EEC applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;
(iii) Model 3 as set out in Section C, for semen and stocks of semen referred to in (i) and (ii), dispatched from a semen storage centre;
(i) Model 1 as set out in Section A, for semen collected, processed and stored in accordance with Directive 88/407/EEC, as amended by Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;
(ii) Model 2 as set out in Section B, for stocks of semen collected, processed and stored before 31 December 2004 in conformity with the provisions of Directive 88/407/EEC applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;
(iii) Model 3 as set out in Section C, for semen and stocks of semen referred to in (i) and (ii), dispatched from a semen storage centre;
(d) it complies with the requirements set out in the animal health certificates referred to in point (c).
(a) are not intended for introduction into the Union; or
(b) are of a lower health status.
ISO Code Name of the third country Remarks
Description of the territory(if appropriate) Additional guarantees
AU Australia The additional guarantees concerning testing set out in points II.5.4.1 and II.5.4.2 of the certificate in Section A of Part 1 of Annex II are compulsory.
CA Canada(*1) Territory as described in Part 1 of Annex I to Regulation (EU) No 206/2010.
CH Switzerland(*2)
CL Chile
GL Greenland
HR Croatia
IS Iceland
NZ New Zealand
PM Saint Pierre and Miquelon
US United States The additional guarantee set out in point II.5.4.1 of the certificate in Section A of Part 1 of Annex II is compulsory.
Model 1 — Animal health certificate applicable to imports and transits of semen of domestic animals of the bovine species collected, processed and stored in accordance with Council Directive 88/407/EEC, as amended by Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected
Model 2 — Animal health certificate applicable from 1 January 2005 to imports and transits of stocks of semen of domestic animals of the bovine species collected, processed and stored before 31 December 2004 in conformity with Council Directive 88/407/EEC applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected
Model 3 — Animal health certificate for imports and transits of semen of domestic animals of the bovine species collected, processed and stored in accordance with Council Directive 88/407/EEC, as amended by Directive 2003/43/EC, and of stocks of semen of domestic animals of the bovine species collected, processed and stored before 31 December 2004 in conformity with Directive 88/407/EEC, applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen storage centre
(a) The animal health certificates shall be issued by the competent authority of the exporting third country, in accordance with the model set out in Part 1 of Annex II.If the Member State of destination requires additional certification requirements, attestations to certify that those requirements are fulfilled shall be also incorporated in the original form of the animal health certificate.
(b) The original of the animal health certificate shall consist of a single sheet of paper, or, where more text is required, it must be in such a form that all sheets of paper required are part of an integrated whole and indivisible.
(c) Where the model animal health certificate states that certain statements shall be kept as appropriate, statements which are not relevant, may be crossed out and initialled and stamped by the certifying officer, or completely deleted from certificate.
(d) The animal health certificate shall be drawn up in at least one of the official languages of the Member State of the border inspection post of introduction of the consignment into the European Union and of the Member State of destination. However, those Member States may authorise the certificate to be drawn up in the official language of another Member State, and accompanied, if necessary, by an official translation.
(e) If for the reasons of identification of the items of the consignment (schedule in Box I.28 of the model animal health certificates), additional sheets of paper are attached to the animal health certificate, those sheets of paper shall also be considered as forming part of the original of the animal health certificate by application of the signature and stamp of the certifying officer, on each of the pages.
(f) When the animal health certificate, including additional schedules referred to in (e), comprises more than one page, each page shall be numbered (page number) of (total number of pages), at the end of the page and shall bear the certificate reference number designated by the competent authority on the top of the pages.
(g) The original of the animal health certificate must be completed and signed by an official veterinarian the last working day prior to loading of the consignment for exportation to the European Union. The competent authorities of the exporting third country shall ensure that certification requirements equivalent to those laid down in Council Directive 96/93/EC(1)are followed.The colour of the signature and the stamp of the official veterinarian shall be different to that of the printing on the animal health certificate. This requirement also applies to stamps other than those embossed or watermarks.
(h) The original of the animal health certificate must accompany the consignment until it reaches the border inspection post of introduction into the European Union.
(i) The certificate reference number referred to in Box I.2 and Box II.a of the model animal health certificate must be issued by the competent authority of the exporting third country.
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Council Directive 88/407/EEC of 14 June 1988 laying down the animal health requirements applicable to intra-Community trade in and imports of semen of domestic animals of the bovine species(1), and in particular Article 8(1), the first subparagraph of Article 10(2), and Article 11(2) thereof,
(1) Directive 88/407/EEC lays down the animal health conditions applicable to imports from third countries into the Union of semen of domestic animals of the bovine species. It provides that only semen that comes from a third country included on a list of third countries drawn up in accordance with that Directive and accompanied by an animal health certificate corresponding to a model also drawn up in accordance with that Directive, is to be imported into the Union. The animal health certificate is to certify that semen comes from semen collection and storage centres offering guarantees provided for in Article 9(1) of that Directive.
(2) Commission Decision 2004/639/EC of 6 September 2004 laying down the importation conditions of semen of domestic animals of the bovine species(2)currently sets out the list of third countries from which Member States are to authorise imports of semen of domestic animals of the bovine species in Annex I thereto.
(3) Under Article 8(2) of Directive 88/407/EEC, a Member State may authorise imports of semen of domestic animals of the bovine species only from those third countries which appear on a list to be drawn up in accordance with that Directive. In deciding whether a third country may appear on such a list, particular account is to be taken of various conditions, such as the state of health of the livestock.
(4) Commission Regulation (EU) No 206/2010 of 12 March 2010 laying down lists of third countries, territories or parts thereof authorised for the introduction into the European Union of certain animals and fresh meat and the veterinary certification requirements(3)repealed and replaced Council Decision 79/542/EEC of 21 December 1976 drawing up a list of third countries or parts of third countries, and laying down animal and public health and veterinary certification conditions, for importation into the Community of certain live animals and their fresh meat(4). Regulation (EU) No 206/2010 sets out a list of third countries authorised for the introduction of ungulates into the Union in Annex I thereto. The conditions for the introduction of ungulates, laid down in that Regulation, are similar to the conditions for imports of semen of domestic animals of the bovine species laid down in Directive 88/407/EEC.
(5) There is no scientific evidence suggesting that, with regard to major exotic contagious diseases, the risks arising from the health status of the donor bovine male could be mitigated by treatment of the semen. Accordingly, the list of third countries from which Member States are to authorise imports of semen should be based on the animal health status of the third countries from which imports of live domestic animals of the bovine species are authorised. The list set out in Annex I to Regulation (EU) No 206/2010 includes Chile, Iceland and Saint Pierre and Miquelon. Therefore, those third countries should also be included in the list set out in Annex I to Decision 2004/639/EC.
(6) The model animal health certificate in Part 1 of Annex II to Decision 2004/639/EC includes the animal health conditions for imports of semen of domestic animals of the bovine species into the Union. Currently, the conditions for enzootic bovine leukosis and epizootic haemorrhagic disease in that certificate are not entirely consistent with those set out respectively in Chapter I(1)(c) of Annex B to Directive 88/407/EEC and in the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals of the World Organisation for Animal Health (OIE). As a result, that model animal health certificate should be amended to take account of that provision of that Directive and that Manual.
(7) The model animal health certificate in Part 3 of Annex II to Decision 2004/639/EC applies to imports and transits of semen of domestic animals of the bovine species dispatched from a semen storage centre or a semen collection centre either collected and processed in accordance with the conditions of Directive 88/407/EEC, as amended by Council Directive 2003/43/EC(5), or collected processed and stored before 31 December 2004 in conformity with the provisions of Directive 88/407/EEC applying until 1 July 2003, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC.
(8) In order to ensure full traceability of the semen, the model animal health certificate in Part 3 of Annex II to Decision 2004/639/EC should be supplemented by additional certification requirements and only used for trade in semen of domestic animals of the bovine species collected in the semen collection centres and dispatched from a semen storage centre, whether or not the latter constitute part of a semen collection centre approved under a different approval number. As a result, the model animal health certificate in Part 3 of Annex II to Decision 2004/639/EC should be adapted accordingly by this Decision.
(9) It is also necessary to adapt by this Decision the dates in the titles of model health certificates in Part 2 and Part 3 of Annex II to Decision 2004/639/EC related to the stocks of semen of domestic animals of the bovine species collected, processed and stored before 31 December 2004 to reflect the provisions of Article 2(1) of Directive 2003/43/EC.
(10) There are bilateral agreements concluded between the Union and certain third countries containing specific conditions for the imports into the Union of semen of domestic animals of the bovine species. Therefore, where the bilateral agreements contain specific conditions and model animal health certificates for imports, those conditions and models should apply instead of the conditions and models set out in this Decision.
(11) On the basis of Directive 88/407/EEC, Canada was recognised as a third country with an animal health status equivalent to that of Member States for imports into the Union of semen of domestic animals of the bovine species.
(12) It is therefore appropriate that semen of domestic animals of the bovine species collected in Canada and imported into the Union from that third country is accompanied by a simplified certificate drawn up in accordance with the model set out in Commission Decision 2005/290/EC of 4 April 2005 on simplified certificates for the importation of bovine semen and fresh pig meat from Canada and amending Decision 2004/639/EC(6)laid down in accordance with the Agreement between the European Community and the Government of Canada on sanitary measures to protect public and animal health in respect of trade in live animals and animal products(7), as approved by Council Decision 1999/201/EC(8).
(13) Switzerland is a third country with an animal health status equivalent to that of Member States. It is therefore appropriate that semen of domestic animals of the bovine species imported into the Union from Switzerland is accompanied by an animal health certificate drawn up in accordance with the models used for trade within the Union in semen of domestic animals of the bovine species set out in Annex D to Directive 88/407/EEC, with the adaptations set out in point 4 of Chapter VII(B) of Appendix 2 of Annex 11 to the Agreement between the European Community and the Swiss Confederation on Trade in Agricultural Products, as approved by Decision 2002/309/EC, Euratom of the Council, and of the Commission as regards the Agreement on Scientific and Technological Cooperation, of 4 April 2002 on the conclusion of seven Agreements with the Swiss Confederation(9).
(14) In the interest of clarity and consistency of Union legislation, Decision 2004/639/EC should be repealed and replaced by this Decision.
(15) To avoid any disruption of trade, the use of animal health certificates issued in accordance with Decision 2004/639/EC should be authorised during a transitional period subject to certain conditions.
(16) The measures provided for in this Decision are in accordance with the opinion of the Standing Committee on the Food Chain and Animal Health,
HAS ADOPTED THIS DECISION:

Subject matter
Article 1
This Decision lays down a list of third countries or parts thereof from which Members States shall authorise imports into the Union of semen of domestic animals of the bovine species (semen).
It also lays down certification requirements for the imports of semen into the Union.

Imports of semen
Article 2
1. Member States shall authorise imports of semen provided that it complies with the following conditions:
(a)
it comes from a third country or part thereof listed in Annex I;
(b)
it comes from a semen collection or storage centre listed in accordance with Article 9(2) of Directive 88/407/EEC;
(c)
it is accompanied by an animal health certificate drawn up in accordance with the following model animal health certificates set out in Part 1 of Annex II, and completed in accordance with the explanatory notes set out in Part 2 of that Annex:
(i)
Model 1 as set out in Section A, for semen collected, processed and stored in accordance with Directive 88/407/EEC, as amended by Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;
(ii)
Model 2 as set out in Section B, for stocks of semen collected, processed and stored before 31 December 2004 in conformity with the provisions of Directive 88/407/EEC applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;
(iii)
Model 3 as set out in Section C, for semen and stocks of semen referred to in (i) and (ii), dispatched from a semen storage centre;
(d)
it complies with the requirements set out in the animal health certificates referred to in point (c).
2. Where specific animal health and certification conditions are laid down in bilateral agreements between the Union and third countries, those conditions shall apply instead of the conditions in paragraph 1.

Conditions concerning the transport of semen to the Union
Article 3
1. The semen and stocks of semen referred to in Article 2 shall not be transported in the same container as other consignments of semen that:
(a)
are not intended for introduction into the Union; or
(b)
are of a lower health status.
2. During transport to the Union, semen and stocks of semen shall be placed in closed and sealed containers and the seal shall not be broken during transport.

Repeal
Article 4
Decision 2004/639/EC is repealed.

Transitional provision
Article 5
For a transitional period until 30 April 2012, Member States shall authorise imports of semen and stocks of semen from third countries which are accompanied by an animal health certificate issued not later than 31 March 2012 in accordance with the models set out in Annex II to Decision 2004/639/EC.

Applicability
Article 6
This Decision shall apply from 1 November 2011.

Addressees
Article 7
This Decision is addressed to the Member States.

THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Council Directive 88/407/EEC of 14 June 1988 laying down the animal health requirements applicable to intra-Community trade in and imports of semen of domestic animals of the bovine species(1), and in particular Article 8(1), the first subparagraph of Article 10(2), and Article 11(2) thereof,
(1) Directive 88/407/EEC lays down the animal health conditions applicable to imports from third countries into the Union of semen of domestic animals of the bovine species. It provides that only semen that comes from a third country included on a list of third countries drawn up in accordance with that Directive and accompanied by an animal health certificate corresponding to a model also drawn up in accordance with that Directive, is to be imported into the Union. The animal health certificate is to certify that semen comes from semen collection and storage centres offering guarantees provided for in Article 9(1) of that Directive.
(2) Commission Decision 2004/639/EC of 6 September 2004 laying down the importation conditions of semen of domestic animals of the bovine species(2)currently sets out the list of third countries from which Member States are to authorise imports of semen of domestic animals of the bovine species in Annex I thereto.
(3) Under Article 8(2) of Directive 88/407/EEC, a Member State may authorise imports of semen of domestic animals of the bovine species only from those third countries which appear on a list to be drawn up in accordance with that Directive. In deciding whether a third country may appear on such a list, particular account is to be taken of various conditions, such as the state of health of the livestock.
(4) Commission Regulation (EU) No 206/2010 of 12 March 2010 laying down lists of third countries, territories or parts thereof authorised for the introduction into the European Union of certain animals and fresh meat and the veterinary certification requirements(3)repealed and replaced Council Decision 79/542/EEC of 21 December 1976 drawing up a list of third countries or parts of third countries, and laying down animal and public health and veterinary certification conditions, for importation into the Community of certain live animals and their fresh meat(4). Regulation (EU) No 206/2010 sets out a list of third countries authorised for the introduction of ungulates into the Union in Annex I thereto. The conditions for the introduction of ungulates, laid down in that Regulation, are similar to the conditions for imports of semen of domestic animals of the bovine species laid down in Directive 88/407/EEC.
(5) There is no scientific evidence suggesting that, with regard to major exotic contagious diseases, the risks arising from the health status of the donor bovine male could be mitigated by treatment of the semen. Accordingly, the list of third countries from which Member States are to authorise imports of semen should be based on the animal health status of the third countries from which imports of live domestic animals of the bovine species are authorised. The list set out in Annex I to Regulation (EU) No 206/2010 includes Chile, Iceland and Saint Pierre and Miquelon. Therefore, those third countries should also be included in the list set out in Annex I to Decision 2004/639/EC.
(6) The model animal health certificate in Part 1 of Annex II to Decision 2004/639/EC includes the animal health conditions for imports of semen of domestic animals of the bovine species into the Union. Currently, the conditions for enzootic bovine leukosis and epizootic haemorrhagic disease in that certificate are not entirely consistent with those set out respectively in Chapter I(1)(c) of Annex B to Directive 88/407/EEC and in the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals of the World Organisation for Animal Health (OIE). As a result, that model animal health certificate should be amended to take account of that provision of that Directive and that Manual.
(7) The model animal health certificate in Part 3 of Annex II to Decision 2004/639/EC applies to imports and transits of semen of domestic animals of the bovine species dispatched from a semen storage centre or a semen collection centre either collected and processed in accordance with the conditions of Directive 88/407/EEC, as amended by Council Directive 2003/43/EC(5), or collected processed and stored before 31 December 2004 in conformity with the provisions of Directive 88/407/EEC applying until 1 July 2003, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC.
(8) In order to ensure full traceability of the semen, the model animal health certificate in Part 3 of Annex II to Decision 2004/639/EC should be supplemented by additional certification requirements and only used for trade in semen of domestic animals of the bovine species collected in the semen collection centres and dispatched from a semen storage centre, whether or not the latter constitute part of a semen collection centre approved under a different approval number. As a result, the model animal health certificate in Part 3 of Annex II to Decision 2004/639/EC should be adapted accordingly by this Decision.
(9) It is also necessary to adapt by this Decision the dates in the titles of model health certificates in Part 2 and Part 3 of Annex II to Decision 2004/639/EC related to the stocks of semen of domestic animals of the bovine species collected, processed and stored before 31 December 2004 to reflect the provisions of Article 2(1) of Directive 2003/43/EC.
(10) There are bilateral agreements concluded between the Union and certain third countries containing specific conditions for the imports into the Union of semen of domestic animals of the bovine species. Therefore, where the bilateral agreements contain specific conditions and model animal health certificates for imports, those conditions and models should apply instead of the conditions and models set out in this Decision.
(11) On the basis of Directive 88/407/EEC, Canada was recognised as a third country with an animal health status equivalent to that of Member States for imports into the Union of semen of domestic animals of the bovine species.
(12) It is therefore appropriate that semen of domestic animals of the bovine species collected in Canada and imported into the Union from that third country is accompanied by a simplified certificate drawn up in accordance with the model set out in Commission Decision 2005/290/EC of 4 April 2005 on simplified certificates for the importation of bovine semen and fresh pig meat from Canada and amending Decision 2004/639/EC(6)laid down in accordance with the Agreement between the European Community and the Government of Canada on sanitary measures to protect public and animal health in respect of trade in live animals and animal products(7), as approved by Council Decision 1999/201/EC(8).
(13) Switzerland is a third country with an animal health status equivalent to that of Member States. It is therefore appropriate that semen of domestic animals of the bovine species imported into the Union from Switzerland is accompanied by an animal health certificate drawn up in accordance with the models used for trade within the Union in semen of domestic animals of the bovine species set out in Annex D to Directive 88/407/EEC, with the adaptations set out in point 4 of Chapter VII(B) of Appendix 2 of Annex 11 to the Agreement between the European Community and the Swiss Confederation on Trade in Agricultural Products, as approved by Decision 2002/309/EC, Euratom of the Council, and of the Commission as regards the Agreement on Scientific and Technological Cooperation, of 4 April 2002 on the conclusion of seven Agreements with the Swiss Confederation(9).
(14) In the interest of clarity and consistency of Union legislation, Decision 2004/639/EC should be repealed and replaced by this Decision.
(15) To avoid any disruption of trade, the use of animal health certificates issued in accordance with Decision 2004/639/EC should be authorised during a transitional period subject to certain conditions.
(16) The measures provided for in this Decision are in accordance with the opinion of the Standing Committee on the Food Chain and Animal Health,
HAS ADOPTED THIS DECISION:

Subject matter

This Decision lays down a list of third countries or parts thereof from which Members States shall authorise imports into the Union of semen of domestic animals of the bovine species (semen).
It also lays down certification requirements for the imports of semen into the Union.

Imports of semen

1. Member States shall authorise imports of semen provided that it complies with the following conditions:
(a)
it comes from a third country or part thereof listed in Annex I;
(b)
it comes from a semen collection or storage centre listed in accordance with Article 9(2) of Directive 88/407/EEC;
(c)
it is accompanied by an animal health certificate drawn up in accordance with the following model animal health certificates set out in Part 1 of Annex II, and completed in accordance with the explanatory notes set out in Part 2 of that Annex:
(i)
Model 1 as set out in Section A, for semen collected, processed and stored in accordance with Directive 88/407/EEC, as amended by Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;
(ii)
Model 2 as set out in Section B, for stocks of semen collected, processed and stored before 31 December 2004 in conformity with the provisions of Directive 88/407/EEC applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected;
(iii)
Model 3 as set out in Section C, for semen and stocks of semen referred to in (i) and (ii), dispatched from a semen storage centre;
(d)
it complies with the requirements set out in the animal health certificates referred to in point (c).
2. Where specific animal health and certification conditions are laid down in bilateral agreements between the Union and third countries, those conditions shall apply instead of the conditions in paragraph 1.

Conditions concerning the transport of semen to the Union

1. The semen and stocks of semen referred to in Article 2 shall not be transported in the same container as other consignments of semen that:
(a)
are not intended for introduction into the Union; or
(b)
are of a lower health status.
2. During transport to the Union, semen and stocks of semen shall be placed in closed and sealed containers and the seal shall not be broken during transport.

Repeal

Decision 2004/639/EC is repealed.

Transitional provision

For a transitional period until 30 April 2012, Member States shall authorise imports of semen and stocks of semen from third countries which are accompanied by an animal health certificate issued not later than 31 March 2012 in accordance with the models set out in Annex II to Decision 2004/639/EC.

Applicability

This Decision shall apply from 1 November 2011.

Addressees

This Decision is addressed to the Member States.
ANNEX I
List of third countries or parts thereof from which Member States shall authorise imports of semen of domestic animals of the bovine species

ISO Code | Name of the third country | Remarks
Description of the territory(if appropriate) | Additional guarantees
AU | Australia | | The additional guarantees concerning testing set out in points II.5.4.1 and II.5.4.2 of the certificate in Section A of Part 1 of Annex II are compulsory.
CA | Canada(*1) | Territory as described in Part 1 of Annex I to Regulation (EU) No 206/2010. |
CH | Switzerland(*2) | |
CL | Chile | |
GL | Greenland | |
HR | Croatia | |
IS | Iceland | |
NZ | New Zealand | |
PM | Saint Pierre and Miquelon | |
US | United States | | The additional guarantee set out in point II.5.4.1 of the certificate in Section A of Part 1 of Annex II is compulsory.
(*1) The certificate to be used for imports from Canada is set out in Commission Decision 2005/290/EC of 4 April 2005 on simplified certificates for the importation of bovine semen and fresh pig meat from Canada and amending Decision 2004/639/EC (only for the semen collected in Canada) laid down in accordance with the Agreement between the European Community and the Government of Canada on sanitary measures to protect public and animal health in respect of trade in live animals and animal products, as approved by Council Decision 1999/201/EC.
(*2) The certificates to be used for imports from Switzerland are set out in Annex D to Directive 88/407/EEC, with the adaptations set out in point 4 of Chapter VII(B) of Appendix 2 of Annex 11 to the Agreement between the European Community and the Swiss Confederation on trade in agricultural products as approved by Decision 2002/309/EC, Euratom of the Council, and of the Commission as regards the Agreement on Scientific and Technological Cooperation of 4 April 2002 on the conclusion of seven Agreements with the Swiss Confederation.

PART 1

ANNEX II
Model animal health certificates for imports and transits of semen and of stocks of semen of domestic animals of the bovine species
SECTION A
Model 1 — | Animal health certificate applicable to imports and transits of semen of domestic animals of the bovine species collected, processed and stored in accordance with Council Directive 88/407/EEC, as amended by Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected

Part I: Details of dispatched consignment
COUNTRY:
Veterinary certificate to EU
I.1. Consignor
Name
Address
Tel.
I.2. Certificate reference No
I.2.a.
I.3. Central competent authority
I.4. Local competent authority
I.5. Consignee
Name
Address
Postal code
Tel.
I.6. Person responsible for the load in EU
Name
Address
Postal code
Tel.
I.7. Country of origin
ISO code
I.8. Region of origin
Code
I.9. Country of destination
ISO code
I.10. Region of destination
Code
I.11. Place of origin
Name
Approval number
Address
Name
Approval number
Address
Name
Approval number
Address
I.12. Place of destination
Name
Address
Postal code
I.13. Place of loading
I.14. Date of departure
I.15. Means of transport
Aeroplane
Ship
Railway wagon
Road vehicle
Other
Identification
Documentary references
I.16. Entry BIP in EU
I.17. I.18. Description of commodity
I.19. Commodity code (HS code)
05 11 10
I.20. Quantity
I.21. I.22. Number of packages
I.23. Seal/Container No
I.24. I.25. Commodities certified for:
Artificial reproduction
I.26. For transit through EU to third country
Third country
ISO code
I.27. For import or admission into EU
I.28. Identification of the commodities
Species
(Scientific name)
Breed
Donor identity
Date of collection
Approval number of the centre
Quantity

Part II: Certification
COUNTRY
Bovine semen — Section A
II. Health information
II.a. Certificate reference No
II.b.
I, the undersigned official veterinarian, hereby certify that:
II.1 …
(name of exporting country) (2) was free from rinderpest and foot-and-mouth disease during the 12 months immediately prior to collection of the semen for export and until its date of dispatch and no vaccination against these diseases has taken place during the same period.
II.2. The centre (3) described in Box I.11 at which the semen to be exported was collected:
II.2.1. meets the conditions laid down in Chapter I(1) of Annex A to Directive 88/407/EEC;
II.2.2. is operated and supervised in accordance with the conditions laid down in Chapter II(1) of Annex A to Directive 88/407/EEC.
II.3. The centre at which the semen to be exported was collected was free from rabies, tuberculosis, brucellosis, anthrax and contagious bovine pleuropneumonia during 30 days prior to the date of collection of the semen to be exported and the 30 days after collection (in the case of fresh semen until the day of dispatch).
II.4. The bovine animals standing at the semen collection centre:
II.4.1. come from herds which satisfy the conditions of paragraph 1(b) of Chapter I of Annex B to Directive 88/407/EEC;
II.4.2. come from herds or were born to dams which comply with the conditions of Chapter I(1)(c) of Annex B to Directive 88/407/EEC, or were tested at the age of at least 24 months in accordance with Chapter II(1)(c) of Annex B to that Directive;
II.4.3. underwent the tests required in accordance with paragraph 1(d) of Chapter I of Annex B to Directive 88/407/EEC in the 28 days preceding the quarantine isolation period;
II.4.4. have satisfied the quarantine isolation period and testing requirements laid down in paragraph 1(e) of Chapter I of Annex B to Directive 88/407/EEC;
II.4.5 have undergone, at least once a year, the routine tests referred to in Chapter II of Annex B to Directive 88/407/EEC.
II.5 The semen to be exported was obtained from donor bulls which:
II.5.1. satisfy the conditions laid down in Annex C to Directive 88/407/EEC;
II.5.2. have remained
(1) either [in the exporting country for at least the last 6 months prior to collection of the semen to be exported;]
(1) or [in the exporting country for at least 30 days prior to the collection of the semen since entry and they were imported from … (2) during the period of less than 6 months prior to the collection of the semen and satisfied the animal health conditions applying to donors of the semen which is intended for export to the European Union;]
II.5.3. fulfil the import conditions for bovine semen laid down in the bluetongue chapter of the Terrestrial Animal Health Code of the OIE, depending on the status of the country or zone of residence;
II.5.4. were resident in the exporting country,
(1) either [II.5.4.1. which according to official findings is free from epizootic haemorrhagic disease (EHD);]
(1)(5) or [II.5.4.1. in which according to official findings the following serotypes of epizootic haemorrhagic disease (EHD) exist: … and were subjected with negative results in each case to:
(1) either [on two occasions not more than 12 months apart in a serological test (4) carried out in an approved laboratory on samples of blood taken prior to and not less than 21 days following collection for this consignment of semen;]]
(1) or [a serological test (4) for the detection of antibody to the EHDV group, carried out on samples taken at intervals of not more than 60 days throughout the collection period and between 21 and 60 days after the final collection for this consignment of semen;]]

COUNTRY
Bovine semen — Section A
(1) or [an agent identification test (4) carried out in approved laboratories on blood samples collected at commencement and conclusion of, and at least every 7 days (virus isolation test) or at least every 28 days (PCR test) during collection for this consignment of semen;]]
(1) (6) either [II.5.4.2. which according to official findings is free from Akabane disease and Aino disease;]
(1) or [II.5.4.2. and were tested negative on two occasions not more than 12 months apart to a serum neutralisation test for Akabane virus and Aino virus carried out in approved laboratory on samples of blood taken prior to and not less than 21 days following collection of the semen;]
II.6. The semen to be exported was collected after the date on which the centre was approved by the competent national authorities of the exporting country;
II.7. The semen to be exported was processed, stored and transported under conditions which satisfy the terms of Directive 88/407/EEC.
Notes
Part I:
Box I.6: person responsible for the load in EU: this box is to be filled in only if it is a certificate for transit commodity.
Box I.11: place of origin shall correspond to the semen collection centre listed in accordance with Article 9(2) of Directive 88/407/EEC on the Commission website:
http://ec.europa.eu/food/animal/semen_ova/bovine/index_en.htm and where the semen was collected.
Box I.22: number of packages shall correspond to the number of containers.
Box I.23: identification of container and seal number shall be indicated.
Box I.26: fill in according to whether it is a transit or an import certificate.
Box I.27: fill in according to whether it is a transit or an import certificate.
Box I.28: donor identity shall correspond to the official identification of the animal;
date of collection shall be indicated in the following format: dd/mm/yyyy;
approval number of the centre shall correspond to the approval number of the semen collection centre indicated in Box I.11 where the semen was collected.
Part II:
(1) Delete as necessary.
(2) Only third countries listed in Annex I to Commission Decision 2011/630/EU.
(3) Only semen collection centres listed in accordance with Article 9(2) of Directive 88/407/EEC on the Commission website:
http://ec.europa.eu/food/animal/semen_ova/bovine/index_en.htm
(4) Standards for EHD virus diagnostic tests are described in the bluetongue chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals.
(5) Compulsory for Australia, Canada and the United States.
(6) Compulsory for Australia.
Official veterinarian (*)
Name (in capital letters):
Qualification and title:
Date:
Signature:
Stamp:
(*) The signature and the stamp must be in a different colour to that of the printing.
SECTION B
Model 2 — | Animal health certificate applicable from 1 January 2005 to imports and transits of stocks of semen of domestic animals of the bovine species collected, processed and stored before 31 December 2004 in conformity with Council Directive 88/407/EEC applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen collection centre where the semen was collected

Part I: Details of dispatched consignment
COUNTRY:
Veterinary certificate to EU
I.1. Consignor
Name
Address
Tel.
I.2. Certificate reference No
I.2.a.
I.3. Central competent authority
I.4. Local competent authority
I.5. Consignee
Name
Address
Postal code
Tel.
I.6. Person responsible for the load in EU
Name
Address
Postal code
Tel.
I.7. Country of origin
ISO code
I.8. Region of origin
Code
I.9. Country of destination
ISO code
I.10. Region of destination
Code
I.11. Place of origin
Name
Approval number
Address
Name
Approval number
Address
Name
Approval number
Address
I.12. Place of destination
Name
Address
Postal code
I.13. Place of loading
I.14. Date of departure
I.15. Means of transport
Aeroplane
Ship
Railway wagon
Road vehicle
Other
Identification
Documentary references
I.16. Entry BIP in EU
I.17. I.18. Description of commodity
I.19. Commodity code (HS code)
05 11 10
I.20. Quantity
I.21. I.22. Number of packages
I.23. Seal/Container No
I.24. I.25. Commodities certified for:
Artificial reproduction
I.26. For transit through EU to third country
Third country
ISO code
I.27. For import or admission into EU
I.28. Identification of the commodities
Species
(Scientific name)
Breed
Donor identity
Date of collection
Approval number of the centre
Quantity

Part II: Certification
COUNTRY
Bovine semen — Section B
II. Health information
II.a. Certificate reference No
II.b.
I, the undersigned official veterinarian, hereby certify that:
II.1. …
(name of exporting country) (2) has been free from rinderpest and foot-and-mouth disease during the 12 months immediately prior to collection of the semen for export and until its date of dispatch and no vaccination against these diseases has taken place during the same period.
II.2. The semen described above was collected before 31 December 2004 at the semen collection centre which:
II.2.1. meets the conditions laid down in Chapter I of Annex A to Directive 88/407/EEC;
II.2.2. is operated and supervised in accordance with the conditions laid down in Chapter II of Annex A to Directive 88/407/EEC.
II.3. The centre at which the semen to be exported was collected was free from rabies, tuberculosis, brucellosis, anthrax and contagious bovine pleuropneumonia during the period commencing 30 days prior to the date of collection of the semen to be exported and the 30 days after collection.
II.4. At the time semen described above was collected, all bovine animals standing at the semen collection centre:
II.4.1. came from herds and/or were born to dams which satisfy the conditions of paragraph 1(b) and (c) of Chapter I of Annex B to Directive 88/407/EEC;
II.4.2. had tested negative, within the 30 days preceding the quarantine isolation period, to:
— the tests referred to in points 1(d)(i), (ii) and (iii) of Chapter I of Annex B to Directive 88/407/EEC, and
— a serum neutralisation test or an ELISA test for infectious bovine rhinotracheitis/infectious pustular vulvo-vaginitis, and
— a virus isolation test (fluorescent antibody test or immunoperoxidase test) for bovine viral diarrhoea, deferred until the animal reached the age of 6 months in the case of younger animals;
II.4.3. had undergone the 30-day quarantine isolation period and had tested negative to the following health tests:
— a serological test for brucellosis carried out in accordance with the procedure described in Annex C to Directive 64/432/EEC,
— either an immunofluorescent antibody test or a culture test for Campylobacter fetus infection on a sample of preputial material or artificial vagina washings, or, in the case of a female animal, a vaginal mucus agglutination test,
— a microscopic examination and culture test for Trichomonas foetus on a sample of preputial material or artificial vagina washings, or in the case of a female animal a vaginal mucus agglutination test;
II.4.4. had tested negative, at least once a year, to the routine tests referred to in points 1(a), (b) and (c) of Chapter II of Annex B to Directive 88/407/EEC.
II.5. At the time the semen described above was collected,
II.5.1. all female bovine animals in the centre had tested negative at least once a year to a vaginal mucus agglutination test for Campylobacter fetus infection, and
II.5.2. all bulls used for semen production had tested negative either to an immunofluorescent antibody test or to a culture test for Campylobacter fetus infection on a sample of preputial material or artificial vagina washings carried out in 12 months prior to collection.
II.6. The semen to be exported was obtained from donor bulls which
II.6.1. satisfy the conditions laid down in Annex C to Directive 88/407/EEC;
(1) either [II.6.2. were resident in the exporting country during the 6 months immediately prior to collection of the semen for export;]
(1) or [II.6.2. were imported from …(2) after spending less than 6 months in the exporting country and at the time of import satisfied the animal health conditions applying to donors of the semen which is intended for export to the European Union;]

COUNTRY
Bovine semen — Section B
II.6.3. stand in a semen collection centre at which:
(1) either [all bovine animals were not vaccinated against infectious bovine rhinotracheitis and tested negative at least once a year to a serum neutralisation test or an ELISA test for infectious bovine rhinotracheitis/infectious pustular vulvo-vaginitis;]
(1) or [bovine animals not vaccinated against infectious bovine rhinotracheitis tested negative, at least once a year, to a serum neutralisation test or an ELISA test for infectious bovine rhinotracheitis/infectious pustular vulvo-vaginitis, at which testing for infectious bovine rhinotracheitis was not carried out on bulls which had received their first vaccination against infectious bovine rhinotracheitis at the insemination centre after they had tested negative to a serum neutralisation test or an ELISA test for infectious bovine rhinotracheitis/infectious pustular vulvo-vaginitis and which had been regularly re-vaccinated at intervals of not more than 6 months since the first vaccination;]
(1) either [II.6.4. have not been vaccinated against infectious bovine rhinotracheitis,]
(1) or [II.6.4. have been vaccinated against infectious bovine rhinotracheitis in accordance with point II.6.3,]
II.6.5. fulfil the import conditions for bovine semen laid down in the bluetongue chapter of the Terrestrial Animal Health Code of the OIE, depending on the status of the country or zone of residence; ****
II.6.6. were resident in the country of export in which the following serotypes of epizootic haemorrhagic disease (EHD) exist: …: and tested negative on two occasions not more than 12 months apart to an agar gel immunodiffusion test (3) and to a virus neutralisation test for all above-listed serotypes of EHD, carried out in approved laboratory on samples of blood taken prior to and not less than 21 days following collection of the semen; ***
II.6.7. were resident in the country of export in which the following serotypes of epizootic haemorrhagic disease (EHD) exist: …: and tested negative, prior to entry and at 6-monthly intervals, to an agar gel immunodiffusion test (3) and a virus neutralisation test for all above-listed serotypes of EHD, carried out in approved laboratory; **
II.6.8. tested negative on two occasions not more than 12 months apart to a serum neutralisation test for Akabane virus carried out in approved laboratory on samples of blood taken prior to and not less than 21 days following collection of the semen. *
II.7. The semen to be exported was collected after the date on which the centre was approved by the competent national authorities of the exporting country.
II.8. The semen to be exported was processed, stored and transported under conditions which satisfy the terms of Directive 88/407/EEC prior to its amendment by Directive 2003/43/EC.
Notes
Part I:
Box I.6: person responsible for the load in EU: this box is to be filled in only if it is a certificate for transit commodity.
Box I.11: place of origin shall correspond to the semen collection centre where the semen was collected.
Box I.12: place of destination: this box is to be filled in only if it is a certificate for transit commodity.
Box I.22: number of packages shall correspond to the number of containers.
Box I.23: identification of container and seal number shall be indicated.
Box I.26: fill in according to whether it is a transit or an import certificate.
Box I.27: fill in according to whether it is a transit or an import certificate.
Box I.28: donor identity shall correspond to the official identification of the animal;
date of collection shall be prior to 31 December 2004 and indicated in the following format: dd/mm/yyyy;
approval number of the centre shall correspond to the approval number of the approved semen collection centre where the semen was collected.

COUNTRY
Bovine semen — Section B
Part II:
(1) Delete as necessary.
(2) Only third countries listed in Annex I to Commission Decision 2011/630/EU
(3) Standards for EHD virus diagnostic tests are described in the bluetongue chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals.
**** To be used only by Australia, Canada and the USA.
*** To be used only by Australia and the USA.
** To be used only by Canada.
* To be used only by Australia.
Official veterinarian (*)
Name (in capital letters):
Qualification and title:
Date:
Signature:
Stamp:
(*) The signature and the stamp must be in a different colour to that of the printing.
SECTION C
Model 3 — | Animal health certificate for imports and transits of semen of domestic animals of the bovine species collected, processed and stored in accordance with Council Directive 88/407/EEC, as amended by Directive 2003/43/EC, and of stocks of semen of domestic animals of the bovine species collected, processed and stored before 31 December 2004 in conformity with Directive 88/407/EEC, applying until 1 July 2004, and imported after 31 December 2004 in accordance with Article 2(2) of Directive 2003/43/EC, dispatched from a semen storage centre

Part I: Details of dispatched consignment
COUNTRY:
Veterinary certificate to EU
I.1. Consignor
Name
Address
Tel.
I.2. Certificate reference No
I.2.a.
I.3. Central competent authority
I.4. Local competent authority
I.5. Consignee
Name
Address
Postal code
Tel.
I.6. Person responsible for the load in EU
Name
Address
Postal code
Tel.
I.7. Country of origin
ISO code
I.8. Region of origin
Code
I.9. Country of destination
ISO code
I.10. Region of destination
Code
I.11. Place of origin
Name
Approval number
Address
Name
Approval number
Address
Name
Approval number
Address
I.12. Place of destination
Name
Address
Postal code
I.13. Place of loading
I.14. Date of departure
I.15. Means of transport
Aeroplane
Ship
Railway wagon
Road vehicle
Other
Identification
Documentary references
I.16. Entry BIP in EU
I.17. No(s) of related original certificates
I.18. Description of commodity
I.19. Commodity code (HS code)
05 11 10
I.20. Quantity
I.21. I.22. Number of packages
I.23. Seal/Container No
I.24. I.25. Commodities certified for:
Artificial reproduction
I.26. For transit through EU to third country
Third country
ISO code
I.27. For import or admission into EU
I.28. Identification of the commodities
Species
(Scientific name)
Breed
Donor identity
Date of collection
Approval number of the centre
Quantity

Parte II: Certificación
COUNTRY
Bovine semen — Section C
II. Health information
II.a. Certificate reference No
II.b.
I, the undersigned official veterinarian of … hereby certify that:
(name of exporting country) (2) II.1. The centre (3) described in Box I.11 at which the semen to be exported to the European Union was stored:
II.1.1. meets the conditions laid down in Chapter I(2) of Annex A to Directive 88/407/EEC;
II.1.2. is operated and supervised in accordance with the conditions laid down in Chapter II(2) of Annex A to Directive 88/407/EEC.
II.2. The semen to be exported to the European Union:
II.2.1. has been collected, processed and stored for a minimum period of 30 days immediately following collection in an approved semen collection centre (4) operated and supervised in accordance with Chapter I(1) and Chapter II(1) of Annex A to Directive 88/407/EEC, and
(1) either [located in the exporting country;]
(1) and/or [located in … (2), and has been imported to the exporting country under conditions at least as strict as for imports of semen of bovine species into the Union in accordance with Directive 88/407/EEC,]
II.2.2. was moved to the centre described in Box I.11 under conditions at least as strict as described in:
(1) either [Model 1 in Section A of Part 1 of Annex II to Commission Decision 2011/630/EU (5);]
(1) and/or [Model 2 in Section B of Part 1 of Annex II to Commission Decision 2011/630/EU (5);]
(1) and/or [Part 1 of Annex II to Decision 2004/639/EC (5);]
(1) and/or [Part 2 of Annex II to Decision 2004/639/EC (5);]
(1) and/or [Part 3 of Annex II to Decision 2004/639/EC (5);]
II.2.3. was stored under conditions which satisfy the terms of Directive 88/407/EEC;
II.2.4. was sent to the place of loading in a sealed container under conditions which comply with Directive 88/407/EEC and bearing the number detailed in Box I.23. Notes
Part I:
Box I.6: person responsible for the load in EU: this box is to be filled in only if it is a certificate for transit commodity.
Box I.11: place of origin shall correspond to the semen storage centre of dispatch of the semen.
Box I.12: place of destination: this box is to be filled in only if it is a certificate for transit commodity.
Box I.17: Number(s) of related original certificate(s) shall correspond to the serial number of the individual official document(s) or health certificate(s) that accompanied the semen described above from the approved semen collection centre of its origin to the centre described in Box I.11. The original(s) of those document(s) or those certificate(s) or the officially endorsed copies thereof must be attached to this certificate.
Box I.22: number of packages shall correspond to the number of containers.
Box I.23: identification of container and seal number shall be indicated.
Box I.26: fill in according to whether it is a transit or an import certificate.
Box I.27: fill in according to whether it is a transit or an import certificate.
Box I.28: donor identity shall correspond to the official identification of the animal;
date of collection shall be indicated in the following format: dd/mm/yyyy;
approval number of the centre shall correspond to the approval number of the semen collection centre where the semen was collected.

COUNTRY
Bovine semen — Section C
Part II:
(1) Delete as necessary.
(2) Only third countries listed in Annex I to Decision 2011/630/EU.
(3) Only semen storage centres listed in accordance with Article 9(2) of Directive 88/407/EEC on the Commission website:
http://ec.europa.eu/food/animal/semen_ova/bovine/index_en.htm
(4) Only semen collection centres listed in accordance with Articles 5(2) and 9(2) of Directive 88/407/EEC on the Commission websites:
http://ec.europa.eu/food/animal/approved_establishments/establishments_vet_field_en.htm;
http://ec.europa.eu/food/animal/semen_ova/bovine/index_en.htm
(5) Only third countries listed in Annex I to Decision 2011/630/EU and the EU Member States.
(6) The original(s) of the document(s) or the health certificate(s) or the officially endorsed copies of thereof that accompanied the semen described above from the approved semen collection centre in which the semen was collected to the approved semen storage centre of the semen dispatch described in Box I.11 must be attached to this certificate.
Official veterinarian (*)
Name (in capital letters):
Qualification and title:
Date:
Signature:
Stamp:
(*) The signature and the stamp must be in a different colour to that of the printing.
PART 2
Explanatory notes for the certification

(a) | The animal health certificates shall be issued by the competent authority of the exporting third country, in accordance with the model set out in Part 1 of Annex II.If the Member State of destination requires additional certification requirements, attestations to certify that those requirements are fulfilled shall be also incorporated in the original form of the animal health certificate.
(b) | The original of the animal health certificate shall consist of a single sheet of paper, or, where more text is required, it must be in such a form that all sheets of paper required are part of an integrated whole and indivisible.
(c) | Where the model animal health certificate states that certain statements shall be kept as appropriate, statements which are not relevant, may be crossed out and initialled and stamped by the certifying officer, or completely deleted from certificate.
(d) | The animal health certificate shall be drawn up in at least one of the official languages of the Member State of the border inspection post of introduction of the consignment into the European Union and of the Member State of destination. However, those Member States may authorise the certificate to be drawn up in the official language of another Member State, and accompanied, if necessary, by an official translation.
(e) | If for the reasons of identification of the items of the consignment (schedule in Box I.28 of the model animal health certificates), additional sheets of paper are attached to the animal health certificate, those sheets of paper shall also be considered as forming part of the original of the animal health certificate by application of the signature and stamp of the certifying officer, on each of the pages.
(f) | When the animal health certificate, including additional schedules referred to in (e), comprises more than one page, each page shall be numbered (page number) of (total number of pages), at the end of the page and shall bear the certificate reference number designated by the competent authority on the top of the pages.
(g) | The original of the animal health certificate must be completed and signed by an official veterinarian the last working day prior to loading of the consignment for exportation to the European Union. The competent authorities of the exporting third country shall ensure that certification requirements equivalent to those laid down in Council Directive 96/93/EC(1)are followed.The colour of the signature and the stamp of the official veterinarian shall be different to that of the printing on the animal health certificate. This requirement also applies to stamps other than those embossed or watermarks.
(h) | The original of the animal health certificate must accompany the consignment until it reaches the border inspection post of introduction into the European Union.
(i) | The certificate reference number referred to in Box I.2 and Box II.a of the model animal health certificate must be issued by the competent authority of the exporting third country.
(1)
OJ L 13, 16.1.1997, p. 28.

Pending: 32011D0465

January 15, 2026
27.7.2011 EN Official Journal of the European Union L 195/2
(1) The Republic of Guinea has made progress in implementing the undertakings set out in the letter in the Annex to Council Decision 2009/618/EC of 27 July 2009 concerning the conclusion of consultations with the Republic of Guinea under Article 96 of the Cotonou Agreement(4). Fulfilment of those undertakings is a condition for the lifting of the related measures.
(2) The Republic of Guinea has made progress in the transition to the return to constitutional rule and the establishment of democracy in particular with the inauguration of a president, following free and transparent presidential elections, and a civil government.
(3) The holding of presidential elections and the appointment of the new president constitute the partial achievement of the last milestone established in the Annex to the letter annexed to Decision 2009/618/EC.
(4) The fourth and last milestone marking the end of the transition will not be achieved by 27 July 2011, the date of expiry of Decision 2009/618/EC.
(5) In the light of the progress made in the return to constitutional rule, the appropriate measures should therefore be updated to take account of the progress achieved and Decision 2009/618/EC should be repealed,
Commitments by the Republic of Guinea Commitment by the European Union
1.Detailed timetable (preliminary dates and stages/preparatory operations), drawn up and adopted by the competent authorities, for the holding of parliamentary elections by the end of 2011. 1. Detailed timetable (preliminary dates and stages/preparatory operations), drawn up and adopted by the competent authorities, for the holding of parliamentary elections by the end of 2011. 1.1.Signature of the 10th EDF CSP/NIP once programming is completed.1.2.Technical appraisal of the projects/programmes contained in this CSP/NIP.1.3.Release of funds in direct support of the people of Guinea. 1.1. Signature of the 10th EDF CSP/NIP once programming is completed. 1.2. Technical appraisal of the projects/programmes contained in this CSP/NIP. 1.3. Release of funds in direct support of the people of Guinea.
1. Detailed timetable (preliminary dates and stages/preparatory operations), drawn up and adopted by the competent authorities, for the holding of parliamentary elections by the end of 2011.
1.1. Signature of the 10th EDF CSP/NIP once programming is completed.
1.2. Technical appraisal of the projects/programmes contained in this CSP/NIP.
1.3. Release of funds in direct support of the people of Guinea.
2.Holding of free and transparent parliamentary elections. 2. Holding of free and transparent parliamentary elections. 2.1.Financing decisions and effective implementation of the other 10th EDF projects/programmes. 2.1. Financing decisions and effective implementation of the other 10th EDF projects/programmes.
2. Holding of free and transparent parliamentary elections.
2.1. Financing decisions and effective implementation of the other 10th EDF projects/programmes.
1. Detailed timetable (preliminary dates and stages/preparatory operations), drawn up and adopted by the competent authorities, for the holding of parliamentary elections by the end of 2011.
1.1. Signature of the 10th EDF CSP/NIP once programming is completed.
1.2. Technical appraisal of the projects/programmes contained in this CSP/NIP.
1.3. Release of funds in direct support of the people of Guinea.
2. Holding of free and transparent parliamentary elections.
2.1. Financing decisions and effective implementation of the other 10th EDF projects/programmes.
THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to the partnership agreement between the members of the African, Caribbean and Pacific Group of States of the one part, and the European Community and its Member States, of the other part, signed in Cotonou on 23 June 2000(1)and revised at Ouagadougou, Burkina Faso, on 22 June 2010(2)(the ACP-EU Partnership Agreement), and in particular Article 96 thereof,
Having regard to the Internal Agreement between the representatives of the governments of the Member States, meeting within the Council, on measures to be taken and procedures to be followed for the implementation of the ACP-EC Partnership Agreement(3), and in particular Article 3 thereof,
Having regard to a proposal from the European Commission,
In agreement with the High Representative of the Union for Foreign Affairs and Security Policy,
(1) The Republic of Guinea has made progress in implementing the undertakings set out in the letter in the Annex to Council Decision 2009/618/EC of 27 July 2009 concerning the conclusion of consultations with the Republic of Guinea under Article 96 of the Cotonou Agreement(4). Fulfilment of those undertakings is a condition for the lifting of the related measures.
(2) The Republic of Guinea has made progress in the transition to the return to constitutional rule and the establishment of democracy in particular with the inauguration of a president, following free and transparent presidential elections, and a civil government.
(3) The holding of presidential elections and the appointment of the new president constitute the partial achievement of the last milestone established in the Annex to the letter annexed to Decision 2009/618/EC.
(4) The fourth and last milestone marking the end of the transition will not be achieved by 27 July 2011, the date of expiry of Decision 2009/618/EC.
(5) In the light of the progress made in the return to constitutional rule, the appropriate measures should therefore be updated to take account of the progress achieved and Decision 2009/618/EC should be repealed,
HAS ADOPTED THIS DECISION:

Article 1
The appropriate measures provided for under Article 96(2)(c) of the ACP-EU Partnership Agreement are specified in the letter in the Annex to this Decision.

Article 2
Decision 2009/618/EC is hereby repealed.

Article 3
This Decision shall enter into force on the date of its adoption.
It shall expire on 19 July 2012.
It shall be reviewed, if necessary, after an indicative period of 6 months in the light of the conclusions of an on-the-spot mission of the European Union.

THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to the partnership agreement between the members of the African, Caribbean and Pacific Group of States of the one part, and the European Community and its Member States, of the other part, signed in Cotonou on 23 June 2000(1)and revised at Ouagadougou, Burkina Faso, on 22 June 2010(2)(the ACP-EU Partnership Agreement), and in particular Article 96 thereof,
Having regard to the Internal Agreement between the representatives of the governments of the Member States, meeting within the Council, on measures to be taken and procedures to be followed for the implementation of the ACP-EC Partnership Agreement(3), and in particular Article 3 thereof,
Having regard to a proposal from the European Commission,
In agreement with the High Representative of the Union for Foreign Affairs and Security Policy,
(1) The Republic of Guinea has made progress in implementing the undertakings set out in the letter in the Annex to Council Decision 2009/618/EC of 27 July 2009 concerning the conclusion of consultations with the Republic of Guinea under Article 96 of the Cotonou Agreement(4). Fulfilment of those undertakings is a condition for the lifting of the related measures.
(2) The Republic of Guinea has made progress in the transition to the return to constitutional rule and the establishment of democracy in particular with the inauguration of a president, following free and transparent presidential elections, and a civil government.
(3) The holding of presidential elections and the appointment of the new president constitute the partial achievement of the last milestone established in the Annex to the letter annexed to Decision 2009/618/EC.
(4) The fourth and last milestone marking the end of the transition will not be achieved by 27 July 2011, the date of expiry of Decision 2009/618/EC.
(5) In the light of the progress made in the return to constitutional rule, the appropriate measures should therefore be updated to take account of the progress achieved and Decision 2009/618/EC should be repealed,
HAS ADOPTED THIS DECISION:
The appropriate measures provided for under Article 96(2)(c) of the ACP-EU Partnership Agreement are specified in the letter in the Annex to this Decision.
Decision 2009/618/EC is hereby repealed.
This Decision shall enter into force on the date of its adoption.
It shall expire on 19 July 2012.
It shall be reviewed, if necessary, after an indicative period of 6 months in the light of the conclusions of an on-the-spot mission of the European Union.
ANNEX
DRAFT LETTER
Sirs,
The European Union welcomes the progress made by the Republic of Guinea in the return to constitutional rule in particular following the peaceful conclusion of the presidential elections in 2010 and the inauguration of a legitimate President and a civil government. The presidential elections that have just concluded were the first genuinely open and competitive elections since the Republic of Guinea gained independence, marking a crucial stage in the return to democratic legitimacy.
You are now facing the huge challenge of putting your country back on the path of stability and economic growth, a challenge that you have taken up by adopting an ambitious programme of reforms. The Council of the European Union is aware of the economic and social difficulties facing the Republic of Guinea and wishes to assist you in this last but important stage of the political transition. The Council has therefore decided to revise the conditions relating to the last stage of the resumption of cooperation between the European Union and the Republic of Guinea, namely the signing of the Country Strategy Paper and National Indicative Programme (CSP/NIP)for the 10th European Development Fund (EDF), which will cover the cooperation with the Republic of Guinea until 2013. In accordance with this Decision, the European Union will be able to sign the CSP/NIP with the Republic of Guinea as soon as they are completed and after the Guinean authorities have sent a formal communication to the European Union with a detailed timetable, drawn up and adopted by the competent authorities, specifying the date and stages for holding parliamentary elections by the end of 2011. Once the CSP/NIP has been signed, the funds for direct support to the people of Guinea, to be assigned to basic social services, can be released. Technical appraisal of the other projects and programmes referred to in these documents, as well as any new operations by the European Investment Bank (EIB) (1) may also be carried out, but no funds can be disbursed until free and transparent parliamentary elections have been held.
The European Union considers that, although the presidential elections are fundamental in the transition to democracy, the parliamentary elections and the constitution of a new democratically elected assembly are crucial for achieving the transition and establishing a full democratic framework. The European Union remains confident of the fact that the parliamentary elections will be held by the last quarter of 2011 at the latest, as announced by the Guinean authorities, and is willing to provide financial support for the organisation of the elections (for an indicative amount of EUR 5 million).
The European Union undertakes to hold a regular political dialogue with the Guinean government under Article 8 of the Cotonou Agreement concerning the essential elements of this agreement as referred to in Article 9 thereof, in particular human rights, democratic principles and the rule of law, and also national reconciliation, an end to impunity and reforms in the areas of political, judicial and economic governance and the security sector.
The Government of the Republic of Guinea can continue to count on the support and assistance of the European Union on its ambitious path towards a return to sustainable economic growth and the welfare of its people.
Yours faithfully, …
Done at Brussels, …
For the European Union
…

ANNEX
COMMITMENTS BY PARTNERS
Commitments by the Republic of Guinea
Commitment by the European Union 1. Detailed timetable (preliminary dates and stages/preparatory operations), drawn up and adopted by the competent authorities, for the holding of parliamentary elections by the end of 2011. 1.1. Signature of the 10th EDF CSP/NIP once programming is completed.
1.2. Technical appraisal of the projects/programmes contained in this CSP/NIP.
1.3. Release of funds in direct support of the people of Guinea. 2. Holding of free and transparent parliamentary elections.
2.1. Financing decisions and effective implementation of the other 10th EDF projects/programmes.

(1) The measures do not apply to interim relief already initiated by the EIB in the framework of the Heavily Indebted Poor Countries initiative, including for the clearing of amounts in arrears on EDF loans managed by the EIB.

Pending: 32011D0430

January 15, 2026
19.7.2011 EN Official Journal of the European Union L 188/47
(1) On 27 December 2001, the Council adopted Common Position 2001/931/CFSP on the application of specific measures to combat terrorism(1).
(2) On 12 July 2010, by Decision 2010/386/CFSP(2), the Council updated the list of persons, groups and entities subject to Articles 2, 3 and 4 of Common Position 2001/931/CFSP.
(3) On 31 January 2011, by Decision 2011/70/CFSP(3)the Council further updated the list of persons, groups and entities subject to Articles 2, 3 and 4 of Common Position 2001/931/CFSP and repealed Decision 2010/386/CFSP except in so far as it concerns the group mentioned in entry number 25 in Part 2 of the Annex thereto.
(4) In accordance with Article 1(6) of Common Position 2001/931/CFSP, it is necessary to carry out a complete review of the list of persons, groups and entities to which Decisions 2010/386/CFSP and 2011/70/CFSP apply.
(5) This Decision sets out the result of that review, which has been carried out by the Council.
(6) The Council has determined that there are no longer grounds for keeping certain persons and groups on the list of persons, groups and entities to which Articles 2, 3 and 4 of Common Position 2001/931/CFSP apply.
(7) The Council has concluded that the persons, groups and entities listed in the Annex to this Decision have been involved in terrorist acts within the meaning of Article 1(2) and (3) of Common Position 2001/931/CFSP, that a decision has been taken with respect to them by a competent authority within the meaning of Article 1(4) of that Common Position, and that they should continue to be subject to the specific restrictive measures provided for therein.
(8) The list of the persons, groups and entities to which Articles 2, 3 and 4 of Common Position 2001/931/CFSP apply should be updated accordingly,
1. ABOU, Rabah Naami (a.k.a. Naami Hamza, a.k.a. Mihoubi Faycal, a.k.a. Fellah Ahmed, a.k.a. Dafri Rèmi Lahdi), born 1.2.1966 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
2. ABOUD, Maisi (a.k.a. The Swiss Abderrahmane), born 17.10.1964 in Algiers (Algeria), — member of ‘al-Takfir’ and ‘al-Hijra’
3. AL-NASSER, Abdelkarim Hussein Mohamed, born in Al Ihsa (Saudi Arabia), citizen of Saudi Arabia
4. AL YACOUB, Ibrahim Salih Mohammed, born 16.10.1966 in Tarut (Saudi Arabia), citizen of Saudi Arabia
5. ARIOUA, Kamel (a.k.a. Lamine Kamel), born 18.8.1969 in Costantine (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
6. ASLI, Mohamed (a.k.a. Dahmane Mohamed), born 13.5.1975 in Ain Taya (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
7. ASLI, Rabah, born 13.5.1975 in Ain Taya (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
8. BOUYERI, Mohammed (a.k.a. Abu ZUBAIR, a.k.a. SOBIAR, a.k.a. Abu ZOUBAIR), born 8.3.1978 in Amsterdam (The Netherlands) — member of the ‘Hofstadgroep’
9. DARIB, Noureddine (a.k.a. Carreto, a.k.a. Zitoun Mourad), born 1.2.1972 in Algeria — member of ‘al-Takfir’ and ‘al-Hijra’
10. DJABALI, Abderrahmane (a.k.a. Touil), born 1.6.1970 in Algeria — member of ‘al-Takfir’ and ‘al-Hijra’
11. EL FATMI, Nouredine (a.k.a. Nouriddin EL FATMI, a.k.a. Nouriddine EL FATMI, a.k.a. Noureddine EL FATMI, a.k.a. Abu AL KA'E KA'E, a.k.a. Abu QAE QAE, a.k.a. FOUAD, a.k.a. FZAD, a.k.a. Nabil EL FATMI, a.k.a. Ben MOHAMMED, a.k.a. Ben Mohand BEN LARBI, a.k.a. Ben Driss Muhand IBN LARBI, a.k.a. Abu TAHAR, a.k.a. EGGIE), born 15.8.1982 in Midar (Morocco), passport (Morocco) No. N829139 — member of the ‘Hofstadgroep’
12. FAHAS, Sofiane Yacine, born 10.9.1971 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
13. IZZ-AL-DIN, Hasan (a.k.a GARBAYA, Ahmed, a.k.a. SA-ID, a.k.a. SALWWAN, Samir), Lebanon, born 1963 in Lebanon, citizen of Lebanon
14. MOHAMMED, Khalid Shaikh (a.k.a. ALI, Salem, a.k.a. BIN KHALID, Fahd Bin Adballah, a.k.a. HENIN, Ashraf Refaat Nabith, a.k.a. WADOOD, Khalid Adbul), born 14.4.1965 or 1.3.1964 in Pakistan, passport No 488555
15. MOKTARI, Fateh (a.k.a. Ferdi Omar), born 26.12.1974 in Hussein Dey (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
16. NOUARA, Farid, born 25.11.1973 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
17. RESSOUS, Hoari (a.k.a. Hallasa Farid), born 11.9.1968 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
18. SEDKAOUI, Noureddine (a.k.a. Nounou), born 23.6.1963 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
19. SELMANI, Abdelghani (a.k.a. Gano), born 14.6.1974 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
20. SENOUCI, Sofiane, born 15.4.1971 in Hussein Dey (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
21. TINGUALI, Mohammed (a.k.a. Mouh di Kouba), born 21.4.1964 in Blida (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
22. WALTERS, Jason Theodore James (a.k.a. Abdullah, a.k.a. David), born 6.3.1985 in Amersfoort (The Netherlands), passport (The Netherlands) No. NE8146378 — member of the ‘Hofstadgroep’
1. ‘Abu Nidal Organisation’ — ‘ANO’ (a.k.a. ‘Fatah Revolutionary Council’, a.k.a. ‘Arab Revolutionary Brigades’, a.k.a. ‘Black September’, a.k.a. ‘Revolutionary Organisation of Socialist Muslims’)
2. ‘Al-Aqsa Martyrs’ Brigade’
3. ‘Al-Aqsa e.V.’
4. ‘Al-Takfir’ and ‘Al-Hijra’
5. ‘Babbar Khalsa’
6. ‘Communist Party of the Philippines’, including ‘New People's Army’ — ‘NPA’, Philippines
7. ‘Gama'a al-Islamiyya’ (a.k.a. ‘Al-Gama'a al-Islamiyya’) (‘Islamic Group’ — ‘IG’)
8. ‘İslami Büyük Doğu Akıncılar Cephesi’ — ‘IBDA-C’ (‘Great Islamic Eastern Warriors Front’)
9. ‘Hamas’, including ‘Hamas-Izz al-Din al-Qassem’
10. ‘Hizbul Mujahideen’ — ‘HM’
11. ‘Hofstadgroep’
12. ‘Holy Land Foundation for Relief and Development’
13. ‘International Sikh Youth Federation’ — ‘ISYF’
14. ‘Khalistan Zindabad Force’ — ‘KZF’
15. ‘Kurdistan Workers’ Party’ — ‘PKK’, (a.k.a. ‘KADEK’, a.k.a. ‘KONGRA-GEL’)
16. ‘Liberation Tigers of Tamil Eelam’ — ‘LTTE’
17. ‘Ejército de Liberación Nacional’ (‘National Liberation Army’)
18. ‘Palestinian Islamic Jihad’ — ‘PIJ’
19. ‘Popular Front for the Liberation of Palestine’ — ‘PFLP’
20. ‘Popular Front for the Liberation of Palestine — General Command’ (a.k.a. ‘PFLP — General Command’)
21. ‘Fuerzas armadas revolucionarias de Colombia’ — ‘FARC’ (‘Revolutionary Armed Forces of Colombia’)
22. ‘Devrimci Halk Kurtuluș Partisi-Cephesi’ — ‘DHKP/C’ (a.k.a. ‘Devrimci Sol’ (‘Revolutionary Left’), a.k.a. ‘Dev Sol’) (‘Revolutionary People's Liberation Army/Front/Party’)
23. ‘Sendero Luminoso’ — ‘SL’ (‘Shining Path’)
24. ‘Stichting Al Aqsa’ (a.k.a. ‘Stichting Al Aqsa Nederland’, a.k.a. ‘Al Aqsa Nederland’)
25. ‘Teyrbazen Azadiya Kurdistan’ — ‘TAK’ (a.k.a. ‘Kurdistan Freedom Falcons’, a.k.a. ‘Kurdistan Freedom Hawks’)
THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Article 29 thereof,
(1) On 27 December 2001, the Council adopted Common Position 2001/931/CFSP on the application of specific measures to combat terrorism(1).
(2) On 12 July 2010, by Decision 2010/386/CFSP(2), the Council updated the list of persons, groups and entities subject to Articles 2, 3 and 4 of Common Position 2001/931/CFSP.
(3) On 31 January 2011, by Decision 2011/70/CFSP(3)the Council further updated the list of persons, groups and entities subject to Articles 2, 3 and 4 of Common Position 2001/931/CFSP and repealed Decision 2010/386/CFSP except in so far as it concerns the group mentioned in entry number 25 in Part 2 of the Annex thereto.
(4) In accordance with Article 1(6) of Common Position 2001/931/CFSP, it is necessary to carry out a complete review of the list of persons, groups and entities to which Decisions 2010/386/CFSP and 2011/70/CFSP apply.
(5) This Decision sets out the result of that review, which has been carried out by the Council.
(6) The Council has determined that there are no longer grounds for keeping certain persons and groups on the list of persons, groups and entities to which Articles 2, 3 and 4 of Common Position 2001/931/CFSP apply.
(7) The Council has concluded that the persons, groups and entities listed in the Annex to this Decision have been involved in terrorist acts within the meaning of Article 1(2) and (3) of Common Position 2001/931/CFSP, that a decision has been taken with respect to them by a competent authority within the meaning of Article 1(4) of that Common Position, and that they should continue to be subject to the specific restrictive measures provided for therein.
(8) The list of the persons, groups and entities to which Articles 2, 3 and 4 of Common Position 2001/931/CFSP apply should be updated accordingly,
HAS ADOPTED THIS DECISION:

Article 1
The list of persons, groups and entities to which Articles 2, 3 and 4 of Common Position 2001/931/CFSP apply shall be that set out in the Annex to this Decision.

Article 2
Decision 2010/386/CFSP, in so far as it concerns the group mentioned in entry number 25 in Part 2 of the Annex thereto, and Decision 2011/70/CFSP are hereby repealed.

Article 3
This Decision shall enter into force on the day of its publication in theOfficial Journal of the European Union.

THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Article 29 thereof,
(1) On 27 December 2001, the Council adopted Common Position 2001/931/CFSP on the application of specific measures to combat terrorism(1).
(2) On 12 July 2010, by Decision 2010/386/CFSP(2), the Council updated the list of persons, groups and entities subject to Articles 2, 3 and 4 of Common Position 2001/931/CFSP.
(3) On 31 January 2011, by Decision 2011/70/CFSP(3)the Council further updated the list of persons, groups and entities subject to Articles 2, 3 and 4 of Common Position 2001/931/CFSP and repealed Decision 2010/386/CFSP except in so far as it concerns the group mentioned in entry number 25 in Part 2 of the Annex thereto.
(4) In accordance with Article 1(6) of Common Position 2001/931/CFSP, it is necessary to carry out a complete review of the list of persons, groups and entities to which Decisions 2010/386/CFSP and 2011/70/CFSP apply.
(5) This Decision sets out the result of that review, which has been carried out by the Council.
(6) The Council has determined that there are no longer grounds for keeping certain persons and groups on the list of persons, groups and entities to which Articles 2, 3 and 4 of Common Position 2001/931/CFSP apply.
(7) The Council has concluded that the persons, groups and entities listed in the Annex to this Decision have been involved in terrorist acts within the meaning of Article 1(2) and (3) of Common Position 2001/931/CFSP, that a decision has been taken with respect to them by a competent authority within the meaning of Article 1(4) of that Common Position, and that they should continue to be subject to the specific restrictive measures provided for therein.
(8) The list of the persons, groups and entities to which Articles 2, 3 and 4 of Common Position 2001/931/CFSP apply should be updated accordingly,
HAS ADOPTED THIS DECISION:
The list of persons, groups and entities to which Articles 2, 3 and 4 of Common Position 2001/931/CFSP apply shall be that set out in the Annex to this Decision.
Decision 2010/386/CFSP, in so far as it concerns the group mentioned in entry number 25 in Part 2 of the Annex thereto, and Decision 2011/70/CFSP are hereby repealed.
This Decision shall enter into force on the day of its publication in theOfficial Journal of the European Union.

List of persons, groups and entities referred to in Article 1 to which Articles 2, 3 and 4 of Common Position 2001/931/CFSP apply

ANNEX1. PERSONS
1. | ABOU, Rabah Naami (a.k.a. Naami Hamza, a.k.a. Mihoubi Faycal, a.k.a. Fellah Ahmed, a.k.a. Dafri Rèmi Lahdi), born 1.2.1966 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
2. | ABOUD, Maisi (a.k.a. The Swiss Abderrahmane), born 17.10.1964 in Algiers (Algeria), — member of ‘al-Takfir’ and ‘al-Hijra’
3. | AL-NASSER, Abdelkarim Hussein Mohamed, born in Al Ihsa (Saudi Arabia), citizen of Saudi Arabia
4. | AL YACOUB, Ibrahim Salih Mohammed, born 16.10.1966 in Tarut (Saudi Arabia), citizen of Saudi Arabia
5. | ARIOUA, Kamel (a.k.a. Lamine Kamel), born 18.8.1969 in Costantine (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
6. | ASLI, Mohamed (a.k.a. Dahmane Mohamed), born 13.5.1975 in Ain Taya (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
7. | ASLI, Rabah, born 13.5.1975 in Ain Taya (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
8. | BOUYERI, Mohammed (a.k.a. Abu ZUBAIR, a.k.a. SOBIAR, a.k.a. Abu ZOUBAIR), born 8.3.1978 in Amsterdam (The Netherlands) — member of the ‘Hofstadgroep’
9. | DARIB, Noureddine (a.k.a. Carreto, a.k.a. Zitoun Mourad), born 1.2.1972 in Algeria — member of ‘al-Takfir’ and ‘al-Hijra’
10. | DJABALI, Abderrahmane (a.k.a. Touil), born 1.6.1970 in Algeria — member of ‘al-Takfir’ and ‘al-Hijra’
11. | EL FATMI, Nouredine (a.k.a. Nouriddin EL FATMI, a.k.a. Nouriddine EL FATMI, a.k.a. Noureddine EL FATMI, a.k.a. Abu AL KA’E KA’E, a.k.a. Abu QAE QAE, a.k.a. FOUAD, a.k.a. FZAD, a.k.a. Nabil EL FATMI, a.k.a. Ben MOHAMMED, a.k.a. Ben Mohand BEN LARBI, a.k.a. Ben Driss Muhand IBN LARBI, a.k.a. Abu TAHAR, a.k.a. EGGIE), born 15.8.1982 in Midar (Morocco), passport (Morocco) No. N829139 — member of the ‘Hofstadgroep’
12. | FAHAS, Sofiane Yacine, born 10.9.1971 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
13. | IZZ-AL-DIN, Hasan (a.k.a GARBAYA, Ahmed, a.k.a. SA-ID, a.k.a. SALWWAN, Samir), Lebanon, born 1963 in Lebanon, citizen of Lebanon
14. | MOHAMMED, Khalid Shaikh (a.k.a. ALI, Salem, a.k.a. BIN KHALID, Fahd Bin Adballah, a.k.a. HENIN, Ashraf Refaat Nabith, a.k.a. WADOOD, Khalid Adbul), born 14.4.1965 or 1.3.1964 in Pakistan, passport No 488555
15. | MOKTARI, Fateh (a.k.a. Ferdi Omar), born 26.12.1974 in Hussein Dey (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
16. | NOUARA, Farid, born 25.11.1973 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
17. | RESSOUS, Hoari (a.k.a. Hallasa Farid), born 11.9.1968 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
18. | SEDKAOUI, Noureddine (a.k.a. Nounou), born 23.6.1963 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
19. | SELMANI, Abdelghani (a.k.a. Gano), born 14.6.1974 in Algiers (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
20. | SENOUCI, Sofiane, born 15.4.1971 in Hussein Dey (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
21. | TINGUALI, Mohammed (a.k.a. Mouh di Kouba), born 21.4.1964 in Blida (Algeria) — member of ‘al-Takfir’ and ‘al-Hijra’
22. | WALTERS, Jason Theodore James (a.k.a. Abdullah, a.k.a. David), born 6.3.1985 in Amersfoort (The Netherlands), passport (The Netherlands) No. NE8146378 — member of the ‘Hofstadgroep’2. GROUPS AND ENTITIES
1. | ‘Abu Nidal Organisation’ — ‘ANO’ (a.k.a. ‘Fatah Revolutionary Council’, a.k.a. ‘Arab Revolutionary Brigades’, a.k.a. ‘Black September’, a.k.a. ‘Revolutionary Organisation of Socialist Muslims’)
2. | ‘Al-Aqsa Martyrs’ Brigade’
3. | ‘Al-Aqsa e.V.’
4. | ‘Al-Takfir’ and ‘Al-Hijra’
5. | ‘Babbar Khalsa’
6. | ‘Communist Party of the Philippines’, including ‘New People’s Army’ — ‘NPA’, Philippines
7. | ‘Gama’a al-Islamiyya’ (a.k.a. ‘Al-Gama’a al-Islamiyya’) (‘Islamic Group’ — ‘IG’)
8. | ‘İslami Büyük Doğu Akıncılar Cephesi’ — ‘IBDA-C’ (‘Great Islamic Eastern Warriors Front’)
9. | ‘Hamas’, including ‘Hamas-Izz al-Din al-Qassem’
10. | ‘Hizbul Mujahideen’ — ‘HM’
11. | ‘Hofstadgroep’
12. | ‘Holy Land Foundation for Relief and Development’
13. | ‘International Sikh Youth Federation’ — ‘ISYF’
14. | ‘Khalistan Zindabad Force’ — ‘KZF’
15. | ‘Kurdistan Workers’ Party’ — ‘PKK’, (a.k.a. ‘KADEK’, a.k.a. ‘KONGRA-GEL’)
16. | ‘Liberation Tigers of Tamil Eelam’ — ‘LTTE’
17. | ‘Ejército de Liberación Nacional’ (‘National Liberation Army’)
18. | ‘Palestinian Islamic Jihad’ — ‘PIJ’
19. | ‘Popular Front for the Liberation of Palestine’ — ‘PFLP’
20. | ‘Popular Front for the Liberation of Palestine — General Command’ (a.k.a. ‘PFLP — General Command’)
21. | ‘Fuerzas armadas revolucionarias de Colombia’ — ‘FARC’ (‘Revolutionary Armed Forces of Colombia’)
22. | ‘Devrimci Halk Kurtuluș Partisi-Cephesi’ — ‘DHKP/C’ (a.k.a. ‘Devrimci Sol’ (‘Revolutionary Left’), a.k.a. ‘Dev Sol’) (‘Revolutionary People’s Liberation Army/Front/Party’)
23. | ‘Sendero Luminoso’ — ‘SL’ (‘Shining Path’)
24. | ‘Stichting Al Aqsa’ (a.k.a. ‘Stichting Al Aqsa Nederland’, a.k.a. ‘Al Aqsa Nederland’)
25. | ‘Teyrbazen Azadiya Kurdistan’ — ‘TAK’ (a.k.a. ‘Kurdistan Freedom Falcons’, a.k.a. ‘Kurdistan Freedom Hawks’)

Pending: 32011D0426

January 15, 2026
19.7.2011 EN Official Journal of the European Union L 188/30
(1) On 11 March 2009 the Council adopted Joint Action 2009/181/CFSP(1)appointing Mr Valentin INZKO European Union Special Representative (EUSR) in Bosnia and Herzegovina.
(2) On 11 August 2010 the Council adopted Decision 2010/442/CFSP(2)extending the mandate of the EUSR in Bosnia and Herzegovina until 31 August 2011.
(3) Mr Peter SØRENSEN should be appointed EUSR in Bosnia and Herzegovina from 1 September 2011 to 30 June 2015.
(4) On 21 March 2011 the Council adopted conclusions setting out the Union’s overall approach to Bosnia and Herzegovina.
(5) The Union is further strengthening its policy and its presence on the ground through a single, reinforced Union representative who will take a lead in supporting Bosnia and Herzegovina on Union-related matters to support the country’s progress towards integration with the Union including through a broad and balanced set of instruments.
(6) The EUSR’s mandate should be implemented in coordination with the European Commission in order to ensure consistency with other relevant activities falling within the competence of the Union.
(7) The Council foresees that the powers and authorities of the EUSR and the powers and authorities of the Head of the European Union Delegation Office in Bosnia and Herzegovina will be vested in the same person.
(8) The EUSR will implement his mandate in the context of a situation which may deteriorate and could impede the achievement of the objectives of the Union’s external action set out in Article 21 of the Treaty,
(a) offer the Union’s advice and facilitate the political process;
(b) ensure consistency and coherence of Union action;
(c) facilitate progress on political, economic and European priorities;
(d) monitor and advise the executive and legislative authorities at all levels of government in BiH, and liaise with the authorities and political parties in BiH;
(e) ensure the implementation of the Union’s efforts in the whole range of activities in the field of the rule of law and the security sector reform, promote overall Union coordination of, and give local political direction to Union efforts in tackling organised crime and corruption and, in this context, provide the HR and the Commission with assessments and advice as necessary;
(f) provide the Head of Mission of the European Union Police Mission (EUPM) with local political guidance; the EUSR and the Civilian Operation Commander shall consult each other as required; consult with the Head of the EUPM before taking political action that may have an impact on the police and security situation; provide support for a reinforced and more effective interface between criminal justice and the police in BiH, in close liaison with the EUPM;
(g) without prejudice to the military chain of command, offer the EU Force Commander political guidance on military issues with a local political dimension, in particular concerning sensitive operations, relations with local authorities and with the local media. Consult with the EU Force Commander before taking political action that may have an impact on the security situation;
(h) coordinate and implement the Union’s communication efforts on Union issues towards the public in BiH;
(i) promote the process of integration with the Union through targeted public diplomacy and Union outreach activities designed to ensure a broader understanding and support from the BiH public on matters relating to the Union, including by means of engagement of local civil-society actors;
(j) contribute to the development and consolidation of respect for human rights and fundamental freedoms in BiH, in accordance with the Union’s human rights policy and the Union Guidelines on Human Rights;
(k) engage with relevant BiH authorities on their full cooperation with the International Criminal Tribunal for the former Yugoslavia (ICTY);
(l) in line with the Union integration process, advise, assist, facilitate and monitor political dialogue on the necessary constitutional changes;
(m) maintain close contacts and consultations with the High Representative in BiH and other relevant international organisations working in the country;
(n) provide advice to the HR as necessary concerning natural or legal persons on whom restrictive measures could be imposed in view of the situation in BiH;
(o) without prejudice to the applicable chains of command, help to ensure that all Union instruments in the field are applied coherently to attain the Union’s policy objectives.
(a) establishing a mission-specific security plan, including mission-specific physical, organisational and procedural security measures, governing the management of the secure movement of personnel to, and within, the mission area, as well as the management of security incidents and including a mission contingency and evacuation plan;
(b) ensuring that all personnel deployed outside the Union are covered by high risk insurance as required by the conditions in the mission area;
(c) ensuring that all members of his team to be deployed outside the Union, including locally contracted personnel, have received appropriate security training before or upon arriving in the mission area, based on the risk ratings assigned to the mission area;
(d) ensuring that all agreed recommendations made following regular security assessments are implemented, and providing the Council, the HR and the Commission with written reports on their implementation and on other security issues within the framework of the mid-term report and the report on the implementation of the mandate.
THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Articles 28, 31(2) and 33 thereof,
Having regard to the proposal from the High Representative of the Union for Foreign Affairs and Security Policy,
(1) On 11 March 2009 the Council adopted Joint Action 2009/181/CFSP(1)appointing Mr Valentin INZKO European Union Special Representative (EUSR) in Bosnia and Herzegovina.
(2) On 11 August 2010 the Council adopted Decision 2010/442/CFSP(2)extending the mandate of the EUSR in Bosnia and Herzegovina until 31 August 2011.
(3) Mr Peter SØRENSEN should be appointed EUSR in Bosnia and Herzegovina from 1 September 2011 to 30 June 2015.
(4) On 21 March 2011 the Council adopted conclusions setting out the Union’s overall approach to Bosnia and Herzegovina.
(5) The Union is further strengthening its policy and its presence on the ground through a single, reinforced Union representative who will take a lead in supporting Bosnia and Herzegovina on Union-related matters to support the country’s progress towards integration with the Union including through a broad and balanced set of instruments.
(6) The EUSR’s mandate should be implemented in coordination with the European Commission in order to ensure consistency with other relevant activities falling within the competence of the Union.
(7) The Council foresees that the powers and authorities of the EUSR and the powers and authorities of the Head of the European Union Delegation Office in Bosnia and Herzegovina will be vested in the same person.
(8) The EUSR will implement his mandate in the context of a situation which may deteriorate and could impede the achievement of the objectives of the Union’s external action set out in Article 21 of the Treaty,
HAS ADOPTED THIS DECISION:

European Union Special Representative
Article 1
Mr Peter SØRENSEN is hereby appointed as the European Union Special Representative (EUSR) in Bosnia and Herzegovina (BiH) from 1 September 2011 until 30 June 2015. The mandate of the EUSR may be terminated earlier, if the Council so decides, on a proposal from the High Representative of the Union for Foreign Affairs and Security Policy (HR).

Policy objectives
Article 2
The mandate of the EUSR shall be based on the following policy objectives of the Union in BiH: continued progress in the Stabilisation and Association Process, with the aim of a stable, viable, peaceful and multiethnic and united BiH, cooperating peacefully with its neighbours and irreversibly on track towards membership of the Union. The Union will also continue to support the implementation of the General Framework Agreement for Peace (GFAP) in BiH.

Mandate
Article 3
In order to achieve the policy objectives, the mandate of the EUSR shall be to:
(a)
offer the Union’s advice and facilitate the political process;
(b)
ensure consistency and coherence of Union action;
(c)
facilitate progress on political, economic and European priorities;
(d)
monitor and advise the executive and legislative authorities at all levels of government in BiH, and liaise with the authorities and political parties in BiH;
(e)
ensure the implementation of the Union’s efforts in the whole range of activities in the field of the rule of law and the security sector reform, promote overall Union coordination of, and give local political direction to Union efforts in tackling organised crime and corruption and, in this context, provide the HR and the Commission with assessments and advice as necessary;
(f)
provide the Head of Mission of the European Union Police Mission (EUPM) with local political guidance; the EUSR and the Civilian Operation Commander shall consult each other as required; consult with the Head of the EUPM before taking political action that may have an impact on the police and security situation; provide support for a reinforced and more effective interface between criminal justice and the police in BiH, in close liaison with the EUPM;
(g)
without prejudice to the military chain of command, offer the EU Force Commander political guidance on military issues with a local political dimension, in particular concerning sensitive operations, relations with local authorities and with the local media. Consult with the EU Force Commander before taking political action that may have an impact on the security situation;
(h)
coordinate and implement the Union’s communication efforts on Union issues towards the public in BiH;
(i)
promote the process of integration with the Union through targeted public diplomacy and Union outreach activities designed to ensure a broader understanding and support from the BiH public on matters relating to the Union, including by means of engagement of local civil-society actors;
(j)
contribute to the development and consolidation of respect for human rights and fundamental freedoms in BiH, in accordance with the Union’s human rights policy and the Union Guidelines on Human Rights;
(k)
engage with relevant BiH authorities on their full cooperation with the International Criminal Tribunal for the former Yugoslavia (ICTY);
(l)
in line with the Union integration process, advise, assist, facilitate and monitor political dialogue on the necessary constitutional changes;
(m)
maintain close contacts and consultations with the High Representative in BiH and other relevant international organisations working in the country;
(n)
provide advice to the HR as necessary concerning natural or legal persons on whom restrictive measures could be imposed in view of the situation in BiH;
(o)
without prejudice to the applicable chains of command, help to ensure that all Union instruments in the field are applied coherently to attain the Union’s policy objectives.

Implementation of the mandate
Article 4
1. The EUSR shall be responsible for the implementation of the mandate, acting under the authority of the HR.
2. The Political and Security Committee (the PSC) shall maintain a privileged link with the EUSR and shall be the EUSR’s primary point of contact with the Council. The PSC shall provide the EUSR with strategic guidance and political direction within the framework of the mandate, without prejudice to the powers of the HR.
3. The EUSR shall work in close coordination with the European External Action Service (EEAS).

Financing
Article 5
1. The financial reference amount intended to cover the expenditure related to the mandate of the EUSR in the period from 1 September 2011 to 30 June 2012 shall be EUR 3 740 000.
2. The financial reference amount for the subsequent periods for the EUSR in BiH shall be decided by the Council.
3. The expenditure shall be managed in accordance with the procedures and rules applicable to the general budget of the European Union. Nationals of the countries of the Western Balkans region shall be allowed to tender for contracts.
4. The management of the expenditure shall be subject to a contract between the EUSR and the Commission. The EUSR shall be accountable to the Commission for all expenditure.

Constitution and composition of the team
Article 6
1. A dedicated staff shall be assigned to assist the EUSR to implement his mandate and to contribute to the coherence, visibility and effectiveness of Union action in BiH overall. Within the limits of his mandate and the corresponding financial means made available, the EUSR shall be responsible for constituting a team. The team shall include members having expertise on the specific policy issues required by the mandate. The EUSR shall keep the Council and the Commission promptly informed of the composition of the team.
2. Member States, institutions of the Union and the EEAS may propose the secondment of staff to work with the EUSR. The salary of such seconded personnel shall be covered by the Member State, the institution of the Union concerned or the EEAS, respectively. Experts seconded by Member States to the institutions of the Union or the EEAS may also be posted to the EUSR. International contracted staff shall have the nationality of a Member State.
3. All seconded personnel shall remain under the administrative authority of the sending Member State, institution of the Union or the EEAS and shall carry out their duties and act in the interest of the mandate of the EUSR.

Privileges and immunities of the EUSR and his staff
Article 7
The privileges, immunities and further guarantees necessary for the completion and smooth functioning of the mission of the EUSR and the members of his staff shall be agreed with the host party or parties, as appropriate. Member States and the Commission shall grant all necessary support to such effect.

Security of EU classified information
Article 8
The EUSR and the members of his team shall respect the security principles and minimum standards established by Council Decision 2011/292/EU of 31 March 2011 on the security rules for protecting EU classified information(3).

Access to information and logistical support
Article 9
1. Member States, the Commission and the General Secretariat of the Council shall ensure that the EUSR is given access to any relevant information.
2. The Union delegations and/or Member States, as appropriate, shall provide logistical support in the region.

Security
Article 10
In accordance with the Union’s policy on the security of personnel deployed outside the Union in an operational capacity under Title V of the Treaty, the EUSR shall take all reasonably practicable measures, in conformity with his mandate and the security situation in his geographical area of responsibility, for the security of all personnel under his direct authority, in particular by:
(a)
establishing a mission-specific security plan, including mission-specific physical, organisational and procedural security measures, governing the management of the secure movement of personnel to, and within, the mission area, as well as the management of security incidents and including a mission contingency and evacuation plan;
(b)
ensuring that all personnel deployed outside the Union are covered by high risk insurance as required by the conditions in the mission area;
(c)
ensuring that all members of his team to be deployed outside the Union, including locally contracted personnel, have received appropriate security training before or upon arriving in the mission area, based on the risk ratings assigned to the mission area;
(d)
ensuring that all agreed recommendations made following regular security assessments are implemented, and providing the Council, the HR and the Commission with written reports on their implementation and on other security issues within the framework of the mid-term report and the report on the implementation of the mandate.

Reporting
Article 11
The EUSR shall regularly provide the PSC and the HR with oral and written reports. The EUSR shall also report to Council working parties as necessary. Regular written reports shall be circulated through the COREU network. Upon recommendation of the PSC or the HR, the EUSR may provide the Foreign Affairs Council with reports.

Coordination
Article 12
1. The activities of the EUSR shall be coordinated with those of the Commission, as well as those of other EUSRs active in the region as appropriate. The EUSR shall provide Member States’ missions with regular briefings.
In the field, close liaison shall be maintained with Member States’ Heads of Mission. They shall make their best efforts to assist the EUSR in the implementation of the mandate. The EUSR shall also liaise with international and regional actors in the field, and in particular maintain close coordination with the High Representative in BiH.
2. In support of Union crisis management operations, the EUSR, with other Union actors present in the field, shall improve the dissemination and sharing of information by those Union actors with a view to achieving a high degree of common situation awareness and assessment.

Review
Article 13
The implementation of this Decision and its consistency with other contributions from the Union to the region shall be kept under regular review. Every year the EUSR shall present the Council, the HR, and the Commission with a progress report at the end of December and a comprehensive mandate implementation report at the end of June.

Entry into force
Article 14
This Decision shall enter into force on the date of its adoption.

THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Articles 28, 31(2) and 33 thereof,
Having regard to the proposal from the High Representative of the Union for Foreign Affairs and Security Policy,
(1) On 11 March 2009 the Council adopted Joint Action 2009/181/CFSP(1)appointing Mr Valentin INZKO European Union Special Representative (EUSR) in Bosnia and Herzegovina.
(2) On 11 August 2010 the Council adopted Decision 2010/442/CFSP(2)extending the mandate of the EUSR in Bosnia and Herzegovina until 31 August 2011.
(3) Mr Peter SØRENSEN should be appointed EUSR in Bosnia and Herzegovina from 1 September 2011 to 30 June 2015.
(4) On 21 March 2011 the Council adopted conclusions setting out the Union’s overall approach to Bosnia and Herzegovina.
(5) The Union is further strengthening its policy and its presence on the ground through a single, reinforced Union representative who will take a lead in supporting Bosnia and Herzegovina on Union-related matters to support the country’s progress towards integration with the Union including through a broad and balanced set of instruments.
(6) The EUSR’s mandate should be implemented in coordination with the European Commission in order to ensure consistency with other relevant activities falling within the competence of the Union.
(7) The Council foresees that the powers and authorities of the EUSR and the powers and authorities of the Head of the European Union Delegation Office in Bosnia and Herzegovina will be vested in the same person.
(8) The EUSR will implement his mandate in the context of a situation which may deteriorate and could impede the achievement of the objectives of the Union’s external action set out in Article 21 of the Treaty,
HAS ADOPTED THIS DECISION:

European Union Special Representative

Mr Peter SØRENSEN is hereby appointed as the European Union Special Representative (EUSR) in Bosnia and Herzegovina (BiH) from 1 September 2011 until 30 June 2015. The mandate of the EUSR may be terminated earlier, if the Council so decides, on a proposal from the High Representative of the Union for Foreign Affairs and Security Policy (HR).

Policy objectives

The mandate of the EUSR shall be based on the following policy objectives of the Union in BiH: continued progress in the Stabilisation and Association Process, with the aim of a stable, viable, peaceful and multiethnic and united BiH, cooperating peacefully with its neighbours and irreversibly on track towards membership of the Union. The Union will also continue to support the implementation of the General Framework Agreement for Peace (GFAP) in BiH.

Mandate

In order to achieve the policy objectives, the mandate of the EUSR shall be to:
(a)
offer the Union’s advice and facilitate the political process;
(b)
ensure consistency and coherence of Union action;
(c)
facilitate progress on political, economic and European priorities;
(d)
monitor and advise the executive and legislative authorities at all levels of government in BiH, and liaise with the authorities and political parties in BiH;
(e)
ensure the implementation of the Union’s efforts in the whole range of activities in the field of the rule of law and the security sector reform, promote overall Union coordination of, and give local political direction to Union efforts in tackling organised crime and corruption and, in this context, provide the HR and the Commission with assessments and advice as necessary;
(f)
provide the Head of Mission of the European Union Police Mission (EUPM) with local political guidance; the EUSR and the Civilian Operation Commander shall consult each other as required; consult with the Head of the EUPM before taking political action that may have an impact on the police and security situation; provide support for a reinforced and more effective interface between criminal justice and the police in BiH, in close liaison with the EUPM;
(g)
without prejudice to the military chain of command, offer the EU Force Commander political guidance on military issues with a local political dimension, in particular concerning sensitive operations, relations with local authorities and with the local media. Consult with the EU Force Commander before taking political action that may have an impact on the security situation;
(h)
coordinate and implement the Union’s communication efforts on Union issues towards the public in BiH;
(i)
promote the process of integration with the Union through targeted public diplomacy and Union outreach activities designed to ensure a broader understanding and support from the BiH public on matters relating to the Union, including by means of engagement of local civil-society actors;
(j)
contribute to the development and consolidation of respect for human rights and fundamental freedoms in BiH, in accordance with the Union’s human rights policy and the Union Guidelines on Human Rights;
(k)
engage with relevant BiH authorities on their full cooperation with the International Criminal Tribunal for the former Yugoslavia (ICTY);
(l)
in line with the Union integration process, advise, assist, facilitate and monitor political dialogue on the necessary constitutional changes;
(m)
maintain close contacts and consultations with the High Representative in BiH and other relevant international organisations working in the country;
(n)
provide advice to the HR as necessary concerning natural or legal persons on whom restrictive measures could be imposed in view of the situation in BiH;
(o)
without prejudice to the applicable chains of command, help to ensure that all Union instruments in the field are applied coherently to attain the Union’s policy objectives.

Implementation of the mandate

1. The EUSR shall be responsible for the implementation of the mandate, acting under the authority of the HR.
2. The Political and Security Committee (the PSC) shall maintain a privileged link with the EUSR and shall be the EUSR’s primary point of contact with the Council. The PSC shall provide the EUSR with strategic guidance and political direction within the framework of the mandate, without prejudice to the powers of the HR.
3. The EUSR shall work in close coordination with the European External Action Service (EEAS).

Financing

1. The financial reference amount intended to cover the expenditure related to the mandate of the EUSR in the period from 1 September 2011 to 30 June 2012 shall be EUR 3 740 000.
2. The financial reference amount for the subsequent periods for the EUSR in BiH shall be decided by the Council.
3. The expenditure shall be managed in accordance with the procedures and rules applicable to the general budget of the European Union. Nationals of the countries of the Western Balkans region shall be allowed to tender for contracts.
4. The management of the expenditure shall be subject to a contract between the EUSR and the Commission. The EUSR shall be accountable to the Commission for all expenditure.

Constitution and composition of the team

1. A dedicated staff shall be assigned to assist the EUSR to implement his mandate and to contribute to the coherence, visibility and effectiveness of Union action in BiH overall. Within the limits of his mandate and the corresponding financial means made available, the EUSR shall be responsible for constituting a team. The team shall include members having expertise on the specific policy issues required by the mandate. The EUSR shall keep the Council and the Commission promptly informed of the composition of the team.
2. Member States, institutions of the Union and the EEAS may propose the secondment of staff to work with the EUSR. The salary of such seconded personnel shall be covered by the Member State, the institution of the Union concerned or the EEAS, respectively. Experts seconded by Member States to the institutions of the Union or the EEAS may also be posted to the EUSR. International contracted staff shall have the nationality of a Member State.
3. All seconded personnel shall remain under the administrative authority of the sending Member State, institution of the Union or the EEAS and shall carry out their duties and act in the interest of the mandate of the EUSR.

Privileges and immunities of the EUSR and his staff

The privileges, immunities and further guarantees necessary for the completion and smooth functioning of the mission of the EUSR and the members of his staff shall be agreed with the host party or parties, as appropriate. Member States and the Commission shall grant all necessary support to such effect.

Security of EU classified information

The EUSR and the members of his team shall respect the security principles and minimum standards established by Council Decision 2011/292/EU of 31 March 2011 on the security rules for protecting EU classified information(3).

Access to information and logistical support

1. Member States, the Commission and the General Secretariat of the Council shall ensure that the EUSR is given access to any relevant information.
2. The Union delegations and/or Member States, as appropriate, shall provide logistical support in the region.

Security

In accordance with the Union’s policy on the security of personnel deployed outside the Union in an operational capacity under Title V of the Treaty, the EUSR shall take all reasonably practicable measures, in conformity with his mandate and the security situation in his geographical area of responsibility, for the security of all personnel under his direct authority, in particular by:
(a)
establishing a mission-specific security plan, including mission-specific physical, organisational and procedural security measures, governing the management of the secure movement of personnel to, and within, the mission area, as well as the management of security incidents and including a mission contingency and evacuation plan;
(b)
ensuring that all personnel deployed outside the Union are covered by high risk insurance as required by the conditions in the mission area;
(c)
ensuring that all members of his team to be deployed outside the Union, including locally contracted personnel, have received appropriate security training before or upon arriving in the mission area, based on the risk ratings assigned to the mission area;
(d)
ensuring that all agreed recommendations made following regular security assessments are implemented, and providing the Council, the HR and the Commission with written reports on their implementation and on other security issues within the framework of the mid-term report and the report on the implementation of the mandate.

Reporting

The EUSR shall regularly provide the PSC and the HR with oral and written reports. The EUSR shall also report to Council working parties as necessary. Regular written reports shall be circulated through the COREU network. Upon recommendation of the PSC or the HR, the EUSR may provide the Foreign Affairs Council with reports.

Coordination

1. The activities of the EUSR shall be coordinated with those of the Commission, as well as those of other EUSRs active in the region as appropriate. The EUSR shall provide Member States’ missions with regular briefings.
In the field, close liaison shall be maintained with Member States’ Heads of Mission. They shall make their best efforts to assist the EUSR in the implementation of the mandate. The EUSR shall also liaise with international and regional actors in the field, and in particular maintain close coordination with the High Representative in BiH.
2. In support of Union crisis management operations, the EUSR, with other Union actors present in the field, shall improve the dissemination and sharing of information by those Union actors with a view to achieving a high degree of common situation awareness and assessment.

Review

The implementation of this Decision and its consistency with other contributions from the Union to the region shall be kept under regular review. Every year the EUSR shall present the Council, the HR, and the Commission with a progress report at the end of December and a comprehensive mandate implementation report at the end of June.

Entry into force

This Decision shall enter into force on the date of its adoption.

Pending: 32011D0423

January 15, 2026
19.7.2011 EN Official Journal of the European Union L 188/20
(1) On 30 May 2005, the Council adopted Common Position 2005/411/CFSP(1)concerning restrictive measures against Sudan. Common Position 2005/411/CFSP integrated the measures imposed by Common Position 2004/31/CFSP(2)and the measures to be imposed pursuant to United Nations Security Council Resolution 1591 (2005) (‘UNSCR 1591 (2005)’) into a single legal instrument.
(2) The scope of the restrictive measures imposed by Common Position 2005/411/CFSP should be adapted, and that Common Position should be replaced.
(3) The procedure for amending the Annex to this Decision should include a requirement to communicate to the designated persons and entities the grounds for listing, as provided by the Sanctions Committee established under UNSCR 1591 (2005), so as to give them an opportunity to present observations. Where observations are submitted or where substantial new evidence is presented, the Council should review its decision in the light thereof and inform the person or entity concerned accordingly.
(4) This Decision respects the fundamental rights and observes the principles recognised in particular by the Charter of Fundamental Rights of the European Union and notably the right to an effective remedy and to a fair trial, the right to property and the right to the protection of personal data. This Decision should be applied in accordance with those rights and principles.
(5) This Decision also fully respects the obligations of Member States under the United Nations Charter and the legally binding nature of United Nations Security Council Resolutions.
(6) The Union implementing measures are set out in Council Regulation (EC) No 131/2004 of 26 January 2004 concerning certain restrictive measures in respect of Sudan(3)and Council Regulation (EC) No 1184/2005 of 18 July 2005 imposing certain specific restrictive measures directed against certain persons impeding the peace process and breaking international law in the conflict in the Darfur region in Sudan(4),
(a) necessary for basic expenses, including payments for foodstuffs, rent or mortgage, medicines and medical treatment, taxes, insurance premiums, and public utility charges;
(b) intended exclusively for the payment of reasonable professional fees and the reimbursement of incurred expenses associated with the provision of legal services;
(c) intended exclusively for the payment of fees or service charges, in accordance with national laws, for the routine holding or maintenance of frozen funds, other financial assets and economic resources;after notification by the Member State concerned to the Sanctions Committee of the intention to authorise, where appropriate, access to such funds, other financial assets and economic resources and in the absence of a negative decision by the Sanctions Committee within 2 working days of such notification;
(d) necessary for extraordinary expenses, after notification by the Member State concerned to and approval by the Sanctions Committee;
(e) the subject of a judicial, administrative or arbitral lien or judgement, in which case the funds, other financial assets and economic resources may be used to satisfy that lien or judgement provided that the lien or judgement was entered prior to the date of the UNSCR 1591 (2005), and is not for the benefit of a person or entity referred to in this Article, after notification by the Member State concerned to the Sanctions Committee.
(a) interest or other earnings on those accounts; or
(b) payments due under contracts, agreements or obligations that were concluded or arose prior to the date on which those accounts became subject to restrictive measures;
(a) provide, directly or indirectly, technical assistance, brokering services or other services related to the items referred to in paragraph 1 or related to the provision, manufacture, maintenance and use of such items, to any natural or legal person, entity or body in, or for use in, Sudan or South Sudan;
(b) provide, directly or indirectly, financing or financial assistance related to the items referred to in paragraph 1, including in particular grants, loans and export credit insurance, for any sale, supply, transfer or export of such items, or for the provision of related technical assistance, brokering services or other services to any natural or legal person, entity or body in, or for use in, Sudan or South Sudan;
(c) participate, knowingly and intentionally, in activities, the object or effect of which is to circumvent the prohibitions referred to in points (a) or (b).
(a) the sale, supply, transfer or export of non-lethal military equipment intended solely for humanitarian, human rights monitoring or protective use, or for institution building programmes of the United Nations (UN), the African Union, the European Union, or of material intended for European Union, UN and African Union crisis management operations;
(b) the sale, supply, transfer or export of non-combat vehicles which have been manufactured or fitted with materials to provide ballistic protection, intended solely for protective use of personnel of the European Union and its Member States in Sudan or South Sudan;
(c) the provision of technical assistance, brokering services and other services related to such equipment or to such programmes and operations;
(d) the provision of financing and financial assistance related to such equipment or to such programmes and operations;
(e) the sale, supply, transfer or export of de-mining equipment and materiel for use in de-mining operations;
(f) the provision of technical assistance, brokering and other services and financial assistance, and sales, supplies, transfers or exports in support of the implementation of the Comprehensive Peace Agreement;
(g) the sale, supply, transfer or export of non-lethal military equipment intended solely for the support of the process of Security Sector Reform in South Sudan as well as the provision of financing, financial assistance or technical assistance related to such equipment;
1. Surname, first name(s): ELHASSAN, Gaffar MohamedOther information: Major-General and Commander of the Western Military Region for the Sudanese Armed ForcesDate of UN designation: 25 April 2006
2. Surname, first name(s): HILAL, Sheikh MusaOther information: Paramount Chief of the Jalul Tribe in North DarfurDate of UN designation: 25 April 2006
3. Surname, first name(s): SHANT, Adam YacubOther information: Sudanese Liberation Army (SLA) CommanderDate of UN designation: 25 April 2006
4. Surname, first name(s): BADRI, Gabril Abdul KareemOther information: National Movement for Reform and Development (NMRD) Field CommanderDate of UN designation: 25 April 2006
THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Article 29 thereof,
(1) On 30 May 2005, the Council adopted Common Position 2005/411/CFSP(1)concerning restrictive measures against Sudan. Common Position 2005/411/CFSP integrated the measures imposed by Common Position 2004/31/CFSP(2)and the measures to be imposed pursuant to United Nations Security Council Resolution 1591 (2005) (‘UNSCR 1591 (2005)’) into a single legal instrument.
(2) The scope of the restrictive measures imposed by Common Position 2005/411/CFSP should be adapted, and that Common Position should be replaced.
(3) The procedure for amending the Annex to this Decision should include a requirement to communicate to the designated persons and entities the grounds for listing, as provided by the Sanctions Committee established under UNSCR 1591 (2005), so as to give them an opportunity to present observations. Where observations are submitted or where substantial new evidence is presented, the Council should review its decision in the light thereof and inform the person or entity concerned accordingly.
(4) This Decision respects the fundamental rights and observes the principles recognised in particular by the Charter of Fundamental Rights of the European Union and notably the right to an effective remedy and to a fair trial, the right to property and the right to the protection of personal data. This Decision should be applied in accordance with those rights and principles.
(5) This Decision also fully respects the obligations of Member States under the United Nations Charter and the legally binding nature of United Nations Security Council Resolutions.
(6) The Union implementing measures are set out in Council Regulation (EC) No 131/2004 of 26 January 2004 concerning certain restrictive measures in respect of Sudan(3)and Council Regulation (EC) No 1184/2005 of 18 July 2005 imposing certain specific restrictive measures directed against certain persons impeding the peace process and breaking international law in the conflict in the Darfur region in Sudan(4),
HAS ADOPTED THIS DECISION:

Article 1
In accordance with United Nations Security Council Resolution (UNSCR) 1591 (2005), restrictive measures as set out in Articles 2(1) and 3(1) of this Decision shall be imposed against those individuals who impede the peace process, constitute a threat to stability in Darfur and the region, commit violations of international humanitarian or human rights law or other atrocities, violate the arms embargo and/or are responsible for offensive military overflights in and over the Darfur region, as designated by the Committee established by paragraph 3 of UNSCR 1591 (2005) (the ‘Sanctions Committee’).
The relevant persons are listed in the Annex to this Decision.

Article 2
1. Member States shall take the necessary measures to prevent the entry into, or transit through, their territories of the persons referred to in Article 1.
2. Paragraph 1 shall not oblige a Member State to refuse its own nationals entry into its territory.
3. Paragraph 1 shall not apply where the Sanctions Committee determines that travel is justified on the grounds of humanitarian need, including religious obligation, or where the Sanctions Committee concludes that an exemption would further the objectives of the United Nations Security Council Resolutions for the creation of peace and stability in Sudan and the region.
4. In cases where pursuant to paragraph 3, a Member State authorises the entry into, or transit through, its territory of persons designated by the Sanctions Committee, the authorisation shall be limited to the purpose for which it is given and to the persons concerned thereby.

Article 3
1. All funds, other financial assets and economic resources owned or controlled directly or indirectly by the persons referred to in Article 1 or held by entities owned or controlled directly or indirectly by such persons or by any persons acting on their behalf or at their direction, as identified in the Annex, shall be frozen.
2. No funds, financial assets or economic resources shall be made available directly or indirectly to or for the benefit of such persons or entities.
3. Exemptions may be made for funds, other financial assets and economic resources which are:
(a)
necessary for basic expenses, including payments for foodstuffs, rent or mortgage, medicines and medical treatment, taxes, insurance premiums, and public utility charges;
(b)
intended exclusively for the payment of reasonable professional fees and the reimbursement of incurred expenses associated with the provision of legal services;
(c)
intended exclusively for the payment of fees or service charges, in accordance with national laws, for the routine holding or maintenance of frozen funds, other financial assets and economic resources;
after notification by the Member State concerned to the Sanctions Committee of the intention to authorise, where appropriate, access to such funds, other financial assets and economic resources and in the absence of a negative decision by the Sanctions Committee within 2 working days of such notification;
(d)
necessary for extraordinary expenses, after notification by the Member State concerned to and approval by the Sanctions Committee;
(e)
the subject of a judicial, administrative or arbitral lien or judgement, in which case the funds, other financial assets and economic resources may be used to satisfy that lien or judgement provided that the lien or judgement was entered prior to the date of the UNSCR 1591 (2005), and is not for the benefit of a person or entity referred to in this Article, after notification by the Member State concerned to the Sanctions Committee.
4. Paragraph 2 shall not apply to the addition to frozen accounts of:
(a)
interest or other earnings on those accounts; or
(b)
payments due under contracts, agreements or obligations that were concluded or arose prior to the date on which those accounts became subject to restrictive measures;
provided that any such interest, other earnings and payments continue to be subject to paragraph 1.

Article 4
1. The sale, supply, transfer or export of arms and related materiel of all types, including weapons and ammunition, military vehicles and equipment, paramilitary equipment and spare parts for the aforementioned to Sudan or South Sudan by nationals of Member States or from the territories of Member States, or using their flag vessels or aircraft, shall be prohibited whether originating or not in their territories.
2. It shall also be prohibited to:
(a)
provide, directly or indirectly, technical assistance, brokering services or other services related to the items referred to in paragraph 1 or related to the provision, manufacture, maintenance and use of such items, to any natural or legal person, entity or body in, or for use in, Sudan or South Sudan;
(b)
provide, directly or indirectly, financing or financial assistance related to the items referred to in paragraph 1, including in particular grants, loans and export credit insurance, for any sale, supply, transfer or export of such items, or for the provision of related technical assistance, brokering services or other services to any natural or legal person, entity or body in, or for use in, Sudan or South Sudan;
(c)
participate, knowingly and intentionally, in activities, the object or effect of which is to circumvent the prohibitions referred to in points (a) or (b).

Article 5
1. Article 4 shall not apply to:
(a)
the sale, supply, transfer or export of non-lethal military equipment intended solely for humanitarian, human rights monitoring or protective use, or for institution building programmes of the United Nations (UN), the African Union, the European Union, or of material intended for European Union, UN and African Union crisis management operations;
(b)
the sale, supply, transfer or export of non-combat vehicles which have been manufactured or fitted with materials to provide ballistic protection, intended solely for protective use of personnel of the European Union and its Member States in Sudan or South Sudan;
(c)
the provision of technical assistance, brokering services and other services related to such equipment or to such programmes and operations;
(d)
the provision of financing and financial assistance related to such equipment or to such programmes and operations;
(e)
the sale, supply, transfer or export of de-mining equipment and materiel for use in de-mining operations;
(f)
the provision of technical assistance, brokering and other services and financial assistance, and sales, supplies, transfers or exports in support of the implementation of the Comprehensive Peace Agreement;
(g)
the sale, supply, transfer or export of non-lethal military equipment intended solely for the support of the process of Security Sector Reform in South Sudan as well as the provision of financing, financial assistance or technical assistance related to such equipment;
on condition that such deliveries have been approved in advance by the competent authority of the Member State in question.
2. Article 4 shall also not apply to protective clothing, including flak jackets and military helmets, temporarily exported to Sudan or South Sudan by United Nations personnel, personnel of the European Union, or its Member States, representatives of the media and humanitarian and development workers and associated personnel for their personal use only.
3. Member States shall consider deliveries under this Article on a case-by-case basis, taking full account of the criteria set out in Common Position 2008/944/CFSP of 8 December 2008 defining common rules governing control of exports of military technology and equipment(5). Member States shall require adequate safeguards against misuse of authorisations granted under this Article and, where appropriate, make provisions for repatriation of the equipment.

Article 6
The Council shall establish the list contained in the Annex and implement any modifications thereof on the basis of determinations made by the Sanctions Committee.

Article 7
1. Where the United Nations Security Council or the Sanctions Committee lists a person or entity, the Council shall include such person or entity in the Annex. The Council shall communicate its decision, including the grounds for listing, to the person or entity concerned, either directly, if the address is known, or through the publication of a notice, providing such person or entity an opportunity to present observations.
2. Where observations are submitted, or where substantial new evidence is presented, the Council shall review its decision and inform the person or entity concerned accordingly.

Article 8
1. The Annex shall include the grounds for the listing of listed persons and entities as provided by the United Nations Security Council or the Sanctions Committee.
2. The Annex shall also include, where available, information provided by the Security Council or by the Sanctions Committee necessary to identify the persons or entities concerned. With regard to persons, such information may include names including aliases, date and place of birth, nationality, passport and identity card numbers, gender, address, if known, and function or profession. With regard to entities, such information may include names, place and date of registration, registration number and place of business. The Annex shall also include the date of designation by the Security Council or by the Sanctions Committee.

Article 9
1. The measures referred to in Articles 2 and 3 shall be reviewed by 19 July 2012, in the light of the determinations of the United Nations Security Council regarding the situation in Sudan.
2. The measures referred to in Article 4 shall be reviewed by the date referred to in paragraph 1 of this Article, and every 12 months thereafter. They shall be repealed if the Council deems that their objectives have been met.

Article 10
Common Position 2005/411/CFSP is hereby repealed.

Article 11
This Decision shall enter into force on the date of its adoption.

THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Article 29 thereof,
(1) On 30 May 2005, the Council adopted Common Position 2005/411/CFSP(1)concerning restrictive measures against Sudan. Common Position 2005/411/CFSP integrated the measures imposed by Common Position 2004/31/CFSP(2)and the measures to be imposed pursuant to United Nations Security Council Resolution 1591 (2005) (‘UNSCR 1591 (2005)’) into a single legal instrument.
(2) The scope of the restrictive measures imposed by Common Position 2005/411/CFSP should be adapted, and that Common Position should be replaced.
(3) The procedure for amending the Annex to this Decision should include a requirement to communicate to the designated persons and entities the grounds for listing, as provided by the Sanctions Committee established under UNSCR 1591 (2005), so as to give them an opportunity to present observations. Where observations are submitted or where substantial new evidence is presented, the Council should review its decision in the light thereof and inform the person or entity concerned accordingly.
(4) This Decision respects the fundamental rights and observes the principles recognised in particular by the Charter of Fundamental Rights of the European Union and notably the right to an effective remedy and to a fair trial, the right to property and the right to the protection of personal data. This Decision should be applied in accordance with those rights and principles.
(5) This Decision also fully respects the obligations of Member States under the United Nations Charter and the legally binding nature of United Nations Security Council Resolutions.
(6) The Union implementing measures are set out in Council Regulation (EC) No 131/2004 of 26 January 2004 concerning certain restrictive measures in respect of Sudan(3)and Council Regulation (EC) No 1184/2005 of 18 July 2005 imposing certain specific restrictive measures directed against certain persons impeding the peace process and breaking international law in the conflict in the Darfur region in Sudan(4),
HAS ADOPTED THIS DECISION:
In accordance with United Nations Security Council Resolution (UNSCR) 1591 (2005), restrictive measures as set out in Articles 2(1) and 3(1) of this Decision shall be imposed against those individuals who impede the peace process, constitute a threat to stability in Darfur and the region, commit violations of international humanitarian or human rights law or other atrocities, violate the arms embargo and/or are responsible for offensive military overflights in and over the Darfur region, as designated by the Committee established by paragraph 3 of UNSCR 1591 (2005) (the ‘Sanctions Committee’).
The relevant persons are listed in the Annex to this Decision.
1. Member States shall take the necessary measures to prevent the entry into, or transit through, their territories of the persons referred to in Article 1.
2. Paragraph 1 shall not oblige a Member State to refuse its own nationals entry into its territory.
3. Paragraph 1 shall not apply where the Sanctions Committee determines that travel is justified on the grounds of humanitarian need, including religious obligation, or where the Sanctions Committee concludes that an exemption would further the objectives of the United Nations Security Council Resolutions for the creation of peace and stability in Sudan and the region.
4. In cases where pursuant to paragraph 3, a Member State authorises the entry into, or transit through, its territory of persons designated by the Sanctions Committee, the authorisation shall be limited to the purpose for which it is given and to the persons concerned thereby.
1. All funds, other financial assets and economic resources owned or controlled directly or indirectly by the persons referred to in Article 1 or held by entities owned or controlled directly or indirectly by such persons or by any persons acting on their behalf or at their direction, as identified in the Annex, shall be frozen.
2. No funds, financial assets or economic resources shall be made available directly or indirectly to or for the benefit of such persons or entities.
3. Exemptions may be made for funds, other financial assets and economic resources which are:
(a)
necessary for basic expenses, including payments for foodstuffs, rent or mortgage, medicines and medical treatment, taxes, insurance premiums, and public utility charges;
(b)
intended exclusively for the payment of reasonable professional fees and the reimbursement of incurred expenses associated with the provision of legal services;
(c)
intended exclusively for the payment of fees or service charges, in accordance with national laws, for the routine holding or maintenance of frozen funds, other financial assets and economic resources;
after notification by the Member State concerned to the Sanctions Committee of the intention to authorise, where appropriate, access to such funds, other financial assets and economic resources and in the absence of a negative decision by the Sanctions Committee within 2 working days of such notification;
(d)
necessary for extraordinary expenses, after notification by the Member State concerned to and approval by the Sanctions Committee;
(e)
the subject of a judicial, administrative or arbitral lien or judgement, in which case the funds, other financial assets and economic resources may be used to satisfy that lien or judgement provided that the lien or judgement was entered prior to the date of the UNSCR 1591 (2005), and is not for the benefit of a person or entity referred to in this Article, after notification by the Member State concerned to the Sanctions Committee.
4. Paragraph 2 shall not apply to the addition to frozen accounts of:
(a)
interest or other earnings on those accounts; or
(b)
payments due under contracts, agreements or obligations that were concluded or arose prior to the date on which those accounts became subject to restrictive measures;
provided that any such interest, other earnings and payments continue to be subject to paragraph 1.
1. The sale, supply, transfer or export of arms and related materiel of all types, including weapons and ammunition, military vehicles and equipment, paramilitary equipment and spare parts for the aforementioned to Sudan or South Sudan by nationals of Member States or from the territories of Member States, or using their flag vessels or aircraft, shall be prohibited whether originating or not in their territories.
2. It shall also be prohibited to:
(a)
provide, directly or indirectly, technical assistance, brokering services or other services related to the items referred to in paragraph 1 or related to the provision, manufacture, maintenance and use of such items, to any natural or legal person, entity or body in, or for use in, Sudan or South Sudan;
(b)
provide, directly or indirectly, financing or financial assistance related to the items referred to in paragraph 1, including in particular grants, loans and export credit insurance, for any sale, supply, transfer or export of such items, or for the provision of related technical assistance, brokering services or other services to any natural or legal person, entity or body in, or for use in, Sudan or South Sudan;
(c)
participate, knowingly and intentionally, in activities, the object or effect of which is to circumvent the prohibitions referred to in points (a) or (b).
1. Article 4 shall not apply to:
(a)
the sale, supply, transfer or export of non-lethal military equipment intended solely for humanitarian, human rights monitoring or protective use, or for institution building programmes of the United Nations (UN), the African Union, the European Union, or of material intended for European Union, UN and African Union crisis management operations;
(b)
the sale, supply, transfer or export of non-combat vehicles which have been manufactured or fitted with materials to provide ballistic protection, intended solely for protective use of personnel of the European Union and its Member States in Sudan or South Sudan;
(c)
the provision of technical assistance, brokering services and other services related to such equipment or to such programmes and operations;
(d)
the provision of financing and financial assistance related to such equipment or to such programmes and operations;
(e)
the sale, supply, transfer or export of de-mining equipment and materiel for use in de-mining operations;
(f)
the provision of technical assistance, brokering and other services and financial assistance, and sales, supplies, transfers or exports in support of the implementation of the Comprehensive Peace Agreement;
(g)
the sale, supply, transfer or export of non-lethal military equipment intended solely for the support of the process of Security Sector Reform in South Sudan as well as the provision of financing, financial assistance or technical assistance related to such equipment;
on condition that such deliveries have been approved in advance by the competent authority of the Member State in question.
2. Article 4 shall also not apply to protective clothing, including flak jackets and military helmets, temporarily exported to Sudan or South Sudan by United Nations personnel, personnel of the European Union, or its Member States, representatives of the media and humanitarian and development workers and associated personnel for their personal use only.
3. Member States shall consider deliveries under this Article on a case-by-case basis, taking full account of the criteria set out in Common Position 2008/944/CFSP of 8 December 2008 defining common rules governing control of exports of military technology and equipment(5). Member States shall require adequate safeguards against misuse of authorisations granted under this Article and, where appropriate, make provisions for repatriation of the equipment.
The Council shall establish the list contained in the Annex and implement any modifications thereof on the basis of determinations made by the Sanctions Committee.
1. Where the United Nations Security Council or the Sanctions Committee lists a person or entity, the Council shall include such person or entity in the Annex. The Council shall communicate its decision, including the grounds for listing, to the person or entity concerned, either directly, if the address is known, or through the publication of a notice, providing such person or entity an opportunity to present observations.
2. Where observations are submitted, or where substantial new evidence is presented, the Council shall review its decision and inform the person or entity concerned accordingly.
1. The Annex shall include the grounds for the listing of listed persons and entities as provided by the United Nations Security Council or the Sanctions Committee.
2. The Annex shall also include, where available, information provided by the Security Council or by the Sanctions Committee necessary to identify the persons or entities concerned. With regard to persons, such information may include names including aliases, date and place of birth, nationality, passport and identity card numbers, gender, address, if known, and function or profession. With regard to entities, such information may include names, place and date of registration, registration number and place of business. The Annex shall also include the date of designation by the Security Council or by the Sanctions Committee.
1. The measures referred to in Articles 2 and 3 shall be reviewed by 19 July 2012, in the light of the determinations of the United Nations Security Council regarding the situation in Sudan.
2. The measures referred to in Article 4 shall be reviewed by the date referred to in paragraph 1 of this Article, and every 12 months thereafter. They shall be repealed if the Council deems that their objectives have been met.
Common Position 2005/411/CFSP is hereby repealed.
This Decision shall enter into force on the date of its adoption.

LIST OF PERSONS AND ENTITIES REFERRED TO IN ARTICLES 1 AND 3

ANNEX
1. | Surname, first name(s): ELHASSAN, Gaffar MohamedOther information: Major-General and Commander of the Western Military Region for the Sudanese Armed ForcesDate of UN designation: 25 April 2006
2. | Surname, first name(s): HILAL, Sheikh MusaOther information: Paramount Chief of the Jalul Tribe in North DarfurDate of UN designation: 25 April 2006
3. | Surname, first name(s): SHANT, Adam YacubOther information: Sudanese Liberation Army (SLA) CommanderDate of UN designation: 25 April 2006
4. | Surname, first name(s): BADRI, Gabril Abdul KareemOther information: National Movement for Reform and Development (NMRD) Field CommanderDate of UN designation: 25 April 2006

Pending: 32011D0331

January 15, 2026
7.6.2011 EN Official Journal of the European Union L 148/13
(1) Under Regulation (EC) No 66/2010, the EU Ecolabel may be awarded to those products with a reduced environmental impact during their entire life cycle.
(2) Regulation (EC) No 66/2010 provides that specific EU Ecolabel criteria are to be established according to product groups.
(3) Commission Decision 2002/747/EC(2)has established the ecological criteria and the related assessment and verification requirements for light bulbs. Those criteria are valid until 31 August 2011.
(4) Those criteria have been reviewed in the light of technological developments. In the light of the review, it is appropriate to modify the definition of the product and to change the name of the product group. Those new criteria, as well as the related assessment and verification requirements, should be valid for 2 years from the date of adoption of this Decision.
(5) Decision 2002/747/EC should be replaced for reasons of clarity.
(6) A transitional period should be allowed for producers whose products have been awarded the Ecolabel for light bulbs on the basis of the criteria set out in Decision 2002/747/EC, so that they have sufficient time to adapt their products to comply with the revised criteria and requirements. Producers should also be allowed to submit applications based on the criteria set out in Decision 2002/747/EC or on the criteria set out in this Decision until the lapse of validity of that Decision.
(7) The measures provided for in this Decision are in accordance with the opinion of the Committee established by Article 16 of Regulation (EC) No 66/2010,
(1) energy efficiency, lifetime, lumen maintenance and mercury content;
(2) switch on/off;
(3) colour rendering index;
(4) colour consistency;
(5) hazardous substances and mixtures;
(6) substances listed in accordance with Article 59(1) of Regulation (EC) No 1907/2006 of the European Parliament and of the Council(1);
(7) plastic parts;
(8) packaging;
(9) user instructions;
(10) social accountability;
(11) information appearing on the EU Ecolabel.
Single ended Double ended
Energy Efficiency 10 % better than the lumen per watt value according to Class A 10 % better than the lumen per watt value according to Class A
Life time (hours) 15 000 20 000
Lumen Maintenance 80 % at 9 000 hours 90 % at 16 000 hours
Mercury (mg) < 1,5 < 3,0
Hazard Statement(3) Risk Phrase(4)
H300 Fatal if swallowed R28
H301 Toxic if swallowed R25
H304 May be fatal if swallowed and enters airways R65
H310 Fatal in contact with skin R27
H311 Toxic in contact with skin R24
H330 Fatal if inhaled R23/26
H331 Toxic if inhaled R23
H340 May cause genetic defects R46
H341 Suspected of causing genetic defects R68
H350 May cause cancer R45
H350i May cause cancer by inhalation R49
H351 Suspected of causing cancer R40
H360F May damage fertility R60
H360D May damage the unborn child R61
H360FD May damage fertility. May damage the unborn child R60/61/60-61
H360Fd May damage fertility. Suspected of damaging the unborn child R60/63
H360Df May damage the unborn child. Suspected of damaging fertility R61/62
H361f Suspected of damaging fertility R62
H361d Suspected of damaging the unborn child R63
H361fd Suspected of damaging fertility. Suspected of damaging the unborn child R62-63
H362 May cause harm to breast fed children R64
H370 Causes damage to organs R39/23/24/25/26/27/28
H371 May cause damage to organs R68/20/21/22
H372 Causes damage to organs through prolonged or repeated exposure R48/25/24/23
H373 May cause damage to organs through prolonged or repeated exposure R48/20/21/22
H400 Very toxic to aquatic life R50
H410 Very toxic to aquatic life with long-lasting effects R50-53
H411 Toxic to aquatic life with long-lasting effects R51-53
H412 Harmful to aquatic life with long-lasting effects R52-53
H413 May cause long-lasting effects to aquatic life R53
EUH059 Hazardous to the ozone layer R59
EUH029 Contact with water liberates toxic gas R29
EUH031 Contact with acids liberates toxic gas R31
EUH032 Contact with acids liberates very toxic gas R32
EUH070 Toxic by eye contact R39-41
Homogenous parts with weight below 5 g All hazard statements and risk phrases listed above
(a) If any plasticizer substance in the manufacturing process is applied, it must comply with the requirements on hazardous substances set out in Criteria 5 and 6.Additionally, DNOP (di-n-octyl phthalate), DINP (di-isononyl phthalate) and DIDP (di-isodecyl phthalate) shall not intentionally be added to the product.
(b) Plastic parts shall not contain a chlorine content greater than 50 % by weight.
(a) for lamps having E27, E14, B22 or B15 caps, the relative size and shape of the light source compared to a conventional incandescent lamp shall be indicated on the packaging;
(b) for double-ended light sources: information on the packaging shall indicate that the environmental performance of the light source is improved when it is used with high frequency electronic control equipment;
(c) clean-up guidelines for a broken fluorescent light source listed on the packaging;
(d) the proper maintenance of lamps, such as cleaning, to maintain lumen output;
(e) turning off lights saves energy and money.
‘— High energy efficiency — saves money,
— Long life time,
— Performance tested’.
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 66/2010 of the European Parliament and of the Council of 25 November 2009 on the EU Ecolabel(1), and in particular Article 8(2) thereof,
After consulting the European Union Eco-labelling Board,
(1) Under Regulation (EC) No 66/2010, the EU Ecolabel may be awarded to those products with a reduced environmental impact during their entire life cycle.
(2) Regulation (EC) No 66/2010 provides that specific EU Ecolabel criteria are to be established according to product groups.
(3) Commission Decision 2002/747/EC(2)has established the ecological criteria and the related assessment and verification requirements for light bulbs. Those criteria are valid until 31 August 2011.
(4) Those criteria have been reviewed in the light of technological developments. In the light of the review, it is appropriate to modify the definition of the product and to change the name of the product group. Those new criteria, as well as the related assessment and verification requirements, should be valid for 2 years from the date of adoption of this Decision.
(5) Decision 2002/747/EC should be replaced for reasons of clarity.
(6) A transitional period should be allowed for producers whose products have been awarded the Ecolabel for light bulbs on the basis of the criteria set out in Decision 2002/747/EC, so that they have sufficient time to adapt their products to comply with the revised criteria and requirements. Producers should also be allowed to submit applications based on the criteria set out in Decision 2002/747/EC or on the criteria set out in this Decision until the lapse of validity of that Decision.
(7) The measures provided for in this Decision are in accordance with the opinion of the Committee established by Article 16 of Regulation (EC) No 66/2010,
HAS ADOPTED THIS DECISION:

Article 1
1. The product group ‘light sources’ shall comprise all light sources of a luminous flux ≥ 60 and ≤ 12 000 lumens for general lighting applications with direct or indirect connection to the public electricity supply equipped with a lamp cap listed in EN 60061 and made in order to produce a visible radiation.
2. The following types of light sources are not included in the product group: directional lamps, high-intensity discharge lamps, coloured lamps, projector lamps, photographic lighting, solarium tubes, battery driven systems and other light sources that are not intended for general lighting applications. The following types of light sources are not included in the product group if they are not supplied directly from the mains: integral compact fluorescent lamps, filament lamps, LED lamps.

Article 2
In order to be awarded the EU Ecolabel under Regulation (EC) No 66/2010, an item of light source shall fall within the product group ‘light sources’ as defined in Article 1 of this Decision and shall comply with the criteria as well as the related assessment and verification requirements set out in the Annex to this Decision.

Article 3
The criteria for the product group ‘light sources’, as well as the related assessment and verification requirements, shall be valid for 2 years from the date of adoption of this Decision.

Article 4
For administrative purposes the code number assigned to the product group ‘light sources’ shall be ‘008’.

Article 5
Decision 2002/747/EC is repealed.

Article 6
1. By derogation from Article 5, applications for the EU Ecolabel for products falling within the product group ‘light bulbs’ submitted before the date of adoption of this Decision shall be evaluated in accordance with the conditions laid down in Decision 2002/747/EC.
2. Applications for the EU Ecolabel for products falling within the product group ‘light sources’ submitted from the date of adoption of this Decision but by 31 August 2011 at the latest may be based either on the criteria set out in Decision 2002/747/EC or on the criteria set out in this Decision.
3. Those applications shall be evaluated in accordance with the criteria on which they are based.
4. Where the EU Ecolabel is awarded on the basis of an application evaluated in accordance with the criteria set out in Decision 2002/747/EC, that EU Ecolabel may be used for 12 months from the date of adoption of this Decision.

Article 7
This Decision is addressed to the Member States.

THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 66/2010 of the European Parliament and of the Council of 25 November 2009 on the EU Ecolabel(1), and in particular Article 8(2) thereof,
After consulting the European Union Eco-labelling Board,
(1) Under Regulation (EC) No 66/2010, the EU Ecolabel may be awarded to those products with a reduced environmental impact during their entire life cycle.
(2) Regulation (EC) No 66/2010 provides that specific EU Ecolabel criteria are to be established according to product groups.
(3) Commission Decision 2002/747/EC(2)has established the ecological criteria and the related assessment and verification requirements for light bulbs. Those criteria are valid until 31 August 2011.
(4) Those criteria have been reviewed in the light of technological developments. In the light of the review, it is appropriate to modify the definition of the product and to change the name of the product group. Those new criteria, as well as the related assessment and verification requirements, should be valid for 2 years from the date of adoption of this Decision.
(5) Decision 2002/747/EC should be replaced for reasons of clarity.
(6) A transitional period should be allowed for producers whose products have been awarded the Ecolabel for light bulbs on the basis of the criteria set out in Decision 2002/747/EC, so that they have sufficient time to adapt their products to comply with the revised criteria and requirements. Producers should also be allowed to submit applications based on the criteria set out in Decision 2002/747/EC or on the criteria set out in this Decision until the lapse of validity of that Decision.
(7) The measures provided for in this Decision are in accordance with the opinion of the Committee established by Article 16 of Regulation (EC) No 66/2010,
HAS ADOPTED THIS DECISION:
1. The product group ‘light sources’ shall comprise all light sources of a luminous flux ≥ 60 and ≤ 12 000 lumens for general lighting applications with direct or indirect connection to the public electricity supply equipped with a lamp cap listed in EN 60061 and made in order to produce a visible radiation.
2. The following types of light sources are not included in the product group: directional lamps, high-intensity discharge lamps, coloured lamps, projector lamps, photographic lighting, solarium tubes, battery driven systems and other light sources that are not intended for general lighting applications. The following types of light sources are not included in the product group if they are not supplied directly from the mains: integral compact fluorescent lamps, filament lamps, LED lamps.
In order to be awarded the EU Ecolabel under Regulation (EC) No 66/2010, an item of light source shall fall within the product group ‘light sources’ as defined in Article 1 of this Decision and shall comply with the criteria as well as the related assessment and verification requirements set out in the Annex to this Decision.
The criteria for the product group ‘light sources’, as well as the related assessment and verification requirements, shall be valid for 2 years from the date of adoption of this Decision.
For administrative purposes the code number assigned to the product group ‘light sources’ shall be ‘008’.
Decision 2002/747/EC is repealed.
1. By derogation from Article 5, applications for the EU Ecolabel for products falling within the product group ‘light bulbs’ submitted before the date of adoption of this Decision shall be evaluated in accordance with the conditions laid down in Decision 2002/747/EC.
2. Applications for the EU Ecolabel for products falling within the product group ‘light sources’ submitted from the date of adoption of this Decision but by 31 August 2011 at the latest may be based either on the criteria set out in Decision 2002/747/EC or on the criteria set out in this Decision.
3. Those applications shall be evaluated in accordance with the criteria on which they are based.
4. Where the EU Ecolabel is awarded on the basis of an application evaluated in accordance with the criteria set out in Decision 2002/747/EC, that EU Ecolabel may be used for 12 months from the date of adoption of this Decision.
This Decision is addressed to the Member States.

FRAMEWORK

ANNEX
The aims of the criteria
These criteria aim in particular at promoting the reduction of environmental damage or risks related to the use of energy (global warming, acidification, depletion of non-renewable resources) by reducing energy consumption, to the use of resources in both the manufacture and treatment/disposal of a light source by increasing its average lifetime and to the use of mercury by reducing the total emissions of mercury during the lifetime of a light source.
The criteria also encourage the implementation of best practice (optimal environmental use) and enhance consumers’ environmental awareness. The criteria are set at levels that promote the labelling of light sources that are produced with low environmental impact.

CRITERIA
Criteria are set for each of the following aspects:

(1) | energy efficiency, lifetime, lumen maintenance and mercury content;
(2) | switch on/off;
(3) | colour rendering index;
(4) | colour consistency;
(5) | hazardous substances and mixtures;
(6) | substances listed in accordance with Article 59(1) of Regulation (EC) No 1907/2006 of the European Parliament and of the Council(1);
(7) | plastic parts;
(8) | packaging;
(9) | user instructions;
(10) | social accountability;
(11) | information appearing on the EU Ecolabel.
Assessment and verification requirements
The specific assessment and verification requirements are indicated within each criterion.
Where the applicant is required to provide declarations, documentation, analyses test reports, or other evidence to show compliance with the criteria, it is understood that these may originate from the applicant and/or his supplier(s) and/or their supplier(s), as appropriate.
Where possible, the testing should be performed by laboratories that meet the general requirements of EN ISO 17025 or equivalent.
Where appropriate, test methods other than those indicated for each criterion may be used if the competent body assessing the application accepts their equivalence.
Where appropriate, competent bodies may require supporting documentation and may carry out independent verifications.

EU ECOLABEL CRITERIA

Criterion 1 — Energy efficiency, lifetime, lumen maintenance and mercury content
Light sources shall meet the following requirements:

| Single ended | Double ended
Energy Efficiency | 10 % better than the lumen per watt value according to Class A | 10 % better than the lumen per watt value according to Class A
Life time (hours) | 15 000 | 20 000
Lumen Maintenance | 80 % at 9 000 hours | 90 % at 16 000 hours
Mercury (mg) | < 1,5 | < 3,0
Note:
Energy efficiency is as defined in Annex IV to Commission Directive 98/11/EC(2).
Assessment and verification: the applicant shall provide a test report stating that the energy efficiency, lifetime and lumen maintenance of light sources other than LEDs have been determined using the test procedures referred to in EN 50285.
For the efficiency, lifetime and lumen maintenance of LED light sources, and for the mercury content of fluorescent light sources, the applicant shall provide test reports using reliable, accurate and reproducible measurement procedures, which take into account the generally recognised state of the art measurement methods, including methods set out in documents the reference numbers of which have been published for that purpose in theOfficial Journal of the European Union. The report shall state the energy efficiency, lifetime, lumen maintenance and mercury content of the light source. If the appropriate lifetime test has not been completed, the operational lifetime as stated on the packaging is acceptable pending the result of the test. However, the result of the test must be provided within 12 months of the date of application for the EU Ecolabel. For the lifetime test, 75 % of the test sample shall meet the requirement.

Criterion 2 — Switch on/off
For compact fluorescent lamps (CFLs) and LEDs, the number of switch on/off cycles that the light source can withstand before premature failure shall be greater than the lamp life time expressed in hours.
For lamps claiming to withstand frequent switching, this number shall be higher than 60 000 switch on/off cycles.
Assessment and verification:for CFLs the applicant shall provide a test report stating that the number of switch on/off cycles for a CFL has been determined using a rapid cycle test (1 minute on, 3 minutes off) and the test procedures for lifetime referred to in EN 50285.
For LEDs the applicant shall provide a test report using reliable, accurate and reproducible measurement procedures, which take into account the generally recognised state of the art measurement methods, including methods set out in documents the reference numbers of which have been published for that purpose in theOfficial Journal of the European Union.
The report shall state the number of switch on/off cycles achieved when 50 % of CFLs or LEDs tested meet the requirements for lamp lifetime referred to in the respective standards.

Criterion 3 — Colour rendering index
The colour rendering (Ra) index of the light source shall be greater than 85.
Assessment and verification:the applicant shall provide a test report stating that the colour rendering index of the light source has been determined using the test procedure referred to in CIE-document 13.3. The report shall state the colour rendering index of the light source.

Criterion 4 — Colour consistency
The light source shall have a Correlated Colour Temperature (CCT) spread within a 3-step MacAdam ellipse or better.
Assessment and verification:the applicant shall provide a test report stating that the correlated colour temperature (CCT) spread is within a 3-step MacAdam ellipse or better using reliable, accurate and reproducible measurement procedures, which take into account the generally recognised state of the art measurement methods, including methods set out in documents the reference numbers of which have been published for that purpose in theOfficial Journal of the European Union.

Criterion 5 — Hazardous substances and mixtures
In accordance with Article 6(6) of Regulation (EC) No 66/2010, the product or any part of it shall not contain substances referred to in Article 57 of Regulation (EC) No 1907/2006 nor substances or mixtures which may be or have been assigned the following hazard statements or risk phrases.

List of hazard statements and risk phrases:

Hazard Statement(3) | Risk Phrase(4)
H300 Fatal if swallowed | R28
H301 Toxic if swallowed | R25
H304 May be fatal if swallowed and enters airways | R65
H310 Fatal in contact with skin | R27
H311 Toxic in contact with skin | R24
H330 Fatal if inhaled | R23/26
H331 Toxic if inhaled | R23
H340 May cause genetic defects | R46
H341 Suspected of causing genetic defects | R68
H350 May cause cancer | R45
H350i May cause cancer by inhalation | R49
H351 Suspected of causing cancer | R40
H360F May damage fertility | R60
H360D May damage the unborn child | R61
H360FD May damage fertility. May damage the unborn child | R60/61/60-61
H360Fd May damage fertility. Suspected of damaging the unborn child | R60/63
H360Df May damage the unborn child. Suspected of damaging fertility | R61/62
H361f Suspected of damaging fertility | R62
H361d Suspected of damaging the unborn child | R63
H361fd Suspected of damaging fertility. Suspected of damaging the unborn child | R62-63
H362 May cause harm to breast fed children | R64
H370 Causes damage to organs | R39/23/24/25/26/27/28
H371 May cause damage to organs | R68/20/21/22
H372 Causes damage to organs through prolonged or repeated exposure | R48/25/24/23
H373 May cause damage to organs through prolonged or repeated exposure | R48/20/21/22
H400 Very toxic to aquatic life | R50
H410 Very toxic to aquatic life with long-lasting effects | R50-53
H411 Toxic to aquatic life with long-lasting effects | R51-53
H412 Harmful to aquatic life with long-lasting effects | R52-53
H413 May cause long-lasting effects to aquatic life | R53
EUH059 Hazardous to the ozone layer | R59
EUH029 Contact with water liberates toxic gas | R29
EUH031 Contact with acids liberates toxic gas | R31
EUH032 Contact with acids liberates very toxic gas | R32
EUH070 Toxic by eye contact | R39-41The use of substances or mixtures which upon processing change their properties (e.g. become no longer bioavailable, undergo chemical modification) in a way that the identified hazard no longer applies are exempted from the above requirement.
Concentration limits for substances or mixtures meeting the criteria for classification with the above mentioned hazard classes or categories, and for substances meeting the criteria of Article 57(a), (b) or (c) of Regulation (EC) No 1907/2006, shall not exceed the generic or specific concentration limits determined in accordance with the Article 10 of Regulation (EC) No 1272/2008. If specific concentration limits are determined they should prevail against the generic ones.
Concentration limits for substances meeting criteria of Article 57(d), (e) or (f) of Regulation (EC) No 1907/2006 shall not exceed 0,1 % weight by weight.
The following substances/uses of substances are specifically derogated from this requirement:

Homogenous parts with weight below 5 g | All hazard statements and risk phrases listed aboveAssessment and verification:for each part above 5 g the applicant shall provide a declaration of compliance with this criterion, together with related documentation, such as declarations of compliance signed by the suppliers of substances and copies of relevant Safety Data Sheets in accordance with Annex II to Regulation (EC) No 1907/2006 for substances or mixtures. Concentration limits shall be specified in the Safety Data Sheets in accordance with Article 31 of Regulation (EC) No 1907/2006 for substances and mixtures.

Criterion 6 — Substances listed in accordance with Article 59(1) of Regulation (EC) No 1907/2006
No derogation from the exclusion in Article 6(6) shall be given concerning substances identified as substances of very high concern and included in the list set out in Article 59 of Regulation (EC) No 1907/2006, present in mixtures, in an article or in any homogenous part of a complex article in concentrations higher than 0,1 %. Specific concentration limits determined in accordance with Article 10 of Regulation (EC) No 1272/2008 shall apply in case it is lower than 0,1 %.
Assessment and verification:the list of substances identified as substances of very high concern and included in the candidate list in accordance with Article 59 of Regulation (EC) No 1907/2006 can be found on the website:
http://echa.europa.eu/chem_data/authorisation_process/candidate_list_table_en.asp
Reference to the list shall be made on the date of application.
The applicant shall provide a declaration of compliance with this criterion, together with related documentation, such as declarations of compliance signed by the suppliers of substances and copies of relevant Safety Data Sheets in accordance with Annex II to Regulation (EC) No 1907/2006 for substances or mixtures. Concentration limits shall be specified in the Safety Data Sheets in accordance with Article 31 of Regulation (EC) No 1907/2006 for substances and mixtures.

Criterion 7 — Plastic parts

| (a) | If any plasticizer substance in the manufacturing process is applied, it must comply with the requirements on hazardous substances set out in Criteria 5 and 6.Additionally, DNOP (di-n-octyl phthalate), DINP (di-isononyl phthalate) and DIDP (di-isodecyl phthalate) shall not intentionally be added to the product.
| (b) | Plastic parts shall not contain a chlorine content greater than 50 % by weight.Assessment and verification:a certificate signed by the manufacturer declaring compliance with these requirements shall be submitted to the awarding competent body. A declaration of compliance signed by the plastic suppliers and copies of relevant safety data sheets about materials and substances shall also be provided to the awarding competent body.

Criterion 8 — Packaging
Laminates and composite plastics shall not be used.
Where cardboard boxes are used, they shall be made of 80 % post-consumer recycled material.
Where plastic materials are used they shall be made of at least 50 % post-consumer recycled material.
Assessment and verification:a sample of the product packaging shall be provided on application, together with a corresponding declaration of compliance with this criterion. Only primary packaging, as defined in European Parliament and Council Directive 94/62/EC(5), is subject to the criterion.

Criterion 9 — User instructions
The product shall be sold with relevant user information either on the packaging or in a separate leaflet sold with the product, providing advice on its proper environmental use. In particular:

(a) | for lamps having E27, E14, B22 or B15 caps, the relative size and shape of the light source compared to a conventional incandescent lamp shall be indicated on the packaging;
(b) | for double-ended light sources: information on the packaging shall indicate that the environmental performance of the light source is improved when it is used with high frequency electronic control equipment;
(c) | clean-up guidelines for a broken fluorescent light source listed on the packaging;
(d) | the proper maintenance of lamps, such as cleaning, to maintain lumen output;
(e) | turning off lights saves energy and money.Assessment and verification:the applicant shall declare the compliance of the product with these requirements, and shall provide a copy of the packaging or leaflet to the competent body assessing the application.

Criterion 10 — Social accountability
Fundamental principles and rights regarding working conditions must be fulfilled during the production of the Ecolabelled light source.
The licensee must ensure that the production of the light source follows the ILO conventions(6)regarding child labour, forced labour, health and safety, discrimination, discipline, hours of work, wages, freedom of association and collective bargaining.
Assessment and verification:the applicant shall declare compliance with this requirement and provide a specification of contracts with inspection authorities and either a code of conduct regarding ILO conventions or a SA8000 certification.

Criterion 11 — Information appearing on the EU Ecolabel
Optional label with text box shall contain the following text:

‘— | High energy efficiency — saves money,
— | Long life time,
— | Performance tested’.If the light source does not contain mercury, the optional label may state that the light source does not contain mercury.
The guidelines for the use of the optional label with text box can be found in the ‘Guidelines for use of the Ecolabel logo’ on the website: http://ec.europa.eu/environment/ecolabel/promo/logos_en.htm
Assessment and verification:the applicant shall provide a sample of the label, together with a declaration of compliance with this criterion.

(1)
OJ L 396, 30.12.2006, p. 1.
(2)
OJ L 71, 10.3.1998, p. 1.
(3) As provided for in Regulation (EC) No 1272/2008 of the European Parliament and of the Council (OJ L 353, 31.12.2008, p. 1).
(4) As provided for in Council Directive 67/548/EEC (OJ 196, 16.8.1967, p. 1).
(5)
OJ L 365, 31.12.1994, p. 10.
(6) http://www.ilo.org/

Pending: 32011D0314

January 15, 2026
31.5.2011 EN Official Journal of the European Union L 144/1
(1) Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency(2)requires the European Railway Agency (hereinafter referred to as ‘the Agency’) to ensure that the technical specifications for interoperability (hereinafter referred to as ‘TSIs’) are adapted to technical progress and market trends and to the social requirements and to propose to the Commission the amendments to the TSIs which it considers necessary.
(2) By Decision C(2007) 3371 of 13 July 2007, the Commission gave a framework mandate to the Agency to perform certain activities under Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system(3)and Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the trans-European conventional rail system(4). Under the terms of that framework mandate, the Agency was requested to revise the TSI adopted by Commission Decision 2006/920/EC of 11 August 2006 concerning the technical specification of interoperability relating to the subsystem ‘Traffic Operation and Management’ of the trans-European conventional rail system(5).
(3) On 17 July 2009, the Agency issued four recommendations concerning European Rail Traffic Management System (ERTMS) operating rules (ERA/REC/2009-02/INT), the revision of Annex P of the TSIs on operation and traffic management (ERA/REC/2009-03/INT), the revision of Annex T of the TSI on operation and traffic management for conventional rail (ERA/REC/2009-04/INT), and the consistency with Directive 2007/59/EC in respect to train driver competencies (ERA/REC/2009-05/INT), respectively. Those four recommendations led to the draft Commission decision amending Decisions 2006/920/EC and 2008/231/EC concerning TSIs on operation and traffic management, which, on 25 February 2010, received the positive opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC.
(4) The Agency’s recommendation of 7 May 2010 (ERA/REC/03-2010/INT) proposes further amendments to the TSI on operation and traffic management for conventional rail concerning, inter alia, train visibility (rear end), identifications of trains, and consistency with Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community’s railways and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification(6).
(5) For the sake of clarity and simplicity, it is appropriate to replace Decision 2006/920/EC.
(6) The TSI set out in the Annex should not demand the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European conventional rail system.
(7) Implementation of the TSI set out in the Annex and conformity with the relevant points of that TSI must be determined in accordance with an implementation plan that each Member State is required to update for the lines for which it is responsible.
(8) Rail traffic currently operates under existing national, bilateral, multinational or international agreements. It is important that those agreements do not hinder current and future progress towards interoperability. To this end, it is necessary that the Commission examine those agreements in order to determine whether the TSI set out in the Annex needs to be revised accordingly.
(9) The measures provided for in this Decision are in conformity with the opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC,
1. national agreements between the Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and required by the very specific or local nature of the intended transport service;
2. bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;
3. international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country which deliver significant levels of local or regional interoperability.
1. Appendix P shall apply from 1 January 2012 until 31 December 2013;
2. Appendix Pa shall apply from 1 January 2014.
1. INTRODUCTION 9
1.1. Technical scope 9
1.2. Geographical scope 9
1.3. Content of this TSI 9
2. DESCRIPTION OF SUBSYSTEM/SCOPE 9
2.1. Subsystem 9
2.2. Scope 9
2.2.1. Staff and trains 9
2.2.2. Principles 10
2.2.3. Applicability to existing vehicles and infrastructure 10
3. ESSENTIAL REQUIREMENTS 10
3.1. Compliance with the essential requirements 10
3.2. Essential requirements — overview 11
4. CHARACTERISTICS OF THE SUBSYSTEM 15
4.1. Introduction 15
4.2. Functional and technical specifications of the subsystem 15
4.2.1. Specifications relating to staff 15
4.2.1.1. General requirements 15
4.2.1.2. Documentation for drivers 15
4.2.1.2.1. Driver’s Rule Book 15
4.2.1.2.2. Description of the line and the relevant line-side equipment associated with the lines worked over 16
4.2.1.2.2.1. Preparation of the Route Book 16
4.2.1.2.2.2. Modifications to information contained within the Route Book 17
4.2.1.2.2.3. Informing the driver in real time 17
4.2.1.2.3. Timetables 17
4.2.1.2.4. Rolling stock 17
4.2.1.3. Documentation for railway undertaking staff other than drivers 17
4.2.1.4. Documentation for infrastructure manager’s staff authorising train movements 17
4.2.1.5. Safety-related communications between train crew, other railway undertaking staff and staff authorising train movements 18
4.2.2. Specifications relating to trains 18
4.2.2.1. Train visibility 18
4.2.2.1.1. General requirement 18
4.2.2.1.2. Front end 18
4.2.2.1.3. Rear end 19
4.2.2.2. Train audibility 20
4.2.2.2.1. General requirement 20
4.2.2.2.2. Control 20
4.2.2.3. Vehicle identification 20
4.2.2.4. Safety of passengers and load 20
4.2.2.4.1. Safety of load 20
4.2.2.4.2. Safety of passengers 20
4.2.2.5. Train composition 20
4.2.2.6. Train braking 21
4.2.2.6.1. Minimum requirements of the braking system 21
4.2.2.6.2. Braking performance 21
4.2.2.7. Ensuring that the train is in running order 21
4.2.2.7.1. General requirement 21
4.2.2.7.2. Data required 21
4.2.2.8. Requirements for signal and lineside marker sighting 21
4.2.2.9. Driver vigilance 22
4.2.3. Specifications relating to train operations 22
4.2.3.1. Train planning 22
4.2.3.2. Identification of trains 22
4.2.3.2.1. Format of train running number 22
4.2.3.3. Train departure 22
4.2.3.3.1. Checks and tests before departure 22
4.2.3.3.2. Informing the infrastructure manager of the train's operational status 22
4.2.3.4. Traffic management 22
4.2.3.4.1. General requirements 22
4.2.3.4.2. Train reporting 22
4.2.3.4.2.1. Data required for train position reporting 22
4.2.3.4.2.2. Predicted hand over time 23
4.2.3.4.3. Dangerous goods 23
4.2.3.4.4. Operational quality 23
4.2.3.5. Data recording 23
4.2.3.5.1. Recording of supervision data outside the train 24
4.2.3.5.2. Recording of supervision data on-board the train 24
4.2.3.6. Degraded operation 24
4.2.3.6.1. Advice to other users 24
4.2.3.6.2. Advice to train drivers 24
4.2.3.6.3. Contingency arrangements 24
4.2.3.7. Managing an emergency situation 25
4.2.3.8. Aid to train crew in the event of an incident or of a major rolling stock malfunction 25
4.3. Functional and technical specifications of the interfaces 25
4.3.1. Interfaces with the infrastructure TSI 25
4.3.2. Interfaces with the control-command and signalling TSI 26
4.3.3. Interfaces with the rolling stock TSI 26
4.3.3.1. Interfaces with TSI on locomotives and passenger rolling stock TSI 26
4.3.3.2. Interfaces with TSI on freight wagons 26
4.3.4. Interfaces with the Energy TSI 27
4.4. Operating rules 27
4.5. Maintenance rules 27
4.6. Professional qualifications 27
4.6.1. Professional competency 27
4.6.1.1. Professional knowledge 27
4.6.1.2. Ability to put this knowledge into practice 28
4.6.2. Linguistic competency 28
4.6.2.1. Principles 28
4.6.2.2. Level of knowledge 28
4.6.3. Initial and ongoing assessment of staff 28
4.6.3.1. Basic elements 28
4.6.3.2. Analysis of training needs 29
4.6.3.2.1. Development of the analysis of training needs 29
4.6.3.2.2. Updating the analysis of training needs 29
4.6.3.2.3. Specific elements for train crew and auxiliary staff 29
4.6.3.2.3.1. Infrastructure knowledge 29
4.6.3.2.3.2. Knowledge of rolling stock 29
4.6.3.2.3.3. Auxiliary staff 30
4.7. Health and safety conditions 30
4.7.1. Introduction 30
4.7.2. Deleted 30
4.7.3. Deleted 30
4.7.4. Medical examinations and psychological assessments 30
4.7.4.1. Before appointment 30
4.7.4.1.1. Minimum content of the medical examination 30
4.7.4.1.2. Psychological assessment 30
4.7.4.2. After appointment 31
4.7.4.2.1. Periodicity of periodic medical examinations 31
4.7.4.2.2. Minimum content of the periodic medical examination 31
4.7.4.2.3. Additional medical examinations and/or psychological assessments 31
4.7.5. Medical requirements 31
4.7.5.1. General requirements 31
4.7.5.2. Vision requirements 31
4.7.5.3. Hearing requirements 32
4.8. Registers of infrastructure and vehicles 32
4.8.1. Infrastructure 32
4.8.2. Rolling stock 32
5. INTEROPERABILITY CONSTITUENTS 32
5.1. Definition 32
5.2. List of constituents 32
6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM 32
6.1. Interoperability constituents 32
6.2. Operation and traffic management subsystem 32
6.2.1. Principles 32
7. IMPLEMENTATION 33
7.1. Principles 33
7.2. Implementation guidelines 33
7.3. Specific cases 33
7.3.1. Introduction 33
7.3.2. List of specific cases 34
7.3.2.1. Temporary specific case (T1) Estonia, Latvia and Lithuania 34
7.3.2.2. Temporary specific case (T2) Ireland and United Kingdom 34
Appendix A: ERTMS/ETCS operating rules 35
Appendix B: Other rules enabling a coherent operation 36
Appendix C: Safety related communications methodology 37
Appendix D: Information to which the Railway Undertaking must have access in connection with the route(s) over which he intends to operate 47
Appendix E: Language and communication level 51
Appendix F: 52
Appendix G: 52
Appendix H: 52
Appendix I: 52
Appendix J: Minimum elements relevant to professional qualification for the tasks associated with ‘accompanying trains’ 53
Appendix K: 55
Appendix L: Minimum elements relevant to professional qualification for the task of preparing trains 56
Appendix M: 58
Appendix N: 58
Appendix O: 58
Appendix P: 59
Appendix Pa: 97
Appendix Q: 107
Appendix R: 107
Appendix S: 107
Appendix T: Braking performance 108
Appendix U: List of open points 109
Appendix V: 109
Appendix W: Glossary 110
(a) indicates its intended scope for the ‘operation and traffic management’ subsystem — Chapter 2;
(b) lays down essential requirements for the subsystem concerned and its interfacesvis-à-visother subsystems — Chapter 3;
(c) establishes the functional and technical specifications to be met by the target subsystem and its interfacesvis-à-visother subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or rolling stock provided for in Annex I to Directive 2008/57/EC — Chapter 4;
(d) determines 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) states, in each case under consideration, which procedures are to be used in order to assess the conformity or suitability for use of the interoperability constituents — Chapter 6;
(f) indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed and the elements that can be applied in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI must be the norm — Chapter 7;
(g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem concerned, as well as for the implementation of the TSI — Chapter 4.
Task Professional Qualifications Medical Requirements
Accompanying a Train 4.6 4.7
Authorising Train movements Mutual recognition Mutual recognition
Train Preparation 4.6 Mutual recognition
Train Despatch Mutual recognition Mutual recognition
Task Professional Qualifications Medical Requirements
Accompanying a Train Mutual recognition Mutual recognition
Authorising Train movements Mutual recognition Mutual recognition
Train Preparation Mutual recognition Mutual recognition
Train Despatch Mutual recognition Mutual recognition
— safety,
— reliability and availability,
— health,
— environmental protection,
— technical compatibility.
Clause Clause Title Safety Reliability & Availability Health Environmental protection Technical compatibility Essential requirements specific to operation and traffic management
1.1.1 1.1.2 1.1.3 1.1.4 1.1.5 1.2 1.3.1 1.3.2 1.4.1 1.4.2 1.4.3 1.4.4 1.4.5 1.5 2.6.1 2.6.2 2.6.3
4.2.1.2 Documentation for drivers X X X
4.2.1.2.1 Rule book X X X
4.2.1.2.2 Route book X X
4.2.1.2.2.1 Preparation of the Route book X
4.2.1.2.2.2 Modification to Information contained within the route book X X
4.2.1.2.2.3 Informing the driver in real time X X X
4.2.1.2.3 Time tables X X X
4.2.1.2.4 Rolling stock X X X
4.2.1.3 Documentation for railway undertaking staff other than drivers X X X
4.2.1.4 Documentation for infrastructure manager’s staff authorising train movements X X X
4.2.1.5 Safety-related communications between train crew, other railway undertaking staff and staff authorising train movements X X X X
4.2.2.1 Train visibility X X X
4.2.2.1.1 General requirement X X X
4.2.2.1.2 Front end X X X
4.2.2.1.3 Rear end X X X
4.2.2.2 Train audibility X X X X
4.2.2.2.1 General requirement X X X
4.2.2.2.2 Control X X
4.2.2.3 Vehicle identification X X X
4.2.2.4 Safety of passengers and load X
4.2.2.5 Train composition X
4.2.2.6 Train braking X X X
4.2.2.6.1 Minimum requirements of the braking system X X X
4.2.2.6.2 Braking performance X X X
4.2.2.7 Ensuring that the train is in running order X X X
4.2.2.7.1 General requirement X X
4.2.2.7.2 Data required X X
4.2.2.8 Requirements for Signal and lineside marker sighting X X
4.2.2.9 Driver vigilance X
4.2.3.1 Train planning X X X
4.2.3.2 Identification of trains X X X
4.2.3.3 Train departure X X
4.2.3.3.1 Checks and tests before departure X X X X
4.2.3.3.2 Informing the Infrastructure Manager of the train's operational status X X X X
4.2.3.4 Traffic management X X X
4.2.3.4.1 General requirements X X X
4.2.3.4.2 Train reporting X X X
4.2.3.4.2.1 Data required for train position reporting X X
4.2.3.4.2.2 Predicted hand over time X X
4.2.3.4.3 Dangerous goods X X
4.2.3.4.4 Operational quality X X
4.2.3.5 Data recording X X
4.2.3.5.1 Recording of supervision data outside the train X X
4.2.3.5.2 Recording of supervision data on-board the train X X
4.2.3.6 Degraded operation X X X
4.2.3.6.1 Advice to other users X X
4.2.3.6.2 Advice to train drivers X
4.2.3.6.3 Contingency arrangements X X X
4.2.3.7 Managing an emergency situation X X X
4.2.3.8 Aid to train crew in the event of an incident or of a major rolling stock malfunction X
4.4 ERTMS operating rules X X
4.6 Professional qualifications X X X
4.7 Health and safety conditions X
— specifications relating to staff,
— specifications relating to trains,
— specifications relating to train operations.
1. Railway undertaking staff:(a)undertaking the task of driving trains (referred to throughout this TSI as ‘driver’) and forming part of the ‘train crew’,(b)undertaking tasks on-board (other than driving) and forming part of the ‘train crew’,(c)undertaking the task of preparing trains. (a) undertaking the task of driving trains (referred to throughout this TSI as ‘driver’) and forming part of the ‘train crew’, (b) undertaking tasks on-board (other than driving) and forming part of the ‘train crew’, (c) undertaking the task of preparing trains.
(a) undertaking the task of driving trains (referred to throughout this TSI as ‘driver’) and forming part of the ‘train crew’,
(b) undertaking tasks on-board (other than driving) and forming part of the ‘train crew’,
(c) undertaking the task of preparing trains.
(a) undertaking the task of driving trains (referred to throughout this TSI as ‘driver’) and forming part of the ‘train crew’,
(b) undertaking tasks on-board (other than driving) and forming part of the ‘train crew’,
(c) undertaking the task of preparing trains.
2. Infrastructure manager’s staff undertaking the task of authorising the movement of trains
— Documentation
— Communication
— Qualifications (see point 4.6. and Appendix L)
— Health and safety conditions (see point 4.7)
— one which describes the set of common rules and procedures valid across the TEN (taking into account the contents of Appendices A, B and C),
— another which sets out any necessary rules and procedures specific to each infrastructure manager.
— Staff safety and security,
— Signalling and control command,
— Train operation including degraded mode,
— Traction and rolling stock,
— Incidents and accidents.
— Appendix 1: Manual of communication procedures;
— Appendix 2: Book of Forms.
— the infrastructure manager (or the organisation responsible for the preparation of the operating rules) must provide the railway undertaking with the appropriate information in the infrastructure manager’s operating language,
— the railway undertaking must draw up the initial or updated document;
— if the language chosen by the railway undertaking for the Driver’s Rule Book is not the language in which the appropriate information was originally supplied, it is the responsibility of the railway undertaking to arrange for any necessary translation and/or provide explanatory notes in another language.
— the general operating characteristics,
— indication of rising and falling gradients,
— detailed line diagram.
(a) the general operating characteristics:—type of signalling and corresponding running regime (double track, reversible working, left or right hand running, etc.),—type of power supply,—type of ground-train radio equipment. — type of signalling and corresponding running regime (double track, reversible working, left or right hand running, etc.), — type of power supply, — type of ground-train radio equipment.
— type of signalling and corresponding running regime (double track, reversible working, left or right hand running, etc.),
— type of power supply,
— type of ground-train radio equipment.
— type of signalling and corresponding running regime (double track, reversible working, left or right hand running, etc.),
— type of power supply,
— type of ground-train radio equipment.
(b) indication of rising and falling gradients with their gradient values and location;
(c) detailed line diagram:—names of stations on the line and key locations and their location;—tunnels, including location, name, length, specific information such as the existence of walkways and points of safe egress as well as the location of safe places where evacuation of passengers can take place—essential locations such as neutral sections—permissible speed limits for each track, including, if necessary, differential speeds relating to certain types of train,—the responsible infrastructure manager—means of communication with the traffic management/control centre in normal and degraded mode — names of stations on the line and key locations and their location; — tunnels, including location, name, length, specific information such as the existence of walkways and points of safe egress as well as the location of safe places where evacuation of passengers can take place — essential locations such as neutral sections — permissible speed limits for each track, including, if necessary, differential speeds relating to certain types of train, — the responsible infrastructure manager — means of communication with the traffic management/control centre in normal and degraded mode
— names of stations on the line and key locations and their location;
— tunnels, including location, name, length, specific information such as the existence of walkways and points of safe egress as well as the location of safe places where evacuation of passengers can take place
— essential locations such as neutral sections
— permissible speed limits for each track, including, if necessary, differential speeds relating to certain types of train,
— the responsible infrastructure manager
— means of communication with the traffic management/control centre in normal and degraded mode
— names of stations on the line and key locations and their location;
— tunnels, including location, name, length, specific information such as the existence of walkways and points of safe egress as well as the location of safe places where evacuation of passengers can take place
— essential locations such as neutral sections
— permissible speed limits for each track, including, if necessary, differential speeds relating to certain types of train,
— the responsible infrastructure manager
— means of communication with the traffic management/control centre in normal and degraded mode
— the train identification;
— the train running days (if necessary);
— the stopping points and the activities associated with them
— other timing points;
— the arrival/departure/passing times at each of those points.
— documents describing the Communications Principles (Appendix C);
— the document entitled Book of forms.
— 2 steady red lights, or
— 2 reflective plates of the following shape with white side triangles and red top and bottom triangle:
(a) the vehicles—all vehicles in the train must be in compliance with all the requirements applicable on the routes over which the train will run;—all vehicles on the train must be fit to run at the maximum speed at which the train is scheduled to run;—all vehicles on the train must be currently within their specified maintenance interval and will remain so for the duration (in terms of both time and distance) of the journey being undertaken; — all vehicles in the train must be in compliance with all the requirements applicable on the routes over which the train will run; — all vehicles on the train must be fit to run at the maximum speed at which the train is scheduled to run; — all vehicles on the train must be currently within their specified maintenance interval and will remain so for the duration (in terms of both time and distance) of the journey being undertaken;
— all vehicles in the train must be in compliance with all the requirements applicable on the routes over which the train will run;
— all vehicles on the train must be fit to run at the maximum speed at which the train is scheduled to run;
— all vehicles on the train must be currently within their specified maintenance interval and will remain so for the duration (in terms of both time and distance) of the journey being undertaken;
— all vehicles in the train must be in compliance with all the requirements applicable on the routes over which the train will run;
— all vehicles on the train must be fit to run at the maximum speed at which the train is scheduled to run;
— all vehicles on the train must be currently within their specified maintenance interval and will remain so for the duration (in terms of both time and distance) of the journey being undertaken;
(b) the train—the combination of vehicles forming a train must comply with the technical constraints of the route concerned and be within the maximum length permissible for forwarding and receiving terminals.—the railway undertaking is responsible for ensuring that the train is technically fit for the journey to be undertaken and remains so throughout the journey — the combination of vehicles forming a train must comply with the technical constraints of the route concerned and be within the maximum length permissible for forwarding and receiving terminals. — the railway undertaking is responsible for ensuring that the train is technically fit for the journey to be undertaken and remains so throughout the journey
— the combination of vehicles forming a train must comply with the technical constraints of the route concerned and be within the maximum length permissible for forwarding and receiving terminals.
— the railway undertaking is responsible for ensuring that the train is technically fit for the journey to be undertaken and remains so throughout the journey
— the combination of vehicles forming a train must comply with the technical constraints of the route concerned and be within the maximum length permissible for forwarding and receiving terminals.
— the railway undertaking is responsible for ensuring that the train is technically fit for the journey to be undertaken and remains so throughout the journey
(c) the weight and axle load—the weight of the train must be within the maximum permissible for the section of route, the strength of the couplings, the traction power and other relevant characteristics of the train. Axle load limitations must be respected. — the weight of the train must be within the maximum permissible for the section of route, the strength of the couplings, the traction power and other relevant characteristics of the train. Axle load limitations must be respected.
— the weight of the train must be within the maximum permissible for the section of route, the strength of the couplings, the traction power and other relevant characteristics of the train. Axle load limitations must be respected.
— the weight of the train must be within the maximum permissible for the section of route, the strength of the couplings, the traction power and other relevant characteristics of the train. Axle load limitations must be respected.
(d) the maximum speed of the train—the maximum speed at which the train can run must take into account any restrictions on the route(s) concerned, braking performance, axle load and vehicle type. — the maximum speed at which the train can run must take into account any restrictions on the route(s) concerned, braking performance, axle load and vehicle type.
— the maximum speed at which the train can run must take into account any restrictions on the route(s) concerned, braking performance, axle load and vehicle type.
— the maximum speed at which the train can run must take into account any restrictions on the route(s) concerned, braking performance, axle load and vehicle type.
(e) the kinematic envelope—the kinematic gauge of each vehicle (inclusive of any load) in the train must be within the maximum permissible for the section of route. — the kinematic gauge of each vehicle (inclusive of any load) in the train must be within the maximum permissible for the section of route.
— the kinematic gauge of each vehicle (inclusive of any load) in the train must be within the maximum permissible for the section of route.
— the kinematic gauge of each vehicle (inclusive of any load) in the train must be within the maximum permissible for the section of route.
— the train identification
— the identity of the railway undertaking responsible for the train
— the actual length of the train
— if a train carries passengers or animals when it is not scheduled to do so
— any operational restrictions with an indication of the vehicle(s) concerned (gauge, speed restrictions, etc.)
— information the infrastructure manager requires for the transport of dangerous goods.
— that they are suitably sited so that train headlights allow the driver to read the information,
— suitability and intensity of lighting, where required to illuminate the information,
— where retro-reflectivity is employed, the reflective properties of the material used are in compliance with appropriate specifications and the signs are fabricated so that train headlights easily allow the driver to read the information.
— the real time management of trains,
— operational measures to maintain the highest possible performance of the infrastructure in case of delays or incidents, whether actual or anticipated, and
— the provision of information to the railway undertaking(s) in such cases.
(a) provide a means of real time recording of the times at which trains depart from, arrive at or pass appropriate pre-defined reporting points on their networks and the delta-time value;
(b) provide the specific data required in relation to train position reporting. Such information must include:—Train identification—Identity of reporting point—Line on which the train is running—Scheduled time at reporting point—Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure times must be provided in respect of intermediate reporting points at which the train calls)—Number of minutes early or late at the reporting point—Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the performance monitoring regime—Indication that a report for a train is overdue and the number of minutes by which it is overdue—Former train identification(s), if any—Train cancelled for a whole or a part of its journey. — Train identification — Identity of reporting point — Line on which the train is running — Scheduled time at reporting point — Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure times must be provided in respect of intermediate reporting points at which the train calls) — Number of minutes early or late at the reporting point — Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the performance monitoring regime — Indication that a report for a train is overdue and the number of minutes by which it is overdue — Former train identification(s), if any — Train cancelled for a whole or a part of its journey.
— Train identification
— Identity of reporting point
— Line on which the train is running
— Scheduled time at reporting point
— Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure times must be provided in respect of intermediate reporting points at which the train calls)
— Number of minutes early or late at the reporting point
— Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the performance monitoring regime
— Indication that a report for a train is overdue and the number of minutes by which it is overdue
— Former train identification(s), if any
— Train cancelled for a whole or a part of its journey.
— Train identification
— Identity of reporting point
— Line on which the train is running
— Scheduled time at reporting point
— Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure times must be provided in respect of intermediate reporting points at which the train calls)
— Number of minutes early or late at the reporting point
— Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the performance monitoring regime
— Indication that a report for a train is overdue and the number of minutes by which it is overdue
— Former train identification(s), if any
— Train cancelled for a whole or a part of its journey.
— the provisions as specified in Directive 2008/68/EC of the European Parliament and of the Council(1)
— advice to the driver of the presence and position of dangerous goods on the train
— information the infrastructure manager requires for transport of dangerous goods
— determination, in conjunction with the infrastructure manager, of lines of communication and planning of specific measures in case of emergency situations involving the goods.
— Supporting systematic safety monitoring as a means of preventing incidents and accidents.
— Identifying driver, train and infrastructure performance in the period leading up to and (if appropriate) immediately after an incident or accident, to enable the identification of causes related to train driving or train equipment, and supporting the case for new or changed measures to prevent recurrence.
— To record information relating to the performance of both the locomotive/traction unit and the person driving.
— the date and time of the recording
— the precise geographic location of the event being recorded (distance in kilometres from a recognisable location)
— the train identification
— the identity of the driver
— in which the railway undertaking is licensed (with regard to on-board recorded data), or
— of the Member State in which the infrastructure is located (with regard to data recorded outside the train).
— the failure of line-side equipment associated with the movement of trains (signalling, points etc.);
— the detection of an overheating axle bearing, where this equipment is provided;
— communication between the train driver and infrastructure manager’s staff authorising train movements.
— the passing of signals at danger or ‘end of movement authority’ without authority
— application of the emergency brake
— speed at which the train is running
— any isolation or overriding of the on-board train control (signalling) systems
— operation of the audible warning device (horn)
— operation of door controls (release, closure)
— detection by on-board hot axle box detectors, if fitted
— identity of the cab for which data is being recorded to be checked.
— rolling stock failures (for example, those which could result in substantial traffic disruption, the procedures for rescuing failed trains);
— infrastructure failures (for example, when there has been a failure of the electric power or the conditions under which trains may be diverted from the booked route);
— extreme weather conditions.
— all railway undertakings operating over his infrastructure, or, where appropriate, representative bodies of railway undertakings operating over his infrastructure,
— neighbouring infrastructure managers, as appropriate,
— local authorities, representative bodies of the emergency services (including fire fighting and rescue) at either local or national level, as appropriate.
— collisions,
— fires on train,
— evacuation of trains,
— accidents in tunnels,
— incidents involving dangerous goods
— derailments
Reference conventional rail operation TSI Reference conventional rail infrastructure TSI
Parameter Point Parameter Point
Braking performance 4.2.2.6.2 Longitudinal track resistance 4.2.7.2
Modifications to information contained in the route book 4.1.2.2.2 Operating rules 4.4
Degraded operation 4.2.3.6
Reference conventional rail operation TSI Reference conventional rail CCS draft TSI
Parameter Point Parameter Point
Rule book 4.2.1.2.1
Operating rules 4.4 Operating rules 4.4
Signal and lineside marker sighting 4.2.2.8 Visibility of track-side control-command objects 4.2.16
Braking performance 4.2.2.6 Train braking performance and characteristics 4.3.2.3
Rule Book 4.2.1.2.1 Use of sanding equipment 4.2.10
Train running number 4.2.3.2.1 ETCS DMI 4.2.12
GSM-R DMI 4.2.13
Data recording onboard 4.2.3.5 Interface to data recording for regulatory purposes 4.2.15
Reference conventional rail operation TSI Reference conventional rail locom. and pass. TSI
Parameter Point Parameter Point
Contingency arrangements 4.2.3.6.3 Rescue coupling 4.2.2.2.4
Train composition 4.2.2.5 Interface with infrastructure: axle load parameter 4.2.3.2
Minimum requirements of the braking system 4.2.2.6.1 Braking performance 4.2.4.5
Train visibility 4.2.2.1 External front and rear lights 4.2.7.1
Train audibility 4.2.2.2 Horn 4.2.7.2
Signal sighting 4.2.2.8 External visibility 4.2.9.1.3
Optical characteristics of the windscreen 4.2.9.2.2
Internal lighting 4.2.9.1.8
Driver vigilance 4.2.2.9 Driver's activity control function 4.2.9.3.1
Data recording 4.2.3.5.2 Recording device 4.2.9.5
Reference conventional rail operation TSI Reference conventional freight wagon draft TSI
Parameter Point Parameter Point
Rear end 4.2.2.1.3.2 Attachment devices for rear-end signal 4.2.6.3
Rear end 4.2.2.1.3.2 Rear-end signal Annex E
Train composition 4.2.2.5 Gauging 4.2.3.1
Train composition 4.2.2.5 Axle load parameter 4.2.3.3.2
Contingency arrangements 4.2.3.6.3 Lifting and jacking 4.2.2.2
Train braking 4.2.2.6 Brake 4.2.4
Reference conventional rail operation TSI Reference conventional rail energy TSI
Parameter Point Parameter Point
Description of the line and the relevant line side equipment associated with the lines worked over 4.2.1.2.2 Management of power supply 4.4.2
Informing the driver in real time 4.2.1.2.2.3
Modifications to information contained within the route book 4.2.1.2.2.2 Execution of works 4.4.3
(a) general railway operation with particular emphasis on safety-critical activity:—principles of operation of their organisation’s safety management system;—the roles and responsibilities of the key players involved in interoperable operations;—appreciation of hazards, especially in relation to the risks involving railway operation and electric traction supply. — principles of operation of their organisation’s safety management system; — the roles and responsibilities of the key players involved in interoperable operations; — appreciation of hazards, especially in relation to the risks involving railway operation and electric traction supply.
— principles of operation of their organisation’s safety management system;
— the roles and responsibilities of the key players involved in interoperable operations;
— appreciation of hazards, especially in relation to the risks involving railway operation and electric traction supply.
— principles of operation of their organisation’s safety management system;
— the roles and responsibilities of the key players involved in interoperable operations;
— appreciation of hazards, especially in relation to the risks involving railway operation and electric traction supply.
(b) appropriate knowledge of safety-related tasks in respect to procedures and interfaces for:—lines and line-side equipment;—rolling stock;—the environment. — lines and line-side equipment; — rolling stock; — the environment.
— lines and line-side equipment;
— rolling stock;
— the environment.
— lines and line-side equipment;
— rolling stock;
— the environment.
— the method and principles for applying these rules and procedures
— the process for the use of line-side equipment and rolling stock, as well as any specific safety-related equipment
— the principles of the safety management system to avoid the introduction of any undue risk to people and process.
(a) As a minimum this must comprise of the driver being able to:—send and understand all the messages specified in Appendix C to this TSI;—effectively communicate in routine, degraded and emergency situations;—complete the forms associated with the use of the Book of Forms; — send and understand all the messages specified in Appendix C to this TSI; — effectively communicate in routine, degraded and emergency situations; — complete the forms associated with the use of the Book of Forms;
— send and understand all the messages specified in Appendix C to this TSI;
— effectively communicate in routine, degraded and emergency situations;
— complete the forms associated with the use of the Book of Forms;
— send and understand all the messages specified in Appendix C to this TSI;
— effectively communicate in routine, degraded and emergency situations;
— complete the forms associated with the use of the Book of Forms;
(b) Other members of the train crew whose duties require them to communicate with the infrastructure manager on safety-critical matters, must as a minimum, be able to send and understand information describing the train and its operational status.
— evaluation of individual experience and competence
— evaluation of individual competence in the use of any required foreign language(s) or the aptitude to learn them
— analysis of training needs;
— training resources
— training of the trainers
— basic conditions;
— assessment programme, including practical demonstration;
— qualification of the trainers.
— deliver a certificate of competency.
— principles for retention of competency
— methods to be followed
— formalisation of the competency retention process.
— assessment process.
— principles for ongoing training (including language)
— differences in operating practices between infrastructure managers and the risks associated with changing between these;
— the differences between tasks, operating procedures and communication protocols;
— any difference in the ‘operating’ language used by the infrastructure manager’s personnel;
— local operating instructions which may include special procedures or particular equipment to be applied in certain cases, for example a specific tunnel.
— based upon the route information provided by the infrastructure manager and
— in accordance with the process described in point 4.2.1.
— General medical examination;
— Examinations of sensory functions (vision, hearing, colour perception);
— Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clinical examination;
— Screening for drugs of abuse.
(a) Cognitive:—Attention and concentration—Memory—Perceptive capability—Reasoning—Communication — Attention and concentration — Memory — Perceptive capability — Reasoning — Communication
— Attention and concentration
— Memory
— Perceptive capability
— Reasoning
— Communication
— Attention and concentration
— Memory
— Perceptive capability
— Reasoning
— Communication
(b) Psychomotor:—Speed of reaction—Gestured co-ordination — Speed of reaction — Gestured co-ordination
— Speed of reaction
— Gestured co-ordination
— Speed of reaction
— Gestured co-ordination
(c) Behavioural and personality—Emotional self control—Behavioural reliability—Autonomy—Conscientiousness — Emotional self control — Behavioural reliability — Autonomy — Conscientiousness
— Emotional self control
— Behavioural reliability
— Autonomy
— Conscientiousness
— Emotional self control
— Behavioural reliability
— Autonomy
— Conscientiousness
— Every 5 years for staff aged up to 40;
— Every 3 years for staff aged between 41 and 62;
— Every year for staff aged over 62.
— General medical examination;
— Examination of sensory functions (vision, hearing, colour perception);
— Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clinical examination;
— Screening for drugs of abuse where clinically indicated.
— Sudden loss of consciousness;
— Impairment of awareness or concentration;
— Sudden incapacity;
— Impairment of balance or co-ordination;
— Significant limitation of mobility.
— Aided or unaided distance visual acuity: 0,8 (right eye + left eye — measured separately); minimum of 0,3 for the worse eye.
— Maximum corrective lenses: hypermetropia + 5/myopia — 8. The occupational doctor may allow values outside this range in exceptional cases and after having sought the opinion of an eye specialist.
— Intermediate and near vision: sufficient whether aided or unaided.
— Contact lenses are allowed.
— Normal colour vision: using a recognised test, such as the Ishihara, completed by another recognised test if required.
— Vision field: normal (absence of any abnormality affecting the task to be performed)
— Vision for both eyes: present
— Binocular vision: present
— Contrast sensitivity: good
— Absence of progressive eye disease
— Lens implants, keratotomies and keratectomies are allowed only on condition that they are checked on a yearly basis or according to a periodicity set by the occupational doctor.
— Hearing good enough to keep a phone conversation going and be able to hear alert tones and radio messages.
— The following values given for information should be taken as guidelines:
— The hearing deficiency must not be higher than 40 dB at 500 and 1 000 Hz;
— The hearing deficiency must not be higher than 45 dB at 2 000 Hz for the ear with the worst air conduction of sound.
— whether the vehicle is constructed from materials which can be hazardous in case of accidents or fire (for example, asbestos)
— length over buffers.
(a) the specific human factors issues associated with operating any given line;
(b) the individual operating and safety elements of each line involved; and
(c) whether implementation of the element(s) under consideration is to be:—for all trains on the line, or not,—only for certain lines,—applicable on all TEN lines,—applicable to all trains running on TEN lines — for all trains on the line, or not, — only for certain lines, — applicable on all TEN lines, — applicable to all trains running on TEN lines
— for all trains on the line, or not,
— only for certain lines,
— applicable on all TEN lines,
— applicable to all trains running on TEN lines
— for all trains on the line, or not,
— only for certain lines,
— applicable on all TEN lines,
— applicable to all trains running on TEN lines
(d) the relationship with implementation with the other subsystems (control-command and signalling, rolling stock, etc.).
(a) a railway undertaking or infrastructure manager commences operations,
(b) a renewal or upgrade to the existing operational systems of a railway undertaking or infrastructure manager is introduced,
(c) new or upgraded infrastructure, energy, rolling stock or command control & signalling subsystems, requiring a corresponding set of operating procedures, are put into service.
(a) Confirmation that any existing systems and processes comply with the requirements of this TSI
(b) Adaptation of any existing systems and processes to comply with the requirements of this TSI
(c) New systems and processes arising from implementation of other subsystems—New/upgraded conventional lines (infrastructure/energy)—New or upgraded ETCS signalling installations, GSM-R radio installations, Hot Axle Box Detectors, … (control-command and signalling)—New rolling stock (rolling stock) — New/upgraded conventional lines (infrastructure/energy) — New or upgraded ETCS signalling installations, GSM-R radio installations, Hot Axle Box Detectors, … (control-command and signalling) — New rolling stock (rolling stock)
— New/upgraded conventional lines (infrastructure/energy)
— New or upgraded ETCS signalling installations, GSM-R radio installations, Hot Axle Box Detectors, … (control-command and signalling)
— New rolling stock (rolling stock)
— New/upgraded conventional lines (infrastructure/energy)
— New or upgraded ETCS signalling installations, GSM-R radio installations, Hot Axle Box Detectors, … (control-command and signalling)
— New rolling stock (rolling stock)
(a) the provisions apply either permanently (case ‘P’), or temporarily (case ‘T’).
(b) In temporary cases Member States shall conform with the relevant subsystem either by2016(case ‘T1’), or by2024(case ‘T2’).
— in the area of points and crossings,
— during braking at speeds less than 20 km/h,
— when at a standstill.
— if there is a risk of SPAD (Signal Passed at Danger), or other serious incident and the application of sand would assist adhesion,
— when starting away,
— when required to test the sanding equipment on the traction unit (testing should normally be undertaken in areas specifically designated in the Infrastructure Register).
— define the nature and structure of the safety-related messages,
— define the methodology for voice transmission of those messages.
— in order to enable the infrastructure manager to draw-up the messages and books of forms. These elements shall be addressed to the railway undertaking at the same time as the rules and regulations are made available; for the Infrastructure Manager and the Railway Undertaking to draw-up the documents for their staff (Books of Forms), instructions for staff authorising train movements and Appendix 1 to the Driver’s Rule Book ‘Manual of communication procedures’.
— urgent (emergency) verbal messages,
— written orders,
— additional performance messages.
— upon receiving a direct messageTerm confirming that the sent message has been received:receivedTerm used to have the message repeated in the event of poor reception or misunderstandingsay again (+ speak slowly)
— upon reception of a message that has been read-backTerms used to ascertain whether a read-back message exactly matches the sent message:corrector not:error (+ I say again)
— if the message has ended:out
— if break is temporary and does not break the connectionTerm used to keep the other party waiting:wait
— if break is temporary but the connection is brokenTerm used to tell the other party that the communication is going to be broken but will be resumed later on:I call again
— error during transmissionWhen a transmission error is discovered by the sender himself, the sender must request cancellation by sending the following procedure message:error (+ prepare new form…)or:error + I say againand then send the initial message again.
— error during read-backWhen the sender discovers an error whilst the message is being read back to him, the sender shall send the following procedure messages:error + I say againand send the initial message again.
A Alpha
B Bravo
C Charlie
D Delta
E Echo
F Foxtrot
G Golf
H Hotel
I India
J Juliet
K Kilo
L Lima
M Mike
N November
O Oscar
P Papa
Q Quebec
R Romeo
S Sierra
T Tango
U Uniform
V Victor
W Whisky
X X-ray
Y Yankee
Z Zulu
0 Zero
1 One
2 Two
3 Three
4 Four
5 Five
6 Six
7 Seven
8 Eight
9 Nine
— identification and request for instructions,
— transmission of the message itself and termination of the transmission.
— by the staff authorising train movements:Train …(number)this is … Signals(name) Train …(number)this is … Signals(name)
Train …(number)this is … Signals(name)
Train …(number)this is … Signals(name)
— by the driver:… Signals(name)this is train …(number) … Signals(name)this is train …(number)
… Signals(name)this is train …(number)
… Signals(name)this is train …(number)
— may be sent or received while running,
— may skip the identification part,
— shall be repeated,
— shall, as soon as possible, be followed by further information.
— if the message concerns an action for which the driver requires a specific authorisation (e.g. passing a signal at danger, …):authorisation…(number) authorisation…(number)
authorisation…(number)
authorisation…(number)
— in all other cases (e.g. proceeding with caution, …):message…(number) message…(number)
message…(number)
message…(number)
— shall be preceded by the identification procedure,
— shall be short and precise (limited wherever possible to information to be communicated and where it applies),
— shall be read back and followed by an acknowledgement of correct read-back, or not,
— may be followed by a request for instructions or a request for further information.
— preceded by the identification procedure,
— prepared before sending,
— read back and followed by an acknowledgement of correct read-back, or not.
— provide a common working document used in real-time by the staff authorising train movements and by the drivers,
— provide the driver (especially when working in an unfamiliar or rare environment) with a reminder of the procedure he will required to follow,
— enable traceability of communications.
— a reminder about the utilisation of the Book of Forms,
— an index of ground-originated Procedure Forms,
— an index of driver-originated Procedure Forms, where appropriate,
— the list of situations cross-referencing to which procedure form is to be used,
— a glossary giving the situations to which each procedure form applies,
— the code for spelling out messages (phonetic alphabet etc.).
— by the driver to inform the staff authorising train movements, or
— by the staff authorising train movements to advise the driver.
Stage in the communication flow Message element
Reason for passing the information for informationfor action for information for action
for information
for action
Observation There isI sawI hadI hit There is I saw I had I hit
There is
I saw
I had
I hit
Position
—along the line — along the line at …(station name)…(characteristic point)at mile post/kilometre point …(number) at …(station name) …(characteristic point) at mile post/kilometre point …(number)
— along the line
at …(station name)
…(characteristic point)
at mile post/kilometre point …(number)
—in respect to my train — in respect to my train power car …(number)trailer car …(number) power car …(number) trailer car …(number)
— in respect to my train
power car …(number)
trailer car …(number)
Nature—object—person — object — person …(see glossary)
— object
— person
State
—static — static standing onlying onfallen on standing on lying on fallen on
— static
standing on
lying on
fallen on
—moving — moving walkingrunningtowards walking running towards
— moving
walking
running
towards
Location with respect to the tracks
for information
for action
There is
I saw
I had
I hit
— along the line
at …(station name)
…(characteristic point)
at mile post/kilometre point …(number)
— in respect to my train
power car …(number)
trailer car …(number)
— object
— person
— static
standing on
lying on
fallen on
— moving
walking
running
towards
— a listing of terms by subject matter,
— a listing of the terms in alphabetical order.
(a) Need to stop all trains:The need to stop all trains must be transmitted by means of an acoustic signal; if this is not available the following phrase must be used:Emergency, stop all trainsInformation on location or area is, if necessary, specified in the message.In addition, this message is to be quickly complemented, if possible, by the reason, the location of the emergency and the train's identification:ObstructionOr FireOr…(other reason)on line…at…(km)(name)Driver of train…(number) ObstructionOr FireOr…(other reason)on line…at…(km)(name)Driver of train…(number)
ObstructionOr FireOr…(other reason)on line…at…(km)(name)Driver of train…(number)
ObstructionOr FireOr…(other reason)on line…at…(km)(name)Driver of train…(number)
(b) Need to stop a particular train:Train…(on line/track)(name) (name/number)In this circumstance the name or number of the line or track on which the train is running may be used to complement the message. Train…(on line/track)(name) (name/number)
Train…(on line/track)(name) (name/number)
Train…(on line/track)(name) (name/number)
At…(km)on…line/track(name/number)between…and…(station) (station)Reason…Driver of train…(number)
2.1.1. Routes
2.1.2. Principal locations (stations, yards, junctions, freight terminals)
2.2.1. Indication of distance
2.2.2. Identification of running lines, loops, sidings and catch/trap points
2.2.3. Connections between running lines
2.2.4. Principal locations (stations, yards, junctions, freight terminals)
2.2.5. Location and meanings of all fixed signals
2.3.1. Name of location
2.3.2. Location identity code
2.3.3. Type of location (passenger terminal, freight terminal, yard, depot)
2.3.4. Location and meanings of all fixed signals
2.3.5. Identification and plan of tracks, including catch/trap points
2.3.6. Identification of platforms
2.3.7. Length of platforms
2.3.8. Height of platforms
2.3.9. Identification of sidings
2.3.10. Length of sidings
2.3.11. Availability of shore electric supply
2.3.12. Distance between the edge of the platform and the centre of the track, parallel to the running surface
2.3.13. (For passenger stations) Availability of access for disabled persons
3.1.1. Country
3.1.2. Line segment identification code: national code
3.1.3. Line segment extremity 1
3.1.4. Line segment extremity 2
3.1.5. Times of opening for traffic (times, days, special arrangements for holidays)
3.1.6. Lineside indications of distance (frequency, appearance and positioning)
3.1.7. Type of traffic (mixed, passenger, freight, …)
3.1.8. Maximum permissible speed(s)
3.1.9. Any other information which is necessary for safety reasons
3.1.10. Specific local operational requirements (including any special staff qualifications)
3.1.11. Special restrictions for dangerous goods
3.1.12. Special loading restrictions
3.1.13. Model of temporary works notice (and way to obtain it)
3.1.14. Indication that Line segment is congested (Article 22 of Directive 2001/14/EC)
3.2.1. EC verification for Infrastructure TSI
3.2.2. Date of putting into service as an interoperable line
3.2.3. List of possible specific cases
3.2.4. List of possible specific derogations
3.2.5. Track gauge
3.2.6. Structure gauge
3.2.7. Maximum axle load
3.2.8. Maximum load per linear metre
3.2.9. Transversal track forces
3.2.10. Longitudinal track forces
3.2.11. Minimum radius of curvature
3.2.12. Gradient percentage
3.2.13. Gradient location
3.2.14. For brake systems that do not use wheel-rail adhesion, accepted braking effort
3.2.15. Bridges
3.2.16. Viaducts
3.2.17. Tunnels
3.2.18. Comments
3.3.1. EC verification for Energy TSI
3.3.2. Date of putting into service as an interoperable line
3.3.3. List of possible specific cases
3.3.4. List of possible specific derogations
3.3.5. Type of power supply system (e.g. none, overhead, third rail)
3.3.6. Power supply system frequency (e.g. AC, DC)
3.3.7. Minimum voltage
3.3.8. Maximum voltage
3.3.9. Restriction related to power consumption of specific electric traction unit(s)
3.3.10. Restriction related to the position of Multiple Traction unit(s) to comply with contact line separation (position of pantograph)
3.3.11. How to obtain electrical isolation
3.3.12. Contact wire height
3.3.13. Permissible contact wire gradient in relation to the track and the variation of the gradient
3.3.14. Type of pantographs approved
3.3.15. Minimum static force
3.3.16. Maximum static force
3.3.17. Location of neutral sections
3.3.18. Information on operation
3.3.19. Lowering of pantographs
3.3.20. Conditions applying with regard to regenerative braking
3.3.21. Maximum allowable train current
3.4.1. EC verification for CCS TSI
3.4.2. Date of putting into service as an interoperable line
3.4.3. List of possible specific cases
3.4.4. List of possible specific derogations
3.4.5. Level of application
3.4.6. Optional functions installed lineside
3.4.7. Optional functions required on board
3.4.8. Software version number
3.4.9. Placing-in-service date of this version
3.4.10. Optional functions as specified in FRS
3.4.11. Version number
3.4.12. Placing-in-service date of this version
3.4.13. Technical implementation required for rolling stock
3.4.14. National rules for operating Class B systems (and way to obtain them)
3.4.15. Responsible Member State
3.4.16. System name
3.4.17. Software version number
3.4.18. Placing-in-service date of this version
3.4.19. End of period of validity
3.4.20. Need for more than one system active simultaneously
3.4.21. On-board system
3.4.22. Responsible Member State
3.4.23. System name
3.4.24. Version number
3.4.25. Placing-in-service date of this version
3.4.26. End of period of validity
3.4.27. Special conditions to switch over between different Class B train protection, control and warning systems
3.4.28. Special technical conditions required to switch over between ERTMS/ETCS and Class B Systems
3.4.29. Special conditions to switch over between different radio systems
3.4.30. ERTM/ETCS
3.4.31. Class B train protection, control and warning system
3.4.32. ERTM/GSM-R
3.4.33. Class B radio system
3.4.34. Lineside signalling
3.4.35. ERTM/ETCS
3.4.36. Class B train protection, control and warning systems
3.4.37. National rules linked to braking performance
3.4.38. Other national rules, e.g. data corresponding with UIC leaflet 512 (eighth edition of 1 January 1979 and two Amendments)
3.4.39. Requirement to be specified according to European Standards
3.4.40. Permissibility to use eddy-current brake
3.4.41. Permissibility to use magnetic brake
3.4.42. Requirements for technical solutions concerning implemented derogations
3.5.1. EC verification for OPE TSI
3.5.2. Date of putting into service as an interoperable line
3.5.3. List of possible specific cases
3.5.4. List of possible specific derogations
3.5.5. Language used for safety-critical communications with infrastructure manager staff
3.5.6. Special climatic conditions and associated arrangements
Level Description
5 —can adapt the way he/she speaks to any interlocutor—can put forward an opinion—can negotiate—can persuade—can give advice — can adapt the way he/she speaks to any interlocutor — can put forward an opinion — can negotiate — can persuade — can give advice
— can adapt the way he/she speaks to any interlocutor
— can put forward an opinion
— can negotiate
— can persuade
— can give advice
4 —can cope with totally unforeseen situations—can make assumptions—can express an argued opinion — can cope with totally unforeseen situations — can make assumptions — can express an argued opinion
— can cope with totally unforeseen situations
— can make assumptions
— can express an argued opinion
3 —can cope with practical situations involving an unforeseen element—can describe—can keep a simple conversation going — can cope with practical situations involving an unforeseen element — can describe — can keep a simple conversation going
— can cope with practical situations involving an unforeseen element
— can describe
— can keep a simple conversation going
2 —can cope with simple practical situations—can ask questions—can answer questions — can cope with simple practical situations — can ask questions — can answer questions
— can cope with simple practical situations
— can ask questions
— can answer questions
1 —can talk using memorised sentences — can talk using memorised sentences
— can talk using memorised sentences
— can adapt the way he/she speaks to any interlocutor
— can put forward an opinion
— can negotiate
— can persuade
— can give advice
— can cope with totally unforeseen situations
— can make assumptions
— can express an argued opinion
— can cope with practical situations involving an unforeseen element
— can describe
— can keep a simple conversation going
— can cope with simple practical situations
— can ask questions
— can answer questions
— can talk using memorised sentences
(a) This Appendix, which must be read in conjunction with points 4.6 and 4.7 is a list of the elements that are deemed to be relevant to the task of accompanying a train on the TEN.
(b) The expression ‘professional qualification’, when taken within the context of this TSI, refers to those elements that are important to ensuring that operational staff are trained and able to understand and discharge the elements of the task.
(c) Rules and procedures apply to the task being performed and to the person carrying out the task. These tasks may be carried out by any authorised qualified person irrespective of any name, job title or grade used in rules or procedures or by the individual company.
(d) Any authorised qualified person must carry out all rules and procedures related to the task being performed.
(a) General principles of safety management within the railway system, relevant to the task, including interfaces with other subsystems
(b) General conditions relevant to the safety of passengers or cargo and persons on or about the railway track
(c) Conditions of health and safety at work
(d) General principles of security of the railway system
(e) Personal safety including when leaving the train on the running line
(a) Operational procedures and safety rules
(b) Control command and signalling system
(c) Communications principles and formalised messaging procedure including use of communication equipment
(a) Passenger vehicle interior equipment
(b) Repairing minor defects within the passenger areas of rolling stock, as required by the Railway Undertaking
(a) Operational arrangements (such as the method of train despatch) at individual locations (signalling, station equipment etc.)
(b) Stations at which passengers may alight or join
(c) Local operating and emergency arrangements specific to the line(s) of route
(a) Checks before departure, including brake tests and correct closure of the doors
(b) Departure processes
(c) Communication with passengers especially in relation to circumstances involving passenger safety
(d) Degraded operations
(e) Assess the potential of a defect within the passenger areas and react according to rules and procedures
(f) Protection and warning measures as required by the rules and regulations or in assistance to the driver
(g) Train evacuation and passenger safety especially if they are required to be on or near the line
(h) Communicate with the Infrastructure Manager’s staff when assisting the driver or during an evacuation incident
(i) Report any unusual occurrences concerning the operation of the train, the condition of the rolling stock and the safety of passengers. If required, these reports must be made in writing, in the language chosen by the Railway Undertaking.
(a) The expression ‘professional qualification’, when taken within the context of this TSI, refers to those elements that are important to ensuring that operational staff are trained and able to understand and discharge the elements of the task.
(b) Rules and procedures apply to the task being performed and to the person carrying out the task. These tasks may be carried out by any authorised qualified person irrespective of any name, job title or grade used in rules or procedures or by the individual company.
(c) Any authorised qualified person must follow all rules and procedures related to the task being performed.
(a) General principles of safety management within the railway system, relevant to the task, including interfaces with other subsystems
(b) General conditions relevant to the safety of passengers and/or cargo including the carriage of dangerous goods and exceptional loads
(c) Conditions of health and safety at work
(d) General principles of security of the railway system
(e) Personal safety when on or in the vicinity of rail lines
(f) Communications principles and formalised messaging procedure including use of communication equipment
(a) Working of trains in normal, degraded and emergency conditions
(b) Operational procedures at individual locations (signalling, station/depot/yard equipment) and safety rules
(c) Local operating arrangements
(a) Purpose and use of wagon and vehicle equipment
(b) Identification of and arranging for technical inspections
(a) Application of train composition rules, train braking rules, train loading rules etc. to ensure the train is in running order
(b) Understanding of marking and labels on vehicles
(c) Process for determining and making train data available
(d) Communication with train crew
(e) Communication with staff responsible for controlling the movement of trains
(f) Degraded operations especially as it affects the preparation of trains
(g) Protection and warning measures as required by the rules and regulations or local arrangements at the location in question
(h) Actions to be taken in respect to incidents involving the carriage of dangerous goods (where relevant)
1. This Appendix describes the number and linked marking applied in a visible manner on the vehicle to identify it uniquely in operation. It does not describe other numbers or markings eventually engraved or fixed in a permanent manner on the chassis or the main components of the vehicle during its construction.
2. The conformity of the number and linked marking with the indications described in this Appendix is not mandatory for:—vehicles that are only used on networks to which this TSI does not apply;—heritage vehicles, in a historical guise;—vehicles that are not normally used or transported on the networks to which this TSI applies.Nevertheless, these vehicles must receive a temporary number permitting their operation. — vehicles that are only used on networks to which this TSI does not apply; — heritage vehicles, in a historical guise; — vehicles that are not normally used or transported on the networks to which this TSI applies.
— vehicles that are only used on networks to which this TSI does not apply;
— heritage vehicles, in a historical guise;
— vehicles that are not normally used or transported on the networks to which this TSI applies.
— vehicles that are only used on networks to which this TSI does not apply;
— heritage vehicles, in a historical guise;
— vehicles that are not normally used or transported on the networks to which this TSI applies.
Types of rolling stock Type of vehicle and indication of the interoperability ability[2 figures] Country in which the vehicle is registered[2 figures] Technical characteristics[4 figures] Serial number[3 figures] Self-checking digit[1 figure]
Wagons 00 to 0910 to 1920 to 2930 to 3940 to 4980 to 89[details in part 6] 01 to 99[details in part.4] 0000 to 9999[details in part 9] 001 to 999 0 to 9[details in part 3]
Hauled passenger vehicles 50 to 5960 to 6970 to 79[details in part 7] 0000 to 9999[details in part 10] 001 to 999
Tractive rolling stock 90 to 99[details in part 8] 0000001 to 8999999[the meaning of these figures is defined by the Member States, eventually by bilateral or multilateral agreement]
Special vehicles 9000 to 9999[details in part 11] 001 to 999
— markings linked to the interoperability ability (details in part 5);
— abbreviation of the country in which the vehicle is registered (details in part 4);
— keeper’s(3)abbreviation (details in part 1);
— abbreviation of the technical characteristics (details in part 13 for hauled passenger vehicles, part 12 for wagons, part 14 for special vehicles).
— vehicles of keepers with such a limited vehicle fleet that this does not warrant the use of a VKM;
— specialised vehicles for infrastructure maintenance.
— they carry their keeper's logo and that logo contains the same and well recognisable letters as the VKM;
— they carry a well recognisable logo that has been accepted by the competent national authority as an adequate equivalent for the VKM.
— the vehicle keeper has a formal name in more than one language;
— a vehicle keeper has good cause to distinguish between separate vehicle fleets within his organisation.
— that belong to single corporate structure that has appointed and mandated one organisation within this structure to handle all issues on behalf of all others;
— that has mandated a separate, single legal entity for handling all issues on their behalf, in which event the legal entity is the keeper.
23 TEN
80 D-RFC
7369 553-4
Zcs
31 TEN
80 D-DB
0691 235-2
Tanoos
33 TEN
84 NL-ACTS
4796 100-8
Slpss
43
87 F
4273 361-3
Laeks
(In this case without VKM, full name and address information is inscribed on the vehicle)
0187 3320 644-7
TEN F-SNCF Ks
F-SNCF 61 8720 – 72 021– 7
B10tu
Examples SP 42037 ES 64 F4-099 88-1323 473011
92 51 0042037-9 94 80 0189 999-6 91 88 0001323-0 92 87 473011-0 94 79 2 642 185-5
— the digits in the even positions of the basic number (counting from the right) are taken at their own decimal value;
— the digits in the odd positions of the basic number (counting from the right) are multiplied by 2;
— the sum formed by the digits in even position and by all the digits which constitute the partial products obtained from the odd positions is then established;
— the units digit of this sum is retained;
— the complement required to bring the units digit to 10 forms the check-digit; should this units digit be nought, then the check-digit will also be nought.
1 — Let the basic number be33844796100Multiplication factor212121212126316487186200Sum: 6 + 3 + 1 + 6 + 4 + 8 + 7 + 1 + 8 + 6 + 2 + 0 + 0 = 52The units digit of this sum is 2.The check-digit number will therefore be 8 and the basic number thus becomes the registration number 33 84 4796 100-8. Let the basic number be 3 3 8 4 4 7 9 6 1 0 0 Multiplication factor 2 1 2 1 2 1 2 1 2 1 2 6 3 16 4 8 7 18 6 2 0 0
Let the basic number be 3 3 8 4 4 7 9 6 1 0 0
Multiplication factor 2 1 2 1 2 1 2 1 2 1 2
6 3 16 4 8 7 18 6 2 0 0
Let the basic number be 3 3 8 4 4 7 9 6 1 0 0
Multiplication factor 2 1 2 1 2 1 2 1 2 1 2
6 3 16 4 8 7 18 6 2 0 0
2 — Let the basic number be31513320198Multiplication factor212121212126110163402916Sum: 6 + 1 + 1 + 0 + 1 + 6 + 3 + 4 + 0 + 2 + 9 + 1 + 6 = 40The units digit of this sum is 0.The check-digit number will therefore be 0 and the basic number thus becomes the registration number 31 51 3320 198-0. Let the basic number be 3 1 5 1 3 3 2 0 1 9 8 Multiplication factor 2 1 2 1 2 1 2 1 2 1 2 6 1 10 1 6 3 4 0 2 9 16
Let the basic number be 3 1 5 1 3 3 2 0 1 9 8
Multiplication factor 2 1 2 1 2 1 2 1 2 1 2
6 1 10 1 6 3 4 0 2 9 16
Let the basic number be 3 1 5 1 3 3 2 0 1 9 8
Multiplication factor 2 1 2 1 2 1 2 1 2 1 2
6 1 10 1 6 3 4 0 2 9 16
Countries Alphabetical country code(6) Numerical country code Companies concerned by the square brackets in part 6 and part 7(7)
Albania AL 41 HSh
Algeria DZ 92 SNTF
Armenia AM(8) 58 ARM
Austria A 81 ÖBB
Azerbaijan AZ 57 AZ
Belarus BY 21 BC
Belgium B 88 SNCB/NMBS
Bosnia-Herzegovina BIH 44 ŽRS
50 ŽFBH
Bulgaria BG 52 BDZ, SRIC
China RC 33 KZD
Croatia HR 78 HŽ
Cuba CU(8) 40 FC
Cyprus CY
Czech Republic CZ 54 ČD
Denmark DK 86 DSB, BS
Egypt ET 90 ENR
Estonia EST 26 EVR
Finland FIN 10 VR, RHK
France F 87 SNCF, RFF
Georgia GE 28 GR
Germany D 80 DB, AAE(9)
Greece GR 73 CH
Hungary H 55 MÁV, GySEV/ROeEE(9)
Iran IR 96 RAI
Iraq IRQ(8) 99 IRR
Ireland IRL 60 CIE
Israel IL 95 IR
Italy I 83 FS, FNME(9)
Japan J 42 EJRC
Kazakhstan KZ 27 KZH
Kyrgyzstan KS 59 KRG
Latvia LV 25 LDZ
Lebanon RL 98 CEL
Liechtenstein LIE(8)
Lithuania LT 24 LG
Luxembourg L 82 CFL
Macedonia (Former Yugoslav Republic of) MK 65 CFARYM (MŽ)
Malta M
Moldova MD(8) 23 CFM
Monaco MC
Mongolia MGL 31 MTZ
Morocco MA 93 ONCFM
Netherlands NL 84 NS
North Korea PRK(8) 30 ZC
Norway N 76 NSB, JBV
Poland PL 51 PKP
Portugal P 94 CP, REFER
Romania RO 53 CFR
Russia RUS 20 RZD
Serbia-Montenegro SCG 72 JŽ
Slovakia SK 56 ŽSSK, ŽSR
Slovenia SLO 79 SŽ
South Korea ROK 61 KNR
Spain E 71 RENFE
Sweden S 74 GC, BV
Switzerland CH 85 SBB/CFF/FFS, BLS(9)
Syria SYR 97 CFS
Tajikistan TJ 66 TZD
Tunisia TN 91 SNCFT
Turkey TR 75 TCDD
Turkmenistan TM 67 TRK
Ukraine UA 22 UZ
United Kingdom GB 70 BR
Uzbekistan UZ 29 UTI
Vietnam VN(8) 32 DSVN
(a) complies with all relevant TSIs which are in force at the moment of placing in service and has been authorised to be placed in service according to Article 22(1) of Directive 2008/57/EC and
(b) is provided with an authorisation valid in all Member States in accordance with Article 23(1) of Directive 2008/57/EC.
(a) Vehicles marked TEN correspond to coding 0 to 3 of the first digit in the vehicle number specified in part 6
(b) Vehicles which are not authorised for operation in all Member States need a marking indicating the Member States where they have been authorised. The list of authorising MS should be marked according to one of the following drawings, where D stands for the MS who has granted the first authorisation (in the given example, Germany) and F stands for the second authorising MS (in the given example, France). The MS are codified in accordance with part 4. This may cover vehicles which are TSI compliant or which are not. These vehicles correspond to coding 4 or 8 of the first digit in the vehicle number specified in part 6.
2nd digit1st digit 0 1 2 3 4 5 6 7 8 9 2nd digit1st digit
Gauge fixed or variable fixed variable fixed variable fixed variable fixed variable fixed or variable Gauge
TSI(1)and/or COTIF(2)and/or PPW 0 with axles Spare TSI and/or COTIF wagons(2)[of which keeper is a railway undertaking listed in part 4] Not to be used pending further decision PPW wagons(variable gauge) with axles 0
1 with bogies Wagons used by industry with bogies 1
2 with axles Spare TSI and/or COTIF wagons(2)[of which keeper is a railway undertaking listed in part 4]PPW wagons TSI and/or COTIF wagons(2)PPW wagons Others TSI and/or/or COTIF wagons(2)PPW wagons PPW wagons(fixed gauge) with axles 2
3 with bogies with bogies 3
Non TSI and non COTIF(2)and non PPW 4 with axles(3) Service wagons Others wagons[of which keeper is a railway undertaking listed in part 4] Others wagons Others wagons Wagons with special numbering for technical characteristics with axles(3) 4
8 with bogies(3) with bogies(3) 8
Traffic Domestic traffic or international traffic by special agreement International traffic by special agreement Domestic traffic International traffic by special agreement Domestic traffic International traffic by special agreement Domestic traffic International traffic by special agreement Domestic traffic Domestic traffic or international traffic by special agreement Traffic
1st digit2nd digit 0 1 2 3 4 5 6 7 8 9 1st digit2nd digit
Domestic traffic TSI(4)and/or RIC/COTIF(5)and/or PPW Domestic traffic or international traffic by special agreement TSI(4)and/or RIC/COTIF(5) PPW
2nd digit1st digit 0 1 2 3 4 5 6 7 8 9
5 Vehicles for domestic traffic[of which keeper is a RIC railways undertaking listed in part 4] Fixed-gauge non air-conditioned vehicles (including car-carrying wagons)[of which keeper is a RIC railways undertaking listed in part 4] Gauge-adjustable (1435/1520) non air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] Reserved Gauge-adjustable (1435/1672) non air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] Vehicles with special numbering for technical characteristics Fixed-gauge vehicles Fixed-gauge vehicles Gauge-adjustable (1435/1520) vehicles with change of bogies Gauge-adjustable (1435/1520) vehicles with gauge-adjustable axles
6 Service vehicles not run in revenue-earning service Fixed-gauge air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] Gauge-adjustable (1435/1520) air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] Service vehicles not run in revenue-earning service[of which keeper is a RIC railways undertaking listed in part 4] Gauge-adjustable (1435/1672) air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] Car-carrying wagons Gauge-adjustable vehicles
7 Air-conditioned and pressure-tight vehicles[of which keeper is a RIC railways undertaking listed in part 4] Reserved Reserved Pressure-tight fixed-gauge air-conditioned vehicles[of which keeper is a RIVC railways undertaking listed part 4] Reserved Other vehicles Reserved Reserved Reserved Reserved
Code General vehicle type
0 Miscellaneous
1 Electric locomotive
2 Diesel locomotive
3 Electric multiple-unit set (high speed) [power car or trailer]
4 Electric multiple-unit set (except high speed) [power car or trailer]
5 Diesel multiple-unit set [power car or trailer]
6 Specialised trailer
7 Electric shunting engine
8 Diesel shunting engine
9 Special vehicle
6th digit5th digit 0 1 2 3 4
Reserved 0 Reserved Reserved Reserved Reserved Reserved
Vehicles with 1st class seats 1 10 side-corridor compartments or equivalent open-saloon space with centre aisle ≥ 11 side-corridor compartments or equivalent open-saloon space with centre aisle Reserved Reserved Two or three axles
Vehicles with 2nd class seats 2 10 side-corridor compartments or equivalent open-saloon space with centre aisle 11 side-corridor compartments or equivalent open-saloon space with centre aisle ≥ 12 side-corridor compartments or equivalent open-saloon space with centre aisle Three axles Two axles
Vehicles with 1st or 1st/2nd class seats 3 10 side-corridor compartments or equivalent open-saloon space with centre aisle 11 side-corridor compartments or equivalent open-saloon space with centre aisle ≥ 12 side-corridor compartments or equivalent open-saloon space with centre aisle Reserved Two or three axles
1st or 1st/2nd class couchette cars 4 10 1st/2nd class compartments Reserved Reserved Reserved ≤ 9 1st/2nd class compartments
2nd class couchette cars 5 10 compartments 11 compartments ≥ 12 compartments Reserved Reserved
Reserved 6 Reserved Reserved Reserved Reserved Reserved
Sleeping cars 7 10 compartments 11 compartments 12 compartments Reserved Reserved
Vehicles of special design and vans 8 Driving trailer with seats, all classes, with or without luggage compartment, with driving cab for reversible working Vehicles with 1st or 1st/2nd class seats with luggage or mail compartment Vehicles with 2nd class seats with luggage or mail compartment Reserved Vehicles with seats, all classes with specially-fitted areas, e.g. children’s play area
9 Mail vans Luggage vans with mail compartment Luggage vans Luggage vans and two or three-axle 2nd class vehicles with seats, with luggage or mail compartment Side-corridor luggage vans, with or without compartment under customs seal
Note:Fractions of a compartment are not considered. The equivalent accommodation in open saloon cars with centre aisle is obtained by dividing the number of available seats by 6, 8 or 10 depending on the construction of the vehicle.
6th digit5th digit 5 6 7 8 9
Reserved 0 Reserved Reserved Reserved Reserved Reserved
Vehicles with 1st class seats 1 Reserved Double-deck coaches ≥ 7 side-corridor compartments or equivalent open-saloon space with centre aisle 8 side-corridor compartments or equivalent open-saloon space with centre aisle 9 side-corridor compartments or equivalent open-saloon space with centre aisle
Vehicles with 2nd class seats 2 Only for OSJD, double-deck coaches Double-deck coaches Reserved ≥ 8 side-corridor compartments or equivalent open-saloon space with centre aisle 9 side-corridor compartments or equivalent open-saloon space with centre aisle
Vehicles with 1st or 1st/2nd class seats 3 Reserved Double-deck coaches Reserved ≥ 8 side-corridor compartments or equivalent open-saloon space with centre aisle 9 side-corridor compartments or equivalent open-saloon space with centre aisle
1st or 1st/2nd class couchette cars 4 Reserved Reserved Reserved Reserved ≤ 9 1st class compartments
2nd class couchette cars 5 Reserved Reserved Reserved Reserved ≤ 9 compartments
Reserved 6 Reserved Reserved Reserved Reserved Reserved
Sleeping cars 7 > 12 compartments Reserved Reserved Reserved Reserved
Vehicles of special design and vans 8 Coaches with seats and couchette cars, all classes, with bar or buffet area Double-deck driving coach with seats, all classes, with or without luggage compartment, with driving cab for reversible working Dining cars or coaches with bar or buffet area, with luggage compartment Dining cars Other special coaches (conference, disco, bar, cinema, video, ambulance coaches)
9 Two or three-axle luggage vans with mail compartment Reserved Two or three-axle car-carrying wagons Car-carrying wagons Service vehicles
Note:Fractions of a compartment are not considered. The equivalent accommodation in open saloon cars with centre aisle is obtained by dividing the number of available seats by 6, 8 or 10 depending on the construction of the vehicle.
Energy supplyMaximum speed 8th digit7th digit 0 1 2 3 4 5 6 7 8 9
< 120 km/h 0 All tensions(*1) Reserved 3 000 V~ + 3 000  V = 1 000  V~(*1) Reserved 1 500  V~ Other tensions than 1 000  V, 1 500  V, 3 000  V 1 500  V~ + 1 500  V = 3 000  V = Reserved
1 All tensions(*1)+ Steam(10) 1 000  V~ + Steam(10) 1 000  V~ + Steam(10) 1 000  V~ + Steam(10) 1 000  V~ + Steam(10) 1 000  V~ + Steam(10) Reserved 1 500  V~ + 1 500  V = + Steam(10) 3 000  V = + Steam(10) 3 000  V = + Steam(10)
2 Steam(10) Steam(10) 3 000  V~ + 3 000  V = + Steam(10) Steam(10) 3 000  V~ + 3 000  V = + Steam(10) Steam(10) 3 000  V~ + 3 000  V =1 500  V~ + Steam(10) 1 500  V~ + Steam(10) 1 500  V~ + Steam(10) A(10)
121 to 140 km/h 3 All tensions Reserved 1 000  V~ + 3 000  V = 1 000  V~(*1)(10) 1 000  V~(*1)(10) 1 000  V~ 1 000  V~ + 1 500  V~ + 1 500  V = 1 500  V~ + 1 500  V = 3 000  V = 3 000  V =
4 All tensions(*1)+ Steam(10) All tensions + Steam(10) All tensions + Steam(10) 1 000  V~(*1)(10)+ Steam(10) 1 500  V~ + 1 500  V = 1 000  V~ + Steam(10) 3 000  V~ + 3 000  V = 1 500  V~ + 1 500  V = + Steam(10) 3 000  V = + Steam(10) Reserved
5 All tensions(*1)+ Steam(10) All tensions + Steam(10) All tensions + Steam(10) 1 000  V~ + Steam(10) Reserved 1 500  V~ + Steam(10) Other tensions than 1 000  V, 1 500  V, 3 000  V 1 500  V~ + 1 500  V = + Steam(10) Reserved Reserved
6 Steam(10) Reserved 3 000  V~ + 3 000  V = Reserved 3 000  V~ + 3 000  V = Reserved Steam(10) Reserved Reserved A(10)
141 to 160 km/h 7 All tensions(*1) All tensions 1 500  V~(10)+ 3 000  V =(10)All tensions(11) 1 000  V~(*1) 1 500  V~ + 1 500  V = 1 000  V~ 1 500  V~ 1 500  V~ + 1 500  V = 3 000  V = 3 000  V =
8 All tensions(*1)+ Steam(10) All tensions + Steam(10) 3 000  V~ + 3 000  V = Reserved All tensions(*1)+ Steam(10) 1 000  V~ + Steam(10) 3 000  V~+ 3 000  V = Other tensions than 1 000  V, 1 500  V, 3 000  V All tensions(*1)+ Steam(10) A(10)G(11)
> 160 km/h 9 All tensions(*1)(11) All tensions All tensions + Steam(10) 1 000  V~ + 1 500  V~ 1 000  V~ 1 000  V~ Reserved 1 500  V~ + 1 500  V = 3 000  V = A(10)G(11)
All tensionsSingle phase alternating current 1 000  V 51 to 15 Hz, single phase alternating current 1 500  V 50 Hz, direct current 1 500  V, direct current 3 000  V. Can include single phase alternating current 3 000  V 50 Hz.AAutonomous heating, without train bus electricity supply line.GVehicles with train bus electricity supply line for all voltages, but requiring a generator van to supply air-conditioning.SteamSteam heating only. If tensions are written, the code is also available for vehicles without steam heating. All tensions Single phase alternating current 1 000  V 51 to 15 Hz, single phase alternating current 1 500  V 50 Hz, direct current 1 500  V, direct current 3 000  V. Can include single phase alternating current 3 000  V 50 Hz. A Autonomous heating, without train bus electricity supply line. G Vehicles with train bus electricity supply line for all voltages, but requiring a generator van to supply air-conditioning. Steam Steam heating only. If tensions are written, the code is also available for vehicles without steam heating.
All tensions Single phase alternating current 1 000  V 51 to 15 Hz, single phase alternating current 1 500  V 50 Hz, direct current 1 500  V, direct current 3 000  V. Can include single phase alternating current 3 000  V 50 Hz.
A Autonomous heating, without train bus electricity supply line.
G Vehicles with train bus electricity supply line for all voltages, but requiring a generator van to supply air-conditioning.
Steam Steam heating only. If tensions are written, the code is also available for vehicles without steam heating.
All tensions Single phase alternating current 1 000  V 51 to 15 Hz, single phase alternating current 1 500  V 50 Hz, direct current 1 500  V, direct current 3 000  V. Can include single phase alternating current 3 000  V 50 Hz.
A Autonomous heating, without train bus electricity supply line.
G Vehicles with train bus electricity supply line for all voltages, but requiring a generator van to supply air-conditioning.
Steam Steam heating only. If tensions are written, the code is also available for vehicles without steam heating.
Classification Self-propelled travelling speed
≥ 100 km/h < 100 km/h 0  km/h
Can be put into a train V ≥ 100 km/h Self-propelled 1 2
Non self-propelled 3
V < 100 km/h and/or restrictions(6) Self-propelled 4
Non self-propelled 5
Cannot be put into a train Self-propelled 6
Non self-propelled 7
Self-propelled rail/road vehicle than can be put into a train(7) 8
Self-propelled rail/road vehicle than cannot be put into a train(7) 9
Non self-propelled rail/road vehicle(7) 0
7th digit 8th digit Vehicles/machines
1Infrastructure and superstructure 1 Track laying and renewal train
2 Switches and crossing laying equipment
3 Track rehabilitation train
4 Ballast cleaning machine
5 Earthworks machine
6
7
8
9 Rail-mounted crane (excl. re-railing)
0 Other or general
2Track 1 High capacity plain track tamping machine
2 Other plain track tamping machines
3 Tamping machine with stabilisation
4 Tamping machine for switches and crossings
5 Ballast plough
6 Stabilisation machine
7 Grinding and welding machine
8 Multi-purpose machine
9 Track inspection car
0 Other
3Overhead line 1 Multi-purpose machine
2 Rolling and unrolling machine
3 Mast installation machine
4 Drum carrier machine
5 Overhead line tensioning machine
6 Machine with elevating work platform and machine with scaffold
7 Cleaning train
8 Greasing train
9 Overhead line inspection car
0 Other
4Structures 1 Deck laying machine
2 Bridge inspection platform
3 Tunnel inspection platform
4 Gas purification machine
5 Ventilation machine
6 Machine with elevating work platform or with scaffold
7 Tunnel lighting machine
8
9
0 Other
5Loading, unloading and various transport 1 Rail loading/unloading and transport machine
2 Loading/unloading and transport machine for ballast, gravel, etc.
3
4
5 Sleeper loading/unloading and transport machine
6
7
8 Loading/unloading and transport machine for switchgear, etc.
9 Loading/unloading and transport machine for other materials
0 Other
6Measuring 1 Earthworks recording car
2 Track recording car
3 Overhead line recording car
4 Gauge recording car
5 Signalling recording car
6 Telecommunications recording car
7
8
9
0 Other
7Emergency 1 Emergency crane
2 Emergency haulage car
3 Emergency tunnel train
4 Emergency car
5 Fire car
6 Sanitary vehicle
7 Equipment car
8
9
0 Other
8Traction, transport, energy, etc. 1 Tractive units
2
3 Transport car (excl. 59)
4 Power car
5 Track car / powered car
6
7 Concreting train
8
9
0 Other
9Environment 1 Self-propelled snow plough
2 Hauled snow plough
3 Snow broom
4 De-icing machine
5 Weed-killing machine
6 Rail cleaning machine
7
8
9
0 Other
0Rail/road 1 Category 1 rail/road machine
2
3 Category 2 rail/road machine
4
5 Category 3 rail/road machine
6
7 Category 4 rail/road machine
8
9
0 Other
— the information given in meters refers to the inside length of the wagons (lu);
— the information given in tonnes (tu) corresponds to the highest load limit shown in the loading table for the wagon in question, this limit being determined in accordance with the procedures laid down.
q pipe for electric heating which can be supplied by all accepted currents
qq pipe and installation for electric heating which can be supplied by all accepted currents
s wagons authorised to run under ‘s’ conditions (see Annex B of Rolling Stock TSI)
ss wagons authorised to run under ‘ss’ conditions (see Annex B of Rolling Stock TSI)
Reference wagon of ordinary type,with side and end tipping, with flat floorwith 2 axles: lu ≥ 7,70 m; 25 t ≤ tu ≤ 30 twith 4 axles: lu ≥ 12 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: lu ≥ 12 m; 60 t ≤ tu ≤ 75 t
Index letters a with 4 axles
aa with 6 axles or more
c with floor traps(8)
k with 2 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk with 2 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l without side tipping
ll without floor traps(9)
m with 2 axles: lu < 7,70 mwith 4 axles or more: lu < 12 m
mm with 4 axles or more: lu >12 m(9)
n with 2 axles: tu > 30 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
o without end tipping
p with station for brakeman(9)
Reference wagon Of special typewith 2 axles: 25 t ≤ tu ≤ 30 twith 3 axles: 25 t ≤ tu ≤ 40 twith 4 axles: 50 t ≤ tu ≤ 60 twith 6 axles or more: 60 t ≤ tu ≤ 75 t
Index letters a with 4 axles
aa with 6 axles or more
b high capacity with axles (volume > 45 m3)
c with controlled gravity unloading, on both sides, alternately, at the top(10)
cc with controlled gravity unloading, on both sides, alternately, at the bottom(10)
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
k with 2 or 3 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk with 2 or 3 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50twith 6 axles or more: 50 t ≤ tu < 60 t
l with bulk gravity unloading, on both sides, simultaneously, at the top(10)
ll with bulk gravity unloading, on both sides, simultaneously, at the bottom(10)
n with 2 axles: tu > 30 twith 3 axles or more: tu > 40 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
o with axial bulk gravity unloading, at the top(10)
oo with axial bulk gravity unloading, at the bottom(10)
p with axial controlled gravity unloading, at the top(10)
pp with axial controlled gravity unloading, at the bottom(10)
ppp with station for brakeman(11)
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Reference wagon Of ordinary typewith at least 8 ventilation apertureswith 2 axles: 9 m ≤ lu < 12 m; 25 t ≤ tu ≤ 30 twith 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t
Index letters a with 4 axles
aa with 6 axles or more
b high capacity:—with 2 axles: lu ≥ 12 m and payload capacity ≥ 70 m3—with 4 axles or more: lu ≥ 18 m — with 2 axles: lu ≥ 12 m and payload capacity ≥ 70 m3 — with 4 axles or more: lu ≥ 18 m
— with 2 axles: lu ≥ 12 m and payload capacity ≥ 70 m3
— with 4 axles or more: lu ≥ 18 m
bb with 4 axles: lu > 18 m(12)
g for grain
h for fruits and vegetables(13)
k with 2 axles: tu < 20 twith 4 axles: tu < 40twith 6 axles or more: tu < 50 t
kk with 2 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l with less than 8 ventilation apertures
ll with enlarged doors apertures(12)
m with 2 axles: lu < 9 mwith 4 axles or more: lu < 15 m
n with 2 axles: tu > 30 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
o with 2 axles: lu < 12 m and payload capacity ≥ 70 m3
p with station for brakeman(12)
— with 2 axles: lu ≥ 12 m and payload capacity ≥ 70 m3
— with 4 axles or more: lu ≥ 18 m
Reference wagon of special typewith 2 axles: 9 m ≤ lu ≤ 12 m; 25 t ≤ tu ≤ 28 twith 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t
Index letters a with 4 axles
aa with 6 axles or more
b with 2 axles: 12 m ≤ lu ≤ 14 m and payload capacity ≥ 70 m3(14)with 4 axles or more: 18 m ≤ lu < 22 m
bb with 2 axles: lu ≥ 14mwith 4 axles or more: lu ≥ 22 m
c with end doors
cc with end doors and fitted internally for the transport of motor cars
d with floor traps
dd with tipping body(15)
e with 2 floors
ee with 3 floors or more
f suitable for traffic with Great Britain(14)
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)(14)
g for grain
gg for cement(15)
h for fruits and vegetables(16)
hh for mineral fertilizer(15)
i with opening or shunt walls
ii with very robust opening or shunt walls(17)
k with 2 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk with 2 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l with movable partitions(18)
ll with lockable movable partitions(15)
m with 2 axles: lu < 9 mwith 4 axles or more: lu < 15 m
mm with 4 axles or more: lu > 18 m(15)
n with 2 axles: tu > 28 twith 4 axles: tu < 60 twith 6 axles or more: tu > 75 t
o with 2 axles: lu 12 m < 14 m et volume utile ≥ 70 m3
p with station for brakeman(15)
Reference wagon refrigerator wagonwith class IN thermal insulation,with motor-driven ventilation, with gratings and ice bunker ≥ 3,5 m3with 2 axles: 19 m2≤ floor area < 22 m2; 15 t ≤ tu ≤ 25 twith 4 axles: floor area ≥ 39 m2; 30 t ≤ tu ≤ 40 t
Index letters a with 4 axles
b with 2 axles and large floor area: 22 m2≤ floor area ≤ 27 m2
bb with 2 axles and very large floor area: floor area > 27 m2
c with meat hooks
d for fish
e with electric ventilation
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g with mechanical refrigeration(19)(20)
gg refrigerator with liquefied gas(19)
h with class IR thermal insulation
i mechanically refrigerated by the machinery of an accompanying technical wagon(19)(20)(21)
ii accompanying technical wagon(19)(21)
k with 2 axles: tu > 15 twith 4 axles: tu < 30 t
l insulated without ice bunkers(19)(22)
m with 2 axles: floor area < 19 m2with 4 axles: floor area < 39 m2
mm with 4 axles: floor area ≥ 39 m2(23)
n with 2 axles: tu > 25 twith 4 axles; tu > 40 t
o with ice bunkers of capacity less than 3,5 m3(22)
p without gratings
Note:The floor area of covered refrigerator wagons is always determined taking into account the use of ice bunkers.
Reference wagon Of ordinary typewith drop sides and short stanchionslu ≥ 12 m; 25 t ≤ tu ≤ 30 t
Index letters b with long stanchions
g fitted for the transport of containers(24)
i with removable cover and non-removable ends(25)
j with shock-absorbing device
k tu < 20 t
kk 20 t ≤ tu < 25 t
l without stanchions
m 9 m ≤ lu < 12 m
mm lu < 9 m
n tu > 30 t
o with non-removable sides
p without sides(25)
pp with removable sides
Reference wagon of special typelu ≥ 12 m; 25 t ≤ tu ≤ 30 t
Index letters b with special fittings for securing purposes for medium-sized containers (pa)(26)
c with swivelling bolster(26)
d fitted out for the transport of motor cars, without deck(26)
e with decks for the transport of motor cars(26)
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g fitted for the transport of containers (except pa)(26)(27)
h fitted out for the transport of steel coils, eye to side(26)(28)
hh fitted out for the transport of steel coils, eye to sky(26)(28)
i with removable cover and non-removable ends(26)
ii with very robust removable metallic cover(29)and non-removable ends(26)
j with shock-absorbing device
k tu < 20 t
kk 20 t ≤ tu < 25 t
l without stanchions(26)
m 9 m ≤ lu < 12 m
mm lu < 9 m
n tu > 30 t
p without sides(26)
Reference wagon of ordinary typewith 2 or 3 axles, with drop sides or ends and stanchionswith 2 axles: lu ≥ 12 m; 25 t ≤ tu ≤ 30 twith 3 axles: lu ≥ 12 m; 25 t ≤ tu ≤ 40 t
Index letters a with 3 axles
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
k tu < 20 t
kk 20 t ≤ tu < 25 t
l without stanchions
m 9 m ≤ lu < 12 m
mm lu < 9 m
n with 2 axles: tu > 30 twith 3 axles: tu > 40 t
Reference wagon of ordinary typewith drop ends and stanchions18 m ≤ lu < 22 m; 50 t ≤ tu ≤ 60 t
Index letters b lu ≥ 22 m
e with drop sides
g fitted for the transport of containers(30)
h fitted out for the transport of steel coils, eye to side(31)
hh fitted out for the transport of steel coils, eye to sky(31)
i with removable cover and non-removable ends(32)
j with shock-absorbing device
k tu < 40 t
kk 40 t ≤ tu < 50 t
l without stanchions
m 15 m ≤ lu < 18 m
mm lu < 15 m
n tu > 60 t
o with non-removable ends less than 2 m in height
oo with non-removable ends, 2 m or more in height(32)
p without drop ends(32)
pp with removable sides
Reference wagon of special typewith 4 axles: lu ≥ 18 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: lu ≥ 22 m; 60 t ≤ tu ≤ 75 t
Index letters a with 6 axles (2 bogies of 3 axles)
aa with 8 axles or more
aaa with 4 axles (2 bogies of 2 axles)(33)
b with special fittings for securing purposes for medium-sized containers (pa)(34)
c with swivelling bolster(34)
d fitted out for the transport of motor cars, without deck(34)(35)
e with decks for the transport of motor cars(34)
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g fitted for the transport of containers, total loading length ≤ 60’ (except pa)(34)(35)(36)
gg fitted for the transport of containers, total loading length > 60’ (except pa)(34)(35)(36)
h fitted out for the transport of steel coils, eye to side(34)(37)
hh fitted out for the transport of steel coils, eye to sky(34)(37)
i with removable cover and non-removable ends(34)
ii with very robust removable metallic cover(38)and non-removable ends(34)
j with shock-absorbing device
k with 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk with 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l without stanchions(34)
m with 4 axles: 15 m ≤ lu < 18 m;with 6 axles or more: 18 m ≤ lu < 22 m
mm with 4 axles: lu < 15 mwith 6 axles or more: lu < 18 m
mmm with 4 axles : lu ≥ 22 m(33)
n with 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
p without sides(34)
Reference wagon with 2 axles: 9 m ≤ lu < 12 m; 25 t ≤ tu ≤ 30 twith 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t
Index letters a with 4 axles
aa with 6 axles or more
b high capacity: with 2 axles: lu ≥ 12 mwith 4 axles or more: lu ≥ 18 m(39)(40)
c with end doors
d with controlled gravity unloading, on both sides, alternately, at the top(39)(40)(41)
dd with controlled gravity unloading, on both sides, alternately, at the bottom(39)(40)(41)
e with unobstructed height of the doors > 1,90 m(39)(40)(41)
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g for grain
h fitted out for the transport of steel coils, eye to side
hh fitted out for the transport of steel coils, eye to sky
i with opening walls(39)
j with shock-absorbing device
k with 2 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk with 2 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l with bulk gravity unloading, on both sides, simultaneously, at the top(39)(40)(41)
ll with bulk gravity unloading, on both sides, simultaneously, at the bottom(39)(40)(41)
m with 2 axles: lu < 9 mwith 4 axles or more: lu < 15 m(40)
n with 2 axles: tu > 30 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
o with axial bulk gravity unloading, at the top(39)(40)(41)
oo with axial bulk gravity unloading, at the bottom(39)(40)(41)
p with axial controlled gravity unloading, at the top(39)(40)(41)
pp with axial controlled gravity unloading, at the bottom(39)(40)(41)
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Reference wagon other than those in categories F, H, L, S ou Zwith 2 axles: 25 t ≤ tu ≤ 30 twith 3 axles: 25 t ≤ tu ≤ 40 twith 4 axles: 50 t ≤ tu ≤ 60twith 6 axles or more: 60 t ≤ tu ≤ 75 t
Index letters a with 4 axles
aa with 6 axles or more
c with unloading under pressure
d with controlled gravity unloading, on both sides, alternately, at the top(42)
dd with controlled gravity unloading, on both sides, alternately, at the bottom(42)
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g for grain
i fitted out for the transport objects which should exceed the gauge if they were loaded on ordinary wagons(43)(44)
k with 2 or 3 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk with 2 or 3 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l with bulk gravity unloading, on both sides, simultaneously, at the top(42)
ll with bulk gravity unloading, on both sides, simultaneously, at the bottom(42)
n with 2 axles: tu > 30 twith 3 axles: tu > 40 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t(44)
o with axial bulk gravity unloading, at the top(42)
oo with axial bulk gravity unloading, at the bottom(42)
p with axial bulk gravity unloading, at the top(42)
pp with axial bulk gravity unloading, at the bottom(42)
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Reference wagon with metal shell,for the transport of liquids or gaseswith 2 axles: 25 t ≤ lu ≤ 30 twith 3 axles: 25 t ≤ tu ≤ 40 twith 4 axles: 50 t ≤ tu ≤ 60 twith 6 axles or more: 60 t ≤ tu ≤ 75 t
Index letters a with 4 axles
aa with 6 axles or more
b for oil products(45)
c with unloading under pressure(46)
d for food and chemical products(45)
e fitted with heating devices
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g for the transport of gases under pressure, liquefied or dissolved under pressure(46)
i tank of non-metallic material
j with shock-absorbing device
k with 2 or 3 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk with 2 or 3 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
n with 2 axles: tu > 30 twith 3 axles: tu > 40 twith 4 axles tu > 60 twith 6 axles or more: tu > 75 t
p with station for brakeman(45)
q pipe for electric heating which can be supplied by all accepted currents
qq pipe and installation for electric heating which can be supplied by all accepted currents
s wagons authorised to run under ‘s’ conditions (see annex B of rolling stock STI)
ss wagons authorised to run under ‘ss’ conditions (see annex B of rolling stock STI)
Reference wagon Articulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters a with bogies
c with controlled gravity unloading, on both sides, alternately, at the top(47)
cc with controlled gravity unloading, on both sides, alternately, at the bottom(47)
E with 3 units
ee with 4 units or more
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
l with bulk gravity unloading, on both sides, simultaneously, at the top(47)
ll with bulk gravity unloading, on both sides, simultaneously, at the bottom(47)
m with 2 units: lu ≥ 27 m
mm with 2 units: lu < 22 m
o with axial bulk gravity unloading, at the top(47)
oo with axial bulk gravity unloading, at the bottom(47)
p with axial controlled gravity unloading, at the top(47)
pp with axial controlled gravity unloading, at the bottom(47)
r articulated wagon
rr multiple wagon
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Reference wagon articulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters a with bogies
c with end doors
cc with end doors and fitted internally for the transport of motor cars
d with floor traps
e with 3 units
ee with 4 units or more
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g for grain
h for fruits and vegetables(48)
i with opening or shunt walls
ii with very robust opening or shunt walls(49)
l with movable partitions(50)
ll with lockable movable partitions(50)
m with 2 units: lu ≥ 27 m
mm with 2 units: lu < 22 m
r articulated wagon
rr multiple wagon
Reference wagon refrigerator wagonwith class IN thermal insulation,with motor-driven ventilation, with gratings and ice bunker ≥ 3,5 m3articulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters a with bogies
c with meat hooks
d for fish
e with electric ventilation
ee with 4 units or more
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g with mechanical refrigeration(51)
gg refrigerator with liquefied gas(51)
h with class IR thermal insulation
i mechanically refrigerated by the machinery of an accompanying technical wagon(51)(52)
ii accompanying technical wagon(51)(52)
l insulated without ice bunkers(51)(53)
m with 2 units: lu ≥ 27 m
mm with 2 units: lu < 22 m
o with ice bunkers of capacity less than 3,5 m3(53)
oo with 3 units
p without gratings
r articulated wagon
rr multiple wagon
Reference wagon articulated or multiple wagonwith 2 units22 m ≤ lu < 27 m
Index letters a articulated wagon
aa multiple wagon
b with special fittings for securing purposes for medium-sized containers (pa)(54)
c with swivelling bolster(54)
d fitted out for the transport of motor cars, without deck(54)
e with decks for the transport of motor cars(54)
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g fitted for the transport of containers(54)(55)
h fitted out for the transport of steel coils, eye to side(54)(56)
hh fitted out for the transport of steel coils, eye to sky(54)(56)
i with removable cover and non-removable ends(54)
ii with very robust removable metallic cover(57)and non-removable ends(54)
j with shock-absorbing device
l without stanchions(54)
m with 2 units: 18 m ≤ lu < 22 m
mm with 2 units: lu < 18 m
o with 3 units
oo with 4 units or more
p without sides(54)
r with 2 units: lu ≥ 27 m
Reference wagon articulated or multiple wagonwith 2 units22 m ≤ lu < 27 m
Index letters b with special fittings for securing purposes for medium-sized containers (pa)(58)
c with swivelling bolster(58)
d fitted out for the transport of motor cars, without deck(58)(59)
e with decks for the transport of motor cars(58)
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g fitted for the transport of containers, total loading length ≤ 60’ (except pa)(58)(59)(60)
gg fitted for the transport of containers, total loading length > 60’ (except pa)(58)(59)(60)
h fitted out for the transport of steel coils, eye to side(58)(61)
hh fitted out for the transport of steel coils, eye to sky(58)(61)
i with removable cover and non-removable ends(58)
ii with very robust removable metallic cover(58)and non-removable ends(62)
j with shock-absorbing device
l without stanchions(58)
m with 2 units: lu ≥ 27 m
mm with 2 units: lu < 22 m
o with 3 units
oo with 4 units or more
p without sides(58)
r articulated wagon
rr multiple wagon
Reference wagon articulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters a with bogies
b with unobstructed height of doors > 1,90 m(63)
c with end doors
d with controlled gravity unloading, on both sides, alternately, at the top(64)
dd with controlled gravity unloading, on both sides, alternately, at the bottom(63)(64)
e with 3 units
ee with 4 units or more
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g for grain
h fitted out for the transport of steel coils, eye to side
hh fitted out for the transport of steel coils, eye to sky
i with opening walls(63)
j with shock-absorbing device
l with bulk gravity unloading, on both sides, simultaneously, at the top(63)(64)
ll with bulk gravity unloading, on both sides, simultaneously, at the bottom(63)(64)
m with 2 units: lu ≥ 27 m
mm with 2 units: lu < 22 m
o with axial bulk gravity unloading, at the top(63)(64)
oo with axial bulk gravity unloading, at the bottom(63)(64)
p with axial controlled gravity unloading, at the top(63)(64)
pp with axial controlled gravity unloading, at the bottom(63)(64)
r articulated wagon
rr multiple wagon
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Reference wagon articulated or multiple wagon,with axles, with 2 units22 m ≤ lu < 27 m
Index letters a with bogies
e with 3 units
ee with 4 units or more
c with unloading under pressure
d with controlled gravity unloading, on both sides, alternately, at the top(65)
dd with controlled gravity unloading, on both sides, alternately, at the bottom(65)
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g for grain
i fitted out for the transport objects which should exceed the gauge if they were loaded on ordinary wagons(66)
l with bulk gravity unloading, on both sides, simultaneously, at the top(66)
ll with bulk gravity unloading, on both sides, simultaneously, at the bottom(66)
m with 2 units: lu ≥ 27 m
mm with 2 units: lu < 22 m
o with axial bulk gravity unloading, at the top(66)
oo with axial bulk gravity unloading, at the bottom(65)(66)
p with axial controlled gravity unloading, at the top(65)
pp with axial controlled gravity unloading, at the bottom(65)
r articulated wagon
rr multiple wagon
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods — : axial : Apertures situated above the centre of the track — : bilateral : Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods — : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— : axial : Apertures situated above the centre of the track
— : bilateral : Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) — simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, — alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— : top : The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— : bottom : The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped — : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty — : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
— : bulk : Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— : controlled : At any time during unloading, the flow of the goods can be regulated or even stopped
Reference wagon with metal shell,for the transport of liquids or gasesarticulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters a with bogies
c with unloading under pressure(67)
e fitted with heating devices
f suitable for traffic with Great Britain
ff suitable for traffic with Great Britain (by tunnel exclusively)
fff suitable for traffic with Great Britain (by train-ferry exclusively)
g for the transport of gases under pressure, liquefied or dissolved under pressure(67)
i tank of non-metallic material
j with shock-absorbing device
m with 2 units: lu ≥ 27 m
mm with 2 units: lu < 22 m
o with 3 units
oo with 4 units or more
r articulated wagon
rr multiple wagon
A 1st class coach with seats
B 2nd class coach with seats
AB 1st/2nd class coach with seats
WL Sleeping-car with serial letter A, B or AB depending on the type of accommodation offered. The serial letters for sleeping-car with ‘special’ compartments are supplemented with index-letter ‘S’
WR Dining-car
R Coach with dining-car, buffet or bar compartment (serial-letter used in addition)
D Van
DD Open, 2-tier car-carrier van
Post Mail van
ASSRWG Bar coach with dancing facilities
WSP Pullman coach
Le Open 2-axle 2-tier car-carrier wagon
Leq Open 2-axle 2-tier car-carrier wagon fitted with train supply cable
Laeq Open 3-axle 2-tier car-carrier wagon fitted with train supply cable
bh Coach fitted out to carry disabled passengers
c Compartments convertible into couchette accommodation
dv Vehicle fitted to receive bicycles
eez Vehicle fitted with central power supply
f Vehicle fitted with driver’s cab (driving trailer)
pt Centre-aisle coach with seats
m Vehicle over 24,5 m in length
s Centre-aisle in vans and coaches with luggage compartment
— is optional on wagons bearing the index letter ‘b’ (but numerical codes must always correspond to letter markings on wagons),
— shall not be marked on wagons bearing the index letters ‘d’,‘dd’,‘i’,‘l’,‘ll’,‘o’,‘oo’,‘p’ ou ‘pp’.
— well wagons
— wagons with a central recess
— wagons with an ordinary sloping diagonal permanent control desk
— well wagons
— wagons with a central recess
— wagons with an ordinary sloping diagonal permanent control desk
Rolling stock group Interoperability capability and vehicle type[2 figures] Country in which the vehicle is registered[2 figures] Technical characteristics[4 figures] Serial number[3 figures] Check digit[1 figure]
Wagons 00 to 0910 to 1920 to 2930 to 3940 to 4980 to 89[details in part 6] 01 to 99[details in part 4] 0000 to 9999[details in part 9] 000 to 999 0 to 9[details in part 3]
Hauled passenger vehicles 50 to 5960 to 6970 to 79[details in part 7] 0000 to 9999[details in part 10] 000 to 999
Tractive rolling stock and units in a trainset in fixed or pre-defined formation 90 to 99[details in part 8] 0000000 to 8999999[the meaning of these figures is defined by the Member States, eventually by bilateral or multilateral agreement]
Special vehicles 9000 to 9999[details in part 11] 000 to 999
(a) markings linked to the interoperability ability(details in part 5);
(b) abbreviation of the country in which the vehicle is registered(details in part 4);
(c) Vehicle Keeper Marking(details in part 1);
(d) abbreviations of the technical characteristics(details in part 12 for the wagons, part 13 for the hauled passenger vehicles).
— the vehicle keeper has a formal name in more than one language,
— a vehicle keeper has good cause to distinguish between separate vehicle fleets within his organisation.
— that belong to single corporate structure (e.g. holding structure),
— that belong to a single corporate structure that has appointed and mandated one organisation within this structure to handle all issues on behalf of all others,
— that has mandated a separate, single legal entity for handling all issues on their behalf, in which event the legal entity is the keeper.
23 TEN
80 D-RFC
7369 553-4
Zcs
31 TEN
80 D-DB
0691 235-2
Tanoos
33 TEN
84 NL-ACTS
4796 100-8
Slpss
01 87 3320 644-7
TEN F-SNCF Ks
01 87 3320 644-7
TEN F-SNCF Ks-xy
F-SNCF 61 8720 – 72 021– 7
B10tu
— the digits in the even positions of the basic number (counting from the right) are taken at their own decimal value,
— the digits in the odd positions of the basic number (counting from the right) are multiplied by two,
— the sum formed by the digits in even position and by all the digits which constitute the partial products obtained from the odd positions is then established,
— the units digit of this sum is retained,
— the complement required to bring the units digit to 10 forms the check-digit; should this units digit be nought, then the check-digit will also be nought.
1 — Let the basic number be33844796100Multiplication factor212121212126316487186200Sum: 6 + 3 + 1 + 6 + 4 + 8 + 7 + 1 + 8 + 6 + 2 + 0 + 0 = 52The units digit of this sum is 2.The check-digit number will therefore be 8 and the basic number thus becomes the registration number 33 84 4796 100-8. Let the basic number be 3 3 8 4 4 7 9 6 1 0 0 Multiplication factor 2 1 2 1 2 1 2 1 2 1 2 6 3 16 4 8 7 18 6 2 0 0
Let the basic number be 3 3 8 4 4 7 9 6 1 0 0
Multiplication factor 2 1 2 1 2 1 2 1 2 1 2
6 3 16 4 8 7 18 6 2 0 0
Let the basic number be 3 3 8 4 4 7 9 6 1 0 0
Multiplication factor 2 1 2 1 2 1 2 1 2 1 2
6 3 16 4 8 7 18 6 2 0 0
2 — Let the basic number be31513320198Multiplication factor212121212126110163402916Sum: 6 + 1 + 1 + 0 + 1 + 6 + 3 + 4 + 0 + 2 + 9 + 1 + 6 = 40The units digit of this sum is 0.The check-digit number will therefore be 0 and the basic number thus becomes the registration number 31 51 3320 198-0. Let the basic number be 3 1 5 1 3 3 2 0 1 9 8 Multiplication factor 2 1 2 1 2 1 2 1 2 1 2 6 1 10 1 6 3 4 0 2 9 16
Let the basic number be 3 1 5 1 3 3 2 0 1 9 8
Multiplication factor 2 1 2 1 2 1 2 1 2 1 2
6 1 10 1 6 3 4 0 2 9 16
Let the basic number be 3 1 5 1 3 3 2 0 1 9 8
Multiplication factor 2 1 2 1 2 1 2 1 2 1 2
6 1 10 1 6 3 4 0 2 9 16
Countries Alphabetical country code(5) Numerical country code
Albania AL 41
Algeria DZ 92
Armenia AM 58
Austria A 81
Azerbaijan AZ 57
Belarus BY 21
Belgium B 88
Bosnia-Herzegovina BIH 49
Bulgaria BG 52
China RC 33
Croatia HR 78
Cuba CU(5) 40
Cyprus CY
Czech Republic CZ 54
Denmark DK 86
Egypt ET 90
Estonia EST 26
Finland FIN 10
France F 87
Georgia GE 28
Germany D 80
Greece GR 73
Hungary H 55
Iran IR 96
Iraq IRQ(5) 99
Ireland IRL 60
Israel IL 95
Italy I 83
Japan J 42
Kazakhstan KZ 27
Kyrgyzstan KS 59
Latvia LV 25
Lebanon RL 98
Liechtenstein FL
Lithuania LT 24
Luxembourg L 82
Macedonia MK 65
Malta M
Moldova MD(5) 23
Monaco MC
Mongolia MGL 31
Montenegro ME 62
Morocco MA 93
Netherlands NL 84
North Korea PRK(5) 30
Norway N 76
Poland PL 51
Portugal P 94
Romania RO 53
Russia RUS 20
Serbia SRB 72
Slovakia SK 56
Slovenia SLO 79
South Korea ROK 61
Spain E 71
Sweden SE 74
Switzerland CH 85
Syria SYR 97
Tajikistan TJ 66
Tunisia TN 91
Turkey TR 75
Turkmenistan TM 67
Ukraine UA 22
United Kingdom GB 70
Uzbekistan UZ 29
Vietnam VN(5) 32
(a) complies with all relevant TSIs which are in force at the moment of placing in service and has been authorised to be placed in service according to Article 22(1) of Directive 2008/57/EC; and
(b) is provided with an authorisation valid in all Member States in accordance with Article 23(1) of Directive 2008/57/EC.
(a) Vehicles marked TEN correspond to coding 0 to 3 of the first digit in the vehicle number specified in Appendix P, part 6;
(b) Vehicles which are not authorised for operation in all Member States need a marking indicating the Member States where they have been authorised. The list of authorising MS should be marked according to one of the following drawings, where D stands for the MS who has granted the first authorisation (in the given example, Germany) and F stands for the second authorising MS (in the given example, France). The MS are codified in accordance with part 4. This may cover vehicles which are TSI compliant or which are not. These vehicles correspond to coding 4 or 8 of the first digit in the vehicle number specified in part 6.
2nd digit1st digit 0 1 2 3 4 5 6 7 8 9 2nd digit1st digit
Track Gauge fixed or variable fixed variable fixed variable fixed variable fixed variable fixed or variable Track Gauge
TEN(1)and/orCOTIF(2)and/orPPV/PPW 0 with axles Not to be used TEN(1)and/or COTIF wagons not to be used(4) PPV/PPW wagons(variable gauge) with axles 0
1 with bogies with bogies 1
TEN(1)and/orCOTIF(2)and/orPPV/PPW 2 with axles TEN(1)and/or COTIF wagons PPV/PPW wagons(fixed gauge) with axles 2
3 with bogies with bogies 3
Other wagons 4 with axles(3) maintenance related wagons Other wagons Wagons with special numbering for technical characteristics not placed in service inside EU with axles 4
8 with bogies(3) with bogies 8
Traffic Domestic traffic or international traffic by special agreement
1st digit2nd digit 0 1 2 3 4 5 6 7 8 9 1st digit2nd digit
Domestic traffic TEN(5)and/or COTIF(6)and/or PPV/PPW Domestic traffic or international traffic by special agreement TEN(5)and/or COTIF(6) PPV/PPW
2nd digit1st digit 0 1 2 3 4 5 6 7 8 9
5 Vehicles for domestic traffic Fixed-gauge non air-conditioned vehicles (including car-carrying wagons) Gauge-adjustable (1435/1520) non air-conditioned vehicles Not to be used Gauge-adjustable (1435/1668) non air-conditioned vehicles Historical vehicles Not to be used(7) Fixed-gauge vehicles Gauge-adjustable (1435/1520) vehicles with change of bogies Gauge-adjustable (1435/1520) vehicles with gauge-adjustable axles
6 Service vehicles Fixed-gauge air-conditioned vehicles Gauge-adjustable (1435/1520) air-conditioned vehicles Service vehicles Gauge-adjustable (1435/1668) air-conditioned vehicles Car-carrying wagons Not to be used(7)
7 Air-conditioned and pressure-tight vehicles Not to be used Not to be used Pressure-tight fixed-gauge air-conditioned vehicles Not to be used Other vehicles Not to be used Not to be used Not to be used Not to be used
Code General vehicle type
0 Miscellaneous
1 Electric locomotive
2 Diesel locomotive
3 Electric multiple-unit set (high speed) [power car or trailer]
4 Electric multiple-unit set except high speed [power car or trailer]
5 Diesel multiple-unit set [power car or trailer]
6 Specialised trailer
7 Electric shunting engine
8 Diesel shunting engine
9 Special vehicle
Term Definition
Accident As defined in Article 3 of Directive 2004/49/EC.
Authorising the movement of trains The operation of equipment in signalling centres, electric traction current supply control rooms and traffic control centres that permits train movement. This does not include those staff employed by a Railway Undertaking who are responsible for management of resources such as train crew or rolling stock.
Competence The qualification and experience necessary to safely and reliably undertake the task being performed. Experience can be gained as part of the training process.
Dangerous goods As covered by Directive 2008/68/EC of 24 September 2008 on the inland transport of dangerous goods.
Degraded operation Operation resulting from an unplanned event that prevents the normal delivery of train services.
Despatch (= dispatch) See Train despatch.
Driver As defined in Article 3 of Directive 2007/59/EC.
Exceptional loads A load carried on a rail vehicle, for example a container, swap body or other traffic where the rail vehicle size and/or axle loading requires special authority for the movement and/or the application of special conditions of travel for all or part of the journey.
Health and safety conditions In the context of this TSI, this refers only to the medical and psychological qualifications required to operate the relevant elements of the subsystem.
Hot axle box An axle box and bearing that has exceeded its maximum designed operating temperature.
Incident As defined in Article 3 of Directive 2004/49/EC.
Length of train Total length of all vehicles over buffers including locomotive(s).
Operating language The language or languages used in daily operation by an Infrastructure Manager and published in his Network Statement, for the communication of operational or safety related messages between the staff of the Infrastructure Manager and the Railway Undertaking.
Passenger Person (other than an employee with specific duties on the train) travelling by train or on railway property before or after a train journey.
Performance monitoring The systematic observation and recording of the performance of the train service and the infrastructure for the purpose of bringing about improvements in the performance of both.
Qualification The physical and psychological suitability for the task together with the required knowledge.
Real time The ability to exchange or process information on specified events (such as arrival at a station, passing a station or departure from a station) on the trains journey as they occur.
Reporting point A point on the trains schedule where reporting of the arrival, departure or passing time is required.
Route The particular section or sections of line.
Safety-critical work Work performed by staff when they control or affect the movement of a vehicle, which could affect the health and safety of persons.
Staff Employees working for a Railway Undertaking or an Infrastructure Manager, or their contractors, undertaking tasks as specified in this TSI.
Stopping point A location identified in the schedule of a train where the train is planned to stop, usually to carry out a specific activity such as allowing passengers to join and leave the train.
Timetable Document or system that gives details of a train(s) schedule over a particular route.
Timing point A location identified in the schedule of a train where a specific time is identified. This time may be an arrival time, departure time or in the case of a train not scheduled to stop at that location the passing time.
Traction unit A powered vehicle able to move itself and other vehicles to which it may be coupled.
Train A train is defined as (a) traction unit(s) with or without coupled railway vehicles with train data available operating between two or more defined points.
Train despatch The indication to the person driving the train that all station or depot activities are completed and that, as far as the staff responsible are concerned, movement authority has been granted for the train.
Train crew Members of the on-board staff of a train, who are certified as competent and appointed by a Railway Undertaking to carry out specific, designated safety related tasks on the train, for example the driver or the guard.
Train preparation Ensuring that a train is in a fit condition to enter service, that the train equipment is correctly deployed and the formation of the train matches the train’s designated pathway. Train preparation also includes technical inspections carried out prior to the train entering service.
Abbreviation Explanation
AC Alternating Current
CCS Command Control Signalling
CEN European Committee for Standardisation (Comité Européen de Normalisation)
COTIF Convention Concerning International Carriage by Rail (Convention relative aux Transports Internationaux Ferroviaires)
CR Conventional Rail
dB Decibels
DC Direct Current
DMI Driver Machine Interface
EC European Community
ECG Electro Cardiogram
EIRENE European Integrated Railway Radio Enhanced Network
EN Euro-norm
ENE Energy
ERA European Railway Agency
ERTMS European Rail Traffic Management System
ETCS European Train Control System
EU European Union
FRS Functional Requirement Specification
GSM-R Global System for Mobile Communications — Rail
HABD Hot Axle Box Detector
Hz Hertz
IM Infrastructure Manager
INF Infrastructure
OPE Operation and Traffic Management
OSJD Organisation for Cooperation of Railways
PPV/PPW Russian abbreviation for Prawila Polzowaniia Wagonami w mejdunarodnom soobqenii = Rules for use of railway vehicles in international traffic
RST Rolling Stock
RU Railway Undertaking
SMS Safety Management System
SPAD Signal Passed at Danger
SRS System Requirement Specification
TAF Telematic Applications for Freight
TEN Trans-European Network
TSI Technical Specification for Interoperability
UIC International Union of Railways (Union Internationale des Chemins de fer)
VKM Vehicle Keeper Marking
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community(1), and in particular Article 6(1) thereof,
(1) Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency(2)requires the European Railway Agency (hereinafter referred to as ‘the Agency’) to ensure that the technical specifications for interoperability (hereinafter referred to as ‘TSIs’) are adapted to technical progress and market trends and to the social requirements and to propose to the Commission the amendments to the TSIs which it considers necessary.
(2) By Decision C(2007) 3371 of 13 July 2007, the Commission gave a framework mandate to the Agency to perform certain activities under Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system(3)and Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the trans-European conventional rail system(4). Under the terms of that framework mandate, the Agency was requested to revise the TSI adopted by Commission Decision 2006/920/EC of 11 August 2006 concerning the technical specification of interoperability relating to the subsystem ‘Traffic Operation and Management’ of the trans-European conventional rail system(5).
(3) On 17 July 2009, the Agency issued four recommendations concerning European Rail Traffic Management System (ERTMS) operating rules (ERA/REC/2009-02/INT), the revision of Annex P of the TSIs on operation and traffic management (ERA/REC/2009-03/INT), the revision of Annex T of the TSI on operation and traffic management for conventional rail (ERA/REC/2009-04/INT), and the consistency with Directive 2007/59/EC in respect to train driver competencies (ERA/REC/2009-05/INT), respectively. Those four recommendations led to the draft Commission decision amending Decisions 2006/920/EC and 2008/231/EC concerning TSIs on operation and traffic management, which, on 25 February 2010, received the positive opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC.
(4) The Agency’s recommendation of 7 May 2010 (ERA/REC/03-2010/INT) proposes further amendments to the TSI on operation and traffic management for conventional rail concerning, inter alia, train visibility (rear end), identifications of trains, and consistency with Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community’s railways and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification(6).
(5) For the sake of clarity and simplicity, it is appropriate to replace Decision 2006/920/EC.
(6) The TSI set out in the Annex should not demand the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European conventional rail system.
(7) Implementation of the TSI set out in the Annex and conformity with the relevant points of that TSI must be determined in accordance with an implementation plan that each Member State is required to update for the lines for which it is responsible.
(8) Rail traffic currently operates under existing national, bilateral, multinational or international agreements. It is important that those agreements do not hinder current and future progress towards interoperability. To this end, it is necessary that the Commission examine those agreements in order to determine whether the TSI set out in the Annex needs to be revised accordingly.
(9) The measures provided for in this Decision are in conformity with the opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC,
HAS ADOPTED THIS DECISION:

Article 1
1. The technical specification for interoperability (TSI) relating to the ‘operation and traffic management’ subsystem of the trans-European conventional rail system, as set out in the Annex, is adopted.
2. The TSI set out in the Annex to this Decision shall apply to the operation and traffic management subsystem as described in point 2.4 of Annex II to Directive 2008/57/EC.

Article 2
1. The Agency shall publish on its website the lists of codes referred in parts 9, 10, 11, 12 and 13 of Appendix Pa.
2. The Agency shall keep the lists of codes referred to in paragraph 1 up to date and inform the Commission of their evolution.
The Commission shall inform the Member States of the evolution of these codes through the Committee established in accordance with Article 29 of Directive 2008/57/EC.

Article 3
Until 31 December 2013, if a vehicle as defined in Article 2(c) of Directive 2008/57/EC is sold or rented for a continuous period exceeding six months and if all technical characteristics under which the vehicle has been authorised to be placed in service remain unchanged, its European Vehicle Number (hereinafter referred to as ‘EVN’) may be changed through a new registration of the vehicle and withdrawal of the first registration.
If that new registration concerns a Member State which is different from that of the first registration, the registering entity competent for the new registration may require a copy of the documentation related to the former registration.
Such change of EVN is without prejudice to the application of Articles 21 to 26 of Directive 2008/57/EC as far as the authorisation procedures are concerned.
The administrative costs incurred to change the EVN shall be borne by the applicant requesting the change of EVN.

Article 4
Member States shall notify the following types of agreement to the Commission within six months of the entry into force of the TSI set out in the Annex, provided that they were not already notified under Decision 2006/920/EC:
1.
national agreements between the Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and required by the very specific or local nature of the intended transport service;
2.
bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;
3.
international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country which deliver significant levels of local or regional interoperability.

Article 5
Each Member State shall update the national implementation plan of the TSI which it established in accordance with Article 4 of Decision 2006/920/EC. The updated implementation plan shall be drawn up in accordance with Chapter 7 of the Annex to this Decision.
Each Member State shall forward the updated implementation plan to the other Member States and the Commission by 31 December 2012 at the latest.

Article 6
Commission Decision 2006/920/EC is repealed with effect from 1 January 2012.

Article 7
This Decision shall apply from 1 January 2012.
However,
1.
Appendix P shall apply from 1 January 2012 until 31 December 2013;
2.
Appendix Pa shall apply from 1 January 2014.

Article 8
This Decision is addressed to the Member States.

THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community(1), and in particular Article 6(1) thereof,
(1) Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency(2)requires the European Railway Agency (hereinafter referred to as ‘the Agency’) to ensure that the technical specifications for interoperability (hereinafter referred to as ‘TSIs’) are adapted to technical progress and market trends and to the social requirements and to propose to the Commission the amendments to the TSIs which it considers necessary.
(2) By Decision C(2007) 3371 of 13 July 2007, the Commission gave a framework mandate to the Agency to perform certain activities under Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system(3)and Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the trans-European conventional rail system(4). Under the terms of that framework mandate, the Agency was requested to revise the TSI adopted by Commission Decision 2006/920/EC of 11 August 2006 concerning the technical specification of interoperability relating to the subsystem ‘Traffic Operation and Management’ of the trans-European conventional rail system(5).
(3) On 17 July 2009, the Agency issued four recommendations concerning European Rail Traffic Management System (ERTMS) operating rules (ERA/REC/2009-02/INT), the revision of Annex P of the TSIs on operation and traffic management (ERA/REC/2009-03/INT), the revision of Annex T of the TSI on operation and traffic management for conventional rail (ERA/REC/2009-04/INT), and the consistency with Directive 2007/59/EC in respect to train driver competencies (ERA/REC/2009-05/INT), respectively. Those four recommendations led to the draft Commission decision amending Decisions 2006/920/EC and 2008/231/EC concerning TSIs on operation and traffic management, which, on 25 February 2010, received the positive opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC.
(4) The Agency’s recommendation of 7 May 2010 (ERA/REC/03-2010/INT) proposes further amendments to the TSI on operation and traffic management for conventional rail concerning, inter alia, train visibility (rear end), identifications of trains, and consistency with Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community’s railways and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification(6).
(5) For the sake of clarity and simplicity, it is appropriate to replace Decision 2006/920/EC.
(6) The TSI set out in the Annex should not demand the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European conventional rail system.
(7) Implementation of the TSI set out in the Annex and conformity with the relevant points of that TSI must be determined in accordance with an implementation plan that each Member State is required to update for the lines for which it is responsible.
(8) Rail traffic currently operates under existing national, bilateral, multinational or international agreements. It is important that those agreements do not hinder current and future progress towards interoperability. To this end, it is necessary that the Commission examine those agreements in order to determine whether the TSI set out in the Annex needs to be revised accordingly.
(9) The measures provided for in this Decision are in conformity with the opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC,
HAS ADOPTED THIS DECISION:
1. The technical specification for interoperability (TSI) relating to the ‘operation and traffic management’ subsystem of the trans-European conventional rail system, as set out in the Annex, is adopted.
2. The TSI set out in the Annex to this Decision shall apply to the operation and traffic management subsystem as described in point 2.4 of Annex II to Directive 2008/57/EC.
1. The Agency shall publish on its website the lists of codes referred in parts 9, 10, 11, 12 and 13 of Appendix Pa.
2. The Agency shall keep the lists of codes referred to in paragraph 1 up to date and inform the Commission of their evolution.
The Commission shall inform the Member States of the evolution of these codes through the Committee established in accordance with Article 29 of Directive 2008/57/EC.
Until 31 December 2013, if a vehicle as defined in Article 2(c) of Directive 2008/57/EC is sold or rented for a continuous period exceeding six months and if all technical characteristics under which the vehicle has been authorised to be placed in service remain unchanged, its European Vehicle Number (hereinafter referred to as ‘EVN’) may be changed through a new registration of the vehicle and withdrawal of the first registration.
If that new registration concerns a Member State which is different from that of the first registration, the registering entity competent for the new registration may require a copy of the documentation related to the former registration.
Such change of EVN is without prejudice to the application of Articles 21 to 26 of Directive 2008/57/EC as far as the authorisation procedures are concerned.
The administrative costs incurred to change the EVN shall be borne by the applicant requesting the change of EVN.
Member States shall notify the following types of agreement to the Commission within six months of the entry into force of the TSI set out in the Annex, provided that they were not already notified under Decision 2006/920/EC:
1.
national agreements between the Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and required by the very specific or local nature of the intended transport service;
2.
bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;
3.
international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country which deliver significant levels of local or regional interoperability.
Each Member State shall update the national implementation plan of the TSI which it established in accordance with Article 4 of Decision 2006/920/EC. The updated implementation plan shall be drawn up in accordance with Chapter 7 of the Annex to this Decision.
Each Member State shall forward the updated implementation plan to the other Member States and the Commission by 31 December 2012 at the latest.
Commission Decision 2006/920/EC is repealed with effect from 1 January 2012.
This Decision shall apply from 1 January 2012.
However,
1.
Appendix P shall apply from 1 January 2012 until 31 December 2013;
2.
Appendix Pa shall apply from 1 January 2014.
This Decision is addressed to the Member States.

TECHNICAL SPECIFICATION FOR INTEROPERABILITY FOR THE ‘OPERATION AND TRAFFIC MANAGEMENT’ SUBSYTEM

ANNEXTABLE OF CONTENTS
1. | INTRODUCTION | 9
1.1. | Technical scope | 9
1.2. | Geographical scope | 9
1.3. | Content of this TSI | 9
2. | DESCRIPTION OF SUBSYSTEM/SCOPE | 9
2.1. | Subsystem | 9
2.2. | Scope | 9
2.2.1. | Staff and trains | 9
2.2.2. | Principles | 10
2.2.3. | Applicability to existing vehicles and infrastructure | 10
3. | ESSENTIAL REQUIREMENTS | 10
3.1. | Compliance with the essential requirements | 10
3.2. | Essential requirements — overview | 11
4. | CHARACTERISTICS OF THE SUBSYSTEM | 15
4.1. | Introduction | 15
4.2. | Functional and technical specifications of the subsystem | 15
4.2.1. | Specifications relating to staff | 15
4.2.1.1. | General requirements | 15
4.2.1.2. | Documentation for drivers | 15
4.2.1.2.1. | Driver’s Rule Book | 15
4.2.1.2.2. | Description of the line and the relevant line-side equipment associated with the lines worked over | 16
4.2.1.2.2.1. | Preparation of the Route Book | 16
4.2.1.2.2.2. | Modifications to information contained within the Route Book | 17
4.2.1.2.2.3. | Informing the driver in real time | 17
4.2.1.2.3. | Timetables | 17
4.2.1.2.4. | Rolling stock | 17
4.2.1.3. | Documentation for railway undertaking staff other than drivers | 17
4.2.1.4. | Documentation for infrastructure manager’s staff authorising train movements | 17
4.2.1.5. | Safety-related communications between train crew, other railway undertaking staff and staff authorising train movements | 18
4.2.2. | Specifications relating to trains | 18
4.2.2.1. | Train visibility | 18
4.2.2.1.1. | General requirement | 18
4.2.2.1.2. | Front end | 18
4.2.2.1.3. | Rear end | 19
4.2.2.2. | Train audibility | 20
4.2.2.2.1. | General requirement | 20
4.2.2.2.2. | Control | 20
4.2.2.3. | Vehicle identification | 20
4.2.2.4. | Safety of passengers and load | 20
4.2.2.4.1. | Safety of load | 20
4.2.2.4.2. | Safety of passengers | 20
4.2.2.5. | Train composition | 20
4.2.2.6. | Train braking | 21
4.2.2.6.1. | Minimum requirements of the braking system | 21
4.2.2.6.2. | Braking performance | 21
4.2.2.7. | Ensuring that the train is in running order | 21
4.2.2.7.1. | General requirement | 21
4.2.2.7.2. | Data required | 21
4.2.2.8. | Requirements for signal and lineside marker sighting | 21
4.2.2.9. | Driver vigilance | 22
4.2.3. | Specifications relating to train operations | 22
4.2.3.1. | Train planning | 22
4.2.3.2. | Identification of trains | 22
4.2.3.2.1. | Format of train running number | 22
4.2.3.3. | Train departure | 22
4.2.3.3.1. | Checks and tests before departure | 22
4.2.3.3.2. | Informing the infrastructure manager of the train’s operational status | 22
4.2.3.4. | Traffic management | 22
4.2.3.4.1. | General requirements | 22
4.2.3.4.2. | Train reporting | 22
4.2.3.4.2.1. | Data required for train position reporting | 22
4.2.3.4.2.2. | Predicted hand over time | 23
4.2.3.4.3. | Dangerous goods | 23
4.2.3.4.4. | Operational quality | 23
4.2.3.5. | Data recording | 23
4.2.3.5.1. | Recording of supervision data outside the train | 24
4.2.3.5.2. | Recording of supervision data on-board the train | 24
4.2.3.6. | Degraded operation | 24
4.2.3.6.1. | Advice to other users | 24
4.2.3.6.2. | Advice to train drivers | 24
4.2.3.6.3. | Contingency arrangements | 24
4.2.3.7. | Managing an emergency situation | 25
4.2.3.8. | Aid to train crew in the event of an incident or of a major rolling stock malfunction | 25
4.3. | Functional and technical specifications of the interfaces | 25
4.3.1. | Interfaces with the infrastructure TSI | 25
4.3.2. | Interfaces with the control-command and signalling TSI | 26
4.3.3. | Interfaces with the rolling stock TSI | 26
4.3.3.1. | Interfaces with TSI on locomotives and passenger rolling stock TSI | 26
4.3.3.2. | Interfaces with TSI on freight wagons | 26
4.3.4. | Interfaces with the Energy TSI | 27
4.4. | Operating rules | 27
4.5. | Maintenance rules | 27
4.6. | Professional qualifications | 27
4.6.1. | Professional competency | 27
4.6.1.1. | Professional knowledge | 27
4.6.1.2. | Ability to put this knowledge into practice | 28
4.6.2. | Linguistic competency | 28
4.6.2.1. | Principles | 28
4.6.2.2. | Level of knowledge | 28
4.6.3. | Initial and ongoing assessment of staff | 28
4.6.3.1. | Basic elements | 28
4.6.3.2. | Analysis of training needs | 29
4.6.3.2.1. | Development of the analysis of training needs | 29
4.6.3.2.2. | Updating the analysis of training needs | 29
4.6.3.2.3. | Specific elements for train crew and auxiliary staff | 29
4.6.3.2.3.1. | Infrastructure knowledge | 29
4.6.3.2.3.2. | Knowledge of rolling stock | 29
4.6.3.2.3.3. | Auxiliary staff | 30
4.7. | Health and safety conditions | 30
4.7.1. | Introduction | 30
4.7.2. | Deleted | 30
4.7.3. | Deleted | 30
4.7.4. | Medical examinations and psychological assessments | 30
4.7.4.1. | Before appointment | 30
4.7.4.1.1. | Minimum content of the medical examination | 30
4.7.4.1.2. | Psychological assessment | 30
4.7.4.2. | After appointment | 31
4.7.4.2.1. | Periodicity of periodic medical examinations | 31
4.7.4.2.2. | Minimum content of the periodic medical examination | 31
4.7.4.2.3. | Additional medical examinations and/or psychological assessments | 31
4.7.5. | Medical requirements | 31
4.7.5.1. | General requirements | 31
4.7.5.2. | Vision requirements | 31
4.7.5.3. | Hearing requirements | 32
4.8. | Registers of infrastructure and vehicles | 32
4.8.1. | Infrastructure | 32
4.8.2. | Rolling stock | 32
5. | INTEROPERABILITY CONSTITUENTS | 32
5.1. | Definition | 32
5.2. | List of constituents | 32
6. | ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM | 32
6.1. | Interoperability constituents | 32
6.2. | Operation and traffic management subsystem | 32
6.2.1. | Principles | 32
7. | IMPLEMENTATION | 33
7.1. | Principles | 33
7.2. | Implementation guidelines | 33
7.3. | Specific cases | 33
7.3.1. | Introduction | 33
7.3.2. | List of specific cases | 34
7.3.2.1. | Temporary specific case (T1) Estonia, Latvia and Lithuania | 34
7.3.2.2. | Temporary specific case (T2) Ireland and United Kingdom | 34
Appendix A: | ERTMS/ETCS operating rules | 35
Appendix B: | Other rules enabling a coherent operation | 36
Appendix C: | Safety related communications methodology | 37
Appendix D: | Information to which the Railway Undertaking must have access in connection with the route(s) over which he intends to operate | 47
Appendix E: | Language and communication level | 51
Appendix F: | | 52
Appendix G: | | 52
Appendix H: | | 52
Appendix I: | | 52
Appendix J: | Minimum elements relevant to professional qualification for the tasks associated with ‘accompanying trains’ | 53
Appendix K: | | 55
Appendix L: | Minimum elements relevant to professional qualification for the task of preparing trains | 56
Appendix M: | | 58
Appendix N: | | 58
Appendix O: | | 58
Appendix P: | | 59
Appendix Pa: | | 97
Appendix Q: | | 107
Appendix R: | | 107
Appendix S: | | 107
Appendix T: | Braking performance | 108
Appendix U: | List of open points | 109
Appendix V: | | 109
Appendix W: | Glossary | 1101. INTRODUCTION1.1. Technical scope
This Technical Specification for Interoperability (hereinafter referred to as ‘TSI’) concerns the ‘operation and traffic management’ subsystem shown in the list contained in point 1 of Annex II to Directive 2008/57/EC. Further information on this subsystem is provided in Chapter 2.
1.2. Geographical scope
The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to Directive 2008/57/EC.
1.3. Content of this TSI
In accordance with Article 5(3) of Directive 2008/57/EC, this TSI:

(a) | indicates its intended scope for the ‘operation and traffic management’ subsystem — Chapter 2;
(b) | lays down essential requirements for the subsystem concerned and its interfacesvis-à-visother subsystems — Chapter 3;
(c) | establishes the functional and technical specifications to be met by the target subsystem and its interfacesvis-à-visother subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or rolling stock provided for in Annex I to Directive 2008/57/EC — Chapter 4;
(d) | determines 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) | states, in each case under consideration, which procedures are to be used in order to assess the conformity or suitability for use of the interoperability constituents — Chapter 6;
(f) | indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed and the elements that can be applied in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI must be the norm — Chapter 7;
(g) | indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem concerned, as well as for the implementation of the TSI — Chapter 4.Moreover, in accordance with Article 5(5) of Directive 2008/57/EC, provision may be made for specific cases for each TSI. These are indicated in Chapter 7.
This TSI also comprises, in Chapter 4, the operating and maintenance rules specific to the scope indicated in points 1.1 and 1.2 of this Annex.
2. DESCRIPTION OF SUBSYSTEM/SCOPE2.1. Subsystem
The ‘operation and traffic management’ subsystem is described in point 2.4. of Annex II to Directive 2008/57/EC as:

‘The procedures and related equipment enabling a coherent operation of the different structural subsystems, both during normal and degraded operation, including in particular training and train driving, traffic planning and management.
The professional qualifications which may be required for carrying out cross-border services’.
2.2. Scope
This TSI applies to the ‘operation and traffic management’ subsystem of infrastructure managers (hereinafter referred to as ‘IM’) and railway undertakings (hereinafter referred to as ‘RU’) related to the operation of trains on the conventional rail TEN lines.
The specifications laid down in the TSI on operation and traffic management may be used as a reference document for the operation of trains even if they are not covered by the scope of this TSI.
2.2.1. Staff and trains
Points 4.6 and 4.7 apply to those staff undertaking the safety-critical tasks of accompanying a train, when this involves crossing a border(s) between states and working beyond any location(s) designated as the ‘frontier’ in the network statement of an infrastructure manager and included in his safety authorisation.
Point 4.6.2 also applies to train drivers as stipulated by point 8 of Annex VI to Directive 2007/59/EC. A staff member will not be considered as crossing a border if the activity only involves working as far as any ‘frontier’ locations as described in the first paragraph of this point.
For those staff undertaking the safety-critical tasks of despatching trains and authorising train movements, mutual recognition of professional qualifications and health and safety conditions between Member States will apply.
For those staff undertaking the safety-critical tasks associated with the last preparation of a train before it is scheduled to cross a border(s) and work beyond any ‘frontier’ location(s) as described in the first paragraph of this point, point 4.6 will apply with mutual recognition between Member States of health and safety conditions. A train will not be considered to be a cross border service, if all the vehicles of the train crossing the state border cross it only to the ‘frontier’ location(s) as described in the first paragraph of this point.
This can be summarised in the tables below:

Staff involved with the working of trains that will cross-state borders and proceed beyond the frontier location

Task | Professional Qualifications | Medical Requirements
Accompanying a Train | 4.6 | 4.7
Authorising Train movements | Mutual recognition | Mutual recognition
Train Preparation | 4.6 | Mutual recognition
Train Despatch | Mutual recognition | Mutual recognition

Staff working trains that do not cross state borders or do so as far as frontier locations

Task | Professional Qualifications | Medical Requirements
Accompanying a Train | Mutual recognition | Mutual recognition
Authorising Train movements | Mutual recognition | Mutual recognition
Train Preparation | Mutual recognition | Mutual recognition
Train Despatch | Mutual recognition | Mutual recognition2.2.2. Principles
This TSI covers those elements (as set out in Chapter 4) of the conventional rail ‘operation and traffic management’ subsystem, where principally there are operational interfaces between RU and IM and where there is a particular benefit to interoperability.
RU and IM must ensure that all requirements concerning rules and procedures as well as documentation are met by the establishment of the appropriate processes. The set up of these processes is a relevant part of RU’s and IM’s safety management system (hereinafter referred to as ‘SMS’) as required by Directive 2004/49/EC. The SMS itself is assessed by the relevant national safety authority (hereinafter referred to as ‘NSA’) before granting safety certificate/authorisation.
2.2.3. Applicability to existing vehicles and infrastructure
While the majority of the requirements contained in this TSI relate to processes and procedures, a number also relate to physical elements, trains and vehicles which are important for operation.
The design criteria for these elements are described in the TSIs covering other subsystems such as rolling stock. In the context of this TSI it is their operational function that is considered.
3. ESSENTIAL REQUIREMENTS3.1. Compliance with the essential requirements
In accordance with Article 4(1) of Directive 2008/57/EC, the trans-European conventional rail system, its subsystems and their interoperability constituents must meet the essential requirements set out in general terms in Annex III to the Directive.
3.2. Essential requirements — overview
The essential requirements cover:

— | safety,
— | reliability and availability,
— | health,
— | environmental protection,
— | technical compatibility.According to Directive 2008/57/EC, the essential requirements may be generally applicable to the whole trans-European conventional rail system or be specific to each subsystem and its constituents.
The following table summarises the correspondence between the essential requirements set out in Annex III to Directive 2008/57/EC and the present TSI.

Clause | Clause Title | Safety | Reliability & Availability | Health | Environmental protection | Technical compatibility | Essential requirements specific to operation and traffic management
1.1.1 | 1.1.2 | 1.1.3 | 1.1.4 | 1.1.5 | 1.2 | 1.3.1 | 1.3.2 | 1.4.1 | 1.4.2 | 1.4.3 | 1.4.4 | 1.4.5 | 1.5 | 2.6.1 | 2.6.2 | 2.6.3
4.2.1.2 | Documentation for drivers | | | | | | X | | | | | | | | | X | | X
4.2.1.2.1 | Rule book | | | | | | | | | | | | X | | | X | | X
4.2.1.2.2 | Route book | | | | | | | | | | | | | | | X | | X
4.2.1.2.2.1 | Preparation of the Route book | | | | | | | | | | | | | | | X | |
4.2.1.2.2.2 | Modification to Information contained within the route book | | | | | | | | | | | | | | | X | | X
4.2.1.2.2.3 | Informing the driver in real time | | | | | | | | | | | | | | | X | X | X
4.2.1.2.3 | Time tables | | | | | | | | | | | | | | | X | X | X
4.2.1.2.4 | Rolling stock | | | | | | X | | | | | | | | | X | | X
4.2.1.3 | Documentation for railway undertaking staff other than drivers | | | | | | X | | | | | | | | | X | | X
4.2.1.4 | Documentation for infrastructure manager’s staff authorising train movements | | | | | | X | | | | | | | | | X | X |
4.2.1.5 | Safety-related communications between train crew, other railway undertaking staff and staff authorising train movements | | | | | | X | | | | | | | | | X | X | X
4.2.2.1 | Train visibility | X | | | | | | | | | | | | | | X | | X
4.2.2.1.1 | General requirement | X | | | | | | | | | | | | | | X | | X
4.2.2.1.2 | Front end | X | | | | | | | | | | | | | | X | | X
4.2.2.1.3 | Rear end | X | | | | | | | | | | | | | | X | | X
4.2.2.2 | Train audibility | X | | | | | | | | | | | X | | | X | | X
4.2.2.2.1 | General requirement | X | | | | | | | | | | | | | | X | | X
4.2.2.2.2 | Control | X | | | | | | | | | | | | | | | | X
4.2.2.3 | Vehicle identification | | | | | | X | | | | | | | | | X | | X
4.2.2.4 | Safety of passengers and load | | | | | | | | | | | | | | | X | |
4.2.2.5 | Train composition | | | | | | | | | | | | | | | X | |
4.2.2.6 | Train braking | | X | | | | | | | | | | | | | X | | X
4.2.2.6.1 | Minimum requirements of the braking system | | X | | | | | | | | | | | | | X | | X
4.2.2.6.2 | Braking performance | | X | | | | | | | | | | | | | X | | X
4.2.2.7 | Ensuring that the train is in running order | | X | | | | | | | | | | | | | X | | X
4.2.2.7.1 | General requirement | | | | | | | | | | | | | | | X | | X
4.2.2.7.2 | Data required | | | | | | | | | | | | | | | X | | X
4.2.2.8 | Requirements for Signal and lineside marker sighting | | | | | | | | | | | | | | X | X | |
4.2.2.9 | Driver vigilance | | | | | | | | | | | | | | | X | |
4.2.3.1 | Train planning | | X | | | | | | | | | | | | | | X | X
4.2.3.2 | Identification of trains | | | | | | | | | | | | | | | X | X | X
4.2.3.3 | Train departure | | | | | | | | | | | | | | | X | | X
4.2.3.3.1 | Checks and tests before departure | | X | | | | X | | | | | | | | | X | | X
4.2.3.3.2 | Informing the Infrastructure Manager of the train’s operational status | | X | | | | X | | | | | | | | | | X | X
4.2.3.4 | Traffic management | | | | | | | | | | | | | | | X | X | X
4.2.3.4.1 | General requirements | | | | | | | | | | | | | | | X | X | X
4.2.3.4.2 | Train reporting | | | | | | | | | | | | | | | X | X | X
4.2.3.4.2.1 | Data required for train position reporting | | | | | | | | | | | | | | | X | | X
4.2.3.4.2.2 | Predicted hand over time | | | | | | | | | | | | | | | X | | X
4.2.3.4.3 | Dangerous goods | | | | | | | | | | | | | | | X | X |
4.2.3.4.4 | Operational quality | | | | | | | | | | | | | | | | X | X
4.2.3.5 | Data recording | | | | | | X | | | | | | | | | | X |
4.2.3.5.1 | Recording of supervision data outside the train | | | | | | X | | | | | | | | | | X |
4.2.3.5.2 | Recording of supervision data on-board the train | | | | | | X | | | | | | | | | | X |
4.2.3.6 | Degraded operation | | | | | | | | | | | | | | | X | X | X
4.2.3.6.1 | Advice to other users | | | | | | | | | | | | | | | X | | X
4.2.3.6.2 | Advice to train drivers | | | | | | | | | | | | | | | X | |
4.2.3.6.3 | Contingency arrangements | | | | | | | | | | | | | | | X | X | X
4.2.3.7 | Managing an emergency situation | | | | | | | | | | | | | | | X | X | X
4.2.3.8 | Aid to train crew in the event of an incident or of a major rolling stock malfunction | | | | | | | | | | | | | | | | | X
4.4 | ERTMS operating rules | | | | | | | | | | | | | | | X | X |
4.6 | Professional qualifications | | | | | | | | | | | | | | | X | X | X
4.7 | Health and safety conditions | | | | | | | | | | | | | | | X | | 4. CHARACTERISTICS OF THE SUBSYSTEM4.1. Introduction
Taking into account all the relevant essential requirements, the ‘operation and traffic management’ subsystem, as described in point 2.2, covers only the elements specified in this Chapter.
In conformity with Directive 2001/14/EC, it is the overall responsibility of the infrastructure manager to provide all the appropriate requirements which must be met by trains permitted to run on his network, taking into account the geographic particularities of individual lines and the functional or technical specifications set out in this Chapter.
4.2. Functional and technical specifications of the subsystem
The functional and technical specifications of the ‘operation and traffic management’ subsystem comprise of the following:

— | specifications relating to staff,
— | specifications relating to trains,
— | specifications relating to train operations.4.2.1. Specifications relating to staff
4.2.1.1. General requirements
This point deals with staff who contributes to the operation of the subsystem by performing safety-critical tasks involving a direct interface between a railway undertaking and an infrastructure manager.

1. | Railway undertaking staff:(a)undertaking the task of driving trains (referred to throughout this TSI as ‘driver’) and forming part of the ‘train crew’,(b)undertaking tasks on-board (other than driving) and forming part of the ‘train crew’,(c)undertaking the task of preparing trains. | (a) | undertaking the task of driving trains (referred to throughout this TSI as ‘driver’) and forming part of the ‘train crew’, | (b) | undertaking tasks on-board (other than driving) and forming part of the ‘train crew’, | (c) | undertaking the task of preparing trains.
(a) | undertaking the task of driving trains (referred to throughout this TSI as ‘driver’) and forming part of the ‘train crew’,
(b) | undertaking tasks on-board (other than driving) and forming part of the ‘train crew’,
(c) | undertaking the task of preparing trains.
2. | Infrastructure manager’s staff undertaking the task of authorising the movement of trainsThe areas covered are:

— | Documentation
— | CommunicationIn addition, for the staff as defined in point 2.2.1., this TSI sets out requirements on:

— | Qualifications (see point 4.6. and Appendix L)
— | Health and safety conditions (see point 4.7)4.2.1.2. Documentation for drivers
The railway undertaking operating the train must supply the driver with all the necessary information and documentation required to carry out his duties.
This information must take into account the necessary elements for operation in normal, degraded and emergency situations for the routes to be worked over and the rolling stock used on those routes.
4.2.1.2.1. Driver’s Rule BookAll the necessary procedures for the driver must be included in a document or a computer medium called the ‘Driver’s Rule Book’.
The Driver’s Rule Book must state the requirements for all the routes worked and the rolling stock used on those routes according to the situations of normal operation, degraded operation and in emergency situations which the driver may encounter.
The Driver’s Rule Book must cover two distinct aspects:

— | one which describes the set of common rules and procedures valid across the TEN (taking into account the contents of Appendices A, B and C),
— | another which sets out any necessary rules and procedures specific to each infrastructure manager.It must include procedures covering, as a minimum, the following aspects:

— | Staff safety and security,
— | Signalling and control command,
— | Train operation including degraded mode,
— | Traction and rolling stock,
— | Incidents and accidents.The railway undertaking is responsible for compiling the Driver’s Rule Book.
The railway undertaking must present the Driver’s Rule Book in the same format for the entire infrastructure over which their drivers will work.
The railway undertaking must compile the Driver’s Rule Book in such a way that the driver’s application of all operational rules is enabled.
It must have two appendices:

— | Appendix 1: Manual of communication procedures;
— | Appendix 2: Book of Forms.Messages and forms must remain in the ‘operating’ language of infrastructure manager(s).
The process for preparing and updating the Driver’s Rule Book must include the following steps:

— | the infrastructure manager (or the organisation responsible for the preparation of the operating rules) must provide the railway undertaking with the appropriate information in the infrastructure manager’s operating language,
— | the railway undertaking must draw up the initial or updated document;
— | if the language chosen by the railway undertaking for the Driver’s Rule Book is not the language in which the appropriate information was originally supplied, it is the responsibility of the railway undertaking to arrange for any necessary translation and/or provide explanatory notes in another language.The infrastructure manager must ensure that the content of the documentation provided to the railway undertaking(s) is complete and accurate.
The railway undertaking must ensure that the content of the Driver’s Rule Book is complete and accurate.
4.2.1.2.2. Description of the line and the relevant line-side equipment associated with the lines worked overDrivers must be provided with a description of the lines and the associated line-side equipment for the lines over which they will operate and relevant to the driving task. Such information must be set out in a single document called the ‘Route Book’ (which can either be a traditional document or computer based).
The following is a list of information which must, as a minimum, be provided:

— | the general operating characteristics,
— | indication of rising and falling gradients,
— | detailed line diagram.4.2.1.2.2.1. Preparation of the route bookThe format of the Route Book must be prepared in the same manner for all the infrastructures worked over by the trains of an individual railway undertaking.
The railway undertaking is responsible for the competent and correct compilation of the Route book (for example, arranging for any necessary translation and/or providing explanatory notes), using the information supplied by the infrastructure manager(s).
The following information must be included (this list is not exhaustive):

(a) | the general operating characteristics:—type of signalling and corresponding running regime (double track, reversible working, left or right hand running, etc.),—type of power supply,—type of ground-train radio equipment. | — | type of signalling and corresponding running regime (double track, reversible working, left or right hand running, etc.), | — | type of power supply, | — | type of ground-train radio equipment.
— | type of signalling and corresponding running regime (double track, reversible working, left or right hand running, etc.),
— | type of power supply,
— | type of ground-train radio equipment.
(b) | indication of rising and falling gradients with their gradient values and location;
(c) | detailed line diagram:—names of stations on the line and key locations and their location;—tunnels, including location, name, length, specific information such as the existence of walkways and points of safe egress as well as the location of safe places where evacuation of passengers can take place—essential locations such as neutral sections—permissible speed limits for each track, including, if necessary, differential speeds relating to certain types of train,—the responsible infrastructure manager—means of communication with the traffic management/control centre in normal and degraded mode | — | names of stations on the line and key locations and their location; | — | tunnels, including location, name, length, specific information such as the existence of walkways and points of safe egress as well as the location of safe places where evacuation of passengers can take place | — | essential locations such as neutral sections | — | permissible speed limits for each track, including, if necessary, differential speeds relating to certain types of train, | — | the responsible infrastructure manager | — | means of communication with the traffic management/control centre in normal and degraded mode
— | names of stations on the line and key locations and their location;
— | tunnels, including location, name, length, specific information such as the existence of walkways and points of safe egress as well as the location of safe places where evacuation of passengers can take place
— | essential locations such as neutral sections
— | permissible speed limits for each track, including, if necessary, differential speeds relating to certain types of train,
— | the responsible infrastructure manager
— | means of communication with the traffic management/control centre in normal and degraded modeThe infrastructure manager must ensure that the content of the documentation provided to the railway undertaking(s) is complete and accurate.
The railway undertaking must ensure that the content of the Route Book is complete and accurate.
4.2.1.2.2.2. Modifications to information contained within the route bookThe infrastructure manager must advise the railway undertaking of any permanent or temporary modifications to information supplied in accordance with point 4.2.1.2.2.1.
These changes must be grouped by the railway undertaking into a dedicated document or computer medium whose format must be the same for all the infrastructures worked over by the trains of an individual railway undertaking.
The infrastructure manager must ensure that the content of the documentation provided to the railway undertaking(s) is complete and accurate.
The railway undertaking must ensure that the content of the document grouping the modifications to information contained within the Route book is complete and accurate.
4.2.1.2.2.3. Informing the driver in real timeThe infrastructure manager must inform drivers of any changes to the line or relevant lineside equipment that have not been advised as modifications to information for the Route Book as set out in point 4.2.1.2.2.2.
4.2.1.2.3. TimetablesThe provision of train schedule information facilitates the punctual running of trains and assists in service performance.
The railway undertaking must provide drivers with the information necessary for the normal running of the train and as a minimum include:

— | the train identification;
— | the train running days (if necessary);
— | the stopping points and the activities associated with them
— | other timing points;
— | the arrival/departure/passing times at each of those points.Such train running information, which must be based on information supplied by the infrastructure manager, may be provided either electronically or in a paper format.
Presentation to the driver must be consistent across all the lines over which the railway undertaking operates.
4.2.1.2.4. Rolling stockThe railway undertaking must provide the driver with all information relevant to the working of the rolling stock during degraded situations (such as trains requiring assistance). Such documentation must also focus on the specific interface with the infrastructure manager’s staff in these cases.
4.2.1.3. Documentation for railway undertaking staff other than drivers
The railway undertaking must provide all members of his staff (whether on train or otherwise) who undertake safety-critical tasks involving a direct interface with the staff, equipment or systems of the infrastructure manager with the rules, procedures, rolling stock and route specific information it deems appropriate to such tasks. Such information shall be applicable in both normal and degraded operation.
For staff on-board trains, the structure, format, content and process for preparation and updating of such information must be based on the specification set out in Subsection 4.2.1.2 of this TSI.
4.2.1.4. Documentation for infrastructure manager’s staff authorising train movements
All the information necessary to ensure safety-related communication between staff authorising the movement of trains and train crews must be set out in:

— | documents describing the Communications Principles (Appendix C);
— | the document entitled Book of forms.The infrastructure manager must draw up these documents in his operating language.
4.2.1.5. Safety-related communications between train crew, other railway undertaking staff and staff authorising train movements
The language used for safety-related communication between train crew, other railway undertaking staff (as defined in Appendix L) and the staff authorising train movements is the operating language (see glossary) used by the infrastructure manager on the route concerned.
The principles for safety-related communication between train crew and staff responsible for authorising the movement of trains are to be found in Appendix C.
In conformity with Directive 2001/14/EC, the infrastructure manager is responsible for publishing the ‘operating’ language used by his personnel in daily operational use.
Where, however, local practice requires that a second language is also provided for, it is the responsibility of the infrastructure manager to determine the geographic boundaries for its use.
4.2.2. Specifications relating to trains
4.2.2.1. Train visibility
4.2.2.1.1. General requirementThe railway undertaking must ensure that trains are fitted with means of indicating the front and rear of the train.
4.2.2.1.2. Front endThe railway undertaking must ensure that an approaching train is clearly visible and recognisable as such, by the presence and layout of its lit white front-end lights.
The forward facing front-end of the leading vehicle of a train must be fitted with three lights in an isosceles triangle, as shown below. These lights must always be lit when the train is being driven from that end.

The front lights must optimise train detectability (for example, to track workers and those using public crossings) (marker lights), provide sufficient visibility for the train driver (illumination of the line ahead, lineside information markers/boards, etc.) (head lights) by night and during low light conditions and must not dazzle the drivers of oncoming trains.
The spacing, the height above rails, the diameter, the intensity of the lights, the dimensions and shape of the emitted beam in both day and night time operation are defined in the rolling stock TSI(hereinafter referred to as ‘RST TSI’).
4.2.2.1.3. Rear endThe railway undertaking must provide the required means of indicating the rear of a train. The rear end signal must only be exhibited on the rear of the last vehicle of the train. It must be displayed as shown below.

4.2.2.1.3.1. Passenger trainsThe rear end indication of a passenger train must consist of 2 steady red lights at the same height above buffer on the transversal axis.
4.2.2.1.3.2. Freight trains in international trafficThe Member State must notify which of the following requirements will apply on the network of its Member State for trains that cross a border between Member States:
Either

— | 2 steady red lights, or
— | 2 reflective plates of the following shape with white side triangles and red top and bottom triangle:The lamps or plates must be on the same height above buffer on the transversal axis. Member States that require 2 reflective plates must also accept 2 steady red lights as train rear end indication.
4.2.2.1.3.3. Freight trains not crossing a border between member statesFor freight trains not crossing a border between Member States the train rear end indication is an open point (see Appendix U).
4.2.2.2. Train audibility
4.2.2.2.1. General requirementThe railway undertaking must ensure that trains are fitted with an audible warning device to indicate the approach of a train.
4.2.2.2.2. ControlThe activation of the audible warning device must be possible from all driving positions.
4.2.2.3. Vehicle identification
Each vehicle must have a number to uniquely identify it from any other rail vehicle. This number must be prominently displayed at least on each longitudinal side of the vehicle.
It must also be possible to identify operational restrictions applicable to the vehicle.
Further requirements are specified in Appendix P.
4.2.2.4. Safety of passengers and load
4.2.2.4.1. Safety of loadThe railway undertaking must make sure that freight vehicles are safely and securely loaded and remain so throughout the journey.
4.2.2.4.2. Safety of passengersThe railway undertaking must ensure that passenger transport is undertaken safely at the departure and during the journey.
4.2.2.5. Train composition
The railway undertaking must define the rules and procedures to be followed by his staff so as to ensure that the train is in compliance with the allocated path.
Train composition requirements must take into account the following elements:

(a) | the vehicles—all vehicles in the train must be in compliance with all the requirements applicable on the routes over which the train will run;—all vehicles on the train must be fit to run at the maximum speed at which the train is scheduled to run;—all vehicles on the train must be currently within their specified maintenance interval and will remain so for the duration (in terms of both time and distance) of the journey being undertaken; | — | all vehicles in the train must be in compliance with all the requirements applicable on the routes over which the train will run; | — | all vehicles on the train must be fit to run at the maximum speed at which the train is scheduled to run; | — | all vehicles on the train must be currently within their specified maintenance interval and will remain so for the duration (in terms of both time and distance) of the journey being undertaken;
— | all vehicles in the train must be in compliance with all the requirements applicable on the routes over which the train will run;
— | all vehicles on the train must be fit to run at the maximum speed at which the train is scheduled to run;
— | all vehicles on the train must be currently within their specified maintenance interval and will remain so for the duration (in terms of both time and distance) of the journey being undertaken;
(b) | the train—the combination of vehicles forming a train must comply with the technical constraints of the route concerned and be within the maximum length permissible for forwarding and receiving terminals.—the railway undertaking is responsible for ensuring that the train is technically fit for the journey to be undertaken and remains so throughout the journey | — | the combination of vehicles forming a train must comply with the technical constraints of the route concerned and be within the maximum length permissible for forwarding and receiving terminals. | — | the railway undertaking is responsible for ensuring that the train is technically fit for the journey to be undertaken and remains so throughout the journey
— | the combination of vehicles forming a train must comply with the technical constraints of the route concerned and be within the maximum length permissible for forwarding and receiving terminals.
— | the railway undertaking is responsible for ensuring that the train is technically fit for the journey to be undertaken and remains so throughout the journey
(c) | the weight and axle load—the weight of the train must be within the maximum permissible for the section of route, the strength of the couplings, the traction power and other relevant characteristics of the train. Axle load limitations must be respected. | — | the weight of the train must be within the maximum permissible for the section of route, the strength of the couplings, the traction power and other relevant characteristics of the train. Axle load limitations must be respected.
— | the weight of the train must be within the maximum permissible for the section of route, the strength of the couplings, the traction power and other relevant characteristics of the train. Axle load limitations must be respected.
(d) | the maximum speed of the train—the maximum speed at which the train can run must take into account any restrictions on the route(s) concerned, braking performance, axle load and vehicle type. | — | the maximum speed at which the train can run must take into account any restrictions on the route(s) concerned, braking performance, axle load and vehicle type.
— | the maximum speed at which the train can run must take into account any restrictions on the route(s) concerned, braking performance, axle load and vehicle type.
(e) | the kinematic envelope—the kinematic gauge of each vehicle (inclusive of any load) in the train must be within the maximum permissible for the section of route. | — | the kinematic gauge of each vehicle (inclusive of any load) in the train must be within the maximum permissible for the section of route.
— | the kinematic gauge of each vehicle (inclusive of any load) in the train must be within the maximum permissible for the section of route.Additional constraints may be required or imposed due to the type of braking regime or traction type on a particular train.
4.2.2.6. Train braking
4.2.2.6.1. Minimum requirements of the braking systemAll vehicles in a train must be connected to the continuous automatic braking system as defined in the RST TSI.
The first and last vehicles (including any traction units) in any train must have the automatic brake operative.
In the case of a train becoming accidentally divided into two parts, both sets of detached vehicles must come automatically to a stand as a result of a maximum application of the brake.
4.2.2.6.2. Braking performanceThe infrastructure manager must provide the railway undertaking with the actual performance required. This data shall include, if necessary, conditions of use of braking systems possibly affecting the infrastructure such as magnetic, regenerative and eddy-current brake.
The railway undertaking is responsible for ensuring that the train has sufficient braking performance by providing braking rules for its staff to be followed.
The rules concerning braking performance have to be managed within the infrastructure manager’s and railway undertaking’s safety management system.
Further requirements are specified in Appendix T.
4.2.2.7. Ensuring that the train is in running order
4.2.2.7.1. General requirementThe railway undertaking must define the process to ensure that all safety-related on-train equipment is in a fully functional state and that the train is safe to run.
The railway undertaking must inform the infrastructure manager of any modification to the characteristics of the train affecting its performance or any modification that might affect the ability to accommodate the train in its allocated path.
The infrastructure manager and the railway undertaking must define and keep up to date conditions and procedures for train running in degraded mode.
4.2.2.7.2. Data requiredThe data required for safe and efficient operation and the process by which this data must be forwarded must comprise:

— | the train identification
— | the identity of the railway undertaking responsible for the train
— | the actual length of the train
— | if a train carries passengers or animals when it is not scheduled to do so
— | any operational restrictions with an indication of the vehicle(s) concerned (gauge, speed restrictions, etc.)
— | information the infrastructure manager requires for the transport of dangerous goods.The railway undertaking must ensure that this data is made available to the infrastructure manager(s) prior to the departure of the train.
The railway undertaking must advise the infrastructure manager(s) if a train will not occupy its allocated path or is cancelled.
4.2.2.8. Requirements for signal and lineside marker sighting
The driver must be able to observe signals and lineside markers, and they must be observable by the driver. The same applies for other types of lineside signs if they are safety related.
Therefore, signals, lineside markers, signs and information boards must be designed and positioned in such a consistent way to facilitate this. Issues that must be taken into account include:

— | that they are suitably sited so that train headlights allow the driver to read the information,
— | suitability and intensity of lighting, where required to illuminate the information,
— | where retro-reflectivity is employed, the reflective properties of the material used are in compliance with appropriate specifications and the signs are fabricated so that train headlights easily allow the driver to read the information.Driving cabs must be designed in such a consistent way that the driver is able to easily see the information displayed to him.
4.2.2.9. Driver vigilance
A means of onboard monitoring of driver vigilance is necessary. This shall intervene to bring the train to a stand if the driver does not react within a certain time; the time range is specified in the rolling stock TSI.
4.2.3. Specifications relating to train operations
4.2.3.1. Train planning
In accordance with Directive 2001/14/EC the infrastructure manager must advise what data is required when a train path is requested.
4.2.3.2. Identification of trains
Each train must be identified by a train running number. The train running number is given by the infrastructure manager when allocating a train path and must be known by the railway undertaking and all infrastructure managers operating the train. The train running number must be unique per network. Changes of train running number during a train journey should be avoided.
4.2.3.2.1. Format of train running numberThe train running number format is defined in the control-command and signalling TSI (hereinafter referred to as ‘CCS TSI’)
4.2.3.3. Train departure
4.2.3.3.1. Checks and tests before departureThe railway undertaking must define the checks and tests to ensure that any departure is undertaken safely (e.g. doors, load, brakes).
4.2.3.3.2. Informing the infrastructure manager of the train’s operational statusThe railway undertaking shall inform the infrastructure manager when a train is ready for access to the network.
The railway undertaking must inform the infrastructure manager of any anomaly affecting the train or its operation having possible repercussions on the train’s running prior to departure and during the journey.
4.2.3.4. Traffic management
4.2.3.4.1. General requirementsTraffic management must ensure the safe, efficient and punctual operation of the railway, including effective recovery from service disruption.
The infrastructure manager must determine procedures and means for:

— | the real time management of trains,
— | operational measures to maintain the highest possible performance of the infrastructure in case of delays or incidents, whether actual or anticipated, and
— | the provision of information to the railway undertaking(s) in such cases.Any additional processes required by the railway undertaking and which affect the interface with the infrastructure manager(s) can be introduced after being agreed with the infrastructure manager.
4.2.3.4.2. Train reporting4.2.3.4.2.1. Data required for train position reportingThe infrastructure manager must:

(a) | provide a means of real time recording of the times at which trains depart from, arrive at or pass appropriate pre-defined reporting points on their networks and the delta-time value;
(b) | provide the specific data required in relation to train position reporting. Such information must include:—Train identification—Identity of reporting point—Line on which the train is running—Scheduled time at reporting point—Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure times must be provided in respect of intermediate reporting points at which the train calls)—Number of minutes early or late at the reporting point—Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the performance monitoring regime—Indication that a report for a train is overdue and the number of minutes by which it is overdue—Former train identification(s), if any—Train cancelled for a whole or a part of its journey. | — | Train identification | — | Identity of reporting point | — | Line on which the train is running | — | Scheduled time at reporting point | — | Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure times must be provided in respect of intermediate reporting points at which the train calls) | — | Number of minutes early or late at the reporting point | — | Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the performance monitoring regime | — | Indication that a report for a train is overdue and the number of minutes by which it is overdue | — | Former train identification(s), if any | — | Train cancelled for a whole or a part of its journey.
— | Train identification
— | Identity of reporting point
— | Line on which the train is running
— | Scheduled time at reporting point
— | Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure times must be provided in respect of intermediate reporting points at which the train calls)
— | Number of minutes early or late at the reporting point
— | Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the performance monitoring regime
— | Indication that a report for a train is overdue and the number of minutes by which it is overdue
— | Former train identification(s), if any
— | Train cancelled for a whole or a part of its journey.4.2.3.4.2.2. Predicted hand over timeThe infrastructure manager must have a process, which enables an indication of the estimated number of minutes of deviation from the scheduled time a train is scheduled to be handed over from one infrastructure manager to another.
This must include information on service disruption (description and location of problem).
4.2.3.4.3. Dangerous goodsThe railway undertaking must define the procedures to supervise the transport of dangerous goods.
These procedures must include:

— | the provisions as specified in Directive 2008/68/EC of the European Parliament and of the Council(1)
— | advice to the driver of the presence and position of dangerous goods on the train
— | information the infrastructure manager requires for transport of dangerous goods
— | determination, in conjunction with the infrastructure manager, of lines of communication and planning of specific measures in case of emergency situations involving the goods.4.2.3.4.4. Operational qualityThe infrastructure manager and the railway undertaking must have processes in place to monitor the efficient operation of the all the services concerned.
Monitoring processes must be designed to analyse data and detect underlying trends, both in terms of human error and system error. The results of this analysis must be used to generate improvement actions, designed to eliminate or mitigate against events which could compromise the efficient operation of the network.
Where such improvement actions would have network-wide benefits, involving other infrastructure managers and railway undertakings, they must, subject to commercial confidentiality, be communicated accordingly.
Events that have significantly disrupted operations must be analysed as soon as possible by the infrastructure manager. Where appropriate, and in particular where one of their staff is concerned, the infrastructure manager must invite those railway undertaking(s) involved in the event concerned to participate in the analysis. Where the result of such analysis leads to network improvement recommendations designed to eliminate or mitigate against causes of accidents/incidents, these must be communicated to all relevant infrastructure managers and railway undertakings concerned.
These processes shall be documented and subject to internal audit.
4.2.3.5. Data recording
Data pertaining to the running of a train must be recorded and retained for the purposes of:

— | Supporting systematic safety monitoring as a means of preventing incidents and accidents.
— | Identifying driver, train and infrastructure performance in the period leading up to and (if appropriate) immediately after an incident or accident, to enable the identification of causes related to train driving or train equipment, and supporting the case for new or changed measures to prevent recurrence.
— | To record information relating to the performance of both the locomotive/traction unit and the person driving.It must be possible to match recorded data to:

— | the date and time of the recording
— | the precise geographic location of the event being recorded (distance in kilometres from a recognisable location)
— | the train identification
— | the identity of the driverRequirements with regard to storage, periodic evaluation of and access to this data are specified in relevant national laws of the Member State:

— | in which the railway undertaking is licensed (with regard to on-board recorded data), or
— | of the Member State in which the infrastructure is located (with regard to data recorded outside the train).4.2.3.5.1. Recording of supervision data outside the trainAs a minimum, the infrastructure manager must record the following data:

— | the failure of line-side equipment associated with the movement of trains (signalling, points etc.);
— | the detection of an overheating axle bearing, where this equipment is provided;
— | communication between the train driver and infrastructure manager’s staff authorising train movements.4.2.3.5.2. Recording of supervision data on-board the trainAs a minimum, the railway undertaking must record the following data:

— | the passing of signals at danger or ‘end of movement authority’ without authority
— | application of the emergency brake
— | speed at which the train is running
— | any isolation or overriding of the on-board train control (signalling) systems
— | operation of the audible warning device (horn)
— | operation of door controls (release, closure)
— | detection by on-board hot axle box detectors, if fitted
— | identity of the cab for which data is being recorded to be checked.4.2.3.6. Degraded operation
4.2.3.6.1. Advice to other usersThe infrastructure manager in conjunction with the railway undertaking(s) must define a process to immediately inform each other of any situation that impedes the safety, performance and/or the availability of the rail network or rolling stock.
4.2.3.6.2. Advice to train driversIn any case of degraded operation associated with the infrastructure manager’s area of responsibility, the infrastructure manager must give formal instructions to drivers on what measures to take in order to safely overcome the degradation.
4.2.3.6.3. Contingency arrangementsThe infrastructure manager in conjunction with all the railway undertakings operating over his infrastructure, and neighbouring infrastructure managers as appropriate, must define, publish and make available appropriate contingency measures and assign responsibilities based on the requirement to reduce any negative impact as a result of degraded operation.
The planning requirements and the response to such events must be proportional to the nature and potential severity of the degradation.
These measures, which must as a minimum include plans for recovering the network to ‘normal’ status, may also address:

— | rolling stock failures (for example, those which could result in substantial traffic disruption, the procedures for rescuing failed trains);
— | infrastructure failures (for example, when there has been a failure of the electric power or the conditions under which trains may be diverted from the booked route);
— | extreme weather conditions.The infrastructure manager must establish and keep updated contact information for key infrastructure manager and railway undertaking staff who may be contacted in the event of service disruption leading to degraded operation. This information must include contact details both during and outside office hours.
The railway undertaking must submit this information to the infrastructure manager and advise the infrastructure manager of any changes to these contact details.
The infrastructure manager must advise all the railway undertaking(s) of any changes to his details.
4.2.3.7. Managing an emergency situation
The infrastructure manager must, in consultation with:

— | all railway undertakings operating over his infrastructure, or, where appropriate, representative bodies of railway undertakings operating over his infrastructure,
— | neighbouring infrastructure managers, as appropriate,
— | local authorities, representative bodies of the emergency services (including fire fighting and rescue) at either local or national level, as appropriate.define, publish and make available appropriate measures to manage emergency situations and restore the line to normal operation.
Such measures shall typically cover:

— | collisions,
— | fires on train,
— | evacuation of trains,
— | accidents in tunnels,
— | incidents involving dangerous goods
— | derailmentsThe railway undertaking must provide the infrastructure manager with any specific information in respect to these circumstances, especially in respect to the recovery or re-railing of their trains.
Additionally, the railway undertaking must have processes to inform passengers about onboard emergency and safety procedures.
4.2.3.8. Aid to train crew in the event of an incident or of a major rolling stock malfunction
The railway undertaking must define appropriate procedures to assist the train crew in degraded situations in order to avoid or decrease delays caused by technical or other failures of the rolling stock (for example, lines of communication, measures to be taken in case of evacuation of a train).
4.3. Functional and technical specifications of the interfaces
In the light of the essential requirements set out in Chapter 3, the functional and technical specifications of the interfaces are as follows:
4.3.1. Interfaces with the infrastructure TSI

Reference conventional rail operation TSI | | Reference conventional rail infrastructure TSI |
Parameter | Point | Parameter | Point
Braking performance | 4.2.2.6.2 | Longitudinal track resistance | 4.2.7.2
Modifications to information contained in the route book | 4.1.2.2.2 | Operating rules | 4.4
Degraded operation | 4.2.3.64.3.2. Interfaces with the control-command and signalling TSI

Reference conventional rail operation TSI | | Reference conventional rail CCS draft TSI |
Parameter | Point | Parameter | Point
Rule book | 4.2.1.2.1 | |
Operating rules | 4.4 | Operating rules | 4.4
Signal and lineside marker sighting | 4.2.2.8 | Visibility of track-side control-command objects | 4.2.16
Braking performance | 4.2.2.6 | Train braking performance and characteristics | 4.3.2.3
Rule Book | 4.2.1.2.1 | Use of sanding equipment | 4.2.10
Train running number | 4.2.3.2.1 | ETCS DMI | 4.2.12
| GSM-R DMI | 4.2.13
Data recording onboard | 4.2.3.5 | Interface to data recording for regulatory purposes | 4.2.154.3.3. Interfaces with the rolling stock TSI
4.3.3.1. Interfaces with TSI on locomotives and passenger rolling stock TSI

Reference conventional rail operation TSI | | Reference conventional rail locom. and pass. TSI |
Parameter | Point | Parameter | Point
Contingency arrangements | 4.2.3.6.3 | Rescue coupling | 4.2.2.2.4
Train composition | 4.2.2.5 | Interface with infrastructure: axle load parameter | 4.2.3.2
Minimum requirements of the braking system | 4.2.2.6.1 | Braking performance | 4.2.4.5
Train visibility | 4.2.2.1 | External front and rear lights | 4.2.7.1
Train audibility | 4.2.2.2 | Horn | 4.2.7.2
Signal sighting | 4.2.2.8 | External visibility | 4.2.9.1.3
Optical characteristics of the windscreen | 4.2.9.2.2
Internal lighting | 4.2.9.1.8
Driver vigilance | 4.2.2.9 | Driver’s activity control function | 4.2.9.3.1
Data recording | 4.2.3.5.2 | Recording device | 4.2.9.54.3.3.2. Interfaces with TSI on freight wagons

Reference conventional rail operation TSI | | Reference conventional freight wagon draft TSI |
Parameter | Point | Parameter | Point
Rear end | 4.2.2.1.3.2 | Attachment devices for rear-end signal | 4.2.6.3
Rear end | 4.2.2.1.3.2 | Rear-end signal | Annex E
Train composition | 4.2.2.5 | Gauging | 4.2.3.1
Train composition | 4.2.2.5 | Axle load parameter | 4.2.3.3.2
Contingency arrangements | 4.2.3.6.3 | Lifting and jacking | 4.2.2.2
Train braking | 4.2.2.6 | Brake | 4.2.44.3.4. Interfaces with the Energy TSI

Reference conventional rail operation TSI | | Reference conventional rail energy TSI |
Parameter | Point | Parameter | Point
Description of the line and the relevant line side equipment associated with the lines worked over | 4.2.1.2.2 | Management of power supply | 4.4.2
Informing the driver in real time | 4.2.1.2.2.3 | |
Modifications to information contained within the route book | 4.2.1.2.2.2 | Execution of works | 4.4.34.4. Operating rules
The rules and procedures enabling coherent operation of new and different structural subsystems intended to be used in the TEN, and in particular those that are linked directly to the operation of a new train control and signalling system, must be identical where identical situations exist.
To this end, the operating rules for the European Rail Traffic Management System (ERTMS/ETCS) and for ERTMS/GSM-R radio system are specified in Appendix A.
Other operating rules, which are able to be standardised across the TEN, will be specified in Appendix B.
4.5. Maintenance rules
Not applicable
4.6. Professional qualifications
In accordance with point 2.2.1 of this TSI, this point deals with professional and linguistic competency and the assessment process required for staff to attain this competency.
4.6.1. Professional competency
Staff (including contractors) of the railway undertaking and the infrastructure manager must have attained appropriate professional competency to undertake all necessary safety-related duties in normal, degraded and emergency situations. Such competency comprises professional knowledge and the ability to put this knowledge into practice.
Minimum elements relevant to professional qualification for individual tasks can be found in Appendices J and L.
4.6.1.1. Professional knowledge
Taking these appendices into account and dependant on the duties of the individual staff member concerned, the knowledge required will comprise the following:

(a) | general railway operation with particular emphasis on safety-critical activity:—principles of operation of their organisation’s safety management system;—the roles and responsibilities of the key players involved in interoperable operations;—appreciation of hazards, especially in relation to the risks involving railway operation and electric traction supply. | — | principles of operation of their organisation’s safety management system; | — | the roles and responsibilities of the key players involved in interoperable operations; | — | appreciation of hazards, especially in relation to the risks involving railway operation and electric traction supply.
— | principles of operation of their organisation’s safety management system;
— | the roles and responsibilities of the key players involved in interoperable operations;
— | appreciation of hazards, especially in relation to the risks involving railway operation and electric traction supply.
(b) | appropriate knowledge of safety-related tasks in respect to procedures and interfaces for:—lines and line-side equipment;—rolling stock;—the environment. | — | lines and line-side equipment; | — | rolling stock; | — | the environment.
— | lines and line-side equipment;
— | rolling stock;
— | the environment.4.6.1.2. Ability to put this knowledge into practice
The ability to apply this knowledge in routine, degraded and emergency situations will require staff to be fully acquainted with:

— | the method and principles for applying these rules and procedures
— | the process for the use of line-side equipment and rolling stock, as well as any specific safety-related equipment
— | the principles of the safety management system to avoid the introduction of any undue risk to people and process.Staff must also possess a general ability to adapt to the different circumstances an individual may encounter.
Railway undertakings and infrastructure managers are required to establish a competence management system to ensure that the individual competency of their staff involved is assessed and maintained. Additionally, training must be provided, as necessary, to ensure that knowledge and skills are kept up to date, especially in relation to weaknesses or deficiencies in system or individual performance.
4.6.2. Linguistic competency
4.6.2.1. Principles
The infrastructure manager and the railway undertaking are required to ensure that their relevant personnel are competent in the use of the communication protocols and principles set out in this TSI.
Where the operating language used by the infrastructure manager differs from that habitually used by the railway undertaking’s personnel, such linguistic and communications training must form a critical part of the railway undertaking’s overall competency management system.
Railway undertaking staff whose duties require them to communicate with staff of the infrastructure manager in connection with safety-critical matters, whether in routine, degraded or emergency situations, must have a sufficient level of knowledge in the operating language of the infrastructure manager.
4.6.2.2. Level of knowledge
The level of knowledge in the infrastructure manager’s language must be sufficient for safety purposes.

(a) | As a minimum this must comprise of the driver being able to:—send and understand all the messages specified in Appendix C to this TSI;—effectively communicate in routine, degraded and emergency situations;—complete the forms associated with the use of the Book of Forms; | — | send and understand all the messages specified in Appendix C to this TSI; | — | effectively communicate in routine, degraded and emergency situations; | — | complete the forms associated with the use of the Book of Forms;
— | send and understand all the messages specified in Appendix C to this TSI;
— | effectively communicate in routine, degraded and emergency situations;
— | complete the forms associated with the use of the Book of Forms;
(b) | Other members of the train crew whose duties require them to communicate with the infrastructure manager on safety-critical matters, must as a minimum, be able to send and understand information describing the train and its operational status.Guidance on the appropriate levels of competency is defined in Appendix E. The level of knowledge for drivers must be at least level 3. The level of knowledge for staff accompanying trains must be at least level 2.
4.6.3. Initial and ongoing assessment of staff
4.6.3.1. Basic elements
Railway undertakings and infrastructure managers are required to define the assessment process for their staff.
It is recommended that account be taken of each of the following:
A. Selection of personnel
— | evaluation of individual experience and competence
— | evaluation of individual competence in the use of any required foreign language(s) or the aptitude to learn themB. Initial professional training
— | analysis of training needs;
— | training resources
— | training of the trainersC. Initial assessment
— | basic conditions;
— | assessment programme, including practical demonstration;
— | qualification of the trainers.
— | deliver a certificate of competency.D. Competency retention
— | principles for retention of competency
— | methods to be followed
— | formalisation of the competency retention process.
— | assessment process.E. Refresher training
— | principles for ongoing training (including language)4.6.3.2. Analysis of training needs
4.6.3.2.1. Development of the analysis of training needsThe railway undertaking and the infrastructure manager must undertake an analysis of training needs for their relevant staff.
This analysis must set out both scope and complexity and take into account the risks associated with the operation of trains on the TEN, especially in relation to human capabilities and limitations (human factors) which may come about as a result of:

— | differences in operating practices between infrastructure managers and the risks associated with changing between these;
— | the differences between tasks, operating procedures and communication protocols;
— | any difference in the ‘operating’ language used by the infrastructure manager’s personnel;
— | local operating instructions which may include special procedures or particular equipment to be applied in certain cases, for example a specific tunnel.Guidance on the elements that should be considered can be found in the appendices referred to in point 4.6.1. As appropriate, elements of the training for staff must be put in places which take these into account.
It is possible that due to the type of operation envisaged by a railway undertaking or the nature of the network being run by an infrastructure manager, some of the elements in the appendices referred to in point 4.6.1. will not be appropriate. The analysis of training needs must document those not deemed appropriate and the reasons why.
4.6.3.2.2. Updating the analysis of training needsThe railway undertaking and the infrastructure manager must define a process for reviewing and updating their individual training needs, taking into account issues such as previous audits, system feedback and known changes to rules and procedures, infrastructure and technology.
4.6.3.2.3. Specific elements for train crew and auxiliary staff4.6.3.2.3.1. Infrastructure knowledgeThe railway undertaking must ensure that the on board staff has appropriate knowledge for the relevant infrastructure.
The railway undertaking must define the process by which knowledge of on board staff of the routes worked over is acquired and maintained. This process must be:

— | based upon the route information provided by the infrastructure manager and
— | in accordance with the process described in point 4.2.1.4.6.3.2.3.2. Knowledge of rolling stockThe railway undertaking must define the process for the acquisition and retention of traction and rolling stock knowledge by its train crew.
4.6.3.2.3.3. Auxiliary staffThe railway undertaking must make sure that the auxiliary staff (for example, catering and cleaning) not forming part of the ‘train crew’ is, in addition to their basic instruction, trained to respond to the instructions of the fully trained members of the ‘train crew’.
4.7. Health and safety conditions
4.7.1. Introduction
Staff specified in point 4.2.1 as staff performing safety-critical tasks in accordance with point 2.2 must have appropriate fitness to ensure that overall operational and safety standards are met.
Railway undertakings and infrastructure managers must set up and document the process they put in place to meet the medical, psychological and health requirements for their staff within their safety management system.
Medical examinations as specified in point 4.7.4 and any associated decisions on the individual fitness of staff must be conducted by a recognised occupational doctor.
Staff must not perform safety-critical work whilst vigilance is impaired by substances such as alcohol, drugs or psychotropic medication. Therefore, the railway undertaking and the infrastructure manager must have in place procedures to control the risk that staff attend for work under the influence of such substances, or consume such substances at work.
National rules of the Member State where a train service is operated apply with regard to defined limits of the above mentioned substances.
4.7.2. Deleted
4.7.3. Deleted
4.7.4. Medical examinations and psychological assessments
4.7.4.1. Before appointment
4.7.4.1.1. Minimum content of the medical examinationMedical examinations must cover:

— | General medical examination;
— | Examinations of sensory functions (vision, hearing, colour perception);
— | Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clinical examination;
— | Screening for drugs of abuse.4.7.4.1.2. Psychological assessmentThe aim of the psychological assessment is to support the railway undertaking in the appointment and management of staff who have the cognitive, psychomotor, behavioural and personality capabilities to perform their roles safely.
In determining the content of the psychological assessment the psychologist must, as a minimum, take the following criteria into account relevant to the requirements of each safety function:

(a) | Cognitive:—Attention and concentration—Memory—Perceptive capability—Reasoning—Communication | — | Attention and concentration | — | Memory | — | Perceptive capability | — | Reasoning | — | Communication
— | Attention and concentration
— | Memory
— | Perceptive capability
— | Reasoning
— | Communication
(b) | Psychomotor:—Speed of reaction—Gestured co-ordination | — | Speed of reaction | — | Gestured co-ordination
— | Speed of reaction
— | Gestured co-ordination
(c) | Behavioural and personality—Emotional self control—Behavioural reliability—Autonomy—Conscientiousness | — | Emotional self control | — | Behavioural reliability | — | Autonomy | — | Conscientiousness
— | Emotional self control
— | Behavioural reliability
— | Autonomy
— | ConscientiousnessIf the psychologist omits any of those elements, the respective decision must be justified and documented.
4.7.4.2. After appointment
4.7.4.2.1. Periodicity of periodic medical examinationsAt least one systematic medical examination must be performed:

— | Every 5 years for staff aged up to 40;
— | Every 3 years for staff aged between 41 and 62;
— | Every year for staff aged over 62.Increased periodicity of examination must be set by the occupational doctor if the state of health of the member of the staff requires so.
4.7.4.2.2. Minimum content of the periodic medical examinationIf the worker complies with the criteria required at the examination, which is carried out before practising an occupation, the periodic specialised examinations must include as a minimum:

— | General medical examination;
— | Examination of sensory functions (vision, hearing, colour perception);
— | Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clinical examination;
— | Screening for drugs of abuse where clinically indicated.4.7.4.2.3. Additional medical examinations and/or psychological assessmentsBesides the periodic medical examination, an additional specific medical examination and/or psychological assessment must be performed where there is reasonable ground for doubting the medical or psychological fitness of a member of staff or reasonable suspicion of use of drugs of abuse or abuse or inappropriate use of alcohol. This would be the case especially after an incident or accident caused by human error on the part of the individual.
The employer must request a medical examination after any sickness absence exceeding 30 days. In suitable cases such an examination can be limited to an assessment by the occupational doctor based on available medical information indicating that the employee’s fitness for work has not been affected.
The railway undertaking and the infrastructure manager must put systems in place to ensure that such additional examinations and assessments are undertaken as appropriate.
4.7.5. Medical requirements
4.7.5.1. General requirements
Staff must not suffer from medical conditions or take medical treatment likely to cause:

— | Sudden loss of consciousness;
— | Impairment of awareness or concentration;
— | Sudden incapacity;
— | Impairment of balance or co-ordination;
— | Significant limitation of mobility.The following vision and hearing requirements must be met:
4.7.5.2. Vision requirements

— | Aided or unaided distance visual acuity: 0,8 (right eye + left eye — measured separately); minimum of 0,3 for the worse eye.
— | Maximum corrective lenses: hypermetropia + 5/myopia — 8. The occupational doctor may allow values outside this range in exceptional cases and after having sought the opinion of an eye specialist.
— | Intermediate and near vision: sufficient whether aided or unaided.
— | Contact lenses are allowed.
— | Normal colour vision: using a recognised test, such as the Ishihara, completed by another recognised test if required.
— | Vision field: normal (absence of any abnormality affecting the task to be performed)
— | Vision for both eyes: present
— | Binocular vision: present
— | Contrast sensitivity: good
— | Absence of progressive eye disease
— | Lens implants, keratotomies and keratectomies are allowed only on condition that they are checked on a yearly basis or according to a periodicity set by the occupational doctor.4.7.5.3. Hearing requirements
Sufficient hearing confirmed with tone audiogram, that is:

— | Hearing good enough to keep a phone conversation going and be able to hear alert tones and radio messages.
— | The following values given for information should be taken as guidelines:
— | The hearing deficiency must not be higher than 40 dB at 500 and 1 000 Hz;
— | The hearing deficiency must not be higher than 45 dB at 2 000 Hz for the ear with the worst air conduction of sound.4.8. Registers of infrastructure and vehicles
Due to the characteristics of the registers of infrastructure and vehicles, as defined in Articles 33, 34 and 35 of Directive 2008/57/EC, these registers are not suitable for the particular requirements of the operation and traffic management subsystem. Therefore this TSI specifies nothing in respect of these registers.
However, there is an operational requirement for certain infrastructure related data items to be made available to a railway undertaking and conversely for certain rolling stock related items to be made available to an infrastructure manager, as specified in point 4.8.1 and point 4.8.2. In both cases the data concerned must be complete and accurate.
4.8.1. Infrastructure
The requirements for the conventional rail infrastructure related data items with regard to the operation and traffic management subsystem, and which must be made available to railway undertakings, are specified in Appendix D. The infrastructure manager is responsible for the correctness of the data.
4.8.2. Rolling stock
The following rolling stock related data items must be available to infrastructure managers. The keeper is responsible for the correctness of the data:

— | whether the vehicle is constructed from materials which can be hazardous in case of accidents or fire (for example, asbestos)
— | length over buffers.5. INTEROPERABILITY CONSTITUENTS5.1. Definition
According to Article 2(f) of Directive 2008/57/EC, ‘interoperability constituents’ means ‘any elementary component, group of components, subassembly or complete assembly of equipment incorporated or intended to be incorporated into a subsystem, upon which the interoperability of the rail system depends directly or indirectly. The concept of a “constituent” covers both tangible objects and intangible objects such as software’.
5.2. List of constituents
In respect to the operation and traffic management subsystem, there are no interoperability constituents.
6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM6.1. Interoperability constituents
As this TSI does not yet specify any interoperability constituents, no assessment arrangements are discussed.
6.2. Operation and traffic management subsystem
6.2.1. Principles
The operation and traffic management subsystem is a functional subsystem according to Annex II to Directive 2008/57/EC.
In conformity with Articles 10 and 11 of Directive 2004/49/EC, railway undertakings and infrastructure managers must demonstrate compliance with the requirements of this TSI within their safety management system when applying for any new or amended safety certificate or safety authorisation.
The common safety methods on conformity assessment require national safety authorities to set up an inspection regime to supervise and monitor the day to day compliance with the safety management system including all TSIs. It should be noted that none of the elements contained within this TSI require separate assessment by a Notified Body.
Requirements in this TSI that refer to structural subsystems and are listed in the interfaces (point 4.3) are assessed under the relevant structural TSIs.
7. IMPLEMENTATION7.1. Principles
Implementation of this TSI and conformity with the relevant points of this TSI must be determined in accordance with an implementation plan that must be drawn up by each Member State for the lines for which they are responsible.
This plan must take into account:

(a) | the specific human factors issues associated with operating any given line;
(b) | the individual operating and safety elements of each line involved; and
(c) | whether implementation of the element(s) under consideration is to be:—for all trains on the line, or not,—only for certain lines,—applicable on all TEN lines,—applicable to all trains running on TEN lines | — | for all trains on the line, or not, | — | only for certain lines, | — | applicable on all TEN lines, | — | applicable to all trains running on TEN lines
— | for all trains on the line, or not,
— | only for certain lines,
— | applicable on all TEN lines,
— | applicable to all trains running on TEN lines
(d) | the relationship with implementation with the other subsystems (control-command and signalling, rolling stock, etc.).At this time any specific exceptions that may be applicable should be taken into account and documented as part of the plan.
The implementation plan must take into account the various levels of potential for implementation from any of the following events, namely when:

(a) | a railway undertaking or infrastructure manager commences operations,
(b) | a renewal or upgrade to the existing operational systems of a railway undertaking or infrastructure manager is introduced,
(c) | new or upgraded infrastructure, energy, rolling stock or command control & signalling subsystems, requiring a corresponding set of operating procedures, are put into service.It is commonly understood that the full implementation of all elements of this TSI cannot be complete until the hardware (infrastructure, control and command, etc.) that is to be operated has been harmonised. The guidelines set out in this Chapter must therefore only be seen as an interim phase supporting migration to the target system.
7.2. Implementation guidelines
There are three distinct elements to implementation:

(a) | Confirmation that any existing systems and processes comply with the requirements of this TSI
(b) | Adaptation of any existing systems and processes to comply with the requirements of this TSI
(c) | New systems and processes arising from implementation of other subsystems—New/upgraded conventional lines (infrastructure/energy)—New or upgraded ETCS signalling installations, GSM-R radio installations, Hot Axle Box Detectors, … (control-command and signalling)—New rolling stock (rolling stock) | — | New/upgraded conventional lines (infrastructure/energy) | — | New or upgraded ETCS signalling installations, GSM-R radio installations, Hot Axle Box Detectors, … (control-command and signalling) | — | New rolling stock (rolling stock)
— | New/upgraded conventional lines (infrastructure/energy)
— | New or upgraded ETCS signalling installations, GSM-R radio installations, Hot Axle Box Detectors, … (control-command and signalling)
— | New rolling stock (rolling stock)7.3. Specific cases
7.3.1. Introduction
The following special provisions are permitted in the specific cases below.
These specific cases belong to two categories:

(a) | the provisions apply either permanently (case ‘P’), or temporarily (case ‘T’).
(b) | In temporary cases Member States shall conform with the relevant subsystem either by2016(case ‘T1’), or by2024(case ‘T2’).7.3.2. List of specific cases
7.3.2.1. Temporary specific case (T1) Estonia, Latvia and Lithuania
For the implementation of point 4.2.2.1.3.2 of this TSI, trains which are operated solely on the 1 520 mm gauge network of Estonia, Latvia and Lithuania may use another specified train rear end signal.
7.3.2.2. Temporary specific case (T2) Ireland and United Kingdom
For the implementation of 4.2.3.2.1 of this TSI, Ireland and United Kingdom are using alphanumeric number in the existing systems. The MS set out the requirements and time schedule for the transition from alphanumeric train running numbers to numeric train running numbers in the target system.

(1)
OJ L 260, 30.9.2008, p. 13.

ERTMS/ETCS OPERATING RULES

Appendix AThe operating rules for ERTMS/ETCS and ERTMS/GSM-R are specified in the technical document ‘ETCS and GSM-R rules and principles — Version 1’ published on the ERA website (http://www.era.europa.eu).

OTHER RULES ENABLING A COHERENT OPERATION

Appendix BA. GENERALReserved
B. STAFF SAFETY AND SECURITYReserved
C. OPERATIONAL INTERFACE WITH SIGNALLING AND COMMAND AND CONTROL EQUIPMENTC1. Sanding
If the train is equipped with a manually activated sanding device, the driver shall always be allowed to apply sand but shall avoid it wherever possible:

— | in the area of points and crossings,
— | during braking at speeds less than 20 km/h,
— | when at a standstill.The exceptions to this are:

— | if there is a risk of SPAD (Signal Passed at Danger), or other serious incident and the application of sand would assist adhesion,
— | when starting away,
— | when required to test the sanding equipment on the traction unit (testing should normally be undertaken in areas specifically designated in the Infrastructure Register).C2. Activation of Hot Axle Box Detectors
Reserved
D. TRAIN MOVEMENTSD1. Normal conditions
D2. Degraded conditions
Reserved
E. ANOMALIES, INCIDENTS AND ACCIDENTSReserved

SAFETY RELATED COMMUNICATIONS METHODOLOGY

Appendix CINTRODUCTIONThis Appendix sets out the rules for safety-related ground-to-mobile and mobile-to-ground communications applicable to information transmitted or exchanged for safety-critical situations on the interoperable network and in particular to:

— | define the nature and structure of the safety-related messages,
— | define the methodology for voice transmission of those messages.This Appendix is to serve as basis:

— | in order to enable the infrastructure manager to draw-up the messages and books of forms. These elements shall be addressed to the railway undertaking at the same time as the rules and regulations are made available; for the Infrastructure Manager and the Railway Undertaking to draw-up the documents for their staff (Books of Forms), instructions for staff authorising train movements and Appendix 1 to the Driver’s Rule Book ‘Manual of communication procedures’.The extent to which forms are used and their structure may vary. For some risks the use of forms will be appropriate, whilst for others it will not be appropriate.
In the context of a given risk, the Infrastructure Manager shall decide whether the use of a form is appropriate. A form should only be used if the value of its safety and performance benefits exceeds that of any safety and performance disadvantage.
The Infrastructure Managers must structure his communications protocol in a formalised way and in line with the following three categories:

— | urgent (emergency) verbal messages,
— | written orders,
— | additional performance messages.To support the disciplined approach to transmission of these messages a Communications Methodology has been developed.
1. COMMUNICATIONS METHODOLOGY1.1. Elements and principles of the methodology
1.1.1. Standard terminology to be used in the procedures
1.1.1.1. Speech transmission procedure
Term transferring the opportunity to speak to the opposite party:

over
1.1.1.2. Message receiving procedure

— | upon receiving a direct messageTerm confirming that the sent message has been received:receivedTerm used to have the message repeated in the event of poor reception or misunderstandingsay again (+ speak slowly)
— | upon reception of a message that has been read-backTerms used to ascertain whether a read-back message exactly matches the sent message:corrector not:error (+ I say again)1.1.1.3. Communications breaking procedure

— | if the message has ended:out
— | if break is temporary and does not break the connectionTerm used to keep the other party waiting:wait
— | if break is temporary but the connection is brokenTerm used to tell the other party that the communication is going to be broken but will be resumed later on:I call again1.1.1.4. Cancelling a written order
Term used to cancel the written order procedure underway:

cancel procedure …If the message is then subsequently to be resumed, the procedure shall be repeated from the start.
1.1.2. Principles to be applied in the event of error or misunderstanding
To permit the correction of possible errors during communication, the following rules shall be applied:
1.1.2.1. Errors

— | error during transmissionWhen a transmission error is discovered by the sender himself, the sender must request cancellation by sending the following procedure message:error (+ prepare new form…)or:error + I say againand then send the initial message again.
— | error during read-backWhen the sender discovers an error whilst the message is being read back to him, the sender shall send the following procedure messages:error + I say againand send the initial message again.1.1.2.2. Misunderstanding
If one of the parties misunderstands a message he must ask the other party to repeat the message by using the following text:

say again (+ speak slowly)
1.1.3. Word, number, time, distance, speed and date spelling code
To help understanding and expressing messages in different situations, each term must be pronounced slowly and correctly by spelling out any words or names and figures likely to be misunderstood. Examples would be the identifying codes for signals or points.
The following spelling rules shall apply:
1.1.3.1. Spelling out of words and letter groups
The International Phonetic Alphabet shall be used.

A | Alpha
B | Bravo
C | Charlie
D | Delta
E | Echo
F | Foxtrot
G | Golf
H | Hotel
I | India
J | Juliet
K | Kilo
L | Lima
M | Mike
N | November
O | Oscar
P | Papa
Q | Quebec
R | Romeo
S | Sierra
T | Tango
U | Uniform
V | Victor
W | Whisky
X | X-ray
Y | Yankee
Z | ZuluExample:
Points A B= points alpha-bravo.
Signal Number KX 835= signal Kilo X-Ray eight three five.
The Infrastructure Manager may add further letters, along with a phonetic pronunciation for each letter added, if required by the alphabet of the Infrastructure Manager’s operating language(s).
The Railway Undertaking may add further indications about pronunciation, as it deems necessary.
1.1.3.2. Expression of numbers
Numbers shall be spoken digit by digit.

0 | Zero
1 | One
2 | Two
3 | Three
4 | Four
5 | Five
6 | Six
7 | Seven
8 | Eight
9 | NineExample: train 2183 = train two-one-eight-three.
Decimals shall be expressed by the word ‘point’.
Example: 12.50 = one-two-point-five-zero
1.1.3.3. Expression of time
The time shall be given in local time, in plain language.
Example: 10:52 hours = ten fifty-two.
Whilst this is the principle, it would also be acceptable, whenever necessary, for the time to be spelled out digit by digit (one zero five two hours).
1.1.3.4. Expression of distances and speeds
Distances shall be expressed in kilometres and speeds in kilometres per hour.
Miles may be used if that unit is used on the infrastructure concerned.
1.1.3.5. Expression of dates
Dates shall be expressed in the usual manner.
Example: 10 December
1.2. Communications structure
The voice transmission of safety-related messages shall in principle comprise two phases as follows:

— | identification and request for instructions,
— | transmission of the message itself and termination of the transmission.The first phase may be cut back or entirely skipped for top priority safety messages.
1.2.1. Rules for identification and requests for instruction
To enable the parties to identify one another, define the operational situation and transmit procedural instructions, the following rules shall apply:
1.2.1.1. Identification
It is very important that at the beginning of each communication, other than very urgent top priority emergency messages, the persons who are going to communicate identify themselves. Drivers identify themselves by train running number and position. For communication between signaller and driver it is the signaller’s lead responsibility to ensure that the right signaller and driver are in communication. This is especially critical when communication is taking place in areas where communications boundaries overlap.
This principle shall apply even after an interruption during transmission.
The following messages shall be used for this purpose by the different parties.

— | by the staff authorising train movements:Train …(number)this is … Signals(name) | Train …(number)this is … Signals(name)
Train …(number)this is … Signals(name)
— | by the driver:… Signals(name)this is train …(number) | … Signals(name)this is train …(number)
… Signals(name)this is train …(number)It should be noted that the identification may be followed by an additional information message giving the staff authoring train movements enough details of the situation to determine precisely the procedure that the driver may subsequently be required to follow.
1.2.1.2. Request for instructions
Every application of a procedure supported by a written order must be preceded by a request for instructions.
The following terms shall be used to request instructions:

prepare procedure …1.2.2. Rules for transmission of written orders and verbal messages
1.2.2.1. Top priority safety messages
Due to their urgent and imperative nature, these messages:

— | may be sent or received while running,
— | may skip the identification part,
— | shall be repeated,
— | shall, as soon as possible, be followed by further information.1.2.2.2. Written Orders
In order to reliably send or receive (at a standstill) the procedural messages contained in the Book of Forms, the following rules shall be followed:
1.2.2.2.1. Message sendingThe form may be completed prior to transmitting the message so that the full text of the message can be sent in one single transmission.
1.2.2.2.2. Message receivingThe receiver of the message must fill in the form contained in the Book of Forms based upon the information given by the sender.
1.2.2.2.3. Read-backAll the predetermined railway messages in the Book of Forms shall be required to be read back. The read-back shall include the message shown in the grey field on the Forms, the ‘report back’ section and any additional or complementary information.
1.2.2.2.4. Acknowledgement of correct read-backEvery read-back message shall be followed by an acknowledgement of conformity or non-conformity given by the sender of the message.

correct
or

error + I say again
followed by a repeat sending of the initial message
1.2.2.2.5. AcknowledgementEvery message received shall be acknowledged positively or negatively as follows:

received
or

negative, say again (+ speak slowly)
1.2.2.2.6. Traceability and verificationA unique identification or authorisation number shall accompany all messages initiated from the ground:

— | if the message concerns an action for which the driver requires a specific authorisation (e.g. passing a signal at danger, …):authorisation…(number) | authorisation…(number)
authorisation…(number)
— | in all other cases (e.g. proceeding with caution, …):message…(number) | message…(number)
message…(number)1.2.2.2.7. Reporting BackEvery message comprising a request to ‘report back’ shall be followed by a ‘report’.
1.2.2.3. Additional messages
Additional messages:

— | shall be preceded by the identification procedure,
— | shall be short and precise (limited wherever possible to information to be communicated and where it applies),
— | shall be read back and followed by an acknowledgement of correct read-back, or not,
— | may be followed by a request for instructions or a request for further information.1.2.2.4. Information messages with a variable non-predetermined content
Information messages with a variable content shall be:

— | preceded by the identification procedure,
— | prepared before sending,
— | read back and followed by an acknowledgement of correct read-back, or not.2. PROCEDURAL MESSAGES2.1. Nature of the messages
Procedural messages are used to send operational instructions associated with appropriate situations represented in the Driver’s Rule Book.
They comprise the text of the message itself, corresponding to a situation, and a number identifying the message.
If the message requires the recipient to report back, the text of the report is also given.
These messages use predetermined wording prescribed by the Infrastructure Manager in his ‘operating language’ and they are presented in the form of pre-prepared forms in either paper format or in computer medium.
2.2. Forms
Forms are a formalised medium for communicating procedural messages. These messages are generally those associated with degraded working conditions. Typical examples would be the authority for a driver to pass a signal or an ‘end of movement authority’, the requirement to run at reduced speed in a particular area, or to examine the line. There may well be other circumstances that will require the use of such messages.
Their purpose is to:

— | provide a common working document used in real-time by the staff authorising train movements and by the drivers,
— | provide the driver (especially when working in an unfamiliar or rare environment) with a reminder of the procedure he will required to follow,
— | enable traceability of communications.In order to identify the forms, a unique code word or number relating to the procedure shall be developed. This could be based on the potential frequency that a form would be used. If, of all the forms being developed, the likelihood is that the one most often used is the one for passing a signal or EOA at danger, then this one could be numbered 001 and so on.
2.3. Book of Forms
Having identified all the forms to be used, the whole set must be collected into a document or a computer medium called the Book of Forms.
It is a joint document that will be used by the driver and the staff authorising the movement of trains when they communicate with each other. It is important therefore that the book used by the driver and the one used by the staff authorising the movement of trains are constructed and numbered in the same manner.
The Infrastructure Manager is responsible for drawing-up the Book of Forms and the forms themselves in his ‘operating language’.
The language to be used when transmitting the messages shall always be the ‘operating language’ of the Infrastructure Manager.
The Book of Forms shall comprise two parts.
The first part contains the following items:

— | a reminder about the utilisation of the Book of Forms,
— | an index of ground-originated Procedure Forms,
— | an index of driver-originated Procedure Forms, where appropriate,
— | the list of situations cross-referencing to which procedure form is to be used,
— | a glossary giving the situations to which each procedure form applies,
— | the code for spelling out messages (phonetic alphabet etc.).The second part contains the Procedure Forms themselves. These must be collected by the RU and given to the driver.
3. ADDITIONAL MESSAGESAdditional messages are information messages used to inform about situations of a rare nature and for which therefore a pre-determined form is considered unnecessary, or related to train running or to the technical condition of the train or the infrastructure, either:

— | by the driver to inform the staff authorising train movements, or
— | by the staff authorising train movements to advise the driver.To make it easier to describe the situations and construct the information messages, message guidelines, a glossary of railway terminology, a descriptive diagram of the rolling stock being employed and a descriptive statement of the infrastructure equipment (track, traction supply, etc.) may be beneficial.
3.1. Guideline structure for messages
These messages may be structured along the following lines:

Stage in the communication flow | Message element
Reason for passing the information | for informationfor action |  | for information |  | for action
 | for information
 | for action
Observation | There isI sawI hadI hit |  | There is |  | I saw |  | I had |  | I hit
 | There is
 | I saw
 | I had
 | I hit
Position |
—along the line | — | along the line | at …(station name)…(characteristic point)at mile post/kilometre point …(number) |  | at …(station name) |  | …(characteristic point) |  | at mile post/kilometre point …(number)
— | along the line
 | at …(station name)
 | …(characteristic point)
 | at mile post/kilometre point …(number)
—in respect to my train | — | in respect to my train | power car …(number)trailer car …(number) |  | power car …(number) |  | trailer car …(number)
— | in respect to my train
 | power car …(number)
 | trailer car …(number)
Nature—object—person | — | object | — | person | …(see glossary)
— | object
— | person
State |
—static | — | static | standing onlying onfallen on |  | standing on |  | lying on |  | fallen on
— | static
 | standing on
 | lying on
 | fallen on
—moving | — | moving | walkingrunningtowards |  | walking |  | running |  | towards
— | moving
 | walking
 | running
 | towards
Location with respect to the tracks | These messages may be followed by a request for instructions.
The elements of the messages are provided in both the language chosen by the Railway Undertaking and in the operating language(s) of the Infrastructure Managers concerned.
3.2. Glossary of Railway Terminology
The Railway Undertaking shall produce a glossary of railway terminology for each network over which his trains operate. It shall supply the terms in regular use in the language chosen by the Railway Undertaking and in the ‘operating’ language of the Infrastructure Manager(s) whose infrastructure is worked over.
The glossary shall be composed of two parts:

— | a listing of terms by subject matter,
— | a listing of the terms in alphabetical order.3.3. Descriptive diagram of the rolling stock
If the Railway Undertaking feels it would benefit his operation a descriptive diagram of the rolling stock used shall be prepared. It shall list the names of the various components that may be the subject of communications with the different Infrastructure Managers concerned and include the common names for the standard terms in the language chosen by the Railway Undertaking and in the ‘operating’ language of the Infrastructure Manager(s) whose infrastructure is worked over.
3.4. Descriptive statement of the characteristics of the infrastructure equipment (track, traction supply, etc.)
If the Railway Undertaking feels it would benefit his operation a descriptive statement of the characteristics of the infrastructure equipment (track, traction supply, etc.) on the route worked over shall be prepared. This shall show the names of the various components that may be the subject of communications with the Infrastructure Manager(s) concerned. It shall include the common names for the standard terms in the language chosen by the Railway Undertaking and in the ‘operating’ language of the Infrastructure Manager(s) whose infrastructure is worked over.
4. TYPE AND STRUCTURE OF VERBAL MESSAGES4.1. Emergency messages
Emergency messages are intended to give urgent operational instructions that are directly linked with the safety of the railway.
To avoid any risk of misunderstanding, messages must always be repeated once.
Classified according to need, the main messages which can be sent are indicated hereafter.
The Infrastructure Manager may, in addition, define other emergency messages according to the needs of his operation.
Emergency messages may be followed by a Written Order (see Subsection 2).
The type of text that goes to form Emergency messages must be included in Appendix 1 ‘Manual of communications procedures’ to the Driver’s Rule Book and in the documentation issued to staff authorising train movements.
4.2. Messages sent either by the ground or the driver

| (a) | Need to stop all trains:The need to stop all trains must be transmitted by means of an acoustic signal; if this is not available the following phrase must be used:Emergency, stop all trainsInformation on location or area is, if necessary, specified in the message.In addition, this message is to be quickly complemented, if possible, by the reason, the location of the emergency and the train’s identification:ObstructionOr FireOr…(other reason)on line…at…(km)(name)Driver of train…(number) | ObstructionOr FireOr…(other reason)on line…at…(km)(name)Driver of train…(number)
ObstructionOr FireOr…(other reason)on line…at…(km)(name)Driver of train…(number)
| (b) | Need to stop a particular train:Train…(on line/track)(name) (name/number)In this circumstance the name or number of the line or track on which the train is running may be used to complement the message. | Train…(on line/track)(name) (name/number)
Train…(on line/track)(name) (name/number)4.3. Messages issued by the driver
Need to cut the traction power supply:

Emergency current isolation
This message is to be quickly complemented, if possible, by the reason, the location of the emergency and the train’s identification:

At…(km)on…line/track(name/number)between…and…(station) (station)Reason…Driver of train…(number)In this circumstance the name or number of the line or track on which the train is running may be used to complement this message.

INFORMATION TO WHICH THE RAILWAY UNDERTAKING MUST HAVE ACCESS IN CONNECTION WITH THE ROUTE(S) OVER WHICH HE INTENDS TO OPERATE

Appendix DPART 1. GENERIC INFORMATION REGARDING THE INFRASTRUCTURE MANAGER1.1. Name(s)/identity of infrastructure manager(s)
1.2. Country (or Countries)
1.3. Brief description
1.4. List of general operational rules and regulations (and how to obtain them)
PART 2. MAPS AND DIAGRAMS2.1. Geographic map
| 2.1.1. | Routes
| 2.1.2. | Principal locations (stations, yards, junctions, freight terminals)2.2. Line diagramInformation to be included on diagrams, supplemented as necessary by text. Where a separate station/yard/depot diagram is provided then information on line diagram may be simplified

| 2.2.1. | Indication of distance
| 2.2.2. | Identification of running lines, loops, sidings and catch/trap points
| 2.2.3. | Connections between running lines
| 2.2.4. | Principal locations (stations, yards, junctions, freight terminals)
| 2.2.5. | Location and meanings of all fixed signals2.3. Station/Yard/Depot diagrams (NB: Applies only to locations available to interoperable traffic)Information to be identified on location specific diagrams, supplemented as necessary by text

| 2.3.1. | Name of location
| 2.3.2. | Location identity code
| 2.3.3. | Type of location (passenger terminal, freight terminal, yard, depot)
| 2.3.4. | Location and meanings of all fixed signals
| 2.3.5. | Identification and plan of tracks, including catch/trap points
| 2.3.6. | Identification of platforms
| 2.3.7. | Length of platforms
| 2.3.8. | Height of platforms
| 2.3.9. | Identification of sidings
| 2.3.10. | Length of sidings
| 2.3.11. | Availability of shore electric supply
| 2.3.12. | Distance between the edge of the platform and the centre of the track, parallel to the running surface
| 2.3.13. | (For passenger stations) Availability of access for disabled personsPART 3. SPECIFIC LINE SEGMENT INFORMATION3.1. General characteristics
| 3.1.1. | Country
| 3.1.2. | Line segment identification code: national code
| 3.1.3. | Line segment extremity 1
| 3.1.4. | Line segment extremity 2
| 3.1.5. | Times of opening for traffic (times, days, special arrangements for holidays)
| 3.1.6. | Lineside indications of distance (frequency, appearance and positioning)
| 3.1.7. | Type of traffic (mixed, passenger, freight, …)
| 3.1.8. | Maximum permissible speed(s)
| 3.1.9. | Any other information which is necessary for safety reasons
| 3.1.10. | Specific local operational requirements (including any special staff qualifications)
| 3.1.11. | Special restrictions for dangerous goods
| 3.1.12. | Special loading restrictions
| 3.1.13. | Model of temporary works notice (and way to obtain it)
| 3.1.14. | Indication that Line segment is congested (Article 22 of Directive 2001/14/EC)3.2. Specific technical characteristics
| 3.2.1. | EC verification for Infrastructure TSI
| 3.2.2. | Date of putting into service as an interoperable line
| 3.2.3. | List of possible specific cases
| 3.2.4. | List of possible specific derogations
| 3.2.5. | Track gauge
| 3.2.6. | Structure gauge
| 3.2.7. | Maximum axle load
| 3.2.8. | Maximum load per linear metre
| 3.2.9. | Transversal track forces
| 3.2.10. | Longitudinal track forces
| 3.2.11. | Minimum radius of curvature
| 3.2.12. | Gradient percentage
| 3.2.13. | Gradient location
| 3.2.14. | For brake systems that do not use wheel-rail adhesion, accepted braking effort
| 3.2.15. | Bridges
| 3.2.16. | Viaducts
| 3.2.17. | Tunnels
| 3.2.18. | Comments3.3. Energy subsystem
| 3.3.1. | EC verification for Energy TSI
| 3.3.2. | Date of putting into service as an interoperable line
| 3.3.3. | List of possible specific cases
| 3.3.4. | List of possible specific derogations
| 3.3.5. | Type of power supply system (e.g. none, overhead, third rail)
| 3.3.6. | Power supply system frequency (e.g. AC, DC)
| 3.3.7. | Minimum voltage
| 3.3.8. | Maximum voltage
| 3.3.9. | Restriction related to power consumption of specific electric traction unit(s)
| 3.3.10. | Restriction related to the position of Multiple Traction unit(s) to comply with contact line separation (position of pantograph)
| 3.3.11. | How to obtain electrical isolation
| 3.3.12. | Contact wire height
| 3.3.13. | Permissible contact wire gradient in relation to the track and the variation of the gradient
| 3.3.14. | Type of pantographs approved
| 3.3.15. | Minimum static force
| 3.3.16. | Maximum static force
| 3.3.17. | Location of neutral sections
| 3.3.18. | Information on operation
| 3.3.19. | Lowering of pantographs
| 3.3.20. | Conditions applying with regard to regenerative braking
| 3.3.21. | Maximum allowable train current3.4. Control-command and signalling subsystem
| 3.4.1. | EC verification for CCS TSI
| 3.4.2. | Date of putting into service as an interoperable line
| 3.4.3. | List of possible specific cases
| 3.4.4. | List of possible specific derogations
ERTMS/ETCS

| 3.4.5. | Level of application
| 3.4.6. | Optional functions installed lineside
| 3.4.7. | Optional functions required on board
| 3.4.8. | Software version number
| 3.4.9. | Placing-in-service date of this version
ERTMS/GSM-R radio

| 3.4.10. | Optional functions as specified in FRS
| 3.4.11. | Version number
| 3.4.12. | Placing-in-service date of this version
For ERTM/ETCS level 1 with infill function

| 3.4.13. | Technical implementation required for rolling stock
Class B train protection, control and warning system(s)
| 3.4.14. | National rules for operating Class B systems (and way to obtain them)
Line system

| 3.4.15. | Responsible Member State
| 3.4.16. | System name
| 3.4.17. | Software version number
| 3.4.18. | Placing-in-service date of this version
| 3.4.19. | End of period of validity
| 3.4.20. | Need for more than one system active simultaneously
| 3.4.21. | On-board system
Class B radio system

| 3.4.22. | Responsible Member State
| 3.4.23. | System name
| 3.4.24. | Version number
| 3.4.25. | Placing-in-service date of this version
| 3.4.26. | End of period of validity
| 3.4.27. | Special conditions to switch over between different Class B train protection, control and warning systems
| 3.4.28. | Special technical conditions required to switch over between ERTMS/ETCS and Class B Systems
| 3.4.29. | Special conditions to switch over between different radio systems
Technical degraded modes of:

| 3.4.30. | ERTM/ETCS
| 3.4.31. | Class B train protection, control and warning system
| 3.4.32. | ERTM/GSM-R
| 3.4.33. | Class B radio system
| 3.4.34. | Lineside signalling
Speed restrictions related to braking performance

| 3.4.35. | ERTM/ETCS
| 3.4.36. | Class B train protection, control and warning systems
National rules for functioning Class B system

| 3.4.37. | National rules linked to braking performance
| 3.4.38. | Other national rules, e.g. data corresponding with UIC leaflet 512 (eighth edition of 1 January 1979 and two Amendments)
EMC susceptibility of infrastructure-side control-command and signalling

| 3.4.39. | Requirement to be specified according to European Standards
| 3.4.40. | Permissibility to use eddy-current brake
| 3.4.41. | Permissibility to use magnetic brake
| 3.4.42. | Requirements for technical solutions concerning implemented derogations3.5. Traffic operation and management subsystem
| 3.5.1. | EC verification for OPE TSI
| 3.5.2. | Date of putting into service as an interoperable line
| 3.5.3. | List of possible specific cases
| 3.5.4. | List of possible specific derogations
| 3.5.5. | Language used for safety-critical communications with infrastructure manager staff
| 3.5.6. | Special climatic conditions and associated arrangements

LANGUAGE AND COMMUNICATION LEVEL

Appendix EThe oral qualification in a language can be subdivided into five levels:

Level | Description
5 | —can adapt the way he/she speaks to any interlocutor—can put forward an opinion—can negotiate—can persuade—can give advice | — | can adapt the way he/she speaks to any interlocutor | — | can put forward an opinion | — | can negotiate | — | can persuade | — | can give advice
— | can adapt the way he/she speaks to any interlocutor
— | can put forward an opinion
— | can negotiate
— | can persuade
— | can give advice
4 | —can cope with totally unforeseen situations—can make assumptions—can express an argued opinion | — | can cope with totally unforeseen situations | — | can make assumptions | — | can express an argued opinion
— | can cope with totally unforeseen situations
— | can make assumptions
— | can express an argued opinion
3 | —can cope with practical situations involving an unforeseen element—can describe—can keep a simple conversation going | — | can cope with practical situations involving an unforeseen element | — | can describe | — | can keep a simple conversation going
— | can cope with practical situations involving an unforeseen element
— | can describe
— | can keep a simple conversation going
2 | —can cope with simple practical situations—can ask questions—can answer questions | — | can cope with simple practical situations | — | can ask questions | — | can answer questions
— | can cope with simple practical situations
— | can ask questions
— | can answer questions
1 | —can talk using memorised sentences | — | can talk using memorised sentences
— | can talk using memorised sentences

Appendix FNot used
Appendix GNot used
Appendix HNot used
Appendix INot used

MINIMUM ELEMENTS RELEVANT TO PROFESSIONAL QUALIFICATION FOR THE TASKS ASSOCIATED WITH ‘ACCOMPANYING TRAINS’

Appendix J1. GENERAL REQUIREMENTS
(a) | This Appendix, which must be read in conjunction with points 4.6 and 4.7 is a list of the elements that are deemed to be relevant to the task of accompanying a train on the TEN.
(b) | The expression ‘professional qualification’, when taken within the context of this TSI, refers to those elements that are important to ensuring that operational staff are trained and able to understand and discharge the elements of the task.
(c) | Rules and procedures apply to the task being performed and to the person carrying out the task. These tasks may be carried out by any authorised qualified person irrespective of any name, job title or grade used in rules or procedures or by the individual company.
(d) | Any authorised qualified person must carry out all rules and procedures related to the task being performed.2. PROFESSIONAL KNOWLEDGEAny authorisation requires a successfully passed initial examination and provisions for ongoing assessment and training as described in point 4.6.
2.1. General professional knowledge

(a) | General principles of safety management within the railway system, relevant to the task, including interfaces with other subsystems
(b) | General conditions relevant to the safety of passengers or cargo and persons on or about the railway track
(c) | Conditions of health and safety at work
(d) | General principles of security of the railway system
(e) | Personal safety including when leaving the train on the running line2.2. Knowledge of operational procedures and safety systems applied to the infrastructure to be used

(a) | Operational procedures and safety rules
(b) | Control command and signalling system
(c) | Communications principles and formalised messaging procedure including use of communication equipment2.3. Knowledge of rolling stock

(a) | Passenger vehicle interior equipment
(b) | Repairing minor defects within the passenger areas of rolling stock, as required by the Railway Undertaking2.4. Knowledge of the route

(a) | Operational arrangements (such as the method of train despatch) at individual locations (signalling, station equipment etc.)
(b) | Stations at which passengers may alight or join
(c) | Local operating and emergency arrangements specific to the line(s) of route3. ABILITY TO PUT THE KNOWLEDGE INTO PRACTICE
(a) | Checks before departure, including brake tests and correct closure of the doors
(b) | Departure processes
(c) | Communication with passengers especially in relation to circumstances involving passenger safety
(d) | Degraded operations
(e) | Assess the potential of a defect within the passenger areas and react according to rules and procedures
(f) | Protection and warning measures as required by the rules and regulations or in assistance to the driver
(g) | Train evacuation and passenger safety especially if they are required to be on or near the line
(h) | Communicate with the Infrastructure Manager’s staff when assisting the driver or during an evacuation incident
(i) | Report any unusual occurrences concerning the operation of the train, the condition of the rolling stock and the safety of passengers. If required, these reports must be made in writing, in the language chosen by the Railway Undertaking.

Appendix KNot used

MINIMUM ELEMENTS RELEVANT TO PROFESSIONAL QUALIFICATION FOR THE TASK OF PREPARING TRAINS

Appendix L1. GENERAL REQUIREMENTSThis Appendix, which must be read in conjunction with point 4.6, gives a list of the elements that are deemed to be relevant to the task of preparing a train on the TEN.

(a) | The expression ‘professional qualification’, when taken within the context of this TSI, refers to those elements that are important to ensuring that operational staff are trained and able to understand and discharge the elements of the task.
(b) | Rules and procedures apply to the task being performed and to the person carrying out the task. These tasks may be carried out by any authorised qualified person irrespective of any name, job title or grade used in rules or procedures or by the individual company.
(c) | Any authorised qualified person must follow all rules and procedures related to the task being performed.2. PROFESSIONAL KNOWLEDGEAny authorisation requires a successfully passed initial examination and provisions for ongoing assessment and training as described in point 4.6.
2.1. General professional knowledge

(a) | General principles of safety management within the railway system, relevant to the task, including interfaces with other subsystems
(b) | General conditions relevant to the safety of passengers and/or cargo including the carriage of dangerous goods and exceptional loads
(c) | Conditions of health and safety at work
(d) | General principles of security of the railway system
(e) | Personal safety when on or in the vicinity of rail lines
(f) | Communications principles and formalised messaging procedure including use of communication equipment2.2. Knowledge of operational procedures and safety systems applied to the infrastructure to be used

(a) | Working of trains in normal, degraded and emergency conditions
(b) | Operational procedures at individual locations (signalling, station/depot/yard equipment) and safety rules
(c) | Local operating arrangements2.3. Knowledge of train equipment

(a) | Purpose and use of wagon and vehicle equipment
(b) | Identification of and arranging for technical inspections3. ABILITY TO PUT THE KNOWLEDGE INTO PRACTICE
(a) | Application of train composition rules, train braking rules, train loading rules etc. to ensure the train is in running order
(b) | Understanding of marking and labels on vehicles
(c) | Process for determining and making train data available
(d) | Communication with train crew
(e) | Communication with staff responsible for controlling the movement of trains
(f) | Degraded operations especially as it affects the preparation of trains
(g) | Protection and warning measures as required by the rules and regulations or local arrangements at the location in question
(h) | Actions to be taken in respect to incidents involving the carriage of dangerous goods (where relevant)

Appendix MNot used
Appendix NNot used
Appendix ONot used

PART ‘0’
   VEHICLE IDENTIFICATION

Appendix P
General remarks

| 1. | This Appendix describes the number and linked marking applied in a visible manner on the vehicle to identify it uniquely in operation. It does not describe other numbers or markings eventually engraved or fixed in a permanent manner on the chassis or the main components of the vehicle during its construction.
| 2. | The conformity of the number and linked marking with the indications described in this Appendix is not mandatory for:—vehicles that are only used on networks to which this TSI does not apply;—heritage vehicles, in a historical guise;—vehicles that are not normally used or transported on the networks to which this TSI applies.Nevertheless, these vehicles must receive a temporary number permitting their operation. | — | vehicles that are only used on networks to which this TSI does not apply; | — | heritage vehicles, in a historical guise; | — | vehicles that are not normally used or transported on the networks to which this TSI applies.
— | vehicles that are only used on networks to which this TSI does not apply;
— | heritage vehicles, in a historical guise;
— | vehicles that are not normally used or transported on the networks to which this TSI applies.
Standard number and linked abbreviations
Each railway vehicle receives a number consisting of on 12 figures (called standard number) with the following structure:

Types of rolling stock | Type of vehicle and indication of the interoperability ability[2 figures] | Country in which the vehicle is registered[2 figures] | Technical characteristics[4 figures] | Serial number[3 figures] | Self-checking digit[1 figure]
Wagons | 00 to 0910 to 1920 to 2930 to 3940 to 4980 to 89[details in part 6] | 01 to 99[details in part.4] | 0000 to 9999[details in part 9] | 001 to 999 | 0 to 9[details in part 3]
Hauled passenger vehicles | 50 to 5960 to 6970 to 79[details in part 7] | 0000 to 9999[details in part 10] | 001 to 999
Tractive rolling stock | 90 to 99[details in part 8] | 0000001 to 8999999[the meaning of these figures is defined by the Member States, eventually by bilateral or multilateral agreement]
Special vehicles | 9000 to 9999[details in part 11] | 001 to 999In a given country, the 7 digits of technical characteristics and serial number are sufficient to identify uniquely a vehicle inside each group of wagons, hauled passenger vehicles, tractive rolling stock(1)and special vehicles(2)
Alphabetical markings complete the number:

— | markings linked to the interoperability ability (details in part 5);
— | abbreviation of the country in which the vehicle is registered (details in part 4);
— | keeper’s(3)abbreviation (details in part 1);
— | abbreviation of the technical characteristics (details in part 13 for hauled passenger vehicles, part 12 for wagons, part 14 for special vehicles).Technical characteristics, codes and abbreviations are managed by one or more bodies (hereafter designed as ‘central body’) to be proposed by ERA (European Railway Agency) as a result of activity No 15 of its work programme 2005.

Allocation of number
The rules for the management of the numbers will be proposed by the ERA as part of the activity No 15 of its work programme 2005.
PART 1 — VEHICLE KEEPER MARKING
Definition of the Vehicle Keeper Marking (VKM)
A Vehicle Keeper Marking (VKM) is an alphanumeric code, consisting of 2 to 5 letters(4). A VKM is inscribed on each rail vehicle, near the vehicle number. The VKM denominates the Vehicle Keeper as registered in the Rolling Stock Register.
A VKM is unique in all countries covered by this TSI and all countries that enter into an agreement that involves the application of the system of vehicle numbering and vehicle keeper marking as described in this TSI.

Format of the Vehicle Keeper Marking
The VKM is representation of the full name or abbreviation of the vehicle keeper, if possible in a recognisable manner. All 26 letters of the Latina alphabet may be used. The letters in the VKM are written in capitals. Letters that do not stand for first letters of words in the keeper’s name may be written in lower case. For checking uniqueness, the written name will be ignored.
Letters may contain diacritical signs(5). Diacritical signs used by these letters are ignored for checking uniqueness.
For vehicles of keepers that reside in a country that does not use the Latin alphabet, a translation of the VKM in its own alphabet may be applied behind the VKM separated from it by a slash-sign (‘/’). This translated VKM is disregarded for data-processing purposes.

Exemptions for using a Vehicle Keeper Marking
Member States may decide to apply the following exemptions.
A VKM is not required for the vehicles whose numbering system does not follow the present Appendix (cf.part 0, point 2). Nevertheless, adequate information about the identity of the vehicle keeper has to be provided to the organisations involved in their operation over networks to which this TSI applies.
When the full name and address information is inscribed on the vehicle, a VKM is not required for:

— | vehicles of keepers with such a limited vehicle fleet that this does not warrant the use of a VKM;
— | specialised vehicles for infrastructure maintenance.A VKM is not required for locomotives, multiple units and passenger vehicles used in national traffic only, when:

— | they carry their keeper’s logo and that logo contains the same and well recognisable letters as the VKM;
— | they carry a well recognisable logo that has been accepted by the competent national authority as an adequate equivalent for the VKM.When a company logo is applied in addition to besides the application of a VKM, only the VKM is valid and the logo is disregarded.

Provisions about allocation of Vehicle Keeper Markings
A vehicle keeper can be issued more than one VKM, in case:

— | the vehicle keeper has a formal name in more than one language;
— | a vehicle keeper has good cause to distinguish between separate vehicle fleets within his organisation.A single VKM can be issued for a group of companies:

— | that belong to single corporate structure that has appointed and mandated one organisation within this structure to handle all issues on behalf of all others;
— | that has mandated a separate, single legal entity for handling all issues on their behalf, in which event the legal entity is the keeper.
Register of Vehicle Keeper Markings and procedure for allocation
The register of VKM is public and updated on a real time basis.
An application for a VKM is filed with the applicant’s competent national authority and forwarded to the central body. A VKM can be used only after publication by the central body.
The holder of a VKM must inform the competent national authority when he ends the use of a VKM, and the competent national authority will forward the information to the central body. A VKM will then be revoked once the keeper has proved that the marking has been changed on all vehicles concerned. It will not be reissued for 10 years, unless it is reissued to the original holder or at his request to another holder.
A VKM can be transferred to another holder, which is the legal successor to the original holder. A VKM stays valid when the holder changes his name to a name that does not bear resemblance to the VKM.
The first list of VKM will be drafted using existing railway company abbreviations.
The VKM will be applied to all new build wagons after entry into force of the relevant TSIs. Existing wagons will have to be brought in compliance with the VKM marking by 31 December 2013. In case of inconsistency between the VKM marked on the vehicle and the data registered in the NVR, the NVR registration supersedes.
PART 2 — INSCRIPTION OF THE NUMBER AND LINKED ALPHABETICAL MARKING ON THE BODYWORK
General arrangements for external markings
The capital letters and figures making up the marking inscriptions shall be at least 80 mm in height, in a sans serif font type of correspondence quality. A smaller height may only be used where there is no option but to place the marking on the sole bars.
The marking is put not higher than 2 metres above rail level.

Wagons
The marking shall be inscribed on the wagon bodywork in the following manner:

23 | TEN
80 | D-RFC
7369 553-4
Zcs
31 | TEN
80 | D-DB
0691 235-2
Tanoos
33 | TEN
84 | NL-ACTS
4796 100-8
Slpss
43 |
87 | F
4273 361-3
Laeks
(In this case without VKM, full name and address information is inscribed on the vehicle)For wagons whose bodywork does not offer a large enough area for this type of arrangement, particularly in the case of flat wagons, the marking shall be arranged as follows:

0187 | 3320 | 644-7
TEN | F-SNCF | KsWhen one or more index letters of national significance are inscribed on a wagon, this national marking must be shown after the international letter marking and separated from it by a hyphen.

Coaches and hauled passenger stock
The number shall be applied to each sidewall of the vehicle in the following manner:

F-SNCF | 61 8720 – 72 021– 7
| B10tuThe marking of the country in which the vehicle is registered and of the technical characteristics are printed directly in front of, behind or under the twelve digits of the vehicle number.
In case of coaches with driver’s cabin, the number is also written inside the cabin.

Locomotives, power cars and special vehicles
The standard 12-digit number must be marked on each sidewall of the tractive stock used in international service in the following manner:
91 88 0001323-0
The standard 12-digit number is also written inside each cabin of the tractive rolling stock.
The keeper can add, in letters of larger bigger size than the standard number, an own number marking (consisting generally of digits of the serial number supplemented by alphabetical coding) useful in operations. The place where the own number is marked is left to the choice of the keeper.

Examples | SP 42037 | ES 64 F4-099 | 88-1323 | 473011 |
| 92 51 0042037-9 | 94 80 0189 999-6 | 91 88 0001323-0 | 92 87 473011-0 | 94 79 2 642 185-5These rules may be altered in bilateral agreements for vehicles existing when the TSI comes into force and assigned to a specific service and where if there is no risk of confusion between different stocks operating on the rail networks concerned. The exemption is valid for a period decided upon by the competent national authorities.
The national authority can prescribe that the alphabetic country code and the VKM be recorded additional to the 12 digit vehicle number.
PART 3 — RULES FOR THE DETERMINATION OF THE CHECK-DIGIT (DIGIT 12)The check-digit is determined in the following manner:

— | the digits in the even positions of the basic number (counting from the right) are taken at their own decimal value;
— | the digits in the odd positions of the basic number (counting from the right) are multiplied by 2;
— | the sum formed by the digits in even position and by all the digits which constitute the partial products obtained from the odd positions is then established;
— | the units digit of this sum is retained;
— | the complement required to bring the units digit to 10 forms the check-digit; should this units digit be nought, then the check-digit will also be nought.Examples
| 1 — | Let the basic number be33844796100Multiplication factor212121212126316487186200Sum: 6 + 3 + 1 + 6 + 4 + 8 + 7 + 1 + 8 + 6 + 2 + 0 + 0 = 52The units digit of this sum is 2.The check-digit number will therefore be 8 and the basic number thus becomes the registration number 33 84 4796 100-8. | Let the basic number be | 3 | 3 | 8 | 4 | 4 | 7 | 9 | 6 | 1 | 0 | 0 | Multiplication factor | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | | 6 | 3 | 16 | 4 | 8 | 7 | 18 | 6 | 2 | 0 | 0
Let the basic number be | 3 | 3 | 8 | 4 | 4 | 7 | 9 | 6 | 1 | 0 | 0
Multiplication factor | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2
| 6 | 3 | 16 | 4 | 8 | 7 | 18 | 6 | 2 | 0 | 0
| 2 — | Let the basic number be31513320198Multiplication factor212121212126110163402916Sum: 6 + 1 + 1 + 0 + 1 + 6 + 3 + 4 + 0 + 2 + 9 + 1 + 6 = 40The units digit of this sum is 0.The check-digit number will therefore be 0 and the basic number thus becomes the registration number 31 51 3320 198-0. | Let the basic number be | 3 | 1 | 5 | 1 | 3 | 3 | 2 | 0 | 1 | 9 | 8 | Multiplication factor | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | | 6 | 1 | 10 | 1 | 6 | 3 | 4 | 0 | 2 | 9 | 16
Let the basic number be | 3 | 1 | 5 | 1 | 3 | 3 | 2 | 0 | 1 | 9 | 8
Multiplication factor | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2
| 6 | 1 | 10 | 1 | 6 | 3 | 4 | 0 | 2 | 9 | 16PART 4 — CODING OF THE COUNTRIES IN WHICH THE VEHICLES ARE REGISTERED (DIGITS 3-4 AND ABBREVIATION)
Information relating to third countries is given for information purposes only

Countries | Alphabetical country code(6) | Numerical country code | Companies concerned by the square brackets in part 6 and part 7(7)
Albania | AL | 41 | HSh
Algeria | DZ | 92 | SNTF
Armenia | AM(8) | 58 | ARM
Austria | A | 81 | ÖBB
Azerbaijan | AZ | 57 | AZ
Belarus | BY | 21 | BC
Belgium | B | 88 | SNCB/NMBS
Bosnia-Herzegovina | BIH | 44 | ŽRS
50 | ŽFBH
Bulgaria | BG | 52 | BDZ, SRIC
China | RC | 33 | KZD
Croatia | HR | 78 | HŽ
Cuba | CU(8) | 40 | FC
Cyprus | CY | |
Czech Republic | CZ | 54 | ČD
Denmark | DK | 86 | DSB, BS
Egypt | ET | 90 | ENR
Estonia | EST | 26 | EVR
Finland | FIN | 10 | VR, RHK
France | F | 87 | SNCF, RFF
Georgia | GE | 28 | GR
Germany | D | 80 | DB, AAE(9)
Greece | GR | 73 | CH
Hungary | H | 55 | MÁV, GySEV/ROeEE(9)
Iran | IR | 96 | RAI
Iraq | IRQ(8) | 99 | IRR
Ireland | IRL | 60 | CIE
Israel | IL | 95 | IR
Italy | I | 83 | FS, FNME(9)
Japan | J | 42 | EJRC
Kazakhstan | KZ | 27 | KZH
Kyrgyzstan | KS | 59 | KRG
Latvia | LV | 25 | LDZ
Lebanon | RL | 98 | CEL
Liechtenstein | LIE(8) | |
Lithuania | LT | 24 | LG
Luxembourg | L | 82 | CFL
Macedonia (Former Yugoslav Republic of) | MK | 65 | CFARYM (MŽ)
Malta | M | |
Moldova | MD(8) | 23 | CFM
Monaco | MC | |
Mongolia | MGL | 31 | MTZ
Morocco | MA | 93 | ONCFM
Netherlands | NL | 84 | NS
North Korea | PRK(8) | 30 | ZC
Norway | N | 76 | NSB, JBV
Poland | PL | 51 | PKP
Portugal | P | 94 | CP, REFER
Romania | RO | 53 | CFR
Russia | RUS | 20 | RZD
Serbia-Montenegro | SCG | 72 | JŽ
Slovakia | SK | 56 | ŽSSK, ŽSR
Slovenia | SLO | 79 | SŽ
South Korea | ROK | 61 | KNR
Spain | E | 71 | RENFE
Sweden | S | 74 | GC, BV
Switzerland | CH | 85 | SBB/CFF/FFS, BLS(9)
Syria | SYR | 97 | CFS
Tajikistan | TJ | 66 | TZD
Tunisia | TN | 91 | SNCFT
Turkey | TR | 75 | TCDD
Turkmenistan | TM | 67 | TRK
Ukraine | UA | 22 | UZ
United Kingdom | GB | 70 | BR
Uzbekistan | UZ | 29 | UTI
Vietnam | VN(8) | 32 | DSVNPART 5 — ALPHABETICAL MARKING OF THE INTEROPERABILITY CAPABILITY‘TEN’: Vehicle which:

(a) | complies with all relevant TSIs which are in force at the moment of placing in service and has been authorised to be placed in service according to Article 22(1) of Directive 2008/57/EC and
(b) | is provided with an authorisation valid in all Member States in accordance with Article 23(1) of Directive 2008/57/EC.‘PPV/PPW’: Vehicle which complies with PPV/PPW or PGW agreement (inside OSJD States)
(original: PPV/PPW: ППВ (Правила пользования вагонами в международном сообщении); PGW: Правила Пользования Грузовыми Вагонами)

Notes:

(a) | Vehicles marked TEN correspond to coding 0 to 3 of the first digit in the vehicle number specified in part 6
(b) | Vehicles which are not authorised for operation in all Member States need a marking indicating the Member States where they have been authorised. The list of authorising MS should be marked according to one of the following drawings, where D stands for the MS who has granted the first authorisation (in the given example, Germany) and F stands for the second authorising MS (in the given example, France). The MS are codified in accordance with part 4. This may cover vehicles which are TSI compliant or which are not. These vehicles correspond to coding 4 or 8 of the first digit in the vehicle number specified in part 6.PART 6 — INTEROPERABILITY CODES USED FOR WAGONS (DIGITS 1-2)
| 2nd digit1st digit | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 2nd digit1st digit
| | Gauge | fixed or variable | fixed | variable | fixed | variable | fixed | variable | fixed | variable | fixed or variable | Gauge |
TSI(1)and/or COTIF(2)and/or PPW | 0 | with axles | Spare | TSI and/or COTIF wagons(2)[of which keeper is a railway undertaking listed in part 4] | Not to be used pending further decision | PPW wagons(variable gauge) | with axles | 0
1 | with bogies | Wagons used by industry | with bogies | 1
2 | with axles | Spare | TSI and/or COTIF wagons(2)[of which keeper is a railway undertaking listed in part 4]PPW wagons | TSI and/or COTIF wagons(2)PPW wagons | Others TSI and/or/or COTIF wagons(2)PPW wagons | PPW wagons(fixed gauge) | with axles | 2
3 | with bogies | with bogies | 3
Non TSI and non COTIF(2)and non PPW | 4 | with axles(3) | Service wagons | Others wagons[of which keeper is a railway undertaking listed in part 4] | Others wagons | Others wagons | Wagons with special numbering for technical characteristics | with axles(3) | 4
8 | with bogies(3) | with bogies(3) | 8
| | Traffic | Domestic traffic or international traffic by special agreement | International traffic by special agreement | Domestic traffic | International traffic by special agreement | Domestic traffic | International traffic by special agreement | Domestic traffic | International traffic by special agreement | Domestic traffic | Domestic traffic or international traffic by special agreement | Traffic |
| 1st digit2nd digit | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 1st digit2nd digitPART 7 — INTERNATIONAL TRAFFIC ABILITY CODES USED FOR HAULED PASSENGER VEHICLES (DIGITS 1-2)Warning:The conditions between square brackets are transitional and will be deleted with the evolutions of RIC (see general remarks, point 3).

| Domestic traffic | TSI(4)and/or RIC/COTIF(5)and/or PPW | Domestic traffic or international traffic by special agreement | TSI(4)and/or RIC/COTIF(5) | PPW
2nd digit1st digit | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9
5 | Vehicles for domestic traffic[of which keeper is a RIC railways undertaking listed in part 4] | Fixed-gauge non air-conditioned vehicles (including car-carrying wagons)[of which keeper is a RIC railways undertaking listed in part 4] | Gauge-adjustable (1435/1520) non air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] | Reserved | Gauge-adjustable (1435/1672) non air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] | Vehicles with special numbering for technical characteristics | Fixed-gauge vehicles | Fixed-gauge vehicles | Gauge-adjustable (1435/1520) vehicles with change of bogies | Gauge-adjustable (1435/1520) vehicles with gauge-adjustable axles
6 | Service vehicles not run in revenue-earning service | Fixed-gauge air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] | Gauge-adjustable (1435/1520) air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] | Service vehicles not run in revenue-earning service[of which keeper is a RIC railways undertaking listed in part 4] | Gauge-adjustable (1435/1672) air-conditioned vehicles[of which keeper is a RIC railways undertaking listed in part 4] | Car-carrying wagons | Gauge-adjustable vehicles
7 | Air-conditioned and pressure-tight vehicles[of which keeper is a RIC railways undertaking listed in part 4] | Reserved | Reserved | Pressure-tight fixed-gauge air-conditioned vehicles[of which keeper is a RIVC railways undertaking listed part 4] | Reserved | Other vehicles | Reserved | Reserved | Reserved | ReservedPART 8 — TYPES OF TRACTIVE STOCK (DIGITS 1-2)The first digit is ‘9’.
The second digit is defined by each Member State. It can for example fit with the self-checking digit if this digit is also calculated with the serial number.
If the second digit describes the type of tractive stock, following coding is mandatory:

Code | General vehicle type
0 | Miscellaneous
1 | Electric locomotive
2 | Diesel locomotive
3 | Electric multiple-unit set (high speed) [power car or trailer]
4 | Electric multiple-unit set (except high speed) [power car or trailer]
5 | Diesel multiple-unit set [power car or trailer]
6 | Specialised trailer
7 | Electric shunting engine
8 | Diesel shunting engine
9 | Special vehiclePART 9 — STANDARD NUMERICAL MARKING OF WAGONS (DIGITS 5 TO 8)This part indicates in tables the numerical marking in 4 figures associated to the main technical characteristics of the wagon.
This part is distributed on a separate medium (electronic file).
PART 10CODES FOR THE TECHNICAL CHARACTERISTICS OF HAULED PASSENGER STOCK (DIGITS 5-6)
| 6th digit5th digit | 0 | 1 | 2 | 3 | 4
Reserved | 0 | Reserved | Reserved | Reserved | Reserved | Reserved
Vehicles with 1st class seats | 1 | 10 side-corridor compartments or equivalent open-saloon space with centre aisle | ≥ 11 side-corridor compartments or equivalent open-saloon space with centre aisle | Reserved | Reserved | Two or three axles
Vehicles with 2nd class seats | 2 | 10 side-corridor compartments or equivalent open-saloon space with centre aisle | 11 side-corridor compartments or equivalent open-saloon space with centre aisle | ≥ 12 side-corridor compartments or equivalent open-saloon space with centre aisle | Three axles | Two axles
Vehicles with 1st or 1st/2nd class seats | 3 | 10 side-corridor compartments or equivalent open-saloon space with centre aisle | 11 side-corridor compartments or equivalent open-saloon space with centre aisle | ≥ 12 side-corridor compartments or equivalent open-saloon space with centre aisle | Reserved | Two or three axles
1st or 1st/2nd class couchette cars | 4 | 10 1st/2nd class compartments | Reserved | Reserved | Reserved | ≤ 9 1st/2nd class compartments
2nd class couchette cars | 5 | 10 compartments | 11 compartments | ≥ 12 compartments | Reserved | Reserved
Reserved | 6 | Reserved | Reserved | Reserved | Reserved | Reserved
Sleeping cars | 7 | 10 compartments | 11 compartments | 12 compartments | Reserved | Reserved
Vehicles of special design and vans | 8 | Driving trailer with seats, all classes, with or without luggage compartment, with driving cab for reversible working | Vehicles with 1st or 1st/2nd class seats with luggage or mail compartment | Vehicles with 2nd class seats with luggage or mail compartment | Reserved | Vehicles with seats, all classes with specially-fitted areas, e.g. children’s play area
9 | Mail vans | Luggage vans with mail compartment | Luggage vans | Luggage vans and two or three-axle 2nd class vehicles with seats, with luggage or mail compartment | Side-corridor luggage vans, with or without compartment under customs seal
Note:Fractions of a compartment are not considered. The equivalent accommodation in open saloon cars with centre aisle is obtained by dividing the number of available seats by 6, 8 or 10 depending on the construction of the vehicle.CODES FOR THE TECHNICAL CHARACTERISTICS OF HAULED PASSENGER STOCK (DIGITS 5-6)
| 6th digit5th digit | 5 | 6 | 7 | 8 | 9
Reserved | 0 | Reserved | Reserved | Reserved | Reserved | Reserved
Vehicles with 1st class seats | 1 | Reserved | Double-deck coaches | ≥ 7 side-corridor compartments or equivalent open-saloon space with centre aisle | 8 side-corridor compartments or equivalent open-saloon space with centre aisle | 9 side-corridor compartments or equivalent open-saloon space with centre aisle
Vehicles with 2nd class seats | 2 | Only for OSJD, double-deck coaches | Double-deck coaches | Reserved | ≥ 8 side-corridor compartments or equivalent open-saloon space with centre aisle | 9 side-corridor compartments or equivalent open-saloon space with centre aisle
Vehicles with 1st or 1st/2nd class seats | 3 | Reserved | Double-deck coaches | Reserved | ≥ 8 side-corridor compartments or equivalent open-saloon space with centre aisle | 9 side-corridor compartments or equivalent open-saloon space with centre aisle
1st or 1st/2nd class couchette cars | 4 | Reserved | Reserved | Reserved | Reserved | ≤ 9 1st class compartments
2nd class couchette cars | 5 | Reserved | Reserved | Reserved | Reserved | ≤ 9 compartments
Reserved | 6 | Reserved | Reserved | Reserved | Reserved | Reserved
Sleeping cars | 7 | > 12 compartments | Reserved | Reserved | Reserved | Reserved
Vehicles of special design and vans | 8 | Coaches with seats and couchette cars, all classes, with bar or buffet area | Double-deck driving coach with seats, all classes, with or without luggage compartment, with driving cab for reversible working | Dining cars or coaches with bar or buffet area, with luggage compartment | Dining cars | Other special coaches (conference, disco, bar, cinema, video, ambulance coaches)
9 | Two or three-axle luggage vans with mail compartment | Reserved | Two or three-axle car-carrying wagons | Car-carrying wagons | Service vehicles
Note:Fractions of a compartment are not considered. The equivalent accommodation in open saloon cars with centre aisle is obtained by dividing the number of available seats by 6, 8 or 10 depending on the construction of the vehicle.CODES FOR THE GENERAL CHARACTERISTICS OF HAULED PASSENGER STOCK (DIGITS 7-8)
Energy supplyMaximum speed | 8th digit7th digit | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9
< 120 km/h | 0 | All tensions(*1) | Reserved | 3 000 V~ + 3 000 V = | 1 000 V~(*1) | Reserved | 1 500 V~ | Other tensions than 1 000 V, 1 500 V, 3 000 V | 1 500 V~ + 1 500 V = | 3 000 V = | Reserved
1 | All tensions(*1)+ Steam(10) | 1 000 V~ + Steam(10) | 1 000 V~ + Steam(10) | 1 000 V~ + Steam(10) | 1 000 V~ + Steam(10) | 1 000 V~ + Steam(10) | Reserved | 1 500 V~ + 1 500 V = + Steam(10) | 3 000 V = + Steam(10) | 3 000 V = + Steam(10)
2 | Steam(10) | Steam(10) | 3 000 V~ + 3 000 V = + Steam(10) | Steam(10) | 3 000 V~ + 3 000 V = + Steam(10) | Steam(10) | 3 000 V~ + 3 000 V =1 500 V~ + Steam(10) | 1 500 V~ + Steam(10) | 1 500 V~ + Steam(10) | A(10)
121 to 140 km/h | 3 | All tensions | Reserved | 1 000 V~ + 3 000 V = | 1 000 V~(*1)(10) | 1 000 V~(*1)(10) | 1 000 V~ | 1 000 V~ + 1 500 V~ + 1 500 V = | 1 500 V~ + 1 500 V = | 3 000 V = | 3 000 V =
4 | All tensions(*1)+ Steam(10) | All tensions + Steam(10) | All tensions + Steam(10) | 1 000 V~(*1)(10)+ Steam(10) | 1 500 V~ + 1 500 V = | 1 000 V~ + Steam(10) | 3 000 V~ + 3 000 V = | 1 500 V~ + 1 500 V = + Steam(10) | 3 000 V = + Steam(10) | Reserved
5 | All tensions(*1)+ Steam(10) | All tensions + Steam(10) | All tensions + Steam(10) | 1 000 V~ + Steam(10) | Reserved | 1 500 V~ + Steam(10) | Other tensions than 1 000 V, 1 500 V, 3 000 V | 1 500 V~ + 1 500 V = + Steam(10) | Reserved | Reserved
6 | Steam(10) | Reserved | 3 000 V~ + 3 000 V = | Reserved | 3 000 V~ + 3 000 V = | Reserved | Steam(10) | Reserved | Reserved | A(10)
141 to 160 km/h | 7 | All tensions(*1) | All tensions | 1 500 V~(10)+ 3 000 V =(10)All tensions(11) | 1 000 V~(*1) | 1 500 V~ + 1 500 V = | 1 000 V~ | 1 500 V~ | 1 500 V~ + 1 500 V = | 3 000 V = | 3 000 V =
8 | All tensions(*1)+ Steam(10) | All tensions + Steam(10) | 3 000 V~ + 3 000 V = | Reserved | All tensions(*1)+ Steam(10) | 1 000 V~ + Steam(10) | 3 000 V~+ 3 000 V = | Other tensions than 1 000 V, 1 500 V, 3 000 V | All tensions(*1)+ Steam(10) | A(10)G(11)
> 160 km/h | 9 | All tensions(*1)(11) | All tensions | All tensions + Steam(10) | 1 000 V~ + 1 500 V~ | 1 000 V~ | 1 000 V~ | Reserved | 1 500 V~ + 1 500 V = | 3 000 V = | A(10)G(11)
All tensionsSingle phase alternating current 1 000 V 51 to 15 Hz, single phase alternating current 1 500 V 50 Hz, direct current 1 500 V, direct current 3 000 V. Can include single phase alternating current 3 000 V 50 Hz.AAutonomous heating, without train bus electricity supply line.GVehicles with train bus electricity supply line for all voltages, but requiring a generator van to supply air-conditioning.SteamSteam heating only. If tensions are written, the code is also available for vehicles without steam heating. | All tensions | Single phase alternating current 1 000 V 51 to 15 Hz, single phase alternating current 1 500 V 50 Hz, direct current 1 500 V, direct current 3 000 V. Can include single phase alternating current 3 000 V 50 Hz. | A | Autonomous heating, without train bus electricity supply line. | G | Vehicles with train bus electricity supply line for all voltages, but requiring a generator van to supply air-conditioning. | Steam | Steam heating only. If tensions are written, the code is also available for vehicles without steam heating.
All tensions | Single phase alternating current 1 000 V 51 to 15 Hz, single phase alternating current 1 500 V 50 Hz, direct current 1 500 V, direct current 3 000 V. Can include single phase alternating current 3 000 V 50 Hz.
A | Autonomous heating, without train bus electricity supply line.
G | Vehicles with train bus electricity supply line for all voltages, but requiring a generator van to supply air-conditioning.
Steam | Steam heating only. If tensions are written, the code is also available for vehicles without steam heating.PART 11CODES FOR THE TECHNICAL CHARACTERISTICS OF SPECIAL VEHICLES (DIGIT 6 TO 8)
Authorised speed for special vehicles (digit 6)

Classification | Self-propelled travelling speed
≥ 100 km/h | < 100 km/h | 0 km/h
Can be put into a train | V ≥ 100 km/h | Self-propelled | 1 | 2 |
Non self-propelled | | | 3
V < 100 km/h and/or restrictions(6) | Self-propelled | | 4 |
Non self-propelled | | | 5
Cannot be put into a train | Self-propelled | | 6 |
Non self-propelled | | | 7
Self-propelled rail/road vehicle than can be put into a train(7) | | 8 |
Self-propelled rail/road vehicle than cannot be put into a train(7) | | 9 |
Non self-propelled rail/road vehicle(7) | | | 0TYPE AND SUB-TYPE OF SPECIAL VEHICLE (DIGITS 7-8)
7th digit | 8th digit | Vehicles/machines
1Infrastructure and superstructure | 1 | Track laying and renewal train
2 | Switches and crossing laying equipment
3 | Track rehabilitation train
4 | Ballast cleaning machine
5 | Earthworks machine
6
7 |
8 |
9 | Rail-mounted crane (excl. re-railing)
0 | Other or general
2Track | 1 | High capacity plain track tamping machine
2 | Other plain track tamping machines
3 | Tamping machine with stabilisation
4 | Tamping machine for switches and crossings
5 | Ballast plough
6 | Stabilisation machine
7 | Grinding and welding machine
8 | Multi-purpose machine
9 | Track inspection car
0 | Other
3Overhead line | 1 | Multi-purpose machine
2 | Rolling and unrolling machine
3 | Mast installation machine
4 | Drum carrier machine
5 | Overhead line tensioning machine
6 | Machine with elevating work platform and machine with scaffold
7 | Cleaning train
8 | Greasing train
9 | Overhead line inspection car
0 | Other
4Structures | 1 | Deck laying machine
2 | Bridge inspection platform
3 | Tunnel inspection platform
4 | Gas purification machine
5 | Ventilation machine
6 | Machine with elevating work platform or with scaffold
7 | Tunnel lighting machine
8 |
9 |
0 | Other
5Loading, unloading and various transport | 1 | Rail loading/unloading and transport machine
2 | Loading/unloading and transport machine for ballast, gravel, etc.
3
4
5 | Sleeper loading/unloading and transport machine
6
7
8 | Loading/unloading and transport machine for switchgear, etc.
9 | Loading/unloading and transport machine for other materials
0 | Other
6Measuring | 1 | Earthworks recording car
2 | Track recording car
3 | Overhead line recording car
4 | Gauge recording car
5 | Signalling recording car
6 | Telecommunications recording car
7 |
8 |
9 |
0 | Other
7Emergency | 1 | Emergency crane
2 | Emergency haulage car
3 | Emergency tunnel train
4 | Emergency car
5 | Fire car
6 | Sanitary vehicle
7 | Equipment car
8 |
9 |
0 | Other
8Traction, transport, energy, etc. | 1 | Tractive units
2
3 | Transport car (excl. 59)
4 | Power car
5 | Track car / powered car
6
7 | Concreting train
8 |
9 |
0 | Other
9Environment | 1 | Self-propelled snow plough
2 | Hauled snow plough
3 | Snow broom
4 | De-icing machine
5 | Weed-killing machine
6 | Rail cleaning machine
7 |
8 |
9 |
0 | Other
0Rail/road | 1 | Category 1 rail/road machine
2
3 | Category 2 rail/road machine
4
5 | Category 3 rail/road machine
6
7 | Category 4 rail/road machine
8
9 |
0 | OtherPART 12 — LETTER MARKING FOR WAGONS EXCLUDING ARTICULATED AND MULTIPLE WAGONSDEFINITION OF THE CATEGORY AND INDEX LETTERS1. Important notes
In the attached tables:

— | the information given in meters refers to the inside length of the wagons (lu);
— | the information given in tonnes (tu) corresponds to the highest load limit shown in the loading table for the wagon in question, this limit being determined in accordance with the procedures laid down.2. Index letters with an international value common to all categories

q | pipe for electric heating which can be supplied by all accepted currents
qq | pipe and installation for electric heating which can be supplied by all accepted currents
s | wagons authorised to run under ‘s’ conditions (see Annex B of Rolling Stock TSI)
ss | wagons authorised to run under ‘ss’ conditions (see Annex B of Rolling Stock TSI)3. Index letters with a national value
t, u, v, w, x, y, z
The value of these letters is defined by each Member State.
CATEGORY LETTER: E — OPEN HIGH-SIDED WAGON
Reference wagon | of ordinary type,with side and end tipping, with flat floorwith 2 axles: lu ≥ 7,70 m; 25 t ≤ tu ≤ 30 twith 4 axles: lu ≥ 12 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: lu ≥ 12 m; 60 t ≤ tu ≤ 75 t
Index letters | a | with 4 axles
aa | with 6 axles or more
c | with floor traps(8)
k | with 2 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk | with 2 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l | without side tipping
ll | without floor traps(9)
m | with 2 axles: lu < 7,70 mwith 4 axles or more: lu < 12 m
mm | with 4 axles or more: lu >12 m(9)
n | with 2 axles: tu > 30 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
o | without end tipping
p | with station for brakeman(9)CATEGORY LETTER: F — OPEN HIGH-SIDED WAGON
Reference wagon | Of special typewith 2 axles: 25 t ≤ tu ≤ 30 twith 3 axles: 25 t ≤ tu ≤ 40 twith 4 axles: 50 t ≤ tu ≤ 60 twith 6 axles or more: 60 t ≤ tu ≤ 75 t
Index letters | a | with 4 axles
aa | with 6 axles or more
b | high capacity with axles (volume > 45 m3)
c | with controlled gravity unloading, on both sides, alternately, at the top(10)
cc | with controlled gravity unloading, on both sides, alternately, at the bottom(10)
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
k | with 2 or 3 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk | with 2 or 3 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50twith 6 axles or more: 50 t ≤ tu < 60 t
l | with bulk gravity unloading, on both sides, simultaneously, at the top(10)
ll | with bulk gravity unloading, on both sides, simultaneously, at the bottom(10)
n | with 2 axles: tu > 30 twith 3 axles or more: tu > 40 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
o | with axial bulk gravity unloading, at the top(10)
oo | with axial bulk gravity unloading, at the bottom(10)
p | with axial controlled gravity unloading, at the top(10)
pp | with axial controlled gravity unloading, at the bottom(10)
ppp | with station for brakeman(11)
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | | Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | | Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
| Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— | : | axial | : | Apertures situated above the centre of the track
— | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
| Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
— | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stoppedCATEGORY LETTER: G — COVERED WAGON
Reference wagon | Of ordinary typewith at least 8 ventilation apertureswith 2 axles: 9 m ≤ lu < 12 m; 25 t ≤ tu ≤ 30 twith 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t
Index letters | a | with 4 axles
aa | with 6 axles or more
b | high capacity:—with 2 axles: lu ≥ 12 m and payload capacity ≥ 70 m3—with 4 axles or more: lu ≥ 18 m | — | with 2 axles: lu ≥ 12 m and payload capacity ≥ 70 m3 | — | with 4 axles or more: lu ≥ 18 m
— | with 2 axles: lu ≥ 12 m and payload capacity ≥ 70 m3
— | with 4 axles or more: lu ≥ 18 m
bb | with 4 axles: lu > 18 m(12)
g | for grain
h | for fruits and vegetables(13)
k | with 2 axles: tu < 20 twith 4 axles: tu < 40twith 6 axles or more: tu < 50 t
kk | with 2 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l | with less than 8 ventilation apertures
ll | with enlarged doors apertures(12)
m | with 2 axles: lu < 9 mwith 4 axles or more: lu < 15 m
n | with 2 axles: tu > 30 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
o | with 2 axles: lu < 12 m and payload capacity ≥ 70 m3
p | with station for brakeman(12)CATEGORY LETTER: H — COVERED WAGON
Reference wagon | of special typewith 2 axles: 9 m ≤ lu ≤ 12 m; 25 t ≤ tu ≤ 28 twith 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t
Index letters | a | with 4 axles
aa | with 6 axles or more
b | with 2 axles: 12 m ≤ lu ≤ 14 m and payload capacity ≥ 70 m3(14)with 4 axles or more: 18 m ≤ lu < 22 m
bb | with 2 axles: lu ≥ 14mwith 4 axles or more: lu ≥ 22 m
c | with end doors
cc | with end doors and fitted internally for the transport of motor cars
d | with floor traps
dd | with tipping body(15)
e | with 2 floors
ee | with 3 floors or more
f | suitable for traffic with Great Britain(14)
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)(14)
g | for grain
gg | for cement(15)
h | for fruits and vegetables(16)
hh | for mineral fertilizer(15)
i | with opening or shunt walls
ii | with very robust opening or shunt walls(17)
k | with 2 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk | with 2 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l | with movable partitions(18)
ll | with lockable movable partitions(15)
m | with 2 axles: lu < 9 mwith 4 axles or more: lu < 15 m
mm | with 4 axles or more: lu > 18 m(15)
n | with 2 axles: tu > 28 twith 4 axles: tu 75 t
o | with 2 axles: lu 12 m < 14 m et volume utile ≥ 70 m3
p | with station for brakeman(15)CATEGORY LETTER: I — TEMPERATURE-CONTROLLED WAGON
Reference wagon | refrigerator wagonwith class IN thermal insulation,with motor-driven ventilation, with gratings and ice bunker ≥ 3,5 m3with 2 axles: 19 m2≤ floor area < 22 m2; 15 t ≤ tu ≤ 25 twith 4 axles: floor area ≥ 39 m2; 30 t ≤ tu ≤ 40 t
Index letters | a | with 4 axles
b | with 2 axles and large floor area: 22 m2≤ floor area ≤ 27 m2
bb | with 2 axles and very large floor area: floor area > 27 m2
c | with meat hooks
d | for fish
e | with electric ventilation
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | with mechanical refrigeration(19)(20)
gg | refrigerator with liquefied gas(19)
h | with class IR thermal insulation
i | mechanically refrigerated by the machinery of an accompanying technical wagon(19)(20)(21)
ii | accompanying technical wagon(19)(21)
k | with 2 axles: tu > 15 twith 4 axles: tu < 30 t
l | insulated without ice bunkers(19)(22)
m | with 2 axles: floor area < 19 m2with 4 axles: floor area < 39 m2
mm | with 4 axles: floor area ≥ 39 m2(23)
n | with 2 axles: tu > 25 twith 4 axles; tu > 40 t
o | with ice bunkers of capacity less than 3,5 m3(22)
p | without gratings
Note:The floor area of covered refrigerator wagons is always determined taking into account the use of ice bunkers.CATEGORY LETTER: K — 2-AXLE FLAT WAGON
Reference wagon | Of ordinary typewith drop sides and short stanchionslu ≥ 12 m; 25 t ≤ tu ≤ 30 t
Index letters | b | with long stanchions
g | fitted for the transport of containers(24)
i | with removable cover and non-removable ends(25)
j | with shock-absorbing device
k | tu < 20 t
kk | 20 t ≤ tu < 25 t
l | without stanchions
m | 9 m ≤ lu < 12 m
mm | lu < 9 m
n | tu > 30 t
o | with non-removable sides
p | without sides(25)
pp | with removable sidesCATEGORY LETTER: L — 2-AXLE FLAT WAGON
Reference wagon | of special typelu ≥ 12 m; 25 t ≤ tu ≤ 30 t
Index letters | b | with special fittings for securing purposes for medium-sized containers (pa)(26)
c | with swivelling bolster(26)
d | fitted out for the transport of motor cars, without deck(26)
e | with decks for the transport of motor cars(26)
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | fitted for the transport of containers (except pa)(26)(27)
h | fitted out for the transport of steel coils, eye to side(26)(28)
hh | fitted out for the transport of steel coils, eye to sky(26)(28)
i | with removable cover and non-removable ends(26)
ii | with very robust removable metallic cover(29)and non-removable ends(26)
j | with shock-absorbing device
k | tu < 20 t
kk | 20 t ≤ tu < 25 t
l | without stanchions(26)
m | 9 m ≤ lu < 12 m
mm | lu < 9 m
n | tu > 30 t
p | without sides(26)CATEGORY LETTER: O — MIXED FLAT AND OPEN HIGH-SIDED WAGON
Reference wagon | of ordinary typewith 2 or 3 axles, with drop sides or ends and stanchionswith 2 axles: lu ≥ 12 m; 25 t ≤ tu ≤ 30 twith 3 axles: lu ≥ 12 m; 25 t ≤ tu ≤ 40 t
Index letters | a | with 3 axles
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
k | tu < 20 t
kk | 20 t ≤ tu < 25 t
l | without stanchions
m | 9 m ≤ lu < 12 m
mm | lu < 9 m
n | with 2 axles: tu > 30 twith 3 axles: tu > 40 tCATEGORY LETTER: R — FLAT BOGIES WAGON
Reference wagon | of ordinary typewith drop ends and stanchions18 m ≤ lu < 22 m; 50 t ≤ tu ≤ 60 t
Index letters | b | lu ≥ 22 m
e | with drop sides
g | fitted for the transport of containers(30)
h | fitted out for the transport of steel coils, eye to side(31)
hh | fitted out for the transport of steel coils, eye to sky(31)
i | with removable cover and non-removable ends(32)
j | with shock-absorbing device
k | tu < 40 t
kk | 40 t ≤ tu < 50 t
l | without stanchions
m | 15 m ≤ lu < 18 m
mm | lu < 15 m
n | tu > 60 t
o | with non-removable ends less than 2 m in height
oo | with non-removable ends, 2 m or more in height(32)
p | without drop ends(32)
pp | with removable sidesCATEGORY LETTER: S — FLAT BOGIES WAGON
Reference wagon | of special typewith 4 axles: lu ≥ 18 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: lu ≥ 22 m; 60 t ≤ tu ≤ 75 t
Index letters | a | with 6 axles (2 bogies of 3 axles)
aa | with 8 axles or more
aaa | with 4 axles (2 bogies of 2 axles)(33)
b | with special fittings for securing purposes for medium-sized containers (pa)(34)
c | with swivelling bolster(34)
d | fitted out for the transport of motor cars, without deck(34)(35)
e | with decks for the transport of motor cars(34)
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | fitted for the transport of containers, total loading length ≤ 60’ (except pa)(34)(35)(36)
gg | fitted for the transport of containers, total loading length > 60’ (except pa)(34)(35)(36)
h | fitted out for the transport of steel coils, eye to side(34)(37)
hh | fitted out for the transport of steel coils, eye to sky(34)(37)
i | with removable cover and non-removable ends(34)
ii | with very robust removable metallic cover(38)and non-removable ends(34)
j | with shock-absorbing device
k | with 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk | with 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l | without stanchions(34)
m | with 4 axles: 15 m ≤ lu < 18 m;with 6 axles or more: 18 m ≤ lu < 22 m
mm | with 4 axles: lu < 15 mwith 6 axles or more: lu < 18 m
mmm | with 4 axles : lu ≥ 22 m(33)
n | with 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
p | without sides(34)CATEGORY LETTER: T — WAGON WITH OPENING ROOF
Reference wagon | with 2 axles: 9 m ≤ lu < 12 m; 25 t ≤ tu ≤ 30 twith 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 twith 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t
Index letters | a | with 4 axles
aa | with 6 axles or more
b | high capacity: with 2 axles: lu ≥ 12 mwith 4 axles or more: lu ≥ 18 m(39)(40)
c | with end doors
d | with controlled gravity unloading, on both sides, alternately, at the top(39)(40)(41)
dd | with controlled gravity unloading, on both sides, alternately, at the bottom(39)(40)(41)
e | with unobstructed height of the doors > 1,90 m(39)(40)(41)
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | for grain
h | fitted out for the transport of steel coils, eye to side
hh | fitted out for the transport of steel coils, eye to sky
i | with opening walls(39)
j | with shock-absorbing device
k | with 2 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk | with 2 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l | with bulk gravity unloading, on both sides, simultaneously, at the top(39)(40)(41)
ll | with bulk gravity unloading, on both sides, simultaneously, at the bottom(39)(40)(41)
m | with 2 axles: lu < 9 mwith 4 axles or more: lu < 15 m(40)
n | with 2 axles: tu > 30 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t
o | with axial bulk gravity unloading, at the top(39)(40)(41)
oo | with axial bulk gravity unloading, at the bottom(39)(40)(41)
p | with axial controlled gravity unloading, at the top(39)(40)(41)
pp | with axial controlled gravity unloading, at the bottom(39)(40)(41)
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | | Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | | Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
| Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— | : | axial | : | Apertures situated above the centre of the track
— | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
| Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
— | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stoppedCATEGORY LETTER: U — SPECIAL WAGONS
Reference wagon | other than those in categories F, H, L, S ou Zwith 2 axles: 25 t ≤ tu ≤ 30 twith 3 axles: 25 t ≤ tu ≤ 40 twith 4 axles: 50 t ≤ tu ≤ 60twith 6 axles or more: 60 t ≤ tu ≤ 75 t
Index letters | a | with 4 axles
aa | with 6 axles or more
c | with unloading under pressure
d | with controlled gravity unloading, on both sides, alternately, at the top(42)
dd | with controlled gravity unloading, on both sides, alternately, at the bottom(42)
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | for grain
i | fitted out for the transport objects which should exceed the gauge if they were loaded on ordinary wagons(43)(44)
k | with 2 or 3 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk | with 2 or 3 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
l | with bulk gravity unloading, on both sides, simultaneously, at the top(42)
ll | with bulk gravity unloading, on both sides, simultaneously, at the bottom(42)
n | with 2 axles: tu > 30 twith 3 axles: tu > 40 twith 4 axles: tu > 60 twith 6 axles or more: tu > 75 t(44)
o | with axial bulk gravity unloading, at the top(42)
oo | with axial bulk gravity unloading, at the bottom(42)
p | with axial bulk gravity unloading, at the top(42)
pp | with axial bulk gravity unloading, at the bottom(42)
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | | Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | | Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
| Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— | : | axial | : | Apertures situated above the centre of the track
— | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
| Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
— | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stoppedCATEGORY LETTER: Z — TANK WAGON
Reference wagon | with metal shell,for the transport of liquids or gaseswith 2 axles: 25 t ≤ lu ≤ 30 twith 3 axles: 25 t ≤ tu ≤ 40 twith 4 axles: 50 t ≤ tu ≤ 60 twith 6 axles or more: 60 t ≤ tu ≤ 75 t
Index letters | a | with 4 axles
aa | with 6 axles or more
b | for oil products(45)
c | with unloading under pressure(46)
d | for food and chemical products(45)
e | fitted with heating devices
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | for the transport of gases under pressure, liquefied or dissolved under pressure(46)
i | tank of non-metallic material
j | with shock-absorbing device
k | with 2 or 3 axles: tu < 20 twith 4 axles: tu < 40 twith 6 axles or more: tu < 50 t
kk | with 2 or 3 axles: 20 t ≤ tu < 25 twith 4 axles: 40 t ≤ tu < 50 twith 6 axles or more: 50 t ≤ tu < 60 t
n | with 2 axles: tu > 30 twith 3 axles: tu > 40 twith 4 axles tu > 60 twith 6 axles or more: tu > 75 t
p | with station for brakeman(45)LETTER MARKING FOR WAGONS FOR ARTICULATED AND MULTIPLE WAGONSDEFINITION OF THE CATEGORY AND INDEX LETTERS1. Important notes
In the attached tables, the information given in meters refers to the inside length of the wagons (lu).
2. Index letters with an international value common to all categories

q | pipe for electric heating which can be supplied by all accepted currents
qq | pipe and installation for electric heating which can be supplied by all accepted currents
s | wagons authorised to run under ‘s’ conditions (see annex B of rolling stock STI)
ss | wagons authorised to run under ‘ss’ conditions (see annex B of rolling stock STI)3. Index letters with a national value
t, u, v, w, x, y, z
The value of these letters is defined by each Member State.
CATEGORY LETTER: F — OPEN HIGH-SIDED WAGON
Reference wagon | Articulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters | a | with bogies
c | with controlled gravity unloading, on both sides, alternately, at the top(47)
cc | with controlled gravity unloading, on both sides, alternately, at the bottom(47)
E | with 3 units
ee | with 4 units or more
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
l | with bulk gravity unloading, on both sides, simultaneously, at the top(47)
ll | with bulk gravity unloading, on both sides, simultaneously, at the bottom(47)
m | with 2 units: lu ≥ 27 m
mm | with 2 units: lu < 22 m
o | with axial bulk gravity unloading, at the top(47)
oo | with axial bulk gravity unloading, at the bottom(47)
p | with axial controlled gravity unloading, at the top(47)
pp | with axial controlled gravity unloading, at the bottom(47)
r | articulated wagon
rr | multiple wagon
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | | Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | | Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
| Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— | : | axial | : | Apertures situated above the centre of the track
— | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
| Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
— | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stoppedCATEGORY LETTER: H — COVERED WAGON
Reference wagon | articulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters | a | with bogies
c | with end doors
cc | with end doors and fitted internally for the transport of motor cars
d | with floor traps
e | with 3 units
ee | with 4 units or more
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | for grain
h | for fruits and vegetables(48)
i | with opening or shunt walls
ii | with very robust opening or shunt walls(49)
l | with movable partitions(50)
ll | with lockable movable partitions(50)
m | with 2 units: lu ≥ 27 m
mm | with 2 units: lu < 22 m
r | articulated wagon
rr | multiple wagonCATEGORY LETTER: I — TEMPERATURE CONTROLLED WAGON
Reference wagon | refrigerator wagonwith class IN thermal insulation,with motor-driven ventilation, with gratings and ice bunker ≥ 3,5 m3articulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters | a | with bogies
c | with meat hooks
d | for fish
e | with electric ventilation
ee | with 4 units or more
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | with mechanical refrigeration(51)
gg | refrigerator with liquefied gas(51)
h | with class IR thermal insulation
i | mechanically refrigerated by the machinery of an accompanying technical wagon(51)(52)
ii | accompanying technical wagon(51)(52)
l | insulated without ice bunkers(51)(53)
m | with 2 units: lu ≥ 27 m
mm | with 2 units: lu < 22 m
o | with ice bunkers of capacity less than 3,5 m3(53)
oo | with 3 units
p | without gratings
r | articulated wagon
rr | multiple wagonCATEGORY LETTER: L — FLAT WAGON WITH SEPARATE AXLES
Reference wagon | articulated or multiple wagonwith 2 units22 m ≤ lu < 27 m
Index letters | a | articulated wagon
aa | multiple wagon
b | with special fittings for securing purposes for medium-sized containers (pa)(54)
c | with swivelling bolster(54)
d | fitted out for the transport of motor cars, without deck(54)
e | with decks for the transport of motor cars(54)
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | fitted for the transport of containers(54)(55)
h | fitted out for the transport of steel coils, eye to side(54)(56)
hh | fitted out for the transport of steel coils, eye to sky(54)(56)
i | with removable cover and non-removable ends(54)
ii | with very robust removable metallic cover(57)and non-removable ends(54)
j | with shock-absorbing device
l | without stanchions(54)
m | with 2 units: 18 m ≤ lu < 22 m
mm | with 2 units: lu < 18 m
o | with 3 units
oo | with 4 units or more
p | without sides(54)
r | with 2 units: lu ≥ 27 mCATEGORY LETTER: S — FLAT BOGIE WAGON
Reference wagon | articulated or multiple wagonwith 2 units22 m ≤ lu < 27 m
Index letters | b | with special fittings for securing purposes for medium-sized containers (pa)(58)
c | with swivelling bolster(58)
d | fitted out for the transport of motor cars, without deck(58)(59)
e | with decks for the transport of motor cars(58)
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | fitted for the transport of containers, total loading length ≤ 60’ (except pa)(58)(59)(60)
gg | fitted for the transport of containers, total loading length > 60’ (except pa)(58)(59)(60)
h | fitted out for the transport of steel coils, eye to side(58)(61)
hh | fitted out for the transport of steel coils, eye to sky(58)(61)
i | with removable cover and non-removable ends(58)
ii | with very robust removable metallic cover(58)and non-removable ends(62)
j | with shock-absorbing device
l | without stanchions(58)
m | with 2 units: lu ≥ 27 m
mm | with 2 units: lu < 22 m
o | with 3 units
oo | with 4 units or more
p | without sides(58)
r | articulated wagon
rr | multiple wagonCATEGORY LETTER: T — WAGON WITH OPENING ROOF
Reference wagon | articulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters | a | with bogies
b | with unobstructed height of doors > 1,90 m(63)
c | with end doors
d | with controlled gravity unloading, on both sides, alternately, at the top(64)
dd | with controlled gravity unloading, on both sides, alternately, at the bottom(63)(64)
e | with 3 units
ee | with 4 units or more
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | for grain
h | fitted out for the transport of steel coils, eye to side
hh | fitted out for the transport of steel coils, eye to sky
i | with opening walls(63)
j | with shock-absorbing device
l | with bulk gravity unloading, on both sides, simultaneously, at the top(63)(64)
ll | with bulk gravity unloading, on both sides, simultaneously, at the bottom(63)(64)
m | with 2 units: lu ≥ 27 m
mm | with 2 units: lu < 22 m
o | with axial bulk gravity unloading, at the top(63)(64)
oo | with axial bulk gravity unloading, at the bottom(63)(64)
p | with axial controlled gravity unloading, at the top(63)(64)
pp | with axial controlled gravity unloading, at the bottom(63)(64)
r | articulated wagon
rr | multiple wagon
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | | Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | | Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
| Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— | : | axial | : | Apertures situated above the centre of the track
— | : | bilateral | : | Apertures on either side of the track, outside the rails(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
| Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
— | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stoppedCATEGORY LETTER: U — SPECIAL WAGONS
Reference wagon | articulated or multiple wagon,with axles, with 2 units22 m ≤ lu < 27 m
Index letters | a | with bogies
e | with 3 units
ee | with 4 units or more
c | with unloading under pressure
d | with controlled gravity unloading, on both sides, alternately, at the top(65)
dd | with controlled gravity unloading, on both sides, alternately, at the bottom(65)
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | for grain
i | fitted out for the transport objects which should exceed the gauge if they were loaded on ordinary wagons(66)
l | with bulk gravity unloading, on both sides, simultaneously, at the top(66)
ll | with bulk gravity unloading, on both sides, simultaneously, at the bottom(66)
m | with 2 units: lu ≥ 27 m
mm | with 2 units: lu < 22 m
o | with axial bulk gravity unloading, at the top(66)
oo | with axial bulk gravity unloading, at the bottom(65)(66)
p | with axial controlled gravity unloading, at the top(65)
pp | with axial controlled gravity unloading, at the bottom(65)
r | articulated wagon
rr | multiple wagon
The method of unloading these wagons is defined by a combination of the following characteristics:Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goodsRate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | | Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | | Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
| Arrangement of the unloading apertures:—:axial:Apertures situated above the centre of the track—:bilateral:Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)—:top:The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods—:bottom:The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods | — | : | axial | : | Apertures situated above the centre of the track | — | : | bilateral | : | Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods | — | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
— | : | axial | : | Apertures situated above the centre of the track
— | : | bilateral | : | Apertures on either side of the track, outside the rails.(For these wagons, unloading is:—simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,—alternate, if complete emptying of the wagon can take place by opening the apertures on one side only) | — | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides, | — | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— | alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
— | : | top | : | The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
— | : | bottom | : | The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
| Rate of unloading:—:bulk:Once the apertures are open for unloading, they cannot be closed again until the wagon is empty—:controlled:At any time during unloading, the flow of the goods can be regulated or even stopped | — | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty | — | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stopped
— | : | bulk | : | Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
— | : | controlled | : | At any time during unloading, the flow of the goods can be regulated or even stoppedCATEGORY LETTER: Z — TANK WAGON
Reference wagon | with metal shell,for the transport of liquids or gasesarticulated or multiple wagonwith axles, with 2 units22 m ≤ lu < 27 m
Index letters | a | with bogies
c | with unloading under pressure(67)
e | fitted with heating devices
f | suitable for traffic with Great Britain
ff | suitable for traffic with Great Britain (by tunnel exclusively)
fff | suitable for traffic with Great Britain (by train-ferry exclusively)
g | for the transport of gases under pressure, liquefied or dissolved under pressure(67)
i | tank of non-metallic material
j | with shock-absorbing device
m | with 2 units: lu ≥ 27 m
mm | with 2 units: lu < 22 m
o | with 3 units
oo | with 4 units or more
r | articulated wagon
rr | multiple wagonPART 13 — LETTER MARKING FOR HAULED PASSENGER STOCK
Serial letters with an international value:

A | 1st class coach with seats
B | 2nd class coach with seats
AB | 1st/2nd class coach with seats
WL | Sleeping-car with serial letter A, B or AB depending on the type of accommodation offered. The serial letters for sleeping-car with ‘special’ compartments are supplemented with index-letter ‘S’
WR | Dining-car
R | Coach with dining-car, buffet or bar compartment (serial-letter used in addition)
D | Van
DD | Open, 2-tier car-carrier van
Post | Mail van
ASSRWG | Bar coach with dancing facilities
WSP | Pullman coach
Le | Open 2-axle 2-tier car-carrier wagon
Leq | Open 2-axle 2-tier car-carrier wagon fitted with train supply cable
Laeq | Open 3-axle 2-tier car-carrier wagon fitted with train supply cable
Index letters with an international value:

bh | Coach fitted out to carry disabled passengers
c | Compartments convertible into couchette accommodation
dv | Vehicle fitted to receive bicycles
eez | Vehicle fitted with central power supply
f | Vehicle fitted with driver’s cab (driving trailer)
pt | Centre-aisle coach with seats
m | Vehicle over 24,5 m in length
s | Centre-aisle in vans and coaches with luggage compartmentThe number of compartments is shown in the form of an index (for example: Bc9)

Serial letters and index letters with a national value
The others serial letters and index letters have a national value, defined by each Member State.
PART 14 — LETTER MARKING FOR SPECIAL VEHICLESThis marking is indicated in document EN 14033-1 ‘Railway applications — Track — Technical requirements for railbound construction and maintenance machines — Part 1: Running of railbound machines’.

(1) For tractive rolling stock, the number has to be unique in a given country with 6 digits.
(2) For special vehicles, the number has to be unique in a given country with the first digit and the 5 last digits of the technical characteristics and serial number.
(3) A vehicle keeper is the person, who being the owner of having the right to dispose of it, exploits a vehicle economically in a permanent manner as a means of transport and is registered as such in the Rolling Stock Register.
(4) For NMBS/SNCB, the use of an encircled single letter B can be continued.
(5) Diacritical marks are ‘accent-signs’, such as in À, Ç, Ö, Č, Ž, Å etc. Special letters such as Ø and Æ will be represented by a single letter; in tests for uniqueness Ø is treated as O and Æ as A.
(6) According to the alphabetical coding system described in Appendix 4 to the 1949 convention and Article 45(4) of the 1968 convention on road traffic.
(7) Companies who, at the time of coming into force, were members of UIC or OSJD and used the described country code as company code.
(8) Codes to be confirmed.
(9) Until the evolutions indicated in point 3 of the general remarks come into force, these companies can use the codes 43 (GySEV/ROeEE), 63 (BLS), 64 (FNME), 68 (AAE). The period of updating will then be defined together with the concerned Member States.
(1) Compliance at least with Rolling Stock TSI.
(2) Including vehicles, which according to existing regulations carry these digits at the time of coming into in force of these new regulations.
(3) Fixed or variable gauge.
(4) Compliance at least with future TSI on hauled passenger vehicles.
(5) Compliance with RIC or COTIF according to the regulation in force.
(10) Only for domestic traffic vehicles.
(11) Only for vehicles able to international traffic.
(*1) For certain vehicles with 1 000 V single phase alternating current, only one frequency, either 16 2/3 or 50 Hz, is permitted.
(6) By restriction is meant a special position in a train (e.g. at the rear), an obligatory protection wagon, etc.
(7) Special conditions concerning inclusion in a train must be complied with.
(8) This concept only applies to open high-sided wagons with a flat floor, and provided with a device enabling them to be used, either as ordinary wagons with a flat bottom, or for gravity unloading of certain goods by suitable positioning of the traps.
(9) Only applicable to wagons with gauge of 1 520 mm.
(10) Wagons with gravity unloading in category F are open wagons, which do not have a flat floor and have no tipping facility either at the end or the side.
(11) Only applicable to wagons with gauge of 1 520 mm.
(12) Only applicable to wagons with gauge of 1 520 mm.
(13) The concept ‘for fruits and vegetables’ applies only to wagons provided with additional ventilation apertures at the floor level.
(14) 2-axle wagons bearing the index letters ‘f’, ‘fff’ can have a payload capacity less than 70 m3.
(15) Only applicable to wagons with gauge of 1 520 mm.
(16) The concept ‘for fruits and vegetables ’ applies only to wagons provided with additional ventilation apertures at the floor level.
(17) Only applicable to wagons with gauge of 1 435 mm.
(18) Movable partitions may be dismounted temporarily.
(19) The index letter ‘l’ shall not be marked on wagons bearing the index letters ‘g’, ‘gg’, ‘i’ or ‘ii’.
(20) Wagons bearing both the index letters ‘g’ and ‘i’ can be used individually or in a mechanically refrigerated raft.
(21) The concept of ‘accompanying technical wagon’ applies at the same time to factory wagons, workshop wagons (both with or without sleeping accommodation) and dormitory wagons.
(22) The index letter ‘o’ shall not be marked on wagons bearing the index letter ‘l’.
(23) Only applicable to wagons with gauge of 1 520 mm.
(24) Index letter ‘g’ may be used together with category letter K exclusively for ordinary wagons which have only been additionally fitted out for the transport of containers. Wagons fitted out solely for the transport of containers must be classified in category L.
(25) The index letter ‘p’ shall not be marked on wagons bearing index letter ‘i’.
(26) The inscription of the index letters ‘l’ or ‘p’ is optional for wagons bearing the index letters ‘b’, ‘c’, ‘d’, ‘e’, ‘g’, ‘h’, ‘hh’, ‘i’ or ‘ii’. But numerical codes must always correspond to letter markings on wagons.
(27) Wagons used solely for the transport of containers (except pa).
(28) Wagons used solely for the transport of steel coils.
(29) Only applicable to wagons with gauge of 1 435 mm.
(30) The use of the index letter ‘g’ associated with the category letter R is only possible in the case of ordinary wagons which have only been additionally fitted out for the transport of containers. Wagons fitted out solely for the transport of containers must be classified in category S.
(31) The use of the index letter ‘h’ or ‘hh’ together with the category letter R is only possible in the case of ordinary wagons which have only been additionally fitted out for the transport of containers. Wagons fitted out solely for the transport of containers must be classified in category S.
(32) The index letters ‘oo’ and/or ‘p’ shall not be marked on wagons bearing index letter ‘i’.
(33) Only applicable to wagons with gauge of 1 520 mm.
(34) The inscription of the index letters ‘l’ or ‘p’ is optional for wagons bearing the index letters ‘b’, ‘c’, ‘d’, ‘e’, ‘g’, ‘gg’, ‘h’, ‘hh’, ‘i’ or ‘ii’. But numerical codes must always correspond to letter markings on wagons.
(35) Wagons which in addition to the transport of containers and swap bodies are used to transport vehicles shall be marked with the index letters ‘g’ or ‘gg’ and the letter ‘d’.
(36) Wagons used solely for the transport of containers or for transport of swap bodies for grab handling and spreader gripping.
(37) Wagons used solely for the transport of steel coils.
(38) Only applicable to wagons with gauge of 1 435 mm.
(39) Index letter ‘e’:
— | is optional on wagons bearing the index letter ‘b’ (but numerical codes must always correspond to letter markings on wagons),
— | shall not be marked on wagons bearing the index letters ‘d’,‘dd’,‘i’,‘l’,‘ll’,‘o’,‘oo’,‘p’ ou ‘pp’.
(40) Index letter ‘b’ and ‘m’ shall not be marked on wagons bearing the index letters ‘d’,‘dd’,‘l’,‘ll’,‘o’,‘oo’,‘p’ or ‘pp’.
(41) Wagons with gravity unloading in category T are wagons fitted with an opening roof giving access to a loading hatch over the complete length of the body; these wagons do not have a flat floor and are not designed for end or side tipping.
(42) Wagons with gravity unloading in category U are closed wagons which can only be loaded through one or more loading apertures situated in at the top part of the body, and whose total opening dimensions are less than the length of the body; these wagons do not have a flat floor and are not designed for end or side tipping.
(43) In particular:
— | well wagons
— | wagons with a central recess
— | wagons with an ordinary sloping diagonal permanent control desk
(44) Index letter ‘n’ shall not be marked on wagons bearing the index letter ‘i’.
(45) Only applicable to wagons with gauge of 1 520 mm.
(46) The index letter ‘c’ shall not be marked on wagons bearing the index letter ‘g’.
(47) Wagons with gravity unloading in category F are open wagons, which do not have a flat floor and are not designed for end or side tipping.
(48) The concept ‘for fruits and vegetables’ applies only to wagons provided with additional ventilation apertures at the floor level.
(49) Only applicable to wagons with gauge of 1 435 mm.
(50) Movable partitions may be dismounted temporarily.
(51) The index letter ‘l’ shall not be marked on wagons bearing the index letters ‘g’, ‘gg’, ‘i’ or ‘ii’.
(52) The concept of ‘accompanying technical wagon’ applies at the same time to factory wagons, workshop wagons (both with or without sleeping accommodation) and dormitory wagons.
(53) The index letter ‘o’ shall not be marked on wagons bearing the index letter ‘l’.
(54) The inscription of the index letters ‘l’ or ‘p’ is optional for wagons bearing the index letters ‘b’, ‘c’, ‘d’, ‘e’, ‘g’, ‘h’, ‘hh’, ‘i’ or ‘ii’. But numerical codes must always correspond to letter markings on wagons.
(55) Wagons used solely for the transport of containers (except pa).
(56) Wagons used solely for the transport of steel coils.
(57) Only applicable to wagons with gauge of 1 435 mm.
(58) The inscription of the index letters ‘l’ or ‘p’ is optional for wagons bearing the index letters ‘b’, ‘c’, ‘d’, ‘e’, ‘g’, ‘gg’, ‘h’, ‘hh’, ‘i’ or ‘ii’. But numerical codes must always correspond to letter markings on wagons.
(59) Wagons which in addition to the transport of containers and swap bodies are used to transport vehicles shall be marked with the index letters ‘g’ or ‘gg’ and the letter ‘d’.
(60) Wagons used solely for the transport of containers or for transport of swap bodies for grab handling and spreader gripping.
(61) Wagons used solely for the transport of steel coils.
(62) Only applicable to wagons with gauge of 1 435 mm.
(63) Index letter ‘b’ shall not be marked on wagons bearing the index letters ‘d’,‘dd’,‘i’,‘l’,‘ll’,‘o’,‘oo’,‘p’ or ‘pp’.
(64) Wagons with gravity unloading in category T are wagons fitted with an opening roof giving access to a loading hatch over the complete length of the body; these wagons do not have a flat floor and are not designed for end or side tipping.
(65) Wagons with gravity unloading in category U are closed wagons which can only be loaded through one or more loading apertures situated in at the top part of the body, and whose total opening dimensions are less than the length of the body; these wagons do not have a flat floor and are not designed for end or side tipping.
(66) In particular:
— | well wagons
— | wagons with a central recess
— | wagons with an ordinary sloping diagonal permanent control desk
(67) The index letter ‘c’ shall not be marked on wagons bearing the index letter ‘g’.

PART ‘0’ —   VEHICLE IDENTIFICATION

Appendix Pa
General remarks
This appendix describes the European Vehicle Number and linked marking applied in a visible manner on the vehicle to identify it uniquely and in a permanent manner during operation. It does not describe other numbers or markings eventually engraved or fixed in a permanent manner on the chassis or the main components of the vehicle during its construction.

European Vehicle number and linked abbreviations
Each railway vehicle receives a number consisting of 12 figures (called European Vehicle Number (EVN)) with the following structure:

Rolling stock group | Interoperability capability and vehicle type[2 figures] | Country in which the vehicle is registered[2 figures] | Technical characteristics[4 figures] | Serial number[3 figures] | Check digit[1 figure]
Wagons | 00 to 0910 to 1920 to 2930 to 3940 to 4980 to 89[details in part 6] | 01 to 99[details in part 4] | 0000 to 9999[details in part 9] | 000 to 999 | 0 to 9[details in part 3]
Hauled passenger vehicles | 50 to 5960 to 6970 to 79[details in part 7] | 0000 to 9999[details in part 10] | 000 to 999
Tractive rolling stock and units in a trainset in fixed or pre-defined formation | 90 to 99[details in part 8] | 0000000 to 8999999[the meaning of these figures is defined by the Member States, eventually by bilateral or multilateral agreement]
Special vehicles | 9000 to 9999[details in part 11] | 000 to 999In a given country, the 7 digits of technical characteristics and serial number are sufficient to identify uniquely a vehicle inside the groups of hauled passenger vehicles and special vehicles(1).
Alphabetical markings complete the number:

(a) | markings linked to the interoperability ability(details in part 5);
(b) | abbreviation of the country in which the vehicle is registered(details in part 4);
(c) | Vehicle Keeper Marking(details in part 1);
(d) | abbreviations of the technical characteristics(details in part 12 for the wagons, part 13 for the hauled passenger vehicles).
Allocation of number
The European Vehicle Number has to be allocated according to the rules laid down in Commission Decision 2007/756/EC(2).
The European Vehicle Number shall be changed when it does not reflect the interoperability capability or technical characteristics according to this Appendix due to technical modifications of the vehicle. Such technical modifications may require a new placing in service according to Articles 20 to 25 of Directive 2008/57/EC.
PART 1 — VEHICLE KEEPER MARKING1. DEFINITION OF THE VEHICLE KEEPER MARKING (VKM)A Vehicle Keeper Marking (VKM) is an alphabetic code, consisting of two to five letters(3). A VKM is inscribed on each rail vehicle, near the European Vehicle Number. The VKM identifies the Vehicle Keeper as registered in a National Vehicle Register.
A VKM is unique and valid in all countries covered by this TSI and all countries that enter into an agreement that involves the application of the system of vehicle numbering and VKM as described in this TSI.
2. FORMAT OF THE VEHICLE KEEPER MARKINGThe VKM is representation of the full name or abbreviation of the vehicle keeper, if possible in a recognisable manner. All 26 letters of the Latina alphabet may be used. The letters in the VKM are written in capitals. Letters that do not stand for first letters of words in the keeper’s name may be written in lower case. For checking uniqueness, the letters written in lower case will be taken as written in capitals.
Letters may contain diacritical signs(4). Diacritical signs used by these letters are ignored for checking uniqueness.
For vehicles of keepers that reside in a country that does not use the Latin alphabet, a translation of the VKM in its own alphabet may be applied behind the VKM separated from it by a slash-sign (‘/’). This translated VKM is disregarded for data-processing purposes.
3. PROVISIONS ABOUT ALLOCATION OF VEHICLE KEEPER MARKINGSA vehicle keeper can be issued more than one VKM, in case:

— | the vehicle keeper has a formal name in more than one language,
— | a vehicle keeper has good cause to distinguish between separate vehicle fleets within his organisation.A single VKM can be issued for a group of companies:

— | that belong to single corporate structure (e.g. holding structure),
— | that belong to a single corporate structure that has appointed and mandated one organisation within this structure to handle all issues on behalf of all others,
— | that has mandated a separate, single legal entity for handling all issues on their behalf, in which event the legal entity is the keeper.4. REGISTER OF VEHICLE KEEPER MARKINGS AND PROCEDURE FOR ALLOCATIONThe register of VKM is public and updated on a real time basis.
An application for a VKM is filed with the applicant’s competent national authority and forwarded to the ERA. A VKM can be used only after publication by the ERA.
The holder of a VKM must inform the competent national authority when he ends the use of a VKM, and the competent national authority will forward the information to the ERA. A VKM will then be revoked once the keeper has proved that the marking has been changed on all vehicles concerned. It will not be reissued for 10 years, unless it is reissued to the original holder or at his request to another holder.
A VKM can be transferred to another holder, which is the legal successor to the original holder. A VKM stays valid when the VKM’s holder changes his name to a name that does not bear resemblance to the VKM.
In case of a change of keeper which entails a change of VKM, the wagons concerned must be marked with the new VKM within three months from the date of registration of the change of keeper in the National Vehicle Register. In case of inconsistency between the VKM marked on the vehicle and the data registered in the NVR, the NVR registration supersedes.
PART 2 — INSCRIPTION OF THE NUMBER AND LINKED ALPHABETICAL MARKING ON THE BODYWORK1. GENERAL ARRANGEMENTS FOR EXTERNAL MARKINGSThe capital letters and figures making up the marking inscriptions shall be at least 80 mm in height, in a sans serif font type of correspondence quality. A smaller height may only be used where there is no option but to place the marking on the sole bars.
The marking is put not higher than 2 metres above rail level.
2. WAGONSThe marking shall be inscribed on the wagon bodywork in the following manner:

23 | TEN |
80 | D-RFC |
7369 | | 553-4
Zcs | |
31 | TEN |
80 | D-DB |
0691 | | 235-2
Tanoos | |
33 | TEN |
84 | NL-ACTS |
4796 | | 100-8
Slpss | | For wagons whose bodywork does not offer a large enough area for this type of arrangement, particularly in the case of flat wagons, the marking shall be arranged as follows:

01 87 3320 644-7
TEN | F-SNCF | KsWhen one or more index letters with a national definition are inscribed on a wagon, this national marking must be shown after the international letter marking and separated from it by a hyphen as follows:

01 87 3320 644-7
TEN | F-SNCF | Ks-xy3. COACHES AND HAULED PASSENGER STOCKThe number shall be applied to each sidewall of the vehicle in the following manner:

F-SNCF | 61 8720 – 72 021– 7
| B10tuThe marking of the country in which the vehicle is registered and of the technical characteristics are printed directly in front of, behind or under the European Vehicle number.
In case of coaches with driver’s cabin, the European Vehicle number is also written inside the cabin.
4. LOCOMOTIVES, POWER CARS AND SPECIAL VEHICLESThe European Vehicle Number must be marked on each sidewall of the tractive stock in the following manner:
92 10 1108 062-6
The European Vehicle Number is also written inside each cabin of the tractive rolling stock.
The keeper can add, in letters of larger size than the European Vehicle Number, an own number marking (consisting generally of digits of the serial number supplemented by alphabetical coding) useful in operations. The place where the own number is marked is left to the choice of the keeper; however it must always be possible to identify easily the EVN from the keeper’s own number marking.
PART 3 — RULES FOR THE DETERMINATION OF THE CHECK-DIGIT (DIGIT 12)The check-digit is determined in the following manner:

— | the digits in the even positions of the basic number (counting from the right) are taken at their own decimal value,
— | the digits in the odd positions of the basic number (counting from the right) are multiplied by two,
— | the sum formed by the digits in even position and by all the digits which constitute the partial products obtained from the odd positions is then established,
— | the units digit of this sum is retained,
— | the complement required to bring the units digit to 10 forms the check-digit; should this units digit be nought, then the check-digit will also be nought.Examples
| 1 — | Let the basic number be33844796100Multiplication factor212121212126316487186200Sum: 6 + 3 + 1 + 6 + 4 + 8 + 7 + 1 + 8 + 6 + 2 + 0 + 0 = 52The units digit of this sum is 2.The check-digit number will therefore be 8 and the basic number thus becomes the registration number 33 84 4796 100-8. | Let the basic number be | 3 | 3 | 8 | 4 | 4 | 7 | 9 | 6 | 1 | 0 | 0 | Multiplication factor | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | | 6 | 3 | 16 | 4 | 8 | 7 | 18 | 6 | 2 | 0 | 0
Let the basic number be | 3 | 3 | 8 | 4 | 4 | 7 | 9 | 6 | 1 | 0 | 0
Multiplication factor | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2
| 6 | 3 | 16 | 4 | 8 | 7 | 18 | 6 | 2 | 0 | 0
| 2 — | Let the basic number be31513320198Multiplication factor212121212126110163402916Sum: 6 + 1 + 1 + 0 + 1 + 6 + 3 + 4 + 0 + 2 + 9 + 1 + 6 = 40The units digit of this sum is 0.The check-digit number will therefore be 0 and the basic number thus becomes the registration number 31 51 3320 198-0. | Let the basic number be | 3 | 1 | 5 | 1 | 3 | 3 | 2 | 0 | 1 | 9 | 8 | Multiplication factor | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | | 6 | 1 | 10 | 1 | 6 | 3 | 4 | 0 | 2 | 9 | 16
Let the basic number be | 3 | 1 | 5 | 1 | 3 | 3 | 2 | 0 | 1 | 9 | 8
Multiplication factor | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2 | 1 | 2
| 6 | 1 | 10 | 1 | 6 | 3 | 4 | 0 | 2 | 9 | 16PART 4 — CODING OF THE COUNTRIES IN WHICH THE VEHICLES ARE REGISTERED (DIGITS 3-4 AND ABBREVIATION)The Information relating to third countries is given for information purposes only.

Countries | Alphabetical country code(5) | Numerical country code
Albania | AL | 41
Algeria | DZ | 92
Armenia | AM | 58
Austria | A | 81
Azerbaijan | AZ | 57
Belarus | BY | 21
Belgium | B | 88
Bosnia-Herzegovina | BIH | 49
Bulgaria | BG | 52
China | RC | 33
Croatia | HR | 78
Cuba | CU(5) | 40
Cyprus | CY |
Czech Republic | CZ | 54
Denmark | DK | 86
Egypt | ET | 90
Estonia | EST | 26
Finland | FIN | 10
France | F | 87
Georgia | GE | 28
Germany | D | 80
Greece | GR | 73
Hungary | H | 55
Iran | IR | 96
Iraq | IRQ(5) | 99
Ireland | IRL | 60
Israel | IL | 95
Italy | I | 83
Japan | J | 42
Kazakhstan | KZ | 27
Kyrgyzstan | KS | 59
Latvia | LV | 25
Lebanon | RL | 98
Liechtenstein | FL |
Lithuania | LT | 24
Luxembourg | L | 82
Macedonia | MK | 65
Malta | M |
Moldova | MD(5) | 23
Monaco | MC |
Mongolia | MGL | 31
Montenegro | ME | 62
Morocco | MA | 93
Netherlands | NL | 84
North Korea | PRK(5) | 30
Norway | N | 76
Poland | PL | 51
Portugal | P | 94
Romania | RO | 53
Russia | RUS | 20
Serbia | SRB | 72
Slovakia | SK | 56
Slovenia | SLO | 79
South Korea | ROK | 61
Spain | E | 71
Sweden | SE | 74
Switzerland | CH | 85
Syria | SYR | 97
Tajikistan | TJ | 66
Tunisia | TN | 91
Turkey | TR | 75
Turkmenistan | TM | 67
Ukraine | UA | 22
United Kingdom | GB | 70
Uzbekistan | UZ | 29
Vietnam | VN(5) | 32PART 5 — ALPHABETICAL MARKING OF THE INTEROPERABILITY CAPABILITY‘TEN’: Vehicle which:

(a) | complies with all relevant TSIs which are in force at the moment of placing in service and has been authorised to be placed in service according to Article 22(1) of Directive 2008/57/EC; and
(b) | is provided with an authorisation valid in all Member States in accordance with Article 23(1) of Directive 2008/57/EC.‘PPV/PPW’: Vehicle which complies with PPV/PPW or PGW agreement (inside OSJD States)
(original: PPV/PPW: ППВ (Правила пользования вагонами в международном сообщении); PGW: Правила Пользования Грузовики Вагонами)

Notes:

(a) | Vehicles marked TEN correspond to coding 0 to 3 of the first digit in the vehicle number specified in Appendix P, part 6;
(b) | Vehicles which are not authorised for operation in all Member States need a marking indicating the Member States where they have been authorised. The list of authorising MS should be marked according to one of the following drawings, where D stands for the MS who has granted the first authorisation (in the given example, Germany) and F stands for the second authorising MS (in the given example, France). The MS are codified in accordance with part 4. This may cover vehicles which are TSI compliant or which are not. These vehicles correspond to coding 4 or 8 of the first digit in the vehicle number specified in part 6.PART 6 — INTEROPERABILITY CODES USED FOR WAGONS (DIGITS 1-2)
| 2nd digit1st digit | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 2nd digit1st digit
| | Track Gauge | fixed or variable | fixed | variable | fixed | variable | fixed | variable | fixed | variable | fixed or variable | Track Gauge |
TEN(1)and/orCOTIF(2)and/orPPV/PPW | 0 | with axles | Not to be used | TEN(1)and/or COTIF wagons | not to be used(4) | PPV/PPW wagons(variable gauge) | with axles | 0
1 | with bogies | with bogies | 1
TEN(1)and/orCOTIF(2)and/orPPV/PPW | 2 | with axles | TEN(1)and/or COTIF wagons | PPV/PPW wagons(fixed gauge) | with axles | 2
3 | with bogies | with bogies | 3
Other wagons | 4 | with axles(3) | maintenance related wagons | Other wagons | Wagons with special numbering for technical characteristics not placed in service inside EU | with axles | 4
8 | with bogies(3) | with bogies | 8
| | Traffic | Domestic traffic or international traffic by special agreement | |
| 1st digit2nd digit | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 1st digit2nd digitPART 7 — INTERNATIONAL TRAFFIC ABILITY CODES USED FOR HAULED PASSENGER VEHICLES (DIGITS 1-2)
| Domestic traffic | TEN(5)and/or COTIF(6)and/or PPV/PPW | Domestic traffic or international traffic by special agreement | TEN(5)and/or COTIF(6) | PPV/PPW
2nd digit1st digit | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9
5 | Vehicles for domestic traffic | Fixed-gauge non air-conditioned vehicles (including car-carrying wagons) | Gauge-adjustable (1435/1520) non air-conditioned vehicles | Not to be used | Gauge-adjustable (1435/1668) non air-conditioned vehicles | Historical vehicles | Not to be used(7) | Fixed-gauge vehicles | Gauge-adjustable (1435/1520) vehicles with change of bogies | Gauge-adjustable (1435/1520) vehicles with gauge-adjustable axles
6 | Service vehicles | Fixed-gauge air-conditioned vehicles | Gauge-adjustable (1435/1520) air-conditioned vehicles | Service vehicles | Gauge-adjustable (1435/1668) air-conditioned vehicles | Car-carrying wagons | Not to be used(7)
7 | Air-conditioned and pressure-tight vehicles | Not to be used | Not to be used | Pressure-tight fixed-gauge air-conditioned vehicles | Not to be used | Other vehicles | Not to be used | Not to be used | Not to be used | Not to be usedPART 8 — TYPES OF TRACTIVE ROLLING STOCK AND UNITS IN A TRAINSET IN FIXED OR PRE-DEFINED FORMATION (DIGITS 1-2)The first digit is ‘9’.
If the second digit describes the type of tractive stock, following coding is mandatory:

Code | General vehicle type
0 | Miscellaneous
1 | Electric locomotive
2 | Diesel locomotive
3 | Electric multiple-unit set (high speed) [power car or trailer]
4 | Electric multiple-unit set except high speed [power car or trailer]
5 | Diesel multiple-unit set [power car or trailer]
6 | Specialised trailer
7 | Electric shunting engine
8 | Diesel shunting engine
9 | Special vehiclePART 9 — STANDARD NUMERICAL MARKING OF WAGONS (DIGITS 5 TO 8)This appendix indicates the numerical marking associated to the main technical characteristics of the wagon and it is published on the ERA website (http://www.era.europa.eu).
An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA.
PART 10 — CODES FOR THE TECHNICAL CHARACTERISTICS OF THE HAULED PASSENGER STOCK (DIGITS 5-6)Part 10 is published on the ERA website (http://www.era.europa.eu).
An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA.
PART 11 — CODES FOR THE TECHNICAL CHARACTERISTICS OF THE SPECIAL VEHICLES (DIGIT 6 TO 8)Part 11 is published on the ERA website (http://www.era.europa.eu).
An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA.
PART 12 — LETTER MARKING FOR WAGONS EXCLUDING ARTICULATED AND MULTIPLE WAGONSPart 12 is published on the ERA website (http://www.era.europa.eu).
An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA.
PART 13 — LETTER MARKING FOR HAULED PASSENGER STOCKPart 13 is published on the ERA website (http://www.era.europa.eu).
An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA.
PART 14 — LETTER MARKING FOR SPECIAL VEHICLESDeleted

(1) For special vehicles, the number has to be unique in a given country with the first digit and the five last digits of the technical characteristics and serial number.
(2)
OJ L 305, 23.11.2007, p. 30.
(3) For NMBS/SNCB, the use of an encircled single letter B can be continued.
(4) Diacritical marks are ‘accent-signs’, such as in À, Ç, Ö, Č, Ž, Å etc. Special letters such as Ø and Æ will be represented by a single letter; in tests for uniqueness Ø is treated as O and Æ as A.
(5) According to the alphabetical coding system described in Appendix 4 to the 1949 convention and Article 45(4) of the 1968 convention on road traffic.
(1) Wagons permitted to carry the marking TEN, see part 5.
(2) Including wagons, which according to existing regulations carry the digits defined in the present table. COTIF: vehicle compliant with COTIF regulation in force at the moment of placing in service.
(3) Fixed or variable gauge.
(4) Excepted for wagons in category I (temperature-controlled wagons), not to be used for new vehicles placed in service.
(5) Compliance with the applicable TSIs, see Appendix P, part 5.
(6) Including vehicles, which according to existing regulations carry the digits defined in the present table. COTIF: vehicle compliant with COTIF regulation in force at the moment of placing in service.
(7) Excepted for coaches with fixed gauge (56) and adjustable gauge (66) already in service, not to be used for new vehicles.

Appendix QNot used
Appendix RNot used
Appendix SNot used

BRAKING PERFORMANCE

Appendix TA. ROLE OF THE INFRASTRUCTURE MANAGERThe IM shall inform the RU about the braking performance required for each route and has to provide information about the route characteristics. The IM has to ensure that the impact of the route characteristics and trackside-related margins are included in the required braking performance.
The required braking performance shall in principle be expressed in brake weight percentage unless the IM and RU have agreed on another unit to express the braking performance (e.g. braked tonnes, brake forces, deceleration values, deceleration profiles).
For train sets and fixed train compositions the IM shall deliver the braking performance requirements in deceleration values if so requested by the RU.
B. ROLE OF THE RAILWAY UNDERTAKINGThe RU shall ensure that each train satisfies or exceeds the braking performance required by the IM. Therefore the RU shall calculate the braking performance of a train taking into account the train composition.
The RU must take into account the vehicle or train set braking performance determined when placed in service. Rolling stock-related margins like reliability and availability of the brakes have to be considered. The RU must also take into account the information about route characteristics which affect the train behaviour when tuning the braking performance for stopping and securing a train.
The braking performance resulting from the checking of the actual train (like train composition, brake availability, brake settings) will be used as an input value for any operational rule to be subsequently applied to the train.
C. BRAKING PERFORMANCE NOT ACHIEVEDThe IM has to set up rules to be used if a train does not reach the required braking performance and has to make these rules available to the RUs.
If a train does not reach the braking performance required for the routes the train shall run, the RU has to respect the resulting constraints like speed restriction.

LIST OF OPEN POINTS

Appendix UAPPENDIX B (SEE POINT 4.4 OF THIS TSI)Other rules enabling a coherent operation
POINT 4.2.2.1.3.3Freight trains not crossing a border between Member States
Appendix VNot used

GLOSSARY

Appendix WThe definitions in this glossary refer to the use of terms in this TSI OPE CR.

Term | Definition
Accident | As defined in Article 3 of Directive 2004/49/EC.
Authorising the movement of trains | The operation of equipment in signalling centres, electric traction current supply control rooms and traffic control centres that permits train movement. This does not include those staff employed by a Railway Undertaking who are responsible for management of resources such as train crew or rolling stock.
Competence | The qualification and experience necessary to safely and reliably undertake the task being performed. Experience can be gained as part of the training process.
Dangerous goods | As covered by Directive 2008/68/EC of 24 September 2008 on the inland transport of dangerous goods.
Degraded operation | Operation resulting from an unplanned event that prevents the normal delivery of train services.
Despatch (= dispatch) | See Train despatch.
Driver | As defined in Article 3 of Directive 2007/59/EC.
Exceptional loads | A load carried on a rail vehicle, for example a container, swap body or other traffic where the rail vehicle size and/or axle loading requires special authority for the movement and/or the application of special conditions of travel for all or part of the journey.
Health and safety conditions | In the context of this TSI, this refers only to the medical and psychological qualifications required to operate the relevant elements of the subsystem.
Hot axle box | An axle box and bearing that has exceeded its maximum designed operating temperature.
Incident | As defined in Article 3 of Directive 2004/49/EC.
Length of train | Total length of all vehicles over buffers including locomotive(s).
Operating language | The language or languages used in daily operation by an Infrastructure Manager and published in his Network Statement, for the communication of operational or safety related messages between the staff of the Infrastructure Manager and the Railway Undertaking.
Passenger | Person (other than an employee with specific duties on the train) travelling by train or on railway property before or after a train journey.
Performance monitoring | The systematic observation and recording of the performance of the train service and the infrastructure for the purpose of bringing about improvements in the performance of both.
Qualification | The physical and psychological suitability for the task together with the required knowledge.
Real time | The ability to exchange or process information on specified events (such as arrival at a station, passing a station or departure from a station) on the trains journey as they occur.
Reporting point | A point on the trains schedule where reporting of the arrival, departure or passing time is required.
Route | The particular section or sections of line.
Safety-critical work | Work performed by staff when they control or affect the movement of a vehicle, which could affect the health and safety of persons.
Staff | Employees working for a Railway Undertaking or an Infrastructure Manager, or their contractors, undertaking tasks as specified in this TSI.
Stopping point | A location identified in the schedule of a train where the train is planned to stop, usually to carry out a specific activity such as allowing passengers to join and leave the train.
Timetable | Document or system that gives details of a train(s) schedule over a particular route.
Timing point | A location identified in the schedule of a train where a specific time is identified. This time may be an arrival time, departure time or in the case of a train not scheduled to stop at that location the passing time.
Traction unit | A powered vehicle able to move itself and other vehicles to which it may be coupled.
Train | A train is defined as (a) traction unit(s) with or without coupled railway vehicles with train data available operating between two or more defined points.
Train despatch | The indication to the person driving the train that all station or depot activities are completed and that, as far as the staff responsible are concerned, movement authority has been granted for the train.
Train crew | Members of the on-board staff of a train, who are certified as competent and appointed by a Railway Undertaking to carry out specific, designated safety related tasks on the train, for example the driver or the guard.
Train preparation | Ensuring that a train is in a fit condition to enter service, that the train equipment is correctly deployed and the formation of the train matches the train’s designated pathway. Train preparation also includes technical inspections carried out prior to the train entering service.

Abbreviation | Explanation
AC | Alternating Current
CCS | Command Control Signalling
CEN | European Committee for Standardisation (Comité Européen de Normalisation)
COTIF | Convention Concerning International Carriage by Rail (Convention relative aux Transports Internationaux Ferroviaires)
CR | Conventional Rail
dB | Decibels
DC | Direct Current
DMI | Driver Machine Interface
EC | European Community
ECG | Electro Cardiogram
EIRENE | European Integrated Railway Radio Enhanced Network
EN | Euro-norm
ENE | Energy
ERA | European Railway Agency
ERTMS | European Rail Traffic Management System
ETCS | European Train Control System
EU | European Union
FRS | Functional Requirement Specification
GSM-R | Global System for Mobile Communications — Rail
HABD | Hot Axle Box Detector
Hz | Hertz
IM | Infrastructure Manager
INF | Infrastructure
OPE | Operation and Traffic Management
OSJD | Organisation for Cooperation of Railways
PPV/PPW | Russian abbreviation for Prawila Polzowaniia Wagonami w mejdunarodnom soobqenii = Rules for use of railway vehicles in international traffic
RST | Rolling Stock
RU | Railway Undertaking
SMS | Safety Management System
SPAD | Signal Passed at Danger
SRS | System Requirement Specification
TAF | Telematic Applications for Freight
TEN | Trans-European Network
TSI | Technical Specification for Interoperability
UIC | International Union of Railways (Union Internationale des Chemins de fer)
VKM | Vehicle Keeper Marking

Pending: 32011D0302

January 15, 2026
24.5.2011 EN Official Journal of the European Union L 136/91
(1) On 9 May 2011, the Council adopted Decision 2011/273/CFSP.
(2) In view of the gravity of the situation in Syria, additional persons should be included in the list of persons and entities subject to restrictive measures set out in the Annex to Decision 2011/273/CFSP.
(3) The information relating to certain persons on the list in the Annex to that Decision should be updated,
Name Identifying information Reasons Date of listing
1. Bashar Al-Assad Born on 11 September 1965 in Damascus; diplomatic passport No. D1903 President of the Republic; person authorising and supervising the crackdown on demonstrators. 23.05.2011
2. Maher (a.k.a. Mahir) Al-Assad Born on 8 December 1967; diplomatic passport No. 4138 Commander of the Army's 4th Armoured Division, member of Baath Party Central Command, strongman of the Republican Guard; brother of President Bashar Al-Assad; principal overseer of violence against demonstrators. 23.05.2011
3. Ali Mamluk (a.k.a. Mamlouk) Born on 19 February 1946 in Damascus; diplomatic passport No. 983 Head of Syrian General Intelligence Directorate (GID); involved in violence against demonstrators. 23.05.2011
4. Muhammad Ibrahim Al-Sha’ar (a.k.a. Mohammad Ibrahim Al-Chaar) Minister of Interior; involved in violence against demonstrators. 23.05.2011
5. Atej (a.k.a Atef, Atif) Najib Former Head of the Political Security Directorate in Deraa; cousin of President Bashar Al-Assad; involved in violence against demonstrators. 23.05.2011
6. Hafiz Makhluf (a.k.a. Hafez Makhlouf) Born on 2 April 1971 in Damascus; diplomatic passport No. 2246 Colonel and Head of Unit in General Intelligence Directorate, Damascus Branch; cousin of President Bashar Al-Assad; close to Maher Al-Assad; involved in violence against demonstrators. 23.05.2011
7. Muhammad Dib Zaytun (a.k.a.Mohammed Dib Zeitoun) Born on 20 May 1951 in Damascus; diplomatic passport No. D000001300 Head of Political Security Directorate; involved in violence against demonstrators. 23.05.2011
8. Amjad Al-Abbas Head of Political Security in Banyas, involved in violence against demonstrators in Baida. 23.05.2011
9. Rami Makhlouf Born on 10 July 1969 in Damascus, passport No. 454224 Syrian businessman; associate of Maher Al-Assad; cousin of President Bashar Al-Assad; provides funding to the regime allowing violence against demonstrators. 23.05.2011
10. Abd Al-Fatah Qudsiyah Born in 1953 in Hama; diplomatic passport No. D0005788 Head of Syrian Military Intelligence (SMI); involved in violence against the civilian population. 23.05.2011
11. Jamil Hassan Head of Syrian Air Force Intelligence; involved in violence against the civilian population. 23.05.2011
12. Rustum Ghazali Born on 3 May 1953 in Dara'a; diplomatic passport No. D000000887 Head of Syrian Military Intelligence, Damascus Countryside Branch; involved in violence against the civilian population. 23.05.2011
13. Fawwaz Al-Assad Born on 18 June 1962 in Kerdala; passport No. 88238 Involved in violence against the civilian population as part of the Shabiha militia. 23.05.2011
14. Munzir Al-Assad Born on 1 March 1961 in Lattakia; passport No. 86449 and No. 842781 Involved in violence against the civilian population as part of the Shabiha militia. 23.05.2011
15. Asif Shawkat Born on 15 January 1950 in Al-Madehleh, Tartus Deputy Chief of Staff for Security and Reconnaissance; involved in violence against the civilian population. 23.05.2011
16. Hisham Ikhtiyar Born in 1941 Head of Syrian National Security Bureau; involved in violence against the civilian population. 23.05.2011
17. Faruq Al Shar' Born on 10 December 1938 Vice-President of Syria; involved in violence against the civilian population. 23.05.2011
18. Muhammad Nasif Khayrbik Born on 10 April 1937 (alt. 20 May 1937) in Hama, diplomatic passport No. 0002250 Deputy Vice-President of Syria for National Security Affairs; involved in violence against the civilian population. 23.05.2011
19. Mohamed Hamcho Born on 20 May 1966; passport No. 002954347 Brother-in-law of Maher Al-Assad; businessman and local agent for several foreign companies; provides funding to the regime allowing violence against demonstrators. 23.05.2011
20. Iyad (a.k.a. Eyad) Makhlouf Born on 21 January 1973 in Damascus; passport No. N001820740 Brother of Rami Makhlouf and GID Officer involved in violence against the civilian population. 23.05.2011
21. Bassam Al Hassan Presidential Advisor for Strategic Affairs; involved in violence against the civilian population. 23.05.2011
22. Dawud Rajiha Chief of Staff of the Armed Forces responsible for the military involvement in violence against peaceful protesters. 23.05.2011
23. Ihab (a.k.a. Ehab, Iehab) Makhlouf Born on 21 January 1973 in Damascus; passport no. N002848852 Vice-President of SyriaTel and caretaker for Rami Makhlouf's US company; provides funding to the regime allowing violence against demonstrators. 23.05.2011’.
THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Article 31(2) thereof,
Having regard to Council Decision 2011/273/CFSP of 9 May 2011 concerning restrictive measures against Syria(1), and in particular Article 5(1) thereof,
(1) On 9 May 2011, the Council adopted Decision 2011/273/CFSP.
(2) In view of the gravity of the situation in Syria, additional persons should be included in the list of persons and entities subject to restrictive measures set out in the Annex to Decision 2011/273/CFSP.
(3) The information relating to certain persons on the list in the Annex to that Decision should be updated,
HAS ADOPTED THIS DECISION:

Article 1
The Annex to Decision 2011/273/CFSP shall be replaced by the text set out in the Annex to this Decision.

Article 2
This Decision shall enter into force on the date of its adoption.

THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Article 31(2) thereof,
Having regard to Council Decision 2011/273/CFSP of 9 May 2011 concerning restrictive measures against Syria(1), and in particular Article 5(1) thereof,
(1) On 9 May 2011, the Council adopted Decision 2011/273/CFSP.
(2) In view of the gravity of the situation in Syria, additional persons should be included in the list of persons and entities subject to restrictive measures set out in the Annex to Decision 2011/273/CFSP.
(3) The information relating to certain persons on the list in the Annex to that Decision should be updated,
HAS ADOPTED THIS DECISION:
The Annex to Decision 2011/273/CFSP shall be replaced by the text set out in the Annex to this Decision.
This Decision shall enter into force on the date of its adoption.
ANNEX
‘ANNEX
LIST OF PERSONS AND ENTITIES REFERRED TO IN ARTICLES 3 AND 4
Persons

Name
Identifying information
Reasons
Date of listing 1. Bashar Al-Assad
Born on 11 September 1965 in Damascus; diplomatic passport No. D1903
President of the Republic; person authorising and supervising the crackdown on demonstrators.
23.05.2011 2. Maher (a.k.a. Mahir) Al-Assad
Born on 8 December 1967; diplomatic passport No. 4138
Commander of the Army’s 4th Armoured Division, member of Baath Party Central Command, strongman of the Republican Guard; brother of President Bashar Al-Assad; principal overseer of violence against demonstrators.
23.05.2011 3. Ali Mamluk (a.k.a. Mamlouk)
Born on 19 February 1946 in Damascus; diplomatic passport No. 983
Head of Syrian General Intelligence Directorate (GID); involved in violence against demonstrators.
23.05.2011 4. Muhammad Ibrahim Al-Sha’ar (a.k.a. Mohammad Ibrahim Al-Chaar)

Minister of Interior; involved in violence against demonstrators.
23.05.2011 5. Atej (a.k.a Atef, Atif) Najib

Former Head of the Political Security Directorate in Deraa; cousin of President Bashar Al-Assad; involved in violence against demonstrators.
23.05.2011 6. Hafiz Makhluf (a.k.a. Hafez Makhlouf)
Born on 2 April 1971 in Damascus; diplomatic passport No. 2246
Colonel and Head of Unit in General Intelligence Directorate, Damascus Branch; cousin of President Bashar Al-Assad; close to Maher Al-Assad; involved in violence against demonstrators.
23.05.2011 7. Muhammad Dib Zaytun (a.k.a.Mohammed Dib Zeitoun)
Born on 20 May 1951 in Damascus; diplomatic passport No. D000001300
Head of Political Security Directorate; involved in violence against demonstrators.
23.05.2011 8. Amjad Al-Abbas

Head of Political Security in Banyas, involved in violence against demonstrators in Baida.
23.05.2011 9. Rami Makhlouf
Born on 10 July 1969 in Damascus, passport No. 454224
Syrian businessman; associate of Maher Al-Assad; cousin of President Bashar Al-Assad; provides funding to the regime allowing violence against demonstrators.
23.05.2011 10. Abd Al-Fatah Qudsiyah
Born in 1953 in Hama; diplomatic passport No. D0005788
Head of Syrian Military Intelligence (SMI); involved in violence against the civilian population.
23.05.2011 11. Jamil Hassan

Head of Syrian Air Force Intelligence; involved in violence against the civilian population.
23.05.2011 12. Rustum Ghazali
Born on 3 May 1953 in Dara’a; diplomatic passport No. D000000887
Head of Syrian Military Intelligence, Damascus Countryside Branch; involved in violence against the civilian population.
23.05.2011 13. Fawwaz Al-Assad
Born on 18 June 1962 in Kerdala; passport No. 88238
Involved in violence against the civilian population as part of the Shabiha militia.
23.05.2011 14. Munzir Al-Assad
Born on 1 March 1961 in Lattakia; passport No. 86449 and No. 842781
Involved in violence against the civilian population as part of the Shabiha militia.
23.05.2011 15. Asif Shawkat
Born on 15 January 1950 in Al-Madehleh, Tartus
Deputy Chief of Staff for Security and Reconnaissance; involved in violence against the civilian population.
23.05.2011 16. Hisham Ikhtiyar
Born in 1941
Head of Syrian National Security Bureau; involved in violence against the civilian population.
23.05.2011 17. Faruq Al Shar’
Born on 10 December 1938
Vice-President of Syria; involved in violence against the civilian population.
23.05.2011 18. Muhammad Nasif Khayrbik
Born on 10 April 1937 (alt. 20 May 1937) in Hama, diplomatic passport No. 0002250
Deputy Vice-President of Syria for National Security Affairs; involved in violence against the civilian population.
23.05.2011 19. Mohamed Hamcho
Born on 20 May 1966; passport No. 002954347
Brother-in-law of Maher Al-Assad; businessman and local agent for several foreign companies; provides funding to the regime allowing violence against demonstrators.
23.05.2011 20. Iyad (a.k.a. Eyad) Makhlouf
Born on 21 January 1973 in Damascus; passport No. N001820740
Brother of Rami Makhlouf and GID Officer involved in violence against the civilian population.
23.05.2011 21. Bassam Al Hassan

Presidential Advisor for Strategic Affairs; involved in violence against the civilian population.
23.05.2011 22. Dawud Rajiha

Chief of Staff of the Armed Forces responsible for the military involvement in violence against peaceful protesters.
23.05.2011 23. Ihab (a.k.a. Ehab, Iehab) Makhlouf
Born on 21 January 1973 in Damascus; passport no. N002848852
Vice-President of SyriaTel and caretaker for Rami Makhlouf’s US company; provides funding to the regime allowing violence against demonstrators.
23.05.2011’.