Pending: 32011D0275

January 15, 2026
14.5.2011 EN Official Journal of the European Union L 126/53
(1) In accordance with Article 2(e) of and Annex II to Directive 2008/57/EC, the rail system is subdivided into structural and functional subsystems, including an infrastructure subsystem.
(2) By Decision C(2006) 124 final of 9 February 2006, the Commission gave a mandate to the European Railway Agency (the Agency) to develop technical specifications for interoperability (TSIs) under 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(2). Under the terms of that mandate, the Agency was requested to draw up the draft TSI related to the infrastructure subsystem of the conventional rail system.
(3) Technical specifications for interoperability (TSI) are specifications adopted in accordance with Directive 2008/57/EC. The TSI in Annex covers the infrastructure subsystem in order to meet the essential requirements and ensure the interoperability of the rail system.
(4) The TSI in Annex does not fully deal with all essential requirements. In accordance with Article 5(6) of Directive 2008/57/EC technical aspects which are not covered are identified as open points in Annex F of this TSI.
(5) The TSI in Annex should refer to Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability for use and EC verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC of the European Parliament and of the Council(3).
(6) In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify to the Commission and other Member States the conformity assessment and verification procedures to be used for the specific cases, as well as the bodies responsible for carrying out these procedures.
(7) The TSI in Annex should be without prejudice to the provisions of other relevant TSIs which may be applicable to infrastructure subsystems.
(8) The TSI in Annex should not impose the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the rail system within the Union.
(9) In accordance with Article 11(5) of Directive 2008/57/EC, the TSI in Annex should allow, for a limited period of time, for interoperability constituents to be incorporated into subsystems without certification if certain conditions are met.
(10) To continue to encourage innovation and to take into account the experience acquired, the TSI in Annex should be subject to periodic revision.
(11) 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,
(a) the applicable technical rules mentioned in paragraph 1;
(b) the conformity assessment and checking procedures to be applied with regard to the application of the technical rules mentioned in paragraph 1;
(c) the bodies it appoints for carrying out the conformity assessment and checking procedures of the open points mentioned in paragraph 1.
(a) the reasons for non-certification of the interoperability constituents are properly identified in the verification procedure referred to in paragraph 1;
(b) the details of the non-certified interoperability constituents and the reasons for non-certification, including the application of national rules notified under Article 17 of Directive 2008/57/EC, are included by the National Safety Authorities in their report referred to in Article 18 of Directive 2004/49/EC of the European Parliament and of the Council(7).
(a) the applicable technical rules mentioned in paragraph 1;
(b) the conformity assessment and checking procedures to be applied with regard to the application of the technical rules mentioned in paragraph 1;
(c) the bodies it appoints for carrying out the conformity assessment and checking procedures of the specific cases mentioned in paragraph 1.
1. INTRODUCTION 62
1.1. Technical scope 62
1.2. Geographical scope 62
1.3. Content of this TSI 62
2. DEFINITION AND SCOPE OF SUBSYSTEM 62
2.1. Definition of the infrastructure subsystem 62
2.2. Interfaces of this TSI with other TSIs 63
2.3. Interfaces of this TSI with the persons with reduced mobility TSI 63
2.4. Interfaces of this TSI with the safety in railway tunnels TSI 63
2.5. Inclusion of infrastructure into the scope of the noise TSI 63
3. ESSENTIAL REQUIREMENTS 63
4. DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEM 66
4.1. Introduction 66
4.2. Functional and technical specifications of subsystem 66
4.2.1. TSI categories of line 66
4.2.2. Performance parameters 66
4.2.3. Basic parameters characterising the infrastructure subsystem 68
4.2.3.1. List of basic parameters 68
4.2.3.2. Requirements for basic parameters 69
4.2.4. Line layout 70
4.2.4.1. Structure gauge 70
4.2.4.2. Distance between track centres 70
4.2.4.3. Maximum gradients 70
4.2.4.4. Minimum radius of horizontal curve 70
4.2.4.5. Minimum radius of vertical curve 71
4.2.5. Track parameters 71
4.2.5.1. Nominal track gauge 71
4.2.5.2. Cant 71
4.2.5.3. Rate of change of cant (as a function of time) 71
4.2.5.4. Cant deficiency 71
4.2.5.4.1. Cant deficiency on plain track and on the through route of switches and crossings 72
4.2.5.4.2. Abrupt change of cant deficiency on diverging track of switches 72
4.2.5.5. Equivalent conicity 72
4.2.5.5.1. Design values for equivalent conicity 72
4.2.5.5.2. Requirements for controlling equivalent conicity in service 73
4.2.5.6. Railhead profile for plain line 73
4.2.5.7. Rail inclination 74
4.2.5.7.1. Plain line 74
4.2.5.7.2. Requirements for switches and crossings 74
4.2.5.8. Track stiffness 74
4.2.6. Switches and crossings 74
4.2.6.1. Means of locking 74
4.2.6.2. In-service geometry of switches and crossings 74
4.2.6.3. Maximum unguided length of fixed obtuse crossings 75
4.2.7. Track resistance to applied loads 75
4.2.7.1. Track resistance to vertical loads 75
4.2.7.2. Longitudinal track resistance 75
4.2.7.3. Lateral track resistance 76
4.2.8. Structures resistance to traffic loads 76
4.2.8.1. Resistance of new bridges to traffic loads 76
4.2.8.1.1. Vertical loads 76
4.2.8.1.2. Centrifugal forces 77
4.2.8.1.3. Nosing forces 77
4.2.8.1.4. Actions due to traction and braking (longitudinal loads) 77
4.2.8.1.5. Design track twist due to rail traffic actions 77
4.2.8.2. Equivalent vertical loading for new earthworks and earth pressure effects 77
4.2.8.3. Resistance of new structures over or adjacent to tracks 77
4.2.8.4. Resistance of existing bridges and earthworks to traffic loads 77
4.2.9. Track geometrical quality and limits on isolated defects 78
4.2.9.1. Determination of immediate action, intervention, and alert limits 78
4.2.9.2. The immediate action limit for track twist 78
4.2.9.3. The immediate action limit for variation of track gauge 79
4.2.9.4. The immediate action limit for cant 80
4.2.10. Platforms 80
4.2.10.1. Usable length of platforms 80
4.2.10.2. Width and edge of platforms 80
4.2.10.3. End of platforms 80
4.2.10.4. Height of platforms 80
4.2.10.5. Offset of platforms 80
4.2.11. Health, safety and environment 80
4.2.11.1. Maximum pressure variations in tunnels 80
4.2.11.2. Noise and vibration limits and mitigation measures 81
4.2.11.3. Protection against electric shock 81
4.2.11.4. Safety in railway tunnels 81
4.2.11.5. Effect of crosswinds 81
4.2.12. Provision for operation 81
4.2.12.1. Distance markers 81
4.2.13. Fixed installations for servicing trains 81
4.2.13.1. General 81
4.2.13.2. Toilet discharge 81
4.2.13.3. Train external cleaning facilities 81
4.2.13.4. Water restocking 81
4.2.13.5. Refuelling 82
4.2.13.6. Electrical shore supply 82
4.3. Functional and technical specification of the interfaces 82
4.3.1. Interfaces with the rolling stock subsystem 82
4.3.2. Interfaces with the energy subsystem 84
4.3.3. Interfaces with the control command and signalling subsystem 84
4.3.4. Interfaces with the operation and traffic management subsystem 84
4.4. Operating rules 84
4.4.1. Exceptional conditions relating to pre-planned works 84
4.4.2. Degraded operation 84
4.4.3. Protection of workers against aerodynamic effects 84
4.5. Maintenance plan 85
4.5.1. Before placing a line in service 85
4.5.2. After placing a line in service 85
4.6. Professional competences 85
4.7. Health and safety conditions 85
4.8. Register of infrastructure 85
5. INTEROPERABILITY CONSTITUENTS 85
5.1. Basis on which interoperability constituents have been selected 85
5.2. List of constituents 85
5.3. Constituents performances and specifications 86
5.3.1. The rail 86
5.3.1.1. Railhead profile 86
5.3.1.2. Moment of inertia of the rail cross section 86
5.3.1.3. Rail hardness 86
5.3.2. The rail fastening systems 86
5.3.3. Track sleepers 86
6. ASSESSMENT OF CONFORMITY OF INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMS 87
6.1. Interoperability constituents 87
6.1.1. Conformity assessment procedures 87
6.1.2. Application of modules 87
6.1.3. Innovative solutions for interoperability constituents 87
6.1.4. EC declaration of conformity for interoperability constituents 88
6.2. Infrastructure subsystem 88
6.2.1. General provisions 88
6.2.2. Application of modules 88
6.2.3. Innovative solutions 88
6.2.4. Particular assessment procedures for subsystem 89
6.2.5. Technical solutions giving presumption of conformity at design phase 90
6.3. EC verification when speed is used as a migration criterion 90
6.4. Assessment of maintenance plan 90
6.5. Assessment of Register of Infrastructure 91
6.6. Subsystems containing interoperability constituents not holding an EC declaration 91
6.6.1. Conditions 91
6.6.2. Documentation 91
6.6.3. Maintenance of the subsystems certified according to 6.6.1 91
7. IMPLEMENTING THE INFRASTRUCTURE TSI 91
7.1. Application of this TSI to conventional rail lines 91
7.2. Application of this TSI to new conventional rail lines 92
7.3. Application of this TSI to existing conventional rail lines 92
7.3.1. Upgrading of a line 92
7.3.2. Renewal of a line 92
7.3.3. Substitution in the framework of maintenance 93
7.3.4. Existing lines that are not subject to a renewal or upgrading project 93
7.4. Speed as migration criterion 93
7.5. Compatibility of infrastructure and rolling stock 93
7.6. Specific cases 94
7.6.1. Particular features on the Estonian network 94
7.6.2. Particular features on the Finnish network 94
7.6.3. Particular features on the Hellenic network 95
7.6.4. Particular features on the Irish network 97
7.6.5. Particular features on the Latvian network 98
7.6.6. Particular features on the Lithuanian network 98
7.6.7. Particular features on the Polish network 98
7.6.8. Particular features on the Portuguese network 99
7.6.9. Particular features on the Romanian network 101
7.6.10. Particular features on the Spanish network 101
7.6.11. Particular features on the Swedish network 102
7.6.12. Particular features on the UK network for Great Britain 102
7.6.13. Particular features on the UK network for Northern Ireland 103
Annex A — Assessment of interoperability constituents 104
Annex B — Assessment of the infrastructure subsystem 105
Annex C — Capability requirements for structures according to TSI category of line in Great Britain 108
Annex D — Items to be included in the Register of Infrastructure 110
Annex E — Capability requirements for structures according to TSI category of line 111
Annex F — List of open points 112
Annex G — Glossary 113
Annex H — List of referenced standards 119
(a) indicates its intended scope (Chapter 2);
(b) lays down essential requirements for the infrastructure subsystem (Chapter 3);
(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Chapter 4);
(d) determines the interoperability constituents and interfaces which must be 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 the suitability for use of the interoperability constituents, on the one hand, or the EC verification of the subsystems, on the other hand (Chapter 6);
(f) indicates the strategy for implementing this TSI (Chapter 7);
(g) indicates, for the staff concerned, the professional competences and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (Chapter 4).
(a) the infrastructure structural subsystem;
(b) the part of the maintenance functional subsystem relating to the infrastructure subsystem (that is: washing plants for external cleaning of trains, water restocking, refuelling, fixed installations for toilet discharge and electrical shore supplies).
(a) Line layout,
(b) Track parameters,
(c) Switches and crossings,
(d) Track resistance to applied loads,
(e) Structures resistance to traffic loads,
(f) Track geometrical quality and limits on isolated defects,
(g) Platforms,
(h) Health, safety and environment,
(i) Provision for operation,
(j) Fixed installations for servicing trains.
(a) Rolling stock subsystem,
(b) Energy subsystem,
(c) Control command and signalling subsystem,
(d) Traffic operation and management subsystem.
5. the inclusion of infrastructure into the scope of the Noise TSI in coordination with the TSI Infrastructure;’
Section Basic parameters of CR INF subsystem Safety Reliability Availability Health Environmental protection Technical compatibility
4.2.4.1 Structure gauge 1.1.1 1.5-§1
4.2.4.2 Distance between track centres 1.1.1 1.5
4.2.4.3 Maximum gradients 1.1.1 1.5-§1
4.2.4.4 Minimum radius of horizontal curve 1.5-§1
4.2.4.5 Minimum radius of vertical curve 1.5-§1
4.2.5.1 Nominal track gauge 1.5-§1
4.2.5.2 Cant 1.1.1
4.2.5.3 Rate of change of cant 1.5-§1
4.2.5.4 Cant deficiency 1.1.1 1.5-§1
4.2.5.5 Equivalent conicity 1.1.1, 1.1.2 1.5
4.2.5.6 Railhead profile for plain line 1.1.1, 1.1.2 1.5-§1
4.2.5.7 Rail inclination 1.1.1, 1.1.2 1.5-§1
4.2.5.8 Track stiffness 1.5
4.2.6.1 Means of locking 1.1.1, 1.1.2
4.2.6.2 In-service geometry of switches and crossings 1.1.1, 1.1.2 1.2 1.5
4.2.6.3 Maximum unguided length of fixed obtuse crossings 1.1.1, 1.1.2 1.5
4.2.7.1 Track resistance to vertical loads 1.1.1, 1.1.2, 1.1.3 1.5-§1
4.2.7.2 Longitudinal track resistance 1.1.1, 1.1.2, 1.1.3 1.5-§1
4.2.7.3 Lateral track resistance 1.1.1, 1.1.2, 1.1.3 1.5-§1
4.2.8.1 Resistance of new bridges to traffic loads 1.1.1, 1.1.3 1.5-§1
4.2.8.2 Equivalent vertical loading for new earthworks and earth pressure effects 1.1.1, 1.1.3 1.5-§1
4.2.8.3 Resistance of new structures over or adjacent to tracks 1.1.1, 1.1.3 1.5-§1
4.2.8.4 Resistance of existing bridges and earthworks to traffic loads 1.1.1, 1.1.3 1.5-§1
4.2.9.1 Determination of immediate action, intervention, and alert limits 1.1.1, 1.1.2 1.2 1.5-§1
4.2.9.2 Immediate action limit for track twist 1.1.1, 1.1.2 1.2 1.5-§1
4.2.9.3 Immediate action limit for variation of track gauge 1.1.1, 1.1.2 1.2 1.5-§1
4.2.9.4 Immediate action limit for cant 1.1.1 1.2 1.5-§1
4.2.10.1 Usable length of platforms 1.5
4.2.10.2 Width and edge of platforms 1.1.1
4.2.10.3 End of platforms 1.1.1
4.2.10.4 Height of platforms 1.1.1, 2.1.1-§3 1.5-§1
4.2.10.5 Offset of platforms 1.1.1, 2.1.1-§3 1.5-§1
4.2.11.1 Maximum pressure variation in tunnels 2.1.1-§ 2, 2.1.1-§ 4
4.2.11.2 Noise and vibration limits and mitigation measures 1.4.1, 1.4.4, 1.4.5
4.2.11.3 Protection against electric shock 2.1.1-§3
4.2.11.4 Safety in railway tunnels 1.1.1, 1.1.4, 2.1.1-§1, 2.1.1-§4 1.3 1.4.2
4.2.11.5 Effect of crosswinds 1.1.1
4.2.12.1 Distance markers 1.2
4.2.13.2 Toilet discharge 1.2 1.3.1 1.5-§1
4.2.13.3 Train external cleaning facilities 1.2 1.5-§1
4.2.13.4 Water restocking 1.2 1.3.1 1.5-§1
4.2.13.5 Refuelling 1.2 1.3.1 1.5-§1
4.2.13.6 Electric shore supply 1.2 1.5-§1
4.4.1 Exceptional conditions relating to pre-planned works 1.2
4.4.2 Degraded operation 1.2
4.4.3 Protection of workers against aerodynamic effects 2.1.1-§2
4.5 Maintenance plan 1.2
4.6 Professional competences 1.1.5 1.2
4.7 Health and safety conditions 2.1.1-§2, 2.1.1-§3, 2.1.1-§4 1.2 1.3 1.4.2 1.5
(1) The trans-European conventional railway system, to which Directive 2008/57/EC applies and of which the infrastructure and maintenance subsystems are parts, is an integrated system whose coherence must be verified, with the objective of assuring the interoperability of the system in respect of the essential requirements.
(2) Article 5(7) of the Directive says ‘the TSIs shall not be an impediment to decisions by the Member States concerning the use of infrastructures for the movement of vehicles not covered by the TSIs’.Therefore, when designing a new or upgraded conventional line, consideration should be given to all trains which may be authorised on the line.
(3) The limiting values set out in the present TSI are not intended to be imposed as usual design values. However the design values must be within the limits set out in this TSI.
(4) The functional and technical specifications of the subsystem and its interfaces, described in Sections 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the trans-European conventional rail network. But innovative solutions for interoperability could require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in Section 6.2.3.
(1) Annex I (1.1) to the Directive recognises that the conventional rail network may be subdivided into different categories. In order to deliver interoperability cost-effectively this TSI defines ‘TSI categories of line’. The functional and technical specifications of this TSI vary according to the TSI categories of line.
(2) The requirements to be met by the infrastructure subsystem are specified for each of the following TSI categories of line of the trans-European conventional rail system, as relevant. These TSI categories of line may be used for the classification of existing lines insofar the relevant performance parameters will be met in consistency with the national migration plan.Table 2TSI categories of line for the conventional rail infrastructure subsystemTSI categories of lineTypes of trafficPassenger traffic (P)Freight traffic (F)Mixed traffic (M)Types of lineNew core TEN line (IV)IV-PIV-FIV-MUpgraded core TEN line (V)V-PV-FV-MNew other TEN line (VI)VI-PVI-FVI-MUpgraded other TEN line (VII)VII-PVII-FVII-M TSI categories of line Types of traffic Passenger traffic (P) Freight traffic (F) Mixed traffic (M) Types of line New core TEN line (IV) IV-P IV-F IV-M Upgraded core TEN line (V) V-P V-F V-M New other TEN line (VI) VI-P VI-F VI-M Upgraded other TEN line (VII) VII-P VII-F VII-M
TSI categories of line Types of traffic
Passenger traffic (P) Freight traffic (F) Mixed traffic (M)
Types of line New core TEN line (IV) IV-P IV-F IV-M
Upgraded core TEN line (V) V-P V-F V-M
New other TEN line (VI) VI-P VI-F VI-M
Upgraded other TEN line (VII) VII-P VII-F VII-M
TSI categories of line Types of traffic
Passenger traffic (P) Freight traffic (F) Mixed traffic (M)
Types of line New core TEN line (IV) IV-P IV-F IV-M
Upgraded core TEN line (V) V-P V-F V-M
New other TEN line (VI) VI-P VI-F VI-M
Upgraded other TEN line (VII) VII-P VII-F VII-M
(3) Note that passenger hubs, freight hubs and connecting lines are included in the above TSI categories of line, as appropriate.
(4) The TSI category of line for every section of track shall be published in the Register of Infrastructure.
(1) The performance levels of the TSI categories of line defined in Section 4.2.1 are characterised by following performance parameters:(a)gauge,(b)axle load,(c)line speed,(d)train length. (a) gauge, (b) axle load, (c) line speed, (d) train length.
(a) gauge,
(b) axle load,
(c) line speed,
(d) train length.
(a) gauge,
(b) axle load,
(c) line speed,
(d) train length.
(2) The performance levels for each TSI category of line are set out in Table 3 hereunder.Table 3Performance parameters for TSI categories of lineGaugeAxle load(t)Line speed(km/h)Train length(m)TSI categories of lineIV-PGC22,5200400IV-FGC25140750IV-MGC25200750V-PGB22,5160300V-FGB22,5100600V-MGB22,5160600VI-PGB22,5140300VI-FGC25100500VI-MGC25140500VII-PGA20120250VII-FGA20100500VII-MGA20120500Notes:(P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C. Gauge Axle load(t) Line speed(km/h) Train length(m) TSI categories of line IV-P GC 22,5 200 400 IV-F GC 25 140 750 IV-M GC 25 200 750 V-P GB 22,5 160 300 V-F GB 22,5 100 600 V-M GB 22,5 160 600 VI-P GB 22,5 140 300 VI-F GC 25 100 500 VI-M GC 25 140 500 VII-P GA 20 120 250 VII-F GA 20 100 500 VII-M GA 20 120 500 Notes:(P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C. Notes: (P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C.
Gauge Axle load(t) Line speed(km/h) Train length(m)
TSI categories of line IV-P GC 22,5 200 400
IV-F GC 25 140 750
IV-M GC 25 200 750
V-P GB 22,5 160 300
V-F GB 22,5 100 600
V-M GB 22,5 160 600
VI-P GB 22,5 140 300
VI-F GC 25 100 500
VI-M GC 25 140 500
VII-P GA 20 120 250
VII-F GA 20 100 500
VII-M GA 20 120 500
Notes:(P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C. Notes: (P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C.
Notes: (P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C.
Gauge Axle load(t) Line speed(km/h) Train length(m)
TSI categories of line IV-P GC 22,5 200 400
IV-F GC 25 140 750
IV-M GC 25 200 750
V-P GB 22,5 160 300
V-F GB 22,5 100 600
V-M GB 22,5 160 600
VI-P GB 22,5 140 300
VI-F GC 25 100 500
VI-M GC 25 140 500
VII-P GA 20 120 250
VII-F GA 20 100 500
VII-M GA 20 120 500
Notes:(P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C. Notes: (P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C.
Notes: (P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C.
Notes: (P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C.
(3) Article 5(7) of Directive 2008/57/EC states:‘The TSIs shall not be an impediment to decisions by the Member States concerning the use of infrastructures for the movement of vehicles not covered by the TSIs.’It is therefore permissible to design new and upgraded lines such that they will also accommodate larger gauges, higher axle loads, greater speeds and longer trains than those specified.
(4) It is permissible for specific locations on the line to be designed for line speed and/or train lengths less than those set out in Table 3, where duly justified to meet geographical, urban or environmental constraints.
(5) Infrastructure designed to the minimum requirements of this TSI does not provide the capability to meet both maximum speed and maximum axle load in combination. The infrastructure is only capable of being exploited at maximum speed for axle loads less than the maximum set out in Table 3, and similarly the infrastructure is only capable of being exploited at maximum axle load for speeds less than the maximum set out in Table 3.
(6) The actual performance parameters for each section of track shall be published in the Register of Infrastructure.
(7) The published information relating to axle load shall use EN line categories and/or locomotive classes defined in EN 15528:2008 Annexes A, J and K in combination with the permitted speed. If the load carrying capability of a section of track exceeds the range of EN line categories and or locomotive classes specified, then additional information defining the load carrying capability may be provided.
(8) The published information relating to gauge shall state which of the gauges GA, GB or GC is provided. Additionally the published information shall include other gauges defined in EN 15273:2009 Annex D that are provided for multi-national agreements. The published information may include national gauges that are provided for domestic use.
(1) The basic parameters characterising the infrastructure subsystem, grouped according to the aspects listed in Section 2.1, are:A.Line layout:(a)Structure gauge (4.2.4.1),(b)Distance between track centres (4.2.4.2),(c)Maximum gradients (4.2.4.3),(d)Minimum radius of horizontal curve (4.2.4.4),(e)Minimum radius of vertical curve (4.2.4.5),B.Track parameters:(f)Nominal track gauge (4.2.5.1),(g)Cant (4.2.5.2),(h)Rate of change of cant (as a function of time) (4.2.5.3),(i)Cant deficiency (4.2.5.4),(j)Equivalent conicity (4.2.5.5),(k)Railhead profile for plain line (4.2.5.6),(l)Rail inclination (4.2.5.7),(m)Track stiffness (4.2.5.8),C.Switches and crossings(n)Means of locking (4.2.6.1),(o)In-service geometry of switches and crossings (4.2.6.2),(p)Maximum unguided length of fixed obtuse crossings (4.2.6.3),D.Track resistance to applied loads(q)Track resistance to vertical loads (4.2.7.1),(r)Longitudinal track resistance (4.2.7.2),(s)Lateral track resistance (4.2.7.3),E.Structures resistance to traffic loads(t)Resistance of new bridges to traffic loads (4.2.8.1),(u)Equivalent vertical loading for new earthworks and earth pressure effects (4.2.8.2),(v)Resistance of new structures over or adjacent to tracks (4.2.8.3),(w)Resistance of existing bridges and earthworks to traffic loads (4.2.8.4),F.Track geometrical quality and limits on isolated defects(x)Determination of immediate action, intervention, and alert limits (4.2.9.1),(y)The immediate action limit for track twist (4.2.9.2),(z)The immediate action limit for variation of track gauge (4.2.9.3),(aa)The immediate action limit for cant (4.2.9.4),G.Platforms(bb)Usable length of platforms (4.2.10.1),(cc)Width and edge of platforms (4.2.10.2),(dd)End of platforms (4.2.10.3),(ee)Height of platforms (4.2.10.4),(ff)Offset of platforms (4.2.10.5),H.Health, safety and environment(gg)Maximum pressure variation in tunnels (4.2.11.1),(hh)Noise and vibration limits and mitigation measures (4.2.11.2),(ii)Protection against electric shock (4.2.11.3),(jj)Safety in railway tunnels (4.2.11.4),(kk)Effect of crosswinds (4.2.11.5),I.Provision for operation(ll)Distance markers (4.2.12.1),J.Fixed installations for servicing trains(mm)Toilet discharge (4.2.13.2),(nn)Train external cleaning facilities (4.2.13.3),(oo)Water restocking (4.2.13.4),(pp)Refuelling (4.2.13.5),(qq)Electric shore supply (4.2.13.6). (a) Structure gauge (4.2.4.1), (b) Distance between track centres (4.2.4.2), (c) Maximum gradients (4.2.4.3), (d) Minimum radius of horizontal curve (4.2.4.4), (e) Minimum radius of vertical curve (4.2.4.5), (f) Nominal track gauge (4.2.5.1), (g) Cant (4.2.5.2), (h) Rate of change of cant (as a function of time) (4.2.5.3), (i) Cant deficiency (4.2.5.4), (j) Equivalent conicity (4.2.5.5), (k) Railhead profile for plain line (4.2.5.6), (l) Rail inclination (4.2.5.7), (m) Track stiffness (4.2.5.8), (n) Means of locking (4.2.6.1), (o) In-service geometry of switches and crossings (4.2.6.2), (p) Maximum unguided length of fixed obtuse crossings (4.2.6.3), (q) Track resistance to vertical loads (4.2.7.1), (r) Longitudinal track resistance (4.2.7.2), (s) Lateral track resistance (4.2.7.3), (t) Resistance of new bridges to traffic loads (4.2.8.1), (u) Equivalent vertical loading for new earthworks and earth pressure effects (4.2.8.2), (v) Resistance of new structures over or adjacent to tracks (4.2.8.3), (w) Resistance of existing bridges and earthworks to traffic loads (4.2.8.4), (x) Determination of immediate action, intervention, and alert limits (4.2.9.1), (y) The immediate action limit for track twist (4.2.9.2), (z) The immediate action limit for variation of track gauge (4.2.9.3), (aa) The immediate action limit for cant (4.2.9.4), (bb) Usable length of platforms (4.2.10.1), (cc) Width and edge of platforms (4.2.10.2), (dd) End of platforms (4.2.10.3), (ee) Height of platforms (4.2.10.4), (ff) Offset of platforms (4.2.10.5), (gg) Maximum pressure variation in tunnels (4.2.11.1), (hh) Noise and vibration limits and mitigation measures (4.2.11.2), (ii) Protection against electric shock (4.2.11.3), (jj) Safety in railway tunnels (4.2.11.4), (kk) Effect of crosswinds (4.2.11.5), (ll) Distance markers (4.2.12.1), (mm) Toilet discharge (4.2.13.2), (nn) Train external cleaning facilities (4.2.13.3), (oo) Water restocking (4.2.13.4), (pp) Refuelling (4.2.13.5), (qq) Electric shore supply (4.2.13.6).
(a) Structure gauge (4.2.4.1),
(b) Distance between track centres (4.2.4.2),
(c) Maximum gradients (4.2.4.3),
(d) Minimum radius of horizontal curve (4.2.4.4),
(e) Minimum radius of vertical curve (4.2.4.5),
(f) Nominal track gauge (4.2.5.1),
(g) Cant (4.2.5.2),
(h) Rate of change of cant (as a function of time) (4.2.5.3),
(i) Cant deficiency (4.2.5.4),
(j) Equivalent conicity (4.2.5.5),
(k) Railhead profile for plain line (4.2.5.6),
(l) Rail inclination (4.2.5.7),
(m) Track stiffness (4.2.5.8),
(n) Means of locking (4.2.6.1),
(o) In-service geometry of switches and crossings (4.2.6.2),
(p) Maximum unguided length of fixed obtuse crossings (4.2.6.3),
(q) Track resistance to vertical loads (4.2.7.1),
(r) Longitudinal track resistance (4.2.7.2),
(s) Lateral track resistance (4.2.7.3),
(t) Resistance of new bridges to traffic loads (4.2.8.1),
(u) Equivalent vertical loading for new earthworks and earth pressure effects (4.2.8.2),
(v) Resistance of new structures over or adjacent to tracks (4.2.8.3),
(w) Resistance of existing bridges and earthworks to traffic loads (4.2.8.4),
(x) Determination of immediate action, intervention, and alert limits (4.2.9.1),
(y) The immediate action limit for track twist (4.2.9.2),
(z) The immediate action limit for variation of track gauge (4.2.9.3),
(aa) The immediate action limit for cant (4.2.9.4),
(bb) Usable length of platforms (4.2.10.1),
(cc) Width and edge of platforms (4.2.10.2),
(dd) End of platforms (4.2.10.3),
(ee) Height of platforms (4.2.10.4),
(ff) Offset of platforms (4.2.10.5),
(gg) Maximum pressure variation in tunnels (4.2.11.1),
(hh) Noise and vibration limits and mitigation measures (4.2.11.2),
(ii) Protection against electric shock (4.2.11.3),
(jj) Safety in railway tunnels (4.2.11.4),
(kk) Effect of crosswinds (4.2.11.5),
(ll) Distance markers (4.2.12.1),
(mm) Toilet discharge (4.2.13.2),
(nn) Train external cleaning facilities (4.2.13.3),
(oo) Water restocking (4.2.13.4),
(pp) Refuelling (4.2.13.5),
(qq) Electric shore supply (4.2.13.6).
(a) Structure gauge (4.2.4.1),
(b) Distance between track centres (4.2.4.2),
(c) Maximum gradients (4.2.4.3),
(d) Minimum radius of horizontal curve (4.2.4.4),
(e) Minimum radius of vertical curve (4.2.4.5),
(f) Nominal track gauge (4.2.5.1),
(g) Cant (4.2.5.2),
(h) Rate of change of cant (as a function of time) (4.2.5.3),
(i) Cant deficiency (4.2.5.4),
(j) Equivalent conicity (4.2.5.5),
(k) Railhead profile for plain line (4.2.5.6),
(l) Rail inclination (4.2.5.7),
(m) Track stiffness (4.2.5.8),
(n) Means of locking (4.2.6.1),
(o) In-service geometry of switches and crossings (4.2.6.2),
(p) Maximum unguided length of fixed obtuse crossings (4.2.6.3),
(q) Track resistance to vertical loads (4.2.7.1),
(r) Longitudinal track resistance (4.2.7.2),
(s) Lateral track resistance (4.2.7.3),
(t) Resistance of new bridges to traffic loads (4.2.8.1),
(u) Equivalent vertical loading for new earthworks and earth pressure effects (4.2.8.2),
(v) Resistance of new structures over or adjacent to tracks (4.2.8.3),
(w) Resistance of existing bridges and earthworks to traffic loads (4.2.8.4),
(x) Determination of immediate action, intervention, and alert limits (4.2.9.1),
(y) The immediate action limit for track twist (4.2.9.2),
(z) The immediate action limit for variation of track gauge (4.2.9.3),
(aa) The immediate action limit for cant (4.2.9.4),
(bb) Usable length of platforms (4.2.10.1),
(cc) Width and edge of platforms (4.2.10.2),
(dd) End of platforms (4.2.10.3),
(ee) Height of platforms (4.2.10.4),
(ff) Offset of platforms (4.2.10.5),
(gg) Maximum pressure variation in tunnels (4.2.11.1),
(hh) Noise and vibration limits and mitigation measures (4.2.11.2),
(ii) Protection against electric shock (4.2.11.3),
(jj) Safety in railway tunnels (4.2.11.4),
(kk) Effect of crosswinds (4.2.11.5),
(ll) Distance markers (4.2.12.1),
(mm) Toilet discharge (4.2.13.2),
(nn) Train external cleaning facilities (4.2.13.3),
(oo) Water restocking (4.2.13.4),
(pp) Refuelling (4.2.13.5),
(qq) Electric shore supply (4.2.13.6).
(1) These requirements are described in the following paragraphs, together with any particular conditions that may be allowed in each case for the parameters and interfaces concerned.
(2) All requirements of Chapter 4 of the present TSI are given for lines built with the standard European track gauge, as defined in paragraph 4.2.5.1 for lines complying with the present TSI.
(3) The specifications for cant, rate of change of cant, cant deficiency, rate of change of cant deficiency and track twist are applicable to lines having a nominal track gauge of 1 435 mm. For a line having another nominal track gauge, the limits on these parameters shall be established in proportion to the nominal distance between the rails.
(4) In case of multi-rail track, requirements of this TSI are to be applied separately to each pair of rails designed to be operated as separate track.
(5) Requirements for lines representing specific cases, including lines built to another track gauge, are described under Section 7.6.
(6) A short section of track with devices to allow transition between different nominal track gauges is permitted. The location and type of transitions shall be published in the Register of Infrastructure.
(7) Requirements are described for the subsystem under normal service conditions. Consequences, if any, of the execution of works, which may require temporary exceptions as far as the subsystem performance is concerned, are dealt with in Section 4.4.
(8) The performance levels of conventional trains can be enhanced by adopting specific systems, such as vehicle body tilting. Special conditions are permitted for running such trains, provided they do not entail restrictions for other trains not equipped with such systems. The Register of Infrastructure shall record if such special conditions apply. The special conditions shall be publically available.
(1) The structure gauge shall be set on the basis of the gauge set out in Table 3 of this TSI.
(2) Calculations of the structure gauge shall be done using the kinematic method in accordance with the requirements of Chapters 5, 7, 10 and the Annex C of EN 15273-3:2009.
(3) Where overhead electrification is provided, the pantograph gauges are set out in the CR ENE TSI.
(1) The distance between track centres shall be set on the basis of the gauge set out in Table 3 of this TSI.
(2) Where appropriate the minimum distance between track centres shall also take into account aerodynamic effects. The rules for taking account of aerodynamic effects, and the distance between track centres at which aerodynamic effects need to be taken into account, are an open point.
(3) The minimum distance between track centres of a section of line shall be published in the Register of Infrastructure.
(1) Gradients as steep as 35 mm/m are permitted for main tracks at the design phase provided the following ‘envelope’ requirements are observed:(a)the slope of the moving average profile over 10 km is less than or equal to 25 mm/m,(b)the maximum length of continuous 35 mm/m gradient does not exceed 6 km. (a) the slope of the moving average profile over 10 km is less than or equal to 25 mm/m, (b) the maximum length of continuous 35 mm/m gradient does not exceed 6 km.
(a) the slope of the moving average profile over 10 km is less than or equal to 25 mm/m,
(b) the maximum length of continuous 35 mm/m gradient does not exceed 6 km.
(a) the slope of the moving average profile over 10 km is less than or equal to 25 mm/m,
(b) the maximum length of continuous 35 mm/m gradient does not exceed 6 km.
(2) Gradients of tracks through passenger platforms shall not be more than 2,5 mm/m, where passenger carriages are intended to be regularly attached or detached.
(3) Maximum gradients as steep as 12,5 mm/m are permitted for main tracks at the design phase.
(4) For sections up to 3 km the maximum gradient of 20 mm/m is permitted.
(5) For sections up to 0,5 km the maximum gradient of 35 mm/m is permitted in locations, where trains are not intended to stop and start in normal operation.
(6) Gradients of tracks through passenger platforms shall not be more than 2,5 mm/m, where passenger carriages are intended to be regularly attached or detached.
(7) No values are specified for upgraded lines, as gradients are determined by the original construction of the line concerned.
(8) Gradients of stabling tracks intended for parking rolling stock shall not be more than 2,5 mm/m unless specific provision is made to prevent the rolling stock from running away.
(9) Gradients and locations of changes in gradient shall be published in the Register of Infrastructure.
(10) In the case of stabling tracks, gradients need to be published in the Register of Infrastructure only when they exceed 2,5 mm/m.
(1) The minimum design radius of horizontal curve shall be selected with regard to the local design speed of the curve.
(2) For stabling tracks or sidings the minimum horizontal design curve radius shall not be less than 150 m.
(3) The minimum radius of horizontal curve through platforms is set out in the PRM TSI.
(4) Reverse curves (other than reverse curves in marshalling yards where wagons are shunted individually) with radii in the range from 150 m up to 300 m shall be designed in accordance to EN 13803-2:2006 Section 8.4 to prevent buffer locking.
(5) The radius of the smallest horizontal curve of a section of line shall be published in the Register of Infrastructure.
(1) The radius of vertical curves (except for humps in marshalling yards) shall be at least 600 m on a crest or 900 m in a hollow.
(2) For humps in marshalling yards the radius of vertical curves shall be at least 250 m on a crest or 300 m in a hollow.
(1) European standard nominal track gauge shall be 1 435 mm.
(2) The nominal track gauge for a line shall be published in the Register of Infrastructure.
(1) The design cant on tracks adjacent to station platforms shall not exceed 110 mm.
(2) The highest cant on a section of line shall be published in the Register of Infrastructure.
(3) The design cant shall be limited to 180 mm.
(4) The design cant shall be limited to 160 mm.
(5) On curves with a radius less than 290 m, the cant shall be restricted to the limit given by the following formulaD ≤ (R-50) / 1,5where D is the cant in mm and R is the radius in m.
(1) The maximum rate of change of cant through a transition shall be 70 mm/s calculated at the maximum speed permitted for trains not fitted with a cant deficiency compensation system.
(2) However, if the cant deficiency at the end of the transition is less than or equal to 150 mm and the rate of change of cant deficiency through the transition is less than or equal to 70 mm/s, it is permissible to increase the maximum rate of change of cant to 85 mm/s.
(1) The following specifications are applicable to interoperable lines having nominal track gauge as defined in paragraph 4.2.5.1 of the present TSI.
(1) The maximum cant deficiency at which trains are permitted to run shall take account of the acceptance criteria of the vehicles concerned, set out in HS and CR rolling stock TSIs.
(2) For trains which are not fitted with cant deficiency compensation systems, the cant deficiency on lines with speeds up to and including 200 km/h shall not exceed without any further demonstration the following:(a)130 mm (or 0,85 m/s2uncompensated lateral acceleration) for rolling stock approved to the Freight Wagons TSI (WAG TSI);(b)150 mm (or 1,0 m/s2uncompensated lateral acceleration) for rolling stock approved to Locomotives and Passenger RST TSI (LOC&PAS TSI). (a) 130 mm (or 0,85 m/s2uncompensated lateral acceleration) for rolling stock approved to the Freight Wagons TSI (WAG TSI); (b) 150 mm (or 1,0 m/s2uncompensated lateral acceleration) for rolling stock approved to Locomotives and Passenger RST TSI (LOC&PAS TSI).
(a) 130 mm (or 0,85 m/s2uncompensated lateral acceleration) for rolling stock approved to the Freight Wagons TSI (WAG TSI);
(b) 150 mm (or 1,0 m/s2uncompensated lateral acceleration) for rolling stock approved to Locomotives and Passenger RST TSI (LOC&PAS TSI).
(a) 130 mm (or 0,85 m/s2uncompensated lateral acceleration) for rolling stock approved to the Freight Wagons TSI (WAG TSI);
(b) 150 mm (or 1,0 m/s2uncompensated lateral acceleration) for rolling stock approved to Locomotives and Passenger RST TSI (LOC&PAS TSI).
(3) It is permissible for trains specifically designed to travel with higher cant deficiency (multiple units with lower axle loads; trains equipped with a cant deficiency compensation system) to run with higher cant deficiency values, subject to a demonstration that this can be achieved safely.
(1) The maximum design values of abrupt change of cant deficiency on diverging tracks shall be:(a)120 mm for switches allowing turnout speeds of 30 km/h ≤ V ≤ 70 km/h,(b)105 mm for switches allowing turnout speeds of 70 km/h < V ≤ 170 km/h,(c)85 mm for switches allowing turnout speeds of 170 km/h < V ≤ 200 km/h. (a) 120 mm for switches allowing turnout speeds of 30 km/h ≤ V ≤ 70 km/h, (b) 105 mm for switches allowing turnout speeds of 70 km/h < V ≤ 170 km/h, (c) 85 mm for switches allowing turnout speeds of 170 km/h < V ≤ 200 km/h.
(a) 120 mm for switches allowing turnout speeds of 30 km/h ≤ V ≤ 70 km/h,
(b) 105 mm for switches allowing turnout speeds of 70 km/h < V ≤ 170 km/h,
(c) 85 mm for switches allowing turnout speeds of 170 km/h < V ≤ 200 km/h.
(a) 120 mm for switches allowing turnout speeds of 30 km/h ≤ V ≤ 70 km/h,
(b) 105 mm for switches allowing turnout speeds of 70 km/h < V ≤ 170 km/h,
(c) 85 mm for switches allowing turnout speeds of 170 km/h < V ≤ 200 km/h.
(2) An allowance of 20 mm on these values may be accepted for existing ranges of designs of switches.
(1) The limiting values for equivalent conicity quoted in Table 4 shall be calculated for the amplitude (y) of the wheelset’s lateral displacement:—y = 3 mmif (TG – SR) ≥ 7 mm—,if 5 mm ≤ (TG – SR) < 7 mm—y = 2 mmif (TG – SR) < 5 mmwhere TG is the track gauge and SR is the distance between the flange contact faces of the wheelset. No assessment of equivalent conicity is required for switches and crossings. —y = 3 mm — y = 3 mm if (TG – SR) ≥ 7 mm —, — , if 5 mm ≤ (TG – SR) < 7 mm —y = 2 mm — y = 2 mm if (TG – SR) < 5 mm
—y = 3 mm — y = 3 mm if (TG – SR) ≥ 7 mm
— y = 3 mm
—, — , if 5 mm ≤ (TG – SR) < 7 mm
— ,
—y = 2 mm — y = 2 mm if (TG – SR) < 5 mm
— y = 2 mm
—y = 3 mm — y = 3 mm if (TG – SR) ≥ 7 mm
— y = 3 mm
—, — , if 5 mm ≤ (TG – SR) < 7 mm
— ,
—y = 2 mm — y = 2 mm if (TG – SR) < 5 mm
— y = 2 mm
— y = 3 mm
— ,
— y = 2 mm
(1) Design values of track gauge, railhead profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 4 are not exceeded.Table 4Equivalent conicity design limit valuesSpeed range(km/h)Equivalent conicityS 1002, GV 1/40EPSv ≤ 60Assessment not requiredAssessment not required60 < v ≤ 1600,250,30160 < v ≤ 2000,250,30 Speed range(km/h) Equivalent conicity S 1002, GV 1/40 EPS v ≤ 60 Assessment not required Assessment not required 60 < v ≤ 160 0,25 0,30 160 < v ≤ 200 0,25 0,30
Speed range(km/h) Equivalent conicity
S 1002, GV 1/40 EPS
v ≤ 60 Assessment not required Assessment not required
60 < v ≤ 160 0,25 0,30
160 < v ≤ 200 0,25 0,30
Speed range(km/h) Equivalent conicity
S 1002, GV 1/40 EPS
v ≤ 60 Assessment not required Assessment not required
60 < v ≤ 160 0,25 0,30
160 < v ≤ 200 0,25 0,30
(2) The following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):(a)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 420 mm(b)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 426 mm(c)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 420 mm(d)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 426 mm(e)EPS as defined in EN 13715:2006 Annex D with SR = 1 420 mm. (a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 420 mm (b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 426 mm (c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 420 mm (d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 426 mm (e) EPS as defined in EN 13715:2006 Annex D with SR = 1 420 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 420 mm
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 426 mm
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 420 mm
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 426 mm
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 420 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 420 mm
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 426 mm
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 420 mm
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 426 mm
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 420 mm.
(1) Requirements for controlling equivalent conicity in service are an open point.
(2) Once the initial design of the track system has been established, an important parameter for the control of equivalent conicity in service is track gauge. Therefore pending closure of the open point, the values for mean track gauge and the requirements for actions to be taken in case of ride instability set out below shall be respected.
(3) The infrastructure manager shall maintain the mean track gauge on straight track and in curves of radius R > 10 000 m at or above the limit set out in Table 5 below.Table 5Minimum mean gauge in service on straight track and in curves of radius R > 10 000  mSpeed range(km/h)Mean gauge (mm) over 100 mv ≤ 60assessment not required60 < v ≤ 1601 430160 < v ≤ 2001 430 Speed range(km/h) Mean gauge (mm) over 100 m v ≤ 60 assessment not required 60 < v ≤ 160 1 430 160 < v ≤ 200 1 430
Speed range(km/h) Mean gauge (mm) over 100 m
v ≤ 60 assessment not required
60 < v ≤ 160 1 430
160 < v ≤ 200 1 430
Speed range(km/h) Mean gauge (mm) over 100 m
v ≤ 60 assessment not required
60 < v ≤ 160 1 430
160 < v ≤ 200 1 430
(4) If ride instability is reported on a track respecting the requirement of Section 4.2.5.5 for rolling stock having wheelsets meeting the requirements for equivalent conicity set out in the HS and CR rolling stock TSIs, a joint investigation by the railway undertaking and the infrastructure manager is to be undertaken to determine the reason.
(1) The design of railhead profiles for plain line shall comprise:(a)a lateral slope on the side of the railhead angled to between vertical and 1/16 with reference to the vertical axis of the railhead;(b)the vertical distance between the top of this lateral slope and the top of the rail shall be less than 15 mm;(c)a radius of at least 12 mm at the gauge corner;(d)the horizontal distance between the crown of the rail and the tangent point shall be between 31 and 37 mm. (a) a lateral slope on the side of the railhead angled to between vertical and 1/16 with reference to the vertical axis of the railhead; (b) the vertical distance between the top of this lateral slope and the top of the rail shall be less than 15 mm; (c) a radius of at least 12 mm at the gauge corner; (d) the horizontal distance between the crown of the rail and the tangent point shall be between 31 and 37 mm.
(a) a lateral slope on the side of the railhead angled to between vertical and 1/16 with reference to the vertical axis of the railhead;
(b) the vertical distance between the top of this lateral slope and the top of the rail shall be less than 15 mm;
(c) a radius of at least 12 mm at the gauge corner;
(d) the horizontal distance between the crown of the rail and the tangent point shall be between 31 and 37 mm.
(a) a lateral slope on the side of the railhead angled to between vertical and 1/16 with reference to the vertical axis of the railhead;
(b) the vertical distance between the top of this lateral slope and the top of the rail shall be less than 15 mm;
(c) a radius of at least 12 mm at the gauge corner;
(d) the horizontal distance between the crown of the rail and the tangent point shall be between 31 and 37 mm.
(1) The rail shall be inclined towards the centre of the track.
(2) The rail inclination for a given route shall be selected from the range 1/20 to 1/40.
(3) The value selected shall be declared in the Register of Infrastructure.
(1) The rail in switches and crossings shall be designed to be either vertical or inclined.
(2) If the rail is inclined, the designed inclination in switches and crossings shall be the same as for plain line.
(3) The inclination can be given by the shape of the active part of the railhead profile.
(4) For short sections of plain line between switches and crossings without inclination, the laying of rails without inclination is permitted.
(5) A short transition from inclined rail to vertical rail is permitted.
(1) Requirements for track stiffness as a complete system are an open point.
(1) All movable parts of switches and crossings shall be equipped with a means of locking, except in marshalling yards and other tracks used only for shunting.
(2) All movable parts of switches and crossings shall be equipped with a means of locking where the maximum speed is more than 40 km/h, unless used exclusively in the trailing direction.
(1) In this paragraph the TSI gives limiting in-service values that are compatible with geometrical characteristics of wheelsets as defined in the HS and CR rolling stock TSIs. It will be the task of the infrastructure manager to decide design values and to ensure, by means of the maintenance plan, that the in-service values do not fall outside the TSI limits. These limits are set as immediate action limits.Figure 2Point retraction in fixed common crossings
(2) The technical characteristics of switches and crossings shall comply with the following in-service values:(a)Maximum value of free wheel passage in switches: 1 380 mm.This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset.(b)Minimum value of fixed nose protection for common crossings: 1 392 mm.This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).(c)Maximum value of free wheel passage at crossing nose: 1 356 mm.(d)Maximum value of free wheel passage at check rail/wing rail entry: 1 380 mm.(e)Minimum flangeway width: 38 mm.(f)Minimum flangeway depth: 40 mm.(g)Maximum excess height of check rail: 70 mm. (a) Maximum value of free wheel passage in switches: 1 380 mm.This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset. (b) Minimum value of fixed nose protection for common crossings: 1 392 mm.This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). (c) Maximum value of free wheel passage at crossing nose: 1 356 mm. (d) Maximum value of free wheel passage at check rail/wing rail entry: 1 380 mm. (e) Minimum flangeway width: 38 mm. (f) Minimum flangeway depth: 40 mm. (g) Maximum excess height of check rail: 70 mm.
(a) Maximum value of free wheel passage in switches: 1 380 mm.This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset.
(b) Minimum value of fixed nose protection for common crossings: 1 392 mm.This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).
(c) Maximum value of free wheel passage at crossing nose: 1 356 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 380 mm.
(e) Minimum flangeway width: 38 mm.
(f) Minimum flangeway depth: 40 mm.
(g) Maximum excess height of check rail: 70 mm.
(a) Maximum value of free wheel passage in switches: 1 380 mm.This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset.
(b) Minimum value of fixed nose protection for common crossings: 1 392 mm.This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).
(c) Maximum value of free wheel passage at crossing nose: 1 356 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 380 mm.
(e) Minimum flangeway width: 38 mm.
(f) Minimum flangeway depth: 40 mm.
(g) Maximum excess height of check rail: 70 mm.
(3) All relevant requirements for switches and crossings are also apllicable to other technical solutions using switch rails, for example side modifiers used in multi-rail track.
(1) The design value of the maximum unguided length shall be equivalent to 1 in 9 (tgα = 0,11, α = 6°20’) obtuse crossing with a minimum 45 mm raised check rail and associated with a minimum wheel diameter of 330 mm on straight through routes.
(1) The track, including switches and crossings, shall be designed to withstand at least the following forces:(a)the axle load according to the performance parameters for the TSI categories of line as defined in Table 3;(b)the maximum dynamic wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum dynamic wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values;(c)the maximum quasi static wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum quasi static wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values. (a) the axle load according to the performance parameters for the TSI categories of line as defined in Table 3; (b) the maximum dynamic wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum dynamic wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values; (c) the maximum quasi static wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum quasi static wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values.
(a) the axle load according to the performance parameters for the TSI categories of line as defined in Table 3;
(b) the maximum dynamic wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum dynamic wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values;
(c) the maximum quasi static wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum quasi static wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values.
(a) the axle load according to the performance parameters for the TSI categories of line as defined in Table 3;
(b) the maximum dynamic wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum dynamic wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values;
(c) the maximum quasi static wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum quasi static wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values.
(1) The track, including switches and crossings, shall be designed to withstand longitudinal forces arising from braking. The HS and CR rolling stock TSIs define limits on deceleration which shall be used to determine the longitudinal forces arising from braking.
(2) Track shall also be designed to withstand the longitudinal thermal forces arising from temperature changes in the rail and to minimise the likelihood of track buckling.
(1) Track shall be designed to be compatible with the use of magnetic track brakes for emergency braking.
(2) The compatibility (or otherwise) of the design of track adopted with the use of braking systems independent of wheel-rail adhesion conditions for service braking and for emergency braking shall be published in the Register of Infrastructure. Braking systems independent of wheel-rail adhesion conditions include magnetic track brakes and eddy current track brakes.
(3) Where the track is compatible with the use of braking systems independent of adhesion conditions, the Register of Infrastructure shall state any limitation on the use of the braking systems on which compatibility depends, taking into account local climatic conditions and the expected number of repeated brake applications at a given location.
(1) The track, including switches and crossings, shall be designed to withstand at least:(a)the maximum total dynamic lateral force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the lateral forces excerted by a wheel set on the track. The lateral resistance of the track shall be consistent with these values,(b)the quasi static guiding force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the quasi static guiding force Yqst for defined radii and test conditions. The lateral resistance of the track shall be consistent with these values. (a) the maximum total dynamic lateral force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the lateral forces excerted by a wheel set on the track. The lateral resistance of the track shall be consistent with these values, (b) the quasi static guiding force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the quasi static guiding force Yqst for defined radii and test conditions. The lateral resistance of the track shall be consistent with these values.
(a) the maximum total dynamic lateral force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the lateral forces excerted by a wheel set on the track. The lateral resistance of the track shall be consistent with these values,
(b) the quasi static guiding force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the quasi static guiding force Yqst for defined radii and test conditions. The lateral resistance of the track shall be consistent with these values.
(a) the maximum total dynamic lateral force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the lateral forces excerted by a wheel set on the track. The lateral resistance of the track shall be consistent with these values,
(b) the quasi static guiding force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the quasi static guiding force Yqst for defined radii and test conditions. The lateral resistance of the track shall be consistent with these values.
(1) The requirements of EN 1991-2:2003 and Annex A2 to EN 1990:2002 issued as EN 1990:2002/A1:2005 specified in this chapter of the TSI are to be applied in accordance with the corresponding clauses in the national annexes to these standards if they exist.
(1) Structures shall be designed to support vertical loads in accordance with the following load models, defined in EN 1991-2:2003:(a)load model 71, as set out in EN 1991-2:2003 paragraph 6.3.2 (2)P;(b)in addition, for continuous bridges, load model SW/0, as set out in EN 1991-2:2003 paragraph 6.3.3 (3)P. (a) load model 71, as set out in EN 1991-2:2003 paragraph 6.3.2 (2)P; (b) in addition, for continuous bridges, load model SW/0, as set out in EN 1991-2:2003 paragraph 6.3.3 (3)P.
(a) load model 71, as set out in EN 1991-2:2003 paragraph 6.3.2 (2)P;
(b) in addition, for continuous bridges, load model SW/0, as set out in EN 1991-2:2003 paragraph 6.3.3 (3)P.
(a) load model 71, as set out in EN 1991-2:2003 paragraph 6.3.2 (2)P;
(b) in addition, for continuous bridges, load model SW/0, as set out in EN 1991-2:2003 paragraph 6.3.3 (3)P.
(2) The load models shall be multiplied by the factor alpha (α) as set out in EN 1991-2:2003 paragraphs 6.3.2 (3)P and 6.3.3 (5)P.
(3) The value of alpha (α) shall be equal to or greater than the values set out in Table 6.Table 6Factor alpha(α ) for the design of new structuresTypes of line or TSI categories of lineMinimum factor alpha (α)IV1,1V1,0VI1,1VII-P0,83VII-F, VII-M0,91 Types of line or TSI categories of line Minimum factor alpha (α) IV 1,1 V 1,0 VI 1,1 VII-P 0,83 VII-F, VII-M 0,91
Types of line or TSI categories of line Minimum factor alpha (α)
IV 1,1
V 1,0
VI 1,1
VII-P 0,83
VII-F, VII-M 0,91
Types of line or TSI categories of line Minimum factor alpha (α)
IV 1,1
V 1,0
VI 1,1
VII-P 0,83
VII-F, VII-M 0,91
(4) The load effects from the load models shall be enhanced by the dynamic factor phi (Φ) as set out in EN 1991-2:2003 paragraphs 6.4.3 (1)P and 6.4.5.2 (2).
(1) Where the track on a bridge is curved over the whole or part of the length of the bridge, the centrifugal force shall be taken into account in the design of structures as set out in EN 1991-2:2003 paragraphs 6.5.1 (2), (4)P, (7).
(1) The nosing force shall be taken into account in the design of structures as set out in EN 1991-2:2003 Section 6.5.2.
(1) Traction and braking forces shall be taken into account in the design of structures as set out in EN 1991-2:2003 paragraphs 6.5.3 (2)P, (4), (5) and (6). The direction of the traction and braking forces shall take account of the permitted directions of travel on each track.
(1) The maximum total design track twist due to rail traffic actions shall not exceed the values set out in clause A2.4.4.2.2(3)P in Annex A2 to EN 1990:2002 issued as EN 1990:2002/A1:2005. The total design track twist comprises any twist which may be present in the track when the bridge is not subject to rail traffic actions, plus the track twist due to the total deformation of the bridge resulting from rail traffic actions.
(1) Earthworks shall be designed to support vertical loads in accordance with the Load Model 71, as set out in EN 1991-2:2003 paragraph 6.3.6.4.
(2) Load model 71 shall be multiplied by the factor alpha (a) as set out in EN 1991-2:2003 paragraphs 6.3.2 (3)P. The value of a shall be equal to or greater than the values set out in Table 6.
(1) Aerodynamic actions from passing trains shall be taken into account as set out in EN 1991-2:2003 paragraph 6.6.
(1) Bridges and earthworks shall be brought to a specified level of interoperability according to the TSI category of line as defined in Section 4.2.1.
(2) The minimum capability requirements for structures for each TSI category of line are given in Annex E. The values represent the minimum target level that structures must be capable of for the line to be declared interoperable.
(3) The following cases are relevant:(a)Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements of Chapter 4.2.8.1 or 4.2.8.2.(b)If the minimum capability of the existing structures expressed by the published EN line category in combination with the permitted speed satisfies the requirements in Annex E then the existing structures satisfy the relevant interoperability requirements.(c)Where the capability of an existing structure does not satisfy the requirements in Annex E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Annex E. (a) Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements of Chapter 4.2.8.1 or 4.2.8.2. (b) If the minimum capability of the existing structures expressed by the published EN line category in combination with the permitted speed satisfies the requirements in Annex E then the existing structures satisfy the relevant interoperability requirements. (c) Where the capability of an existing structure does not satisfy the requirements in Annex E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Annex E.
(a) Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements of Chapter 4.2.8.1 or 4.2.8.2.
(b) If the minimum capability of the existing structures expressed by the published EN line category in combination with the permitted speed satisfies the requirements in Annex E then the existing structures satisfy the relevant interoperability requirements.
(c) Where the capability of an existing structure does not satisfy the requirements in Annex E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Annex E.
(a) Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements of Chapter 4.2.8.1 or 4.2.8.2.
(b) If the minimum capability of the existing structures expressed by the published EN line category in combination with the permitted speed satisfies the requirements in Annex E then the existing structures satisfy the relevant interoperability requirements.
(c) Where the capability of an existing structure does not satisfy the requirements in Annex E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Annex E.
(4) For the British network, in clauses (2) and (3) above the EN line category may be replaced by route availability (RA) number (delivered in accordance with the national technical rule notified for this purpose) and consequently reference to Annex E are replaced by reference to Annex C.
(1) The infrastructure manager shall determine appropriate immediate action, intervention and alert limits for the following parameters:(a)lateral alignment — standard deviations (alert limit only),(b)longitudinal level — standard deviations (alert limit only),(c)lateral alignment — isolated defects — mean to peak values,(d)longitudinal level — isolated defects — mean to peak values,(e)track twist — isolated defects — zero to peak value subject to the immediate action limits set out in the Section 4.2.9.2,(f)variation of track gauge — isolated defects — nominal track gauge to peak value subject to the immediate action limits set out in the Section 4.2.9.3,(g)mean track gauge over any 100 m length — nominal track gauge to mean value, subject to the immediate action limits set out in the Section 4.2.5.5.2,(h)cant — design to peak value subject to the immediate action limits set out in Section 4.2.9.4. (a) lateral alignment — standard deviations (alert limit only), (b) longitudinal level — standard deviations (alert limit only), (c) lateral alignment — isolated defects — mean to peak values, (d) longitudinal level — isolated defects — mean to peak values, (e) track twist — isolated defects — zero to peak value subject to the immediate action limits set out in the Section 4.2.9.2, (f) variation of track gauge — isolated defects — nominal track gauge to peak value subject to the immediate action limits set out in the Section 4.2.9.3, (g) mean track gauge over any 100 m length — nominal track gauge to mean value, subject to the immediate action limits set out in the Section 4.2.5.5.2, (h) cant — design to peak value subject to the immediate action limits set out in Section 4.2.9.4.
(a) lateral alignment — standard deviations (alert limit only),
(b) longitudinal level — standard deviations (alert limit only),
(c) lateral alignment — isolated defects — mean to peak values,
(d) longitudinal level — isolated defects — mean to peak values,
(e) track twist — isolated defects — zero to peak value subject to the immediate action limits set out in the Section 4.2.9.2,
(f) variation of track gauge — isolated defects — nominal track gauge to peak value subject to the immediate action limits set out in the Section 4.2.9.3,
(g) mean track gauge over any 100 m length — nominal track gauge to mean value, subject to the immediate action limits set out in the Section 4.2.5.5.2,
(h) cant — design to peak value subject to the immediate action limits set out in Section 4.2.9.4.
(a) lateral alignment — standard deviations (alert limit only),
(b) longitudinal level — standard deviations (alert limit only),
(c) lateral alignment — isolated defects — mean to peak values,
(d) longitudinal level — isolated defects — mean to peak values,
(e) track twist — isolated defects — zero to peak value subject to the immediate action limits set out in the Section 4.2.9.2,
(f) variation of track gauge — isolated defects — nominal track gauge to peak value subject to the immediate action limits set out in the Section 4.2.9.3,
(g) mean track gauge over any 100 m length — nominal track gauge to mean value, subject to the immediate action limits set out in the Section 4.2.5.5.2,
(h) cant — design to peak value subject to the immediate action limits set out in Section 4.2.9.4.
(2) The measurement conditions for these parameters are set out in Chapter 5 of EN 13848-1:2003 +A1:2008.
(3) When determining these limits, the infrastructure manager shall take into account the track quality limits used as the basis for vehicle acceptance. Requirements for vehicle acceptance are set out in the CR and HS rolling stock TSIs.
(4) The immediate action, intervention and alert limits adopted by the infrastructure manager shall be recorded in the maintenance plan required by Section 4.5 of this TSI.
(1) The immediate action limit for track twist as an isolated defect is given as a zero to peak value. Track twist is defined as the algebraic difference between two cross levels taken at a defined distance apart, usually expressed as a gradient between the two points at which the cross level is measured. The cross level is measured at the nominal centres of the railheads.
(2) The track twist limit is a function of the measurement base applied (l) according to the formula:Limit twist = (20/l + 3)(a)where l is the measurement base (in m), with 1,3 m k ≤ l ≤ 20 m,(b)with a maximum value of 7 mm/m.Figure 3Limit for track twist for all TSI categories of linetwist base-length l [m]twist isolated defects [mm/m] (a) where l is the measurement base (in m), with 1,3 m k ≤ l ≤ 20 m, (b) with a maximum value of 7 mm/m.
(a) where l is the measurement base (in m), with 1,3 m k ≤ l ≤ 20 m,
(b) with a maximum value of 7 mm/m.
(a) where l is the measurement base (in m), with 1,3 m k ≤ l ≤ 20 m,
(b) with a maximum value of 7 mm/m.
(3) (The infrastructure manager shall set out in the maintenance plan the basis on which it will measure the track in order to check compliance with this requirement. The basis of measurement shall include at least one measurement base between 2 and 5 m.
(4) If the radius of horizontal curve is less than 420 m and cant D > (R – 100)/2, track twist shall be limited according to the formula: Limit twist = (20/l + 1,5), with a maximum value between 6 mm/m and 3 mm/m depending on the twist base length as shown in Figure 4.Figure 4Limit for track twist for freight and mixed lines on small curvestwist base-length l [m]twist isolated defects [mm/m]
Speed(km/h) Dimensions(mm)
Nominal track gauge to peak value
Minimum track gauge Maximum track gauge
V ≤ 80 –9 +35
80 < V ≤ 120 –9 +35
120 < V ≤ 160 –8 +35
160 < V ≤ 200 –7 +28
(1) The in service cant shall be maintained within +/- 20 mm of the design cant, but the maximum cant permitted in service is 190 mm.
(2) The in service cant shall be maintained within +/- 20 mm of the design cant, but the maximum cant permitted in service is 170 mm.
(1) The requirements of this paragraph are only applicable to the passenger platforms where trains complying with the HS and CR rolling stock TSIs are intended to stop on normal service.
(1) The platform length shall be sufficient to accommodate the longest interoperable train intended to stop at the platform in normal service. When determining the length of trains intended to stop at the platform, consideration shall be given to both the current service requirements and the reasonably foreseeable service requirements at least ten years following the bringing into service of the platform.
(2) It is permissible to build only the length of platform required for the current service requirement provided passive provision is made for the reasonably foreseeable future service requirements.
(3) The usable length of a platform shall be declared in the Register of Infrastructure.
(1) The PRM TSI sets out the requirements for platform width and edge of the platform.
(1) The PRM TSI sets out the requirements for the end of the platform.
(1) The PRM TSI sets out the requirements for platform height.
(1) The PRM TSI sets out the requirements for platform offset.
(1) The maximum pressure variation in tunnels and underground structures along the outside of any train complying with the HS and CR rolling stock TSIs intended to run in the specific tunnel at speeds of greater than 190 km/h shall not exceed 10 kPa during the time taken for the train to pass through the tunnel, at the maximum permitted speed.
(1) Noise limits and mitigation measures are an open point.
(2) Vibration limits and mitigation measures are an open point.
(1) The requirements for protection against electric shock from the traction current system are ensured by the provisions set out in CR ENE TSI relating to the protective provisions of overhead contact line systems.
(1) Requirements for the safety in railway tunnels are set out in the SRT TSI.
(1) Requirements for mitigating the effect of crosswinds are an open point.
(1) Distance markers shall be provided at regular intervals along the track.
(2) The nominal interval between distance markers shall be stated in the Register of Infrastructure.
(1) This Section 4.2.13 sets out the infrastructure elements of the maintenance subsystem required for servicing trains.
(2) The location and type of fixed installations for servicing trains shall be published in the Register of Infrastructure.
(1) Fixed installations for toilet discharge shall be compatible with the characteristics of the retention toilet system specified in the HS and CR rolling stock TSIs.
(1) Where a washing plant is provided it shall be able to clean the outer sides of single or double-deck trains between a height of:(a)1 000 to 3 500 mm for a single-deck train,(b)500 to 4 300 mm for double-deck trains. (a) 1 000 to 3 500 mm for a single-deck train, (b) 500 to 4 300 mm for double-deck trains.
(a) 1 000 to 3 500 mm for a single-deck train,
(b) 500 to 4 300 mm for double-deck trains.
(a) 1 000 to 3 500 mm for a single-deck train,
(b) 500 to 4 300 mm for double-deck trains.
(2) The washing plant shall be designed so that trains can to be driven through it at any speed between 2 km/h and 5 km/h.
(1) Fixed equipment for water restocking shall be compatible with the characteristics of the water system specified in the HS and CR rolling stock TSIs.
(2) Fixed equipment for water supply on the interoperable network shall be supplied with drinking water meeting the requirements of the Council Directive 98/83/EC(1).
(3) The equipment’s mode of operation shall ensure that water delivered to the rolling stock complies with the quality specified by Directive 98/83/EC.
(1) Refuelling equipment shall be compatible with the characteristics of the fuel system specified in the CR rolling stock TSI.
(1) Where provided, electrical shore supply shall be by means of one or more of the power supply systems specified in the HS and CR rolling stock TSIs.
Interface Reference conventional rail infrastructure TSI Reference conventional rail locomotives and passenger RST TSI
Track gauge 4.2.5.1Nominal track gauge4.2.5.6Railhead profile for plain line4.2.6.2In-service geometry of switches and crossings 4.2.5.1 Nominal track gauge 4.2.5.6 Railhead profile for plain line 4.2.6.2 In-service geometry of switches and crossings 4.2.3.5.2.1Mechanical and geometrical characteristics of Wheelset4.2.3.5.2.2Mechanical and geometrical characteristics of Wheels 4.2.3.5.2.1 Mechanical and geometrical characteristics of Wheelset 4.2.3.5.2.2 Mechanical and geometrical characteristics of Wheels
4.2.5.1 Nominal track gauge
4.2.5.6 Railhead profile for plain line
4.2.6.2 In-service geometry of switches and crossings
4.2.3.5.2.1 Mechanical and geometrical characteristics of Wheelset
4.2.3.5.2.2 Mechanical and geometrical characteristics of Wheels
Gauges 4.2.4.1Structure gauge4.2.4.2Distance between track centres4.2.4.5Minimum radius of vertical curve 4.2.4.1 Structure gauge 4.2.4.2 Distance between track centres 4.2.4.5 Minimum radius of vertical curve 4.2.3.1.Gauging 4.2.3.1. Gauging
4.2.4.1 Structure gauge
4.2.4.2 Distance between track centres
4.2.4.5 Minimum radius of vertical curve
4.2.3.1. Gauging
Axle load and axle spacing 4.2.7.1Track resistance to vertical loads4.2.8.1Resistance of new bridges to traffic loads4.2.8.2Equivalent vertical loading for new earthworks and earth pressure effects4.2.8.4Resistance of existing bridges and earthworks to traffic loads 4.2.7.1 Track resistance to vertical loads 4.2.8.1 Resistance of new bridges to traffic loads 4.2.8.2 Equivalent vertical loading for new earthworks and earth pressure effects 4.2.8.4 Resistance of existing bridges and earthworks to traffic loads 4.2.3.2Axle load and wheel load 4.2.3.2 Axle load and wheel load
4.2.7.1 Track resistance to vertical loads
4.2.8.1 Resistance of new bridges to traffic loads
4.2.8.2 Equivalent vertical loading for new earthworks and earth pressure effects
4.2.8.4 Resistance of existing bridges and earthworks to traffic loads
4.2.3.2 Axle load and wheel load
Running characteristics 4.2.7.1Track resistance to vertical loads4.2.7.3Lateral track resistance4.2.8.1.3Nosing forces 4.2.7.1 Track resistance to vertical loads 4.2.7.3 Lateral track resistance 4.2.8.1.3 Nosing forces 4.2.3.4.2.1Limit values for running safely4.2.3.4.2.2Track loading limit values 4.2.3.4.2.1 Limit values for running safely 4.2.3.4.2.2 Track loading limit values
4.2.7.1 Track resistance to vertical loads
4.2.7.3 Lateral track resistance
4.2.8.1.3 Nosing forces
4.2.3.4.2.1 Limit values for running safely
4.2.3.4.2.2 Track loading limit values
Equivalent conicity 4.2.5.5Equivalent conicity 4.2.5.5 Equivalent conicity 4.2.3.4.3Equivalent conicity 4.2.3.4.3 Equivalent conicity
4.2.5.5 Equivalent conicity
4.2.3.4.3 Equivalent conicity
Longitudinal actions 4.2.7.2Longitudinal track resistance4.2.8.1.4Actions due to traction and braking (logitudinal loads) 4.2.7.2 Longitudinal track resistance 4.2.8.1.4 Actions due to traction and braking (logitudinal loads) 4.2.4.5Braking performance 4.2.4.5 Braking performance
4.2.7.2 Longitudinal track resistance
4.2.8.1.4 Actions due to traction and braking (logitudinal loads)
4.2.4.5 Braking performance
Minimum curve radius 4.2.4.4Minimum radius of horizontal curve 4.2.4.4 Minimum radius of horizontal curve 4.2.3.6Minimum curve radius 4.2.3.6 Minimum curve radius
4.2.4.4 Minimum radius of horizontal curve
4.2.3.6 Minimum curve radius
Horizontal curve radius 4.2.5.4Cant deficiency 4.2.5.4 Cant deficiency 4.2.3.4.2.1Limit values for running safety 4.2.3.4.2.1 Limit values for running safety
4.2.5.4 Cant deficiency
4.2.3.4.2.1 Limit values for running safety
Vertical curve acceleration 4.2.4.5Minimum radius of vertical curve 4.2.4.5 Minimum radius of vertical curve 4.2.3.1Gauging 4.2.3.1 Gauging
4.2.4.5 Minimum radius of vertical curve
4.2.3.1 Gauging
Aerodynamic effect 4.2.4.2Distance between track centres4.2.8.3Resistance of new structures over or adjacent to tracks4.2.11.1Maximum pressure variations in tunnels 4.2.4.2 Distance between track centres 4.2.8.3 Resistance of new structures over or adjacent to tracks 4.2.11.1 Maximum pressure variations in tunnels 4.2.6.2.1Slipstream effects on assengers on platforms4.2.6.2.2Slipstream effects on workers on the track side4.2.6.2.3Head pressure pulse4.2.6.2.4Maximum pressure variations in tunnels 4.2.6.2.1 Slipstream effects on assengers on platforms 4.2.6.2.2 Slipstream effects on workers on the track side 4.2.6.2.3 Head pressure pulse 4.2.6.2.4 Maximum pressure variations in tunnels
4.2.4.2 Distance between track centres
4.2.8.3 Resistance of new structures over or adjacent to tracks
4.2.11.1 Maximum pressure variations in tunnels
4.2.6.2.1 Slipstream effects on assengers on platforms
4.2.6.2.2 Slipstream effects on workers on the track side
4.2.6.2.3 Head pressure pulse
4.2.6.2.4 Maximum pressure variations in tunnels
Crosswind 4.2.11.5Effect of crosswinds 4.2.11.5 Effect of crosswinds 4.2.6.2.5Crosswind 4.2.6.2.5 Crosswind
4.2.11.5 Effect of crosswinds
4.2.6.2.5 Crosswind
Installations for servicing trains 4.2.13.2Toilet discharge4.2.13.3Train external cleaning facilities4.2.13.4Water restocking4.2.13.5Refuelling4.2.13.6Electric shore supply 4.2.13.2 Toilet discharge 4.2.13.3 Train external cleaning facilities 4.2.13.4 Water restocking 4.2.13.5 Refuelling 4.2.13.6 Electric shore supply 4.2.11.3Toilet discharge system4.2.11.2.2Exterior cleaning through a washing plant4.2.11.4Water refilling equipment4.2.11.5Interface for water refilling4.2.11.7Refuelling equipment4.2.11.6Special requirements for stabling of trains 4.2.11.3 Toilet discharge system 4.2.11.2.2 Exterior cleaning through a washing plant 4.2.11.4 Water refilling equipment 4.2.11.5 Interface for water refilling 4.2.11.7 Refuelling equipment 4.2.11.6 Special requirements for stabling of trains
4.2.13.2 Toilet discharge
4.2.13.3 Train external cleaning facilities
4.2.13.4 Water restocking
4.2.13.5 Refuelling
4.2.13.6 Electric shore supply
4.2.11.3 Toilet discharge system
4.2.11.2.2 Exterior cleaning through a washing plant
4.2.11.4 Water refilling equipment
4.2.11.5 Interface for water refilling
4.2.11.7 Refuelling equipment
4.2.11.6 Special requirements for stabling of trains
4.2.5.1 Nominal track gauge
4.2.5.6 Railhead profile for plain line
4.2.6.2 In-service geometry of switches and crossings
4.2.3.5.2.1 Mechanical and geometrical characteristics of Wheelset
4.2.3.5.2.2 Mechanical and geometrical characteristics of Wheels
4.2.4.1 Structure gauge
4.2.4.2 Distance between track centres
4.2.4.5 Minimum radius of vertical curve
4.2.3.1. Gauging
4.2.7.1 Track resistance to vertical loads
4.2.8.1 Resistance of new bridges to traffic loads
4.2.8.2 Equivalent vertical loading for new earthworks and earth pressure effects
4.2.8.4 Resistance of existing bridges and earthworks to traffic loads
4.2.3.2 Axle load and wheel load
4.2.7.1 Track resistance to vertical loads
4.2.7.3 Lateral track resistance
4.2.8.1.3 Nosing forces
4.2.3.4.2.1 Limit values for running safely
4.2.3.4.2.2 Track loading limit values
4.2.5.5 Equivalent conicity
4.2.3.4.3 Equivalent conicity
4.2.7.2 Longitudinal track resistance
4.2.8.1.4 Actions due to traction and braking (logitudinal loads)
4.2.4.5 Braking performance
4.2.4.4 Minimum radius of horizontal curve
4.2.3.6 Minimum curve radius
4.2.5.4 Cant deficiency
4.2.3.4.2.1 Limit values for running safety
4.2.4.5 Minimum radius of vertical curve
4.2.3.1 Gauging
4.2.4.2 Distance between track centres
4.2.8.3 Resistance of new structures over or adjacent to tracks
4.2.11.1 Maximum pressure variations in tunnels
4.2.6.2.1 Slipstream effects on assengers on platforms
4.2.6.2.2 Slipstream effects on workers on the track side
4.2.6.2.3 Head pressure pulse
4.2.6.2.4 Maximum pressure variations in tunnels
4.2.11.5 Effect of crosswinds
4.2.6.2.5 Crosswind
4.2.13.2 Toilet discharge
4.2.13.3 Train external cleaning facilities
4.2.13.4 Water restocking
4.2.13.5 Refuelling
4.2.13.6 Electric shore supply
4.2.11.3 Toilet discharge system
4.2.11.2.2 Exterior cleaning through a washing plant
4.2.11.4 Water refilling equipment
4.2.11.5 Interface for water refilling
4.2.11.7 Refuelling equipment
4.2.11.6 Special requirements for stabling of trains
Interface Reference conventional rail infrastructure TSI Reference conventional rail freight wagons TSI
Track gauge 4.2.5.1Nominal track gauge4.2.5.6Railhead profile for plain line4.2.6.2In-service geometry of switches and crossings 4.2.5.1 Nominal track gauge 4.2.5.6 Railhead profile for plain line 4.2.6.2 In-service geometry of switches and crossings 4.2.3.4Vehicle dynamic behaviour 4.2.3.4 Vehicle dynamic behaviour
4.2.5.1 Nominal track gauge
4.2.5.6 Railhead profile for plain line
4.2.6.2 In-service geometry of switches and crossings
4.2.3.4 Vehicle dynamic behaviour
Gauges 4.2.4.1Structure gauge4.2.4.2Distance between track centres4.2.4.5Minimum radius of vertical curve 4.2.4.1 Structure gauge 4.2.4.2 Distance between track centres 4.2.4.5 Minimum radius of vertical curve 4.2.3.1Kinematic gauge 4.2.3.1 Kinematic gauge
4.2.4.1 Structure gauge
4.2.4.2 Distance between track centres
4.2.4.5 Minimum radius of vertical curve
4.2.3.1 Kinematic gauge
Axle load and axle spacing 4.2.7.1Track resistance to vertical loads4.2.7.3Lateral track resistance4.2.8.1Resistance of new bridges to traffic loads4.2.8.2Equivalent vertical loading for new earthworks and earth pressure effects4.2.8.4Resistance of existing bridges and earthworks to traffic loads 4.2.7.1 Track resistance to vertical loads 4.2.7.3 Lateral track resistance 4.2.8.1 Resistance of new bridges to traffic loads 4.2.8.2 Equivalent vertical loading for new earthworks and earth pressure effects 4.2.8.4 Resistance of existing bridges and earthworks to traffic loads 4.2.3.2Static axle load and linear load 4.2.3.2 Static axle load and linear load
4.2.7.1 Track resistance to vertical loads
4.2.7.3 Lateral track resistance
4.2.8.1 Resistance of new bridges to traffic loads
4.2.8.2 Equivalent vertical loading for new earthworks and earth pressure effects
4.2.8.4 Resistance of existing bridges and earthworks to traffic loads
4.2.3.2 Static axle load and linear load
Running characteristics 4.2.7.1Track resistance to vertical loads4.2.7.3Lateral track resistance (b) 4.2.7.1 Track resistance to vertical loads 4.2.7.3 Lateral track resistance (b) 4.2.3.4Vehicle dynamic behaviour 4.2.3.4 Vehicle dynamic behaviour
4.2.7.1 Track resistance to vertical loads
4.2.7.3 Lateral track resistance (b)
4.2.3.4 Vehicle dynamic behaviour
Longitudinal actions 4.2.7.2Longitudinal track resistance4.2.8.1.4Actions due to traction and braking (logitudinal loads) 4.2.7.2 Longitudinal track resistance 4.2.8.1.4 Actions due to traction and braking (logitudinal loads) 4.2.4.1Braking performance 4.2.4.1 Braking performance
4.2.7.2 Longitudinal track resistance
4.2.8.1.4 Actions due to traction and braking (logitudinal loads)
4.2.4.1 Braking performance
Minimum curve radius 4.2.4.4Minimum radius of horizontal curve 4.2.4.4 Minimum radius of horizontal curve 4.2.2.1.Interface (e. g. coupling) between vehicles, between sets of vehicles and between trains 4.2.2.1. Interface (e. g. coupling) between vehicles, between sets of vehicles and between trains
4.2.4.4 Minimum radius of horizontal curve
4.2.2.1. Interface (e. g. coupling) between vehicles, between sets of vehicles and between trains
Horizontal curve radius 4.2.5.4Cant deficiency 4.2.5.4 Cant deficiency 4.2.3.5.Longitudinal compressive forces 4.2.3.5. Longitudinal compressive forces
4.2.5.4 Cant deficiency
4.2.3.5. Longitudinal compressive forces
Vertical curve acceleration 4.2.4.5Minimum radius of vertical curve 4.2.4.5 Minimum radius of vertical curve 4.2.3.1Kinematic gauge 4.2.3.1 Kinematic gauge
4.2.4.5 Minimum radius of vertical curve
4.2.3.1 Kinematic gauge
Aerodynamic effect 4.2.4.2Distance between track centres4.2.8.3Resistance of new structures over or adjacent to tracks4.2.11.1Maximum pressure variations in tunnels 4.2.4.2 Distance between track centres 4.2.8.3 Resistance of new structures over or adjacent to tracks 4.2.11.1 Maximum pressure variations in tunnels 4.2.6.2Aerodynamic effects 4.2.6.2 Aerodynamic effects
4.2.4.2 Distance between track centres
4.2.8.3 Resistance of new structures over or adjacent to tracks
4.2.11.1 Maximum pressure variations in tunnels
4.2.6.2 Aerodynamic effects
Crosswind 4.2.11.5Effect of crosswinds 4.2.11.5 Effect of crosswinds 4.2.6.3Cross winds 4.2.6.3 Cross winds
4.2.11.5 Effect of crosswinds
4.2.6.3 Cross winds
4.2.5.1 Nominal track gauge
4.2.5.6 Railhead profile for plain line
4.2.6.2 In-service geometry of switches and crossings
4.2.3.4 Vehicle dynamic behaviour
4.2.4.1 Structure gauge
4.2.4.2 Distance between track centres
4.2.4.5 Minimum radius of vertical curve
4.2.3.1 Kinematic gauge
4.2.7.1 Track resistance to vertical loads
4.2.7.3 Lateral track resistance
4.2.8.1 Resistance of new bridges to traffic loads
4.2.8.2 Equivalent vertical loading for new earthworks and earth pressure effects
4.2.8.4 Resistance of existing bridges and earthworks to traffic loads
4.2.3.2 Static axle load and linear load
4.2.7.1 Track resistance to vertical loads
4.2.7.3 Lateral track resistance (b)
4.2.3.4 Vehicle dynamic behaviour
4.2.7.2 Longitudinal track resistance
4.2.8.1.4 Actions due to traction and braking (logitudinal loads)
4.2.4.1 Braking performance
4.2.4.4 Minimum radius of horizontal curve
4.2.2.1. Interface (e. g. coupling) between vehicles, between sets of vehicles and between trains
4.2.5.4 Cant deficiency
4.2.3.5. Longitudinal compressive forces
4.2.4.5 Minimum radius of vertical curve
4.2.3.1 Kinematic gauge
4.2.4.2 Distance between track centres
4.2.8.3 Resistance of new structures over or adjacent to tracks
4.2.11.1 Maximum pressure variations in tunnels
4.2.6.2 Aerodynamic effects
4.2.11.5 Effect of crosswinds
4.2.6.3 Cross winds
Interface Reference conventional rail infrastructure TSI Reference conventional rail energy TSI
Gauges 4.2.4.1Structure gauge 4.2.4.1 Structure gauge 4.2.14Pantograph gauge 4.2.14 Pantograph gauge
4.2.4.1 Structure gauge
4.2.14 Pantograph gauge
Protection against electric shock 4.2.11.3Protection against electric shock 4.2.11.3 Protection against electric shock 4.7.3Protective provisions of overhead contact line system4.7.4Protective provisions of current return circuit 4.7.3 Protective provisions of overhead contact line system 4.7.4 Protective provisions of current return circuit
4.2.11.3 Protection against electric shock
4.7.3 Protective provisions of overhead contact line system
4.7.4 Protective provisions of current return circuit
4.2.4.1 Structure gauge
4.2.14 Pantograph gauge
4.2.11.3 Protection against electric shock
4.7.3 Protective provisions of overhead contact line system
4.7.4 Protective provisions of current return circuit
Interface Reference conventional rail infrastructure TSI Reference conventional rail control command and signalling TSI
Structure gauge set for CCS installations 4.2.4.1Structure gauge 4.2.4.1 Structure gauge 4.2.5ETCS and EIRENE air gap interfaces4.2.16Visibility of track-side control-command objects 4.2.5 ETCS and EIRENE air gap interfaces 4.2.16 Visibility of track-side control-command objects
4.2.4.1 Structure gauge
4.2.5 ETCS and EIRENE air gap interfaces
4.2.16 Visibility of track-side control-command objects
Use of eddy current brakes 4.2.7.2Longitudinal track resistance 4.2.7.2 Longitudinal track resistance Annex A, Appendix 1, Section 5.2: Use of electric/magnetic brakes
4.2.7.2 Longitudinal track resistance
4.2.4.1 Structure gauge
4.2.5 ETCS and EIRENE air gap interfaces
4.2.16 Visibility of track-side control-command objects
4.2.7.2 Longitudinal track resistance
Interface Reference conventional rail infrastructure TSI Reference conventional rail operation and traffic management TSI
Use of eddy current brakes 4.2.7.2Longitudinal track resistance 4.2.7.2 Longitudinal track resistance 4.2.2.6.2Brake performance 4.2.2.6.2 Brake performance
4.2.7.2 Longitudinal track resistance
4.2.2.6.2 Brake performance
Operating rules 4.4Operating rules 4.4 Operating rules 4.2.1.2.2.2Modified elements4.2.3.6Degraded operation 4.2.1.2.2.2 Modified elements 4.2.3.6 Degraded operation
4.4 Operating rules
4.2.1.2.2.2 Modified elements
4.2.3.6 Degraded operation
4.2.7.2 Longitudinal track resistance
4.2.2.6.2 Brake performance
4.4 Operating rules
4.2.1.2.2.2 Modified elements
4.2.3.6 Degraded operation
(1) During pre-planned works, it may be necessary to temporarily suspend the specifications of the infrastructure subsystem and its interoperability constituents defined in Chapters 4 and 5 of this TSI. Specific operational provisions are set out in the CR Traffic Operation and Management TSI.
(1) Events that affect the normal operation of a line may occur. The operational rules for dealing with such events are set out in the CR Traffic Operation and Management TSI.
(1) The infrastructure manager shall define the means for protecting workers against aerodynamic effects.
(2) For the trains complying with the HS and CR rolling stock TSIs, the infrastructure manager shall take into account the actual speed of the trains and the limit value of the aerodynamic effects given by the HS and CR rolling stock TSIs.
(1) A maintenance file shall be prepared setting out at least:(a)a set of values for immediate action limits,(b)the measures taken (speed restriction, repair time) when prescribed values are exceeded,related to the following elements:i.requirements for controlling equivalent conicity in service,ii.in service geometry of switches and crossings,iii.track geometric quality and limits on isolated defects,iv.platform edge as required by the ‘People with reduced mobility’ TSI. (a) a set of values for immediate action limits, (b) the measures taken (speed restriction, repair time) when prescribed values are exceeded, i. requirements for controlling equivalent conicity in service, ii. in service geometry of switches and crossings, iii. track geometric quality and limits on isolated defects, iv. platform edge as required by the ‘People with reduced mobility’ TSI.
(a) a set of values for immediate action limits,
(b) the measures taken (speed restriction, repair time) when prescribed values are exceeded,
i. requirements for controlling equivalent conicity in service,
ii. in service geometry of switches and crossings,
iii. track geometric quality and limits on isolated defects,
iv. platform edge as required by the ‘People with reduced mobility’ TSI.
(a) a set of values for immediate action limits,
(b) the measures taken (speed restriction, repair time) when prescribed values are exceeded,
i. requirements for controlling equivalent conicity in service,
ii. in service geometry of switches and crossings,
iii. track geometric quality and limits on isolated defects,
iv. platform edge as required by the ‘People with reduced mobility’ TSI.
(1) The infrastructure manager shall have a maintenance plan containing the items listed in Section 4.5.1 together with at least the following items related to the same elements:(a)a set of values for intervention limits and alert limits,(b)a statement about the methods, professional competences of staff and personal protective safety equipment necessary to be used,(c)the rules to be applied for the protection of people working on or near the track,(d)the means used to check that in-service values are respected. (a) a set of values for intervention limits and alert limits, (b) a statement about the methods, professional competences of staff and personal protective safety equipment necessary to be used, (c) the rules to be applied for the protection of people working on or near the track, (d) the means used to check that in-service values are respected.
(a) a set of values for intervention limits and alert limits,
(b) a statement about the methods, professional competences of staff and personal protective safety equipment necessary to be used,
(c) the rules to be applied for the protection of people working on or near the track,
(d) the means used to check that in-service values are respected.
(a) a set of values for intervention limits and alert limits,
(b) a statement about the methods, professional competences of staff and personal protective safety equipment necessary to be used,
(c) the rules to be applied for the protection of people working on or near the track,
(d) the means used to check that in-service values are respected.
(1) The professional competences required for the staff maintaining the infrastructure subsystem shall be detailed in the maintenance plan (see Section 4.5.2).
(1) Health and safety conditions are dealt with compliance with requirements sections: 4.2.11.1 (Maximum pressure variation in tunnels), 4.2.11.2 (Noise and vibration limits and mitigation measures), 4.2.11.3 (Protection against electric shock), 4.2.10 (Platforms), 4.2.11.4 (Safety in railway tunnels), 4.2.13 (Fixed installations for servicing trains) and 4.4 (Operating rules).
(1) In accordance with Article 35 of Directive 2008/57/EC, the Register of Infrastructure shall indicate the main features of the infrastructure subsystem.
(2) Annex D of this TSI indicates which information concerning the infrastructure subsystem shall be included in the Register of Infrastructure. The information to be included in the Register of Infrastructure required for other subsystems are set in the TSIs concerned.
(1) The requirements of Section 5.3 are based on a traditional design of ballasted track with Vignole (flat-bottom) rail on concrete or wooden sleepers and fastening providing resistance to longitudinal slip by bearing on the rail foot.
(2) Components and subassemblies used for the construction of other designs of track are not considered to be interoperability constituents.
(1) For the purposes of this technical specification for interoperability, only the following elements, whether individual components or subassemblies of the track are declared to be ‘interoperability constituents’:(a)the rail (5.3.1),(b)the rail fastening systems (5.3.2),(c)track sleepers (5.3.3). (a) the rail (5.3.1), (b) the rail fastening systems (5.3.2), (c) track sleepers (5.3.3).
(a) the rail (5.3.1),
(b) the rail fastening systems (5.3.2),
(c) track sleepers (5.3.3).
(a) the rail (5.3.1),
(b) the rail fastening systems (5.3.2),
(c) track sleepers (5.3.3).
(2) The following sections describe the specifications applicable to each of these constituents.
(3) Rails, fastenings and sleepers used for short length of track for specific purposes, for example in switches and crossings, at expansion devices, transition slabs and special structures, are not considered to be interoperability constituents.
(1) The specifications of the ‘rail’ interoperability constituent are the following:(a)railhead profile,(b)moment of inertia of the rail cross section,(c)rail hardness. (a) railhead profile, (b) moment of inertia of the rail cross section, (c) rail hardness.
(a) railhead profile,
(b) moment of inertia of the rail cross section,
(c) rail hardness.
(a) railhead profile,
(b) moment of inertia of the rail cross section,
(c) rail hardness.
(1) The railhead profile shall fulfil the requirements of Section 4.2.5.6 ‘Railhead profile for plain line’.
(2) The railhead profile shall allow requirements of Section 4.2.5.5.1 for ‘Design values for equivalent conicity’ to be met when used with a specified range of track gauge and rail inclinations consistent with the requirements of this TSI.
(1) The moment of inertia is relevant to the requirements of Section 4.2.7 ‘Track resistance to applied loads’.
(2) The calculated value of moment of inertia (I) of designed rail section about the principal horizontal axis through the centre of gravity shall be at least 1 600 cm4.
(1) The rail hardness is relevant to the requirements of Section 4.2.5.6 ‘Railhead profile for plain line’.
(2) The rail hardness measured at the crown of the railhead shall be at least 200 HBW.
(1) The rail fastening system is relevant to the requirements of Section 4.2.7.2 for ‘Longitudinal track resistance’ and Section 4.2.7.3 ‘Lateral track resistance’ and Section 4.2.7.1 for ‘Track resistance to vertical loads’.
(2) The rail fastening system shall comply in laboratory test conditions with the following requirements:(a)the longitudinal force required to cause the rail to begin to slip (i.e. move in an inelastic way) through a single rail fastening assembly shall be at least 7 kN,(b)the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the performance of the fastening in terms of clamping force and longitudinal restraint is not degraded by more than 20 % and vertical stiffness is not degraded by more than 25 %. The typical load shall be appropriate to:i.the maximum axle load the rail fastening system is designed to accommodate,ii.the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used. (a) the longitudinal force required to cause the rail to begin to slip (i.e. move in an inelastic way) through a single rail fastening assembly shall be at least 7 kN, (b) the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the performance of the fastening in terms of clamping force and longitudinal restraint is not degraded by more than 20 % and vertical stiffness is not degraded by more than 25 %. The typical load shall be appropriate to:i.the maximum axle load the rail fastening system is designed to accommodate,ii.the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used. i. the maximum axle load the rail fastening system is designed to accommodate, ii. the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used.
(a) the longitudinal force required to cause the rail to begin to slip (i.e. move in an inelastic way) through a single rail fastening assembly shall be at least 7 kN,
(b) the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the performance of the fastening in terms of clamping force and longitudinal restraint is not degraded by more than 20 % and vertical stiffness is not degraded by more than 25 %. The typical load shall be appropriate to:i.the maximum axle load the rail fastening system is designed to accommodate,ii.the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used. i. the maximum axle load the rail fastening system is designed to accommodate, ii. the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used.
i. the maximum axle load the rail fastening system is designed to accommodate,
ii. the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used.
(a) the longitudinal force required to cause the rail to begin to slip (i.e. move in an inelastic way) through a single rail fastening assembly shall be at least 7 kN,
(b) the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the performance of the fastening in terms of clamping force and longitudinal restraint is not degraded by more than 20 % and vertical stiffness is not degraded by more than 25 %. The typical load shall be appropriate to:i.the maximum axle load the rail fastening system is designed to accommodate,ii.the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used. i. the maximum axle load the rail fastening system is designed to accommodate, ii. the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used.
i. the maximum axle load the rail fastening system is designed to accommodate,
ii. the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used.
i. the maximum axle load the rail fastening system is designed to accommodate,
ii. the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used.
(1) Track sleepers shall be designed such that when they are used with a specified rail and rail fastening system they will have properties that are consistent with the requirements of 4.2.5.1 for ‘Nominal track gauge’, Section 4.2.5.5.2 for ‘Requirements for controlling equivalent conicity in service (Table 5: Minimum mean gauge in service on straight track and in curves of radius R > 10 000 m)’, Section 4.2.5.7 for ‘Rail inclination’ and Section 4.2.7 for ‘Track resistance to applied loads’.
(1) The conformity assessment procedure of interoperability constituents as defined in Chapter 5 of this TSI shall be carried out by application of the relevant modules.
(1) The following modules for conformity assessment of interoperability constituents are used: (a) (b) (c) (d) (e)
(2) The modules for conformity assessment of interoperability constituents shall be chosen from those shown in Table 13.Table 13Modules for conformity assessment to be applied for interoperability constituentsProceduresRailRail fastening systemTrack sleepersPlaced on the EU market before entry into force of this TSICA or CHCA or CHPlaced on the EU market after entry into force of this TSICB+CD orCB+CF orCH Procedures Rail Rail fastening system Track sleepers Placed on the EU market before entry into force of this TSI CA or CH CA or CH Placed on the EU market after entry into force of this TSI CB+CD orCB+CF orCH
Procedures Rail Rail fastening system Track sleepers
Placed on the EU market before entry into force of this TSI CA or CH CA or CH
Placed on the EU market after entry into force of this TSI CB+CD orCB+CF orCH
Procedures Rail Rail fastening system Track sleepers
Placed on the EU market before entry into force of this TSI CA or CH CA or CH
Placed on the EU market after entry into force of this TSI CB+CD orCB+CF orCH
(3) In the case of products placed on the market before the publication of this TSI, the type is considered to have been approved and therefore EC type examination (module CB) is not necessary, provided that the manufacturer demonstrates that tests and verification of interoperability constituents have been considered successful for previous applications under comparable conditions and are in conformity with the requirements of this TSI. In this case these assessments shall remain valid in the new application. If it is not possible to demonstrate that the solution is positively proven in the past, the procedure for interoperability constituents placed on the EU market after publication of this TSI applies.
(4) The conformity assessment of interoperability constituents shall cover the phases and characteristics as indicated in Table 20 of Annex A to this TSI.
(1) If an innovative solution is proposed for an interoperability constituent as defined in Section 5.2, the manufacturer or his authorised representative established within the Community shall state the deviations from the relevant clause of this TSI and submit them to the Commission for analysis.
(2) In case the analysis results in a favourable opinion, the appropriate functional and interface specifications for the constituent and the assessment method will be developed under the authorisation of the Commission.
(3) The appropriate functional and interface specifications and the assessment methods so produced shall be incorporated in the TSI by the revision process.
(4) By the notification of a decision of the Commission, taken in accordance with Article 29 of the Directive, the innovative solution may be permitted to be used before being incorporated into the TSI by the revision process.
(1) Article 13(3) of Directive 2008/57/EC, states ‘Where the interoperability constituents are the subject of other Community Directives covering other aspects, the EC declaration of conformity or suitability for use shall, in such instances, state that the interoperability constituents also meet the requirements of those other Directives.’
(2) According to Annex IV (3) of Directive 2008/57/EC, the EC declaration of conformity shall be accompanied by the statement setting out the condition of use.
(1) The EC declaration of conformity shall be accompanied by statement setting out the range of track gauge and rail inclination for which the railhead profile allows the requirements of Section 4.2.5.5.1 to be met.
(1) The EC declaration of conformity shall be accompanied by statement setting out:(a)the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used(b)the maximum axle load the rail fastening system is designed to accommodate. (a) the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used (b) the maximum axle load the rail fastening system is designed to accommodate.
(a) the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used
(b) the maximum axle load the rail fastening system is designed to accommodate.
(a) the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used
(b) the maximum axle load the rail fastening system is designed to accommodate.
(1) The EC declaration of conformity shall be accompanied by statement setting out the combination of rail, rail inclination and type of rail fastening system with which the sleeper may be used.
(1) At the request of the applicant, the notified body carries out the EC verification of the infrastructure subsystem in accordance with Article 18 and Annex VI of Directive 2008/57/EC and in accordance with the provisions of the relevant modules.
(2) If the applicant demonstrates that tests or verifications of an infrastructure subsystem have been successful for previous applications of a design in similar circumstances, the notified body shall take these tests and verifications into account for the EC verification.
(3) The EC verification of the infrastructure subsystem shall cover the phases and characteristics indicated Table 21 in Annex B to this TSI. Particular assessment procedures for specific basic parameters of Infrastructure subsystem are included in Section 6.2.4.
(4) The applicant shall draw up the EC declaration of verification for the infrastructure subsystem in accordance with Article 18 of and Annex V to Directive 2008/57/EC.
(1) For the EC verification procedure of the infrastructure subsystem, the applicant may choose either:(a)Module SG: EC verification based on unit verification, or(b)Module SH1: EC verification based on full quality management system plus design examination. (a) Module SG: EC verification based on unit verification, or (b) Module SH1: EC verification based on full quality management system plus design examination.
(a) Module SG: EC verification based on unit verification, or
(b) Module SH1: EC verification based on full quality management system plus design examination.
(a) Module SG: EC verification based on unit verification, or
(b) Module SH1: EC verification based on full quality management system plus design examination.
(1) In the case where EC verification is most effectively undertaken by using information collected by the infrastructure manager, contracting entity or the main contractors involved (for example data obtained using track recording vehicle or other measuring devices), the notified body shall take this information into account to assess conformity.
(1) The SH1 module may be chosen only where the activities contributing to the proposed subsystem to be verified (design, manufacturing, assembling, installation) are subject to a quality management system for design, production, final product inspection and testing, approved and surveyed by a notified body.
(1) If the subsystem includes an innovative solution as mentioned in Section 4.1, the applicant shall state the deviation from the relevant clauses of the TSI and submit them to the Commission.
(2) In case of favourable opinion, the appropriate functional and interface specifications, and the assessment methods for this solution will be developed.
(3) The appropriate functional and interface specifications and the assessment methods so produced shall then be incorporated in the TSI by the revision process.
(4) By the notification of a decision of the Commission, taken in accordance with Article 29 of the Directive, the innovative solution may be permitted to be used before being incorporated into the TSI by the revision process.
(1) Assessment of structure gauge is to be made using the results of calculations made by the infrastructure manager or the contracting entity on the basis of Chapters 5, 7, 10 and Annex C of EN 15273-3:2009.
(1) Assessment of the distance between track centres is to be made using the results of calculations made by the infrastructure manager or the contracting entity on the basis of Chapter 9 of EN 15273-3:2009.
(1) Section 4.2.5.4.1 states that ‘It is permissible for trains specifically designed to travel with higher cant deficiency (multiple units with lower axle loads; trains equipped with a cant deficiency compensation system) to run with higher cant deficiency values, subject to a demonstration that this can be achieved safely’.
(2) The demonstration of safety is not subject to a notified body verification.
(1) Assessment of design values for equivalent conicity is to be made using the results of calculations made by the infrastructure manager or the contracting entity on the basis of EN 15302:2008.
(1) The measurement method for track gauge is given in Section 4.2.1 of EN 13848-1:2003 + A1:2008.
(1) Assessment of maximum pressure variation in the tunnel (10 kPa criterion) is to be made using the results of calculations made by the infrastructure manager or the contracting entity on the basis of all operational conditions with all the trains complying with the high speed and conventional rail rolling stock TSI and intended to run at speeds of greater than 190 km/h in the specific tunnel to be assessed.
(2) The input parameters to be used are to be such that the reference characteristic pressure signature of the trains set out in the HS rolling stock TSI is fulfilled.
(3) The reference cross section areas of the interoperable trains to be considered is to be, independently to each motor or trailer vehicle:(a)12 m2for vehicles designed for GC reference kinematic profile,(b)11 m2for vehicles designed for GB reference kinematic profile,(c)10 m2for vehicles designed for smaller kinematic profiles. (a) 12 m2for vehicles designed for GC reference kinematic profile, (b) 11 m2for vehicles designed for GB reference kinematic profile, (c) 10 m2for vehicles designed for smaller kinematic profiles.
(a) 12 m2for vehicles designed for GC reference kinematic profile,
(b) 11 m2for vehicles designed for GB reference kinematic profile,
(c) 10 m2for vehicles designed for smaller kinematic profiles.
(a) 12 m2for vehicles designed for GC reference kinematic profile,
(b) 11 m2for vehicles designed for GB reference kinematic profile,
(c) 10 m2for vehicles designed for smaller kinematic profiles.
(4) The assessment may take into account the construction features which reduce the pressure variation (tunnel entrance shape, shafts, etc.) if any, as well as the tunnel length.
(1) Assessment of switches and crossings at the design phase is required to verify that the design values used are consistent with the in-service limiting values set out in Section 4.2.6.2.
(2) Assessment of fixed obtuse crossings at the design phase is also required to verify that the requirements for unguided length in Section 4.2.6.3 are met.
(1) Assessment of structures is to be made by only checking the traffic loads used for design against the minimum requirements of 4.2.8.1, 4.2.8.2 and 4.2.8.3. The notified body is not required to review the design nor carry out any calculations. When reviewing the value of alpha used in the design according to 4.2.8.1 and 4.2.8.2 it is only necessary to check that the value of alpha satisfies Table 6.
(1) Assessment of existing structures is to be made by checking that the values of EN line categories (and if relevant locomotive classes) in combination with the permitted speed published by the infrastructure manager for the lines containing the structures satisfy the requirements of Annex E of this TSI.
(1) Assessment of fixed installations for servicing trains is in the responsibility of the Member State concerned.
(1) Plain line ballasted track conforming to the following characteristics is deemed to have met the requirements set out in Section 4.2.7 related to track resistance to longitudinal, vertical and lateral forces:(a)The requirements for track components, defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1), rail fastening systems (5.3.2) and sleepers (5.3.3) interoperability constituents are met;(b)There are at least 1 500 rail fastenings per rail, per kilometre length. (a) The requirements for track components, defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1), rail fastening systems (5.3.2) and sleepers (5.3.3) interoperability constituents are met; (b) There are at least 1 500 rail fastenings per rail, per kilometre length.
(a) The requirements for track components, defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1), rail fastening systems (5.3.2) and sleepers (5.3.3) interoperability constituents are met;
(b) There are at least 1 500 rail fastenings per rail, per kilometre length.
(a) The requirements for track components, defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1), rail fastening systems (5.3.2) and sleepers (5.3.3) interoperability constituents are met;
(b) There are at least 1 500 rail fastenings per rail, per kilometre length.
(1) Switches and crossings in ballasted track conforming to the following characteristics are deemed to have met the requirements set out in Section 4.2.7 related to track resistance to longitudinal, vertical and lateral forces:(a)The requirements defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1) are met for the plain rails in the switches and crossings and corresponding switch rails and crossings are used;(b)The requirements defined in Chapter 5 ‘Interoperability constituents’ for rail fastening systems (5.3.2) are met by all fastenings, other than fastenings used at movable parts of switches and crossings;(c)There are at least equivalent to 1 500 rail fastenings per rail, per kilometre length averaged over the length of the switches and crossings. (a) The requirements defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1) are met for the plain rails in the switches and crossings and corresponding switch rails and crossings are used; (b) The requirements defined in Chapter 5 ‘Interoperability constituents’ for rail fastening systems (5.3.2) are met by all fastenings, other than fastenings used at movable parts of switches and crossings; (c) There are at least equivalent to 1 500 rail fastenings per rail, per kilometre length averaged over the length of the switches and crossings.
(a) The requirements defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1) are met for the plain rails in the switches and crossings and corresponding switch rails and crossings are used;
(b) The requirements defined in Chapter 5 ‘Interoperability constituents’ for rail fastening systems (5.3.2) are met by all fastenings, other than fastenings used at movable parts of switches and crossings;
(c) There are at least equivalent to 1 500 rail fastenings per rail, per kilometre length averaged over the length of the switches and crossings.
(a) The requirements defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1) are met for the plain rails in the switches and crossings and corresponding switch rails and crossings are used;
(b) The requirements defined in Chapter 5 ‘Interoperability constituents’ for rail fastening systems (5.3.2) are met by all fastenings, other than fastenings used at movable parts of switches and crossings;
(c) There are at least equivalent to 1 500 rail fastenings per rail, per kilometre length averaged over the length of the switches and crossings.
(1) Section 7.4 permits a line to be put into service at a lower speed than the ultimate intended speed. This section sets out requirements for EC verification in this circumstance.
(2) Some limiting values set out in Chapter 4 depend on the intended speed of the route.Conformity should be assessed at the intended ultimate speed; however it is permissible to assess speed dependant characteristics at the lower speed at the time of placing in service.
(3) The conformity of the other characteristics for the intended speed of the route remains valid.
(4) To declare the interoperability at this intended speed, it is only necessary to assess the conformity of the characteristics temporarily not respected, when they are brought up to the required level.
(1) Section 4.5 requires the infrastructure manager to have for each conventional line a maintenance plan for the infrastructure subsystem.
(2) The notified body shall confirm that the maintenance file exists and contains the items listed in Section 4.5.1. The notified body is not responsible for assessing the suitability of the detailed requirements set out in the maintenance file.
(3) The notified body shall include copy of the maintenance file required by Section 4.5.1 of this TSI in the technical file referred to in Article 18(3) of Directive 2008/57/EC.
(1) Section 4.8 requires that the Register of Infrastructure shall indicate the main features of the infrastructure subsystem. The notified body is responsible for assessing that those features have been prepared for the Register of Infrastructure.
(1) During the transition period provided for in Article 6 of this Decision, a notified body is permitted to issue an EC certificate of verification for a subsystem even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following criteria are complied with:(a)the conformity of the subsystem has been checked against the requirements of Chapter 4 and in relation to Chapters 6.2 to 7 (except 7.6. ‘Specific cases’) of this TSI by the notified body. Furthermore the conformity of the ICs to Chapter 5 and 6.1 does not apply, and(b)the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, have been used in a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI. (a) the conformity of the subsystem has been checked against the requirements of Chapter 4 and in relation to Chapters 6.2 to 7 (except 7.6. ‘Specific cases’) of this TSI by the notified body. Furthermore the conformity of the ICs to Chapter 5 and 6.1 does not apply, and (b) the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, have been used in a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI.
(a) the conformity of the subsystem has been checked against the requirements of Chapter 4 and in relation to Chapters 6.2 to 7 (except 7.6. ‘Specific cases’) of this TSI by the notified body. Furthermore the conformity of the ICs to Chapter 5 and 6.1 does not apply, and
(b) the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, have been used in a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI.
(a) the conformity of the subsystem has been checked against the requirements of Chapter 4 and in relation to Chapters 6.2 to 7 (except 7.6. ‘Specific cases’) of this TSI by the notified body. Furthermore the conformity of the ICs to Chapter 5 and 6.1 does not apply, and
(b) the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, have been used in a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI.
(2) EC declarations of conformity and/or suitability for use shall not be drawn up for the interoperability constituents assessed in this manner.
(1) The EC certificate of verification of the subsystem shall indicate clearly which interoperability constituents have been assessed by the notified body as part of the subsystem verification.
(2) The EC declaration of verification of the subsystem shall indicate clearly:(a)Which interoperability constituents have been assessed as part of the subsystem;(b)Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem;(c)For those interoperability constituents, the reason(s) why the manufacturer did not provide an EC Declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 17 of Directive 2008/57/EC. (a) Which interoperability constituents have been assessed as part of the subsystem; (b) Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem; (c) For those interoperability constituents, the reason(s) why the manufacturer did not provide an EC Declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 17 of Directive 2008/57/EC.
(a) Which interoperability constituents have been assessed as part of the subsystem;
(b) Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem;
(c) For those interoperability constituents, the reason(s) why the manufacturer did not provide an EC Declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 17 of Directive 2008/57/EC.
(a) Which interoperability constituents have been assessed as part of the subsystem;
(b) Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem;
(c) For those interoperability constituents, the reason(s) why the manufacturer did not provide an EC Declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 17 of Directive 2008/57/EC.
(1) During the transition period as well as after the transition period has ended, until the subsystem is upgraded or renewed (taking into account the decision of Member State on application of TSIs), the interoperability constituents which do not hold an EC Declaration of conformity and/or suitability for use and of the same type are permitted to be used as maintenance related replacements (spare parts) for the subsystem, under the responsibility of the body responsible for maintenance.
(2) In any case the body responsible for maintenance must ensure that the components for maintenance related replacements are suitable for their applications, are used within their area of use, and enable interoperability to be achieved within the rail system while at the same time meeting the essential requirements. Such components must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain.
(1) Chapters 4 to 6 and any specific provisions in Sections 7.2 to 7.6 below apply in full to the lines coming within the geographical scope of this TSI which will be put into service as interoperable lines after this TSI enters into force.
(2) The Member States shall develop a national migration strategy which specifies for TEN lines those elements of the infrastructure subsystem, which are required for interoperable services (e.g. tracks, sidings, stations, marshalling yards) and therefore need to comply with this TSI. This migration strategy shall include plans related to renewal and upgrading. In specifying those elements the Member States shall consider the coherence of the system as a whole.
(1) New core TEN lines (type IV) shall satisfy the requirements of TSI category of line IV-P, IV-F or IV-M.
(2) New other TEN lines (type VI) shall satisfy the requirements of TSI category of line VI-P, VI-F or VI-M. It is also permissible for the line to satisfy the requirements of TSI category of line IV-P, IV-F or IV-M respectively.
(3) For the purpose of this TSI a ‘new line’ means a line that creates a route where none currently exists.
(4) The following situations, for example to increase speed or capacity, may be considered as the construction of an upgraded line rather than a new line:(a)the realignment of part of an existing route,(b)the creation of a bypass,(c)the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks. (a) the realignment of part of an existing route, (b) the creation of a bypass, (c) the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.
(a) the realignment of part of an existing route,
(b) the creation of a bypass,
(c) the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.
(a) the realignment of part of an existing route,
(b) the creation of a bypass,
(c) the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.
(1) In accordance with Directive 2008/57/EC, Article 2(m), ‘upgrading’ means any major modification work on a subsystem or part of a subsystem which improves the overall performance of the subsystem.
(2) The infrastructure subsystem of a line is considered to be upgraded when at least the performance parameters axle load and gauge as defined in Section 4.2.2 are met. In these cases , the Member State shall check that the file referred to in Article 20.1 of Directive 2008/57/EC meets the following requests:(2.1)Upgrading of existing core TEN lines shall be in accordance with the requirements of TSI category of line V-P, V-F and V-M. (An upgrade to the requirements of type of line IV is permissible.)(2.2)Upgrading of existing other TEN lines shall be in accordance with the requirements of TSI category of line VII-P, VII-F or VII-M. (An upgrade to the requirements of type of line VI is permissible.)(2.3)For other TSI parameters, according to Article 20(1) of the Directive 2008/57/EC, the Member State decide to what extent the TSI need to be applied to the project. (2.1) Upgrading of existing core TEN lines shall be in accordance with the requirements of TSI category of line V-P, V-F and V-M. (An upgrade to the requirements of type of line IV is permissible.) (2.2) Upgrading of existing other TEN lines shall be in accordance with the requirements of TSI category of line VII-P, VII-F or VII-M. (An upgrade to the requirements of type of line VI is permissible.) (2.3) For other TSI parameters, according to Article 20(1) of the Directive 2008/57/EC, the Member State decide to what extent the TSI need to be applied to the project.
(2.1) Upgrading of existing core TEN lines shall be in accordance with the requirements of TSI category of line V-P, V-F and V-M. (An upgrade to the requirements of type of line IV is permissible.)
(2.2) Upgrading of existing other TEN lines shall be in accordance with the requirements of TSI category of line VII-P, VII-F or VII-M. (An upgrade to the requirements of type of line VI is permissible.)
(2.3) For other TSI parameters, according to Article 20(1) of the Directive 2008/57/EC, the Member State decide to what extent the TSI need to be applied to the project.
(2.1) Upgrading of existing core TEN lines shall be in accordance with the requirements of TSI category of line V-P, V-F and V-M. (An upgrade to the requirements of type of line IV is permissible.)
(2.2) Upgrading of existing other TEN lines shall be in accordance with the requirements of TSI category of line VII-P, VII-F or VII-M. (An upgrade to the requirements of type of line VI is permissible.)
(2.3) For other TSI parameters, according to Article 20(1) of the Directive 2008/57/EC, the Member State decide to what extent the TSI need to be applied to the project.
(3) Where Article 20(2) of the Directive 2008/57/EC applies because the upgrading is subject of an authorisation of placing into service, the Member State decides which requirements of the TSI must be applied taking into account the migration strategy referred to in Section 7.1.
(4) Where Article 20(2) of the Directive 2008/57/EC does not apply because the upgrading is not subject of an authorisation of placing into service, the conformity with this TSI is recommended. Where it is not possible to achieve conformity, the contracting entity informs the Member State of the reasons thereof.
(5) For a project including elements not being TSI conform, the procedures for the assessment of conformity and EC verification to be applied should be agreed with the Member State.
(1) In accordance with Directive 2008/57/EC, Article 2(n), ‘renewal’ means any major substitution work on a subsystem or part subsystem which does not change the overall performance of the subsystem.
(2) For this purpose major substitution should be interpreted as a project undertaken to systematically replace elements of a line or a section of a line in consistency with the national migration plan. Renewal differs from a substitution in the framework of maintenance, referred to in Section 7.3.3 below, in that it gives the opportunity to achieve a TSI compliant route. A renewal is effectively the same case as upgrading, but without a change in performance parameters.
(3) Where Article 20(2) of the Directive 2008/57/EC applies because the renewal is subject of an authorisation of placing into service, the Member State decides which requirements of the TSI must be applied taking into account the migration strategy referred to in Section 7.1.
(4) Where Article 20(2) of the Directive 2008/57/EC does not apply because the renewal is not subject of an authorisation of placing into service, the conformity with this TSI is recommended. Where it is not possible to achieve conformity, the contracting entity informs the Member State of the reasons thereof.
(5) For a project including elements not being TSI conform, the procedures for the assessment of conformity and EC verification to be applied should be agreed with the Member State.
(1) Where the parts of a subsystem on a line are maintained, the formal verification and authorisation for placing into service is not required in accordance with this TSI. However, maintenance replacements should be, as far as is reasonably practicable, undertaken in accordance with the requirements of this TSI.
(2) The objective should be that maintenance replacements progressively contribute the development of an interoperable line.
(3) In order to get a valuable part of the infrastructure subsystem for a progressive process towards interoperability, a group of basic parameters should always be adapted together. These groups are the following:(a)Line layout,(b)Track parameters,(c)Switches and crossings,(d)Track resistance to applied loads,(e)Structures resistance to traffic loads,(f)Platforms. (a) Line layout, (b) Track parameters, (c) Switches and crossings, (d) Track resistance to applied loads, (e) Structures resistance to traffic loads, (f) Platforms.
(a) Line layout,
(b) Track parameters,
(c) Switches and crossings,
(d) Track resistance to applied loads,
(e) Structures resistance to traffic loads,
(f) Platforms.
(a) Line layout,
(b) Track parameters,
(c) Switches and crossings,
(d) Track resistance to applied loads,
(e) Structures resistance to traffic loads,
(f) Platforms.
(4) In such cases, account must be taken of the fact that each of these elements taken in isolation does not make it possible on its own to ensure the conformity of the whole: the conformity of a subsystem can only be stated globally, that is when all the elements have been brought into conformity with the TSI.
(1) An existing subsystem may allow the circulation of TSI-conform vehicles whist meeting the essential requirements of Directive 2008/57/EC. The infrastructure manager should be able in this case, on a voluntary basis, to complete the Register of Infrastructure set out in Article 35 of Directive 2008/57/EC in accordance with Annex D of this TSI.
(2) The procedure to be used for the demonstration of the level of compliance with the basic parameters of the TSI shall be defined in the specification of Register of Infrastructure to be adopted by the Commission in accordance with that Article.
(1) It is permissible to bring a line into service as an interoperable line at a lower speed than its intended ultimate line speed. However, when it is the case the line should not be constructed in a way that inhibits future adoption of the intended ultimate line speed.
(2) For example the distance between track centres shall be suitable for the intended ultimate line speed but the cant will need to be appropriate to the speed at the time the line is brought into service.
(3) Requirements for assessment of conformity in this circumstance are set out in Section 6.3.
(1) Rolling stock conforming to the rolling stock TSIs is not automatically compatible with all lines complying with this Infrastructure TSI. For example, a GC gauge vehicle is not compatible with a GB gauge tunnel.
(2) The design of the TSI categories of line as defined in Chapter 4 is generally compatible with the operation of vehicles categorised in accordance with EN 15528:2008 at up to the maximum speed as shown in Annex E. However there may be a risk of excessive dynamic effects including resonance in certain bridges which may further impact the compatibility of vehicles and infrastructure.
(3) Checks, based on specific operational scenarios agreed between the infrastructure manager and the railway undertaking, may be undertaken to demonstrate the compatibility of vehicles operating above the maximum speed shown in Annex E.
(4) As stated in Section 4.2.2 of this TSI, it is permissible to design new and upgraded lines such that they will also accommodate larger gauges, higher axle loads, greater speeds and longer trains than those specified.
(1) The Structure gauge shall be set on the basis of the gauge FIN 1.
(2) Calculations of the structure gauge shall be done using the static or kinematic method in accordance with the requirements of EN 15273-3:2009 Annex D Section D.4.4.
(4) Reverse curves with radii in the range from 150 m to 300 m shall be designed according to national rules notified for this purpose to prevent buffer locking.
(1) The nominal track gauge shall be 1 524 mm.
(2) For the nominal track gauge of 1 524 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):(a)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 505 mm,(b)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 511 mm,(c)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 505 mm,(d)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 511 mm,(e)EPS as defined in EN 13715:2006 Annex D with SR = 1 505 mm. (a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 505 mm, (b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 511 mm, (c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 505 mm, (d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 511 mm, (e) EPS as defined in EN 13715:2006 Annex D with SR = 1 505 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 505 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 511 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 505 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 511 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 505 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 505 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 511 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 505 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 511 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 505 mm.
Speed range(km/h) Mean gauge (mm) over 100 m
v ≤ 60 assessment not required
60 < v ≤ 160 1 519
160 < v ≤ 200 1 519
(2) The technical characteristics of switches and crossings for the nominal track gauge of 1 524 mm shall comply with the following in-service values:(a)Maximum value of free wheel passage in switches: 1 469 mm.(b)Minimum value of fixed nose protection for common crossings: 1 478 mm.(c)Maximum value of free wheel passage at crossing nose: 1 440 mm.(d)Maximum value of free wheel passage at check rail/wing rail entry: 1 469 mm.(e)Maximum excess height of the check rail is 55 mm.Additional requirements in (a) and (b) remain unchanged. (a) Maximum value of free wheel passage in switches: 1 469 mm. (b) Minimum value of fixed nose protection for common crossings: 1 478 mm. (c) Maximum value of free wheel passage at crossing nose: 1 440 mm. (d) Maximum value of free wheel passage at check rail/wing rail entry: 1 469 mm. (e) Maximum excess height of the check rail is 55 mm.
(a) Maximum value of free wheel passage in switches: 1 469 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 478 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 440 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 469 mm.
(e) Maximum excess height of the check rail is 55 mm.
(a) Maximum value of free wheel passage in switches: 1 469 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 478 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 440 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 469 mm.
(e) Maximum excess height of the check rail is 55 mm.
(2) New and upgraded 1 000 mm lines (of Peloponnese) on the trans-European conventional rail system shall be designed to a gauge according to national rules notified for this purpose and have an axle load of 14 t.
(6) The actual performance parameters for each section of track for the 1 000 mm lines (on Peloponnese) shall be published in the Register of Infrastructure.
(7) The published information relating to axle load shall be published in combination with the permitted speed.
(1) The structure gauge for the 1 000 mm lines (of Peloponnese) shall be set according to national rules notified for this purpose.
(1) The distance between track centres for the 1 000 mm lines (of Peloponnese) shall be set on the basis of the gauge according to national rules notified for this purpose.
(3) Maximum gradients as steep as 20 mm/m are permitted for main tracks at the design phase.
(2) For stabling tracks or sidings the minimum horizontal design curve radius for the 1 000 mm lines (of Peloponnese) shall not be less than 110 m.
(1) Vertical alignment of stabling and service tracks for the 1 000 mm lines (of Peloponnese) shall not include curves of radii less than 500 m on a crest or in a hollow.
(1) The nominal track gauge shall be either 1 435 mm or 1 000 mm.
(2) The technical characteristics of switches and crossings for the nominal track gauge of 1 000 mm (of Peloponnese) shall comply with the following in-service values:(a)Maximum value of free wheel passage in switches: 946 mm.(b)Minimum value of fixed nose protection for common crossings: 961 mm.(c)Maximum value of free wheel passage at crossing nose: not applicable.(d)Maximum value of free wheel passage at check rail/wing rail entry: 943 mm.Additional requirements in (a) and (b) remain unchanged. (a) Maximum value of free wheel passage in switches: 946 mm. (b) Minimum value of fixed nose protection for common crossings: 961 mm. (c) Maximum value of free wheel passage at crossing nose: not applicable. (d) Maximum value of free wheel passage at check rail/wing rail entry: 943 mm.
(a) Maximum value of free wheel passage in switches: 946 mm.
(b) Minimum value of fixed nose protection for common crossings: 961 mm.
(c) Maximum value of free wheel passage at crossing nose: not applicable.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 943 mm.
(a) Maximum value of free wheel passage in switches: 946 mm.
(b) Minimum value of fixed nose protection for common crossings: 961 mm.
(c) Maximum value of free wheel passage at crossing nose: not applicable.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 943 mm.
(a) The track for the 1 000 mm lines (of Peloponnese), including switches and crossings, shall be designed to withstand at least the maximum static axle load of 14 t.
(3) The value of alpha (a) for 1 000 mm lines (of Peloponnese) shall be equal to or greater than 0,75.
(2) New and upgraded lines on the trans-European conventional rail system shall be designed to length of passenger trains at least 215 m and to length of freight trains at least 350 m, according to national rules notified for this purpose.
(1) The structure gauge shall be set on the basis of the IRL 1 uniform gauge according to national rules notified for this purpose.
(1) The structure gauge shall be set on the basis of the IRL 2 uniform gauge according to national rules notified for this purpose.
(1) The minimum distance between track centres shall be set on the basis of the gauge IRL 1 according to national rules notified for this purpose.
(1) The minimum distance between track centres shall be set on the basis of the gauge IRL 2 according to national rules notified for this purpose.
(1) The nominal track gauge shall be 1 600 mm.
(2) For the nominal track gauge of 1 600 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):(a)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 585 mm,(b)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 591 mm,(c)GV 1/40 as defined in EN 13715:2006 Annex B with SR =1 585 mm,(d)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 591 mm,(e)EPS as defined in EN 13715:2006 Annex D with SR = 1 585 mm. (a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 585 mm, (b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 591 mm, (c) GV 1/40 as defined in EN 13715:2006 Annex B with SR =1 585 mm, (d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 591 mm, (e) EPS as defined in EN 13715:2006 Annex D with SR = 1 585 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 585 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 591 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR =1 585 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 591 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 585 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 585 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 591 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR =1 585 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 591 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 585 mm.
Speed range(km/h) Mean gauge (mm) over 100 m
v ≤ 60 assessment not required
60 < v ≤ 160 1 595
160 < v ≤ 200 1 595
(2) The technical characteristics of switches and crossings for the nominal track gauge of 1 600 mm shall comply with the following in-service values:(a)Maximum value of free wheel passage in switches: 1 546 mm.(b)Minimum value of fixed nose protection for common crossings: 1 556 mm.(c)Maximum value of free wheel passage at crossing nose: 1 521 mm.(d)Maximum value of free wheel passage at check rail/wing rail entry: 1 546 mm.Additional requirements in (a) and (b) remain unchanged. (a) Maximum value of free wheel passage in switches: 1 546 mm. (b) Minimum value of fixed nose protection for common crossings: 1 556 mm. (c) Maximum value of free wheel passage at crossing nose: 1 521 mm. (d) Maximum value of free wheel passage at check rail/wing rail entry: 1 546 mm.
(a) Maximum value of free wheel passage in switches: 1 546 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 556 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 521 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 546 mm.
(a) Maximum value of free wheel passage in switches: 1 546 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 556 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 521 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 546 mm.
(1) The structure gauge for the 1 520 mm lines shall be set according to national rules notified for this purpose.
(3) A nominal track gauge of 1 520 mm is permitted for lines used for servicing international traffic to/from 1 520/1 524 mm railway countries.
(2) For the nominal track gauge of 1 520 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):(a)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 503 mm,(b)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 509 mm,(c)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 503 mm,(d)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 509 mm,(e)EPS as defined in EN 13715:2006 Annex D with SR = 1 503 mm. (a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 503 mm, (b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 509 mm, (c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 503 mm, (d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 509 mm, (e) EPS as defined in EN 13715:2006 Annex D with SR = 1 503 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 503 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 509 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 503 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 509 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 503 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 503 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 509 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 503 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 509 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 503 mm.
Speed range(km/h) Mean gauge (mm) over 100 m
v ≤ 120 assessment not required
120 < v ≤ 160 1 515
160 < v ≤ 200 1 515
(2) The technical characteristics of switches and crossings for the nominal track gauge of 1 520 mm shall comply with the following in-service values:(a)Maximum value of free wheel passage in switches: 1 460 mm.(b)Minimum value of fixed nose protection for common crossings: 1 476 mm.(c)Maximum value of free wheel passage at crossing nose: 1 436 mm.(d)Maximum value of free wheel passage at check rail/wing rail entry: 1 460 mm.Additional requirements in (a) and (b) remain unchanged. (a) Maximum value of free wheel passage in switches: 1 460 mm. (b) Minimum value of fixed nose protection for common crossings: 1 476 mm. (c) Maximum value of free wheel passage at crossing nose: 1 436 mm. (d) Maximum value of free wheel passage at check rail/wing rail entry: 1 460 mm.
(a) Maximum value of free wheel passage in switches: 1 460 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 476 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 436 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 460 mm.
(a) Maximum value of free wheel passage in switches: 1 460 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 476 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 436 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 460 mm.
(1) For the 1 520 mm track gauge system, the maximum design value of the unguided length shall be equivalent to 1 in 9 (tgα = 0,11, α = 6°20’) obtuse crossing with a minimum 44 mm raised check rail and associated with a wheel diameter greater than 330 mm on straight through routes.
(1) The nominal track gauge shall be 1 668 mm, 1 435 mm or both if the line is equipped with the three rail track system.
(2) For the nominal track gauge of 1 668 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):(a)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm,(b)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm,(c)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm,(d)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm,(e)EPS as defined in EN 13715:2006 Annex D with SR = 1 653 mm. (a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm, (b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm, (c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm, (d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm, (e) EPS as defined in EN 13715:2006 Annex D with SR = 1 653 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 653 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 653 mm.
Speed range(km/h) Mean gauge (mm) over 100 m
v ≤ 60 assessment not required
60 < v ≤ 160 1 663
160 < v ≤ 200 1 663
(a) Maximum value of free wheel passage in switches: 1 613 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 624 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 589 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 613 mm.
(2)(f) The technical characteristics of switches and crossings shall comply with an in-service value for minimum flangeway depth of 38 mm.
(1) The structure gauge shall be set on the basis of the gauge GHE16 according to national rules notified for this purpose.
(4) Structure gauge for 1 435 mm track gauge and structure gauge for 1 668 mm track gauge for each section of three rail track shall be published in the Register of Infrastructure.
(1) The distance between track centres such for 1 668 mm as for 1 435 mm track gauge will be according to the maximum speed of the line.Table 18Distance between track centres on the Spanish networkSpeed(km/h)Distance between track centres(mm)v ≤ 1403 808140 < v ≤ 1603 920160 < v ≤ 2004 000In justified cases the distance between track centres can be decreased to the next lower value of the table, and in lines with speeds less than 100 km/h it might be decreased, in extreme cases, to 3 674 mm. Speed(km/h) Distance between track centres(mm) v ≤ 140 3 808 140 < v ≤ 160 3 920 160 < v ≤ 200 4 000
Speed(km/h) Distance between track centres(mm)
v ≤ 140 3 808
140 < v ≤ 160 3 920
160 < v ≤ 200 4 000
Speed(km/h) Distance between track centres(mm)
v ≤ 140 3 808
140 < v ≤ 160 3 920
160 < v ≤ 200 4 000
(1) The minimum distance between track centres such for 1 668 mm as for 1 435 mm track gauge shall be 3 808 mm.On lines with speeds less than 100 km/h it might be decreased to 3 674 mm.If the selected distance between track centres is less than 3 808 mm, then the safe passing clearance between trains shall be demonstrated.
(3) Maximum gradients as steep as 20 mm/m are permitted for main tracks at the design phase.
(1) The nominal track gauge shall be either 1 668 mm or 1 435 mm.
(3) The nominal track gauge of three rail tracks shall be 1 435 mm and 1 668 mm.
(2) For the nominal track gauge of 1 668 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):(a)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm,(b)S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm,(c)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm,(d)GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm,(e)EPS as defined in EN 13715:2006 with Annex D SR = 1 653 mm. (a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm, (b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm, (c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm, (d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm, (e) EPS as defined in EN 13715:2006 with Annex D SR = 1 653 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm,
(e) EPS as defined in EN 13715:2006 with Annex D SR = 1 653 mm.
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm,
(e) EPS as defined in EN 13715:2006 with Annex D SR = 1 653 mm.
Speed range(km/h) Mean gauge (mm) over 100 m
v ≤ 60 assessment not required
60 < v ≤ 160 1 663
160 < v ≤ 200 1 663
(a) Maximum value of free wheel passage in switches: 1 618 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 626 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 590 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 620 mm.
(7) The published information relating to axle load shall use the route availability (RA) number (derived in accordance with the national technical rule notified for this purpose) in combination with the permitted speed.If the load carrying capability of a section of track exceeds the range of route availability (RA) numbers, then additional information defining the load carrying capability may be provided.
(1) For the upgrading or renewal of conventional lines with respect to structure gauge, the structure gauge to be achieved will be specific to the project concerned.The application of the gauges shall be in accordance with the national technical rule notified for this purpose.
(1) The nominal distance between track centres shall be 3 400 mm on straight track and curved track with a radius of 400 m or greater.Where topographical constraints prevent a nominal distance of 3 400 mm between track centres being achieved, it is permissible to reduce the distance between track centres provided special measures are put in place to ensure a safe passing clearance between trains.Reduction in the distance between track centres shall be in accordance with the national technical rule notified for this purpose.
(3) For the ‘CEN56 Vertical’ design of switches and crossings a nominal track gauge of 1 432 mm is permitted.
(4) For the ‘CEN56 Vertical’ design of switches and crossings, a minimum value of fixed nose protection for common crossings of 1 388 mm is permitted (measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual (RP) of the nose as indicated in figure 2).
Characteristics to be assessed Assessment in the following phase
Design and development phase Production phase
Design review Review of manufacturing process Type test Product quality(series)
5.3.1The rail 5.3.1 The rail
5.3.1 The rail
5.3.1.1Railhead profile 5.3.1.1 Railhead profile X X n.a. X
5.3.1.1 Railhead profile
5.3.1.2Moment of inertia of the rail cross section 5.3.1.2 Moment of inertia of the rail cross section X n.a. n.a. n.a.
5.3.1.2 Moment of inertia of the rail cross section
5.3.1.3Rail hardness 5.3.1.3 Rail hardness X X n.a. X
5.3.1.3 Rail hardness
5.3.2The rail fastening systems 5.3.2 The rail fastening systems n.a. n.a. X X
5.3.2 The rail fastening systems
5.3.3Track sleepers 5.3.3 Track sleepers X X X X
5.3.3 Track sleepers
5.3.1 The rail
5.3.1.1 Railhead profile
5.3.1.2 Moment of inertia of the rail cross section
5.3.1.3 Rail hardness
5.3.2 The rail fastening systems
5.3.3 Track sleepers
Characteristics to be assessed New line or upgrading/renewal project Particular assessment procedures
Design review Assembly before putting into service
1 2 3
Structure gauge (4.2.4.1) X X 6.2.4.1
Distance between track centres (4.2.4.2) X X 6.2.4.2
Maximum gradients (4.2.4.3) X n.a.
Minimum radius of horizontal curve (4.2.4.4) X X
Minimum radius of vertical curve (4.2.4.5) X X
Nominal track gauge (4.2.5.1) X n.a.
Cant (4.2.5.2) X X
Rate of change of cant (4.2.5.3) X X
Cant deficiency (4.2.5.4) X n.a. 6.2.4.3
Equivalent conicity (4.2.5.5.1) — design X n.a. 6.2.4.4
Equivalent conicity (4.2.5.5.2) — in-service Open point Open point 6.2.4.5
Railhead profile for plain line (4.2.5.6) X n.a.
Rail inclination (4.2.5.7) X n.a.
Track stiffness (4.2.5.8) Open point Open point
Means of locking (4.2.6.1) X X
In-service geometry of switches and crossings (4.2.6.2) n.a. n.a. 6.2.4.7
Maximum unguided length of fixed obtuse crossings (4.2.6.3) X n.a. 6.2.4.7
Track resistance to vertical loads (4.2.7.1) X n.a. 6.2.5
Longitudinal track resistance (4.2.7.2) X n.a. 6.2.5
Lateral track resistance (4.2.7.3) X n.a. 6.2.5
Resistance of new bridges to traffic loads (4.2.8.1) X n.a. 6.2.4.8
Equivalent vertical loading for new earthworks and earth pressure effects (4.2.8.2) X n.a. 6.2.4.8
Resistance of new structures over or adjacent to tracks (4.2.8.3), X n.a. 6.2.4.8
Resistance of existing bridges and earthworks to traffic loads (4.2.8.4) n.a. n.a. 6.2.4.9
Determination of immediate action, intervention and alert limits (4.2.9.1) n.a. n.a. 6.2.4.5
The immediate action limit for track twist (4.2.9.2) n.a. n.a.
The immediate action limit for variation of track gauge (4.2.9.3) n.a. n.a.
The immediate action limit for cant (4.2.9.4) n.a n.a.
Usable length of platforms (4.2.10.1) X n.a.
Width and edge of platforms (4.2.10.2) See PRM See PRM
End of platforms (4.2.10.3) See PRM See PRM
Height of platforms (4.2.10.4) See PRM See PRM
Offset of platforms (4.2.10.5) See PRM See PRM
Maximum pressure variation in tunnels (4.2.11.1) X n.a. 6.2.4.6
Noise and vibration limits and mitigation measures (4.2.11.2), Open point Open point
Protection against electric shock (4.2.11.3) See ENE See ENE
Safety in railway tunnels (4.2.11.4) See SRT See SRT
Effect of crosswinds (4.2.11.5) Open point Open point
Distance markers (4.2.12.1), n.a. X
Toilet discharge (4.2.13.2) n.a. n.a 6.2.4.10
Train external cleaning facilities (4.2.13.3) n.a. n.a. 6.2.4.10
Water restocking (4.2.13.4) n.a. n.a. 6.2.4.10
Refuelling (4.2.13.5) n.a. n.a. 6.2.4.10
Electric shore supply (4.2.13.6) n.a. n.a 6.2.4.10
CR TSI INF TSI category of line Passenger carriages (including coaches, vans and car carriers)(3)and light freight wagons(3)(4) Freight wagons other vehicles Locomotives and power heads(3)(5)(6) Electric or diesel multiple units, power units and railcars(3)(4)
IV-P RA2(7)– 125 (10) RA7(11)– 125RA8(11)– 110RA8(12)– 100 RA3(8)– 125RA5(9)– 100
IV-F (10) RA10 – 60RA8 – 75RA2 – 90 RA8(12)– 90 (10)
IV-M see IV-P see IV-F see IV-P see IV-P
V-P RA2(7)– 100 (10) RA7(12)– 100RA8(11)– 100RA8(12)– 90 RA3(8)– 100
V-F (10) RA8 – 60 RA8(12)– 60 (10)
V-M see V-P RA8 – 75 see V-P see V-P
VI-P RA2(7)– 90 (10) RA8(12)– 90 RA3(8)– 90
VI-F (10) RA10 – 60 RA8(12)– 60 (10)
VI-M see VI-P RA10 – 60RA8 – 75RA2 – 90 see VI-P see VI-P
VII-P RA1(7)– 75 (10) RA7(12)(13)– 75 RA3(8)– 75
VII-F (10) RA7 – 60 RA7(12)– 60 (10)
VII-M RA2(7)– 75 RA7 – 75 RA7(12)– 75 see VII-P
Infrastructure subsystem item Section of this TSI
Route, boundaries and section of line concerned (description)
Section of line
TSI category of line 4.2.1
Gauge 4.2.2
EN line category (locomotive classes if relevant) in combination with permitted speed 4.2.2
Line speed 4.2.2
Train length 4.2.2
Conditions for running trains with specific systems to enhance performance level 4.2.3.2
Location and type of nominal track gauge transition sections 4.2.3.2
Minimum distance between track centres 4.2.4.2
Maximum gradients 4.2.4.3
Minimum radius of horizontal curve 4.2.4.4
Nominal track gauge 4.2.5.1
Cant 4.2.5.2
Rail inclination for plain line 4.2.5.7.1
Use of braking systems independent of wheel-rail adhesion conditions (longitudinal track resistance) 4.2.7.2
Usable length of platforms 4.2.10.1
Distance markers 4.2.12.1
Fixed installations for servicing trains (location and type) 4.2.13
TSI category of line Passenger carriages (including coaches, vans and car carriers)(14)and light freight wagons(14)(15) Freight wagons other vehicles Locomotives and power heads(14)(16)(17) Electric or diesel multiple units, power units and railcars(14)(15)
IV-P B1(18)– 200 (21) D2 – 200L619L620L621L622– 160D4xL – 140 B1(18)– 200C2(19)– 180D2(20)– 140
IV-F (21) E5 – 100D4 – 120B2 – 140 D2 – 140D4xL – 120 (21)
IV-M see IV-P see IV-F see IV-P see IV-P
V-P B1(18)– 160 (21) L421,5– 160L422,5– 140L619L620L621L622– 140 C2(19)– 160D2(20)– 100
V-F (21) D4 – 100 L422.5– 100L619L620L621L622– 100 (21)
V-M see V-P see V-F see V-P see V-P
VI-P B1(18)– 140 (21) D2 – 140D4xL – 140 C2(19)– 140D2(20)– 100
VI-F (21) E4 – 100 D2 – 100D4xL – 100 (21)
VI-M see VI-P B2 – 140D4 – 120E4 – 100 D2 – 140D4xL – 140 C2(19)– 140D2(20)– 120
VII-P A(18)– 120 (21) L421,5– 120 A(18)– 120
VII-F (21) C2 – 100 L421,5– 100L619L620L621– 80 (21)
VII-M B1(18)– 120 see VII-F see VII-P + VII-F B1(18)– 120
Notes
Distance between track centres (see 4.2.4.2)
Requirements for controlling equivalent conicity in service (see 4.2.5.5.2)
Track stiffness (see 4.2.5.8)
Noise and vibration limits and mitigation measures (see 4.2.11.2)
Effect of crosswinds (see 4.2.11.5)
Specific cases for the Estonian network (see 7.6.1)
Specific cases for the Latvian network (see 7.6.5)
Specific cases for the Lithuanian network (see 7.6.6)
Defined term TSI section Definition
Actual point (RP)/Praktischer Herzpunkt/Pointe de cœur 4.2.6.2 Physical end of a crossing vee. See Figure 2, which shows the relationship between the actual point (RP) and the intersection point (IP).
Alert limit/Auslösewert/Limite d’alerte 4.2.9.1 Refers to the value which, if exceeded, requires that the track geometry condition is analysed and considered in the regularly planned maintenance operations.
Axle load/Achsfahrmasse/Charge à l’essieu 4.2.2, 4.2.7.1 Sum of the static vertical wheel forces exerted on the track through a wheelset or a pair of independent wheels divided by acceleration of gravity.
Cant/Überhöhung/Dévers de la voie 4.2.5.24.2.5.34.2.9.4 Difference in height, relative to the horizontal, of the two rails of one track at a particular location, measured at the centrelines of the heads of the rails.
Cant deficiency/Überhöhungsfehlbetrag/Insuffisance de devers 4.2.5.4 Difference between the applied cant and a higher equilibrium cant.
Common crossing/Starres Herzstück/Cœur de croisement 4.2.6.2 Arrangement ensuring intersection of two opposite running edges of turnouts or diamond crossings and having one crossing vee and two wing rails.
Core TEN line/TEN Strecke des Kernnetzes/Ligne du RTE déclarée corridor 4.2.1, 7.2, 7.3 A TEN line identified by a Member State as an important part of an international corridor in Europe.
Crosswind/Seitenwind/Vents traversiers 4.2.11.5 Strong wind blowing laterally to a line which may adversly affect the safety of trains running.
Degraded operation/Gestörter Betrieb/Exploitation degradee 4.4.2 Operation resulting from an unplanned event that prevents the normal delivery of train services.
Design value/Planungswert/Valeur de conception 4.2.4.4, 4.2.5.2, 4.2.5.4.2, 4.2.5.5.1, 4.2.5.7.2, 4.2.9.4, 4.2.6.2, 4.2.6.3 Theoretical value without manufacturing, construction or maintenance tolerances.
Distance between track centres/Gleisabstand/Entraxe de voies 4.2.4.2 The distance between points of the centre lines of the two tracks under consideration, measured parallel to the running surface of the reference track namely the less canted track.
Diverging track/Zweiggleis/Voie déviée 4.2.5.4.2 In the context of switches and crossings, a route which diverges from the through route.
Dynamic lateral force/Dynamische Querkraft/Effort dynamique transversal 4.2.7.3 The sum of dynamic forces exerted by a wheelset on the track in lateral direction.
Earthworks/Erdbauwerke/Ouvrages en terre 4.2.8.2, 4.2.8.4 Soil structures and soil-retaining structures that are subject to railway traffic loading.
EN line category/EN Streckenklasse/EN Catégorie de ligne 4.2.2, 4.2.8.4, 7.5, Annex E The result of the classification process set out in EN 15528:2008 Annex A and referred to in that standard as ‘line category’. It represents the ability of the infrastructure to withstand the vertical loads imposed by vehicles on the line or section of line for regular service.
Equivalent conicity/Äquivalente Konizität/Conicité équivalente 4.2.5.5 The tangent of the cone angle of a wheelset with coned wheels whose lateral movement has the same kinematic wavelength as the given wheelset on straight track and large-radius curves.
Excess height of check rail/Radlenkerüberhöhung/Surélévation du contre rail 4.2.6.2 (g) Height of the check rail above the adjacent running rail (see dimension 7 on Figure 5 below).
Fixed nose protection/Leitweite/Cote de protection de pointe 4.2.6.2 (b) Dimension between the crossing nose and check rail (see dimension No 2 on Figure 5 below).
Flangeway depth/Rillentiefe/Profondeur d’ornière 4.2.6.2 (f) Dimension between the running surface and the bottom of flangeway (see dimension No 6 on Figure 5 below).
Flangeway width/Rillenweite/Largeur d’ornière 4.2.6.2 (e) Dimension between a running rail and an adjacent check or wing rail (see dimension No 5 on Figure 5 below).
Free wheel passage at check rail/wing rail entry/Freier Raddurchlauf im Radlenker-Einlauf/Flügelschienen-Einlauf/Côte d’équilibrage du contre-rail 4.2.6.2 (d) Dimension between the working face of the crossing check rail or wing rail and the gauge face of the running rail opposite across the gauge measured at entry to check rail or wing rail respectively.(see dimensions No 4 on Figure 5 below). The entry to the check rail or wing rail is the point at which the wheel is permitted to contact the check rail or wing rail.
Free wheel passage at crossing nose/Freier Raddurchlauf im Bereich der Herzspitze/Cote de libre passage dans le croisement 4.2.6.2 (c) Dimension between the working face of the crossing wing rail and check rail opposite across the gauge (see dimension No 3 on Figure 5 below).
Free wheel passage in switches/Freier Raddurchlauf im Bereich der Zungenvorrichtung/Côte de libre passage de l’aiguillage 4.2.6.2 (a) Dimension from the gauge face of one switch rail to the back edge of the opposite switch rail (see dimension No 1 on Figure 5 below).
Gauge/Begrenzungslinie/Gabarit 4.2.2 Set of rules including a reference contour and its associated calculation rules allowing definition of the outer dimensions of the vehicle and the space to be cleared by the infrastructure.
HBW/HBW/HBW 5.3.1.3 The non SI unit for steel hardness defined in EN ISO 6506-1:2005 Metallic materials — Brinell hardness test. Test method.
Immediate action limit/Soforteingriffsschwelle/Limite d’intervention immédiate 4.2.9.1, 4.2.9.2, 4.2.9.3, 4.2.9.4 The value which, if exceeded, requires taking measures to reduce the risk of derailment to an acceptable level.
Infrastructure manager/Betreiber der Infrastruktur/Gestionnaire de l’Infrastructure 4.2.5.5, 4.2.6.2, 4.2.9, 4.4.3, 4.5.2, 6.2.2.1, 6.2.4, 6.4, 7.3.4, 7.5 As defined in Article 2(h) of Directive 2001/14/EC of the European Parliament and of the Council of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification (OJ L 75, 15.3.2001, p. 29).
In-service value/Wert im Betriebszustand/Valeur en exploitation 4.2.5.5.24.2.6.24.2.9.4 Value measured at any time after the infrastructure has been placed into service.
Intersection point (IP)/Theoretischer Herzpunkt/Point d’intersection théorique 4.2.6.2 Theoretical intersection point of the running edges at the centre of the crossing (see Figure 2).
Intervention limit/Eingriffsschwelle/Valeur d’intervention 4.2.9.1 The value, which, if exceeded, requires corrective maintenance in order that the immediate action limit shall not be reached before the next inspection;
Isolated defect/Einzelfehler/Défaut isolé 4.2.9.14.2.9.2 A discrete track geometry fault.
Line speed/Streckengeschwindigkeit/Vitesse de la ligne 4.2.2 Maximum speed for which a line has been designed.
Maintenance file/Instandhaltungsdossier/Dossier de maintenance 4.5.1 Elements of the technical file relating to conditions and limits of use and instructions for maintenance.
Maintenance plan/Instandhaltungsplan/Plan de maintenance 4.5.2 A series of documents setting out the infrastructure maintenance procedures adopted by an infrastructure manager.
Main tracks/Hauptgleise/Voies principales 4.2.4.3 Tracks used for running trains in service. The term excludes sidings, depots, stabling tracks and connecting lines.
Multi-rail track/Mehrschienengleis/Voie à multi écartement 4.2.3.2, 4.2.6.3 Track with more than two rails, where at least two pairs of respective rails are designed to be operated as separate single tracks, with or without different track gauges.
Nominal track gauge/Nennspurweite/Ecartement nominal de la voie 4.2.5.1 A single value that identifies the track gauge
Normal service/Regelbetrieb/Service régulier 4.2.3.24.2.10.1 The railway operating to a planned timetable service.
Other TEN line/Weitere TEN Strecke/Autre ligne du RTE 4.2.1, 7.2, 7.3 A TEN line not being a core TEN line.
Passive provision/Vorsorge für künftige Erweiterungen/Réservation pour extension future 4.2.10.1 Provision for the future construction of a physical extension to a structure (for example: increased platform length).
Performance parameter/Leistungskennwert/Paramètre de performance 4.2.2 Parameter describing a TSI category of line used as the basis for the design of infrastructure subsystem elements and as the indication of the performance level of a line.
Plain line/Freie Strecke/Voie courante 4.2.5.54.2.5.64.2.5.7 Section of track without switches and crossings.
Point retraction/Spitzenbeihobelung/Dénivelation de la pointe de cœur 4.2.6.2 (b) The reference line in a fixed common crossing can deviate from the theoretical reference line. From a certain distance to the crossing point, the reference line of the vee can, depending on the design, be retracted from this theoretical line away from the wheel flange in order to avoid contact between both elements. This situation is described in Figure 2.
Rail inclination/Schienenneigung/Inclinaison du rail 4.2.5.54.2.5.7 An angle defining the inclination of the head of a rail when installed in the track relative to the plane of the rails (running surface), equal to the angle between the axis of symmetry of the rail (or of an equivalent symmetrical rail having the same railhead profile) and the perpendicular to the plane of the rails.
Rail pad/Schienenzwischenlage/Semelle sous rail 5.3.2 A resilient layer fitted between a rail and the supporting sleeper or baseplate.
Reverse curve/Gegenbogen/Courbes et contre-courbes 4.2.4.4 Two abutting curves of opposite flexure or hand.
Structure gauge/Lichtraum/Gabarit des obstacles 4.2.4.1 Defines the space in relation to the reference track that shall be cleared of all objects or structures and of the traffic on the adjacent tracks, in order to allow safe operation on the reference track. It is defined on the basis of the reference contour by application of the associated rules.
Switches/Zungenvorrichtung/Aiguillage 4.2.5.4.24.2.6.1 A unit of track comprising two fixed rails (stock rails) and two movable rails (switch rails) used to direct vehicles from one track to another track.
Switches and crossings/Weichen und Kreuzungen/Appareil de voie 4.2.5.4.1, 4.2.5.7.2, 4.2.6, 4.2.7.1, 4.2.7.2.1, 4.2.7.3, 5.2 Track constructed from sets of switches and individual crossings and the rails connecting them.
Through route/Stammgleis/Voie directe 4.2.5.4.14.2.6.3 In the context of switches and crossings a route which perpetuate the general alignment of the track.
Track gauge/Spurweite/Ecartement de la voie 4.2.5.1 The smallest distance between lines perpendicular to the running surface intersecting each railhead profile in a range from 0 to 14 mm below the running surface.
Track stiffness/Steifigkeit des Gleises/Rigidite de la voie 4.2.5.8 The global measure expressing the resistance of the track against the rail displacement that takes place under wheel loading.
Track twist/Gleisverwindung/Gauche 4.2.9.1, 4.2.9.2 Track twist is defined as the algebraic difference between two cross levels taken at a defined distance apart, usually expressed as a gradient between the two points at which the cross level is measured.
Train length/Zuglänge/Longueur du train 4.2.2 The length of a train, which can run on a certain line in normal operation.
TSI category of line/TSI Streckenkategorie/TSI Catégorie de ligne 4.2, 7.2, 7.3.1, 7.5, 7.6 Classification of a line according to type of traffic and type of line to select the needed level of performance parameters.
Type of line/Streckenart/Type de ligne 4.2.1, 7.3.1 Definition of the importance of a line (core or other) and the way of achieving parameters required for interoperability (new or upgraded).
Type of traffic/Verkehrsart/Type de trafic 4.2.1 Indicates for a TSI category of line the dominant traffic for the target system and the respective basic parameters.
Unguided length of an obtuse crossing/Führungslose Stelle/Lacune dans la traversée 4.2.6.3 Portion of obtuse crossing where there is no guidance of the wheel described as ‘unguided distance’ in EN 13232-3:2003.
Usable length of a platform/Bahnsteignutzlänge/Longueur utile de quai 4.2.10.1 The maximum continuous length of that part of platform in front of which a train is intended to remain stationary in normal operating conditions for passengers to board and alight from the train, making appropriate allowance for stopping tolerances.Normal operating conditions means that railway is operating in a non-degraded mode (e.g. rail adhesion is normal, signals are working, everything is working as planned).
1 Free wheel passage in switches
2 Fixed nose protection
3 Free wheel passage at crossing nose
4 Free wheel passage at check rail/wing rail entry
5 Flangeway width
6 Flangeway depth
7 Excess height of check rail
Index No Reference Document name Version (year) BP(s) concerned
1 EN 13715 Railway applications — Wheelsets and boogies — Wheels — Wheels tread 2006 Design values for equivalent conicity (4.2.5.5.1)
2 EN 13803-2 Rail applications — Track — Track alignment design parameters — Track gauges 1 435  mm and wider — Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvature(with Amendment A1:2009) 2006 Minimum radius of horizontal curve (4.2.4.4)
3 EN 13848-1 Rail applications — Track — Track geometry quality — Part 1: Characterisation of track geometry(with Amendment A1:2008) 2003 Determination of immediate action, intervention and alert limits (4.2.9.1), Assessment of minimum value of mean track gauge (6.2.4.5)
4 EN 15273-3 Railway applications — Gauges — Part 3: Structure gauges 2009 Performance parameters (4.2.2),Structure gauge (4.2.4.1),Assessment of distance between track centres (6.2.4.2),
5 EN 15302 Railway applications — Method for determining the equivalent conicity 2008 Design values for equivalent conicity (4.2.5.5.1
6 EN 15528 Railway applications — Line categories for managing the interface between load limits of vehicles and infrastructure 2008 Resistance of existing bridges and earthworks to traffic loads (4.2.8.4 and Annex E),
7 EN 1990:2002/A1 Eurocode — Basis of structural design — Amendment A1 2005 Resistance of new bridges to traffic loads (4.2.8.1)
8 EN 1991-2 Eurocode 1 — Actions on structures — Part 2: Traffic load on bridges 2003 Structures resistance to traffic loads (4.2.8), Resistance of new bridges to traffic loads (4.2.8.1),Equivalent vertical loading for new earthworks and earth pressure effects (4.2.8.2), Resistance of new structures over or adjacent to tracks (4.2.8.3)
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) In accordance with Article 2(e) of and Annex II to Directive 2008/57/EC, the rail system is subdivided into structural and functional subsystems, including an infrastructure subsystem.
(2) By Decision C(2006) 124 final of 9 February 2006, the Commission gave a mandate to the European Railway Agency (the Agency) to develop technical specifications for interoperability (TSIs) under 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(2). Under the terms of that mandate, the Agency was requested to draw up the draft TSI related to the infrastructure subsystem of the conventional rail system.
(3) Technical specifications for interoperability (TSI) are specifications adopted in accordance with Directive 2008/57/EC. The TSI in Annex covers the infrastructure subsystem in order to meet the essential requirements and ensure the interoperability of the rail system.
(4) The TSI in Annex does not fully deal with all essential requirements. In accordance with Article 5(6) of Directive 2008/57/EC technical aspects which are not covered are identified as open points in Annex F of this TSI.
(5) The TSI in Annex should refer to Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability for use and EC verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC of the European Parliament and of the Council(3).
(6) In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify to the Commission and other Member States the conformity assessment and verification procedures to be used for the specific cases, as well as the bodies responsible for carrying out these procedures.
(7) The TSI in Annex should be without prejudice to the provisions of other relevant TSIs which may be applicable to infrastructure subsystems.
(8) The TSI in Annex should not impose the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the rail system within the Union.
(9) In accordance with Article 11(5) of Directive 2008/57/EC, the TSI in Annex should allow, for a limited period of time, for interoperability constituents to be incorporated into subsystems without certification if certain conditions are met.
(10) To continue to encourage innovation and to take into account the experience acquired, the TSI in Annex should be subject to periodic revision.
(11) 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
A technical specification for interoperability (TSI) relating to the infrastructure subsystem of the trans-European conventional railway, is hereby adopted by the Commission.
The TSI shall be as set out in the Annex to this Decision.

Article 2
This TSI shall be applicable to all new, upgraded or renewed infrastructure of the trans-European conventional rail system as defined in Annex I to Directive 2008/57/EC.

Article 3
1. With regard to those issues classified as open points set out in Annex F of the TSI, the conditions to be complied with for the verification of the interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be those applicable technical rules in use in the Member State which authorise the placing in service of the subsystems covered by this Decision.
2. Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:
(a)
the applicable technical rules mentioned in paragraph 1;
(b)
the conformity assessment and checking procedures to be applied with regard to the application of the technical rules mentioned in paragraph 1;
(c)
the bodies it appoints for carrying out the conformity assessment and checking procedures of the open points mentioned in paragraph 1.

Article 4
1. The Member State shall define which lines of the conventional trans-European transport network (TEN-T) as established by Decision No 1692/96/EC of the European Parliament and of the Council(4)are intended to be classified as core TEN lines or other TEN lines on the basis of the categories given in Section 4.2.1 of this TSI. Member States shall notify this information to the Commission within a period of one year from the date of application of this Commission Decision.
2. The Commission, in cooperation with the Agency and the Member States, shall coordinate the classification referred to in paragraph 1, especially with regard to the border crossings and its consistency with the European Deployment Plan on European Rail Traffic Management System as referred to in Commission Decision 2009/561/EC(5).
3. The final classification resulting from the coordination shall be examined by the Committee set up by Council Directive 96/48/EC(6)and, after discussion, made public by the Agency.
4. The Member State shall take into account the classification published by the Agency when defining its national migration plan.

Article 5
The procedures for assessment of conformity, suitability for use and EC verification set out in Chapter 6 of the TSI in Annex shall be based on the modules defined in Decision 2010/713/EU.

Article 6
1. During a transition period of 10 years, it shall be permissible to issue an EC certificate of verification for a subsystem that contains interoperability constituents not holding an EC declaration of conformity or suitability for use, on the condition that the provisions set out in Section 6.6 of the Annex are met.
2. The production or upgrade/renewal of the subsystem with use of the non-certified interoperability constituents must be completed within the transition period, including the placing in service.
3. During the transition period Member States shall ensure that:
(a)
the reasons for non-certification of the interoperability constituents are properly identified in the verification procedure referred to in paragraph 1;
(b)
the details of the non-certified interoperability constituents and the reasons for non-certification, including the application of national rules notified under Article 17 of Directive 2008/57/EC, are included by the National Safety Authorities in their report referred to in Article 18 of Directive 2004/49/EC of the European Parliament and of the Council(7).
4. After the transition period and with the exceptions allowed under Section 6.6.3 on maintenance, interoperability constituents shall be covered by the required EC declaration of conformity and/or suitability for use before being incorporated into the subsystem.

Article 7
In accordance with Article 5(3)(f) of Directive 2008/57/EC, Chapter 7 of the TSI in Annex, sets out a strategy for migrating towards a full interoperable infrastructure subsystem. This migration needs to be applied in conjunction with Article 20 of that Directive which specifies the principles of the application of the TSI to the renewal and upgrading projects. Member States shall notify to the Commission a report on the implementation of Article 20 of Directive 2008/57/EC 3 years after the entry into force of this Decision. This report will be discussed in the context of the Committee set up in Article 29 of Directive 2008/57/EC and, where appropriate, the TSI in Annex will be adapted.

Article 8
1. With regard to those issues classified as specific cases set out in Chapter 7 of the TSI, the conditions to be complied with for the verification of the interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be those applicable technical rules in use in the Member State which authorise the placing in service of the subsystems covered by this Decision.
2. Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:
(a)
the applicable technical rules mentioned in paragraph 1;
(b)
the conformity assessment and checking procedures to be applied with regard to the application of the technical rules mentioned in paragraph 1;
(c)
the bodies it appoints for carrying out the conformity assessment and checking procedures of the specific cases mentioned in paragraph 1.

Article 9
This Decision shall apply from 1 June 2011.

Article 10
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) In accordance with Article 2(e) of and Annex II to Directive 2008/57/EC, the rail system is subdivided into structural and functional subsystems, including an infrastructure subsystem.
(2) By Decision C(2006) 124 final of 9 February 2006, the Commission gave a mandate to the European Railway Agency (the Agency) to develop technical specifications for interoperability (TSIs) under 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(2). Under the terms of that mandate, the Agency was requested to draw up the draft TSI related to the infrastructure subsystem of the conventional rail system.
(3) Technical specifications for interoperability (TSI) are specifications adopted in accordance with Directive 2008/57/EC. The TSI in Annex covers the infrastructure subsystem in order to meet the essential requirements and ensure the interoperability of the rail system.
(4) The TSI in Annex does not fully deal with all essential requirements. In accordance with Article 5(6) of Directive 2008/57/EC technical aspects which are not covered are identified as open points in Annex F of this TSI.
(5) The TSI in Annex should refer to Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability for use and EC verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC of the European Parliament and of the Council(3).
(6) In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify to the Commission and other Member States the conformity assessment and verification procedures to be used for the specific cases, as well as the bodies responsible for carrying out these procedures.
(7) The TSI in Annex should be without prejudice to the provisions of other relevant TSIs which may be applicable to infrastructure subsystems.
(8) The TSI in Annex should not impose the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the rail system within the Union.
(9) In accordance with Article 11(5) of Directive 2008/57/EC, the TSI in Annex should allow, for a limited period of time, for interoperability constituents to be incorporated into subsystems without certification if certain conditions are met.
(10) To continue to encourage innovation and to take into account the experience acquired, the TSI in Annex should be subject to periodic revision.
(11) 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:
A technical specification for interoperability (TSI) relating to the infrastructure subsystem of the trans-European conventional railway, is hereby adopted by the Commission.
The TSI shall be as set out in the Annex to this Decision.
This TSI shall be applicable to all new, upgraded or renewed infrastructure of the trans-European conventional rail system as defined in Annex I to Directive 2008/57/EC.
1. With regard to those issues classified as open points set out in Annex F of the TSI, the conditions to be complied with for the verification of the interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be those applicable technical rules in use in the Member State which authorise the placing in service of the subsystems covered by this Decision.
2. Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:
(a)
the applicable technical rules mentioned in paragraph 1;
(b)
the conformity assessment and checking procedures to be applied with regard to the application of the technical rules mentioned in paragraph 1;
(c)
the bodies it appoints for carrying out the conformity assessment and checking procedures of the open points mentioned in paragraph 1.
1. The Member State shall define which lines of the conventional trans-European transport network (TEN-T) as established by Decision No 1692/96/EC of the European Parliament and of the Council(4)are intended to be classified as core TEN lines or other TEN lines on the basis of the categories given in Section 4.2.1 of this TSI. Member States shall notify this information to the Commission within a period of one year from the date of application of this Commission Decision.
2. The Commission, in cooperation with the Agency and the Member States, shall coordinate the classification referred to in paragraph 1, especially with regard to the border crossings and its consistency with the European Deployment Plan on European Rail Traffic Management System as referred to in Commission Decision 2009/561/EC(5).
3. The final classification resulting from the coordination shall be examined by the Committee set up by Council Directive 96/48/EC(6)and, after discussion, made public by the Agency.
4. The Member State shall take into account the classification published by the Agency when defining its national migration plan.
The procedures for assessment of conformity, suitability for use and EC verification set out in Chapter 6 of the TSI in Annex shall be based on the modules defined in Decision 2010/713/EU.
1. During a transition period of 10 years, it shall be permissible to issue an EC certificate of verification for a subsystem that contains interoperability constituents not holding an EC declaration of conformity or suitability for use, on the condition that the provisions set out in Section 6.6 of the Annex are met.
2. The production or upgrade/renewal of the subsystem with use of the non-certified interoperability constituents must be completed within the transition period, including the placing in service.
3. During the transition period Member States shall ensure that:
(a)
the reasons for non-certification of the interoperability constituents are properly identified in the verification procedure referred to in paragraph 1;
(b)
the details of the non-certified interoperability constituents and the reasons for non-certification, including the application of national rules notified under Article 17 of Directive 2008/57/EC, are included by the National Safety Authorities in their report referred to in Article 18 of Directive 2004/49/EC of the European Parliament and of the Council(7).
4. After the transition period and with the exceptions allowed under Section 6.6.3 on maintenance, interoperability constituents shall be covered by the required EC declaration of conformity and/or suitability for use before being incorporated into the subsystem.
In accordance with Article 5(3)(f) of Directive 2008/57/EC, Chapter 7 of the TSI in Annex, sets out a strategy for migrating towards a full interoperable infrastructure subsystem. This migration needs to be applied in conjunction with Article 20 of that Directive which specifies the principles of the application of the TSI to the renewal and upgrading projects. Member States shall notify to the Commission a report on the implementation of Article 20 of Directive 2008/57/EC 3 years after the entry into force of this Decision. This report will be discussed in the context of the Committee set up in Article 29 of Directive 2008/57/EC and, where appropriate, the TSI in Annex will be adapted.
1. With regard to those issues classified as specific cases set out in Chapter 7 of the TSI, the conditions to be complied with for the verification of the interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be those applicable technical rules in use in the Member State which authorise the placing in service of the subsystems covered by this Decision.
2. Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:
(a)
the applicable technical rules mentioned in paragraph 1;
(b)
the conformity assessment and checking procedures to be applied with regard to the application of the technical rules mentioned in paragraph 1;
(c)
the bodies it appoints for carrying out the conformity assessment and checking procedures of the specific cases mentioned in paragraph 1.
This Decision shall apply from 1 June 2011.
This Decision is addressed to the Member States.
ANNEX
DIRECTIVE 2008/57/EC ON THE INTEROPERABILITY OF THE RAIL SYSTEM WITHIN THE COMMUNITY
TECHNICAL SPECIFICATION FOR INTEROPERABILITY
‘Infrastructure’ subsystem for conventional rail 1. INTRODUCTION
62
1.1. Technical scope
62
1.2. Geographical scope
62
1.3. Content of this TSI
62 2. DEFINITION AND SCOPE OF SUBSYSTEM
62
2.1. Definition of the infrastructure subsystem
62
2.2. Interfaces of this TSI with other TSIs
63
2.3. Interfaces of this TSI with the persons with reduced mobility TSI
63
2.4. Interfaces of this TSI with the safety in railway tunnels TSI
63
2.5. Inclusion of infrastructure into the scope of the noise TSI
63 3. ESSENTIAL REQUIREMENTS
63 4. DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEM
66
4.1. Introduction
66
4.2. Functional and technical specifications of subsystem
66
4.2.1. TSI categories of line
66
4.2.2. Performance parameters
66
4.2.3. Basic parameters characterising the infrastructure subsystem
68
4.2.3.1. List of basic parameters
68
4.2.3.2. Requirements for basic parameters
69
4.2.4. Line layout
70
4.2.4.1. Structure gauge
70
4.2.4.2. Distance between track centres
70
4.2.4.3. Maximum gradients
70
4.2.4.4. Minimum radius of horizontal curve
70
4.2.4.5. Minimum radius of vertical curve
71
4.2.5. Track parameters
71
4.2.5.1. Nominal track gauge
71
4.2.5.2. Cant
71
4.2.5.3. Rate of change of cant (as a function of time)
71
4.2.5.4. Cant deficiency
71
4.2.5.4.1. Cant deficiency on plain track and on the through route of switches and crossings
72
4.2.5.4.2. Abrupt change of cant deficiency on diverging track of switches
72
4.2.5.5. Equivalent conicity
72
4.2.5.5.1. Design values for equivalent conicity
72
4.2.5.5.2. Requirements for controlling equivalent conicity in service
73
4.2.5.6. Railhead profile for plain line
73
4.2.5.7. Rail inclination
74
4.2.5.7.1. Plain line
74
4.2.5.7.2. Requirements for switches and crossings
74
4.2.5.8. Track stiffness
74
4.2.6. Switches and crossings
74
4.2.6.1. Means of locking
74
4.2.6.2. In-service geometry of switches and crossings
74
4.2.6.3. Maximum unguided length of fixed obtuse crossings
75
4.2.7. Track resistance to applied loads
75
4.2.7.1. Track resistance to vertical loads
75
4.2.7.2. Longitudinal track resistance
75
4.2.7.3. Lateral track resistance
76
4.2.8. Structures resistance to traffic loads
76
4.2.8.1. Resistance of new bridges to traffic loads
76
4.2.8.1.1. Vertical loads
76
4.2.8.1.2. Centrifugal forces
77
4.2.8.1.3. Nosing forces
77
4.2.8.1.4. Actions due to traction and braking (longitudinal loads)
77
4.2.8.1.5. Design track twist due to rail traffic actions
77
4.2.8.2. Equivalent vertical loading for new earthworks and earth pressure effects
77
4.2.8.3. Resistance of new structures over or adjacent to tracks
77
4.2.8.4. Resistance of existing bridges and earthworks to traffic loads
77
4.2.9. Track geometrical quality and limits on isolated defects
78
4.2.9.1. Determination of immediate action, intervention, and alert limits
78
4.2.9.2. The immediate action limit for track twist
78
4.2.9.3. The immediate action limit for variation of track gauge
79
4.2.9.4. The immediate action limit for cant
80
4.2.10. Platforms
80
4.2.10.1. Usable length of platforms
80
4.2.10.2. Width and edge of platforms
80
4.2.10.3. End of platforms
80
4.2.10.4. Height of platforms
80
4.2.10.5. Offset of platforms
80
4.2.11. Health, safety and environment
80
4.2.11.1. Maximum pressure variations in tunnels
80
4.2.11.2. Noise and vibration limits and mitigation measures
81
4.2.11.3. Protection against electric shock
81
4.2.11.4. Safety in railway tunnels
81
4.2.11.5. Effect of crosswinds
81
4.2.12. Provision for operation
81
4.2.12.1. Distance markers
81
4.2.13. Fixed installations for servicing trains
81
4.2.13.1. General
81
4.2.13.2. Toilet discharge
81
4.2.13.3. Train external cleaning facilities
81
4.2.13.4. Water restocking
81
4.2.13.5. Refuelling
82
4.2.13.6. Electrical shore supply
82
4.3. Functional and technical specification of the interfaces
82
4.3.1. Interfaces with the rolling stock subsystem
82
4.3.2. Interfaces with the energy subsystem
84
4.3.3. Interfaces with the control command and signalling subsystem
84
4.3.4. Interfaces with the operation and traffic management subsystem
84
4.4. Operating rules
84
4.4.1. Exceptional conditions relating to pre-planned works
84
4.4.2. Degraded operation
84
4.4.3. Protection of workers against aerodynamic effects
84
4.5. Maintenance plan
85
4.5.1. Before placing a line in service
85
4.5.2. After placing a line in service
85
4.6. Professional competences
85
4.7. Health and safety conditions
85
4.8. Register of infrastructure
85 5. INTEROPERABILITY CONSTITUENTS
85
5.1. Basis on which interoperability constituents have been selected
85
5.2. List of constituents
85
5.3. Constituents performances and specifications
86
5.3.1. The rail
86
5.3.1.1. Railhead profile
86
5.3.1.2. Moment of inertia of the rail cross section
86
5.3.1.3. Rail hardness
86
5.3.2. The rail fastening systems
86
5.3.3. Track sleepers
86 6. ASSESSMENT OF CONFORMITY OF INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMS
87
6.1. Interoperability constituents
87
6.1.1. Conformity assessment procedures
87
6.1.2. Application of modules
87
6.1.3. Innovative solutions for interoperability constituents
87
6.1.4. EC declaration of conformity for interoperability constituents
88
6.2. Infrastructure subsystem
88
6.2.1. General provisions
88
6.2.2. Application of modules
88
6.2.3. Innovative solutions
88
6.2.4. Particular assessment procedures for subsystem
89
6.2.5. Technical solutions giving presumption of conformity at design phase
90
6.3. EC verification when speed is used as a migration criterion
90
6.4. Assessment of maintenance plan
90
6.5. Assessment of Register of Infrastructure
91
6.6. Subsystems containing interoperability constituents not holding an EC declaration
91
6.6.1. Conditions
91
6.6.2. Documentation
91
6.6.3. Maintenance of the subsystems certified according to 6.6.1
91 7. IMPLEMENTING THE INFRASTRUCTURE TSI
91
7.1. Application of this TSI to conventional rail lines
91
7.2. Application of this TSI to new conventional rail lines
92
7.3. Application of this TSI to existing conventional rail lines
92
7.3.1. Upgrading of a line
92
7.3.2. Renewal of a line
92
7.3.3. Substitution in the framework of maintenance
93
7.3.4. Existing lines that are not subject to a renewal or upgrading project
93
7.4. Speed as migration criterion
93
7.5. Compatibility of infrastructure and rolling stock
93
7.6. Specific cases
94
7.6.1. Particular features on the Estonian network
94
7.6.2. Particular features on the Finnish network
94
7.6.3. Particular features on the Hellenic network
95
7.6.4. Particular features on the Irish network
97
7.6.5. Particular features on the Latvian network
98
7.6.6. Particular features on the Lithuanian network
98
7.6.7. Particular features on the Polish network
98
7.6.8. Particular features on the Portuguese network
99
7.6.9. Particular features on the Romanian network
101
7.6.10. Particular features on the Spanish network
101
7.6.11. Particular features on the Swedish network
102
7.6.12. Particular features on the UK network for Great Britain
102
7.6.13. Particular features on the UK network for Northern Ireland
103
Annex A —
Assessment of interoperability constituents
104
Annex B —
Assessment of the infrastructure subsystem
105
Annex C —
Capability requirements for structures according to TSI category of line in Great Britain
108
Annex D —
Items to be included in the Register of Infrastructure
110
Annex E —
Capability requirements for structures according to TSI category of line
111
Annex F —
List of open points
112
Annex G —
Glossary
113
Annex H —
List of referenced standards
119 1. INTRODUCTION
1.1. Technical scope
This TSI concerns the infrastructure subsystem and part of the maintenance subsystem of the trans-European conventional rail system. They are included in the list of subsystems in Annex II (1) to Directive 2008/57/EC.
1.2. Geographical scope
The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I (1.1) 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 (Chapter 2);
(b) lays down essential requirements for the infrastructure subsystem (Chapter 3);
(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Chapter 4);
(d) determines the interoperability constituents and interfaces which must be 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 the suitability for use of the interoperability constituents, on the one hand, or the EC verification of the subsystems, on the other hand (Chapter 6);
(f) indicates the strategy for implementing this TSI (Chapter 7);
(g) indicates, for the staff concerned, the professional competences and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (Chapter 4).
In accordance with Article 5(5) of the Directive 2008/57/EC, provisions for specific cases are indicated in Chapter 7. This TSI also sets out, in Chapter 4, the operating and maintenance rules specific to the scope indicated in paragraphs 1.1 and 1.2 above. 2. DEFINITION AND SCOPE OF SUBSYSTEM
2.1. Definition of the infrastructure subsystem
This TSI covers:
(a) the infrastructure structural subsystem;
(b) the part of the maintenance functional subsystem relating to the infrastructure subsystem (that is: washing plants for external cleaning of trains, water restocking, refuelling, fixed installations for toilet discharge and electrical shore supplies).
The elements of the infrastructure subsystem are described in Annex II (2.1. Infrastructure) to Directive 2008/57/EC.
The scope of this TSI therefore includes the following aspects of the infrastructure subsystem:
(a) Line layout,
(b) Track parameters,
(c) Switches and crossings,
(d) Track resistance to applied loads,
(e) Structures resistance to traffic loads,
(f) Track geometrical quality and limits on isolated defects,
(g) Platforms,
(h) Health, safety and environment,
(i) Provision for operation,
(j) Fixed installations for servicing trains.
Further details are set out in Section 4.2.3 of this TSI.
2.2. Interfaces of this TSI with other TSIs
Section 4.3 of this TSI sets out the functional and technical specification of the interfaces with the following subsystems, as defined in the relevant TSIs:
(a) Rolling stock subsystem,
(b) Energy subsystem,
(c) Control command and signalling subsystem,
(d) Traffic operation and management subsystem.
Interfaces with the persons with reduced mobility TSI (PRM TSI) are described in Section 2.3 below.
Interfaces with the safety in railway tunnels TSI (SRT TSI) are described in Section 2.4 below.
2.3. Interfaces of this TSI with the persons with reduced mobility TSI
All requirements relating to the infrastructure subsystem for the access of persons with reduced mobility to the railway system are set out in the persons with reduced mobility TSI.
This TSI does not therefore include requirements relating to this aspect of the infrastructure subsystem.
2.4. Interfaces of this TSI with the safety in railway tunnels TSI
All requirements relating to the infrastructure subsystem for safety in railway tunnels are set out in the safety in railway tunnels TSI.
This TSI does not therefore include requirements relating to this aspect of the infrastructure subsystem.
2.5. Inclusion of infrastructure into the scope of the noise TSI
The scope of this TSI excludes noise mitigation, pending the proposal referred to in the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’, which specifies the following:
‘Technical specification for interoperability relating to the subsystem “rolling stock — noise”

Commission Decision of 23 December 2005 (2006/66/EC).
This Decision shall become applicable six months after the date of its notification.
7.2. TSI Revision
… the EC will deliver to “the Article 21 Committee”, at the latest seven years after the date of entry into force of this TSI, a report and, if needed, a proposal for revising this TSI about following issues: 5. the inclusion of infrastructure into the scope of the Noise TSI in coordination with the TSI Infrastructure;’ 3. ESSENTIAL REQUIREMENTS
The following table indicates references to the essential requirements set out in Annex III to Directive 2008/57/EC that are delivered by the requirements for basic parameters set out in Chapter 4. Table 1
Basic parameters of the infrastructure subsystem corresponding to the essential requirements
Section
Basic parameters of CR INF subsystem
Safety
Reliability Availability
Health
Environmental protection
Technical compatibility
4.2.4.1
Structure gauge
1.1.1

1.5-§1
4.2.4.2
Distance between track centres
1.1.1

1.5
4.2.4.3
Maximum gradients
1.1.1

1.5-§1
4.2.4.4
Minimum radius of horizontal curve

1.5-§1
4.2.4.5
Minimum radius of vertical curve

1.5-§1
4.2.5.1
Nominal track gauge

1.5-§1
4.2.5.2
Cant
1.1.1

4.2.5.3
Rate of change of cant

1.5-§1
4.2.5.4
Cant deficiency
1.1.1

1.5-§1
4.2.5.5
Equivalent conicity
1.1.1, 1.1.2

1.5
4.2.5.6
Railhead profile for plain line
1.1.1, 1.1.2

1.5-§1
4.2.5.7
Rail inclination
1.1.1, 1.1.2

1.5-§1
4.2.5.8
Track stiffness

1.5
4.2.6.1
Means of locking
1.1.1, 1.1.2

4.2.6.2
In-service geometry of switches and crossings
1.1.1, 1.1.2
1.2

1.5
4.2.6.3
Maximum unguided length of fixed obtuse crossings
1.1.1, 1.1.2

1.5
4.2.7.1
Track resistance to vertical loads
1.1.1, 1.1.2, 1.1.3

1.5-§1
4.2.7.2
Longitudinal track resistance
1.1.1, 1.1.2, 1.1.3

1.5-§1
4.2.7.3
Lateral track resistance
1.1.1, 1.1.2, 1.1.3

1.5-§1
4.2.8.1
Resistance of new bridges to traffic loads
1.1.1, 1.1.3

1.5-§1
4.2.8.2
Equivalent vertical loading for new earthworks and earth pressure effects
1.1.1, 1.1.3

1.5-§1
4.2.8.3
Resistance of new structures over or adjacent to tracks
1.1.1, 1.1.3

1.5-§1
4.2.8.4
Resistance of existing bridges and earthworks to traffic loads
1.1.1, 1.1.3

1.5-§1
4.2.9.1
Determination of immediate action, intervention, and alert limits
1.1.1, 1.1.2
1.2

1.5-§1
4.2.9.2
Immediate action limit for track twist
1.1.1, 1.1.2
1.2

1.5-§1
4.2.9.3
Immediate action limit for variation of track gauge
1.1.1, 1.1.2
1.2

1.5-§1
4.2.9.4
Immediate action limit for cant
1.1.1
1.2

1.5-§1
4.2.10.1
Usable length of platforms

1.5
4.2.10.2
Width and edge of platforms
1.1.1

4.2.10.3
End of platforms
1.1.1

4.2.10.4
Height of platforms
1.1.1, 2.1.1-§3

1.5-§1
4.2.10.5
Offset of platforms
1.1.1, 2.1.1-§3

1.5-§1
4.2.11.1
Maximum pressure variation in tunnels
2.1.1-§ 2, 2.1.1-§ 4

4.2.11.2
Noise and vibration limits and mitigation measures

1.4.1, 1.4.4, 1.4.5

4.2.11.3
Protection against electric shock
2.1.1-§3

4.2.11.4
Safety in railway tunnels
1.1.1, 1.1.4, 2.1.1-§1, 2.1.1-§4

1.3
1.4.2

4.2.11.5
Effect of crosswinds
1.1.1

4.2.12.1
Distance markers

1.2

4.2.13.2
Toilet discharge

1.2
1.3.1

1.5-§1
4.2.13.3
Train external cleaning facilities

1.2

1.5-§1
4.2.13.4
Water restocking

1.2
1.3.1

1.5-§1
4.2.13.5
Refuelling

1.2
1.3.1

1.5-§1
4.2.13.6
Electric shore supply

1.2

1.5-§1
4.4.1
Exceptional conditions relating to pre-planned works

1.2

4.4.2
Degraded operation

1.2

4.4.3
Protection of workers against aerodynamic effects
2.1.1-§2

4.5
Maintenance plan

1.2

4.6
Professional competences
1.1.5
1.2

4.7
Health and safety conditions
2.1.1-§2, 2.1.1-§3, 2.1.1-§4
1.2
1.3
1.4.2
1.5 4. DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEM
4.1. Introduction
(1) The trans-European conventional railway system, to which Directive 2008/57/EC applies and of which the infrastructure and maintenance subsystems are parts, is an integrated system whose coherence must be verified, with the objective of assuring the interoperability of the system in respect of the essential requirements.
(2) Article 5(7) of the Directive says ‘the TSIs shall not be an impediment to decisions by the Member States concerning the use of infrastructures for the movement of vehicles not covered by the TSIs’.
Therefore, when designing a new or upgraded conventional line, consideration should be given to all trains which may be authorised on the line.
(3) The limiting values set out in the present TSI are not intended to be imposed as usual design values. However the design values must be within the limits set out in this TSI.
(4) The functional and technical specifications of the subsystem and its interfaces, described in Sections 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the trans-European conventional rail network. But innovative solutions for interoperability could require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in Section 6.2.3. 4.2. Functional and technical specifications of subsystem
4.2.1. TSI categories of line
(1) Annex I (1.1) to the Directive recognises that the conventional rail network may be subdivided into different categories. In order to deliver interoperability cost-effectively this TSI defines ‘TSI categories of line’. The functional and technical specifications of this TSI vary according to the TSI categories of line.
(2) The requirements to be met by the infrastructure subsystem are specified for each of the following TSI categories of line of the trans-European conventional rail system, as relevant. These TSI categories of line may be used for the classification of existing lines insofar the relevant performance parameters will be met in consistency with the national migration plan.
Table 2
TSI categories of line for the conventional rail infrastructure subsystem
TSI categories of line
Types of traffic
Passenger traffic (P)
Freight traffic (F)
Mixed traffic (M) Types of line
New core TEN line (IV) IV-P
IV-F
IV-M
Upgraded core TEN line (V) V-P
V-F
V-M
New other TEN line (VI) VI-P
VI-F
VI-M
Upgraded other TEN line (VII) VII-P
VII-F
VII-M
(3) Note that passenger hubs, freight hubs and connecting lines are included in the above TSI categories of line, as appropriate.
(4) The TSI category of line for every section of track shall be published in the Register of Infrastructure.
4.2.2. Performance parameters
(1) The performance levels of the TSI categories of line defined in Section 4.2.1 are characterised by following performance parameters:
(a) gauge,
(b) axle load,
(c) line speed,
(d) train length.
(2) The performance levels for each TSI category of line are set out in Table 3 hereunder.
Table 3
Performance parameters for TSI categories of line

Gauge
Axle load
(t) Line speed
(km/h)
Train length
(m) TSI categories of line
IV-P
GC
22,5
200
400
IV-F
GC
25
140
750
IV-M
GC
25
200
750
V-P
GB
22,5
160
300
V-F
GB
22,5
100
600
V-M
GB
22,5
160
600
VI-P
GB
22,5
140
300
VI-F
GC
25
100
500
VI-M
GC
25
140
500
VII-P
GA
20
120
250
VII-F
GA
20
100
500
VII-M
GA
20
120
500
Notes:
(P) = passenger traffic, (F) = freight traffic, (M) = mixed traffic, gauge GA, GB, GC are as defined in EN 15273-3:2009 Annex C.
(3) Article 5(7) of Directive 2008/57/EC states:
‘The TSIs shall not be an impediment to decisions by the Member States concerning the use of infrastructures for the movement of vehicles not covered by the TSIs.’

It is therefore permissible to design new and upgraded lines such that they will also accommodate larger gauges, higher axle loads, greater speeds and longer trains than those specified.
(4) It is permissible for specific locations on the line to be designed for line speed and/or train lengths less than those set out in Table 3, where duly justified to meet geographical, urban or environmental constraints.
(5) Infrastructure designed to the minimum requirements of this TSI does not provide the capability to meet both maximum speed and maximum axle load in combination. The infrastructure is only capable of being exploited at maximum speed for axle loads less than the maximum set out in Table 3, and similarly the infrastructure is only capable of being exploited at maximum axle load for speeds less than the maximum set out in Table 3. (6) The actual performance parameters for each section of track shall be published in the Register of Infrastructure.
(7) The published information relating to axle load shall use EN line categories and/or locomotive classes defined in EN 15528:2008 Annexes A, J and K in combination with the permitted speed. If the load carrying capability of a section of track exceeds the range of EN line categories and or locomotive classes specified, then additional information defining the load carrying capability may be provided.
(8) The published information relating to gauge shall state which of the gauges GA, GB or GC is provided. Additionally the published information shall include other gauges defined in EN 15273:2009 Annex D that are provided for multi-national agreements. The published information may include national gauges that are provided for domestic use.
4.2.3. Basic parameters characterising the infrastructure subsystem
4.2.3.1. List of basic parameters
(1) The basic parameters characterising the infrastructure subsystem, grouped according to the aspects listed in Section 2.1, are:
A. Line layout:
(a) Structure gauge (4.2.4.1),
(b) Distance between track centres (4.2.4.2),
(c) Maximum gradients (4.2.4.3),
(d) Minimum radius of horizontal curve (4.2.4.4),
(e) Minimum radius of vertical curve (4.2.4.5),
B. Track parameters:
(f) Nominal track gauge (4.2.5.1),
(g) Cant (4.2.5.2),
(h) Rate of change of cant (as a function of time) (4.2.5.3),
(i) Cant deficiency (4.2.5.4),
(j) Equivalent conicity (4.2.5.5),
(k) Railhead profile for plain line (4.2.5.6),
(l) Rail inclination (4.2.5.7),
(m) Track stiffness (4.2.5.8),
C. Switches and crossings
(n) Means of locking (4.2.6.1),
(o) In-service geometry of switches and crossings (4.2.6.2),
(p) Maximum unguided length of fixed obtuse crossings (4.2.6.3),
D. Track resistance to applied loads
(q) Track resistance to vertical loads (4.2.7.1),
(r) Longitudinal track resistance (4.2.7.2),
(s) Lateral track resistance (4.2.7.3),
E. Structures resistance to traffic loads
(t) Resistance of new bridges to traffic loads (4.2.8.1),
(u) Equivalent vertical loading for new earthworks and earth pressure effects (4.2.8.2),
(v) Resistance of new structures over or adjacent to tracks (4.2.8.3),
(w) Resistance of existing bridges and earthworks to traffic loads (4.2.8.4),
F. Track geometrical quality and limits on isolated defects
(x) Determination of immediate action, intervention, and alert limits (4.2.9.1),
(y) The immediate action limit for track twist (4.2.9.2),
(z) The immediate action limit for variation of track gauge (4.2.9.3),
(aa)
The immediate action limit for cant (4.2.9.4),
G. Platforms
(bb)
Usable length of platforms (4.2.10.1),
(cc) Width and edge of platforms (4.2.10.2),
(dd) End of platforms (4.2.10.3),
(ee)
Height of platforms (4.2.10.4),
(ff)
Offset of platforms (4.2.10.5),
H. Health, safety and environment
(gg)
Maximum pressure variation in tunnels (4.2.11.1),
(hh)
Noise and vibration limits and mitigation measures (4.2.11.2),
(ii) Protection against electric shock (4.2.11.3),
(jj)
Safety in railway tunnels (4.2.11.4),
(kk)
Effect of crosswinds (4.2.11.5),
I. Provision for operation
(ll) Distance markers (4.2.12.1),
J. Fixed installations for servicing trains
(mm) Toilet discharge (4.2.13.2),
(nn)
Train external cleaning facilities (4.2.13.3),
(oo)
Water restocking (4.2.13.4),
(pp)
Refuelling (4.2.13.5),
(qq)
Electric shore supply (4.2.13.6).
4.2.3.2. Requirements for basic parameters
(1) These requirements are described in the following paragraphs, together with any particular conditions that may be allowed in each case for the parameters and interfaces concerned.
(2) All requirements of Chapter 4 of the present TSI are given for lines built with the standard European track gauge, as defined in paragraph 4.2.5.1 for lines complying with the present TSI.
(3) The specifications for cant, rate of change of cant, cant deficiency, rate of change of cant deficiency and track twist are applicable to lines having a nominal track gauge of 1 435 mm. For a line having another nominal track gauge, the limits on these parameters shall be established in proportion to the nominal distance between the rails.
(4) In case of multi-rail track, requirements of this TSI are to be applied separately to each pair of rails designed to be operated as separate track.
(5) Requirements for lines representing specific cases, including lines built to another track gauge, are described under Section 7.6. (6) A short section of track with devices to allow transition between different nominal track gauges is permitted. The location and type of transitions shall be published in the Register of Infrastructure.
(7) Requirements are described for the subsystem under normal service conditions. Consequences, if any, of the execution of works, which may require temporary exceptions as far as the subsystem performance is concerned, are dealt with in Section 4.4. (8) The performance levels of conventional trains can be enhanced by adopting specific systems, such as vehicle body tilting. Special conditions are permitted for running such trains, provided they do not entail restrictions for other trains not equipped with such systems. The Register of Infrastructure shall record if such special conditions apply. The special conditions shall be publically available.
4.2.4. Line layout
4.2.4.1. Structure gauge
All TSI categories of line
(1) The structure gauge shall be set on the basis of the gauge set out in Table 3 of this TSI.
(2) Calculations of the structure gauge shall be done using the kinematic method in accordance with the requirements of Chapters 5, 7, 10 and the Annex C of EN 15273-3:2009. (3) Where overhead electrification is provided, the pantograph gauges are set out in the CR ENE TSI.
4.2.4.2. Distance between track centres
All TSI categories of line
(1) The distance between track centres shall be set on the basis of the gauge set out in Table 3 of this TSI.
(2) Where appropriate the minimum distance between track centres shall also take into account aerodynamic effects. The rules for taking account of aerodynamic effects, and the distance between track centres at which aerodynamic effects need to be taken into account, are an open point.
(3) The minimum distance between track centres of a section of line shall be published in the Register of Infrastructure.
4.2.4.3. Maximum gradients
TSI categories of line IV-P and VI-P
(1) Gradients as steep as 35 mm/m are permitted for main tracks at the design phase provided the following ‘envelope’ requirements are observed:
(a) the slope of the moving average profile over 10 km is less than or equal to 25 mm/m,
(b) the maximum length of continuous 35 mm/m gradient does not exceed 6 km.
(2) Gradients of tracks through passenger platforms shall not be more than 2,5 mm/m, where passenger carriages are intended to be regularly attached or detached.
TSI categories of line IV-F, IV-M, VI-F and VI-M
(3) Maximum gradients as steep as 12,5 mm/m are permitted for main tracks at the design phase.
(4) For sections up to 3 km the maximum gradient of 20 mm/m is permitted.
(5) For sections up to 0,5 km the maximum gradient of 35 mm/m is permitted in locations, where trains are not intended to stop and start in normal operation.
(6) Gradients of tracks through passenger platforms shall not be more than 2,5 mm/m, where passenger carriages are intended to be regularly attached or detached.
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M
(7) No values are specified for upgraded lines, as gradients are determined by the original construction of the line concerned.
All TSI categories of line
(8) Gradients of stabling tracks intended for parking rolling stock shall not be more than 2,5 mm/m unless specific provision is made to prevent the rolling stock from running away.
(9) Gradients and locations of changes in gradient shall be published in the Register of Infrastructure.
(10) In the case of stabling tracks, gradients need to be published in the Register of Infrastructure only when they exceed 2,5 mm/m.
4.2.4.4. Minimum radius of horizontal curve
All TSI categories of line
(1) The minimum design radius of horizontal curve shall be selected with regard to the local design speed of the curve.
(2) For stabling tracks or sidings the minimum horizontal design curve radius shall not be less than 150 m.
(3) The minimum radius of horizontal curve through platforms is set out in the PRM TSI.
(4) Reverse curves (other than reverse curves in marshalling yards where wagons are shunted individually) with radii in the range from 150 m up to 300 m shall be designed in accordance to EN 13803-2:2006 Section 8.4 to prevent buffer locking.
(5) The radius of the smallest horizontal curve of a section of line shall be published in the Register of Infrastructure.
4.2.4.5. Minimum radius of vertical curve
All TSI categories of line
(1) The radius of vertical curves (except for humps in marshalling yards) shall be at least 600 m on a crest or 900 m in a hollow.
(2) For humps in marshalling yards the radius of vertical curves shall be at least 250 m on a crest or 300 m in a hollow.
4.2.5. Track parameters
4.2.5.1. Nominal track gauge
All TSI categories of line
(1) European standard nominal track gauge shall be 1 435 mm.
(2) The nominal track gauge for a line shall be published in the Register of Infrastructure.
4.2.5.2. Cant
All TSI categories of line
(1) The design cant on tracks adjacent to station platforms shall not exceed 110 mm.
(2) The highest cant on a section of line shall be published in the Register of Infrastructure.
TSI categories of line IV-P, V-P, VI-P and VII-P
(3) The design cant shall be limited to 180 mm.
TSI categories of line IV-F, IV-M, V-F, V-M, VI-F, VI-M, VII-F and VII-M
(4) The design cant shall be limited to 160 mm.
TSI categories of line IV-F, IV-M, VI-F and VI-M
(5) On curves with a radius less than 290 m, the cant shall be restricted to the limit given by the following formula
D ≤ (R-50) / 1,5
where D is the cant in mm and R is the radius in m.
4.2.5.3. Rate of change of cant (as a function of time)
All TSI categories of line
(1) The maximum rate of change of cant through a transition shall be 70 mm/s calculated at the maximum speed permitted for trains not fitted with a cant deficiency compensation system.
(2) However, if the cant deficiency at the end of the transition is less than or equal to 150 mm and the rate of change of cant deficiency through the transition is less than or equal to 70 mm/s, it is permissible to increase the maximum rate of change of cant to 85 mm/s.
4.2.5.4. Cant deficiency
All TSI categories of line
(1) The following specifications are applicable to interoperable lines having nominal track gauge as defined in paragraph 4.2.5.1 of the present TSI.
4.2.5.4.1. Cant deficiency on plain track and on the through route of switches and crossings
(1) The maximum cant deficiency at which trains are permitted to run shall take account of the acceptance criteria of the vehicles concerned, set out in HS and CR rolling stock TSIs.
(2) For trains which are not fitted with cant deficiency compensation systems, the cant deficiency on lines with speeds up to and including 200 km/h shall not exceed without any further demonstration the following:
(a) 130 mm (or 0,85 m/s2 uncompensated lateral acceleration) for rolling stock approved to the Freight Wagons TSI (WAG TSI);
(b) 150 mm (or 1,0 m/s2 uncompensated lateral acceleration) for rolling stock approved to Locomotives and Passenger RST TSI (LOC&PAS TSI).
(3) It is permissible for trains specifically designed to travel with higher cant deficiency (multiple units with lower axle loads; trains equipped with a cant deficiency compensation system) to run with higher cant deficiency values, subject to a demonstration that this can be achieved safely.
4.2.5.4.2. Abrupt change of cant deficiency on diverging track of switches
(1) The maximum design values of abrupt change of cant deficiency on diverging tracks shall be:
(a) 120 mm for switches allowing turnout speeds of 30 km/h ≤ V ≤ 70 km/h,
(b) 105 mm for switches allowing turnout speeds of 70 km/h < V ≤ 170 km/h,
(c) 85 mm for switches allowing turnout speeds of 170 km/h < V ≤ 200 km/h.
(2) An allowance of 20 mm on these values may be accepted for existing ranges of designs of switches.
4.2.5.5. Equivalent conicity
All TSI categories of line
(1) The limiting values for equivalent conicity quoted in Table 4 shall be calculated for the amplitude (y) of the wheelset’s lateral displacement:
—
y = 3 mm
if (TG – SR) ≥ 7 mm
—
,
if 5 mm ≤ (TG – SR) < 7 mm
—
y = 2 mm
if (TG – SR) < 5 mm
where TG is the track gauge and SR is the distance between the flange contact faces of the wheelset. No assessment of equivalent conicity is required for switches and crossings.
4.2.5.5.1. Design values for equivalent conicity
(1) Design values of track gauge, railhead profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 4 are not exceeded.
Table 4
Equivalent conicity design limit values
Speed range
(km/h)
Equivalent conicity
S 1002, GV 1/40
EPS
v ≤ 60
Assessment not required
Assessment not required
60 < v ≤ 160
0,25
0,30
160 < v ≤ 200
0,25
0,30
(2) The following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 420 mm
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 426 mm
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 420 mm
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 426 mm
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 420 mm.
4.2.5.5.2. Requirements for controlling equivalent conicity in service
(1) Requirements for controlling equivalent conicity in service are an open point.
(2) Once the initial design of the track system has been established, an important parameter for the control of equivalent conicity in service is track gauge. Therefore pending closure of the open point, the values for mean track gauge and the requirements for actions to be taken in case of ride instability set out below shall be respected.
(3) The infrastructure manager shall maintain the mean track gauge on straight track and in curves of radius R > 10 000 m at or above the limit set out in Table 5 below.
Table 5
Minimum mean gauge in service on straight track and in curves of radius R > 10 000 m
Speed range
(km/h)
Mean gauge (mm) over 100 m
v ≤ 60
assessment not required
60 < v ≤ 160
1 430
160 < v ≤ 200
1 430
(4) If ride instability is reported on a track respecting the requirement of Section 4.2.5.5 for rolling stock having wheelsets meeting the requirements for equivalent conicity set out in the HS and CR rolling stock TSIs, a joint investigation by the railway undertaking and the infrastructure manager is to be undertaken to determine the reason.
4.2.5.6. Railhead profile for plain line
All TSI categories of line
(1) The design of railhead profiles for plain line shall comprise:
(a) a lateral slope on the side of the railhead angled to between vertical and 1/16 with reference to the vertical axis of the railhead;
(b) the vertical distance between the top of this lateral slope and the top of the rail shall be less than 15 mm;
(c) a radius of at least 12 mm at the gauge corner;
(d) the horizontal distance between the crown of the rail and the tangent point shall be between 31 and 37 mm.
Figure 1
Railhead profile
4.2.5.7. Rail inclination
All TSI categories of line
4.2.5.7.1. Plain line
(1) The rail shall be inclined towards the centre of the track.
(2) The rail inclination for a given route shall be selected from the range 1/20 to 1/40. (3) The value selected shall be declared in the Register of Infrastructure.
4.2.5.7.2. Requirements for switches and crossings
(1) The rail in switches and crossings shall be designed to be either vertical or inclined.
(2) If the rail is inclined, the designed inclination in switches and crossings shall be the same as for plain line.
(3) The inclination can be given by the shape of the active part of the railhead profile.
(4) For short sections of plain line between switches and crossings without inclination, the laying of rails without inclination is permitted.
(5) A short transition from inclined rail to vertical rail is permitted.
4.2.5.8. Track stiffness
All TSI categories of line
(1) Requirements for track stiffness as a complete system are an open point.
4.2.6. Switches and crossings
4.2.6.1. Means of locking
TSI categories of line IV-P, IV-F, IV-M, VI-P, VI-F and VI-M
(1) All movable parts of switches and crossings shall be equipped with a means of locking, except in marshalling yards and other tracks used only for shunting.
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M
(2) All movable parts of switches and crossings shall be equipped with a means of locking where the maximum speed is more than 40 km/h, unless used exclusively in the trailing direction.
4.2.6.2. In-service geometry of switches and crossings
All TSI categories of line
(1) In this paragraph the TSI gives limiting in-service values that are compatible with geometrical characteristics of wheelsets as defined in the HS and CR rolling stock TSIs. It will be the task of the infrastructure manager to decide design values and to ensure, by means of the maintenance plan, that the in-service values do not fall outside the TSI limits. These limits are set as immediate action limits.
Figure 2
Point retraction in fixed common crossings
(2) The technical characteristics of switches and crossings shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 1 380 mm.
This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset.
(b) Minimum value of fixed nose protection for common crossings: 1 392 mm.
This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).
(c) Maximum value of free wheel passage at crossing nose: 1 356 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 380 mm.
(e) Minimum flangeway width: 38 mm.
(f) Minimum flangeway depth: 40 mm.
(g) Maximum excess height of check rail: 70 mm.
(3) All relevant requirements for switches and crossings are also apllicable to other technical solutions using switch rails, for example side modifiers used in multi-rail track.
4.2.6.3. Maximum unguided length of fixed obtuse crossings
All TSI categories of line
(1) The design value of the maximum unguided length shall be equivalent to 1 in 9 (tgα = 0,11, α = 6°20’) obtuse crossing with a minimum 45 mm raised check rail and associated with a minimum wheel diameter of 330 mm on straight through routes.
4.2.7. Track resistance to applied loads
4.2.7.1. Track resistance to vertical loads
All TSI categories of line
(1) The track, including switches and crossings, shall be designed to withstand at least the following forces:
(a) the axle load according to the performance parameters for the TSI categories of line as defined in Table 3;
(b) the maximum dynamic wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum dynamic wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values;
(c) the maximum quasi static wheel force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the maximum quasi static wheel force for defined test conditions. The resistance of the track to vertical loads shall be consistent with these values.
4.2.7.2. Longitudinal track resistance
All TSI categories of line
4.2.7.2.1. Design forces
(1) The track, including switches and crossings, shall be designed to withstand longitudinal forces arising from braking. The HS and CR rolling stock TSIs define limits on deceleration which shall be used to determine the longitudinal forces arising from braking.
(2) Track shall also be designed to withstand the longitudinal thermal forces arising from temperature changes in the rail and to minimise the likelihood of track buckling.
4.2.7.2.2. Compatibility with braking systems
(1) Track shall be designed to be compatible with the use of magnetic track brakes for emergency braking.
(2) The compatibility (or otherwise) of the design of track adopted with the use of braking systems independent of wheel-rail adhesion conditions for service braking and for emergency braking shall be published in the Register of Infrastructure. Braking systems independent of wheel-rail adhesion conditions include magnetic track brakes and eddy current track brakes.
(3) Where the track is compatible with the use of braking systems independent of adhesion conditions, the Register of Infrastructure shall state any limitation on the use of the braking systems on which compatibility depends, taking into account local climatic conditions and the expected number of repeated brake applications at a given location.
4.2.7.3. Lateral track resistance
All TSI categories of line
(1) The track, including switches and crossings, shall be designed to withstand at least:
(a) the maximum total dynamic lateral force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the lateral forces excerted by a wheel set on the track. The lateral resistance of the track shall be consistent with these values,
(b) the quasi static guiding force exerted by a wheelset on the track. The HS and CR rolling stock TSIs define a limit on the quasi static guiding force Yqst for defined radii and test conditions. The lateral resistance of the track shall be consistent with these values.
4.2.8. Structures resistance to traffic loads
(1) The requirements of EN 1991-2:2003 and Annex A2 to EN 1990:2002 issued as EN 1990:2002/A1:2005 specified in this chapter of the TSI are to be applied in accordance with the corresponding clauses in the national annexes to these standards if they exist.
4.2.8.1. Resistance of new bridges to traffic loads
All TSI categories of line — only for new structures on new or existing lines
4.2.8.1.1. Vertical loads
(1) Structures shall be designed to support vertical loads in accordance with the following load models, defined in EN 1991-2:2003:
(a) load model 71, as set out in EN 1991-2:2003 paragraph 6.3.2 (2)P;
(b) in addition, for continuous bridges, load model SW/0, as set out in EN 1991-2:2003 paragraph 6.3.3 (3)P.
(2) The load models shall be multiplied by the factor alpha (α) as set out in EN 1991-2:2003 paragraphs 6.3.2 (3)P and 6.3.3 (5)P.
(3) The value of alpha (α) shall be equal to or greater than the values set out in Table 6. Table 6
Factor alpha(α ) for the design of new structures
Types of line or TSI categories of line
Minimum factor alpha (α)
IV
1,1
V
1,0
VI
1,1
VII-P
0,83
VII-F, VII-M
0,91
(4) The load effects from the load models shall be enhanced by the dynamic factor phi (Φ) as set out in EN 1991-2:2003 paragraphs 6.4.3 (1)P and 6.4.5.2 (2).
4.2.8.1.2. Centrifugal forces
(1) Where the track on a bridge is curved over the whole or part of the length of the bridge, the centrifugal force shall be taken into account in the design of structures as set out in EN 1991-2:2003 paragraphs 6.5.1 (2), (4)P, (7).
4.2.8.1.3. Nosing forces
(1) The nosing force shall be taken into account in the design of structures as set out in EN 1991-2:2003 Section 6.5.2. 4.2.8.1.4. Actions due to traction and braking (longitudinal loads)
(1) Traction and braking forces shall be taken into account in the design of structures as set out in EN 1991-2:2003 paragraphs 6.5.3 (2)P, (4), (5) and (6). The direction of the traction and braking forces shall take account of the permitted directions of travel on each track.
4.2.8.1.5. Design track twist due to rail traffic actions
(1) The maximum total design track twist due to rail traffic actions shall not exceed the values set out in clause A2.4.4.2.2(3)P in Annex A2 to EN 1990:2002 issued as EN 1990:2002/A1:2005. The total design track twist comprises any twist which may be present in the track when the bridge is not subject to rail traffic actions, plus the track twist due to the total deformation of the bridge resulting from rail traffic actions.
4.2.8.2. Equivalent vertical loading for new earthworks and earth pressure effects
All TSI categories of line — only for new structures on new and existing lines
(1) Earthworks shall be designed to support vertical loads in accordance with the Load Model 71, as set out in EN 1991-2:2003 paragraph 6.3.6.4. (2) Load model 71 shall be multiplied by the factor alpha (a) as set out in EN 1991-2:2003 paragraphs 6.3.2 (3)P. The value of a shall be equal to or greater than the values set out in Table 6. 4.2.8.3. Resistance of new structures over or adjacent to tracks
All TSI categories of line — only for new structures on new and existing lines
(1) Aerodynamic actions from passing trains shall be taken into account as set out in EN 1991-2:2003 paragraph 6.6. 4.2.8.4. Resistance of existing bridges and earthworks to traffic loads
All TSI categories of line — only for existing structures on new or existing lines
(1) Bridges and earthworks shall be brought to a specified level of interoperability according to the TSI category of line as defined in Section 4.2.1. (2) The minimum capability requirements for structures for each TSI category of line are given in Annex E. The values represent the minimum target level that structures must be capable of for the line to be declared interoperable.
(3) The following cases are relevant:
(a) Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements of Chapter 4.2.8.1 or 4.2.8.2. (b) If the minimum capability of the existing structures expressed by the published EN line category in combination with the permitted speed satisfies the requirements in Annex E then the existing structures satisfy the relevant interoperability requirements.
(c) Where the capability of an existing structure does not satisfy the requirements in Annex E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Annex E.
(4) For the British network, in clauses (2) and (3) above the EN line category may be replaced by route availability (RA) number (delivered in accordance with the national technical rule notified for this purpose) and consequently reference to Annex E are replaced by reference to Annex C.
4.2.9. Track geometrical quality and limits on isolated defects
4.2.9.1. Determination of immediate action, intervention, and alert limits
All TSI categories of line
(1) The infrastructure manager shall determine appropriate immediate action, intervention and alert limits for the following parameters:
(a) lateral alignment — standard deviations (alert limit only),
(b) longitudinal level — standard deviations (alert limit only),
(c) lateral alignment — isolated defects — mean to peak values,
(d) longitudinal level — isolated defects — mean to peak values,
(e) track twist — isolated defects — zero to peak value subject to the immediate action limits set out in the Section 4.2.9.2,
(f) variation of track gauge — isolated defects — nominal track gauge to peak value subject to the immediate action limits set out in the Section 4.2.9.3,
(g) mean track gauge over any 100 m length — nominal track gauge to mean value, subject to the immediate action limits set out in the Section 4.2.5.5.2,
(h) cant — design to peak value subject to the immediate action limits set out in Section 4.2.9.4. (2) The measurement conditions for these parameters are set out in Chapter 5 of EN 13848-1:2003 +A1:2008. (3) When determining these limits, the infrastructure manager shall take into account the track quality limits used as the basis for vehicle acceptance. Requirements for vehicle acceptance are set out in the CR and HS rolling stock TSIs.
(4) The immediate action, intervention and alert limits adopted by the infrastructure manager shall be recorded in the maintenance plan required by Section 4.5 of this TSI.
4.2.9.2. The immediate action limit for track twist
All TSI categories of line
(1) The immediate action limit for track twist as an isolated defect is given as a zero to peak value. Track twist is defined as the algebraic difference between two cross levels taken at a defined distance apart, usually expressed as a gradient between the two points at which the cross level is measured. The cross level is measured at the nominal centres of the railheads.
(2) The track twist limit is a function of the measurement base applied (l) according to the formula:
Limit twist = (20/l + 3)
(a) where l is the measurement base (in m), with 1,3 m k ≤ l ≤ 20 m,
(b) with a maximum value of 7 mm/m.
Figure 3
Limit for track twist for all TSI categories of line
twist base-length l [m]
twist isolated defects [mm/m]
(3) (The infrastructure manager shall set out in the maintenance plan the basis on which it will measure the track in order to check compliance with this requirement. The basis of measurement shall include at least one measurement base between 2 and 5 m.
TSI categories of line IV-F, IV-M, V-F, V-M, VI-F, VI-M, VII-F and VII-M
(4) If the radius of horizontal curve is less than 420 m and cant D > (R – 100)/2, track twist shall be limited according to the formula: Limit twist = (20/l + 1,5), with a maximum value between 6 mm/m and 3 mm/m depending on the twist base length as shown in Figure 4. Figure 4
Limit for track twist for freight and mixed lines on small curves
twist base-length l [m]
twist isolated defects [mm/m]
4.2.9.3. The immediate action limit for variation of track gauge
All TSI categories of line
The immediate action limits for variation of track gauge are set out in Table 7. Table 7
Immediate action limits for the variation of track gauge
Speed
(km/h)
Dimensions
(mm)
Nominal track gauge to peak value

Minimum track gauge
Maximum track gauge
V ≤ 80
–9
+35
80 < V ≤ 120
–9
+35
120 < V ≤ 160
–8
+35
160 < V ≤ 200
–7
+28
4.2.9.4. The immediate action limit for cant
TSI categories of line IV-P, V-P, VI-P and VII-P
(1) The in service cant shall be maintained within +/- 20 mm of the design cant, but the maximum cant permitted in service is 190 mm.
TSI categories of line IV-F, IV-M, V-F, V-M, VI-F, VI-M, VII-F and VII-M
(2) The in service cant shall be maintained within +/- 20 mm of the design cant, but the maximum cant permitted in service is 170 mm.
4.2.10. Platforms
(1) The requirements of this paragraph are only applicable to the passenger platforms where trains complying with the HS and CR rolling stock TSIs are intended to stop on normal service.
4.2.10.1. Usable length of platforms
All TSI categories of line
(1) The platform length shall be sufficient to accommodate the longest interoperable train intended to stop at the platform in normal service. When determining the length of trains intended to stop at the platform, consideration shall be given to both the current service requirements and the reasonably foreseeable service requirements at least ten years following the bringing into service of the platform.
(2) It is permissible to build only the length of platform required for the current service requirement provided passive provision is made for the reasonably foreseeable future service requirements.
(3) The usable length of a platform shall be declared in the Register of Infrastructure.
4.2.10.2. Width and edge of platforms
All TSI categories of line
(1) The PRM TSI sets out the requirements for platform width and edge of the platform.
4.2.10.3. End of platforms
All TSI categories of line
(1) The PRM TSI sets out the requirements for the end of the platform.
4.2.10.4. Height of platforms
All TSI categories of line
(1) The PRM TSI sets out the requirements for platform height.
4.2.10.5. Offset of platforms
All TSI categories of line
(1) The PRM TSI sets out the requirements for platform offset.
4.2.11. Health, safety and environment
4.2.11.1. Maximum pressure variations in tunnels
All TSI categories of line
(1) The maximum pressure variation in tunnels and underground structures along the outside of any train complying with the HS and CR rolling stock TSIs intended to run in the specific tunnel at speeds of greater than 190 km/h shall not exceed 10 kPa during the time taken for the train to pass through the tunnel, at the maximum permitted speed.
4.2.11.2. Noise and vibration limits and mitigation measures
All TSI categories of line
(1) Noise limits and mitigation measures are an open point.
(2) Vibration limits and mitigation measures are an open point.
4.2.11.3. Protection against electric shock
All TSI categories of line
(1) The requirements for protection against electric shock from the traction current system are ensured by the provisions set out in CR ENE TSI relating to the protective provisions of overhead contact line systems.
4.2.11.4. Safety in railway tunnels
All TSI categories of line
(1) Requirements for the safety in railway tunnels are set out in the SRT TSI.
4.2.11.5. Effect of crosswinds
All TSI categories of line
(1) Requirements for mitigating the effect of crosswinds are an open point.
4.2.12. Provision for operation
4.2.12.1. Distance markers
All TSI categories of line
(1) Distance markers shall be provided at regular intervals along the track.
(2) The nominal interval between distance markers shall be stated in the Register of Infrastructure.
4.2.13. Fixed installations for servicing trains
4.2.13.1. General
(1) This Section 4.2.13 sets out the infrastructure elements of the maintenance subsystem required for servicing trains.
(2) The location and type of fixed installations for servicing trains shall be published in the Register of Infrastructure.
4.2.13.2. Toilet discharge
All TSI categories of line
(1) Fixed installations for toilet discharge shall be compatible with the characteristics of the retention toilet system specified in the HS and CR rolling stock TSIs.
4.2.13.3. Train external cleaning facilities
All TSI categories of line
(1) Where a washing plant is provided it shall be able to clean the outer sides of single or double-deck trains between a height of:
(a) 1 000 to 3 500 mm for a single-deck train,
(b) 500 to 4 300 mm for double-deck trains.
(2) The washing plant shall be designed so that trains can to be driven through it at any speed between 2 km/h and 5 km/h.
4.2.13.4. Water restocking
All TSI categories of line
(1) Fixed equipment for water restocking shall be compatible with the characteristics of the water system specified in the HS and CR rolling stock TSIs.
(2) Fixed equipment for water supply on the interoperable network shall be supplied with drinking water meeting the requirements of the Council Directive 98/83/EC (1).
(3) The equipment’s mode of operation shall ensure that water delivered to the rolling stock complies with the quality specified by Directive 98/83/EC.
4.2.13.5. Refuelling
All TSI categories of line
(1) Refuelling equipment shall be compatible with the characteristics of the fuel system specified in the CR rolling stock TSI.
4.2.13.6. Electrical shore supply
All TSI categories of line
(1) Where provided, electrical shore supply shall be by means of one or more of the power supply systems specified in the HS and CR rolling stock TSIs.
4.3. Functional and technical specification of the interfaces
From the standpoint of technical compatibility, the interfaces of the infrastructure subsystem with the other subsystems are like described in the following paragraphs.
4.3.1. Interfaces with the rolling stock subsystem
Table 8
Interfaces with the rolling stock subsystem, ‘locomotives and passenger RST’ TSI
Interface
Reference conventional rail infrastructure TSI
Reference conventional rail locomotives and passenger RST TSI
Track gauge
4.2.5.1
Nominal track gauge
4.2.5.6
Railhead profile for plain line
4.2.6.2
In-service geometry of switches and crossings
4.2.3.5.2.1
Mechanical and geometrical characteristics of Wheelset
4.2.3.5.2.2
Mechanical and geometrical characteristics of Wheels
Gauges
4.2.4.1
Structure gauge
4.2.4.2
Distance between track centres
4.2.4.5
Minimum radius of vertical curve
4.2.3.1. Gauging
Axle load and axle spacing
4.2.7.1
Track resistance to vertical loads
4.2.8.1
Resistance of new bridges to traffic loads
4.2.8.2
Equivalent vertical loading for new earthworks and earth pressure effects
4.2.8.4
Resistance of existing bridges and earthworks to traffic loads
4.2.3.2
Axle load and wheel load
Running characteristics
4.2.7.1
Track resistance to vertical loads
4.2.7.3
Lateral track resistance
4.2.8.1.3
Nosing forces
4.2.3.4.2.1
Limit values for running safely
4.2.3.4.2.2
Track loading limit values
Equivalent conicity
4.2.5.5
Equivalent conicity
4.2.3.4.3
Equivalent conicity
Longitudinal actions
4.2.7.2
Longitudinal track resistance
4.2.8.1.4
Actions due to traction and braking (logitudinal loads)
4.2.4.5
Braking performance
Minimum curve radius
4.2.4.4
Minimum radius of horizontal curve
4.2.3.6
Minimum curve radius
Horizontal curve radius
4.2.5.4
Cant deficiency
4.2.3.4.2.1
Limit values for running safety
Vertical curve acceleration
4.2.4.5
Minimum radius of vertical curve
4.2.3.1
Gauging
Aerodynamic effect
4.2.4.2
Distance between track centres
4.2.8.3
Resistance of new structures over or adjacent to tracks
4.2.11.1
Maximum pressure variations in tunnels
4.2.6.2.1
Slipstream effects on assengers on platforms
4.2.6.2.2
Slipstream effects on workers on the track side
4.2.6.2.3
Head pressure pulse
4.2.6.2.4
Maximum pressure variations in tunnels
Crosswind
4.2.11.5
Effect of crosswinds
4.2.6.2.5
Crosswind
Installations for servicing trains
4.2.13.2
Toilet discharge
4.2.13.3
Train external cleaning facilities
4.2.13.4
Water restocking
4.2.13.5
Refuelling
4.2.13.6
Electric shore supply
4.2.11.3
Toilet discharge system
4.2.11.2.2
Exterior cleaning through a washing plant
4.2.11.4
Water refilling equipment
4.2.11.5
Interface for water refilling
4.2.11.7
Refuelling equipment
4.2.11.6
Special requirements for stabling of trains
Table 9
Interfaces with the rolling stock subsystem, ‘freight wagons’ TSI
Interface
Reference conventional rail infrastructure TSI
Reference conventional rail freight wagons TSI
Track gauge
4.2.5.1
Nominal track gauge
4.2.5.6
Railhead profile for plain line
4.2.6.2
In-service geometry of switches and crossings
4.2.3.4
Vehicle dynamic behaviour
Gauges
4.2.4.1
Structure gauge
4.2.4.2
Distance between track centres
4.2.4.5
Minimum radius of vertical curve
4.2.3.1
Kinematic gauge
Axle load and axle spacing
4.2.7.1
Track resistance to vertical loads
4.2.7.3
Lateral track resistance
4.2.8.1
Resistance of new bridges to traffic loads
4.2.8.2
Equivalent vertical loading for new earthworks and earth pressure effects
4.2.8.4
Resistance of existing bridges and earthworks to traffic loads
4.2.3.2
Static axle load and linear load
Running characteristics
4.2.7.1
Track resistance to vertical loads
4.2.7.3
Lateral track resistance (b) 4.2.3.4
Vehicle dynamic behaviour
Longitudinal actions
4.2.7.2
Longitudinal track resistance
4.2.8.1.4
Actions due to traction and braking (logitudinal loads)
4.2.4.1
Braking performance
Minimum curve radius
4.2.4.4
Minimum radius of horizontal curve
4.2.2.1. Interface (e. g. coupling) between vehicles, between sets of vehicles and between trains
Horizontal curve radius
4.2.5.4
Cant deficiency
4.2.3.5. Longitudinal compressive forces
Vertical curve acceleration
4.2.4.5
Minimum radius of vertical curve
4.2.3.1
Kinematic gauge
Aerodynamic effect
4.2.4.2
Distance between track centres
4.2.8.3
Resistance of new structures over or adjacent to tracks
4.2.11.1
Maximum pressure variations in tunnels
4.2.6.2
Aerodynamic effects
Crosswind
4.2.11.5
Effect of crosswinds
4.2.6.3
Cross winds
4.3.2. Interfaces with the energy subsystem
Table 10
Interfaces with the energy subsystem
Interface
Reference conventional rail infrastructure TSI
Reference conventional rail energy TSI
Gauges
4.2.4.1
Structure gauge
4.2.14
Pantograph gauge
Protection against electric shock
4.2.11.3
Protection against electric shock
4.7.3
Protective provisions of overhead contact line system
4.7.4
Protective provisions of current return circuit
4.3.3. Interfaces with the control command and signalling subsystem
Table 11
Interfaces with the control command and signalling subsystem
Interface
Reference conventional rail infrastructure TSI
Reference conventional rail control command and signalling TSI
Structure gauge set for CCS installations
4.2.4.1
Structure gauge
4.2.5
ETCS and EIRENE air gap interfaces
4.2.16
Visibility of track-side control-command objects
Use of eddy current brakes
4.2.7.2
Longitudinal track resistance
Annex A, Appendix 1, Section 5.2: Use of electric/magnetic brakes
4.3.4. Interfaces with the operation and traffic management subsystem
Table 12
Interfaces with the operation and traffic management subsystem
Interface
Reference conventional rail infrastructure TSI
Reference conventional rail operation and traffic management TSI
Use of eddy current brakes
4.2.7.2
Longitudinal track resistance
4.2.2.6.2
Brake performance
Operating rules
4.4
Operating rules
4.2.1.2.2.2
Modified elements
4.2.3.6
Degraded operation
4.4. Operating rules
4.4.1. Exceptional conditions relating to pre-planned works
(1) During pre-planned works, it may be necessary to temporarily suspend the specifications of the infrastructure subsystem and its interoperability constituents defined in Chapters 4 and 5 of this TSI. Specific operational provisions are set out in the CR Traffic Operation and Management TSI.
4.4.2. Degraded operation
(1) Events that affect the normal operation of a line may occur. The operational rules for dealing with such events are set out in the CR Traffic Operation and Management TSI.
4.4.3. Protection of workers against aerodynamic effects
(1) The infrastructure manager shall define the means for protecting workers against aerodynamic effects.
(2) For the trains complying with the HS and CR rolling stock TSIs, the infrastructure manager shall take into account the actual speed of the trains and the limit value of the aerodynamic effects given by the HS and CR rolling stock TSIs.
4.5. Maintenance plan
4.5.1. Before placing a line in service
(1) A maintenance file shall be prepared setting out at least:
(a) a set of values for immediate action limits,
(b) the measures taken (speed restriction, repair time) when prescribed values are exceeded,
related to the following elements:
i.
requirements for controlling equivalent conicity in service,
ii.
in service geometry of switches and crossings,
iii.
track geometric quality and limits on isolated defects,
iv.
platform edge as required by the ‘People with reduced mobility’ TSI.
4.5.2. After placing a line in service
(1) The infrastructure manager shall have a maintenance plan containing the items listed in Section 4.5.1 together with at least the following items related to the same elements:
(a) a set of values for intervention limits and alert limits,
(b) a statement about the methods, professional competences of staff and personal protective safety equipment necessary to be used,
(c) the rules to be applied for the protection of people working on or near the track,
(d) the means used to check that in-service values are respected.
4.6. Professional competences
(1) The professional competences required for the staff maintaining the infrastructure subsystem shall be detailed in the maintenance plan (see Section 4.5.2).
4.7. Health and safety conditions
(1) Health and safety conditions are dealt with compliance with requirements sections: 4.2.11.1 (Maximum pressure variation in tunnels), 4.2.11.2 (Noise and vibration limits and mitigation measures), 4.2.11.3 (Protection against electric shock), 4.2.10 (Platforms), 4.2.11.4 (Safety in railway tunnels), 4.2.13 (Fixed installations for servicing trains) and 4.4 (Operating rules).
4.8. Register of infrastructure
(1) In accordance with Article 35 of Directive 2008/57/EC, the Register of Infrastructure shall indicate the main features of the infrastructure subsystem.
(2) Annex D of this TSI indicates which information concerning the infrastructure subsystem shall be included in the Register of Infrastructure. The information to be included in the Register of Infrastructure required for other subsystems are set in the TSIs concerned. 5. INTEROPERABILITY CONSTITUENTS
5.1. Basis on which interoperability constituents have been selected
(1) The requirements of Section 5.3 are based on a traditional design of ballasted track with Vignole (flat-bottom) rail on concrete or wooden sleepers and fastening providing resistance to longitudinal slip by bearing on the rail foot.
(2) Components and subassemblies used for the construction of other designs of track are not considered to be interoperability constituents.
5.2. List of constituents
(1) For the purposes of this technical specification for interoperability, only the following elements, whether individual components or subassemblies of the track are declared to be ‘interoperability constituents’:
(a) the rail (5.3.1),
(b) the rail fastening systems (5.3.2),
(c) track sleepers (5.3.3).
(2) The following sections describe the specifications applicable to each of these constituents.
(3) Rails, fastenings and sleepers used for short length of track for specific purposes, for example in switches and crossings, at expansion devices, transition slabs and special structures, are not considered to be interoperability constituents.
5.3. Constituents performances and specifications
5.3.1. The rail
(1) The specifications of the ‘rail’ interoperability constituent are the following:
(a) railhead profile,
(b) moment of inertia of the rail cross section,
(c) rail hardness.
5.3.1.1. Railhead profile
(1) The railhead profile shall fulfil the requirements of Section 4.2.5.6 ‘Railhead profile for plain line’.
(2) The railhead profile shall allow requirements of Section 4.2.5.5.1 for ‘Design values for equivalent conicity’ to be met when used with a specified range of track gauge and rail inclinations consistent with the requirements of this TSI.
5.3.1.2. Moment of inertia of the rail cross section
(1) The moment of inertia is relevant to the requirements of Section 4.2.7 ‘Track resistance to applied loads’.
(2) The calculated value of moment of inertia (I) of designed rail section about the principal horizontal axis through the centre of gravity shall be at least 1 600 cm4. 5.3.1.3. Rail hardness
(1) The rail hardness is relevant to the requirements of Section 4.2.5.6 ‘Railhead profile for plain line’.
(2) The rail hardness measured at the crown of the railhead shall be at least 200 HBW.
5.3.2. The rail fastening systems
(1) The rail fastening system is relevant to the requirements of Section 4.2.7.2 for ‘Longitudinal track resistance’ and Section 4.2.7.3 ‘Lateral track resistance’ and Section 4.2.7.1 for ‘Track resistance to vertical loads’.
(2) The rail fastening system shall comply in laboratory test conditions with the following requirements:
(a) the longitudinal force required to cause the rail to begin to slip (i.e. move in an inelastic way) through a single rail fastening assembly shall be at least 7 kN,
(b) the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the performance of the fastening in terms of clamping force and longitudinal restraint is not degraded by more than 20 % and vertical stiffness is not degraded by more than 25 %. The typical load shall be appropriate to:
i.
the maximum axle load the rail fastening system is designed to accommodate,
ii.
the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used.
5.3.3. Track sleepers
(1) Track sleepers shall be designed such that when they are used with a specified rail and rail fastening system they will have properties that are consistent with the requirements of 4.2.5.1 for ‘Nominal track gauge’, Section 4.2.5.5.2 for ‘Requirements for controlling equivalent conicity in service (Table 5: Minimum mean gauge in service on straight track and in curves of radius R > 10 000 m)’, Section 4.2.5.7 for ‘Rail inclination’ and Section 4.2.7 for ‘Track resistance to applied loads’. 6. ASSESSMENT OF CONFORMITY OF INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMS
6.1. Interoperability constituents
6.1.1. Conformity assessment procedures
(1) The conformity assessment procedure of interoperability constituents as defined in Chapter 5 of this TSI shall be carried out by application of the relevant modules.
6.1.2. Application of modules
(1) The following modules for conformity assessment of interoperability constituents are used:
(a)
CA
‘Internal production control’

(b)
CB
‘EC type examination’

(c)
CD
‘Conformity to type based on quality management system of the production process’

(d)
CF
‘Conformity to type based on product verification’

(e)
CH
‘Conformity based on full quality management system’

(2) The modules for conformity assessment of interoperability constituents shall be chosen from those shown in Table 13. Table 13
Modules for conformity assessment to be applied for interoperability constituents
Procedures
Rail
Rail fastening system
Track sleepers
Placed on the EU market before entry into force of this TSI
CA or CH
CA or CH
Placed on the EU market after entry into force of this TSI
CB+CD or
CB+CF or
CH
(3) In the case of products placed on the market before the publication of this TSI, the type is considered to have been approved and therefore EC type examination (module CB) is not necessary, provided that the manufacturer demonstrates that tests and verification of interoperability constituents have been considered successful for previous applications under comparable conditions and are in conformity with the requirements of this TSI. In this case these assessments shall remain valid in the new application. If it is not possible to demonstrate that the solution is positively proven in the past, the procedure for interoperability constituents placed on the EU market after publication of this TSI applies.
(4) The conformity assessment of interoperability constituents shall cover the phases and characteristics as indicated in Table 20 of Annex A to this TSI.
6.1.3. Innovative solutions for interoperability constituents
(1) If an innovative solution is proposed for an interoperability constituent as defined in Section 5.2, the manufacturer or his authorised representative established within the Community shall state the deviations from the relevant clause of this TSI and submit them to the Commission for analysis.
(2) In case the analysis results in a favourable opinion, the appropriate functional and interface specifications for the constituent and the assessment method will be developed under the authorisation of the Commission.
(3) The appropriate functional and interface specifications and the assessment methods so produced shall be incorporated in the TSI by the revision process.
(4) By the notification of a decision of the Commission, taken in accordance with Article 29 of the Directive, the innovative solution may be permitted to be used before being incorporated into the TSI by the revision process.
6.1.4. EC declaration of conformity for interoperability constituents
6.1.4.1. Interoperability constituents subject to other Community Directives
(1) Article 13(3) of Directive 2008/57/EC, states ‘Where the interoperability constituents are the subject of other Community Directives covering other aspects, the EC declaration of conformity or suitability for use shall, in such instances, state that the interoperability constituents also meet the requirements of those other Directives.’
(2) According to Annex IV (3) of Directive 2008/57/EC, the EC declaration of conformity shall be accompanied by the statement setting out the condition of use.
6.1.4.2. EC declaration of conformity for the rail
(1) The EC declaration of conformity shall be accompanied by statement setting out the range of track gauge and rail inclination for which the railhead profile allows the requirements of Section 4.2.5.5.1 to be met.
6.1.4.3. EC declaration of conformity for rail fastening systems
(1) The EC declaration of conformity shall be accompanied by statement setting out:
(a) the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used
(b) the maximum axle load the rail fastening system is designed to accommodate.
6.1.4.4. EC declaration of conformity for track sleepers
(1) The EC declaration of conformity shall be accompanied by statement setting out the combination of rail, rail inclination and type of rail fastening system with which the sleeper may be used.
6.2. Infrastructure subsystem
6.2.1. General provisions
(1) At the request of the applicant, the notified body carries out the EC verification of the infrastructure subsystem in accordance with Article 18 and Annex VI of Directive 2008/57/EC and in accordance with the provisions of the relevant modules.
(2) If the applicant demonstrates that tests or verifications of an infrastructure subsystem have been successful for previous applications of a design in similar circumstances, the notified body shall take these tests and verifications into account for the EC verification.
(3) The EC verification of the infrastructure subsystem shall cover the phases and characteristics indicated Table 21 in Annex B to this TSI. Particular assessment procedures for specific basic parameters of Infrastructure subsystem are included in Section 6.2.4. (4) The applicant shall draw up the EC declaration of verification for the infrastructure subsystem in accordance with Article 18 of and Annex V to Directive 2008/57/EC.
6.2.2. Application of modules
(1) For the EC verification procedure of the infrastructure subsystem, the applicant may choose either:
(a) Module SG: EC verification based on unit verification, or
(b) Module SH1: EC verification based on full quality management system plus design examination.
6.2.2.1. Application of module SG
(1) In the case where EC verification is most effectively undertaken by using information collected by the infrastructure manager, contracting entity or the main contractors involved (for example data obtained using track recording vehicle or other measuring devices), the notified body shall take this information into account to assess conformity.
6.2.2.2. Application of module SH1
(1) The SH1 module may be chosen only where the activities contributing to the proposed subsystem to be verified (design, manufacturing, assembling, installation) are subject to a quality management system for design, production, final product inspection and testing, approved and surveyed by a notified body.
6.2.3. Innovative solutions
(1) If the subsystem includes an innovative solution as mentioned in Section 4.1, the applicant shall state the deviation from the relevant clauses of the TSI and submit them to the Commission.
(2) In case of favourable opinion, the appropriate functional and interface specifications, and the assessment methods for this solution will be developed.
(3) The appropriate functional and interface specifications and the assessment methods so produced shall then be incorporated in the TSI by the revision process.
(4) By the notification of a decision of the Commission, taken in accordance with Article 29 of the Directive, the innovative solution may be permitted to be used before being incorporated into the TSI by the revision process.
6.2.4. Particular assessment procedures for subsystem
6.2.4.1. Assessment of structure gauge
(1) Assessment of structure gauge is to be made using the results of calculations made by the infrastructure manager or the contracting entity on the basis of Chapters 5, 7, 10 and Annex C of EN 15273-3:2009. 6.2.4.2. Assessment of distance between track centres
(1) Assessment of the distance between track centres is to be made using the results of calculations made by the infrastructure manager or the contracting entity on the basis of Chapter 9 of EN 15273-3:2009. 6.2.4.3. Assessment of cant deficiency
(1) Section 4.2.5.4.1 states that ‘It is permissible for trains specifically designed to travel with higher cant deficiency (multiple units with lower axle loads; trains equipped with a cant deficiency compensation system) to run with higher cant deficiency values, subject to a demonstration that this can be achieved safely’.
(2) The demonstration of safety is not subject to a notified body verification.
6.2.4.4. Assessment of design values for equivalent conicity
(1) Assessment of design values for equivalent conicity is to be made using the results of calculations made by the infrastructure manager or the contracting entity on the basis of EN 15302:2008. 6.2.4.5. Assessment of minimum value of mean track gauge
(1) The measurement method for track gauge is given in Section 4.2.1 of EN 13848-1:2003 + A1:2008. 6.2.4.6. Assessment of maximum pressure variations in tunnels
(1) Assessment of maximum pressure variation in the tunnel (10 kPa criterion) is to be made using the results of calculations made by the infrastructure manager or the contracting entity on the basis of all operational conditions with all the trains complying with the high speed and conventional rail rolling stock TSI and intended to run at speeds of greater than 190 km/h in the specific tunnel to be assessed.
(2) The input parameters to be used are to be such that the reference characteristic pressure signature of the trains set out in the HS rolling stock TSI is fulfilled.
(3) The reference cross section areas of the interoperable trains to be considered is to be, independently to each motor or trailer vehicle:
(a) 12 m2 for vehicles designed for GC reference kinematic profile,
(b) 11 m2 for vehicles designed for GB reference kinematic profile,
(c) 10 m2 for vehicles designed for smaller kinematic profiles.
(4) The assessment may take into account the construction features which reduce the pressure variation (tunnel entrance shape, shafts, etc.) if any, as well as the tunnel length.
6.2.4.7. Assessment of geometry of switches and crossings
(1) Assessment of switches and crossings at the design phase is required to verify that the design values used are consistent with the in-service limiting values set out in Section 4.2.6.2. (2) Assessment of fixed obtuse crossings at the design phase is also required to verify that the requirements for unguided length in Section 4.2.6.3 are met.
6.2.4.8. Assessment of new structures
(1) Assessment of structures is to be made by only checking the traffic loads used for design against the minimum requirements of 4.2.8.1, 4.2.8.2 and 4.2.8.3. The notified body is not required to review the design nor carry out any calculations. When reviewing the value of alpha used in the design according to 4.2.8.1 and 4.2.8.2 it is only necessary to check that the value of alpha satisfies Table 6. 6.2.4.9. Assessment of existing structures
(1) Assessment of existing structures is to be made by checking that the values of EN line categories (and if relevant locomotive classes) in combination with the permitted speed published by the infrastructure manager for the lines containing the structures satisfy the requirements of Annex E of this TSI.
6.2.4.10. Assessment of fixed installations for servicing trains
(1) Assessment of fixed installations for servicing trains is in the responsibility of the Member State concerned.
6.2.5. Technical solutions giving presumption of conformity at design phase
6.2.5.1. Assessment of track resistance for plain line
(1) Plain line ballasted track conforming to the following characteristics is deemed to have met the requirements set out in Section 4.2.7 related to track resistance to longitudinal, vertical and lateral forces:
(a) The requirements for track components, defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1), rail fastening systems (5.3.2) and sleepers (5.3.3) interoperability constituents are met;
(b) There are at least 1 500 rail fastenings per rail, per kilometre length.
6.2.5.2. Assessment of track resistance for switches and crossings
(1) Switches and crossings in ballasted track conforming to the following characteristics are deemed to have met the requirements set out in Section 4.2.7 related to track resistance to longitudinal, vertical and lateral forces:
(a) The requirements defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1) are met for the plain rails in the switches and crossings and corresponding switch rails and crossings are used;
(b) The requirements defined in Chapter 5 ‘Interoperability constituents’ for rail fastening systems (5.3.2) are met by all fastenings, other than fastenings used at movable parts of switches and crossings;
(c) There are at least equivalent to 1 500 rail fastenings per rail, per kilometre length averaged over the length of the switches and crossings.
6.3. EC verification when speed is used as a migration criterion
(1) Section 7.4 permits a line to be put into service at a lower speed than the ultimate intended speed. This section sets out requirements for EC verification in this circumstance.
(2) Some limiting values set out in Chapter 4 depend on the intended speed of the route.
Conformity should be assessed at the intended ultimate speed; however it is permissible to assess speed dependant characteristics at the lower speed at the time of placing in service.
(3) The conformity of the other characteristics for the intended speed of the route remains valid.
(4) To declare the interoperability at this intended speed, it is only necessary to assess the conformity of the characteristics temporarily not respected, when they are brought up to the required level.
6.4. Assessment of maintenance plan
(1) Section 4.5 requires the infrastructure manager to have for each conventional line a maintenance plan for the infrastructure subsystem.
(2) The notified body shall confirm that the maintenance file exists and contains the items listed in Section 4.5.1. The notified body is not responsible for assessing the suitability of the detailed requirements set out in the maintenance file.
(3) The notified body shall include copy of the maintenance file required by Section 4.5.1 of this TSI in the technical file referred to in Article 18(3) of Directive 2008/57/EC.
6.5. Assessment of Register of Infrastructure
(1) Section 4.8 requires that the Register of Infrastructure shall indicate the main features of the infrastructure subsystem. The notified body is responsible for assessing that those features have been prepared for the Register of Infrastructure.
6.6. Subsystems containing interoperability constituents not holding an EC declaration
6.6.1. Conditions
(1) During the transition period provided for in Article 6 of this Decision, a notified body is permitted to issue an EC certificate of verification for a subsystem even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following criteria are complied with:
(a) the conformity of the subsystem has been checked against the requirements of Chapter 4 and in relation to Chapters 6.2 to 7 (except 7.6. ‘Specific cases’) of this TSI by the notified body. Furthermore the conformity of the ICs to Chapter 5 and 6.1 does not apply, and
(b) the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, have been used in a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI.
(2) EC declarations of conformity and/or suitability for use shall not be drawn up for the interoperability constituents assessed in this manner.
6.6.2. Documentation
(1) The EC certificate of verification of the subsystem shall indicate clearly which interoperability constituents have been assessed by the notified body as part of the subsystem verification.
(2) The EC declaration of verification of the subsystem shall indicate clearly:
(a) Which interoperability constituents have been assessed as part of the subsystem;
(b) Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem;
(c) For those interoperability constituents, the reason(s) why the manufacturer did not provide an EC Declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 17 of Directive 2008/57/EC.
6.6.3. Maintenance of the subsystems certified according to 6.6.1
(1) During the transition period as well as after the transition period has ended, until the subsystem is upgraded or renewed (taking into account the decision of Member State on application of TSIs), the interoperability constituents which do not hold an EC Declaration of conformity and/or suitability for use and of the same type are permitted to be used as maintenance related replacements (spare parts) for the subsystem, under the responsibility of the body responsible for maintenance.
(2) In any case the body responsible for maintenance must ensure that the components for maintenance related replacements are suitable for their applications, are used within their area of use, and enable interoperability to be achieved within the rail system while at the same time meeting the essential requirements. Such components must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain. 7. IMPLEMENTING THE INFRASTRUCTURE TSI
7.1. Application of this TSI to conventional rail lines
(1) Chapters 4 to 6 and any specific provisions in Sections 7.2 to 7.6 below apply in full to the lines coming within the geographical scope of this TSI which will be put into service as interoperable lines after this TSI enters into force.
(2) The Member States shall develop a national migration strategy which specifies for TEN lines those elements of the infrastructure subsystem, which are required for interoperable services (e.g. tracks, sidings, stations, marshalling yards) and therefore need to comply with this TSI. This migration strategy shall include plans related to renewal and upgrading. In specifying those elements the Member States shall consider the coherence of the system as a whole.
7.2. Application of this TSI to new conventional rail lines
(1) New core TEN lines (type IV) shall satisfy the requirements of TSI category of line IV-P, IV-F or IV-M.
(2) New other TEN lines (type VI) shall satisfy the requirements of TSI category of line VI-P, VI-F or VI-M. It is also permissible for the line to satisfy the requirements of TSI category of line IV-P, IV-F or IV-M respectively.
(3) For the purpose of this TSI a ‘new line’ means a line that creates a route where none currently exists.
(4) The following situations, for example to increase speed or capacity, may be considered as the construction of an upgraded line rather than a new line:
(a) the realignment of part of an existing route,
(b) the creation of a bypass,
(c) the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.
7.3. Application of this TSI to existing conventional rail lines
Four possible cases of application of this TSI are relevant.
7.3.1. Upgrading of a line
(1) In accordance with Directive 2008/57/EC, Article 2(m), ‘upgrading’ means any major modification work on a subsystem or part of a subsystem which improves the overall performance of the subsystem.
(2) The infrastructure subsystem of a line is considered to be upgraded when at least the performance parameters axle load and gauge as defined in Section 4.2.2 are met. In these cases , the Member State shall check that the file referred to in Article 20.1 of Directive 2008/57/EC meets the following requests:
(2.1)
Upgrading of existing core TEN lines shall be in accordance with the requirements of TSI category of line V-P, V-F and V-M. (An upgrade to the requirements of type of line IV is permissible.)
(2.2)
Upgrading of existing other TEN lines shall be in accordance with the requirements of TSI category of line VII-P, VII-F or VII-M. (An upgrade to the requirements of type of line VI is permissible.)
(2.3)
For other TSI parameters, according to Article 20(1) of the Directive 2008/57/EC, the Member State decide to what extent the TSI need to be applied to the project.
(3) Where Article 20(2) of the Directive 2008/57/EC applies because the upgrading is subject of an authorisation of placing into service, the Member State decides which requirements of the TSI must be applied taking into account the migration strategy referred to in Section 7.1. (4) Where Article 20(2) of the Directive 2008/57/EC does not apply because the upgrading is not subject of an authorisation of placing into service, the conformity with this TSI is recommended. Where it is not possible to achieve conformity, the contracting entity informs the Member State of the reasons thereof.
(5) For a project including elements not being TSI conform, the procedures for the assessment of conformity and EC verification to be applied should be agreed with the Member State.
7.3.2. Renewal of a line
(1) In accordance with Directive 2008/57/EC, Article 2(n), ‘renewal’ means any major substitution work on a subsystem or part subsystem which does not change the overall performance of the subsystem.
(2) For this purpose major substitution should be interpreted as a project undertaken to systematically replace elements of a line or a section of a line in consistency with the national migration plan. Renewal differs from a substitution in the framework of maintenance, referred to in Section 7.3.3 below, in that it gives the opportunity to achieve a TSI compliant route. A renewal is effectively the same case as upgrading, but without a change in performance parameters.
(3) Where Article 20(2) of the Directive 2008/57/EC applies because the renewal is subject of an authorisation of placing into service, the Member State decides which requirements of the TSI must be applied taking into account the migration strategy referred to in Section 7.1. (4) Where Article 20(2) of the Directive 2008/57/EC does not apply because the renewal is not subject of an authorisation of placing into service, the conformity with this TSI is recommended. Where it is not possible to achieve conformity, the contracting entity informs the Member State of the reasons thereof.
(5) For a project including elements not being TSI conform, the procedures for the assessment of conformity and EC verification to be applied should be agreed with the Member State.
7.3.3. Substitution in the framework of maintenance
(1) Where the parts of a subsystem on a line are maintained, the formal verification and authorisation for placing into service is not required in accordance with this TSI. However, maintenance replacements should be, as far as is reasonably practicable, undertaken in accordance with the requirements of this TSI.
(2) The objective should be that maintenance replacements progressively contribute the development of an interoperable line.
(3) In order to get a valuable part of the infrastructure subsystem for a progressive process towards interoperability, a group of basic parameters should always be adapted together. These groups are the following:
(a) Line layout,
(b) Track parameters,
(c) Switches and crossings,
(d) Track resistance to applied loads,
(e) Structures resistance to traffic loads,
(f) Platforms.
(4) In such cases, account must be taken of the fact that each of these elements taken in isolation does not make it possible on its own to ensure the conformity of the whole: the conformity of a subsystem can only be stated globally, that is when all the elements have been brought into conformity with the TSI.
7.3.4. Existing lines that are not subject to a renewal or upgrading project
(1) An existing subsystem may allow the circulation of TSI-conform vehicles whist meeting the essential requirements of Directive 2008/57/EC. The infrastructure manager should be able in this case, on a voluntary basis, to complete the Register of Infrastructure set out in Article 35 of Directive 2008/57/EC in accordance with Annex D of this TSI.
(2) The procedure to be used for the demonstration of the level of compliance with the basic parameters of the TSI shall be defined in the specification of Register of Infrastructure to be adopted by the Commission in accordance with that Article.
7.4. Speed as migration criterion
(1) It is permissible to bring a line into service as an interoperable line at a lower speed than its intended ultimate line speed. However, when it is the case the line should not be constructed in a way that inhibits future adoption of the intended ultimate line speed.
(2) For example the distance between track centres shall be suitable for the intended ultimate line speed but the cant will need to be appropriate to the speed at the time the line is brought into service.
(3) Requirements for assessment of conformity in this circumstance are set out in Section 6.3. 7.5. Compatibility of infrastructure and rolling stock
(1) Rolling stock conforming to the rolling stock TSIs is not automatically compatible with all lines complying with this Infrastructure TSI. For example, a GC gauge vehicle is not compatible with a GB gauge tunnel.
(2) The design of the TSI categories of line as defined in Chapter 4 is generally compatible with the operation of vehicles categorised in accordance with EN 15528:2008 at up to the maximum speed as shown in Annex E. However there may be a risk of excessive dynamic effects including resonance in certain bridges which may further impact the compatibility of vehicles and infrastructure.
(3) Checks, based on specific operational scenarios agreed between the infrastructure manager and the railway undertaking, may be undertaken to demonstrate the compatibility of vehicles operating above the maximum speed shown in Annex E.
(4) As stated in Section 4.2.2 of this TSI, it is permissible to design new and upgraded lines such that they will also accommodate larger gauges, higher axle loads, greater speeds and longer trains than those specified.
7.6. Specific cases
The following specific cases may be applied on particular networks. These specific cases are classified as:
(a) ‘P’ cases: permanent cases,
(b) ‘T’ cases: temporary cases, where it is recommended that the target system is reached by 2020 (an objective set in Decision No 1692/96/EC, as amended by Decision No 884/2004/EC (2)).
The specific cases set out in Sections 7.6.1 to 7.6.13 should be read in conjunction with the relevant sections of Chapter 4. Unless otherwise indicated (for example, in the case of an additional requirement), the specific cases replace the corresponding requirements given in Chapter 4. Where the requirements of the relevant section in Chapter 4 are not subject to a specific case, those requirements have not been duplicated in Sections 7.6.1 to 7.6.13, and continue to apply unmodified.
7.6.1. Particular features on the Estonian network
The specific cases for 1 520/1 524 mm track gauge system are an open point.
7.6.2. Particular features on the Finnish network
7.6.2.1. Structure gauge (4.2.4.1)
P cases
All TSI categories of line — clauses (1) and (2) (1) The Structure gauge shall be set on the basis of the gauge FIN 1. (2) Calculations of the structure gauge shall be done using the static or kinematic method in accordance with the requirements of EN 15273-3:2009 Annex D Section D.4.4. 7.6.2.2. Minimum radius of horizontal curve (4.2.4.4)
P cases
All TSI categories of line — clause (4) (4) Reverse curves with radii in the range from 150 m to 300 m shall be designed according to national rules notified for this purpose to prevent buffer locking.
7.6.2.3. Nominal track gauge (4.2.5.1)
P cases
All TSI categories of line — clause (1) (1) The nominal track gauge shall be 1 524 mm.
7.6.2.4. Design values for equivalent conicity (4.2.5.5.1)
P cases
All TSI categories of line — clause (2) (2) For the nominal track gauge of 1 524 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 505 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 511 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 505 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 511 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 505 mm.
7.6.2.5. Requirements for controlling equivalent conicity in service (4.2.5.5.2)
P cases
All TSI categories of line — Table 5
Table 14
Minimum mean gauge in service on straight track and in curves of radius R > 10 000 m
Speed range
(km/h)
Mean gauge (mm) over 100 m
v ≤ 60
assessment not required
60 < v ≤ 160
1 519
160 < v ≤ 200
1 519
7.6.2.6. In-service geometry of switches and crossings (4.2.6.2)
P cases
All TSI categories of line — clause (2) (2) The technical characteristics of switches and crossings for the nominal track gauge of 1 524 mm shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 1 469 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 478 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 440 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 469 mm.
(e) Maximum excess height of the check rail is 55 mm.
Additional requirements in (a) and (b) remain unchanged.
7.6.3. Particular features on the Hellenic network
7.6.3.1. Performance parameters (4.2.2)
P cases
All TSI categories of line — clauses (2), (6) and (7) (2) New and upgraded 1 000 mm lines (of Peloponnese) on the trans-European conventional rail system shall be designed to a gauge according to national rules notified for this purpose and have an axle load of 14 t.
(6) The actual performance parameters for each section of track for the 1 000 mm lines (on Peloponnese) shall be published in the Register of Infrastructure.
(7) The published information relating to axle load shall be published in combination with the permitted speed.
7.6.3.2. Structure gauge (4.2.4.1)
P cases
All TSI categories of line — clauses (1) and (2) (1) The structure gauge for the 1 000 mm lines (of Peloponnese) shall be set according to national rules notified for this purpose.
7.6.3.3. Distance between track centres (4.2.4.2)
P cases
All TSI categories of line — clause (1) and (2) (1) The distance between track centres for the 1 000 mm lines (of Peloponnese) shall be set on the basis of the gauge according to national rules notified for this purpose.
7.6.3.4. Maximum gradients (4.2.4.3)
P cases
TSI categories of line IV-F, IV-M, VI-F and VI-M — clauses (3) and (4) (3) Maximum gradients as steep as 20 mm/m are permitted for main tracks at the design phase.
7.6.3.5. Minimum radius of horizontal curve (4.2.4.4)
P cases
All TSI categories of line — clause (2) (2) For stabling tracks or sidings the minimum horizontal design curve radius for the 1 000 mm lines (of Peloponnese) shall not be less than 110 m.
7.6.3.6. Minimum radius of vertical curve (4.2.4.5)
P cases
All TSI categories of line — clause (1) (1) Vertical alignment of stabling and service tracks for the 1 000 mm lines (of Peloponnese) shall not include curves of radii less than 500 m on a crest or in a hollow.
7.6.3.7. Nominal track gauge (4.2.5.1)
P cases
All TSI categories of line — clause (1) (1) The nominal track gauge shall be either 1 435 mm or 1 000 mm.
7.6.3.8. In-service geometry of switches and crossings (4.2.6.2)
P cases
All TSI categories of line — clause (2) (2) The technical characteristics of switches and crossings for the nominal track gauge of 1 000 mm (of Peloponnese) shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 946 mm.
(b) Minimum value of fixed nose protection for common crossings: 961 mm.
(c) Maximum value of free wheel passage at crossing nose: not applicable.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 943 mm.
Additional requirements in (a) and (b) remain unchanged.
7.6.3.9. Track resistance to vertical loads (4.2.7.1)
P cases
All TSI categories of line — clause (a) (a) The track for the 1 000 mm lines (of Peloponnese), including switches and crossings, shall be designed to withstand at least the maximum static axle load of 14 t.
7.6.3.10. Resistance of new bridges to traffic loads (4.2.8.1) — vertical loads (4.2.8.1.1)
P cases
All TSI categories of line — only for new structures on new or existing lines — clause (3) (3) The value of alpha (a) for 1 000 mm lines (of Peloponnese) shall be equal to or greater than 0,75. 7.6.4. Particular features on the Irish network
7.6.4.1. Performance parameters (4.2.2) — clause (2) — Table 3, column ‘train length’

(2) New and upgraded lines on the trans-European conventional rail system shall be designed to length of passenger trains at least 215 m and to length of freight trains at least 350 m, according to national rules notified for this purpose.
7.6.4.2. Structure gauge (4.2.4.1)
P cases
TSI categories of line IV-P, IV-F, IV-M, VI-P, VI-F and VI-M — clauses (1) and (2) (1) The structure gauge shall be set on the basis of the IRL 1 uniform gauge according to national rules notified for this purpose.
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — clauses (1) and (2) (1) The structure gauge shall be set on the basis of the IRL 2 uniform gauge according to national rules notified for this purpose.
7.6.4.3. Distance between track centres (4.2.4.2)
P cases
TSI categories of line IV-P, IV-F, IV-M, VI-P, VI-F and VI-M — clause (1) and (2) (1) The minimum distance between track centres shall be set on the basis of the gauge IRL 1 according to national rules notified for this purpose.
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — clause (1) and (2) (1) The minimum distance between track centres shall be set on the basis of the gauge IRL 2 according to national rules notified for this purpose.
7.6.4.4. Nominal track gauge (4.2.5.1)
P cases
All TSI categories of line — clause (1) (1) The nominal track gauge shall be 1 600 mm.
7.6.4.5. Design values for equivalent conicity (4.2.5.5.1)
P cases
All TSI categories of line — clause (2) (2) For the nominal track gauge of 1 600 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 585 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 591 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR =1 585 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 591 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 585 mm.
7.6.4.6. Requirements for controlling equivalent conicity in service (4.2.5.5.2)
P cases
All TSI categories of line — Table 5
Table 15
Minimum mean gauge in service on straight track and in curves of radius R > 10 000 m
Speed range
(km/h)
Mean gauge (mm) over 100 m
v ≤ 60
assessment not required
60 < v ≤ 160
1 595
160 < v ≤ 200
1 595
7.6.4.7. In-service geometry of switches and crossings (4.2.6.2)
P cases
All TSI categories of line — clause (2) (2) The technical characteristics of switches and crossings for the nominal track gauge of 1 600 mm shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 1 546 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 556 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 521 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 546 mm.
Additional requirements in (a) and (b) remain unchanged.
7.6.5. Particular features on the Latvian network
The specific cases for 1 520/1 524 mm track gauge system are an open point.
7.6.6. Particular features on the Lithuanian network
The specific cases for 1 520/1 524 mm track gauge system are an open point.
7.6.7. Particular features on the Polish network
7.6.7.1. Structure gauge (4.2.4.1)
P cases
All TSI categories of line — clauses (1) and (2) (1) The structure gauge for the 1 520 mm lines shall be set according to national rules notified for this purpose.
7.6.7.2. Nominal track gauge (4.2.5.1)
P cases
All TSI categories of line — additional clause (3) (3) A nominal track gauge of 1 520 mm is permitted for lines used for servicing international traffic to/from 1 520/1 524 mm railway countries.
7.6.7.3. Design values for equivalent conicity (4.2.5.5.1)
P cases
All TSI categories of line — clause (2) (2) For the nominal track gauge of 1 520 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 503 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 509 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 503 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 509 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 503 mm.
7.6.7.4. Requirements for controlling equivalent conicity in service (4.2.5.5.2)
P cases
All TSI categories of line — Table 5
Table 16
Minimum mean gauge in service on straight track and in curves of radius R > 10 000 m for 1 520 mm lines
Speed range
(km/h)
Mean gauge (mm) over 100 m
v ≤ 120
assessment not required
120 < v ≤ 160
1 515
160 < v ≤ 200
1 515
7.6.7.5. In-service geometry of switches and crossings (4.2.6.2)
P cases
All TSI categories of line — clause (2) (2) The technical characteristics of switches and crossings for the nominal track gauge of 1 520 mm shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 1 460 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 476 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 436 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 460 mm.
Additional requirements in (a) and (b) remain unchanged.
7.6.7.6. Maximum unguided length of fixed obtuse crossings (4.2.6.3)
P cases
All TSI categories of line — clause (1) (1) For the 1 520 mm track gauge system, the maximum design value of the unguided length shall be equivalent to 1 in 9 (tgα = 0,11, α = 6°20’) obtuse crossing with a minimum 44 mm raised check rail and associated with a wheel diameter greater than 330 mm on straight through routes.
7.6.8. Particular features on the Portuguese network
7.6.8.1. Structure gauge (4.2.4.1)
P cases
All TSI categories of line — clauses (1) and (2) The structure gauge shall be set on the basis of the reference contours CPb, CPb+ or CPc.
Calculations of the structure gauge shall be done using the kinematic method in accordance with the requirements of EN 15273-3:2009 Annex D Section D.4.3. For the three rail track system, the structure gauge shall be set on the basis of the CPb+ reference contour, centred on the track gauge 1 668 mm.
7.6.8.2. Nominal track gauge (4.2.5.1)
P cases
All TSI categories of line — clause (1) (1) The nominal track gauge shall be 1 668 mm, 1 435 mm or both if the line is equipped with the three rail track system.
7.6.8.3. Design values for equivalent conicity (4.2.5.5.1)
P cases
All TSI categories of line — clause (2) (2) For the nominal track gauge of 1 668 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm,
(e) EPS as defined in EN 13715:2006 Annex D with SR = 1 653 mm.
7.6.8.4. Requirements for controlling equivalent conicity in service (4.2.5.5.2)
P cases
All TSI categories of line — Table 5
Table 17
Minimum mean gauge in service on straight track and in curves of radius R > 10 000 m
Speed range
(km/h)
Mean gauge (mm) over 100 m
v ≤ 60
assessment not required
60 < v ≤ 160
1 663
160 < v ≤ 200
1 663
7.6.8.5. In-service geometry of switches and crossings (4.2.6.2)
P cases
All TSI categories of line — clause (2) The technical characteristics of switches and crossings for the nominal track gauge of 1 668 mm shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 1 613 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 624 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 589 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 613 mm.
Additional requirements in (a) and (b) remain unchanged.
7.6.9. Particular features on the Romanian network
7.6.9.1. In-service geometry of switches and crossings (4.2.6.2)
P cases
All TSI categories of line — clause (2)(f) (2)(f) The technical characteristics of switches and crossings shall comply with an in-service value for minimum flangeway depth of 38 mm.
7.6.10. Particular features on the Spanish network
7.6.10.1. Structure gauge (4.2.4.1)
P cases
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — clauses (1) and (2) (1) The structure gauge shall be set on the basis of the gauge GHE16 according to national rules notified for this purpose.
All TSI categories of line — additional clause (4) (4) Structure gauge for 1 435 mm track gauge and structure gauge for 1 668 mm track gauge for each section of three rail track shall be published in the Register of Infrastructure.
7.6.10.2. Distance between track centres (4.2.4.2)
P cases
TSI categories of line IV-P, IV-F, IV-M, VI-P, VI-F and VI-M — clauses (1) and (2) (1) The distance between track centres such for 1 668 mm as for 1 435 mm track gauge will be according to the maximum speed of the line.
Table 18
Distance between track centres on the Spanish network
Speed
(km/h)
Distance between track centres
(mm) v ≤ 140
3 808
140 < v ≤ 160
3 920
160 < v ≤ 200
4 000
In justified cases the distance between track centres can be decreased to the next lower value of the table, and in lines with speeds less than 100 km/h it might be decreased, in extreme cases, to 3 674 mm.
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — clauses (1) and (2) (1) The minimum distance between track centres such for 1 668 mm as for 1 435 mm track gauge shall be 3 808 mm.
On lines with speeds less than 100 km/h it might be decreased to 3 674 mm.
If the selected distance between track centres is less than 3 808 mm, then the safe passing clearance between trains shall be demonstrated.
7.6.10.3. Maximum gradients (4.2.4.3)
P cases
TSI categories of line IV-F, IV-M, VI-F and VI-M — clauses (3) and (4) (3) Maximum gradients as steep as 20 mm/m are permitted for main tracks at the design phase.
7.6.10.4. Nominal track gauge (4.2.5.1)
P cases
All TSI categories of line — clause (1) and additional clause (3) (1) The nominal track gauge shall be either 1 668 mm or 1 435 mm.
(3) The nominal track gauge of three rail tracks shall be 1 435 mm and 1 668 mm.
7.6.10.5. Design values for equivalent conicity (4.2.5.5.1)
All TSI categories of line — clause (2) (2) For the nominal track gauge of 1 668 mm the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008):
(a) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 653 mm,
(b) S 1002 as defined in EN 13715:2006 Annex C with SR = 1 659 mm,
(c) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 653 mm,
(d) GV 1/40 as defined in EN 13715:2006 Annex B with SR = 1 659 mm,
(e) EPS as defined in EN 13715:2006 with Annex D SR = 1 653 mm.
7.6.10.6. Requirements for controlling equivalent conicity in service (4.2.5.5.2)
P cases
All TSI categories of line — Table 5
Table 19
Minimum mean gauge in service on straight track and in curves of radius R > 10 000 m
Speed range
(km/h)
Mean gauge (mm) over 100 m
v ≤ 60
assessment not required
60 < v ≤ 160
1 663
160 < v ≤ 200
1 663
7.6.10.7. In-service geometry of switches and crossings (4.2.6.2)
P cases
All TSI categories of line — clause (2) The technical characteristics of switches and crossings for the nominal track gauge of 1 668 mm shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 1 618 mm.
(b) Minimum value of fixed nose protection for common crossings: 1 626 mm.
(c) Maximum value of free wheel passage at crossing nose: 1 590 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 620 mm.
Additional requirements in (a) and (b) remain unchanged.
7.6.11. Particular features on the Swedish network
On infrastructure with direct connection to the Finnish network and for infrastructure in harbours, the particular features of the Finnish network as specified in Section 7.6.2 of this TSI may be applied.
7.6.12. Particular features on the UK network for Great Britain
7.6.12.1. Performance parameters (4.2.2)
P cases
All TSI categories of line — clause (7) (7) The published information relating to axle load shall use the route availability (RA) number (derived in accordance with the national technical rule notified for this purpose) in combination with the permitted speed.
If the load carrying capability of a section of track exceeds the range of route availability (RA) numbers, then additional information defining the load carrying capability may be provided.
7.6.12.2. Structure gauge (4.2.4.1)
P cases
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — clauses (1) and (2) (1) For the upgrading or renewal of conventional lines with respect to structure gauge, the structure gauge to be achieved will be specific to the project concerned.
The application of the gauges shall be in accordance with the national technical rule notified for this purpose.
7.6.12.3. Distance between track centres (4.2.4.2)
P cases
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — clauses (1) and (2) (1) The nominal distance between track centres shall be 3 400 mm on straight track and curved track with a radius of 400 m or greater.
Where topographical constraints prevent a nominal distance of 3 400 mm between track centres being achieved, it is permissible to reduce the distance between track centres provided special measures are put in place to ensure a safe passing clearance between trains.
Reduction in the distance between track centres shall be in accordance with the national technical rule notified for this purpose.
7.6.12.4. Nominal track gauge (4.2.5.1)
P cases
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — additional clause (3) (3) For the ‘CEN56 Vertical’ design of switches and crossings a nominal track gauge of 1 432 mm is permitted.
7.6.12.5. In-service geometry of switches and crossings (4.2.6.2)
P cases
TSI categories of line V-P, V-F, V-M, VII-P, VII-F and VII-M — additional clause (4) (4) For the ‘CEN56 Vertical’ design of switches and crossings, a minimum value of fixed nose protection for common crossings of 1 388 mm is permitted (measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual (RP) of the nose as indicated in figure 2).
7.6.13. Particular features on the UK network for Northern Ireland
On the UK network for Northern Ireland the particular features of the Irish network as specified in Section 7.6.4 of this TSI shall be applied.

ANNEX A
ASSESSMENT OF INTEROPERABILITY CONSTITUENTS
The characteristics of the interoperability constituents to be assessed by the notified body or the manufacturer in accordance with the selected module, in the different phases of design, development and production, are marked by ‘X’ in Table 20. Where no assessment is required, this is marked by ‘n.a.’ in the table.
There are no particular assessment procedures required for interoperability constituents of the infrastructure subsystem.
Table 20
Assessment of interoperability constituents for the EC declaration of conformity
Characteristics to be assessed
Assessment in the following phase
Design and development phase
Production phase
Design review
Review of manufacturing process
Type test
Product quality
(series)
5.3.1
The rail

5.3.1.1
Railhead profile
X
X
n.a.
X
5.3.1.2
Moment of inertia of the rail cross section
X
n.a.
n.a.
n.a.
5.3.1.3
Rail hardness
X
X
n.a.
X
5.3.2
The rail fastening systems
n.a.
n.a.
X
X
5.3.3
Track sleepers
X
X
X
X

ANNEX B
ASSESSMENT OF THE INFRASTRUCTURE SUBSYSTEM
The characteristics of the subsystem to be assessed in the different phases of design, construction and operation are marked by ‘X’ in Table 21. Where no assessment by a notified body is required, this is marked by ‘n.a.’ in the table. This does not prevent the need for other assessments to be performed in the framework of other phases.
Definition of assessment phases:
(1) ‘Design review’: it includes checking of correctness of values/parameters against applicable TSI requirements.
(2) ‘Assembly before putting into service’: checking on site that the actual product complies with the relevant design parameters just before putting it into operation.
Column 3 gives references to Section 6.2.4 ‘Particular assessment procedures for subsystem’.
Table 21
Assessment of the infrastructure subsystem for the EC verification of conformity
Characteristics to be assessed
New line or upgrading/renewal project
Particular assessment procedures
Design review
Assembly before putting into service
1
2
3
Structure gauge (4.2.4.1)
X
X
6.2.4.1
Distance between track centres (4.2.4.2)
X
X
6.2.4.2
Maximum gradients (4.2.4.3)
X
n.a.

Minimum radius of horizontal curve (4.2.4.4)
X
X

Minimum radius of vertical curve (4.2.4.5)
X
X

Nominal track gauge (4.2.5.1)
X
n.a.

Cant (4.2.5.2)
X
X

Rate of change of cant (4.2.5.3)
X
X

Cant deficiency (4.2.5.4)
X
n.a.
6.2.4.3
Equivalent conicity (4.2.5.5.1) — design
X
n.a.
6.2.4.4
Equivalent conicity (4.2.5.5.2) — in-service
Open point
Open point
6.2.4.5
Railhead profile for plain line (4.2.5.6)
X
n.a.

Rail inclination (4.2.5.7)
X
n.a.

Track stiffness (4.2.5.8)
Open point
Open point

Means of locking (4.2.6.1)
X
X

In-service geometry of switches and crossings (4.2.6.2)
n.a.
n.a.
6.2.4.7
Maximum unguided length of fixed obtuse crossings (4.2.6.3)
X
n.a.
6.2.4.7
Track resistance to vertical loads (4.2.7.1)
X
n.a.
6.2.5
Longitudinal track resistance (4.2.7.2)
X
n.a.
6.2.5
Lateral track resistance (4.2.7.3)
X
n.a.
6.2.5
Resistance of new bridges to traffic loads (4.2.8.1)
X
n.a.
6.2.4.8
Equivalent vertical loading for new earthworks and earth pressure effects (4.2.8.2)
X
n.a.
6.2.4.8
Resistance of new structures over or adjacent to tracks (4.2.8.3),
X
n.a.
6.2.4.8
Resistance of existing bridges and earthworks to traffic loads (4.2.8.4)
n.a.
n.a.
6.2.4.9
Determination of immediate action, intervention and alert limits (4.2.9.1)
n.a.
n.a.
6.2.4.5
The immediate action limit for track twist (4.2.9.2)
n.a.
n.a.

The immediate action limit for variation of track gauge (4.2.9.3)
n.a.
n.a.

The immediate action limit for cant (4.2.9.4)
n.a
n.a.

Usable length of platforms (4.2.10.1)
X
n.a.

Width and edge of platforms (4.2.10.2)
See PRM
See PRM

End of platforms (4.2.10.3)
See PRM
See PRM

Height of platforms (4.2.10.4)
See PRM
See PRM

Offset of platforms (4.2.10.5)
See PRM
See PRM

Maximum pressure variation in tunnels (4.2.11.1)
X
n.a.
6.2.4.6
Noise and vibration limits and mitigation measures (4.2.11.2),
Open point
Open point

Protection against electric shock (4.2.11.3)
See ENE
See ENE

Safety in railway tunnels (4.2.11.4)
See SRT
See SRT

Effect of crosswinds (4.2.11.5)
Open point
Open point

Distance markers (4.2.12.1),
n.a.
X

Toilet discharge (4.2.13.2)
n.a.
n.a
6.2.4.10
Train external cleaning facilities (4.2.13.3)
n.a.
n.a.
6.2.4.10
Water restocking (4.2.13.4)
n.a.
n.a.
6.2.4.10
Refuelling (4.2.13.5)
n.a.
n.a.
6.2.4.10
Electric shore supply (4.2.13.6)
n.a.
n.a
6.2.4.10

ANNEX C
CAPABILITY REQUIREMENTS FOR STRUCTURES ACCORDING TO TSI CATEGORY OF LINE IN GREAT BRITAIN
The capability requirements for structures are defined in Table 22 by a combined parameter comprising of the route availability number and a corresponding maximum speed. The route availability number and maximum associated speed shall be considered as a single combined parameter.
The route availability number is a function of maximum axle load and geometrical aspects relating to the spacing of axles. route availability numbers are defined in the national technical rules notified for this purpose.
Table 22
Route availability number — maximum associated speed (miles per hour)
CR TSI INF TSI category of line
Passenger carriages (including coaches, vans and car carriers) (3) and light freight wagons (3) (4) Freight wagons other vehicles
Locomotives and power heads (3) (5) (6) Electric or diesel multiple units, power units and railcars (3) (4) IV-P
RA2 (7) – 125
(10) RA7 (11) – 125
RA8 (11) – 110
RA8 (12) – 100
RA3 (8) – 125
RA5 (9) – 100
IV-F
(10) RA10 – 60
RA8 – 75
RA2 – 90
RA8 (12) – 90
(10) IV-M
see IV-P
see IV-F
see IV-P
see IV-P
V-P
RA2 (7) – 100
(10) RA7 (12) – 100
RA8 (11) – 100
RA8 (12) – 90
RA3 (8) – 100
V-F
(10) RA8 – 60
RA8 (12) – 60
(10) V-M
see V-P
RA8 – 75
see V-P
see V-P
VI-P
RA2 (7) – 90
(10) RA8 (12) – 90
RA3 (8) – 90
VI-F
(10) RA10 – 60
RA8 (12) – 60
(10) VI-M
see VI-P
RA10 – 60
RA8 – 75
RA2 – 90
see VI-P
see VI-P
VII-P
RA1 (7) – 75
(10) RA7 (12) (13) – 75
RA3 (8) – 75
VII-F
(10) RA7 – 60
RA7 (12) – 60
(10) VII-M
RA2 (7) – 75
RA7 – 75
RA7 (12) – 75
see VII-P

ANNEX D
ITEMS TO BE INCLUDED IN THE REGISTER OF INFRASTRUCTURE
As stated in Section 4.8 of this TSI, this Annex indicates which information concerning the infrastructure subsystem shall be included in the Register of Infrastructure.
Table 23
Infrastructure subsystem items for the Register of Infrastructure
Infrastructure subsystem item
Section of this TSI
Route, boundaries and section of line concerned (description)

Section of line

TSI category of line
4.2.1
Gauge
4.2.2
EN line category (locomotive classes if relevant) in combination with permitted speed
4.2.2
Line speed
4.2.2
Train length
4.2.2
Conditions for running trains with specific systems to enhance performance level
4.2.3.2
Location and type of nominal track gauge transition sections
4.2.3.2
Minimum distance between track centres
4.2.4.2
Maximum gradients
4.2.4.3
Minimum radius of horizontal curve
4.2.4.4
Nominal track gauge
4.2.5.1
Cant
4.2.5.2
Rail inclination for plain line
4.2.5.7.1
Use of braking systems independent of wheel-rail adhesion conditions (longitudinal track resistance)
4.2.7.2
Usable length of platforms
4.2.10.1
Distance markers
4.2.12.1
Fixed installations for servicing trains (location and type)
4.2.13

ANNEX E
CAPABILITY REQUIREMENTS FOR STRUCTURES ACCORDING TO TSI CATEGORY OF LINE
The capability requirements for structures are defined in Table 24 by a combined quantity comprising of the EN line category (or if relevant locomotive class) and a corresponding maximum speed. The EN line category (and if relevant locomotive class) and maximum associated speed shall be considered as a single combined quantity.
Both EN line category and locomotive class are a function of axle load and geometrical aspects relating to the spacing of axles. EN line categories are set out in EN 15528:2008 Annex A and locomotive classes are set out in Annexes J and K of EN 15528:2008. Table 24
EN line category — maximum associated speed (km/h)
TSI category of line
Passenger carriages (including coaches, vans and car carriers) (14) and light freight wagons (14) (15) Freight wagons other vehicles
Locomotives and power heads (14) (16) (17) Electric or diesel multiple units, power units and railcars (14) (15) IV-P
B1 (18) – 200
(21) D2 – 200
L619 L620 L621 L622 – 160
D4xL – 140
B1 (18) – 200
C2 (19) – 180
D2 (20) – 140
IV-F
(21) E5 – 100
D4 – 120
B2 – 140
D2 – 140
D4xL – 120
(21) IV-M
see IV-P
see IV-F
see IV-P
see IV-P
V-P
B1 (18) – 160
(21) L421,5 – 160
L422,5 – 140
L619 L620 L621 L622 – 140
C2 (19) – 160
D2 (20) – 100
V-F
(21) D4 – 100
L422.5 – 100
L619 L620 L621 L622 – 100
(21) V-M
see V-P
see V-F
see V-P
see V-P
VI-P
B1 (18) – 140
(21) D2 – 140
D4xL – 140
C2 (19) – 140
D2 (20) – 100
VI-F
(21) E4 – 100
D2 – 100
D4xL – 100
(21) VI-M
see VI-P
B2 – 140
D4 – 120
E4 – 100
D2 – 140
D4xL – 140
C2 (19) – 140
D2 (20) – 120
VII-P
A (18) – 120
(21) L421,5 – 120
A (18) – 120
VII-F
(21) C2 – 100
L421,5 – 100
L619 L620 L621 – 80
(21) VII-M
B1 (18) – 120
see VII-F
see VII-P + VII-F
B1 (18) – 120
Notes

ANNEX F
LIST OF OPEN POINTS

Distance between track centres (see 4.2.4.2)

Requirements for controlling equivalent conicity in service (see 4.2.5.5.2)

Track stiffness (see 4.2.5.8)

Noise and vibration limits and mitigation measures (see 4.2.11.2)

Effect of crosswinds (see 4.2.11.5)

Specific cases for the Estonian network (see 7.6.1)

Specific cases for the Latvian network (see 7.6.5)

Specific cases for the Lithuanian network (see 7.6.6)

ANNEX G
GLOSSARY
Table 25
Terms
Defined term
TSI section
Definition
Actual point (RP)/Praktischer Herzpunkt/Pointe de cœur
4.2.6.2
Physical end of a crossing vee. See Figure 2, which shows the relationship between the actual point (RP) and the intersection point (IP).
Alert limit/Auslösewert/Limite d’alerte
4.2.9.1
Refers to the value which, if exceeded, requires that the track geometry condition is analysed and considered in the regularly planned maintenance operations.
Axle load/Achsfahrmasse/Charge à l’essieu
4.2.2, 4.2.7.1
Sum of the static vertical wheel forces exerted on the track through a wheelset or a pair of independent wheels divided by acceleration of gravity.
Cant/Überhöhung/Dévers de la voie
4.2.5.2
4.2.5.3
4.2.9.4
Difference in height, relative to the horizontal, of the two rails of one track at a particular location, measured at the centrelines of the heads of the rails.
Cant deficiency/Überhöhungsfehlbetrag/Insuffisance de devers
4.2.5.4
Difference between the applied cant and a higher equilibrium cant.
Common crossing/Starres Herzstück/Cœur de croisement
4.2.6.2
Arrangement ensuring intersection of two opposite running edges of turnouts or diamond crossings and having one crossing vee and two wing rails.
Core TEN line/TEN Strecke des Kernnetzes/Ligne du RTE déclarée corridor
4.2.1, 7.2, 7.3
A TEN line identified by a Member State as an important part of an international corridor in Europe.
Crosswind/Seitenwind/Vents traversiers
4.2.11.5
Strong wind blowing laterally to a line which may adversly affect the safety of trains running.
Degraded operation/Gestörter Betrieb/Exploitation degradee
4.4.2
Operation resulting from an unplanned event that prevents the normal delivery of train services.
Design value/Planungswert/Valeur de conception
4.2.4.4, 4.2.5.2, 4.2.5.4.2, 4.2.5.5.1, 4.2.5.7.2, 4.2.9.4, 4.2.6.2, 4.2.6.3
Theoretical value without manufacturing, construction or maintenance tolerances.
Distance between track centres/Gleisabstand/Entraxe de voies
4.2.4.2
The distance between points of the centre lines of the two tracks under consideration, measured parallel to the running surface of the reference track namely the less canted track.
Diverging track/Zweiggleis/Voie déviée
4.2.5.4.2
In the context of switches and crossings, a route which diverges from the through route.
Dynamic lateral force/Dynamische Querkraft/Effort dynamique transversal
4.2.7.3
The sum of dynamic forces exerted by a wheelset on the track in lateral direction.
Earthworks/Erdbauwerke/Ouvrages en terre
4.2.8.2, 4.2.8.4
Soil structures and soil-retaining structures that are subject to railway traffic loading.
EN line category/EN Streckenklasse/EN Catégorie de ligne
4.2.2, 4.2.8.4, 7.5, Annex E
The result of the classification process set out in EN 15528:2008 Annex A and referred to in that standard as ‘line category’. It represents the ability of the infrastructure to withstand the vertical loads imposed by vehicles on the line or section of line for regular service.
Equivalent conicity/Äquivalente Konizität/Conicité équivalente
4.2.5.5
The tangent of the cone angle of a wheelset with coned wheels whose lateral movement has the same kinematic wavelength as the given wheelset on straight track and large-radius curves.
Excess height of check rail/Radlenkerüberhöhung/Surélévation du contre rail
4.2.6.2 (g) Height of the check rail above the adjacent running rail (see dimension 7 on Figure 5 below).
Fixed nose protection/Leitweite/Cote de protection de pointe
4.2.6.2 (b) Dimension between the crossing nose and check rail (see dimension No 2 on Figure 5 below).
Flangeway depth/Rillentiefe/Profondeur d’ornière
4.2.6.2 (f) Dimension between the running surface and the bottom of flangeway (see dimension No 6 on Figure 5 below).
Flangeway width/Rillenweite/Largeur d’ornière
4.2.6.2 (e) Dimension between a running rail and an adjacent check or wing rail (see dimension No 5 on Figure 5 below).
Free wheel passage at check rail/wing rail entry/Freier Raddurchlauf im Radlenker-Einlauf/Flügelschienen-Einlauf/Côte d’équilibrage du contre-rail
4.2.6.2 (d) Dimension between the working face of the crossing check rail or wing rail and the gauge face of the running rail opposite across the gauge measured at entry to check rail or wing rail respectively.
(see dimensions No 4 on Figure 5 below). The entry to the check rail or wing rail is the point at which the wheel is permitted to contact the check rail or wing rail.
Free wheel passage at crossing nose/Freier Raddurchlauf im Bereich der Herzspitze/Cote de libre passage dans le croisement
4.2.6.2 (c) Dimension between the working face of the crossing wing rail and check rail opposite across the gauge (see dimension No 3 on Figure 5 below).
Free wheel passage in switches/Freier Raddurchlauf im Bereich der Zungenvorrichtung/Côte de libre passage de l’aiguillage
4.2.6.2 (a) Dimension from the gauge face of one switch rail to the back edge of the opposite switch rail (see dimension No 1 on Figure 5 below).
Gauge/Begrenzungslinie/Gabarit
4.2.2
Set of rules including a reference contour and its associated calculation rules allowing definition of the outer dimensions of the vehicle and the space to be cleared by the infrastructure.
HBW/HBW/HBW
5.3.1.3
The non SI unit for steel hardness defined in EN ISO 6506-1:2005 Metallic materials — Brinell hardness test. Test method.
Immediate action limit/Soforteingriffsschwelle/Limite d’intervention immédiate
4.2.9.1, 4.2.9.2, 4.2.9.3, 4.2.9.4
The value which, if exceeded, requires taking measures to reduce the risk of derailment to an acceptable level.
Infrastructure manager/Betreiber der Infrastruktur/Gestionnaire de l’Infrastructure
4.2.5.5, 4.2.6.2, 4.2.9, 4.4.3, 4.5.2, 6.2.2.1, 6.2.4, 6.4, 7.3.4, 7.5
As defined in Article 2(h) of Directive 2001/14/EC of the European Parliament and of the Council of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification (OJ L 75, 15.3.2001, p. 29).
In-service value/Wert im Betriebszustand/Valeur en exploitation
4.2.5.5.2
4.2.6.2
4.2.9.4
Value measured at any time after the infrastructure has been placed into service.
Intersection point (IP)/Theoretischer Herzpunkt/Point d’intersection théorique
4.2.6.2
Theoretical intersection point of the running edges at the centre of the crossing (see Figure 2).
Intervention limit/Eingriffsschwelle/Valeur d’intervention
4.2.9.1
The value, which, if exceeded, requires corrective maintenance in order that the immediate action limit shall not be reached before the next inspection;
Isolated defect/Einzelfehler/Défaut isolé
4.2.9.1
4.2.9.2
A discrete track geometry fault.
Line speed/Streckengeschwindigkeit/Vitesse de la ligne
4.2.2
Maximum speed for which a line has been designed.
Maintenance file/Instandhaltungsdossier/Dossier de maintenance
4.5.1
Elements of the technical file relating to conditions and limits of use and instructions for maintenance.
Maintenance plan/Instandhaltungsplan/Plan de maintenance
4.5.2
A series of documents setting out the infrastructure maintenance procedures adopted by an infrastructure manager.
Main tracks/Hauptgleise/Voies principales
4.2.4.3
Tracks used for running trains in service. The term excludes sidings, depots, stabling tracks and connecting lines.
Multi-rail track/Mehrschienengleis/Voie à multi écartement
4.2.3.2, 4.2.6.3
Track with more than two rails, where at least two pairs of respective rails are designed to be operated as separate single tracks, with or without different track gauges.
Nominal track gauge/Nennspurweite/Ecartement nominal de la voie
4.2.5.1
A single value that identifies the track gauge
Normal service/Regelbetrieb/Service régulier
4.2.3.2
4.2.10.1
The railway operating to a planned timetable service.
Other TEN line/Weitere TEN Strecke/Autre ligne du RTE
4.2.1, 7.2, 7.3
A TEN line not being a core TEN line.
Passive provision/Vorsorge für künftige Erweiterungen/Réservation pour extension future
4.2.10.1
Provision for the future construction of a physical extension to a structure (for example: increased platform length).
Performance parameter/Leistungskennwert/Paramètre de performance
4.2.2
Parameter describing a TSI category of line used as the basis for the design of infrastructure subsystem elements and as the indication of the performance level of a line.
Plain line/Freie Strecke/Voie courante
4.2.5.5
4.2.5.6
4.2.5.7
Section of track without switches and crossings.
Point retraction/Spitzenbeihobelung/Dénivelation de la pointe de cœur
4.2.6.2 (b) The reference line in a fixed common crossing can deviate from the theoretical reference line. From a certain distance to the crossing point, the reference line of the vee can, depending on the design, be retracted from this theoretical line away from the wheel flange in order to avoid contact between both elements. This situation is described in Figure 2. Rail inclination/Schienenneigung/Inclinaison du rail
4.2.5.5
4.2.5.7
An angle defining the inclination of the head of a rail when installed in the track relative to the plane of the rails (running surface), equal to the angle between the axis of symmetry of the rail (or of an equivalent symmetrical rail having the same railhead profile) and the perpendicular to the plane of the rails.
Rail pad/Schienenzwischenlage/Semelle sous rail
5.3.2
A resilient layer fitted between a rail and the supporting sleeper or baseplate.
Reverse curve/Gegenbogen/Courbes et contre-courbes
4.2.4.4
Two abutting curves of opposite flexure or hand.
Structure gauge/Lichtraum/Gabarit des obstacles
4.2.4.1
Defines the space in relation to the reference track that shall be cleared of all objects or structures and of the traffic on the adjacent tracks, in order to allow safe operation on the reference track. It is defined on the basis of the reference contour by application of the associated rules.
Switches/Zungenvorrichtung/Aiguillage
4.2.5.4.2
4.2.6.1
A unit of track comprising two fixed rails (stock rails) and two movable rails (switch rails) used to direct vehicles from one track to another track.
Switches and crossings/Weichen und Kreuzungen/Appareil de voie
4.2.5.4.1, 4.2.5.7.2, 4.2.6, 4.2.7.1, 4.2.7.2.1, 4.2.7.3, 5.2
Track constructed from sets of switches and individual crossings and the rails connecting them.
Through route/Stammgleis/Voie directe
4.2.5.4.1
4.2.6.3
In the context of switches and crossings a route which perpetuate the general alignment of the track.
Track gauge/Spurweite/Ecartement de la voie
4.2.5.1
The smallest distance between lines perpendicular to the running surface intersecting each railhead profile in a range from 0 to 14 mm below the running surface.
Track stiffness/Steifigkeit des Gleises/Rigidite de la voie
4.2.5.8
The global measure expressing the resistance of the track against the rail displacement that takes place under wheel loading.
Track twist/Gleisverwindung/Gauche
4.2.9.1, 4.2.9.2
Track twist is defined as the algebraic difference between two cross levels taken at a defined distance apart, usually expressed as a gradient between the two points at which the cross level is measured.
Train length/Zuglänge/Longueur du train
4.2.2
The length of a train, which can run on a certain line in normal operation.
TSI category of line/TSI Streckenkategorie/TSI Catégorie de ligne
4.2, 7.2, 7.3.1, 7.5, 7.6
Classification of a line according to type of traffic and type of line to select the needed level of performance parameters.
Type of line/Streckenart/Type de ligne
4.2.1, 7.3.1
Definition of the importance of a line (core or other) and the way of achieving parameters required for interoperability (new or upgraded).
Type of traffic/Verkehrsart/Type de trafic
4.2.1
Indicates for a TSI category of line the dominant traffic for the target system and the respective basic parameters.
Unguided length of an obtuse crossing/Führungslose Stelle/Lacune dans la traversée
4.2.6.3
Portion of obtuse crossing where there is no guidance of the wheel described as ‘unguided distance’ in EN 13232-3:2003. Usable length of a platform/Bahnsteignutzlänge/Longueur utile de quai
4.2.10.1
The maximum continuous length of that part of platform in front of which a train is intended to remain stationary in normal operating conditions for passengers to board and alight from the train, making appropriate allowance for stopping tolerances.
Normal operating conditions means that railway is operating in a non-degraded mode (e.g. rail adhesion is normal, signals are working, everything is working as planned).
Figure 5
Geometry of switches and crossings
1
Free wheel passage in switches
2
Fixed nose protection
3
Free wheel passage at crossing nose
4
Free wheel passage at check rail/wing rail entry
5
Flangeway width
6
Flangeway depth
7
Excess height of check rail

ANNEX H
LIST OF REFERENCED STANDARDS
Table 26
List of referenced standards
Index No
Reference
Document name
Version (year)
BP(s) concerned
1
EN 13715
Railway applications — Wheelsets and boogies — Wheels — Wheels tread
2006
Design values for equivalent conicity (4.2.5.5.1)
2
EN 13803-2
Rail applications — Track — Track alignment design parameters — Track gauges 1 435 mm and wider — Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvature
(with Amendment A1:2009)
2006
Minimum radius of horizontal curve (4.2.4.4)
3
EN 13848-1
Rail applications — Track — Track geometry quality — Part 1: Characterisation of track geometry
(with Amendment A1:2008)
2003
Determination of immediate action, intervention and alert limits (4.2.9.1), Assessment of minimum value of mean track gauge (6.2.4.5)
4
EN 15273-3
Railway applications — Gauges — Part 3: Structure gauges
2009
Performance parameters (4.2.2),
Structure gauge (4.2.4.1),
Assessment of distance between track centres (6.2.4.2),
5
EN 15302
Railway applications — Method for determining the equivalent conicity
2008
Design values for equivalent conicity (4.2.5.5.1
6
EN 15528
Railway applications — Line categories for managing the interface between load limits of vehicles and infrastructure
2008
Resistance of existing bridges and earthworks to traffic loads (4.2.8.4 and Annex E),
7
EN 1990:2002/A1
Eurocode — Basis of structural design — Amendment A1
2005
Resistance of new bridges to traffic loads (4.2.8.1)
8
EN 1991-2
Eurocode 1 — Actions on structures — Part 2: Traffic load on bridges
2003
Structures resistance to traffic loads (4.2.8), Resistance of new bridges to traffic loads (4.2.8.1),
Equivalent vertical loading for new earthworks and earth pressure effects (4.2.8.2), Resistance of new structures over or adjacent to tracks (4.2.8.3)

(1)
OJ L 330, 5.12.1998, p. 32.
(2)
OJ L 167, 30.4.2004, p. 1.
(3) Passenger carriages (including coaches, vans, car carriers), other vehicles, locomotives, power heads, diesel and electric multiple units, power units and railcars are defined in the RST TSI. Light freight wagons are defined as vans except that they are permitted to be conveyed in formations which are not intended to convey passengers.
(4) The requirements for structures are compatible with Passenger coaches, vans, car carriers, light freight wagons and vehicles in diesel and electric multiple units and power units with a length of 18 m to 27,5 m for conventional and articulated vehicles and with a length of 9 m to 14 m for regular single axles.
(5) Not used. (Note 3 to Table 24 in Annex E is not applicable for Great Britain).
(6) The requirements for structures are compatible with up to two adjacent coupled locomotives and/or power heads. The requirements for structures are compatible with a maximum speed of 75 miles per hour for three or more adjacent coupled locomotives and/or power heads (or a train of locomotives and/or power heads) subject to the locomotives and/or power heads satisfying the corresponding limits for freight wagons.
(7) The requirements for structures are compatible with an average mass per unit length over the length of each coach/vehicle of 2,75 t/m.
(8) The requirements for structures are compatible with an average mass per unit length over the length of each coach/vehicle of 3,0 t/m.
(9) The requirements for structures are compatible with an average mass per unit length over the length of each coach/vehicle of 3,25 t/m.
(10) No formal TSI specification defined.
(11) For locomotives and power heads with 4 axles.
(12) For locomotives and power heads with 4 or 6 axles.
(13) For TSI category of line VII-P the member state may indicate whether the requirements for locomotives and power heads apply.
(14) Passenger carriages (including coaches, vans, car carriers), other vehicles, locomotives, power heads, diesel and electric multiple units, power units and railcars are defined in the RST TSI. Light freight wagons are defined as vans except that they are permitted to be conveyed in formations which are not intended to convey passengers.
(15) The requirements for structures are compatible with passenger coaches, vans, car carriers, light freight wagons and vehicles in diesel and electric multiple units and power units with a length of; 18 m to 27,5 m for conventional and articulated vehicles and with a length of 9 m to 14 m for regular single axles.
(16) When checking minimum infrastructure requirements the following EN line categories can be used as alternative minimum requirements to the stated locomotive classes: L421,5 L422,5 are covered by D2 and L619 L620 L621 L622 are covered by D4xL.
(17) The requirements for structures are compatible with up to two adjacent coupled locomotives and/or power heads. The requirements for structures are compatible with a maximum speed of 120 km/h for three or more adjacent coupled locomotives and/or power heads (or a train of locomotives and/or power heads) subject to the locomotives and/or power heads satisfying the corresponding limits for freight wagons.
(18) The requirements for structures are compatible with an average mass per unit length over the length of each coach/vehicle of 2,75 t/m.
(19) The requirements for structures are compatible with an average mass per unit length over the length of each coach/vehicle of 3,1 t/m.
(20) The requirements for structures are compatible with an average mass per unit length over the length of each coach/vehicle of 3,5 t/m.
(21) No formal TSI specification defined.

Pending: 32011D0274

January 15, 2026
14.5.2011 EN Official Journal of the European Union L 126/1
(1) In accordance with Article 2(e) and Annex II to Directive 2008/57/EC, the rail system is subdivided into structural and functional subsystems, including an energy subsystem.
(2) By Decision C(2006) 124 final of 9 February 2006, the Commission gave a mandate to the European Railway Agency (the Agency) to develop technical specifications for interoperability (TSIs) under 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(2). Under the terms of that mandate, the Agency was requested to draw up the draft TSI related to the energy subsystem of the conventional rail system.
(3) Technical specifications for interoperability (TSI) are specifications adopted in accordance with the Directive 2008/57/EC. The TSI in Annex covers the energy subsystem in order to meet the essential requirements and ensure the interoperability of the rail system.
(4) The TSI in Annex should refer to Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability for use and EC verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC of the European Parliament and of the Council(3).
(5) In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify to the Commission and other Member States the conformity assessment and verification procedures to be used for the specific cases, as well as the bodies responsible for carrying out these procedures.
(6) The TSI in Annex should be without prejudice to the provisions of other relevant TSIs which may be applicable to energy subsystems.
(7) The TSI in Annex should not impose the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the rail system within the Union.
(8) In accordance with Article 11(5) of Directive 2008/57/EC, the TSI in Annex should allow, for a limited period of time, for interoperability constituents to be incorporated into subsystems without certification if certain conditions are met.
(9) To continue to encourage innovation and to take into account the experience acquired, the TSI in Annex should be subject to periodic revision.
(10) 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,
(a) the reasons for non-certification of the interoperability constituent are properly identified in the verification procedure referred to in paragraph 1;
(b) the details of the non-certified interoperability constituents and the reasons for non-certification, including the application of national rules notified under Article 17 of Directive 2008/57/EC, are included by the National Safety Authorities in their annual report referred to in Article 18 of Directive 2004/49/EC of the European Parliament and of the Council(4).
(a) the applicable technical rules mentioned in paragraph 1;
(b) the conformity assessment and checking procedures to be applied with regard to the application of the technical rules mentioned in paragraph 1;
(c) the bodies it appoints for carrying out the conformity assessment and checking procedures of the specific cases mentioned in paragraph 1.
1. INTRODUCTION 8
1.1. Technical scope 8
1.2. Geographical scope 8
1.3. Content of this TSI 8
2. DEFINITION AND SCOPE OF THE SUBSYSTEM 8
2.1. Definition of the energy subsystem 8
2.1.1. Power supply 10
2.1.2. Overhead contact line and pantograph 10
2.2. Interfaces with other subsystems and within the subsystem 10
2.2.1. Introduction 10
2.2.2. Interfaces concerning power supply 10
2.2.3. Interfaces concerning overhead line equipment and pantographs and their interaction 11
2.2.4. Interfaces concerning phase and system separation sections 11
3. ESSENTIAL REQUIREMENTS 11
4. CHARACTERISATION OF THE SUBSYSTEM 13
4.1. Introduction 13
4.2. Functional and technical specifications of the subsystem 13
4.2.1. General provisions 13
4.2.2. Basic parameters characterising the energy subsystem 13
4.2.3. Voltage and frequency 14
4.2.4. Parameters relating to supply system performance 14
4.2.5. Continuity of power supply in case of disturbances in tunnels 14
4.2.6. Current capacity, DC systems, trains at standstill 15
4.2.7. Regenerative braking 15
4.2.8. Electrical protection coordination arrangements 15
4.2.9. Harmonics and dynamic effects for AC systems 15
4.2.10. Harmonic emissions towards the power utility 15
4.2.11. External electromagnetic compatibility 15
4.2.12. Protection of the environment 15
4.2.13. Geometry of the overhead contact line 15
4.2.14. Pantograph gauge 16
4.2.15. Mean contact force 16
4.2.16. Dynamic behaviour and quality of current collection 17
4.2.17. Pantograph spacing 18
4.2.18. Contact wire material 18
4.2.19. Phase separation sections 18
4.2.20. System separation sections 19
4.2.21. Electric energy consumption measuring equipment 19
4.3. Functional and technical specifications of the interfaces 19
4.3.1. General requirements 19
4.3.2. Locomotives and Passenger Rolling Stock 19
4.3.3. Infrastructure 20
4.3.4. Control – Command and Signalling 21
4.3.5. Traffic Operation and Management 21
4.3.6. Safety in Railway Tunnels 21
4.4. Operating rules 21
4.4.1. Introduction 21
4.4.2. Management of power supply 21
4.4.3. Execution of works 22
4.5. Maintenance rules 22
4.6. Professional qualifications 22
4.7. Health and safety conditions 22
4.7.1. Introduction 22
4.7.2. Protective provisions of substations and sectioning locations 22
4.7.3. Protective provisions of overhead contact line system 22
4.7.4. Protective provisions of current return circuit 23
4.7.5. Other general requirements 23
4.7.6. High Visibility Clothing 23
4.8. Register of Infrastructure and European register of authorised typed of vehicles 23
4.8.1. Introduction 23
4.8.2. Register of infrastructure 23
4.8.3. European register of authorised types of vehicles 23
5. INTEROPERABILITY CONSTITUENTS 23
5.1. List of constituents 23
5.2. Constituents’ performances and specifications 24
5.2.1. Overhead contact line 24
6. ASSESSMENT OF CONFORMITY OF THE INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMS 24
6.1. Interoperability Constituents 24
6.1.1. Conformity assessment procedures 24
6.1.2. Application of modules 24
6.1.3. Innovative solutions for Interoperability Constituents 25
6.1.4. Particular assessment procedure for Interoperability Constituent – OCL 25
6.1.5. EC declaration of conformity of Interoperability Constituents 26
6.2. Energy subsystem 26
6.2.1. General provisions 26
6.2.2. Application of modules 26
6.2.3. Innovative solutions 27
6.2.4. Particular assessment procedures for Subsystem 27
6.3. Subsystem containing Interoperability Constituents not holding an EC declaration 28
6.3.1. Conditions 28
6.3.2. Documentation 28
6.3.3. Maintenance of the subsystems certified according to 6.3.1 28
7. IMPLEMENTATION 28
7.1. General 28
7.2. Progressive strategy towards interoperability 28
7.2.1. Introduction 28
7.2.2. Migration strategy for voltage and frequency 29
7.2.3. Migration strategy for pantographs and OCL geometry 29
7.3. Application of this TSI to new lines 29
7.4. Application of this TSI to existing lines 29
7.4.1. Introduction 29
7.4.2. Upgrading/renewal of the OCL and/or the power supply 29
7.4.3. Parameters related to maintenance 30
7.4.4. Existing subsystem that are not subject to a renewal or upgrading project 30
7.5. Specific cases 30
7.5.1. Introduction 30
7.5.2. List of specific cases 30
8. LIST OF ANNEXES 33
ANNEX A – CONFORMITY ASSESSMENT OF INTEROPERABILITY CONSTITUENTS 34
ANNEX B – EC VERIFICATION OF THE ENERGY SUBSYSTEM 35
ANNEX C – REGISTER OF INFRASTRUCTURE, INFORMATION ON THE ENERGY SUBSYSTEM 37
ANNEX D – EUROPEAN REGISTER OF AUTHORISED TYPES OF VEHICLES, INFORMATION REQUIRED BY THE ENERGY SUBSYSTEM 38
ANNEX E – DETERMINATION OF THE MECHANICAL KINEMATIC PANTOGRAPH GAUGE 39
ANNEX F – PHASE AND SYSTEM SEPARATION SECTION SOLUTIONS 45
ANNEX G – POWER FACTOR 47
ANNEX H – ELECTRICAL PROTECTION: MAIN CIRCUIT BREAKER TRIPPING 48
ANNEX I – LIST OF REFERENCED STANDARDS 49
ANNEX J – GLOSSARY 51
(a) indicates its intended scope — Chapter 2;
(b) lays down essential requirements for energy subsystem — Chapter 3;
(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems — Chapter 4;
(d) determines the interoperability constituents and interfaces that must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the rail system — Chapter 5;
(e) states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents on the one hand, and the EC verification of the subsystems, on the other hand — Chapter 6;
(f) indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall 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.
(a) static and aerodynamic effects dependent upon the nature of the pantograph contact strips and the design of the pantograph, the shape of the vehicle on which the pantograph(s) is (are) mounted and the position of the pantograph on the vehicle,
(b) the compatibility of the contact strip material with the contact wire,
(c) the dynamic characteristics of the overhead contact line and pantograph(s) for single unit or multiple unit trains,
(d) the number of pantographs in service and the distance between them, since each pantograph can interfere with the others on the same overhead contact line section.
(a) Voltage and frequency and their permissible ranges interface with the rolling stock subsystem.
(b) The power installed on the lines and the specified power factor determines the performance of the rail system and interfaces with the rolling stock subsystem.
(c) Regenerative braking reduces energy consumption and interfaces with the rolling stock subsystem.
(d) Electrical fixed installations and on-board traction equipment need to be protected against short circuits. Circuit breaker tripping in substations and on trains has to be coordinated. Electrical protection interfaces with the rolling stock subsystem.
(e) Electrical interference and harmonic emissions interface with the rolling stock and control-command and signalling subsystems.
(f) The current return circuit has some interfaces with control-command and signalling and infrastructure subsystems.
(a) The contact wire gradient and rate of change of gradient needs special attention in order to avoid loss of contact and excessive wear. The contact wire height and gradient interfaces with the infrastructure and rolling stock subsystems.
(b) Vehicle and pantograph sway interfaces with the infrastructure subsystem.
(c) The quality of current collection depends on the number of pantographs in service, their spacing and other traction-unit-specific details. The arrangement of pantographs interfaces with the rolling stock subsystem.
(a) To pass transitions between different power supply system and phase separation sections, without bridging, the number and arrangement of pantographs on trains shall be stipulated. This interfaces with the rolling stock subsystem.
(b) To pass transitions of power supply system and phase separation sections, without bridging, control of train current is required. This interfaces with the control-command and signalling subsystem.
(c) When passing through power supply system separation sections, lowering of pantograph(s) may be required. This interfaces with the control-command and signalling subsystem.
TSI Clause TSI Clause Title Safety R&A Health Environ-mental protection Tech. Compatibility
4.2.3 Voltage and frequency — — — — 1.52.2.3
4.2.4 Parameters relating to supply system performance — — — — 1.52.2.3
4.2.5 Continuity of power supply in case of disturbances in tunnels 1.1.12.2.1 1.2 — — —
4.2.6 Current capacity, DC systems, trains at standstill — — — — 1.52.2.3
4.2.7 Regenerative braking — — — 1.4.11.4.3 1.52.2.3
4.2.8 Electrical protection coordination arrangements 2.2.1 — — — 1.5
4.2.9 Harmonics and dynamic effects for AC systems — — — 1.4.11.4.3 1.5
4.2.11 External electromagnetic compatibility — — 1.4.11.4.32.2.2 1.5
4.2.12 Protection of the environment — — — 1.4.11.4.32.2.2 —
4.2.13 Geometry of the overhead contact line — — — — 1.52.2.3
4.2.14 Pantograph gauge — — — — 1.52.2.3
4.2.15 Mean contact force — — — — 1.52.2.3
4.2.16 Dynamic behaviour and quality of current collection — — — 1.4.12.2.2 1.52.2.3
4.2.17 Pantograph spacing — — — — 1.52.2.3
4.2.18 Contact wire material — — 1.3.11.3.2 1.4.1 1.52.2.3
4.2.19 Phase separation sections 2.2.1 — — 1.4.11.4.3 1.52.2.3
4.2.20 System separation sections 2.2.1 — — 1.4.11.4.3 1.52.2.3
4.2.21 Electric energy consumption measuring equipment — — — — 1.5
4.4.2 Management of power supply 1.1.11.1.32.2.1 1.2 — — —
4.4.3 Execution of works 1.1.12.2.1 1.2 — — 1.5
4.5 Maintenance rules 1.1.12.2.1 1.2 — — 1.52.2.3
4.7.2 Protective provisions of substations and sectioning locations 1.1.11.1.32.2.1 — — 1.4.11.4.32.2.2 1.5
4.7.3 Protective provisions of overhead contact line system 1.1.11.1.32.2.1 — — 1.4.11.4.32.2.2 1.5
4.7.4 Protective provisions of current return circuit 1.1.11.1.32.2.1 — — 1.4.11.4.32.2.2 1.5
4.7.5 Other general requirements 1.1.11.1.32.2.1 — — 1.4.11.4.32.2.2 —
4.7.6 High visibility clothing 2.2.1 — — — —
— the maximum line speed, type of train, and
— the power demand of the trains at the pantographs.
— Power supply:—voltage and frequency (4.2.3),—parameters relating to supply system performance (4.2.4),—continuity of power supply in case of disturbances in tunnels (4.2.5),—current capacity, DC systems, trains at standstill (4.2.6),—regenerative braking (4.2.7),—electrical protection coordination arrangements (4.2.8),—harmonics and dynamic effects for AC systems (4.2.9), and—electric energy consumption measuring equipment (4.2.21). — voltage and frequency (4.2.3), — parameters relating to supply system performance (4.2.4), — continuity of power supply in case of disturbances in tunnels (4.2.5), — current capacity, DC systems, trains at standstill (4.2.6), — regenerative braking (4.2.7), — electrical protection coordination arrangements (4.2.8), — harmonics and dynamic effects for AC systems (4.2.9), and — electric energy consumption measuring equipment (4.2.21).
— voltage and frequency (4.2.3),
— parameters relating to supply system performance (4.2.4),
— continuity of power supply in case of disturbances in tunnels (4.2.5),
— current capacity, DC systems, trains at standstill (4.2.6),
— regenerative braking (4.2.7),
— electrical protection coordination arrangements (4.2.8),
— harmonics and dynamic effects for AC systems (4.2.9), and
— electric energy consumption measuring equipment (4.2.21).
— voltage and frequency (4.2.3),
— parameters relating to supply system performance (4.2.4),
— continuity of power supply in case of disturbances in tunnels (4.2.5),
— current capacity, DC systems, trains at standstill (4.2.6),
— regenerative braking (4.2.7),
— electrical protection coordination arrangements (4.2.8),
— harmonics and dynamic effects for AC systems (4.2.9), and
— electric energy consumption measuring equipment (4.2.21).
— Geometry of the OCL and quality of current collection:—geometry of the overhead contact line (4.2.13),—pantograph gauge (4.2.14),—mean contact force (4.2.15),—dynamic behaviour and quality of current collection (4.2.16),—pantograph spacing (4.2.17),—contact wire material (4.2.18),—phase separation sections (4.2.19), and—system separation sections (4.2.20). — geometry of the overhead contact line (4.2.13), — pantograph gauge (4.2.14), — mean contact force (4.2.15), — dynamic behaviour and quality of current collection (4.2.16), — pantograph spacing (4.2.17), — contact wire material (4.2.18), — phase separation sections (4.2.19), and — system separation sections (4.2.20).
— geometry of the overhead contact line (4.2.13),
— pantograph gauge (4.2.14),
— mean contact force (4.2.15),
— dynamic behaviour and quality of current collection (4.2.16),
— pantograph spacing (4.2.17),
— contact wire material (4.2.18),
— phase separation sections (4.2.19), and
— system separation sections (4.2.20).
— geometry of the overhead contact line (4.2.13),
— pantograph gauge (4.2.14),
— mean contact force (4.2.15),
— dynamic behaviour and quality of current collection (4.2.16),
— pantograph spacing (4.2.17),
— contact wire material (4.2.18),
— phase separation sections (4.2.19), and
— system separation sections (4.2.20).
— AC 15 kV 16,7 Hz,
— DC 3 kV, and
— DC 1,5 kV.
— the maximum train current,
— the power factor of trains, and
— the mean useful voltage.
Pantograph length Maximum lateral deviation
1 600  mm 0,40  m
1 950  mm 0,55  m
— for the pantograph sway — epu— of 0,110 m at the lower verification height — h'u≤ 5,0 m, and
— for the pantograph sway — epo— of 0,170 m at the upper verification height — h'o— 6,5 m,
Supply system Fmup to 200 km/h
AC 60 N < Fm< 0,00047*v2+ 90 N
DC 3 kV 90 N < Fm< 0,00097*v2+ 110 N
DC 1,5 kV 70 N < Fm< 0,00097*v2+ 140 N
— Contact wire upliftand either
— Mean contact force Fmand standard deviation σmaxor
— Percentage of arcing
Requirement For v > 160 km/h For v ≤ 160 km/h
Space for steady arm uplift 2S0
Mean contact forceFm See clause 4.2.15
Standard deviation at maximum line speedσmax(N) 0.3Fm
Percentage of arcing at maximum line speed, NQ (%) (minimum duration of arc 5 ms) ≤ 0,1 for AC systems≤ 0,2 for DC systems ≤ 0,1
Operating Speed(km/h) AC Minimum distance(m) 3 kV DC Minimum distance(m) 1,5 kV DC Minimum distance(m)
Type A B C A B C A B C
160 < v ≤ 200 200 85 35 200 115 35 200 85 35
120 < v ≤ 160 85 85 35 20 20 20 85 35 20
80 < v ≤ 120 20 15 15 20 15 15 35 20 15
v ≤ 80 8 8 8 8 8 8 20 8 8
— the distance design type (A or B or C) for the OCL according to Table 4.2.17,
— the minimum spacing between adjacent pantographs below those shown in the Table 4.2.17,
— the number of pantographs above two, for which the line has been designed.
(a) with pantograph raised and touching the contact wire,
(b) with pantograph lowered and not touching the contact wire.
— the geometry of different elements of the overhead contact line shall prevent pantographs short-circuiting or bridging both power systems,
— provision shall be made in the energy subsystem to avoid bridging of both adjacent power supply systems should the opening of the on-board circuit breaker(s) fail,
— variation in contact wire height along the entire separation section shall fulfil requirements set in EN50119:2009 clause 5.10.3.
CR ENE TSI CR LOC&PAS TSI
Parameter Clause Parameter Clause
Voltage and frequency 4.2.3 Operation within range of voltages and frequencies 4.2.8.2.2
Max train current 4.2.4.1 Max power and current from OCL 4.2.8.2.4
Power factor of trains 4.2.4.2 Power factor 4.2.8.2.6
Current capacity DC systems trains at standstill 4.2.6 Maximum current at standstill for DC systems 4.2.8.2.5
Regenerative braking 4.2.7 Regenerative brake with energy to OCL 4.2.8.2.3
Electrical protection coordination arrangements 4.2.8 Electrical protection of the train 4.2.8.2.10
Harmonics and dynamic effects for AC systems 4.2.9 System energy disturbances for AC systems 4.2.8.2.7
Geometry of the overhead contact line 4.2.13 Working range in height of pantograph 4.2.8.2.9.1
Pantograph head geometry 4.2.8.2.9.2
Pantograph gauge 4.2.14 Pantograph head geometry 4.2.8.2.9.2
Gauging 4.2.3.1
Mean contact force 4.2.15 Pantograph static contact force 4.2.8.2.9.5
Pantograph contact force and dynamic behaviour 4.2.8.2.9.6
Dynamic behaviour and quality of current collection 4.2.16 Pantograph contact force and dynamic behaviour 4.2.8.2.9.6
Pantograph spacing 4.2.17 Arrangements of pantographs 4.2.8.2.9.7
Contact wire material 4.2.18 Contact strip material 4.2.8.2.9.4.2
Separation sections: Running through phase or system separation section 4.2.8.2.9.8
phase 4.2.19
system 4.2.20
Electric energy consumption measuring equipment 4.2.21 Energy consumption measuring function 4.2.8.2.8
CR ENE TSI CR INF TSI
Parameter Clause Parameter Clause
Pantographs gauge 4.2.14 Structure gauge 4.2.4.1
Protective provisions of: Protection against electric shock 4.2.11.3
—OCL system — OCL system 4.7.3
— OCL system
—current return circuit — current return circuit 4.7.4
— current return circuit
— OCL system
— current return circuit
CR ENE TSI CR OPE TSI
Parameter Clause Parameter Clause
Management of power supply 4.4.2 Description of the line and the relevant lineside equipment associated with the lines worked over 4.2.1.2.2
Informing the driver in real time 4.2.1.2.3
Execution of works 4.4.3 Modified elements 4.2.1.2.2.2
CR ENE TSI SRT TSI
Parameter Clause Parameter Clause
Continuity of power supply in case of disturbances in tunnels 4.2.5 Segmentation of overhead line or conductor rails 4.2.3.1
— the exceptional operating conditions not complying with the TSIs shall be temporary and planned,
— railway undertakings operating and companies working on the line shall be given notice of these temporary exceptions, of their geographic location, their nature and the means of indication.
Overhead contact line : The Interoperability Constituent overhead contact line consists of the components listed below to be installed within an energy subsystem, and the associated design and configuration rules.The components of an overhead contact line are an arrangement of wire(s) suspended over the railway line for supplying electricity to electric trains, together with associated fittings, in-line insulators and other attachments including feeders and jumpers. It is placed above the upper limit of the vehicle gauge, supplying vehicles with electrical energy through pantographs.The supporting components such as cantilevers, masts and foundations, return conductors, auto-transformer feeders, switches and other insulators are not part of the interoperability constituent overhead contact line. They are covered by subsystem requirements so far as interoperability is concerned.
— CA Internal production control
— CB EC type examination
— CC Conformity to type based on internal production control
— CH Conformity based on full quality management system
— CH1 Conformity based on full quality management system plus design examination
Procedures Modules
Placed on the EU market before entry in force of this TSI CA or CH
Placed on the EU market after entry in force of this TSI CB+CC or CH1
— nominal voltage and frequency,
— maximum design speed.
— module SG: EC verification based on unit verification, or
— module SH1: EC verification based on full quality management system plus design examination.
— the conformity of the subsystem has been checked against the requirements of Chapter 4 and in relation to Chapter 6.2. to 7 (except ‘Specific Cases’) of this TSI by the Notified Body.Furthermore the conformity of the ICs to Chapters 5 and 6.1 does not apply, and
— the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, have been used in a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI.
— which interoperability constituents have been assessed as part of the subsystem,
— confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem,
— for those interoperability constituents, the reason(s) why the manufacturer did not provide an EC declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 17 of Directive 2008/57/EC.
— the existing power supply system in that Member State,
— any connection to railway line in neighbouring countries with an existing electrical power supply.
— Nimes to Port Bou,
— Toulouse to Narbonne,
DC 1,5 kV 70 N < Fm< 0,00178*v2+ 110 N with a value of 140 N at standstill
H = Height to top of envelope above rail level (in mm). The dimension is the sum of the contact wire height and the provision for uplift.
J = 200 mm on straight track.
J = 230 mm on curved track.
J = 190 mm (minimum) where constrained by clearance to civil infrastructure that cannot be economically increased.
A. Conformity assessment of Interoperability Constituents
B. EC verification of the energy subsystem
C. Register of infrastructure, information on the energy subsystem
D. European register of authorised types of vehicles, information required by the energy subsystem
E. Determination of the mechanical kinematic pantograph gauge
F. Phase and system separation section solutions
G. Power factor
H. Electrical protection: main circuit breaker tripping
I. List of referenced standards
J. Glossary
Assessment in the following phase Particular assessment procedures
Design and development phase Production phase
Characteristic — Clause Design review Manufacturing process review Type Test Product quality(series production)
Geometry — 5.2.1.1 X N/A N/A N/A
Mean contact force — 5.2.1.2 X N/A N/A N/A
Dynamic behaviour — 5.2.1.3 X N/A X N/A Conformity Assessment as per clause 6.1.4.1 by validated simulation according to EN50318:2002 for design review, and measurements according to EN50317:2002 for type test
Space for uplift — 5.2.1.4 X N/A X N/A Validated simulation according to EN50318:2002 for Design review and measurement according to EN50317:2002 for Type Tests with mean contact force according to clause 4.2.15
Design for pantograph spacing — 5.2.1.5 X N/A N/A N/A
Current at standstill — 5.2.1.6 X N/A X N/A Acc. to clause 6.1.4.2
Contact wire material — 5.2.1.7 X N/A X N/A
N/A: not applicable
Basic parameters Assessment phase
Design develop. phase Production phase
Design review Construction, assembly, mounting Assembled, before putting into service Validation under full operating conditions Particular assessment procedures
Voltage and frequency — 4.2.3 X N/A N/A N/A
Parameters relating to system performance — 4.2.4 X N/A N/A N/A Assessment of mean useful voltage acc. to clause 6.2.4.1
Continuity of power supply in case of disturbances in tunnels — 4.2.5 X N/A X N/A
Current capacity, DC systems, trains at standstill — 4.2.6 X(*1) N/A N/A N/A
Regenerative braking — 4.2.7 X N/A N/A N/A Acc. to clause 6.2.4.2
Electrical protection coordination arrangements — 4.2.8 X N/A X N/A Acc. to clause 6.2.4.3
Harmonics and dynamic effects for AC systems — 4.2.9 X N/A N/A N/A Acc. to clause 6.2.4.4
Geometry of the overhead contact line: contact wire height — 4.2.13.1 X(*1) N/A N/A N/A
Geometry of the overhead contact line: Variation in contact wire height — 4.2.13.2 X(*1) N/A N/A N/A
Geometry of the overhead contact line: Lateral deviation — 4.2.13.3 X(*1) N/A N/A N/A
Pantograph gauge — 4.2.14 X N/A N/A N/A
Mean contact force — 4.2.15 X(*1) N/A N/A N/A
Dynamic behaviour and quality of current collection — 4.2.16 X(*1) N/A X N/A Verification as per clause 6.1.4.1 by validated simulation according to EN50318:2002 for design review.Verification of assembled overhead contact line as per clause 6.2.4.5 by measurements according to EN 50317:2002
Pantograph spacing — 4.2.17 X(*1) N/A N/A N/A
Contact wire material — 4.2.18 X(*1) N/A N/A N/A
Phase separation sections — 4.2.19 X N/A N/A N/A
System separation sections — 4.2.20 X N/A N/A N/A
Management of power supply in case of danger — 4.4.2.3 X N/A X N/A
Maintenance rules — 4.5 N/A N/A X N/A Acc. to clause 6.2.4.6
Protection against electric shock 4.7.2, 4.7.3, 4.7.4 X X X N/A1) 1)Validation under full operating conditions shall only be done when the validation in the phase ‘Assembly before putting into service’ is not possible 1) Validation under full operating conditions shall only be done when the validation in the phase ‘Assembly before putting into service’ is not possible
1) Validation under full operating conditions shall only be done when the validation in the phase ‘Assembly before putting into service’ is not possible
N/A: not applicable
1) Validation under full operating conditions shall only be done when the validation in the phase ‘Assembly before putting into service’ is not possible
Parameter, interoperability element Clause
Voltage and frequency 4.2.3
Maximum train current 4.2.4.1
Maximum current at standstill, DC systems only 4.2.6
Conditions to accommodate regenerated energy 4.2.7
Nominal contact wire height 4.2.13.1
Accepted pantograph profile(s) 4.2.13.3
Maximum line speed with one operating pantograph (if applicable) 4.2.17
Distance design type of OCL 4.2.17
Minimum spacing between adjacent pantograph (if applicable) 4.2.17
Number of pantographs above two for which the line has been designed (if applicable) 4.2.17
Permitted contact strip material 4.2.18
Phase separation sections: type of separation section usedInformation on operation, configuration of raised pantograph 4.2.19
System separation sections: type of separation section usedInformation on operation: tripping of circuit breaker, lowering of pantographs 4.2.20
Specific Cases 7.5
Any other divergence from the TSI requirements
Parameter, interoperability element Information CR LOC&PAS TSI Clause
Electrical Protection of the train Breaking capacity of on-board circuit breaker (kA), trains operating on a 15 kV 16,7 Hz line 4.2.8.2.10
Arrangement of pantographs Spacing 4.2.8.2.9.7
Current limitation device fitted Type/Rating 4.2.8.2.4
Fitment of automatic power control devices Type/Rating 4.2.8.2.4
Regenerative brake fitted Yes/No 4.2.8.2.3
Presence of on-board energy metering Yes/No 4.2.8.2.8
Energy related Specific Cases 7.3
Any other divergence from the TSI requirements
— to accommodate the OCL equipment,
— to allow the free passage of the pantograph.
— the pantograph is (partly) live and, for this reason, an electrical clearance is to be complied with, according to the nature of the obstacle (insulated or not),
— the presence of insulating horns should be taken into account, where necessary. Therefore a double reference contour has to be defined to take account of the mechanical and electrical interference simultaneously,
— in collecting condition, the pantograph is in permanent contact with the contact wire and, for this reason, its height is variable. So is the height of the pantograph gauge.
Symbol Designation Unit
bw Half-length of the pantograph bow m
bw,c Half-length of the pantograph bow conducting length (with insulating horns) or working length (with conducting horns) m
b'o,mec Width of mechanical kinematic pantograph gauge at upper verification point m
b'u,mec Width of mechanical kinematic pantograph gauge at lower verification point m
bh,mec Width of mechanical kinematic pantograph gauge at intermediate height, h m
dl Lateral deviation of contact wire m
Do Reference cant taken into account by the vehicle for the pantograph gauge m
ep Pantograph sway due to the vehicle characteristics m
epo Pantograph sway at the upper verification point m
epu Pantograph sway at the lower verification point m
fs Margin to take account of the raising of the contact wire m
fwa Margin to take account of the wear of the pantograph contact strip m
fws Margin to take account of the bow trespassing the contact wire due to the pantograph sway m
h Height in relation to the running surface m
h'co Reference roll centre height for the pantograph gauge m
h’ Reference height in the calculation of the pantograph gauge m
h'o Maximum verification height of the pantograph gauge in a collecting position m
h'u Minimum verification height of the pantograph gauge in a collecting position m
heff Effective height of the raised pantograph m
hcc Static height of the contact wire m
I’0 Reference cant deficiency taken into account by the vehicle for the pantograph gauging m
L Distance between rail centres of a track m
l Track gauge, distance between the rail running edges m
q Transverse play between axle and bogie frame or, for vehicles not fitted with bogies, between axle and vehicle body m
qs' Quasi-static movement m
s'o Flexibility coefficient taken into account by agreement between the vehicle and the infrastructure for the pantograph gauging
S’i/a Allowed additional overthrow on the inside/outside of the curve for pantographs m
w Transverse play between bogie and body m
θ Mounting tolerance of the pantograph on the roof. radian
τ Transverse flexibility of the mounting device on the roof. m
Σj Sum of the (horizontal) safety margins covering some random phenomena (j = 1, 2 or 3) for the pantograph gauge
— the free passage reference profile includes the pantograph collector head length and the pantograph sway ep, which applies up to the reference cant or cant deficiency,
— live and insulated obstacles shall remain outside the mechanical gauge,
— non-insulated obstacles (earthed or at a potential different from the OCL) shall remain outside the mechanical and electrical gauges.
— the upper verification heighth’o,
— the lower verification heighth’u.
— playq + win the axle boxes and between bogie and body,
— the amount of body inclination taken into account by the vehicle (depending on the specific flexibilitys'0, the reference cantD’0and the reference cant deficiencyI’0),
— the mounting toleranceθof the pantograph on the roof,
— the transverse flexibilityτof the mounting device on the roof,
— the height under consideration h’.
— loading dissymmetry,
— the transverse displacement of the track between two successive maintenance actions,
— the cant variation occurring between two successive maintenance actions,
— oscillations generated by track unevenness.
— the raisingfsof the contact wire generated by the pantograph contact force. The value offsdepends on the OCL type and so shall be determined by the Infrastructure Manager in accordance with clause 4.2.16,
— the raising of the pantograph head due to the pantograph head skew generated by the staggered contact point and the wear of the collector stripfws+fwa. The permissible value offwsis shown in CR LOC&PAS TSI andfwa. depends on maintenance requirements.
— l – according to track gauge
— s0= 0,225
— hc0= 0,5 m
— I0= 0,066 m and D0= 0,066 m
— h’o= 6,500 m and h’u= 5,000 m
Conditions : L′ > D + 2 l D < 79 mL′′ > 80 m
Instantaneous train power P at the pantographMW Category I and II of HS TSI lines (b) TSI line category III; IV; V;VI; VII and Classical lines
P > 2 ≥ 0,95 ≥ 0,95
0 ≤ P ≤ 2 a a
For yards or depot, the power factor of the fundamental wave shall be ≥ 0,8 (NOTE 1) under the following conditions: the train is hotelling with traction power switched off and all auxiliaries running and the active power being drawn is greater than 200 kW.The calculation of overall average λ for a train journey, including the stops, is taken from the active energy WP(MWh) and reactive energy WQ(MVArh) given by a computer simulation of a train journey or metered on an actual train.
aIn order to control the total power factor of the auxiliary load of a train during the coasting phases, the overall average λ (traction and auxiliaries) defined by simulation and/or measurement shall be higher than 0,85 over a complete timetable journey. (typical journey between two stations including commercial stops).bapplicable to trains in conformity with the HS TSI ‘rolling stock’. a In order to control the total power factor of the auxiliary load of a train during the coasting phases, the overall average λ (traction and auxiliaries) defined by simulation and/or measurement shall be higher than 0,85 over a complete timetable journey. (typical journey between two stations including commercial stops). b applicable to trains in conformity with the HS TSI ‘rolling stock’.
a In order to control the total power factor of the auxiliary load of a train during the coasting phases, the overall average λ (traction and auxiliaries) defined by simulation and/or measurement shall be higher than 0,85 over a complete timetable journey. (typical journey between two stations including commercial stops).
b applicable to trains in conformity with the HS TSI ‘rolling stock’.
a In order to control the total power factor of the auxiliary load of a train during the coasting phases, the overall average λ (traction and auxiliaries) defined by simulation and/or measurement shall be higher than 0,85 over a complete timetable journey. (typical journey between two stations including commercial stops).
b applicable to trains in conformity with the HS TSI ‘rolling stock’.
Power supply system When any internal defect fault occurs within the traction unitsSequence of tripping for:
Substation feeder circuit breaker Traction unit circuit breaker
AC 25 000  V-50 Hz Immediate tripping(1) Immediate tripping
AC 15 000  V-16,7 Hz Immediate tripping(1) Primary side of the transformer:Tripping shall be staged(2)Secondary side of the transformer:Immediate tripping
DC 750 V, 1 500  V and 3 000  V Immediate tripping(1) Immediate tripping
NOTE 1 New and modernised traction units should be equipped with high speed circuit breakers capable of breaking the maximum short-circuit current in the shortest possible time.
NOTE 2 Immediate tripping means that for high short-circuit current, sub-station or train breaker should operate without introducing intentional delay. If the first stage relay does not act, then the second stage relay (back up protection relay) will act about 300 ms later. As information, with first stage relay, and by state of the art, duration of the highest short circuit current seen from the sub-station breaker is given hereafter:For AC 15 000 V-16,7 Hz-> 100 msFor AC 25 000 V-50 Hz-> 80 msFor DC 750 V, 1 500 V and 3 000 V-> 20 to 60 ms For AC 15 000 V-16,7 Hz -> 100 ms For AC 25 000 V-50 Hz -> 80 ms For DC 750 V, 1 500 V and 3 000 V -> 20 to 60 ms
For AC 15 000 V-16,7 Hz -> 100 ms
For AC 25 000 V-50 Hz -> 80 ms
For DC 750 V, 1 500 V and 3 000 V -> 20 to 60 ms
For AC 15 000 V-16,7 Hz -> 100 ms
For AC 25 000 V-50 Hz -> 80 ms
For DC 750 V, 1 500 V and 3 000 V -> 20 to 60 ms
Index No. Reference Document name Version BP(s) concerned
1 EN 50119 Railway applications — Fixed installations — Electric traction overhead contact lines 2009 Current capacity, DC systems, trains at standstill (4.2.6),Contact wire height (4.2.13.1),Variation in contact wire height (4.2.13.2),Dynamic behaviour and quality of current collection (4.2.16),System separation sections (4.2.20),Protective provisions of overhead contact line system (4.7.3)
2 EN 50122-1 Railway applications — Fixed installations — Electrical safety, earthing and bonding — — Part 1: Protective provisions relating to electrical safety and earthing 1997 Protective provisions of substations and sectioning locations (4.7.2),Protective provisions of overhead contact line system (4.7.3),Protective provisions of current return circuit (4.7.4)
3 EN 50122-2 Railway applications — Fixed installations — Electrical safety, earthing and bonding — — Part 2: Protective provisions against the effects of stray currents caused by d.c. traction systems 1998 System separation sections (4.2.20)
4 EN 50149 Railway applications — Fixed installations — Electric traction — Copper and copper alloy grooved contact wires 2001 Contact wire material (4.2.18)
5 EN 50317 Railway applications — Current collection systems — Requirements for and validation of measurements of the dynamic interaction between pantograph and overhead 2002 Dynamic behaviour and quality of current collection (4.2.16)
6 EN 50318 Railway applications — Current collection systems — Validation of simulation of the dynamic interaction between pantograph and overhead contact line 2002 Dynamic behaviour and quality of current collection (4.2.16)
7 EN 50367 Railway applications — Current collection systems — Technical criteria for the interaction between pantograph and overhead line (to achieve free access) 2006 Current capacity, DC systems, trains at standstill (4.2.6),Mean contact force (4.2.15),Phase separation sections (4.2.19)
8 EN 50388 Railway applications — Power supply and rolling stock — Technical criteria for the coordination between power supply (substation) and rolling stock to achieve interoperability 2005 Parameters relating to supply system performance (4.2.4),Electrical protection coordination arrangements (4.2.8),Harmonics and dynamic effects for AC systems (4.2.9),Phase separation sections (4.2.19)
9 EN 50163 Railway applications — Supply Voltages of Traction Systems 2004 Voltage and frequency (4.2.3)
Defined term Abbr. Definition Source/Reference
Contact line system System that distributes the electrical energy to the trains running on the route and transmits it to the trains by means of current collectors
Contact force Vertical force applied by the pantograph to the OCL EN 50367:2006
Contact wire uplift Vertical upward movement of the contact wire due to the force produced from the pantograph EN 50119:2009
Current collector Equipment fitted to the vehicle and intended to collect current from a contact wire or conductor rail IEC 60050-811, definition 811-32-01
Gauge Set of rules including a reference contour and its associated calculation rules allowing defining the outer dimensions of the vehicle and the space to be cleared by the infrastructureNOTE: According to the calculation method implemented, the gauge will be a static, kinematic or dynamic
Lateral deviation Lateral stagger of contact wire in maximum crosswind
Level crossing An intersection at the same elevation of a road and one or more rail tracks
Line speed Maximum speed measured in kilometres per hour for which a line has been designed.
Maintenance plan A series of documents setting out the infrastructure maintenance procedures adopted by an Infrastructure Manager
Mean contact force Statistical mean value of the contact force EN 50367:2006
Mean useful voltage train Voltage identifying the dimensioning train and enables the effect on its performance to be quantified EN 50388:2005
Mean useful voltage zone Voltage giving an indication of the quality of the power supply in a geographic zone during the peak traffic period in the timetable EN 50388:2005
Minimum contact wire height A minimum value of the contact wire height in the span in order to avoid the arcing between one or more contact wires and vehicles in all conditions
Nominal contact wire height A nominal value of the contact wire height at a support in the normal conditions EN 50367:2006
Nominal voltage Voltage by which an installation or part of an installation is designated EN 50163:2004
Normal service Planned timetable service
Overhead contact line OCL Contact line placed above (or beside) the upper limit of the vehicle gauge and supplying vehicles with electric energy through roof-mounted current collection equipment IEC 60050-811-33-02
Reference contour A contour, associated to each gauge, showing the shape of a cross-section and used as a basis to work out the sizing rules of the infrastructure, on the one hand and of the vehicle, on the other hand
Return circuit All conductors which form the intended path for the traction return current and the current under fault conditions EN 50122-1:1997
Static contact force Mean vertical force exerted upwards by the pantograph head on the OCL, and caused by the pantograph-raising device, whilst the pantograph is raised and the vehicle is standstill EN 50367:2006
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 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) In accordance with Article 2(e) and Annex II to Directive 2008/57/EC, the rail system is subdivided into structural and functional subsystems, including an energy subsystem.
(2) By Decision C(2006) 124 final of 9 February 2006, the Commission gave a mandate to the European Railway Agency (the Agency) to develop technical specifications for interoperability (TSIs) under 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(2). Under the terms of that mandate, the Agency was requested to draw up the draft TSI related to the energy subsystem of the conventional rail system.
(3) Technical specifications for interoperability (TSI) are specifications adopted in accordance with the Directive 2008/57/EC. The TSI in Annex covers the energy subsystem in order to meet the essential requirements and ensure the interoperability of the rail system.
(4) The TSI in Annex should refer to Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability for use and EC verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC of the European Parliament and of the Council(3).
(5) In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify to the Commission and other Member States the conformity assessment and verification procedures to be used for the specific cases, as well as the bodies responsible for carrying out these procedures.
(6) The TSI in Annex should be without prejudice to the provisions of other relevant TSIs which may be applicable to energy subsystems.
(7) The TSI in Annex should not impose the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the rail system within the Union.
(8) In accordance with Article 11(5) of Directive 2008/57/EC, the TSI in Annex should allow, for a limited period of time, for interoperability constituents to be incorporated into subsystems without certification if certain conditions are met.
(9) To continue to encourage innovation and to take into account the experience acquired, the TSI in Annex should be subject to periodic revision.
(10) 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
A Technical Specification for Interoperability (TSI) relating to the energy subsystem of the trans-European conventional railway, is hereby adopted by the Commission.
The TSI shall be as set out in the Annex to this Decision.

Article 2
This TSI shall be applicable to all new, upgraded or renewed infrastructure of the trans-European conventional rail system as defined in Annex I to Directive 2008/57/EC.

Article 3
The procedures for assessment of conformity, suitability for use and EC verification set out in Chapter 6 of the TSI in Annex shall be based on the modules defined in Decision 2010/713/EU.

Article 4
1. During a transition period of 10 years, it shall be permissible to issue an EC certificate of verification for a subsystem that contains interoperability constituents not holding an EC Declaration of conformity or suitability for use, on the condition that the provisions set out in Section 6.3 of the Annex are met.
2. The production or upgrade/renewal of the subsystem with use of the non-certified interoperability constituents must be completed within the transition period, including the placing in service.
3. During the transition period Member States shall ensure that:
(a)
the reasons for non-certification of the interoperability constituent are properly identified in the verification procedure referred to in paragraph 1;
(b)
the details of the non-certified interoperability constituents and the reasons for non-certification, including the application of national rules notified under Article 17 of Directive 2008/57/EC, are included by the National Safety Authorities in their annual report referred to in Article 18 of Directive 2004/49/EC of the European Parliament and of the Council(4).
4. After the transition period and with the exceptions allowed under Section 6.3.3 on maintenance, interoperability constituents shall be covered by the required EC declaration of conformity and/or suitability for use before being incorporated into the subsystem.

Article 5
In accordance with Article 5(3)(f) of Directive 2008/57/EC, the TSI in Annex, Chapter 7, sets out a strategy for migrating towards a full interoperable energy subsystem. This migration needs to be applied in conjunction with Article 20 of that Directive which specifies the principles of the application of the TSI to the renewal and upgrading projects. Member States shall notify to the Commission a report on the implementation of Article 20 of Directive 2008/57/EC 3 years after the entry into force of this Decision. This report will be discussed in the context of the Committee set up in Article 29 of Directive 2008/57/EC and, where appropriate, the TSI in Annex will be adapted.

Article 6
1. With regard to those issues classified as specific cases set out in Chapter 7 of the TSI, the conditions to be complied with for the verification of the interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be those applicable technical rules in use in the Member State which authorise the placing in service of the subsystems covered by this Decision.
2. Each Member State shall notify to the other Member States and to the Commission within 6 months of the notification of this Decision:
(a)
the applicable technical rules mentioned in paragraph 1;
(b)
the conformity assessment and checking procedures to be applied with regard to the application of the technical rules mentioned in paragraph 1;
(c)
the bodies it appoints for carrying out the conformity assessment and checking procedures of the specific cases mentioned in paragraph 1.

Article 7
This Decision shall apply from 1 June 2011.

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 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) In accordance with Article 2(e) and Annex II to Directive 2008/57/EC, the rail system is subdivided into structural and functional subsystems, including an energy subsystem.
(2) By Decision C(2006) 124 final of 9 February 2006, the Commission gave a mandate to the European Railway Agency (the Agency) to develop technical specifications for interoperability (TSIs) under 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(2). Under the terms of that mandate, the Agency was requested to draw up the draft TSI related to the energy subsystem of the conventional rail system.
(3) Technical specifications for interoperability (TSI) are specifications adopted in accordance with the Directive 2008/57/EC. The TSI in Annex covers the energy subsystem in order to meet the essential requirements and ensure the interoperability of the rail system.
(4) The TSI in Annex should refer to Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability for use and EC verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC of the European Parliament and of the Council(3).
(5) In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify to the Commission and other Member States the conformity assessment and verification procedures to be used for the specific cases, as well as the bodies responsible for carrying out these procedures.
(6) The TSI in Annex should be without prejudice to the provisions of other relevant TSIs which may be applicable to energy subsystems.
(7) The TSI in Annex should not impose the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the rail system within the Union.
(8) In accordance with Article 11(5) of Directive 2008/57/EC, the TSI in Annex should allow, for a limited period of time, for interoperability constituents to be incorporated into subsystems without certification if certain conditions are met.
(9) To continue to encourage innovation and to take into account the experience acquired, the TSI in Annex should be subject to periodic revision.
(10) 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:
A Technical Specification for Interoperability (TSI) relating to the energy subsystem of the trans-European conventional railway, is hereby adopted by the Commission.
The TSI shall be as set out in the Annex to this Decision.
This TSI shall be applicable to all new, upgraded or renewed infrastructure of the trans-European conventional rail system as defined in Annex I to Directive 2008/57/EC.
The procedures for assessment of conformity, suitability for use and EC verification set out in Chapter 6 of the TSI in Annex shall be based on the modules defined in Decision 2010/713/EU.
1. During a transition period of 10 years, it shall be permissible to issue an EC certificate of verification for a subsystem that contains interoperability constituents not holding an EC Declaration of conformity or suitability for use, on the condition that the provisions set out in Section 6.3 of the Annex are met.
2. The production or upgrade/renewal of the subsystem with use of the non-certified interoperability constituents must be completed within the transition period, including the placing in service.
3. During the transition period Member States shall ensure that:
(a)
the reasons for non-certification of the interoperability constituent are properly identified in the verification procedure referred to in paragraph 1;
(b)
the details of the non-certified interoperability constituents and the reasons for non-certification, including the application of national rules notified under Article 17 of Directive 2008/57/EC, are included by the National Safety Authorities in their annual report referred to in Article 18 of Directive 2004/49/EC of the European Parliament and of the Council(4).
4. After the transition period and with the exceptions allowed under Section 6.3.3 on maintenance, interoperability constituents shall be covered by the required EC declaration of conformity and/or suitability for use before being incorporated into the subsystem.
In accordance with Article 5(3)(f) of Directive 2008/57/EC, the TSI in Annex, Chapter 7, sets out a strategy for migrating towards a full interoperable energy subsystem. This migration needs to be applied in conjunction with Article 20 of that Directive which specifies the principles of the application of the TSI to the renewal and upgrading projects. Member States shall notify to the Commission a report on the implementation of Article 20 of Directive 2008/57/EC 3 years after the entry into force of this Decision. This report will be discussed in the context of the Committee set up in Article 29 of Directive 2008/57/EC and, where appropriate, the TSI in Annex will be adapted.
1. With regard to those issues classified as specific cases set out in Chapter 7 of the TSI, the conditions to be complied with for the verification of the interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be those applicable technical rules in use in the Member State which authorise the placing in service of the subsystems covered by this Decision.
2. Each Member State shall notify to the other Member States and to the Commission within 6 months of the notification of this Decision:
(a)
the applicable technical rules mentioned in paragraph 1;
(b)
the conformity assessment and checking procedures to be applied with regard to the application of the technical rules mentioned in paragraph 1;
(c)
the bodies it appoints for carrying out the conformity assessment and checking procedures of the specific cases mentioned in paragraph 1.
This Decision shall apply from 1 June 2011.
This Decision is addressed to the Member States.
ANNEX
DIRECTIVE 2008/57/EC ON THE INTEROPERABILITY OF THE RAIL SYSTEM WITHIN THE COMMUNITY
TECHNICAL SPECIFICATION FOR INTEROPERABILITY
‘Energy’ Subsystem for conventional rail 1. INTRODUCTION
8
1.1. Technical scope
8
1.2. Geographical scope
8
1.3. Content of this TSI
8 2. DEFINITION AND SCOPE OF THE SUBSYSTEM
8
2.1. Definition of the energy subsystem
8
2.1.1. Power supply
10
2.1.2. Overhead contact line and pantograph
10
2.2. Interfaces with other subsystems and within the subsystem
10
2.2.1. Introduction
10
2.2.2. Interfaces concerning power supply
10
2.2.3. Interfaces concerning overhead line equipment and pantographs and their interaction
11
2.2.4. Interfaces concerning phase and system separation sections
11 3. ESSENTIAL REQUIREMENTS
11 4. CHARACTERISATION OF THE SUBSYSTEM
13
4.1. Introduction
13
4.2. Functional and technical specifications of the subsystem
13
4.2.1. General provisions
13
4.2.2. Basic parameters characterising the energy subsystem
13
4.2.3. Voltage and frequency
14
4.2.4. Parameters relating to supply system performance
14
4.2.5. Continuity of power supply in case of disturbances in tunnels
14
4.2.6. Current capacity, DC systems, trains at standstill
15
4.2.7. Regenerative braking
15
4.2.8. Electrical protection coordination arrangements
15
4.2.9. Harmonics and dynamic effects for AC systems
15
4.2.10. Harmonic emissions towards the power utility
15
4.2.11. External electromagnetic compatibility
15
4.2.12. Protection of the environment
15
4.2.13. Geometry of the overhead contact line
15
4.2.14. Pantograph gauge
16
4.2.15. Mean contact force
16
4.2.16. Dynamic behaviour and quality of current collection
17
4.2.17. Pantograph spacing
18
4.2.18. Contact wire material
18
4.2.19. Phase separation sections
18
4.2.20. System separation sections
19
4.2.21. Electric energy consumption measuring equipment
19
4.3. Functional and technical specifications of the interfaces
19
4.3.1. General requirements
19
4.3.2. Locomotives and Passenger Rolling Stock
19
4.3.3. Infrastructure
20
4.3.4. Control – Command and Signalling
21
4.3.5. Traffic Operation and Management
21
4.3.6. Safety in Railway Tunnels
21
4.4. Operating rules
21
4.4.1. Introduction
21
4.4.2. Management of power supply
21
4.4.3. Execution of works
22
4.5. Maintenance rules
22
4.6. Professional qualifications
22
4.7. Health and safety conditions
22
4.7.1. Introduction
22
4.7.2. Protective provisions of substations and sectioning locations
22
4.7.3. Protective provisions of overhead contact line system
22
4.7.4. Protective provisions of current return circuit
23
4.7.5. Other general requirements
23
4.7.6. High Visibility Clothing
23
4.8. Register of Infrastructure and European register of authorised typed of vehicles
23
4.8.1. Introduction
23
4.8.2. Register of infrastructure
23
4.8.3. European register of authorised types of vehicles
23 5. INTEROPERABILITY CONSTITUENTS
23
5.1. List of constituents
23
5.2. Constituents’ performances and specifications
24
5.2.1. Overhead contact line
24 6. ASSESSMENT OF CONFORMITY OF THE INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMS
24
6.1. Interoperability Constituents
24
6.1.1. Conformity assessment procedures
24
6.1.2. Application of modules
24
6.1.3. Innovative solutions for Interoperability Constituents
25
6.1.4. Particular assessment procedure for Interoperability Constituent – OCL
25
6.1.5. EC declaration of conformity of Interoperability Constituents
26
6.2. Energy subsystem
26
6.2.1. General provisions
26
6.2.2. Application of modules
26
6.2.3. Innovative solutions
27
6.2.4. Particular assessment procedures for Subsystem
27
6.3. Subsystem containing Interoperability Constituents not holding an EC declaration
28
6.3.1. Conditions
28
6.3.2. Documentation
28
6.3.3. Maintenance of the subsystems certified according to 6.3.1
28 7. IMPLEMENTATION
28
7.1. General
28
7.2. Progressive strategy towards interoperability
28
7.2.1. Introduction
28
7.2.2. Migration strategy for voltage and frequency
29
7.2.3. Migration strategy for pantographs and OCL geometry
29
7.3. Application of this TSI to new lines
29
7.4. Application of this TSI to existing lines
29
7.4.1. Introduction
29
7.4.2. Upgrading/renewal of the OCL and/or the power supply
29
7.4.3. Parameters related to maintenance
30
7.4.4. Existing subsystem that are not subject to a renewal or upgrading project
30
7.5. Specific cases
30
7.5.1. Introduction
30
7.5.2. List of specific cases
30 8. LIST OF ANNEXES
33
ANNEX A –
CONFORMITY ASSESSMENT OF INTEROPERABILITY CONSTITUENTS
34
ANNEX B –
EC VERIFICATION OF THE ENERGY SUBSYSTEM
35
ANNEX C –
REGISTER OF INFRASTRUCTURE, INFORMATION ON THE ENERGY SUBSYSTEM
37
ANNEX D –
EUROPEAN REGISTER OF AUTHORISED TYPES OF VEHICLES, INFORMATION REQUIRED BY THE ENERGY SUBSYSTEM
38
ANNEX E –
DETERMINATION OF THE MECHANICAL KINEMATIC PANTOGRAPH GAUGE
39
ANNEX F –
PHASE AND SYSTEM SEPARATION SECTION SOLUTIONS
45
ANNEX G –
POWER FACTOR
47
ANNEX H –
ELECTRICAL PROTECTION: MAIN CIRCUIT BREAKER TRIPPING
48
ANNEX I –
LIST OF REFERENCED STANDARDS
49
ANNEX J –
GLOSSARY
51 1. INTRODUCTION
1.1. Technical scope
This TSI concerns the energy subsystem of the trans-European conventional rail system. The energy subsystem is included in the list of subsystems in Annex II to the Directive 2008/57/EC.
1.2. Geographical scope
The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I Chapter 1.1 to the Directive 2008/57/EC.
1.3. Content of this TSI
In accordance with Article 5(3) of the Directive 2008/57/EC, this TSI:
(a) indicates its intended scope — Chapter 2;
(b) lays down essential requirements for energy subsystem — Chapter 3;
(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems — Chapter 4;
(d) determines the interoperability constituents and interfaces that must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the rail system — Chapter 5;
(e) states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents on the one hand, and the EC verification of the subsystems, on the other hand — Chapter 6;
(f) indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall 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), provision may be made for specific cases; these are indicated in Chapter 7. Lastly, this TSI also comprises, in Chapter 4, the operating and maintenance rules specific to the scope indicated in paragraphs 1.1 and 1.2 above. 2. DEFINITION AND SCOPE OF THE SUBSYSTEM
2.1. Definition of the energy subsystem
The Energy TSI specifies those requirements which are necessary to assure the interoperability of the rail system. This TSI covers all fixed installations, DC or AC that are required to supply, with respect to the essential requirements, traction energy to a train.
The energy subsystem also includes the definition and quality criteria for interaction between a pantograph and the overhead contact line. As the ground level conductor rail (third rail) and contact shoe system is not a ‘target’ system, this TSI does not describe the characteristics or functionality of such a system.
Figure 1
Energy subsystem
Energy subsystem
Rolling stock subsystem
The energy subsystem consists of:
(a) substations: connected on the primary side to the high-voltage grid, with transformation of the high-voltage to a voltage and/or conversion to a power supply system suitable for the trains. On the secondary side, substations are connected to the railway contact line system;
(b) sectioning locations: electrical equipment located at intermediate locations between substations to supply and parallel contact lines and to provide protection, isolation and auxiliary supplies;
(c) separation sections: equipment required to provide the transition between electrically different systems or between different phases of the same electrical system;
(d) contact line system: a system that distributes the electrical energy to the trains running on the route and transmits it to the trains by means of current collectors. The contact line system is also equipped with manually or remotely controlled disconnectors which are required to isolate sections or groups of the contact line system according to operational necessity. Feeder lines are also part of the contact line system;
(e) return circuit: all conductors which form the intended path for the traction return current and which are additionally used under fault conditions. Therefore, so far as this aspect is concerned, the return circuit is part of the energy subsystem and has an interface with the infrastructure subsystem.
In addition, according to the Directive 2008/57/EC, the energy subsystem includes:
(f) on-board parts of the electric consumption measuring equipment— for measurement of electric energy taken from or returned to (during regenerative braking) the contact line by the vehicle, supplied from the external electric traction system. The equipment is integrated into and put into service with the traction unit, and is in the scope of the conventional rail locomotives and passenger rolling stock TSI (CR LOC&PAS).
The Directive 2008/57/EC also foresees that the current collectors (pantographs), which transmit electrical energy from the overhead contact line system to the vehicle, are in the rolling stock subsystem. They are installed and are integrated into and put into service with the rolling stock and are in the scope of CR LOC&PAS TSI.
However, the parameters relating to the quality of current collection are specified in CR ENE TSI.
2.1.1. Power supply
The power supply system has to be designed such that every train will be supplied with the necessary power. Therefore, the supply voltage, current draw of each train and the operating schedule are important aspects for performance.
As with any electrical device, a train is designed to operate correctly with a nominal voltage and a nominal frequency applied at its terminals, i.e. the pantograph(s) and wheels. Variations and limits of these parameters need to be defined in order to assure the anticipated train performance.
Modern, electrically powered trains are often capable of using regenerative braking to return energy to the power supply, reducing power consumption overall. The power supply system can be designed to accommodate such regenerative braking energy.
In any power supply, short-circuits and other fault conditions may occur. The power supply needs to be designed so that the controls detect these faults immediately and trigger measures to remove the short-circuit current and isolate the affected part of the circuit. After such events, the power supply has to be able to restore supply to all installations as soon as possible in order to resume operations.
2.1.2. Overhead contact line and pantograph
A compatible geometry of the overhead contact line to the pantograph is an important aspect of interoperability. As far as geometrical interaction is concerned, the height of the contact wire above the rails, the variation in contact wire height, the lateral deviation under wind pressure and the contact force have to be specified. The geometry of the pantograph head is also fundamental to assure good interaction with the overhead contact line, taking into account vehicle sway.
In order to support interoperability of European networks, the pantographs specified in CR LOC&PAS TSI are the target.
The interaction between an overhead contact line and a pantograph represents a very important aspect in establishing reliable power transmission without undue disturbances to railway installations and the environment. This interaction is mainly determined by:
(a) static and aerodynamic effects dependent upon the nature of the pantograph contact strips and the design of the pantograph, the shape of the vehicle on which the pantograph(s) is (are) mounted and the position of the pantograph on the vehicle,
(b) the compatibility of the contact strip material with the contact wire,
(c) the dynamic characteristics of the overhead contact line and pantograph(s) for single unit or multiple unit trains,
(d) the number of pantographs in service and the distance between them, since each pantograph can interfere with the others on the same overhead contact line section.
2.2. Interfaces with other subsystems and within the subsystem
2.2.1. Introduction
The energy subsystem interfaces with some of the other subsystems of the rail system in order to achieve the envisaged performance. These are listed below:
2.2.2. Interfaces concerning power supply
(a) Voltage and frequency and their permissible ranges interface with the rolling stock subsystem.
(b) The power installed on the lines and the specified power factor determines the performance of the rail system and interfaces with the rolling stock subsystem.
(c) Regenerative braking reduces energy consumption and interfaces with the rolling stock subsystem.
(d) Electrical fixed installations and on-board traction equipment need to be protected against short circuits. Circuit breaker tripping in substations and on trains has to be coordinated. Electrical protection interfaces with the rolling stock subsystem.
(e) Electrical interference and harmonic emissions interface with the rolling stock and control-command and signalling subsystems.
(f) The current return circuit has some interfaces with control-command and signalling and infrastructure subsystems.
2.2.3. Interfaces concerning overhead line equipment and pantographs and their interaction
(a) The contact wire gradient and rate of change of gradient needs special attention in order to avoid loss of contact and excessive wear. The contact wire height and gradient interfaces with the infrastructure and rolling stock subsystems.
(b) Vehicle and pantograph sway interfaces with the infrastructure subsystem.
(c) The quality of current collection depends on the number of pantographs in service, their spacing and other traction-unit-specific details. The arrangement of pantographs interfaces with the rolling stock subsystem.
2.2.4. Interfaces concerning phase and system separation sections
(a) To pass transitions between different power supply system and phase separation sections, without bridging, the number and arrangement of pantographs on trains shall be stipulated. This interfaces with the rolling stock subsystem.
(b) To pass transitions of power supply system and phase separation sections, without bridging, control of train current is required. This interfaces with the control-command and signalling subsystem.
(c) When passing through power supply system separation sections, lowering of pantograph(s) may be required. This interfaces with the control-command and signalling subsystem. 3. ESSENTIAL REQUIREMENTS
According to Article 4(1) of the Directive 2008/57/EC, the rail system, its subsystems and their interoperability constituents shall fulfil the essential requirements set out in general terms in Annex III to the Directive. The following table indicates basic parameters of this TSI and their correspondence to the essential requirements as explained in Annex III to the Directive.
TSI Clause
TSI Clause Title
Safety
R&A
Health
Environ-mental protection
Tech. Compatibility
4.2.3
Voltage and frequency
—
—
—
—
1.5
2.2.3
4.2.4
Parameters relating to supply system performance
—
—
—
—
1.5
2.2.3
4.2.5
Continuity of power supply in case of disturbances in tunnels
1.1.1
2.2.1
1.2
—
—
—
4.2.6
Current capacity, DC systems, trains at standstill
—
—
—
—
1.5
2.2.3
4.2.7
Regenerative braking
—
—
—
1.4.1
1.4.3
1.5
2.2.3
4.2.8
Electrical protection coordination arrangements
2.2.1
—
—
—
1.5
4.2.9
Harmonics and dynamic effects for AC systems
—
—
—
1.4.1
1.4.3
1.5
4.2.11
External electromagnetic compatibility

—
—
1.4.1
1.4.3
2.2.2
1.5
4.2.12
Protection of the environment
—
—
—
1.4.1
1.4.3
2.2.2
—
4.2.13
Geometry of the overhead contact line
—
—
—
—
1.5
2.2.3
4.2.14
Pantograph gauge
—
—
—
—
1.5
2.2.3
4.2.15
Mean contact force
—
—
—
—
1.5
2.2.3
4.2.16
Dynamic behaviour and quality of current collection
—
—
—
1.4.1
2.2.2
1.5
2.2.3
4.2.17
Pantograph spacing
—
—
—
—
1.5
2.2.3
4.2.18
Contact wire material
—
—
1.3.1
1.3.2
1.4.1
1.5
2.2.3
4.2.19
Phase separation sections
2.2.1
—
—
1.4.1
1.4.3
1.5
2.2.3
4.2.20
System separation sections
2.2.1
—
—
1.4.1
1.4.3
1.5
2.2.3
4.2.21
Electric energy consumption measuring equipment
—
—
—
—
1.5
4.4.2
Management of power supply
1.1.1
1.1.3
2.2.1
1.2
—
—
—
4.4.3
Execution of works
1.1.1
2.2.1
1.2
—
—
1.5
4.5
Maintenance rules
1.1.1
2.2.1
1.2
—
—
1.5
2.2.3
4.7.2
Protective provisions of substations and sectioning locations
1.1.1
1.1.3
2.2.1
—
—
1.4.1
1.4.3
2.2.2
1.5
4.7.3
Protective provisions of overhead contact line system
1.1.1
1.1.3
2.2.1
—
—
1.4.1
1.4.3
2.2.2
1.5
4.7.4
Protective provisions of current return circuit
1.1.1
1.1.3
2.2.1
—
—
1.4.1
1.4.3
2.2.2
1.5
4.7.5
Other general requirements
1.1.1
1.1.3
2.2.1
—
—
1.4.1
1.4.3
2.2.2
—
4.7.6
High visibility clothing
2.2.1
—
—
—
— 4. CHARACTERISATION OF THE SUBSYSTEM
4.1. Introduction
The rail system, to which the Directive 2008/57/EC applies, and of which the subsystem is a part, is an integrated system whose consistency shall be verified. This consistency must be checked, in particular, with regard to the specifications of the subsystem, its interfaces vis-à-vis the system in which it is integrated, as well as the operating and maintenance rules.
The functional and technical specifications of the subsystem and its interfaces, described in chapters 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the rail network. But innovative solutions for interoperability may require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in chapters 6.1.3 and 6.2.3. Taking account of all the applicable essential requirements, the energy subsystem is characterised by the specifications set out in clauses 4.2 to 4.7. A list of parameters relevant for the energy subsystem which shall be collected in the Register of infrastructure is in Annex C to this TSI.
Procedures for the EC verification of the energy subsystem are indicated in clause 6.2.4 and Annex B, Table B.1, to this TSI.
For Specific Cases, see Chapter 7.5;
Where reference is made to EN standards, any variations called ‘national deviations’ or ‘special national conditions’ in the EN do not apply.
4.2. Functional and technical specifications of the subsystem
4.2.1. General provisions
The performance to be achieved by the Energy subsystem shall correspond to the relevant performance of the rail system, with respect to:
—
the maximum line speed, type of train, and
—
the power demand of the trains at the pantographs.
4.2.2. Basic parameters characterising the energy subsystem
The basic parameters characterising the energy subsystem are:
—
Power supply:
—
voltage and frequency (4.2.3),
—
parameters relating to supply system performance (4.2.4),
—
continuity of power supply in case of disturbances in tunnels (4.2.5),
—
current capacity, DC systems, trains at standstill (4.2.6),
—
regenerative braking (4.2.7),
—
electrical protection coordination arrangements (4.2.8),
—
harmonics and dynamic effects for AC systems (4.2.9), and
—
electric energy consumption measuring equipment (4.2.21).
—
Geometry of the OCL and quality of current collection:
—
geometry of the overhead contact line (4.2.13),
—
pantograph gauge (4.2.14),
—
mean contact force (4.2.15),
—
dynamic behaviour and quality of current collection (4.2.16),
—
pantograph spacing (4.2.17),
—
contact wire material (4.2.18),
—
phase separation sections (4.2.19), and
—
system separation sections (4.2.20).
4.2.3. Voltage and frequency
Locomotives and traction units need standardisation of voltage and frequency. The values and limits of the voltage and frequency at the terminals of the substation and at the pantograph shall comply with EN50163:2004, clause 4. The AC 25 kV 50 Hz system is to be the target supply system, for reasons of compatibility with the electrical generation and distribution systems and standardisation of substation equipment.
However, due to the high investment costs needed to migrate from other system voltages to the 25 kV system and the possibility of using multi-system traction units, the use of the following systems for new, upgraded or renewed subsystems is permitted:
—
AC 15 kV 16,7 Hz,
—
DC 3 kV, and
—
DC 1,5 kV.
Nominal voltage and frequency shall be listed in the Register of infrastructure (see Annex C).
4.2.4. Parameters relating to supply system performance
The design of the energy subsystem is determined by the line speed for the planned services and the topography.
Therefore the following parameters have to be taken in consideration:
—
the maximum train current,
—
the power factor of trains, and
—
the mean useful voltage.
4.2.4.1. Maximum train current
The Infrastructure Manager shall declare the maximum train current in the Register of infrastructure (see Annex C).
The energy subsystem design shall ensure the ability of the power supply to achieve the specified performance and permit the operation of trains with a power less than 2 MW without current limitation as described in clause 7.3 of EN50388:2005. 4.2.4.2. Power factor of trains
The power factor of trains shall be in accordance with requirements in Annex G and EN50388:2005 clause 6.3. 4.2.4.3. Mean useful voltage
The calculated mean useful voltage ‘at the pantograph’ shall comply with EN50388:2005, clauses 8.3 and 8.4, using the design data for the power factor according to Annex G.
4.2.5. Continuity of power supply in case of disturbances in tunnels
The power supply and the overhead contact line system shall be designed to enable continuity of operation in case of disturbances in tunnels. This shall be achieved by sectioning overhead contact line in accordance with clause 4.2.3.1 of the SRT TSI.
4.2.6. Current capacity, DC systems, trains at standstill
The overhead contact line of DC systems shall be designed to sustain 300 A (for a 1.5 kV supply system) and 200 A (for a 3 kV supply system), per pantograph when the train is at standstill.
This shall be achieved using a static contact force as defined in clause 7.1 of EN50367:2006. Where the overhead contact line has been designed to sustain higher values for maximum current at standstill, this shall be declared by the Infrastructure Manager in the Register of infrastructure (see Annex C).
The OCL shall be designed taking into account the temperature limits in accordance with EN50119:2009 clause 5.1.2. 4.2.7. Regenerative braking
AC power supply systems shall be designed to permit the use of regenerative braking as a service brake, able to exchange power seamlessly either with other trains or by any other means.
DC power supply systems shall be designed to permit the use of regenerative braking as a service brake at least by exchanging power with other trains.
Information about possibility of the use of regenerative braking shall be provided in the Register of infrastructure (see Annex C).
4.2.8. Electrical protection coordination arrangements
Electrical protection coordination design of the energy subsystem shall comply with the requirements detailed in EN50388:2005, clause 11 except Table 8 which is replaced by Annex H to this TSI.
4.2.9. Harmonics and dynamic effects for AC systems
The CR energy subsystem and rolling stock must be able to work together without interference problems, such as over-voltages and other phenomena described in EN50388:2005 clause 10. 4.2.10. Harmonic emissions towards the power utility
Harmonic emissions towards the power utility shall be dealt with by the Infrastructure Manager taking into account European or national standards and the requirements of the power utility.
No conformity assessment is required within this TSI.
4.2.11. External electromagnetic compatibility
External electromagnetic compatibility is not a specific characteristic of the rail network. Energy supply installations shall comply with the Essential Requirements of the EMC Directive 2004/108/EC.
No conformity assessment is required within this TSI.
4.2.12. Protection of the environment
Protection of the environment is covered by other European legislation concerning the assessment of the effects of certain projects on the environment.
No conformity assessment is required within this TSI.
4.2.13. Geometry of the overhead contact line
Overhead contact line shall be designed for use by pantographs with the head geometry specified in the CR LOC&PAS TSI clause 4.2.8.2.9.2. The contact wire height, gradient of the contact wire in relation to the track and the lateral deviation of the contact wire under the action of a cross-wind all govern the interoperability of the rail network.
4.2.13.1. Contact wire height
The nominal contact wire height shall be in the range of 5,00 – 5,75 m. For the relation between the contact wire heights and pantograph working heights see EN50119:2009 figure 1. The contact wire height may be lower in cases related to gauge (like bridges, tunnels). The minimum contact wire height shall be calculated in accordance with EN50119:2009 clause 5.10.4. The contact wire may be higher in cases e.g. level crossings, loading areas, etc. In these cases the maximum design contact wire height shall not be greater than 6,20 m.
Taking into account tolerances and uplift in accordance with EN50119:2009 figure 1, the maximum contact wire height shall not be greater than 6,50 m.
The nominal contact wire height shall be listed in the Register of infrastructure (see Annex C).
4.2.13.2. Variation in contact wire height
The variation in contact wire height shall fulfil the requirements imposed by EN50119:2009 clause 5.10.3. The contact wire gradient specified in EN50119:2009 clause 5.10.3 may be exceeded on an exceptional basis where a series of restrictions on the contact wire height e.g. level crossings, bridges, tunnels, prevents compliance; in this case when applying the requirements of clause 4.2.16, only the requirement related to the maximum contact force shall be complied with.
4.2.13.3. Lateral deviation
The maximum permissible lateral deviation of the contact wire normal to the design track centre line under the action of cross wind is given in Table 4.2.13.3. Table 4.2.13.3
Maximum lateral deviation
Pantograph length
Maximum lateral deviation
1 600 mm
0,40 m
1 950 mm
0,55 m
The values shall be adjusted taking into account the movement of the pantograph and track tolerances according to Annex E.
In the case of the multi-rail track, the requirement shall be fulfilled for each pair of rails (designed, to be operated as separated track) that is intended to be assessed against TSI.
The pantograph profiles that are permitted to operate on the route, shall be listed in the Register of infrastructure (see Annex C).
4.2.14. Pantograph gauge
No part of the energy subsystem shall enter the mechanical kinematic pantograph gauge (see Annex E figure E.2) except for the contact wire and steady arm.
The mechanical kinematic pantograph gauge for interoperable lines is determined using the method shown in Annex E clause E.2 and the pantograph profiles defined in CR LOC&PAS TSI clause 4.2.8.2.9.2. This gauge shall be calculated using a kinematic method, with values:
—
for the pantograph sway — epu — of 0,110 m at the lower verification height — h’u ≤ 5,0 m, and
—
for the pantograph sway — epo — of 0,170 m at the upper verification height — h’o — 6,5 m,
in accordance with Annex E clause E.2.1.4 and other values in accordance with Annex E clause E.3. 4.2.15. Mean contact force
The mean contact force Fm is the statistical mean value of the contact force. Fm is formed by the static, dynamic and aerodynamic components of the pantograph contact force.
The static contact force is defined in EN50367:2006 clause 7.1. The ranges of Fm for each of the power supply systems are defined in Table 4.2.15. Table 4.2.15
Ranges of the mean contact force
Supply system
Fm up to 200 km/h
AC
60 N < Fm< 0,00047*v2 + 90 N
DC 3 kV
90 N < Fm< 0,00097*v2 + 110 N
DC 1,5 kV
70 N < Fm< 0,00097*v2 + 140 N
where [Fm] = mean contact force in N and [v] = speed in km/h.
In accordance to clause 4.2.16, overhead contact lines shall be designed to be capable to sustain this upper limit force curve given in Table 4.2.15. 4.2.16. Dynamic behaviour and quality of current collection
The overhead contact line shall be designed in accordance with the requirements for dynamic behaviour. Contact wire uplift at the design speed shall comply with the stipulations in Table 4.2.16. The quality of current collection has a fundamental impact on the life of a contact wire and shall, therefore, comply with agreed and measurable parameters.
Compliance with the requirements on dynamic behaviour shall be verified by assessment of:
—
Contact wire uplift
and either
—
Mean contact force Fm and standard deviation σmax
or
—
Percentage of arcing
The Contracting Entity shall declare the method to be used for verification. The values to be achieved by the chosen method are set out in Table 4.2.16. Table 4.2.16
Requirements for dynamic behaviour and current collection quality
Requirement
For v > 160 km/h
For v ≤ 160 km/h
Space for steady arm uplift
2S
0
Mean contact force F
m
See clause 4.2.15
Standard deviation at maximum line speed σ
max (N)
0.3 F
m
Percentage of arcing at maximum line speed, NQ (%) (minimum duration of arc 5 ms)
≤ 0,1 for AC systems
≤ 0,2 for DC systems
≤ 0,1
For definitions, values and test methods refer to EN50317:2002 and EN50318:2002. S0 is the calculated, simulated or measured uplift of the contact wire at a steady arm, generated in normal operating conditions with one or more pantographs with a mean contact force Fm at the maximum line speed. When the uplift of the steady arm is physically limited due to the overhead contact line design, it is permissible for the necessary space to be reduced to 1,5 S0 (refer to EN50119:2009 clause 5.10.2).
Maximum force (Fmax) on an open route is usually within the range of Fm plus three standard deviations σmax; higher values may occur at particular locations and are given in EN50119:2009, Table 4 clause 5.2.5.2. For rigid components such as section insulators in overhead contact line systems, the contact force can increase up to a maximum of 350 N.
4.2.17. Pantograph spacing
The overhead contact line shall be designed for a minimum of two pantographs operating adjacently, having a minimum spacing centre line to centre line of the pantograph head as set out in Table 4.2.17:
Table 4.2.17
Pantograph spacing
Operating Speed
(km/h)
AC Minimum distance
(m) 3 kV DC Minimum distance
(m) 1,5 kV DC Minimum distance
(m) Type
A
B
C
A
B
C
A
B
C
160 < v ≤ 200
200
85
35
200
115
35
200
85
35
120 < v ≤ 160
85
85
35
20
20
20
85
35
20
80 < v ≤ 120
20
15
15
20
15
15
35
20
15
v ≤ 80
8
8
8
8
8
8
20
8
8
If applicable, the following parameters shall be declared in the Register of infrastructure (see Annex C):
—
the distance design type (A or B or C) for the OCL according to Table 4.2.17,
—
the minimum spacing between adjacent pantographs below those shown in the Table 4.2.17,
—
the number of pantographs above two, for which the line has been designed.
4.2.18. Contact wire material
The combination of contact wire material and contact strip material has a strong impact on the wear on both sides.
Permissible materials for contact wires are copper and copper-alloy (excluding copper-cadmium-alloys). The contact wire shall comply with the requirements of EN50149:2001 clauses 4.1, 4.2 and 4.5 to 4.7 (excluding Table 1).
For AC lines the contact wire shall be designed to permit the use of plain carbon contact strips (CR LOC&PAS TSI clause 4.2.8.2.9.4.2). Where the IM accepts other contact strip material an entry shall be made in the Register of infrastructure (see Annex C).
For DC lines the contact wire shall be designed to accept contact strip materials in accordance with CR LOC&PAS TSI clause 4.2.8.2.9.4.2. 4.2.19. Phase separation sections
The design of phase separation sections shall ensure that trains can move from one section to an adjacent one without bridging the two phases. Power consumption shall be brought to zero according to EN50388:2005 clause 5.1. Adequate means (except the short separation section as in Annex F — fig. F.1) shall be provided to allow a train that is stopped within the phase separation section to be restarted. The neutral section shall be connectable to the adjacent sections by remotely controlled disconnectors.
The design of separation sections shall normally adopt solutions as described in EN50367:2006 Annex A.1 or in Annex F to this TSI. Where an alternative solution is proposed, it shall be demonstrated that the alternative is at least as reliable.
Information on the design of phase separation sections and permissible configuration of raised pantographs shall be provided in the Register of infrastructure (see Annex C).
4.2.20. System separation sections
4.2.20.1. General
The design of system separation sections shall ensure that vehicles can move from one power supply system to an adjacent different power supply system without bridging the two systems. A system separation between AC and DC system needs additional measures to be taken in the return circuit as defined in EN50122-2:1998, clause 6.1.1. There are two methods for traversing system separation sections:
(a) with pantograph raised and touching the contact wire,
(b) with pantograph lowered and not touching the contact wire.
The neighbouring Infrastructure Managers shall agree either (a) or (b) according to the prevailing circumstances. The method to be adopted shall be recorded in the Register of infrastructure (see Annex C).
4.2.20.2. Pantographs raised
If system separation sections are traversed with pantographs raised to the contact wire, their functional design is specified as follows:
—
the geometry of different elements of the overhead contact line shall prevent pantographs short-circuiting or bridging both power systems,
—
provision shall be made in the energy subsystem to avoid bridging of both adjacent power supply systems should the opening of the on-board circuit breaker(s) fail,
—
variation in contact wire height along the entire separation section shall fulfil requirements set in EN50119:2009 clause 5.10.3. The pantograph arrangements that are permitted to traverse the system separation with pantographs raised shall be provided in the Register of infrastructure (see Annex C).
4.2.20.3. Pantographs lowered
This option shall be chosen if the conditions of operation with pantographs raised cannot be met.
If a system separation section is traversed with pantographs lowered, it shall be designed so as to avoid the bridging by an unintentionally raised pantograph. Equipment shall be provided to switch off both power supply systems should a pantograph remain raised, e.g. by detection of short circuits.
4.2.21. Electric energy consumption measuring equipment
As it is specified in clause 2.1 of this TSI, requirements for the on-board electric energy consumption measuring equipment are set out in the CR LOC&PAS TSI.
If an electric energy consumption measuring equipment is installed, it shall be compatible with CR LOC&PAS TSI clause 4.2.8.2.8. This equipment can be used for billing purposes and the data provided by it shall be accepted for billing in all Member States.
4.3. Functional and technical specifications of the interfaces
4.3.1. General requirements
From the standpoint of technical compatibility, the interfaces are listed in subsystem order as follows: rolling stock, infrastructure, control and command and signalling, traffic operation and management. They also include indications to safety in railway tunnels TSI (SRT TSI).
4.3.2. Locomotives and Passenger Rolling Stock
CR ENE TSI
CR LOC&PAS TSI
Parameter
Clause
Parameter
Clause
Voltage and frequency
4.2.3
Operation within range of voltages and frequencies
4.2.8.2.2
Max train current
4.2.4.1
Max power and current from OCL
4.2.8.2.4
Power factor of trains
4.2.4.2
Power factor
4.2.8.2.6
Current capacity DC systems trains at standstill
4.2.6
Maximum current at standstill for DC systems
4.2.8.2.5
Regenerative braking
4.2.7
Regenerative brake with energy to OCL
4.2.8.2.3
Electrical protection coordination arrangements
4.2.8
Electrical protection of the train
4.2.8.2.10
Harmonics and dynamic effects for AC systems
4.2.9
System energy disturbances for AC systems
4.2.8.2.7
Geometry of the overhead contact line
4.2.13
Working range in height of pantograph
4.2.8.2.9.1
Pantograph head geometry
4.2.8.2.9.2
Pantograph gauge
4.2.14
Pantograph head geometry
4.2.8.2.9.2
Gauging
4.2.3.1
Mean contact force
4.2.15
Pantograph static contact force
4.2.8.2.9.5
Pantograph contact force and dynamic behaviour
4.2.8.2.9.6
Dynamic behaviour and quality of current collection
4.2.16
Pantograph contact force and dynamic behaviour
4.2.8.2.9.6
Pantograph spacing
4.2.17
Arrangements of pantographs
4.2.8.2.9.7
Contact wire material
4.2.18
Contact strip material
4.2.8.2.9.4.2
Separation sections:

Running through phase or system separation section
4.2.8.2.9.8
phase
4.2.19
system
4.2.20
Electric energy consumption measuring equipment
4.2.21
Energy consumption measuring function
4.2.8.2.8
4.3.3. Infrastructure
CR ENE TSI
CR INF TSI
Parameter
Clause
Parameter
Clause
Pantographs gauge
4.2.14
Structure gauge
4.2.4.1
Protective provisions of:

Protection against electric shock
4.2.11.3
—
OCL system
4.7.3
—
current return circuit
4.7.4
4.3.4. Control-Command and Signalling
The interface for power control at phase and system separation sections is an interface between the energy and the rolling stock subsystems. However, it is controlled via the control-command and signalling subsystem and consequently the interface is specified in the CR CCS TSI and the CR LOC & PAS TSI.
Since the harmonic currents generated by rolling stock affect the control-command and signalling subsystem through the energy subsystem, this subject is dealt within the control-command and signalling subsystem.
4.3.5. Traffic Operation and Management
The Infrastructure Manager is required to have systems in place to communicate with the Railway Undertakings.
CR ENE TSI
CR OPE TSI
Parameter
Clause
Parameter
Clause
Management of power supply
4.4.2
Description of the line and the relevant lineside equipment associated with the lines worked over
4.2.1.2.2
Informing the driver in real time
4.2.1.2.3
Execution of works
4.4.3
Modified elements
4.2.1.2.2.2
4.3.6. Safety in Railway Tunnels
CR ENE TSI
SRT TSI
Parameter
Clause
Parameter
Clause
Continuity of power supply in case of disturbances in tunnels
4.2.5
Segmentation of overhead line or conductor rails
4.2.3.1
4.4. Operating rules
4.4.1. Introduction
To meet the essential requirements in Chapter 3, the operating rules specific to the subsystem concerned by this TSI are as follows:
4.4.2. Management of power supply
4.4.2.1. Management of power supply under normal conditions
Under normal conditions in order to conform to clause 4.2.4.1, the maximum permissible train current shall not exceed the value contained in the Register of Infrastructure (see Annex C).
4.4.2.2. Management of power supply under abnormal conditions
Under abnormal conditions the maximum permissible train current (see Annex C) can be lower. The Infrastructure Manager shall give notice of the variation to the Railway Undertakings.
4.4.2.3. Management of power supply in case of danger
Procedures shall be implemented by the Infrastructure Manager to manage the power supply adequately in an emergency. Railway undertakings operating and companies working on the line shall be given notice of the temporary measures, of their geographic location, their nature and the means of signalling. The responsibility for earthing shall be defined in the emergency plan to be written by the Infrastructure Manager. Conformity assessment shall be carried out by checking the existence of communications channels, instructions, procedures and devices to be used in emergency.
4.4.3. Execution of works
In certain situations involving pre-planned works, it may be necessary to temporarily suspend the specifications of the energy subsystem and its interoperability constituents defined in chapters 4 and 5 of the TSI. In this case, the Infrastructure Manager shall define the appropriate exceptional operating conditions needed to ensure safety.
The following general provisions apply:
—
the exceptional operating conditions not complying with the TSIs shall be temporary and planned,
—
railway undertakings operating and companies working on the line shall be given notice of these temporary exceptions, of their geographic location, their nature and the means of indication.
4.5. Maintenance rules
The specified characteristics of the power supply system (including substations and sectioning locations) and the overhead contact line shall be upheld during their lifetime.
A maintenance plan shall be drawn up to ensure that the specified characteristics of the energy subsystem required to assure interoperability are upheld within the specified limits. The maintenance plan shall contain in particular the description of professional competences for the staff and of the personal protective safety equipment to be used by it.
Maintenance procedures shall not downgrade safety provisions such as the continuity of return current circuit, limitation of overvoltages and detection of short circuits.
4.6. Professional qualifications
The IM is responsible for the professional qualifications and competence of the staff which operates and controls the energy subsystem; the IM has to ensure that the processes for competence assessment are clearly documented. The competence requirements for the maintenance of the energy subsystem shall be detailed in the maintenance plan (see clause 4.5).
4.7. Health and safety conditions
4.7.1. Introduction
The health and safety conditions of staff required for the operation and maintenance of the energy subsystem and for the implementation of the TSI, are described in the following clauses.
4.7.2. Protective provisions of substations and sectioning locations
Electrical safety of the traction power supply systems’ shall be achieved by designing and testing these installations according to EN50122-1:1997, clauses 8 (excluding reference to EN50179) and 9.1. Substations and sectioning locations shall be barred against unauthorised access.
The earthing of substations and sectioning locations shall be integrated into the general earthing system along the route.
For each installation, it shall be demonstrated that return current circuits and earthing conductors are adequate by design review. It shall be demonstrated that the provisions for protection against electric shock and rail potential, as designed, have been installed.
4.7.3. Protective provisions of overhead contact line system
Electrical safety of the overhead contact line system and protection against electric shock shall be achieved by compliance with EN50119:2009 clause 4.3 and EN50122-1:1997 clauses 4.1, 4.2, 5.1, 5.2 and 7, excluding requirements for connections for track circuits.
The earthing provisions of the overhead contact line system shall be integrated into the general earthing system along the route.
For each installation, it shall be demonstrated that earthing conductors are adequate, by design review. It shall be demonstrated that the provisions for protection against electric shock and rail potential, as designed, have been installed.
4.7.4. Protective provisions of current return circuit
Electrical safety and functionality of the current return circuit shall be achieved by designing these installations according to EN50122-1:1997, clauses 7 and 9.2 to 9.6 (excluding reference to EN 50179).
For each installation it shall be demonstrated that return current circuits are adequate by design review. It shall also be demonstrated that the provisions for protection against electric shock and rail potential, as designed, have been installed.
4.7.5. Other general requirements
In addition to clauses 4.7.2 to 4.7.4, and the requirements specified in the maintenance plan (see clause 4.5), precautions shall be taken to ensure health and safety for maintenance and operations staff, in accordance with the European regulations and the national regulations that are compatible with European legislation.
4.7.6. High Visibility Clothing
Staff engaged in the maintenance of the energy subsystem, when working on or near the track, shall wear reflective clothes, which bear the CE mark (and therefore satisfy the provisions of Council Directive 89/686/EEC of 21 December 1989 on the approximation of the laws of the Member States relating to personal protective equipment (1).
4.8. Register of Infrastructure and European register of authorised typed of vehicles
4.8.1. Introduction
In accordance with Articles 33 and 35 of the Directive 2008/57/EC, each TSI shall indicate precisely the information that must be included in the European register of authorised types of vehicles and Register of Infrastructure.
4.8.2. Register of infrastructure
Annex C to this TSI indicates which information concerning the energy subsystem shall be included in the Register of infrastructure. In all cases when any part or whole of an energy subsystem is made compliant with this TSI, an entry shall be made in the Register of Infrastructure as indicated in Annex C and the relevant clause in chapters 4 and 7.5 (specific cases).
4.8.3. European register of authorised types of vehicles
Annex D to this TSI indicates which information concerning the energy subsystem shall be included in the European register of authorised types of vehicles. 5. INTEROPERABILITY CONSTITUENTS
5.1. List of constituents
The interoperability constituents are covered by the relevant provisions of the Directive 2008/57/EC, and are listed below so far as the energy subsystem is concerned.
Overhead contact line
:
The Interoperability Constituent overhead contact line consists of the components listed below to be installed within an energy subsystem, and the associated design and configuration rules.
The components of an overhead contact line are an arrangement of wire(s) suspended over the railway line for supplying electricity to electric trains, together with associated fittings, in-line insulators and other attachments including feeders and jumpers. It is placed above the upper limit of the vehicle gauge, supplying vehicles with electrical energy through pantographs.
The supporting components such as cantilevers, masts and foundations, return conductors, auto-transformer feeders, switches and other insulators are not part of the interoperability constituent overhead contact line. They are covered by subsystem requirements so far as interoperability is concerned.
The conformity assessment shall cover the phases and characteristics as indicated in clause 6.1.3 and by X in the Table A.1 of Annex A to this TSI.
5.2. Constituents’ performances and specifications
5.2.1. Overhead contact line
5.2.1.1. Geometry of the OCL
The design of the overhead contact line shall comply with clause 4.2.13. 5.2.1.2. Mean contact force
The overhead contact line shall be designed by using the mean contact force F
m stipulated in clause 4.2.15. 5.2.1.3. Dynamic behaviour
Requirements for dynamic behaviour of the overhead contact line are set out in clause 4.2.16. 5.2.1.4. Space for uplift
The overhead contact line shall be designed providing the required space for uplift as set out in clause 4.2.16. 5.2.1.5. Design for pantograph spacing
The overhead contact line shall be designed for a pantograph spacing as specified in clauses 4.2.17. 5.2.1.6. Current at standstill
For DC systems, the overhead contact line shall be designed for the requirements set out in clause 4.2.6. 5.2.1.7. Contact wire material
The contact wire material shall comply with the requirements set out in clause 4.2.18. 6. ASSESSMENT OF CONFORMITY OF THE INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMS
6.1. Interoperability Constituents
6.1.1. Conformity assessment procedures
The conformity assessment procedures of interoperability constituents as defined in Chapter 5 of this TSI shall be carried out by application of relevant modules.
Assessment procedures for particular requirements for interoperability constituent are set out in clause 6.1.4. 6.1.2. Application of modules
The following modules for conformity assessment of interoperability constituents are used:
—
CA
Internal production control
—
CB
EC type examination
—
CC
Conformity to type based on internal production control
—
CH
Conformity based on full quality management system
—
CH1
Conformity based on full quality management system plus design examination
Table 6.1.2
Modules for conformity assessment to be applied for ICs
Procedures
Modules
Placed on the EU market before entry in force of this TSI
CA or CH
Placed on the EU market after entry in force of this TSI
CB+CC or CH1
The modules for conformity assessment of interoperability constituents shall be chosen from those shown in Table 6.1.2. In the case of products placed on the market before the publication of this TSI, the type is considered to have been approved and therefore EC type examination (module CB) is not necessary, provided that the manufacturer demonstrates that tests and verification of interoperability constituents have been considered successful for previous applications under comparable conditions and are in conformity with the requirements of this TSI. In this case these assessments shall remain valid in the new application. If it is not possible to demonstrate that the solution is positively proven in the past, the procedure for ICs placed on the EU market after publication of this TSI applies.
6.1.3. Innovative solutions for Interoperability Constituents
If an innovative solution is proposed for an interoperability constituent as defined in clause 5.2, the manufacturer or his authorised representative established within the Community shall state the deviations from the relevant clause of this TSI and submit them to the Commission for analysis.
In case the analysis results in a favourable opinion, the appropriate functional and interface specifications for the constituent and the assessment method will be developed under the authorisation of the Commission.
The appropriate functional and interface specifications and the assessment methods so produced shall be incorporated in the TSI by the revision process.
By the notification of a decision of the Commission, taken in accordance with Article 29 of the Directive, the innovative solution may be permitted to be used before being incorporated into the TSI by the revision process.
6.1.4. Particular assessment procedure for Interoperability Constituent — OCL
6.1.4.1. Assessment of dynamic behaviour and quality of current collection
The assessment of the dynamic behaviour and the quality of the current collection involves the overhead contact line (energy subsystem) and the pantograph (rolling stock subsystem).
A new design of overhead contact line shall be assessed by simulation according to EN50318:2002 and by measurement of a test section of the new design according to EN50317:2002. For the purposes of simulation and analysis of the results, representative features (for example tunnels, crossovers, neutral sections etc.) shall be taken into account.
The simulations shall be made using at least two different TSI compliant (2) types of pantograph for the appropriate speed (3) and supply system, up to the design speed of the proposed Interoperability Constituent overhead contact line.
It is permitted to perform the simulation using types of pantograph that are under the process of IC certification, provided that they fulfil the other requirements of CR LOC&PAS TSI.
The simulation shall be performed for single pantograph and multiple pantographs with spacing according to the requirements set in clause 4.2.17. In order to be acceptable, the simulated current collection quality shall be in accordance with clause 4.2.16 for uplift, mean contact force and standard deviation for each of the pantographs.
If the simulation results are acceptable, a site dynamic test with a representative section of the new overhead contact line shall be undertaken.
For the above mentioned site test, one of the two types of the pantograph chosen for the simulation, shall be installed on a rolling stock that allows the appropriate speed on the representative section.
The tests shall be performed at least for the worst case arrangements of the pantographs derived from the simulations and shall fulfil the requirements set out in clause 4.2.17. Each pantograph shall produce a mean contact force up to the envisaged design speed of the OCL under test as required by clause 4.2.15. In order to be acceptable, the measured current collection quality shall be in accordance with clause 4.2.16, for uplift, and either mean contact force and standard deviation or percentage of arcing.
If all the above assessments are passed successfully, the tested overhead contact line design shall be considered to be compliant and may be used on lines where the characteristics of the design are compatible.
Assessment of dynamic behaviour and quality of current collection for interoperability constituent pantograph are set out in clause 6.1.2.2.6 of CR LOC&PAS TSI
6.1.4.2. Assessment of current at standstill
The conformity assessment shall be carried out in accordance with EN50367:2006, Annex A.4.1. 6.1.5. EC declaration of conformity of Interoperability Constituents
According to Annex IV clause 3 of the Directive 2008/57/EC, the EC declaration of conformity shall be accompanied by statement setting out the condition of use:
—
nominal voltage and frequency,
—
maximum design speed.
6.2. Energy subsystem
6.2.1. General provisions
At the request of the applicant, the Notified Body carries out EC verification in accordance with Annex VI to the Directive 2008/57/EC, and in accordance with the provisions of the relevant modules.
If the applicant demonstrates that tests or verifications of an energy subsystem have been successful for previous applications of a design in similar circumstances, the Notified Body shall take these tests and verifications into account for the EC verification.
Assessment procedures for particular requirements for subsystem are set out in clause 6.2.4. The applicant shall draw up the EC declaration of verification for the energy subsystem in accordance with Article 18(1) of and Annex V to the Directive 2008/57/EC.
6.2.2. Application of modules
For the EC verification procedure of the energy subsystem the applicant or its authorised representative established within the Community may choose either:
—
module SG: EC verification based on unit verification, or
—
module SH1: EC verification based on full quality management system plus design examination.
6.2.2.1. Application of module SG
In case of module SG, the Notified Body may take into account evidence of examinations, checking or tests that have been successfully performed, under comparable conditions by other bodies (4) or by (or on behalf of) the applicant.
6.2.2.2. Application of module SH1
The module SH1 may be chosen only where the activities contributing to the proposed subsystem to be verified (design, manufacturing, assembling, installation) are subject to a quality management system for design, production, final product inspection and testing, approved and surveyed by a Notified Body.
6.2.3. Innovative solutions
If the subsystem includes an innovative solution as defined in clause 4.1, the applicant shall state the deviation from the relevant clauses of the TSI and submit them to the Commission.
In case of favourable opinion, the appropriate functional and interface specifications, and the assessment methods for this solution will be developed.
The appropriate functional and interface specifications and the assessment methods so produced shall then be incorporated in the TSI by the revision process. By the notification of a decision of the Commission, taken in accordance with Article 29 of the Directive, the innovative solution may be permitted to be used before being incorporated into the TSI by the revision process.
6.2.4. Particular assessment procedures for Subsystem
6.2.4.1. Assessment of mean useful voltage
The assessment shall be carried out in accordance with EN50388:2005, clauses 14.4.1, 14.4.2 (simulation only) and 14.4.3. 6.2.4.2. Assessment of regenerative braking
The assessment for AC power supply fixed installations shall be carried out according to EN50388:2005, clause 14.7.2. The assessment for DC power supply shall be carried out by a design review.
6.2.4.3. Assessment of electrical protection coordination arrangements
The assessment shall be carried out for design and operation of substations in accordance with EN50388:2005 clause 14.6. 6.2.4.4. Assessment of harmonic and dynamic effects for AC systems
The assessment, based on a compatibility study, shall be conducted according to EN50388:2005 clause 10.3 taking into account over-voltages given in EN 50388:2005 clause 10.4. 6.2.4.5. Assessment of dynamic behaviour and quality of current collection (integration into a subsystem)
If the overhead contact line to be installed on a new line is certificated as an Interoperability Constituent, measurements of the interaction parameters in accordance with EN50317:2002 shall be used to check the correct installation.
These measurements shall be carried out with an Interoperability Constituent pantograph, exhibiting the mean contact force characteristics as required by clause 4.2.15 of this TSI for the envisaged design speed of the overhead contact line.
The main goal of this test is to identify construction errors but not to assess the design in principle.
The installed overhead contact line can be accepted if the measurement results comply with the requirements in clause 4.2.16 for uplift, and either mean contact force and standard deviation or percentage of arcing.
Assessment of dynamic behaviour and quality of current collection for integration of the pantograph into rolling stock subsystem are set out in clause 6.2.2.2.14 of CR LOC&PAS TSI
6.2.4.6. Assessment of maintenance plan
The assessment shall be carried out by verifying the existence of the maintenance.
The Notified Body is not responsible for assessing the suitability of the detailed requirements set out in the plan.
6.3. Subsystem containing Interoperability Constituents not holding an EC declaration
6.3.1. Conditions
During the transition period provided in Article 4 of this Decision, a Notified Body is permitted to issue an EC certificate of verification for a subsystem, even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following criteria are complied with:
—
the conformity of the subsystem has been checked against the requirements of Chapter 4 and in relation to Chapter 6.2. to 7 (except ‘Specific Cases’) of this TSI by the Notified Body.
Furthermore the conformity of the ICs to Chapters 5 and 6.1 does not apply, and
—
the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, have been used in a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI.
EC Declarations of conformity and/or suitability for use shall not be drawn up for the interoperability constituents assessed in this manner.
6.3.2. Documentation
The EC certificate of verification of the subsystem shall indicate clearly which interoperability constituents have been assessed by the Notified Body as part of the subsystem verification.
The EC declaration of verification of the subsystem shall indicate clearly:
—
which interoperability constituents have been assessed as part of the subsystem,
—
confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem,
—
for those interoperability constituents, the reason(s) why the manufacturer did not provide an EC declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 17 of Directive 2008/57/EC.
6.3.3. Maintenance of the subsystems certified according to 6.3.1
During the transition period as well as after the transition period has ended, until the subsystem is upgraded or renewed (taking into account the decision of Member State on application of TSIs), the interoperability constituents which do not hold an EC Declaration of conformity and/or suitability for use and of the same type are permitted to be used as maintenance related replacements (spare parts) for the subsystem, under the responsibility of the body responsible for maintenance. In any case the body responsible for maintenance must ensure that the components for maintenance related replacements are suitable for their applications, are used within their area of use, and enable interoperability to be achieved within the rail system while at the same time meeting the essential requirements. Such components must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain. 7. IMPLEMENTATION
7.1. General
The Member State shall specify for TEN lines those parts of the energy subsystem, which are required for interoperable services (e.g. overhead contact line over tracks, sidings, stations, marshalling yards) and therefore need to comply with this TSI. In specifying these elements the Member State shall consider the coherence of the system as a whole.
7.2. Progressive strategy towards interoperability
7.2.1. Introduction
The strategy described in this TSI applies to new, upgraded and renewed lines.
Modification of existing lines to bring them into conformity with the TSIs may entail high investment costs and, consequently, can be progressive.
In accordance with the conditions laid down in Article 20(1) of the Directive 2008/57/EC, the migration strategy indicates the way existing installations shall be adapted when it is economically justified to do so.
7.2.2. Migration strategy for voltage and frequency
The choice of power supply system is a Member State decision. The decision should be taken on economic grounds, taking into account at least the following factors:
—
the existing power supply system in that Member State,
—
any connection to railway line in neighbouring countries with an existing electrical power supply.
7.2.3. Migration strategy for pantographs and OCL geometry
The overhead contact line shall be designed for use by at least one of the pantographs with the head geometry (1 600 mm or 1 950 mm) specified in the CR LOC&PAS TSI clause 4.2.8.2.9.2. 7.3. Application of this TSI to new lines
Chapters 4 to 6 and any specific provisions in paragraph 7.5 below apply in full to the lines coming within the geographical scope of this TSI (cf. paragraph 1.2) which will be put into service after this TSI enters into force
7.4. Application of this TSI to existing lines
7.4.1. Introduction
Whilst the TSI can be fully applied to new installations, implementation on existing lines may require modifications of existing equipment. The degree of necessary modification will depend on the extent of conformity of the existing equipment. The following principles apply in the case of the CR TSI, without prejudice to clause 7.5 (Specific cases).
Where Article 20(2) of the Directive 2008/57/EC applies meaning that an authorisation of placing into service is required, the Member State decides which requirements of the TSI must be applied taking into account the migration strategy.
Where Article 20(2) of the Directive 2008/57/EC does not apply because a new authorisation of placing into service is not required, the conformity with this TSI is recommended. Where it is not possible to achieve conformity, the contracting entity informs the Member State of the reason thereof.
When the Member State requires placing new equipment into service, the Contracting Entity shall define the practical measures and different phases of the project which are necessary to achieve the required levels of performance. These project phases may include transition periods for placing equipment into service with reduced levels of performance.
An existing subsystem may allow the circulation of TSI-conform vehicles whilst meeting the essential requirements of Directive 2008/57/EC. The infrastructure manager should be able in this case, on a voluntary basis, to complete the Register of Infrastructure set out in Article 35 of Directive 2008/57/EC. The procedure to be used for the demonstration of the level of compliance with the basic parameters of the TSI shall be defined in the specification of the Infrastructure Register to be adopted by the Commission in accordance with that Article.
7.4.2. Upgrading/renewal of the OCL and/or the power supply
It is possible to gradually modify all or part of the Overhead Contact Line and/or the power supply system — element by element — over an extended period of time to achieve conformance with this TSI.
However the conformity of the entire subsystem can only be declared when all elements have been brought into conformity with the TSI.
The process of upgrading/renewal should take into consideration the need of maintaining compatibility with the existing energy subsystem and other subsystems. For a project including elements not being TSI conform, the procedures for the assessment of conformity and EC verification to be applied should be agreed with the Member State.
7.4.3. Parameters related to maintenance
While maintaining the energy subsystem, formal verifications and authorisations for placing into service are not required. However, maintenance replacements may be as far as reasonably practicable, be undertaken in accordance with the requirements of this TSI contributing to the development of interoperability.
7.4.4. Existing subsystem that are not subject to a renewal or upgrading project
A subsystem in current operation may permit trains conforming to the requirements of the HS and CR rolling stock TSIs to operate whilst meeting the essential requirements. The Infrastructure Manager may in this case, on a voluntary basis, complete the Register of infrastructure in accordance with Annex C to this TSI to show the level of compliance with the basic parameters of this TSI.
7.5. Specific cases
7.5.1. Introduction
The following special provisions are permitted in the specific cases below:
(a) ‘P’ cases: permanent cases;
(b) ‘T’ cases: temporary cases, where it is recommended that the target system is reached by 2020 (an objective set in Decision No 1692/96/EC of the European Parliament and Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network (5), as amended by Decision No 884/2004/EC of the European Parliament and of the Council (6).
7.5.2. List of specific cases
7.5.2.1. Particular features on the Estonian network
P case
All the basic parameters from clause 4.2.3 to 4.2.20 are not applicable for lines with 1 520 mm track and they are an open point.
7.5.2.2. Particular features on the French network
7.5.2.2.1. Voltage and frequency (4.2.3)
T case
The values and limits of the voltage and frequency at the terminals of the substation and at the pantograph of the 1,5 kV DC electrified lines:
—
Nimes to Port Bou,
—
Toulouse to Narbonne,
may extend the values set out in EN50163:2004, clause 4 (Umax2 close to 2 000 V).
7.5.2.2.2. Mean Contact Force (4.2.15)
P case
For DC 1,5 kV line the mean contact force is in the following range:
Table 7.5.2.2.2
Ranges of the mean contact force
DC 1,5 kV
70 N < Fm< 0,00178*v2 + 110 N with a value of 140 N at standstill
7.5.2.3. Particular features on the Finnish network
7.5.2.3.1. Geometry of the overhead contact line — contact wire height (4.2.13.1)
P case
Nominal contact wire height is 6,15 m, minimum 5,60 m and maximum 6,60 m.
7.5.2.4. Particular features on the Latvian network
P case
All the basic parameters from clauses 4.2.3 to 4.2.20 are not applicable for lines with 1 520 mm track and they are an open point.
7.5.2.5. Particular features on the Lithuanian network
P case
All the basic parameters from clauses 4.2.3 to 4.2.20 are not applicable for lines with 1 520 mm track and they are an open point.
7.5.2.6. Particular features on the Slovenian network
7.5.2.6.1. Pantograph gauge (4.2.14)
P case
For Slovenia for renewal and upgrade of existing lines with regard to existing gauge of the structures (tunnels, overpasses, bridges) the mechanical kinematic pantograph gauge is in accordance with the pantograph profile 1 450 mm as defined in standard EN 50367, 2006, figure B.2. 7.5.2.7. Particular features on the UK network for Great Britain
7.5.2.7.1. Contact wire height (4.2.13.1)
P case
In Great Britain, for upgrade or renewal of the existing energy subsystem, or the construction of new energy subsystems on existing infrastructure, the nominal contact wire height adopted shall not be less than 4 700 mm.
7.5.2.7.2. Lateral deviation (4.2.13.3)
P cases
In Great Britain, for new, upgraded or renewed energy subsystems the permissible lateral deviation of the contact wire in relation to the design track centre line under the action of cross — winds shall be 475 mm (unless a lower value is declared in the register of infrastructure) at a wire height of less than or equal to 4 700 mm including allowances for construction, temperature effects and mast deflection. For wire heights above 4 700 mm, this value shall decrease by 0,040 x (wire height (mm) – 4 700) mm.
7.5.2.7.3. Pantograph gauge (4.2.14 and Annex E)
P cases
In Great Britain, for upgrade or renewal of the existing energy subsystem, or the construction of new energy subsystems on existing infrastructure, the mechanical kinematic pantograph gauge is defined in the diagram below (Figure 7.5.2.7).
Figure 7.5.2.7
Pantograph gauge
The diagram shows the extreme envelope within which movements of the pantograph head shall remain. The envelope shall be placed on the extreme position of track centre-lines permitted by track tolerances, which are not included. The envelope is an absolute gauge, not a Reference Profile subject to adjustments.
At all speeds up to line speed; maximum cant; maximum wind speed at which unrestricted operation is possible, and extreme wind speed, defined in the register of infrastructure:
W = 800 + J mm, when H ≤ 4 300 mm; and
W′ = 800 + J + (0,040 x (H – 4 300)) mm, when H > 4 300 mm.
Where:
H
=
Height to top of envelope above rail level (in mm). The dimension is the sum of the contact wire height and the provision for uplift.
J
=
200 mm on straight track.
J
=
230 mm on curved track.
J
=
190 mm (minimum) where constrained by clearance to civil infrastructure that cannot be economically increased.
Additional allowances shall be made including wear of contact wire, mechanical clearance, static or dynamic electrical clearance.
7.5.2.7.4. 600/750 V DC Electrified Railway using ground level conductor rails
P case
Lines equipped with the electrification system operating at 600/750 V DC and utilising ground level top-contact conductor rails in a three and/or four rail configuration shall continue to be upgraded, renewed and extended where this is economically justified. National Standards shall apply.
7.5.2.7.5. Protective provisions of overhead contact line system (4.7.3)
P case
In the reference to EN50122-1:1997 clause 5.1, the special national condition to this clause (5.1.2.1) shall apply. 8. LIST OF ANNEXES
A.
Conformity assessment of Interoperability Constituents
B.
EC verification of the energy subsystem
C.
Register of infrastructure, information on the energy subsystem
D.
European register of authorised types of vehicles, information required by the energy subsystem
E.
Determination of the mechanical kinematic pantograph gauge
F.
Phase and system separation section solutions
G.
Power factor
H.
Electrical protection: main circuit breaker tripping
I.
List of referenced standards
J.
Glossary

ANNEX A
CONFORMITY ASSESSMENT OF INTEROPERABILITY CONSTITUENTS
A.1. Scope
This Annex indicates the conformity assessment of interoperability constituent (overhead contact line) of the energy subsystem.
For existing interoperability constituents, the process described in Chapter 6.1.2. shall be followed.
A.2. Characteristics
The characteristics of the interoperability constituent to be assessed applying modules CB or CH1 are marked by an X in Table A.1. The production phase shall be assessed within the subsystem.
Table A.1
Assessment of the interoperability constituent: overhead contact line

Assessment in the following phase
Particular assessment procedures

Design and development phase
Production phase
Characteristic — Clause
Design review
Manufacturing process review
Type Test
Product quality
(series production)
Geometry — 5.2.1.1
X
N/A
N/A
N/A

Mean contact force — 5.2.1.2
X
N/A
N/A
N/A

Dynamic behaviour — 5.2.1.3
X
N/A
X
N/A
Conformity Assessment as per clause 6.1.4.1 by validated simulation according to EN50318:2002 for design review, and measurements according to EN50317:2002 for type test
Space for uplift — 5.2.1.4
X
N/A
X
N/A
Validated simulation according to EN50318:2002 for Design review and measurement according to EN50317:2002 for Type Tests with mean contact force according to clause 4.2.15
Design for pantograph spacing — 5.2.1.5
X
N/A
N/A
N/A

Current at standstill — 5.2.1.6
X
N/A
X
N/A
Acc. to clause 6.1.4.2
Contact wire material — 5.2.1.7
X
N/A
X
N/A

N/A: not applicable

ANNEX B
EC VERIFICATION OF THE ENERGY SUBSYSTEM
B.1. Scope
This Annex indicates the EC verification of the energy subsystem.
B.2. Characteristics and Modules
The characteristics of the subsystem to be assessed in the different phases of design, installation and operation are marked by X in Table B.1. Table B.1
EC verification of the energy subsystem
Basic parameters
Assessment phase

Design develop. phase
Production phase
Design review
Construction, assembly, mounting
Assembled, before putting into service
Validation under full operating conditions
Particular assessment procedures
Voltage and frequency — 4.2.3
X
N/A
N/A
N/A

Parameters relating to system performance — 4.2.4
X
N/A
N/A
N/A
Assessment of mean useful voltage acc. to clause 6.2.4.1
Continuity of power supply in case of disturbances in tunnels — 4.2.5
X
N/A
X
N/A

Current capacity, DC systems, trains at standstill — 4.2.6
X (*1)
N/A
N/A
N/A

Regenerative braking — 4.2.7
X
N/A
N/A
N/A
Acc. to clause 6.2.4.2
Electrical protection coordination arrangements — 4.2.8
X
N/A
X
N/A
Acc. to clause 6.2.4.3
Harmonics and dynamic effects for AC systems — 4.2.9
X
N/A
N/A
N/A
Acc. to clause 6.2.4.4
Geometry of the overhead contact line: contact wire height — 4.2.13.1
X (*1)
N/A
N/A
N/A

Geometry of the overhead contact line: Variation in contact wire height — 4.2.13.2
X (*1)
N/A
N/A
N/A

Geometry of the overhead contact line: Lateral deviation — 4.2.13.3
X (*1)
N/A
N/A
N/A

Pantograph gauge — 4.2.14
X
N/A
N/A
N/A

Mean contact force — 4.2.15
X (*1)
N/A
N/A
N/A

Dynamic behaviour and quality of current collection — 4.2.16
X (*1)
N/A
X
N/A
Verification as per clause 6.1.4.1 by validated simulation according to EN50318:2002 for design review.
Verification of assembled overhead contact line as per clause 6.2.4.5 by measurements according to EN 50317:2002
Pantograph spacing — 4.2.17
X (*1)
N/A
N/A
N/A

Contact wire material — 4.2.18
X (*1)
N/A
N/A
N/A

Phase separation sections — 4.2.19
X
N/A
N/A
N/A

System separation sections — 4.2.20
X
N/A
N/A
N/A

Management of power supply in case of danger — 4.4.2.3
X
N/A
X
N/A

Maintenance rules — 4.5
N/A
N/A
X
N/A
Acc. to clause 6.2.4.6
Protection against electric shock 4.7.2, 4.7.3, 4.7.4
X
X
X
N/A1) 1)
Validation under full operating conditions shall only be done when the validation in the phase ‘Assembly before putting into service’ is not possible
N/A: not applicable

ANNEX C
REGISTER OF INFRASTRUCTURE, INFORMATION ON THE ENERGY SUBSYSTEM
C.1. Scope
This Annex covers the information concerning the energy subsystem to be included in the Register of infrastructure for each homogeneous section of compliant lines which has to be established according to clause 4.8.2. C.2. Characteristics to be Described
Table C.1 contains those characteristics of the energy subsystem interoperability for which data are to be given for each line section.
Table C.1
Information to be given in the Register of infrastructure
Parameter, interoperability element
Clause
Voltage and frequency
4.2.3
Maximum train current
4.2.4.1
Maximum current at standstill, DC systems only
4.2.6
Conditions to accommodate regenerated energy
4.2.7
Nominal contact wire height
4.2.13.1
Accepted pantograph profile(s) 4.2.13.3
Maximum line speed with one operating pantograph (if applicable)
4.2.17
Distance design type of OCL
4.2.17
Minimum spacing between adjacent pantograph (if applicable)
4.2.17
Number of pantographs above two for which the line has been designed (if applicable)
4.2.17
Permitted contact strip material
4.2.18
Phase separation sections: type of separation section used
Information on operation, configuration of raised pantograph
4.2.19
System separation sections: type of separation section used
Information on operation: tripping of circuit breaker, lowering of pantographs
4.2.20
Specific Cases
7.5
Any other divergence from the TSI requirements

ANNEX D
EUROPEAN REGISTER OF AUTHORISED TYPES OF VEHICLES, INFORMATION REQUIRED BY THE ENERGY SUBSYSTEM
D.1. Scope
This Annex covers the information concerning the energy subsystem to be included in the European register of authorised types of vehicles.
D.2. Characteristics to be described
Table D.1 contains those characteristics of the energy subsystem interoperability for which data are to be given in the European register of authorised types of vehicles.
Table D.1
Information to be given in the European register of authorised types of vehicles
Parameter, interoperability element
Information
CR LOC&PAS TSI Clause
Electrical Protection of the train
Breaking capacity of on-board circuit breaker (kA), trains operating on a 15 kV 16,7 Hz line
4.2.8.2.10
Arrangement of pantographs
Spacing
4.2.8.2.9.7
Current limitation device fitted
Type/Rating
4.2.8.2.4
Fitment of automatic power control devices
Type/Rating
4.2.8.2.4
Regenerative brake fitted
Yes/No
4.2.8.2.3
Presence of on-board energy metering
Yes/No
4.2.8.2.8
Energy related Specific Cases

7.3
Any other divergence from the TSI requirements

ANNEX E
DETERMINATION OF THE MECHANICAL KINEMATIC PANTOGRAPH GAUGE
E.1. General
E.1.1. Space to be cleared for electrified lines
In the case of lines electrified by an overhead contact line, an additional space should be cleared:
—
to accommodate the OCL equipment,
—
to allow the free passage of the pantograph.
This annex deals with the free passage of the pantograph (pantograph gauge). The electrical clearance is considered by the Infrastructure Manager.
E.1.2. Particularities
The pantograph gauge differs in some aspects from the obstacle gauge:
—
the pantograph is (partly) live and, for this reason, an electrical clearance is to be complied with, according to the nature of the obstacle (insulated or not),
—
the presence of insulating horns should be taken into account, where necessary. Therefore a double reference contour has to be defined to take account of the mechanical and electrical interference simultaneously,
—
in collecting condition, the pantograph is in permanent contact with the contact wire and, for this reason, its height is variable. So is the height of the pantograph gauge.
E.1.3. Symbols and abbreviations
Symbol
Designation
Unit
bw
Half-length of the pantograph bow
m
bw,c
Half-length of the pantograph bow conducting length (with insulating horns) or working length (with conducting horns)
m
b’o,mec
Width of mechanical kinematic pantograph gauge at upper verification point
m
b’u,mec
Width of mechanical kinematic pantograph gauge at lower verification point
m
bh,mec
Width of mechanical kinematic pantograph gauge at intermediate height, h
m
dl
Lateral deviation of contact wire
m
Do
Reference cant taken into account by the vehicle for the pantograph gauge
m
ep
Pantograph sway due to the vehicle characteristics
m
epo
Pantograph sway at the upper verification point
m
epu
Pantograph sway at the lower verification point
m
fs
Margin to take account of the raising of the contact wire
m
fwa
Margin to take account of the wear of the pantograph contact strip
m
fws
Margin to take account of the bow trespassing the contact wire due to the pantograph sway
m
h
Height in relation to the running surface
m
h’co
Reference roll centre height for the pantograph gauge
m
h’
Reference height in the calculation of the pantograph gauge
m
h’o
Maximum verification height of the pantograph gauge in a collecting position
m
h’u
Minimum verification height of the pantograph gauge in a collecting position
m
heff
Effective height of the raised pantograph
m
hcc
Static height of the contact wire
m
I’0
Reference cant deficiency taken into account by the vehicle for the pantograph gauging
m
L
Distance between rail centres of a track
m
l
Track gauge, distance between the rail running edges
m
q
Transverse play between axle and bogie frame or, for vehicles not fitted with bogies, between axle and vehicle body
m
qs’
Quasi-static movement
m
s’o
Flexibility coefficient taken into account by agreement between the vehicle and the infrastructure for the pantograph gauging

S’i/a
Allowed additional overthrow on the inside/outside of the curve for pantographs
m
w
Transverse play between bogie and body
m
θ
Mounting tolerance of the pantograph on the roof.
radian
τ
Transverse flexibility of the mounting device on the roof.
m
Σj
Sum of the (horizontal) safety margins covering some random phenomena (j = 1, 2 or 3) for the pantograph gauge

Subscript a: refers to the outside of the curve.
Subscript i: refers to the inside of the curve.
E.1.4. Basic principles
Figure E.1
Pantograph gauges
Y: Centre line of the track
Y’: Centre line of the pantograph — for deriving the free passage reference profile
Y”: Centre line of the pantograph — for deriving the mechanical kinematic pantograph gauge
1: Pantograph profile
2: Free passage reference profile
3: Mechanical kinematic gauge
The pantograph gauge is only met if the mechanical and electrical gauges are complied with simultaneously:
—
the free passage reference profile includes the pantograph collector head length and the pantograph sway ep, which applies up to the reference cant or cant deficiency,
—
live and insulated obstacles shall remain outside the mechanical gauge,
—
non-insulated obstacles (earthed or at a potential different from the OCL) shall remain outside the mechanical and electrical gauges.
Figure E.1 shows the pantograph mechanical gauges.
E.2. Determination of the mechanical kinematic pantograph gauge
E.2.1. Determination of the width of the mechanical gauge
E.2.1.1. Scope
The width of the pantograph gauge is mainly determined by the length and displacements of the pantograph under consideration. Beyond specific phenomena, phenomena similar to those of the obstacle gauge are found in the transverse displacements.
The pantograph gauge shall be considered at the following heights:
—
the upper verification height h’o
,
—
the lower verification height h’u
.
Between those two heights, it can be considered that gauge width varies in a linear way.
The various parameters are shown in figure E.2. E.2.1.2. Calculation methodology
The pantograph gauge width shall be determined by the sum of the parameters defined below. In the case of a line run by various pantographs, the maximum width should be considered.
For the lower verification point with h = h’u:
For the upper verification point with h = h’o
:
NOTE i/a = inside/outside curve.
For any intermediate height h, width is determined by means of an interpolation:
E.2.1.3. Half-length bw
of the pantograph bow
The half-length bw of the pantograph bow depends of the type of pantograph used. The pantograph profile(s) to be considered are defined in CR LOC&PAS TSI clause 4.2.8.2.9.2. E.2.1.4. Pantograph sway ep
The sway mainly depends on the following phenomena:
—
play q + w in the axle boxes and between bogie and body,
—
the amount of body inclination taken into account by the vehicle (depending on the specific flexibility s’0
, the reference cant D’0
and the reference cant deficiency I’0
),
—
the mounting tolerance θ of the pantograph on the roof,
—
the transverse flexibility τ of the mounting device on the roof,
—
the height under consideration h’.
Figure E.2
Determination of the width of the mechanical kinematic gauge of the pantograph at different heights
Y: Centre of the track
1: Free passage reference profile
2: Mechanical kinematic pantograph gauge
E.2.1.5. Additional overthrows
The pantograph gauge has a specific additional overthrows. In case of standard track gauge the following formula applies:
For other track gauges the national rules apply.
E.2.1.6. Quasi-static effect
Since the pantograph is installed on the roof, the quasi-static effect plays an important role in the calculation of the pantograph gauge. That effect is calculated from the specific flexibility s0’, reference cant D’0
and reference cant deficiency I’0
:
NOTE: Pantographs are normally mounted on the roof of a power unit, whose reference flexibility s0’ is generally smaller than that of the obstacle gauge s0. E.2.1.7. Allowances
According to gauge definition, the following phenomena should be considered:
—
loading dissymmetry,
—
the transverse displacement of the track between two successive maintenance actions,
—
the cant variation occurring between two successive maintenance actions,
—
oscillations generated by track unevenness.
The sum of the abovementioned allowances is covered by Σj.
E.2.2. Determination of the height of the mechanical gauge
Gauge height shall be determined on the basis of the static height hcc
, of the contact wire at the local point under consideration. The following parameters should be considered:
—
the raising fs
of the contact wire generated by the pantograph contact force. The value of fs
depends on the OCL type and so shall be determined by the Infrastructure Manager in accordance with clause 4.2.16,
—
the raising of the pantograph head due to the pantograph head skew generated by the staggered contact point and the wear of the collector strip fws
+ fwa
. The permissible value of fws
is shown in CR LOC&PAS TSI and fwa
. depends on maintenance requirements.
The height of the mechanical gauge is given by the following formula:
E.3. Reference parameters
Parameters for the kinematic mechanical pantograph gauge and for determination of the maximum lateral deviation of the contact wire shall be as follows:
—
l – according to track gauge
—
s0 = 0,225
—
hc0 = 0,5 m
—
I0 = 0,066 m and D0 = 0,066 m
—
h’o = 6,500 m and h’u = 5,000 m
E.4. Calculation of maximum lateral deviation of contact wire
The maximum lateral deviation of the contact wire shall be calculated by taking into consideration the total movement of the pantograph with respect to the nominal track position and the conducting range (or working length, for pantographs without horns made from a conducting material) as follows:
bw,c
– defined in clause 4.2.8.2.9.1 and 4.2.8.2.9.2 of CR LOC&PAS TSI.

ANNEX F
PHASE AND SYSTEM SEPARATION SECTION SOLUTIONS
Phase separation section designs are described in EN50367:2006, Annex A.1.3 (long neutral section) and in Annex A.1.5 (split neutral section – the overlaps can be replaced by double section insulators) or described in the Figures F.1 or F.2. Figure F.1
Separation section with neutral section insulators
In the case of Figure F.1, the neutral sections (d) may be formed by neutral section insulators and the dimensions shall be as follows:
D ≤ 8 m
This small length ensures that the probability of a train stopping inside the phase separation does not require the adequate means to restart.
The length of d shall be chosen in accordance with the system voltage, maximum line speed and the maximum pantograph width.
Figure F.2
Split neutral section
Conditions
:
L′ > D + 2 l D < 79 m
L′′ > 80 m
The span covering three consecutive pantographs shall be greater than 80 m (L′′). The intermediate pantograph may be arranged at any position within this span. Depending on the minimum spacing between two adjacent operating pantographs the infrastructure manager shall state the maximum operating train speed. No electrical connection may exist between pantographs in service.

ANNEX G
POWER FACTOR
This Annex deals only with inductive power factor and power consumption over the range of voltage from U
min1 to U
max1 defined in EN 50163. Table G.1 gives the total inductive power factor λ of a train. For the calculation of λ, only the fundamental of the voltage at pantograph is taken into account.
Table G.1
Total inductive power factor λ of a train
Instantaneous train power P at the pantograph
MW
Category I and II of HS TSI lines (b) TSI line category III; IV; V;VI; VII and Classical lines
P > 2
≥ 0,95
≥ 0,95
0 ≤ P ≤ 2
a
a
For yards or depot, the power factor of the fundamental wave shall be ≥ 0,8 (NOTE 1) under the following conditions: the train is hotelling with traction power switched off and all auxiliaries running and the active power being drawn is greater than 200 kW.
The calculation of overall average λ for a train journey, including the stops, is taken from the active energy WP (MWh) and reactive energy WQ (MVArh) given by a computer simulation of a train journey or metered on an actual train.
a
In order to control the total power factor of the auxiliary load of a train during the coasting phases, the overall average λ (traction and auxiliaries) defined by simulation and/or measurement shall be higher than 0,85 over a complete timetable journey. (typical journey between two stations including commercial stops).
b
applicable to trains in conformity with the HS TSI ‘rolling stock’.
During regeneration, inductive power factor is allowed to decrease freely in order to keep voltage within limits.
NOTE 1: Higher power factors than 0,8 will result in better economic performance due to a reduced requirement for fixed equipment provision.
NOTE 2: on line categories III to VII, for rolling stock existing before publication of this TSI, the Infrastructure Manager may impose conditions e.g. economic, operating, power limitation for acceptance of interoperable trains having power factors below the value specified in Table G.1.
ANNEX H
ELECTRICAL PROTECTION: MAIN CIRCUIT BREAKER TRIPPING
Table H.1
Action on circuit breakers at an internal fault within a traction unit
Power supply system
When any internal defect fault occurs within the traction units
Sequence of tripping for:
Substation feeder circuit breaker
Traction unit circuit breaker
AC 25 000 V-50 Hz
Immediate tripping (1) Immediate tripping
AC 15 000 V-16,7 Hz
Immediate tripping (1) Primary side of the transformer:
Tripping shall be staged (2) Secondary side of the transformer:
Immediate tripping
DC 750 V, 1 500 V and 3 000 V
Immediate tripping (1) Immediate tripping
NOTE 1
New and modernised traction units should be equipped with high speed circuit breakers capable of breaking the maximum short-circuit current in the shortest possible time.
NOTE 2
Immediate tripping means that for high short-circuit current, sub-station or train breaker should operate without introducing intentional delay. If the first stage relay does not act, then the second stage relay (back up protection relay) will act about 300 ms later. As information, with first stage relay, and by state of the art, duration of the highest short circuit current seen from the sub-station breaker is given hereafter:
For AC 15 000 V-16,7 Hz
-> 100 ms
For AC 25 000 V-50 Hz
-> 80 ms
For DC 750 V, 1 500 V and 3 000 V
-> 20 to 60 ms

ANNEX I
LIST OF REFERENCED STANDARDS
Table I.1
List of referenced standards
Index No.
Reference
Document name
Version
BP(s) concerned
1
EN 50119
Railway applications — Fixed installations — Electric traction overhead contact lines
2009
Current capacity, DC systems, trains at standstill (4.2.6),
Contact wire height (4.2.13.1),
Variation in contact wire height (4.2.13.2),
Dynamic behaviour and quality of current collection (4.2.16),
System separation sections (4.2.20),
Protective provisions of overhead contact line system (4.7.3)
2
EN 50122-1
Railway applications — Fixed installations — Electrical safety, earthing and bonding — — Part 1: Protective provisions relating to electrical safety and earthing
1997
Protective provisions of substations and sectioning locations (4.7.2),
Protective provisions of overhead contact line system (4.7.3),
Protective provisions of current return circuit (4.7.4)
3
EN 50122-2
Railway applications — Fixed installations — Electrical safety, earthing and bonding — — Part 2: Protective provisions against the effects of stray currents caused by d.c. traction systems
1998
System separation sections (4.2.20)
4
EN 50149
Railway applications — Fixed installations — Electric traction — Copper and copper alloy grooved contact wires
2001
Contact wire material (4.2.18)
5
EN 50317
Railway applications — Current collection systems — Requirements for and validation of measurements of the dynamic interaction between pantograph and overhead
2002
Dynamic behaviour and quality of current collection (4.2.16)
6
EN 50318
Railway applications — Current collection systems — Validation of simulation of the dynamic interaction between pantograph and overhead contact line
2002
Dynamic behaviour and quality of current collection (4.2.16)
7
EN 50367
Railway applications — Current collection systems — Technical criteria for the interaction between pantograph and overhead line (to achieve free access)
2006
Current capacity, DC systems, trains at standstill (4.2.6),
Mean contact force (4.2.15),
Phase separation sections (4.2.19)
8
EN 50388
Railway applications — Power supply and rolling stock — Technical criteria for the coordination between power supply (substation) and rolling stock to achieve interoperability
2005
Parameters relating to supply system performance (4.2.4),
Electrical protection coordination arrangements (4.2.8),
Harmonics and dynamic effects for AC systems (4.2.9),
Phase separation sections (4.2.19)
9
EN 50163
Railway applications — Supply Voltages of Traction Systems
2004
Voltage and frequency (4.2.3)

ANNEX J
GLOSSARY
Defined term
Abbr.
Definition
Source/Reference
Contact line system

System that distributes the electrical energy to the trains running on the route and transmits it to the trains by means of current collectors

Contact force

Vertical force applied by the pantograph to the OCL
EN 50367:2006
Contact wire uplift

Vertical upward movement of the contact wire due to the force produced from the pantograph
EN 50119:2009
Current collector

Equipment fitted to the vehicle and intended to collect current from a contact wire or conductor rail
IEC 60050-811, definition 811-32-01
Gauge

Set of rules including a reference contour and its associated calculation rules allowing defining the outer dimensions of the vehicle and the space to be cleared by the infrastructure
NOTE: According to the calculation method implemented, the gauge will be a static, kinematic or dynamic

Lateral deviation

Lateral stagger of contact wire in maximum crosswind

Level crossing

An intersection at the same elevation of a road and one or more rail tracks

Line speed

Maximum speed measured in kilometres per hour for which a line has been designed.

Maintenance plan

A series of documents setting out the infrastructure maintenance procedures adopted by an Infrastructure Manager

Mean contact force

Statistical mean value of the contact force
EN 50367:2006
Mean useful voltage train

Voltage identifying the dimensioning train and enables the effect on its performance to be quantified
EN 50388:2005
Mean useful voltage zone

Voltage giving an indication of the quality of the power supply in a geographic zone during the peak traffic period in the timetable
EN 50388:2005
Minimum contact wire height

A minimum value of the contact wire height in the span in order to avoid the arcing between one or more contact wires and vehicles in all conditions

Nominal contact wire height

A nominal value of the contact wire height at a support in the normal conditions
EN 50367:2006
Nominal voltage

Voltage by which an installation or part of an installation is designated
EN 50163:2004
Normal service

Planned timetable service

Overhead contact line
OCL
Contact line placed above (or beside) the upper limit of the vehicle gauge and supplying vehicles with electric energy through roof-mounted current collection equipment
IEC 60050-811-33-02
Reference contour

A contour, associated to each gauge, showing the shape of a cross-section and used as a basis to work out the sizing rules of the infrastructure, on the one hand and of the vehicle, on the other hand

Return circuit

All conductors which form the intended path for the traction return current and the current under fault conditions
EN 50122-1:1997
Static contact force

Mean vertical force exerted upwards by the pantograph head on the OCL, and caused by the pantograph-raising device, whilst the pantograph is raised and the vehicle is standstill
EN 50367:2006

(1)
OJ L 399, 30.12.1989, p. 18.
(2) i.e. pantographs certificated as Interoperability Constituent according to CR or HS TSIs.
(3) i.e. the speed of the two types of pantograph shall be at least equal to the design speed of the simulated overhead contact line.
(4) The conditions to trust checking and tests must be similar to the conditions respected by a Notified Body to subcontract activities (see §6.5 of the Blue Guide on the New Approach).
(5)
OJ L 228, 9.9.1996, p. 1.
(6)
OJ L 167, 30.4.2004, p. 1.
(*1) only to be carried out if the overhead contact line has not been assessed as an interoperability constituent
(1) The tripping of the circuit breaker should be very rapid for high short-circuits currents. As far as possible, the traction unit circuit breaker should trip in order to try to avoid the substation circuit breaker tripping.
(2) If breaking capacity of the circuit breaker allows it, then tripping shall be immediate. Then, as far as possible, the traction unit circuit breaker should trip in order to try to avoid the substation circuit breaker tripping.

Pending: 32011D0229

January 15, 2026
13.4.2011 EN Official Journal of the European Union L 99/1
(1) Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council(2)requires that the European Rail Agency (hereinafter ‘the Agency’) shall 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 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 this framework mandate, the Agency was requested to perform the limited revision of the conventional rail TSI on Rolling stock – Noise (hereinafter ‘TSI Noise’), adopted by Commission Decision 2006/66/EC(5).
(3) A reference track whose use is mandatory under TSI Noise is not available in every Member State, and the Member States cannot be obliged to create one. This has prevented the development of a level playing field for all actors in the European Union and has created the financial burden which is higher than foreseen in the original Decision. Numerous problems regarding the availability of reference track, the test methods and the test costs have been signalled to the Commission and to the Agency.
(4) With the present Decision the Commission intends to clarify responsibilities with regard to the reference track, allow testing on non-reference track while assuring a proper collection and recording of comparable data for a future TSI revision, reduce the burden of proof compliance for small batches of vehicles and include the latest developments with regard to ISO EN 3095 standard.
(5) The noise limits and the scope will remain unchanged. This Decision therefore constitutes only a limited revision of TSI Noise and does not compromise a full revision of TSI Noise as provided in Section 7 of the TSI.
(6) For the sake of clarity and simplicity, it is better to replace Decision 2006/66/EC as a whole.
(7) Decision 2006/66/EC should therefore be repealed.
(8) 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,
(a) national agreements between the Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and necessitated by the very specific or local nature of the intended transport service;
(b) bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;
(c) international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country which deliver significant levels of local or regional interoperability.
1. INTRODUCTION 5
1.1. Technical scope 5
1.2. Geographical scope 5
1.3. Content of this TSI 5
2. DEFINITION OF SUBSYSTEM/SCOPE 5
2.1. Definition of subsystem/scope 5
2.1.1. Self propelling thermal or electric trains 5
2.1.2. Thermal or electric traction units 5
2.1.3. Passenger carriages 6
2.1.4. Freight wagons, including vehicles designed to carry lorries 6
2.1.5. Mobile railway infrastructure construction and maintenance equipment 6
2.2. Interfaces of subsystem 6
3. ESSENTIAL REQUIREMENTS 6
3.1. General 6
3.2. Essential requirements 6
3.3. General essential requirements 7
3.3.1. Environmental protection 7
4. CHARACTERISATION OF THE SUBSYSTEM 7
4.1. Introduction 7
4.2. Functional and technical specifications of the subsystem 7
4.2.1. Noise emitted by freight wagons 7
4.2.2. Noise emitted by locomotives, multiple units, coaches and OTMs. 9
4.2.3. Interior noise of locomotives, multiple units and coaches fitted with a cab 11
4.3. Functional and technical specifications of the interfaces 12
4.4. Operating rules 12
4.5. Maintenance rules 12
4.6. Professional qualifications 12
4.7. Health and safety conditions 12
4.8. Infrastructure and rolling stock registers 12
4.8.1. Infrastructure register 12
4.8.2. Rolling stock register 12
5. INTEROPERABILITY CONSTITUENTS 13
6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATIONS OF THE SUBSYSTEM 13
6.1. Interoperability constituents 13
6.2. Subsystem rolling stock regarding noise emitted by rolling stock 13
6.2.1. Assessment procedures 13
6.2.2. Modules 13
6.2.3. Verification methods specific to noise aspects of rolling stock 13
6.2.4. Units requiring EC certification against the HS RST TSI and against this TSI 15
7. IMPLEMENTATION 15
7.1. General 15
7.2. TSI Revision 15
7.3. A two step approach 15
7.4. Retrofitting programme for noise reduction 15
7.5. Application of this TSI to new rolling stock 15
7.5.1. Starting noise 15
7.5.2. Exceptions for national, bilateral, multilateral or multinational agreements 16
7.6. Application of this TSI to existing rolling stock 16
7.6.1. Renewal or upgrading of existing freight wagons 16
7.6.2. Renewal or upgrading of locomotives, multiple units, coaches and OTMs 16
7.7. Specific cases 16
7.7.1. Introduction 16
7.7.2. List of specific cases 16
APPENDIX A: REFERENCE TRACK DEFINITION 18
APPENDIX B: SMALL DEVIATION CALCULATION METHOD 20
APPENDIX C: MEASUREMENT DETAILS FOR STATIONARY NOISE MEASUREMENTS 22
APPENDIX D: MEASUREMENT DETAILS FOR STARTING NOISE MEASUREMENTS 25
APPENDIX E: MEASUREMENT DETAILS FOR PASS-BY NOISE MEASUREMENTS 28
APPENDIX F: MEASUREMENT DETAILS FOR INTERIOR CAB NOISE MEASUREMENTS 37
APPENDIX G: GENERAL INFORMATION AND DEFINITIONS RELATED TO NOISE TESTING 38
(a) indicates its intended scope (Section 2);
(b) lays down essential requirements for the concerned rolling stock domain and for its interfaces vis-à-vis other subsystems (Section 3);
(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Section 4);
(d) states, in each case under consideration, which procedures are to be used in order for the ‘EC’ verification of the subsystems (Section 6);
(e) indicates the strategy for implementing this TSI (Section 7);
(f) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (Section 4).
(a) it is running on its own rail wheels,
(b) it is designed to have characteristics necessary for the operation of track based train detection systems,
(c) it is in transport (running) configuration on its own rail wheels, self-propelled or hauled.
(a) The freight wagon category, with regard to:—pass-by noise,—stationary noise, — pass-by noise, — stationary noise,
— pass-by noise,
— stationary noise,
— pass-by noise,
— stationary noise,
(b) The locomotives, multiple units, OTMs and coaches categories, with regard to:—stationary noise,—starting noise (not applicable to coaches),—pass-by noise,—interior noise within the driver’s cab, where applicable, — stationary noise, — starting noise (not applicable to coaches), — pass-by noise, — interior noise within the driver’s cab, where applicable,
— stationary noise,
— starting noise (not applicable to coaches),
— pass-by noise,
— interior noise within the driver’s cab, where applicable,
— stationary noise,
— starting noise (not applicable to coaches),
— pass-by noise,
— interior noise within the driver’s cab, where applicable,
(a) open and reserved points declared in the TSI,
(b) a derogation under Article 9 of the Directive 2008/57/EC,
(c) specific cases described in point 7.7 of the present TSI,
(a) safety,
(b) reliability and availability,
(c) health,
(d) environmental protection,
(e) technical compatibility.
(a) Pass-by noise (basic parameter in points 4.2.1.1 and 4.2.2.4),
(b) Stationary noise (basic parameter in points 4.2.1.2 and 4.2.2.2),
(c) Starting noise (basic parameter in point 4.2.2.3),
(d) Interior noise of locomotives, multiple units and driving trailers (basic parameter in point 4.2.3).
(a) stationary noise (basic parameters in points 4.2.1.2 and 4.2.2.2),
(b) starting noise (basic parameter in point 4.2.2.3),
(c) pass-by noise (basic parameters in points 4.2.1.1 and 4.2.2.4),
(d) interior noise of locomotives, multiple units and driving trailers (basic parameter in point 4.2.3).
(a) sound pressure level, according to a defined measuring method.
(b) microphone position,
(c) speed of the wagon,
(d) track conditions (e.g. rail acoustic roughness, vertical and lateral track decay rates.)
(a) sound pressure level, according to a defined measuring method and microphone position,
(b) operating conditions.
(a) the vertical and lateral track decay rate in accordance with EN 15461
(b) the track acoustic roughness in accordance with EN 15610.
Wagons LpAeq,Tp in dB
New wagons with an average number of axles per unit length (apl) up to 0,15 m-1at 80 km/h 82
Renewed or upgraded wagons according Article 20 of Directive 2008/57/EC with an average number of axles per unit length (apl) up to 0,15 m-1at 80 km/h 84
New wagons with an average number of axles per unit length (apl) higher than 0,15 m-1up to 0,275 m-1at 80 km/h 83
Renewed or upgraded wagons according Article 20 of Directive 2008/57/EC with an average number of axles per unit length (apl) higher than 0,15 m-1up to 0,275 m-1at 80 km/h 85
New wagons with an average number of axles per unit length (apl) higher than 0,275 m-1at 80 km/h 85
Renewed or upgraded wagons according Article 20 of Directive 2008/57/EC with an average number of axles per unit length (apl) higher than 0,275 m-1at 80 km/h 87
Wagons LpAeq,T in dB
All freight wagons 65
(a) Sound pressure level, according to a defined measuring method,
(b) Microphone position,
(c) Speed of the unit,
(d) Rail roughness,
(e) Dynamic and radiation behaviour of the track.
(a) sound pressure level, according to a defined measuring method and microphone position,
(b) operating conditions.
Vehicles LpAeq,T in dB
Electric locomotives and OTMs with electric traction 75
Diesel locomotives and OTMs with diesel traction 75
EMUs 68
DMUs 73
Coaches 65
Vehicle LpAFmax in dB
Electric locomotives P < 4 500  kW at the rail wheel 82
Electric locomotives P >/= 4 500  kW at the rail wheel and OTMs with electric traction 85
Diesel locomotives P < 2 000  kW at the engine output shaft 86
Diesel locomotives P >/= 2 000  kW at the engine output shaft and OTMs with diesel traction 89
EMUs 82
DMUs P < 500 kW/engine 83
DMUs P >/= 500 kW/engine 85
(a) the vertical and lateral track decay rate in accordance with EN 15461
(b) the track acoustic roughness in accordance with EN 15610.
Vehicle LpAeq,Tp in dB
Electric locomotives and OTMs with electric traction 85
Diesel locomotives and OTMs with diesel traction 85
EMUs 81
DMUs 82
Coaches 80
Noise within the driver’s cab LpAeq,T in dB Measurement time interval T in seconds
Standstill (during external acoustic warning with the maximum sound pressure of the horn, but less than 125 dB(A) at 5 m ahead of the vehicle in 1,6 m height above top of rail) 95 3
Maximum speed, applicable for speeds less than 190 km/h. (open country without interior and exterior warnings) 78 60
(a) wheel/rail contact parameters (wheel profile),
(b) wheel defects (wheel flats, out of roundness).
(a) as regards peak values,
(b) generally, as regards average values, for standard operational conditions.
(a) pass-by noise (basic parameters in points 4.2.1.1 and 4.2.2.4), accompanied by information on the rail acoustic roughness and vertical and lateral decay rates for the track on which the measurement was performed. This information shall indicate whether or not the measured values are ‘comparable’ or ‘non-comparable’ as defined in points 4.2.1.1 and 4.2.2.4 regarding pass-by noise,
(b) stationary noise (basic parameters in points 4.2.1.2 and 4.2.2.2),
(c) starting noise (basic parameters in point 4.2.2.3),
(d) interior noise in the driver’s cab.
(a) the EC type examination procedure (module SB) for the design and development phase, in combination with a module for the production phase which shall be one of the following:—the production quality management system procedure (module SD), or,—the product verification procedure (module SF), — the production quality management system procedure (module SD), or, — the product verification procedure (module SF),
— the production quality management system procedure (module SD), or,
— the product verification procedure (module SF),
— the production quality management system procedure (module SD), or,
— the product verification procedure (module SF),
(b) the full quality management system with design examination procedure (module SH1).
(a) Section 4 of this TSI and for which the pass-by noise results are marked ‘comparable’, or
(b) in compliance with Section 4 of the TSI CR ‘rolling stock— noise’ adopted by Decision 2006/66/EC.
(a) Different formations of multiple units,
(b) Renewed or upgraded units in accordance with point 7.6 of this TSI,
(c) New units which are largely based on an existing design (same vehicle family).
Unit parameter permitted variation Applies for:
Stationary noise Pass-by noise
Max. unit Speed Up to 10 km/h increase allowed compared to the reference type — •
Type of wheel Allowed if less noisy than the reference type’s wheel type (acoustic characterisation of the wheels as set out in Annex E of EN 13979-1) — •
Number of axles per unit length (related to either the length of the wagon or the number of wheel sets, or both) Allowed, if lower than reference type — •
Tare weight Change +/- 5 % allowed compared to the reference type — •
Brake system No change allowed compared to the reference type — •
Class of wagon (e.g. tank, hopper, van, platform) No change of class allowed compared to the reference type • •
Auxiliary equipment No restriction • —
(a) The pass-by noise levels as set out in point 4.2.1.1 are deemed to be compliant without testing.
(b) For stationary noise, the simplified evaluation shall consists of providing evidence to show that the acoustically relevant systems and characteristics are either identical to those of the reference type, or such that they will not result in higher noise emission of the unit under assessment. The simplified evaluation can either be a calculation, or simplified measurement (e.g. sound power of noise sources), or a combination of both. Noise relevant systems which differ from the reference type shall be identified in the technical file.
(a) an assessment of the implementation of the TSI, in particular costs and benefits;
(b) the use of a continuous curve of limiting values LpAeq,Tp for the pass-by noise of freight wagons as a function of APL (axles per length), provided that it does not prevent technical innovation, in particular for rakes of wagons;
(c) the second step pass-by noise limit values for wagons, locomotives, multiple units and coaches (see point 7.3), according to the results of comparable noise measurement campaigns, taking into account in particular technical progress and available technologies for both track and rolling stock and cost-benefit analyses;
(d) a possible second-step starting noise limit values for diesel locomotives and multiple units;
(e) the inclusion of infrastructure into the scope of the Noise TSI in coordination with the TSI Infrastructure;
(f) the inclusion into the TSI of a monitoring scheme for wheel defects. Wheel defects have an impact on noise emission.
Vehicles LpAeq,T in dB
DMUs 77
Vehicle for LpAFmax in dB
Electric locomotives less than 4 500  kW at the rail wheel 84
Diesel locomotives Less than 2 000  kW at the engine output shaft 89
DMUs P < 500 kW/engine 85
1 1/3 octave band roughness level, dB
2 Wavelength, cm
3 1/3 octave band roughness level, dB
1 Track Decay Rate, dB/m
2 Frequency, Hz
3 TDR limit in the vertical direction
4 TDR limit in the lateral direction
(a) First derive frequencies from wavelengths using the formulaf = v/λwhereλis the wavelength andfis the corresponding frequency at train speedv. This leads to a non-normalized one-third octave frequency roughness spectrum.
(b) Then distribute the energy in each frequency band over the normalized ones according to the algorithm supplied in annex C of EN15610
— the level of the ground surface over this area shall be within + 0 m to – 2 m, relative to the top of rail,
— this area shall be free of sound absorbing matter (e.g. lying snow, tall vegetation) or reflective covering (e.g. water, ice, tarmac or concrete),
— no person shall be present in this area, and the observer shall be in a position that does not influence the measured sound pressure level significantly,
— the presence of other tracks is permissible in this area as long as the ballast bed height does not exceed the height of the rail surface of the test track,
All equipment that operates continuously when the unit is stationary shall be operating at normal load, which is the performance at an external temperature of 20 °C. For HVAC systems conditioning passenger areas and working places as well as system supplying energy for this function, climate influence parameters shall be set at: wind speed at 3 m/s, relative humidity at 50 %, 700W/m2energy from sun radiation, one person per seat and a constant interior temperature of 20 °C.
Traction equipment shall be in a stationary thermal condition with cooling equipment working at minimum condition. For units with internal combustion engines, the engine shall idle.
(a) If both sides of the unit are identical (axisymmetric or point symmetric) then it is permissible to omit the measurement points on one side of the unit.
(b) If several vehicles of the same type are present within a multiple unit or a fixed formation train, it is permissible to measure each type of vehicle once.
— the level of the ground surface over this area shall be within + 0 m to – 2 m, relative to the top of rail,
— this area shall be free of sound absorbing matter (e.g. snow, tall vegetation) or reflective covering (e.g. water, ice, tarmac or concrete),
— no person shall be present in this area, and the observer shall be in a position that does not influence the measured sound pressure level significantly,
— the presence of other tracks is permissible in this area as long as the ballast bed height does not exceed the height of the rail surface of the test track,
— For units less than or equal to 50 m in length no further measurement positions are needed,
— For units longer than 50 m at least one position at 10 m ahead the centre of the unit shall be used. If the distance between the two measurement positions is greater than 50 m then additional measurement positions are required. The distance D between adjacent measurement positions shall be constant and no greater than 50 m.
— the level of the ground surface over this area shall be within + 0 m to – 2 m, relative to the top of rail,
— this area shall be free of other tracks, sound absorbing matter (e.g. snow, tall vegetation) or reflective covering (e.g. water, ice, tarmac or concrete),
— no person shall be present in this area, and the observer shall be in a position that does not influence the measured sound pressure level significantly,
1 Tractive effort F [N]
2 Train speed v [km/h]
3 Tractive effort curve
4 Simplified resistance curve (straight line)
5 Maximum tractive effort at maximum speedvmax
6 2/3 of maximum tractive effort at maximum speedvmax
(a) it is a vehicle of the same type as the unit(s) under test, or
(b) theLpAeq,Tp1is no more than 2.0 dB greater thanLpAeq,Tpwhere the passing timesTp1andTpare indicated inFigure 6(for this evaluation round values to one decimal place).
1 A-weighted sound pressure level, dB
2 Time
3 Recording time interval Trec
4 T1
5 T2
6 Measurement Time interval T = Tp
1 A-weighted sound pressure level
2 Time
1 A-weighted sound pressure level, Db
2 Time
(a) In any case adjacent vehicle(s) shall be acoustically neutral and therefore fulfil the conditions specified in section ‘Train composition (adjacent vehicles)’ of this annex.
(b) The measurement time interval chosen shall allow the assessment of the whole acoustic signature of the unit under test. Therefore the minimum measurement time intervalTminshall correspond to the pass-by time (or a multiple of it) of this unit past the measurement position.
(c) The measurement time interval shall begin when the centre of the longest segment between two consecutive wheelsets passes the microphone and ends after the same position of the last unit under test passes the microphone.
1 A-weighted sound pressure level
2 Time
1 A-weighted sound pressure level
2 Time
1 A-weighted sound pressure level
2 Time
L length if the unit in m
v train speed in m/s
1 A-weighted sound pressure level
2 Time
(a) the doors and windows must be closed,
(b) the hauled loads must be equal to at least two-thirds of the maximum permissible value.
Lp is the sound pressure level in dB;
p is the RMS sound pressure in Pa;
p0 the reference sound pressure;p0= 20 μPa
LpA is the A-weighted sound pressure level in dB;
pA is the RMS A-weighted sound pressure in Pa;
p0 the reference sound pressure;p0= 20 μPa.
LpAeq,T is the A-weighted equivalent continuous sound pressure level in dB;
T is the measurement time interval in s;
pA(t) is the A-weighted instantaneous sound pressure in Pa;
p0 the reference sound pressure;p0= 20 μPa.
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,
Having regard to the recommendation of the European Railway Agency (No ERA/REC/02-2010/INT) of 30 March 2010,
(1) Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council(2)requires that the European Rail Agency (hereinafter ‘the Agency’) shall 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 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 this framework mandate, the Agency was requested to perform the limited revision of the conventional rail TSI on Rolling stock – Noise (hereinafter ‘TSI Noise’), adopted by Commission Decision 2006/66/EC(5).
(3) A reference track whose use is mandatory under TSI Noise is not available in every Member State, and the Member States cannot be obliged to create one. This has prevented the development of a level playing field for all actors in the European Union and has created the financial burden which is higher than foreseen in the original Decision. Numerous problems regarding the availability of reference track, the test methods and the test costs have been signalled to the Commission and to the Agency.
(4) With the present Decision the Commission intends to clarify responsibilities with regard to the reference track, allow testing on non-reference track while assuring a proper collection and recording of comparable data for a future TSI revision, reduce the burden of proof compliance for small batches of vehicles and include the latest developments with regard to ISO EN 3095 standard.
(5) The noise limits and the scope will remain unchanged. This Decision therefore constitutes only a limited revision of TSI Noise and does not compromise a full revision of TSI Noise as provided in Section 7 of the TSI.
(6) For the sake of clarity and simplicity, it is better to replace Decision 2006/66/EC as a whole.
(7) Decision 2006/66/EC should therefore be repealed.
(8) 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 revised version of the Technical Specification for Interoperability (hereinafter referred to as ‘the TSI’) relating to subsystem ‘rolling stock – noise’ of the trans-European conventional rail system referred to in Article 6(1) of Directive 2008/57/EC, as set out in the Annex, is adopted.
2. The TSI shall apply to the rolling stock of the trans-European conventional rail system as defined in Annex I to Directive 2008/57/EC.
It shall apply to new and existing rolling stock as set out in Section 7 of the Annex.

Article 2
Where agreements contain requirement relating to noise emission limits, Member States shall notify them to the Commission within 6 months of the entry into force of this Decision, provided they were not already notified under Decision 2006/66/EC.
The agreements to be notified shall be:
(a)
national agreements between the Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and necessitated by the very specific or local nature of the intended transport service;
(b)
bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;
(c)
international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country which deliver significant levels of local or regional interoperability.

Article 3
The procedures for assessment of conformity, suitability for use and EC verification set out in Section 6 of the Annex to this Decision shall be based on the modules defined in Commission Decision 2010/713/EU(6).

Article 4
The Commission shall prepare the review and update of this TSI and make appropriate recommendations to the Committee referred to in Article 29 of Directive 2008/57/EC (‘RIS Committee’) in order to take account of developments in technology or social requirements, in accordance with the procedure set out in point 7.2 of the Annex to this Decision.

Article 5
Decision 2006/66/EC is repealed. Its provisions shall however continue to apply in relation to the maintenance of projects authorised in accordance with the TSI annexed to that Decision and, unless the applicant requests to apply this Decision, to projects for a new vehicle and for the renewal or upgrading of an existing vehicle which are at an advanced stage of development or the subject of a contract in course of performance at the date of notification of the present Decision.

Article 6
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,
Having regard to the recommendation of the European Railway Agency (No ERA/REC/02-2010/INT) of 30 March 2010,
(1) Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council(2)requires that the European Rail Agency (hereinafter ‘the Agency’) shall 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 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 this framework mandate, the Agency was requested to perform the limited revision of the conventional rail TSI on Rolling stock – Noise (hereinafter ‘TSI Noise’), adopted by Commission Decision 2006/66/EC(5).
(3) A reference track whose use is mandatory under TSI Noise is not available in every Member State, and the Member States cannot be obliged to create one. This has prevented the development of a level playing field for all actors in the European Union and has created the financial burden which is higher than foreseen in the original Decision. Numerous problems regarding the availability of reference track, the test methods and the test costs have been signalled to the Commission and to the Agency.
(4) With the present Decision the Commission intends to clarify responsibilities with regard to the reference track, allow testing on non-reference track while assuring a proper collection and recording of comparable data for a future TSI revision, reduce the burden of proof compliance for small batches of vehicles and include the latest developments with regard to ISO EN 3095 standard.
(5) The noise limits and the scope will remain unchanged. This Decision therefore constitutes only a limited revision of TSI Noise and does not compromise a full revision of TSI Noise as provided in Section 7 of the TSI.
(6) For the sake of clarity and simplicity, it is better to replace Decision 2006/66/EC as a whole.
(7) Decision 2006/66/EC should therefore be repealed.
(8) 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 revised version of the Technical Specification for Interoperability (hereinafter referred to as ‘the TSI’) relating to subsystem ‘rolling stock – noise’ of the trans-European conventional rail system referred to in Article 6(1) of Directive 2008/57/EC, as set out in the Annex, is adopted.
2. The TSI shall apply to the rolling stock of the trans-European conventional rail system as defined in Annex I to Directive 2008/57/EC.
It shall apply to new and existing rolling stock as set out in Section 7 of the Annex.
Where agreements contain requirement relating to noise emission limits, Member States shall notify them to the Commission within 6 months of the entry into force of this Decision, provided they were not already notified under Decision 2006/66/EC.
The agreements to be notified shall be:
(a)
national agreements between the Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and necessitated by the very specific or local nature of the intended transport service;
(b)
bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;
(c)
international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country which deliver significant levels of local or regional interoperability.
The procedures for assessment of conformity, suitability for use and EC verification set out in Section 6 of the Annex to this Decision shall be based on the modules defined in Commission Decision 2010/713/EU(6).
The Commission shall prepare the review and update of this TSI and make appropriate recommendations to the Committee referred to in Article 29 of Directive 2008/57/EC (‘RIS Committee’) in order to take account of developments in technology or social requirements, in accordance with the procedure set out in point 7.2 of the Annex to this Decision.
Decision 2006/66/EC is repealed. Its provisions shall however continue to apply in relation to the maintenance of projects authorised in accordance with the TSI annexed to that Decision and, unless the applicant requests to apply this Decision, to projects for a new vehicle and for the renewal or upgrading of an existing vehicle which are at an advanced stage of development or the subject of a contract in course of performance at the date of notification of the present Decision.
This Decision is addressed to the Member States.

TRANS-EUROPEAN CONVENTIONAL RAIL SYSTEM

ANNEX
Technical specifications of interoperability relating to the subsystem ‘rolling stock – noise’ of the trans-European conventional rail system

1. | INTRODUCTION | 5
1.1. | Technical scope | 5
1.2. | Geographical scope | 5
1.3. | Content of this TSI | 5
2. | DEFINITION OF SUBSYSTEM/SCOPE | 5
2.1. | Definition of subsystem/scope | 5
2.1.1. | Self propelling thermal or electric trains | 5
2.1.2. | Thermal or electric traction units | 5
2.1.3. | Passenger carriages | 6
2.1.4. | Freight wagons, including vehicles designed to carry lorries | 6
2.1.5. | Mobile railway infrastructure construction and maintenance equipment | 6
2.2. | Interfaces of subsystem | 6
3. | ESSENTIAL REQUIREMENTS | 6
3.1. | General | 6
3.2. | Essential requirements | 6
3.3. | General essential requirements | 7
3.3.1. | Environmental protection | 7
4. | CHARACTERISATION OF THE SUBSYSTEM | 7
4.1. | Introduction | 7
4.2. | Functional and technical specifications of the subsystem | 7
4.2.1. | Noise emitted by freight wagons | 7
4.2.2. | Noise emitted by locomotives, multiple units, coaches and OTMs. | 9
4.2.3. | Interior noise of locomotives, multiple units and coaches fitted with a cab | 11
4.3. | Functional and technical specifications of the interfaces | 12
4.4. | Operating rules | 12
4.5. | Maintenance rules | 12
4.6. | Professional qualifications | 12
4.7. | Health and safety conditions | 12
4.8. | Infrastructure and rolling stock registers | 12
4.8.1. | Infrastructure register | 12
4.8.2. | Rolling stock register | 12
5. | INTEROPERABILITY CONSTITUENTS | 13
6. | ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATIONS OF THE SUBSYSTEM | 13
6.1. | Interoperability constituents | 13
6.2. | Subsystem rolling stock regarding noise emitted by rolling stock | 13
6.2.1. | Assessment procedures | 13
6.2.2. | Modules | 13
6.2.3. | Verification methods specific to noise aspects of rolling stock | 13
6.2.4. | Units requiring EC certification against the HS RST TSI and against this TSI | 15
7. | IMPLEMENTATION | 15
7.1. | General | 15
7.2. | TSI Revision | 15
7.3. | A two step approach | 15
7.4. | Retrofitting programme for noise reduction | 15
7.5. | Application of this TSI to new rolling stock | 15
7.5.1. | Starting noise | 15
7.5.2. | Exceptions for national, bilateral, multilateral or multinational agreements | 16
7.6. | Application of this TSI to existing rolling stock | 16
7.6.1. | Renewal or upgrading of existing freight wagons | 16
7.6.2. | Renewal or upgrading of locomotives, multiple units, coaches and OTMs | 16
7.7. | Specific cases | 16
7.7.1. | Introduction | 16
7.7.2. | List of specific cases | 16
APPENDIX A: | REFERENCE TRACK DEFINITION | 18
APPENDIX B: | SMALL DEVIATION CALCULATION METHOD | 20
APPENDIX C: | MEASUREMENT DETAILS FOR STATIONARY NOISE MEASUREMENTS | 22
APPENDIX D: | MEASUREMENT DETAILS FOR STARTING NOISE MEASUREMENTS | 25
APPENDIX E: | MEASUREMENT DETAILS FOR PASS-BY NOISE MEASUREMENTS | 28
APPENDIX F: | MEASUREMENT DETAILS FOR INTERIOR CAB NOISE MEASUREMENTS | 37
APPENDIX G: | GENERAL INFORMATION AND DEFINITIONS RELATED TO NOISE TESTING | 38
Technical specification for interoperability

Subsystem: Conventional rolling stock

Scope: Noise

Aspect: Noise emitted by freight wagons, locomotives, multiple units and coaches
1. INTRODUCTION1.1. Technical scope
This TSI concerns the conventional rail rolling stock subsystem as defined in Annex II to Directive 2008/57/EC. Further information on the rolling stock subsystem is provided in Section 2.
This TSI covers noise emitted by rolling stock in the scope of this TSI.
1.2. Geographical scope
The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to Directive 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 (Section 2);
(b) | lays down essential requirements for the concerned rolling stock domain and for its interfaces vis-à-vis other subsystems (Section 3);
(c) | establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Section 4);
(d) | states, in each case under consideration, which procedures are to be used in order for the ‘EC’ verification of the subsystems (Section 6);
(e) | indicates the strategy for implementing this TSI (Section 7);
(f) | indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (Section 4).This TSI does not contain specifications related to interoperability constituents.
In accordance with Article 5(5), provision may be made for specific cases for each TSI; these are indicated in Section 7.
2. DEFINITION OF SUBSYSTEM/SCOPE2.1. Definition of subsystem/scope
The rolling stock that is the subject of this TSI comprises the units defined in this clause which are likely to travel on all or part of the trans-European conventional rail network. The present TSI includes limits for stationary noise, starting noise, pass-by noise and driver’s cab interior noise.
2.1.1. Self propelling thermal or electric trains
This type of unit includes any passenger train, consisting of one or more vehicles, in fixed or pre-defined formation. Thermal or electric traction equipment is installed in some (or all) vehicles of the train, and the train is fitted with at least one driver’s cab.
This type is further referred to as multiple units.
Examples of multiple units: trainset, electric and/or diesel multiple unit, railcar.
2.1.2. Thermal or electric traction units
This type of unit includes traction vehicles that are not capable of carrying a payload, such as thermal or electric locomotives or power heads. These vehicles are intended for freight or/and passenger transport.
This type is further referred to as locomotives.
Examples of locomotives: locomotive, shunter, power head, power car.
2.1.3. Passenger carriages
This type of unit includes non-traction vehicles carrying passengers and/or luggage and operated in a variable formation with vehicles from the category ‘thermal or electric traction units’ defined above to provide the traction function.
This type is further referred to as coaches.
Examples of coaches: coach, driving coach, van, driving trailer and car carriers when intended to be used in passenger trains.
2.1.4. Freight wagons, including vehicles designed to carry lorries
This type of unit includes non-traction vehicles intended to carry freight and not intended to accommodate human beings during operation.
This type is further referred to as freight wagons, or wagons.
2.1.5. Mobile railway infrastructure construction and maintenance equipment
This type of unit falls within the scope of this TSI only when it has all the following characteristics:

(a) | it is running on its own rail wheels,
(b) | it is designed to have characteristics necessary for the operation of track based train detection systems,
(c) | it is in transport (running) configuration on its own rail wheels, self-propelled or hauled.Working configuration is outside the scope of this TSI.
This type of unit is further referred to as OTMs. OTM units shall meet the requirements as set out for locomotives in this TSI.
2.2. Interfaces of subsystem
This noise TSI has interfaces with:

(a) | The freight wagon category, with regard to:—pass-by noise,—stationary noise, | — | pass-by noise, | — | stationary noise,
— | pass-by noise,
— | stationary noise,
(b) | The locomotives, multiple units, OTMs and coaches categories, with regard to:—stationary noise,—starting noise (not applicable to coaches),—pass-by noise,—interior noise within the driver’s cab, where applicable, | — | stationary noise, | — | starting noise (not applicable to coaches), | — | pass-by noise, | — | interior noise within the driver’s cab, where applicable,
— | stationary noise,
— | starting noise (not applicable to coaches),
— | pass-by noise,
— | interior noise within the driver’s cab, where applicable,3. ESSENTIAL REQUIREMENTS3.1. General
The fulfilment of relevant essential requirements listed in Section 3 of this TSI shall be ensured by the compliance with the specifications set out in Section 4 for the subsystem, as demonstrated by a positive result of the assessment of the verification of the subsystem, as set out in Section 6.
However the corresponding conformity assessment shall be carried out in accordance with procedures under the responsibility of the Member State concerned, if part of the essential requirements is covered by national rules because of:

(a) | open and reserved points declared in the TSI,
(b) | a derogation under Article 9 of the Directive 2008/57/EC,
(c) | specific cases described in point 7.7 of the present TSI,3.2. Essential requirements
The essential requirements relate to:

(a) | safety,
(b) | reliability and availability,
(c) | health,
(d) | environmental protection,
(e) | technical compatibility.These requirements include general requirements, and requirements specific to each subsystem.
3.3. General essential requirements
3.3.1. Environmental protection
Operation of the trans-European conventional rail system must respect existing regulations on noise pollution in accordance with the essential requirement in point 1.4.4 of Annex III to Directive 2008/57/EC.
As far as the rolling stock subsystem regarding noise emitted by rolling stock is concerned, this essential requirement is addressed by the specification of the subsections:

(a) | Pass-by noise (basic parameter in points 4.2.1.1 and 4.2.2.4),
(b) | Stationary noise (basic parameter in points 4.2.1.2 and 4.2.2.2),
(c) | Starting noise (basic parameter in point 4.2.2.3),
(d) | Interior noise of locomotives, multiple units and driving trailers (basic parameter in point 4.2.3).4. CHARACTERISATION OF THE SUBSYSTEM4.1. Introduction
The trans-European conventional rail system, to which Directive 2008/57/EC applies and of which the rolling stock subsystem is a part, is an integrated system whose consistency shall be verified. This consistency shall be checked in particular with regard to the specifications of the subsystem, its interfaces in relation to the system into which it is integrated, as well as the operating and maintenance rules.
Taking account of all the applicable essential requirements, the rolling stock subsystem regarding Noise emitted by rolling stock is described in this section.
This TSI is applicable to new vehicles, and renewed or upgraded rolling stock if required by the provisions of Section 7.
Appendix G provides general information and definitions related to noise testing. When not described in this TSI the relevant EN standards shall be used with regards to terms, definitions, instrumentation and calibration, quality of the measurements, test report requirements and other general information related to the noise testing.
4.2. Functional and technical specifications of the subsystem
In the light of the essential requirements listed in Section 3, the functional and technical specifications of the rolling stock subsystem regarding Noise emitted by rolling stock shall be as follows:

(a) | stationary noise (basic parameters in points 4.2.1.2 and 4.2.2.2),
(b) | starting noise (basic parameter in point 4.2.2.3),
(c) | pass-by noise (basic parameters in points 4.2.1.1 and 4.2.2.4),
(d) | interior noise of locomotives, multiple units and driving trailers (basic parameter in point 4.2.3).4.2.1. Noise emitted by freight wagons
Noise emitted by freight wagons subdivides into pass-by noise and stationary noise.
The pass-by noise of a freight wagon is highly influenced by its rolling noise (noise of the wheel/rail contact) which is a function of speed.
The rolling noise itself is caused by the combined wheel and rail acoustic roughness and by the dynamic behaviour of the track and wheel-set.
The parameter set for the characterisation of pass-by noise comprises:

(a) | sound pressure level, according to a defined measuring method.
(b) | microphone position,
(c) | speed of the wagon,
(d) | track conditions (e.g. rail acoustic roughness, vertical and lateral track decay rates.)Stationary noise of a freight wagon will only be of relevance if the wagon is equipped with auxiliary devices like engines, generators, cooling systems.
The parameters set for the characterisation of stationary noise comprise:

(a) | sound pressure level, according to a defined measuring method and microphone position,
(b) | operating conditions.4.2.1.1. Limits for pass-by noise
The indicator for pass-by noise is the A-weighted equivalent continuous sound pressure level LpAeq, Tp measured over the pass-by time at a distance of 7,5 m from the centre of the track, 1,2 m above top of rail.
Measurements shall be made in accordance with Appendix E.
The measured pass-by noise levels shall comply with the values as set out in table 1 when measured on track complying with Appendix A. It is permitted to carry out the test on track that does not comply with Appendix A and if the noise levels do not exceed the values shown in table 1, there is a presumption of conformity to this requirement.
The following conditions of the track on which the pass-by noise measurement is performed shall be measured and recorded:

(a) | the vertical and lateral track decay rate in accordance with EN 15461
(b) | the track acoustic roughness in accordance with EN 15610.If the track on which the measurements were performed did meet the reference conditions as set out in Appendix A, or if the acceptance criterion of Appendix B is met, the measured values shall be marked ‘comparable’. Otherwise the measured values shall be marked ‘non-comparable’.
An entry shall be recorded in the technical file and in the ERATV if the measured values are ‘comparable’ or ‘non-comparable’. Measured values of noise, as well as corresponding track quality shall be saved in the technical file for later evaluation of correspondence between vehicle and track noise for both comparable and non-comparable data.
The measured acoustic rail roughness shall remain valid during a period starting 3 months before the measurement and ending 3 months after the measurement, provided that during this period no track maintenance has been performed which influences the rail acoustic roughness.
The measured track decay rates shall remain valid during a period starting 1 year before the measurement and ending 1 year after the measurement, provided that during this period no track maintenance has been performed which influences the track decay rates.
If beyond the limits of these periods, the same stretch of track is used again for pass-by noise measurements, it is necessary to measure the acoustic roughness or decay rates again. Proof shall be provided in the technical file that the track data related to the type’s pass-by noise measurement were valid during the day(s) of testing, e.g. by providing the date of last maintenance having an impact on noise.

Table 1

Limiting values LpAeq,Tp for the pass-by noise of freight wagons

Wagons | LpAeq,Tp in dB
New wagons with an average number of axles per unit length (apl) up to 0,15 m-1at 80 km/h | 82
Renewed or upgraded wagons according Article 20 of Directive 2008/57/EC with an average number of axles per unit length (apl) up to 0,15 m-1at 80 km/h | 84
New wagons with an average number of axles per unit length (apl) higher than 0,15 m-1up to 0,275 m-1at 80 km/h | 83
Renewed or upgraded wagons according Article 20 of Directive 2008/57/EC with an average number of axles per unit length (apl) higher than 0,15 m-1up to 0,275 m-1at 80 km/h | 85
New wagons with an average number of axles per unit length (apl) higher than 0,275 m-1at 80 km/h | 85
Renewed or upgraded wagons according Article 20 of Directive 2008/57/EC with an average number of axles per unit length (apl) higher than 0,275 m-1at 80 km/h | 87Apl is the number of axles divided by the length over buffers.
If the maximum operational speed of the unit is lower than 80 km/h, the unit shall be tested at this maximum speed, the pass-by noise limits for 80 km/h apply without any correction. Otherwise the pass-by noise of a unit shall be measured at 80 km/h and at v (where v = 190 km/h or the maximum operational speed for which the unit is designed, if this maximum speed is lower than 190 km/h). The value to be compared with the limits (see Table 1) is the maximum of the measured value at 80 km/h and the measured value taken at maximum speed but referred to 80 km/h by the equation LpAeq,Tp (80 km/h) = LpAeq,Tp(v)-30*log (v/80 km/h).
4.2.1.2. Limits for stationary noise
Stationary noise shall be described in terms of the A-weighted equivalent continuous sound pressure level LpAeq, T.
Measurements shall be made in accordance with Appendix C.
The limiting value for the stationary noise of freight wagons at a distance of 7,5 m from the centre of the track and 1,2 m above top of rail is given in Table 2. The indicator for the sound pressure level is LpAeq,T.

Table 2

Limiting value LpAeq,T for the stationary noise of freight wagons

Wagons | LpAeq,T in dB
All freight wagons | 654.2.2. Noise emitted by locomotives, multiple units, coaches and OTMs
4.2.2.1. Introduction
In line with point 2.1.5, OTMs shall be assessed against the requirements for locomotives. Where applicable, the category of locomotive (electric, diesel) of which the requirements shall be used, shall correspond to the traction equipment installed in the OTM. If the OTM is diesel engine powered, it shall correspond to diesel locomotives with P >/= 2 000 kW at the engine output shaft. If the OTM is not equipped with traction equipment, measurement conditions of coach/wagon should be used (no starting noise test) but the limit values for locomotives shall be applied.
Noise emitted by locomotives, multiple units and coaches subdivides into stationary noise, starting noise, and pass-by noise. The noise within a driver’s cab is a parameter for units equipped with a driver’s cab.
The stationary noise is highly influenced by auxiliaries, such as cooling systems, air conditioning and compressors.
Starting noise is a combination of contributions from traction components such as diesel engines, cooling fans and auxiliaries.
Pass-by noise is highly influenced by the rolling noise, linked to the wheel/rail interaction, which is a function of speed.
The rolling noise itself is caused by the combined wheel and rail roughness and by the dynamic behaviour of the track and wheelset.
At lower speeds the noise of auxiliaries and traction equipment is also significant.
The emitted level of noise is characterised by:

(a) | Sound pressure level, according to a defined measuring method,
(b) | Microphone position,
(c) | Speed of the unit,
(d) | Rail roughness,
(e) | Dynamic and radiation behaviour of the track.The parameters set for the characterisation of stationary noise comprise:

(a) | sound pressure level, according to a defined measuring method and microphone position,
(b) | operating conditions.4.2.2.2. Limits for stationary noise
The limits for stationary noise are defined at a distance of 7,5 m from the centre of the track, 1,2 m above top of rail. The indicator for the sound pressure level is LpAeq,T. The limiting values for the noise emission of the vehicles under the conditions mentioned are given in Table 3.
Measurements shall be made in accordance with Appendix C.

Table 3

Limiting values LpAeq,T for the stationary noise of electric locomotives, diesel locomotives, OTMs, EMUs, DMUs and coaches

Vehicles | LpAeq,T in dB
Electric locomotives and OTMs with electric traction | 75
Diesel locomotives and OTMs with diesel traction | 75
EMUs | 68
DMUs | 73
Coaches | 65The specified level for stationary noise is the energy-average of all measured values taken at the measuring points defined in Appendix C.
4.2.2.3. Limits for starting noise
The limits for starting noise are defined at a distance of 7,5 m from the centre of the track, 1,2 m above top of rail.
Measurements shall be made in accordance with Appendix D.
For OTMs the starting procedure shall be performed without additional trailer loads. The indicator for the sound level is LpAFmax. The limiting values for the starting noise of the vehicles under the conditions stated are given in Table 4.

Table 4

Limiting values LpAFmax for the starting noise of electric locomotives, diesel locomotives, OTMs, EMUs and DMUs

Vehicle | LpAFmax in dB
Electric locomotives P < 4 500 kW at the rail wheel | 82
Electric locomotives P >/= 4 500 kW at the rail wheel and OTMs with electric traction | 85
Diesel locomotives P < 2 000 kW at the engine output shaft | 86
Diesel locomotives P >/= 2 000 kW at the engine output shaft and OTMs with diesel traction | 89
EMUs | 82
DMUs P < 500 kW/engine | 83
DMUs P >/= 500 kW/engine | 854.2.2.4. Limits for pass-by noise
The limits for pass-by noise are defined at a distance of 7,5 m from the centre of the track, 1,2 m above top of rail for a vehicle speed of 80 km/h. The indicator for the A weighted equivalent continuous sound level is LpAeq,Tp.
Measurements shall be made in accordance with Appendix E.
The Measured pass-by noise levels shall comply with the values as set out in table 5 when measured on track complying with Appendix A. It is permitted to carry out the test on track that does not comply with Appendix A and if the noise levels do not exceed the values shown in table 5, there is a presumption of conformity to this requirement.
The following conditions of the track on which the pass-by noise measurement is performed shall be measured and recorded:

(a) | the vertical and lateral track decay rate in accordance with EN 15461
(b) | the track acoustic roughness in accordance with EN 15610.If the track on which the measurements were performed did meet the reference conditions as set out in Appendix A, or if the acceptance criterion of Appendix B is met, the measured values shall be marked ‘comparable’. Otherwise the measured values shall be marked ‘non-comparable’.
An entry shall be recorded in the technical file and in the ERATV if the measured values are ‘comparable’ or ‘non-comparable’. Measured values of noise as well as corresponding track quality shall always be saved in the technical file for later evaluation of correspondence between vehicle and track noise for both comparable and non-comparable data.
The measured acoustic rail roughness shall remain valid during a period starting 3 months before the measurement and ending 3 months after the measurement, provided that during this period no track maintenance has been performed which influences the rail acoustic roughness.
The measured track decay rates shall remain valid during a period starting 1 year before the measurement and ending 1 year after the measurement, provided that during this period no track maintenance has been performed which influences the track decay rates.
If beyond the limits of these periods, the same stretch of track is used again for pass-by noise measurements, it is necessary to measure the acoustic roughness or decay rates again. Proof shall be provided in the technical file that the track data related to the type’s pass-by noise measurement were valid during the day(s) of testing, e.g. by providing the date of last maintenance having an impact on noise.
If the maximum operational speed of the unit is lower than 80 km/h, the unit shall be tested at this maximum speed, the pass-by noise limits for 80 km/h apply without any correction. Otherwise the pass-by noise of a unit shall be measured at 80 km/h and at v (where v = 190 km/h, or the maximum operational speed for which the unit is designed, if this maximum speed is lower than 190 km/h). The value to be compared with the limits (see Table 5) is the greater of the measured value at 80 km/h and the measured value taken at maximum speed but normalised to 80 km/h by the equation.
LpAeq,Tp(80 km/h) = LpAeq,Tp(v)-30*log (v/80 km/h).
The limiting values for the noise emission of electric and diesel locomotives, EMUs, DMUs and coaches under the conditions stated above are given in Table 5. For OTMs the measuring procedure shall be performed without additional trailer loads.

Table 5

Limiting values LpAeq,Tp for the pass-by noise of electric and diesel locomotives, OTMs, EMUs, DMUs and coaches

Vehicle | LpAeq,Tp in dB
Electric locomotives and OTMs with electric traction | 85
Diesel locomotives and OTMs with diesel traction | 85
EMUs | 81
DMUs | 82
Coaches | 80OTMs which are solely braked by either composite brake blocks or disc brakes, are deemed to comply with the pass-by noise level requirements in table 5 without measuring. This applies also if these vehicles are equipped with composite scrubbers.
4.2.3. Interior noise of locomotives, multiple units and coaches fitted with a cab
As addressed in point 2.1.5, OTMs shall be assessed against the requirements for locomotives.
The interior noise level of passenger vehicles is not considered to be a basic parameter. However, the noise level within the driver’s cab is an important issue. Noise levels in the cab must be kept as low as possible, by limiting the noise at the source and by appropriate additional measures (acoustic insulation, sound absorption). The limiting values are defined in Table 6. For OTMs the measuring procedure shall be performed without additional trailer loads.
Measurements shall be made in accordance with Appendix F.

Table 6

Limiting values LpAeq,T for the noise within the driver’s cab of electric and diesel locomotives, OTMs, EMUs, DMUs and coaches fitted with a cab

Noise within the driver’s cab | LpAeq,T in dB | Measurement time interval T in seconds
Standstill (during external acoustic warning with the maximum sound pressure of the horn, but less than 125 dB(A) at 5 m ahead of the vehicle in 1,6 m height above top of rail) | 95 | 3
Maximum speed, applicable for speeds less than 190 km/h. (open country without interior and exterior warnings) | 78 | 60This table applies to drivers’ cabs. In any event, Directive 2003/10/EC of the European Parliament and of the Council of 6 February 2003 on the minimum health and safety requirements regarding the exposure of workers to the risks arising from physical agents (noise)(1)on has to be applied by railway undertakings and their staff, but the compliance with Directive 2003/10/EC does not concern the EC verification of rolling stock with drivers’ cabs.
4.3. Functional and technical specifications of the interfaces
This TSI is part of the framework of TSIs which set requirements to the CR rolling stock subsystem.
4.4. Operating rules
In light of the essential requirements in Section 3, there are no operating rules specific to the subsystem rolling stock regarding noise emitted by rolling stock.
4.5. Maintenance rules

(a) | wheel/rail contact parameters (wheel profile),
(b) | wheel defects (wheel flats, out of roundness).See maintenance file, which is specified in the conventional rail rolling stock TSIs.
4.6. Professional qualifications
There are no additional requirements to existing European legislation and national ones compatible with European legislation on professional qualifications.
4.7. Health and safety conditions
The lower exposure action values set up in Article 3 of Directive 2003/10/EC (17th individual directive within the meaning of Article 16(1) of Council Directive 89/391/EEC(2)) are met with the present limits of interior noise in drivers’ cabs:

(a) | as regards peak values,
(b) | generally, as regards average values, for standard operational conditions.4.8. Infrastructure and rolling stock registers
4.8.1. Infrastructure register
Not applicable to this TSI.
4.8.2. Rolling stock register
As far the subsystem rolling stock regarding noise emitted by rolling stock is concerned, the following information shall be included in the rolling stock register:

(a) | pass-by noise (basic parameters in points 4.2.1.1 and 4.2.2.4), accompanied by information on the rail acoustic roughness and vertical and lateral decay rates for the track on which the measurement was performed. This information shall indicate whether or not the measured values are ‘comparable’ or ‘non-comparable’ as defined in points 4.2.1.1 and 4.2.2.4 regarding pass-by noise,
(b) | stationary noise (basic parameters in points 4.2.1.2 and 4.2.2.2),
(c) | starting noise (basic parameters in point 4.2.2.3),
(d) | interior noise in the driver’s cab.5. INTEROPERABILITY CONSTITUENTSThere are no interoperability constituents specified in this TSI.
6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATIONS OF THE SUBSYSTEM6.1. Interoperability constituents
Not applicable
6.2. Subsystem rolling stock regarding noise emitted by rolling stock
6.2.1. Assessment procedures
At the request of the applicant, a notified body shall carry out the EC verification in accordance with Annex VI to Directive 2008/57/EC, and in accordance with the provisions of the relevant modules.
The applicant shall draw up the EC declaration of verification for the rolling stock subsystem including the noise aspect in accordance with Article 18(1) and Annex V to Directive 2008/57/EC.
6.2.2. Modules
For the verification procedure of the noise requirements, as specified in Section 4, the applicant is permitted to choose one of the following modules:

(a) | the EC type examination procedure (module SB) for the design and development phase, in combination with a module for the production phase which shall be one of the following:—the production quality management system procedure (module SD), or,—the product verification procedure (module SF), | — | the production quality management system procedure (module SD), or, | — | the product verification procedure (module SF),
— | the production quality management system procedure (module SD), or,
— | the product verification procedure (module SF),
(b) | the full quality management system with design examination procedure (module SH1).The module SD is permitted only to be chosen where the applicant operates a quality management system for production, final product inspection and testing, approved and surveyed by a notified body of their choice.
The module SH1 is permitted only to be chosen where the applicant operates a quality management system for design, production and final testing, approved and surveyed by a notified body of their choice.
6.2.3. Verification methods specific to noise aspects of rolling stock
6.2.3.1. Introduction
Notwithstanding the exemptions as described in this section, by default all new types need to be assessed in compliance with the requirements specified in Section 4 of this TSI. Instead of the test procedures as set out in Section 4 of this TSI, it may be permitted to substitute some or all of the tests by a simplified evaluation method. The eligibility criteria and requirements associated to the simplified evaluation method are set out in this section.
The simplified evaluation method consists of acoustically comparing the type under assessment to an existing type with documented noise characteristics compliant with the noise TSI; the latter is further referred to as the reference type.
It is permitted to substitute noise testing by a simplified evaluation, if the type under assessment is comparable to a reference type which has been tested in compliance with one of the following:

(a) | Section 4 of this TSI and for which the pass-by noise results are marked ‘comparable’, or
(b) | in compliance with Section 4 of the TSI CR ‘rolling stock— noise’ adopted by Decision 2006/66/EC.The following units are eligible for a simplified evaluation:

(a) | Different formations of multiple units,
(b) | Renewed or upgraded units in accordance with point 7.6 of this TSI,
(c) | New units which are largely based on an existing design (same vehicle family).For the units under assessment for simplified evaluation, the proof of conformity shall include a detailed description of the noise relevant changes compared to the reference type. From this description, a simplified evaluation (see points 6.2.3.2 and 6.2.3.3) shall be performed to identify the differences in terms of expected noise emission, of the noise cases specified in point 4.2 between the reference unit and the unit under assessment.
The simplified evaluation may be used on a unit for each of the individual noise cases autonomously: stationary noise, starting noise, cab-noise and pass-by noise.
6.2.3.2. Simplified evaluation for locomotives, multiple units, coaches and OTMs
The simplified evaluation shall prove that the unit under assessment complies with the applicable noise levels as set out in this TSI, for those noise cases for which the simplified evaluation is used.
The simplified evaluation on a unit shall consist of providing evidence to show that the acoustically relevant systems and characteristics are either identical to those of the reference type, or such that they will not result in higher noise emission of the unit under assessment. The simplified evaluation can either be a calculation, or simplified measurement (e.g. sound power of noise sources), or a combination of both. Noise relevant systems which differ from the reference type shall be identified in the technical file.
6.2.3.3. Simplified evaluation for freight wagons
For upgraded or renewed wagons, also see point 7.6.1. In case additional conformity assessment is needed and where table 7 is complied with, the simplified evaluation method is permitted to be used for upgraded or renewed freight wagons.
For new wagons: in cases where table 7 is complied with, the simplified evaluation method is permitted to be used for freight wagons.

Table 7

List of noise relevant parameters for freight wagons and their permitted variation from a ‘reference type’ configuration

Unit parameter | permitted variation | Applies for:
| | Stationary noise | Pass-by noise
Max. unit Speed | Up to 10 km/h increase allowed compared to the reference type | — | •
Type of wheel | Allowed if less noisy than the reference type’s wheel type (acoustic characterisation of the wheels as set out in Annex E of EN 13979-1) | — | •
Number of axles per unit length (related to either the length of the wagon or the number of wheel sets, or both) | Allowed, if lower than reference type | — | •
Tare weight | Change +/- 5 % allowed compared to the reference type | — | •
Brake system | No change allowed compared to the reference type | — | •
Class of wagon (e.g. tank, hopper, van, platform) | No change of class allowed compared to the reference type | • | •
Auxiliary equipment | No restriction | • | —If the simplified evaluation is permitted to be used:

(a) | The pass-by noise levels as set out in point 4.2.1.1 are deemed to be compliant without testing.
(b) | For stationary noise, the simplified evaluation shall consists of providing evidence to show that the acoustically relevant systems and characteristics are either identical to those of the reference type, or such that they will not result in higher noise emission of the unit under assessment. The simplified evaluation can either be a calculation, or simplified measurement (e.g. sound power of noise sources), or a combination of both. Noise relevant systems which differ from the reference type shall be identified in the technical file.6.2.4. Units requiring EC certification against the HS RST TSI and against this TSI
When a unit is positively assessed against the HS RST TSI, it is deemed to comply with the requirements in this TSI without further checks. In this case, the applicant may issue its EC declaration without further evaluation. This is only permitted if there are no derogations relating to noise aspects.
7. IMPLEMENTATION7.1. General
The implementation of the TSIs must take into consideration the overall migration of the conventional rail network towards full interoperability.
In order to support this migration, the TSIs allow for staged, gradual application and coordinated implementation with other TSIs.
7.2. TSI Revision
In conformity with Article 6(2) of Directive 2008/57/EC, the Agency shall be responsible for preparing the review and updating of TSIs and making appropriate recommendations to the Commission in order to take account of developments in technology or social requirements. In addition, the progressive adoption and revision of other TSIs may also impact this TSI. Proposed changes to this TSI shall be subject to rigorous review and updated TSIs will be published on an indicative periodic basis of 3 years.
In any case the Commission will deliver to the Committee referred to in Article 29 of Directive 2008/57/EC (also referred to as ‘RIS Committee’), at the latest by 23 June 2013, a report and, if needed, a proposal for revising this TSI with regard to the following issues:

(a) | an assessment of the implementation of the TSI, in particular costs and benefits;
(b) | the use of a continuous curve of limiting values LpAeq,Tp for the pass-by noise of freight wagons as a function of APL (axles per length), provided that it does not prevent technical innovation, in particular for rakes of wagons;
(c) | the second step pass-by noise limit values for wagons, locomotives, multiple units and coaches (see point 7.3), according to the results of comparable noise measurement campaigns, taking into account in particular technical progress and available technologies for both track and rolling stock and cost-benefit analyses;
(d) | a possible second-step starting noise limit values for diesel locomotives and multiple units;
(e) | the inclusion of infrastructure into the scope of the Noise TSI in coordination with the TSI Infrastructure;
(f) | the inclusion into the TSI of a monitoring scheme for wheel defects. Wheel defects have an impact on noise emission.7.3. A two step approach
It is recommended that in the case of new rolling stock to be ordered after 23 June 2016, or authorised to be placed into service after 23 June 2018, points 4.2.1.1 and 4.2.2.4 of this TSI are applied with a reduction of 5 dB except for DMUs and EMUs. For both latter cases the reduction is 2 dB. This recommendation will serve only as a basis for revising points 4.2.1.1 and 4.2.2.4 in the context of the TSI revision process mentioned in point 7.2.
7.4. Retrofitting programme for noise reduction
Given the long life-cycle of railway vehicles it is also necessary to take measures on the existing fleet of rolling stock, with priority for freight wagons, to foster a noticeable reduction of the perceived noise level within a reasonable time period. The Commission will take initiatives to discuss options for retrofitting of freight wagons with the relevant stakeholders to achieve a general agreement with the industry.
7.5. Application of this TSI to new rolling stock
The specifications provided by this TSI apply to all new rolling stock within the scope of this TSI.
7.5.1. Starting noise
The starting noise limits may be raised by 2 dB for all DMUs, with an engine power greater than 500 kW/engine, authorised to be placed into service by 23 June 2011 at the latest.
7.5.2. Exceptions for national, bilateral, multilateral or multinational agreements
7.5.2.1. Existing agreements
Where notified agreements contain requirements related to noise, these agreements remain permitted until the necessary measures are taken including EU level agreements related to this TSI with the Russian Federation and all the other CIS countries having a border with the EU.
7.5.2.2. Future agreements or modification of existing agreements
Any future agreement or modification of existing agreements shall take into account EU legislation and, in particular, this TSI. Member States shall notify the Commission with such agreements/modifications.
7.6. Application of this TSI to existing rolling stock
7.6.1. Renewal or upgrading of existing freight wagons
In the case of renewal or upgrading of freight wagons, the Member State concerned has to decide, in accordance with Article 20 of Directive 2008/57/EC, if a new authorisation for placing into service is needed. If the performance of the brake system of this wagon is changed by the renewal or upgrading and if a new authorisation of placing into service is needed, the requirement is that the pass-by level of this wagon shall comply with the relevant level indicated in Table 1 of point 4.2.1.1.
If a wagon during renewal or upgrading is being equipped (or is already equipped) with composite blocks and without adding additional noise sources to the wagon, it shall be assumed without testing that the values of point 4.2.1.1 are fulfilled.
An upgrading for noise emission reduction only is not mandatory, but if upgrading is done for another reason it shall be demonstrated that renewal or upgrading does either not increase pass-by noise levels, or when increased remain within the limits which are specified in this TSI.
For stationary noise, it shall be demonstrated that the stationary noise levels do either not increase, or when increased remain within the limits which are specified in this TSI.
As an alternative to full vehicle measurement, the demonstration of compliance of a unit is permitted to be performed by an evaluation under the conditions as defined in point 6.2.3 of this TSI. In this case the unit before upgrade shall act as the reference unit.
7.6.2. Renewal or upgrading of locomotives, multiple units, coaches and OTMs
It shall be demonstrated that the noise levels of renewed or upgraded units are either not increased, or when increased remain within the limits which are specified in this TSI.
The demonstration of compliance of a unit can, as an alternative to full vehicle measurement, also be done by an evaluation under the conditions as defined in point 6.2.3 of this TSI. In this case the unit before upgrade acts as the reference unit.
7.7. Specific cases
7.7.1. Introduction
The following special provisions shall apply in the specific cases referred to in this point.
Specific cases belong to two categories: the provisions apply either permanently (case P), or temporarily (case T). In temporary cases, it is recommended that the Member States concerned should conform with the relevant subsystem either by 2010 (case T1), an objective set out in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network(3), or by 2020 (case T2).
7.7.2. List of specific cases
7.7.2.1. Limit for stationary noise, ‘strictly for use on the UK and Ireland networks only’

Category P — permanent
Table 8

Limiting values LpAeq,T for the stationary noise of DMUs

Vehicles | LpAeq,T in dB
DMUs | 777.7.2.2. Finland
Category P – PermanentThe application of national technical rules instead of the requirements in this TSI is permitted for third countries’ rolling stock to be used on the Finnish 1524 network in traffic between Finland and third countries 1520 network.
Category T1 — temporaryIn the territory of Finland, the limits for stationary noise in point 4.2.1.2 shall not be applied to wagons equipped with a diesel aggregate for electrical power supply higher than 100 kW when the aggregate is used. In this case the stationary noise limit may be raised by 7 dB due to the temperature range down to — 40 °C together with freezing and icy conditions.
7.7.2.3. Limits for starting noise, ‘strictly for use on the UK and Ireland networks only’

Category P — permanent
Table 9

Limiting values LpAFmax for the starting noise of electric locomotives, diesel locomotives and DMUs

Vehicle for | LpAFmax in dB
Electric locomotives less than 4 500 kW at the rail wheel | 84
Diesel locomotives Less than 2 000 kW at the engine output shaft | 89
DMUs P < 500 kW/engine | 857.7.2.4. Limits for pass-by noise for freight wagons, in Finland, Estonia, Latvia and Lithuania
Category T1 — temporaryThe noise emission limits for freight wagons are not valid for Finland, Estonia, Latvia and Lithuania. The reason for this is the safety aspects under Nordic winter conditions. This specific case is valid until the functional specification and assessment method for composite brake blocks are incorporated in the revised version of the WAG TSI.
That does not preclude freight wagons from other Member States from operating in Nordic and Baltic States.
7.7.2.5. Specific case for Greece
Category T1 — temporary: rolling stock for track gauge 1 000 mm or lessFor the existing isolated 1 000 mm gauge, national rules shall apply.
7.7.2.6. Specific case for Estonia, Latvia and Lithuania
Category T1 — temporaryThe noise emission limits for all rolling stock (locomotives, coaches, EMUs and DMUs) are not valid for Estonia, Latvia and Lithuania until the revision of this TSI. In the meantime, measurement campaigns will be carried out in these States; the revision of this TSI shall take into account the results of these campaigns.

(1)
OJ L 42, 15.2.2003, p. 38.
(2)
OJ L 183, 29.6.1989, p. 1.
(3)
OJ L 228, 9.9.1996, p. 1.

REFERENCE TRACK DEFINITION

APPENDIX AThe reference track shall comply with the following requirements:
A1. Rail acoustic roughness of the test track
The condition of the rail acoustic roughness shall be considered suitable for comparable measurements if the one-third octave band roughness spectra assessed according to EN15610 throughout the test section fulfil the following upper limit taking into account, if necessary, the flexibility process described in Appendix B. The wavelength bandwidth should be at least 0,003 m to 0,10 m (0,3 cm to 10,0 cm corresponding to Figure 1).

Figure 1

Upper limit curve for the acoustic rail roughness

Key

1 | 1/3 octave band roughness level, dB
2 | Wavelength, cm
3 | 1/3 octave band roughness level, dBA2. Dynamic properties of the test track
The condition of the dynamic properties of the track shall be considered suitable for comparable measurements if the one-third octave band track decay rates spectra measured according to EN15461 throughout the test section fulfil the following lower limits:

Figure 2

Lower limit curves for the track decay rates

Key

1 | Track Decay Rate, dB/m
2 | Frequency, Hz
3 | TDR limit in the vertical direction
4 | TDR limit in the lateral direction

SMALL DEVIATION CALCULATION METHOD

APPENDIX B
Method to assess acceptable small deviations from rail roughness requirements
B1. Principle
The ‘small deviations’ method aims at introducing some flexibility in the conformity assessment of a test track section towards a limit curve of acoustic rail roughness within the frame of constant speed tests. Both the limit curve and the measured acoustic rail roughness spectra are assumed to be one-third octave band wavelength spectra.
Deviations to the track decay rates are not acceptable under the Small deviation calculation method.
The method relies on a calculation of a correction to the measured level based on the effect of any exceeding of a specified spectrum of acoustic rail roughness. The difference between the corrected pass-by noise level and the measured one is then compared to an acceptance criterion.
If the criterion is fulfilled, the acoustic impact of the rail roughness deviations is deemed ‘small’ and the measured pass-by noise level is considered to be comparable.
This method is train speed dependent.
B2. Data Processing
B2.1. Generate a ‘just compliant’ corrected spectrum from the measured acoustic rail roughness wavelength spectrum (step 1)
The measured rail acoustic roughness spectra shall be energetically averaged. A corrected spectrum shall be derived from the measured acoustic rail roughness wavelength spectrum and from the limit spectrum according to the following formula:

Where:
is the one-third octave band wavelength spectrum of the measured acoustic rail roughness;
is the one-third octave band wavelength limit spectrum;
is the one-third octave band wavelength spectrum of the corrected acoustic rail roughness;
NOTE 1 The corrected acoustic rail roughness spectrum is equivalent to the measured one except in the wavelength bands where the measured spectrum exceeds the limits.
NOTE 2 The corrected acoustic rail roughness spectrum complies with the limit spectrum
B2.2. Quantify the deviations in the rail roughness frequency spectrum (step 2)
Transform the one-third octave band wavelength spectra (corrected and measured acoustic rail roughnesses) into the frequency domain to synthesize one-third octave band frequency spectra compliant with EN 61260. This shall be carried out in two stages:

(a) | First derive frequencies from wavelengths using the formulaf = v/λwhereλis the wavelength andfis the corresponding frequency at train speedv. This leads to a non-normalized one-third octave frequency roughness spectrum.
(b) | Then distribute the energy in each frequency band over the normalized ones according to the algorithm supplied in annex C of EN15610The impact of the deviations on the acoustic rail roughness frequency spectrum is then quantified through a correcting spectrum which is calculated as follows:

Where:
is the one-third octave frequency spectrum of the measured rail acoustic roughness;
is the one-third octave frequency spectrum of the corrected rail acoustic roughness;
is the one-third octave frequency correcting spectrum.
B.2.3. Calculate a revised noise spectrum (step 3)
A revised noise spectrum shall be calculated from the measured noise level and the correcting roughness spectrum according to the following formula:

The revised noise spectrum is derived from a simplified process. This procedure shall not be used as a prediction method to correct noise levels.
NOTESince it has been assumed, in the method of calculation, that the rail roughness exceeding directly applies to the total noise, the revised noise spectrum is the minimum that might have been measured with the just compliant roughness spectrum.
An upper bound of the noise impact of the rail roughness deviations shall then be derived from the measured and revised noise spectra by:

wherestands for the dB sum of all the one-third octave frequency bandsi.
B3. Acceptance criterion
The track shall be considered to be compliant regarding the acoustic rail roughness spectrum if the noise impactΔLpAeq,Tpcalculated according to step 3 is less than or equal to 1 dB.
This compliance shall be examined for one pass-by at each speed.

MEASUREMENT DETAILS FOR STATIONARY NOISE MEASUREMENTS

APPENDIX C
Stationary test
C1. General
The measurements shall be carried out only if noise sources are present at standstill with the operating conditions specified under the heading ‘Vehicle conditions’ in this annex.
C2. Environmental conditions
C2.1. Acoustical environment
In the triangular area between the track and the microphone extending along the track to a distance twice the microphone distance to either side, the test site shall be such that free sound propagation exists. To achieve this result, then:

— | the level of the ground surface over this area shall be within + 0 m to – 2 m, relative to the top of rail,
— | this area shall be free of sound absorbing matter (e.g. lying snow, tall vegetation) or reflective covering (e.g. water, ice, tarmac or concrete),
— | no person shall be present in this area, and the observer shall be in a position that does not influence the measured sound pressure level significantly,
— | the presence of other tracks is permissible in this area as long as the ballast bed height does not exceed the height of the rail surface of the test track,Additionally, an area around the microphones having a radius which is at least 3 times the measurement distance shall be free of large reflecting objects like barriers, hills, rocks, bridges or buildings.
C2.2. Background sound pressure level
Care shall be taken to ensure that the noise from other sources (for example other vehicles or industrial plants and due to wind) does not influence significantly the measurements.
The maximum value of the LAeq,TT = 20s of background noise over all microphone positions shall be at least 10 dB below the final result (energy-mean of all the measuring positions, see under heading ‘Measurement mesh’ in this annex) obtained when measuring the noise from the unit in the presence of background noise.
C3. Track conditions
The measurements shall be made on track with ballast bed.
C4. Vehicle conditions
C4.1. General
Air management systems, including grilles, filters and fans, shall be clear of any obstruction.
During the measurements, the doors and windows of the unit shall be kept closed.
C4.2. Normal operating conditions
The measurements shall be carried out in normal operating conditions defined as follows:

| All equipment that operates continuously when the unit is stationary shall be operating at normal load, which is the performance at an external temperature of 20 °C. For HVAC systems conditioning passenger areas and working places as well as system supplying energy for this function, climate influence parameters shall be set at: wind speed at 3 m/s, relative humidity at 50 %, 700W/m2energy from sun radiation, one person per seat and a constant interior temperature of 20 °C.
| Traction equipment shall be in a stationary thermal condition with cooling equipment working at minimum condition. For units with internal combustion engines, the engine shall idle.C5. Measurement positions
C5.1. Measurement mesh
Each vehicle (a multiple unit comprises a number of vehicles) shall be divided into equally distributed areas, each having an identical horizontal lengthlxof between 3 m and 5 m. The length of the vehicle is the distance between couplers or buffers. Each measurement position is located at midlength along the relevant area on both sides of the vehicle. Extra measurement positions shall be taken at the front and rear end of the unit: two microphones located at 60 ° from the centre of the track, on a half circle having its centre in the midpoint of the unit end (without couplers or buffers) and a radius equal to 7,5 m as illustrated inFigure 3. In the case of a trailer unit these extra positions shall be measured only at ends which are equipped with a cab.
Each measurement position shall be located at a distance of 7,5 m from the centre line of the track at a height of 1,2 m above top of rail and opposite the centre of the unit.
The microphone axis shall be horizontal and directed perpendicularly to the contour of the unit.
C5.2. Reduction of the number of measurement positions
Redundant measurements may be omitted, considering that some measurement positions are equivalent (and will lead to similar noise levels), in the following cases:

(a) | If both sides of the unit are identical (axisymmetric or point symmetric) then it is permissible to omit the measurement points on one side of the unit.
(b) | If several vehicles of the same type are present within a multiple unit or a fixed formation train, it is permissible to measure each type of vehicle once.The reduction of the number of measurement positions shall be justified in the report. Omitted points shall be listed and their assumed equivalent location identified.

Figure 3

Example of a mesh of measurement positions for the stationary noise measurement of a multiple unit. Each of the vehicle a, b, and c is divided up into equally distributed areas, each having a length equal to l
a
/5, l
b
/4 and l
c
/4 of between 3 m and 5 m respectively
C6. Measured quantities
The measured acoustic quantity isLpAeq,T,with T = 20s.
C7. Test procedure
The unit shall be stationary.
At least three valid measurement samples at each position are required, taken either sequentially at each position or sequentially from position to position. The validity of the measurements shall be assessed against the background noise level (see under heading ‘Background sound pressure level’ in this annex) and the acceptable spread of the measurement samples (Where a series of three measurement samples are required, a spread of less than or equal to 3 dB shall be fulfilled for the measurement to be considered as valid. Otherwise, additional measurements shall be made.)
The measurement time intervalTshall be at least 20 s. If, however, as an exception it is not possible to maintain the source of noise at its nominal load for 20 s, the measurement time intervalTmay be reduced to a minimum of 5 s. This reduction shall be specified and justified in the test report.
C8. Data processing
For each set of measurements (one sample at each position), the noise levelsmeasured at all positions i shall be energy averaged as follows to derive a single noise indicator representative of the unit:

where:
is the sound pressure level measured at the measurement point i
nis the number of measurement positions.
li:length associated with the measurement position i

The n measurement positions used in the summation shall correspond to the whole mesh defined under heading ‘Measurement mesh’ in this annex, before any possible reduction (see under heading ‘Reduction of the number of measurement positions’ in this annex). Where appropriate the noise levels of measured equivalent points shall be assigned to omitted points.
Ashall then be produced for each of the three sets of measurements.
The test result shall be the arithmetic mean of thevalues, rounded to the nearest integer decibel.
The individualas well as the mean shall be presented in the report. In addition, the full set ofmeasured at all measurement positions shall be presented in the report.

MEASUREMENT DETAILS FOR STARTING NOISE MEASUREMENTS

APPENDIX D
Acceleration test from standstill
D1. Environmental conditions
D1.1. Acoustical environment
In the triangular area between the track and the microphone extending along the track to a distance twice the microphone distance to either side, the test site shall be such that free sound propagation exists. To achieve this result, then:

— | the level of the ground surface over this area shall be within + 0 m to – 2 m, relative to the top of rail,
— | this area shall be free of sound absorbing matter (e.g. snow, tall vegetation) or reflective covering (e.g. water, ice, tarmac or concrete),
— | no person shall be present in this area, and the observer shall be in a position that does not influence the measured sound pressure level significantly,
— | the presence of other tracks is permissible in this area as long as the ballast bed height does not exceed the height of the rail surface of the test track,Additionally, an area around the microphones having a radius which is at least 3 times the measurement distance on both sides shall be free of large reflecting objects like barriers, hills, rocks, bridges or buildings.
D1.2. Background sound pressure level
Care shall be taken to ensure that the noise from other sources (for example other vehicles or industrial plants and due to wind) does not influence significantly the measurements.
The maximum value of theLAeq,TT = 20s of background noise over all microphone positions shall be at least 10 dB below theLpAFmaxobtained when measuring the noise from the unit in the presence of background noise.
D2. Track conditions
The track at the measuring section shall be laid without rail joints (welded rail) and free of visible surface defects such as rail burns or pits and spikes caused by the compression of external material between wheel and rail: no audible impact noise due to welds or loose sleepers should be present.
D3. Vehicle conditions
D3.1. General
Air management systems, including grilles, filters and fans, shall be clear of any obstruction.
During the measurements, the doors and windows of the unit shall be kept closed.
The measurements shall be carried out in normal operating conditions defined as follows:
All equipment that operates continuously when the unit is starting shall be operating at normal load, which is the performance at an external temperature of 20 °C. For HVAC systems conditioning passenger areas and working places as well as system supplying energy for this function, climate influence parameters shall be set at: wind speed at 3 m/s, relative humidity at 50 %, 700W/m2energy from sun radiation, one person per seat and a constant interior temperature of 20 °C.
If the noise of an item of auxiliary equipment contributes significantly to the result and is not repeatable, it shall not be considered part of this measurement. Any part of a measurement that is excluded shall be identified in anLAF(t)plot.
D3.2. Loading or operating conditions
Tests shall be performed with maximum tractive effort without wheel spin and without macro slip.
If the train under test does not comprise a fixed formation, the hauled load has to be defined and shall be sufficient to ensure that the maximum tractive effort will be developed during the measurement.
When applicable the traction unit shall be at the head of the train.
D4. Measurement positions
For standard acceleration tests the measurement positions shall be located at 7,5 m distance from the centre of the track at 1,2 m height.
One measurement position shall be located at the front measurement cross section, which is defined as being 10 m ahead the front of the unit.
Further measurement positions shall be located along the unit depending on the unit lengthL(seeFigure 4):

— | For units less than or equal to 50 m in length no further measurement positions are needed,
— | For units longer than 50 m at least one position at 10 m ahead the centre of the unit shall be used. If the distance between the two measurement positions is greater than 50 m then additional measurement positions are required. The distance D between adjacent measurement positions shall be constant and no greater than 50 m.Measurement shall be carried out on both sides of the unit. If both sides of the unit are identical (axisymmetric or point symmetric) then it is permissible to omit the measurement points on one side of the unit.

Figure 4

Measurement positions for acceleration tests

D5. Measurement quantity
The measured acoustic quantity isLpAF(t).
D6. Test procedure
Three valid measurement samples at each position are required. The validity of the measurements shall be assessed against the background noise level (see under heading ‘Background sound pressure level’ in this annex) and the acceptable spread of the measurement samples (Where a series of three measurement samples are required, a spread of less than or equal to 3 dB shall be fulfilled for the measurement to be considered as valid. Otherwise, additional measurements shall be made.)
The train shall accelerate from standstill up to 30 km/h and then maintain the speed.
The measurement time interval T shall begin when the unit under test starts to move and shall end when it is 10 m past the front measurement cross section.
D7. Data processing
Determine theLpAFmaxfor each measurement (for each starting event and each measurement position).
Calculate the arithmetic average of the three valid measurements at each measurement position, rounded to the nearest integer decibel.
The final result is the maximum of these averaged values

MEASUREMENT DETAILS FOR PASS-BY NOISE MEASUREMENTS

APPENDIX E
Constant speed test
E1. Environmental conditions
E1.1. Acoustical environment
In the triangular area between the track and the microphone extending along the track to a distance twice the microphone distance to either side, the test site shall be such that free sound propagation exists. To achieve this result, then:

— | the level of the ground surface over this area shall be within + 0 m to – 2 m, relative to the top of rail,
— | this area shall be free of other tracks, sound absorbing matter (e.g. snow, tall vegetation) or reflective covering (e.g. water, ice, tarmac or concrete),
— | no person shall be present in this area, and the observer shall be in a position that does not influence the measured sound pressure level significantly,Additionally, an area around the microphones having a radius which is at least 3 times the measurement distance shall be free of large reflecting objects like barriers, hills, rocks, bridges or buildings.
E1.2. Background sound pressure level
Care shall be taken to ensure that the noise from other sources (for example other vehicles or industrial plants and due to wind) does not influence significantly the measurements.
The maximum value of theLAeq,TT = 20s of background noise over all microphone positions shall be at least 10 dB below theLpAeq,Tpobtained when measuring the noise from the unit in the presence of background noise. For frequency analysis (only necessary in case the small deviation process is used) this difference shall be at least 10 dB in each frequency band of interest.
E2. Track conditions
E2.1. General
The track on which the measurements are performed shall have a consistent superstructure over a minimum length of twice the microphone distance to either side. This includes geometry of the line, track quality, rail roughness and track decay rates as described in this TSI.
E2.2. Geometry of the line
The radius of curvaturerof the track shall be:
r≥ 1 000 m for tests at train speedv≤ 70 km/h;
r≥ 3 000 m for tests at train speed 70 <v≤ 120 km/h;
r≥ 5 000 m for tests at train speedsv> 120 km/h.
Where powered units are tested, the level gradient at the track shall be 5:1 000 at the most.
E2.3. Track superstructure
The standard superstructure for the constant speed test is a track with ballast bed and wooden or reinforced concrete sleepers without any type of rail or track shielding (use of rail dampers is accepted to comply with track decay rate limits in this TSI).
There shall be no ice, frost, or other frozen water products on the test track. The temperature during measurements is permitted to be below zero degrees Celsius.
The track at the measuring section shall be laid without rail joints (welded rail) and be free of visible surface defects such as rail burns or pits and spikes caused by the compression of external material between wheel and rail: no audible impact noise due to welds or loose sleepers shall be present.
E3. Vehicle conditions
E3.1. General
Air management systems, including grilles, filters and fans, shall be clear of any obstruction.
During the measurements, the doors and windows of the unit shall be kept closed.
E3.2. Loading
The normal operating conditions for stationary noise measurements apply, as defined in annex C of this TSI. Additionally, for fixed formation units, a minimum tractive effort to maintain a constant speed shall be applied during the pass-by noise measurement. To ensure a steady operating condition, it might be required to operate the unit already a certain time in advance in this operating condition.
Except for locomotives, during the pass-by noise measurements, units shall not be physically loaded beyond what is specified above, e.g. no goods shall be loaded to wagons and no passengers shall be present in passenger units.
If the unit being tested is a locomotive, the hauled load shall be at least two-thirds of the maximum permissible value. For the purposes of this standard, it is permissible to use the maximum tractive effort that can be generated at maximum speed as a proxy for maximum permissible hauled load (seeFigure 5). Where appropriate meters and displays are available within the cab of the locomotive under test, the required testing condition may be ensured by operating the locomotive with an indicated tractive effort of at least two-thirds of the maximum available tractive effort. This condition is permitted to be ensured by including an instrumented brake vehicle within the hauled set of vehicles, thus allowing the tractive effort to be controlled precisely during the test period by brake application.
The test report shall describe the state of the traction equipments during the test.

Figure 5

Example of tractive effort versus train speed for the case of a locomotive

Key

1 | Tractive effort F [N]
2 | Train speed v [km/h]
3 | Tractive effort curve
4 | Simplified resistance curve (straight line)
5 | Maximum tractive effort at maximum speedvmax
6 | 2/3 of maximum tractive effort at maximum speedvmaxE3.3. Wheel tread conditioning
The unit shall be in its normal operating conditions and, for test with constant speed, its wheels shall have run in normal traffic at least 1 000 km on track with normal traffic. The wheel treads shall be as free as possible from irregularities, such as flats.
For units with tread brakes or scrubber (tread cleaning brakes) the block/tread pair shall be in a run-in condition where block and tread have bedded in sufficiently. Before starting the pass by measurements (typically just before starting the measurements, but not more than 24h before starting the measurements) such units shall be braked to standstill two times. Braking shall start at 80 km/h or at the maximum unit speed in the case where it is lower than 80 km/h. The unit shall be braked until a complete stop with a deceleration which is typical in normal operation, but which ensures that no wheel flats are generated.
E3.4. Train composition (adjacent vehicles)
Noise from other parts of the train shall not influence the measurements of the unit(s) under test. Therefore, for the measurement of a trailed unit, there shall be an acoustically neutral vehicle on one side of at least two units under test, and no vehicle or an acoustically neutral vehicle on the other side. For the measurement of locomotives the adjacent vehicle shall be acoustically neutral.
An adjacent vehicle shall be considered to be acoustically neutral if:

(a) | it is a vehicle of the same type as the unit(s) under test, or
(b) | theLpAeq,Tp1is no more than 2.0 dB greater thanLpAeq,Tpwhere the passing timesTp1andTpare indicated inFigure 6(for this evaluation round values to one decimal place).This condition shall be verified and documented at least once for each tested speed.

Figure 6

Passing time for assessing acoustic neutrality of adjacent vehicle(s) E4. Measurement positions
The measurement position shall be located at a distance of 7,5 m from the centre line of the track at a height of 1,2 m above top of rail.
Measurement shall be carried out on both sides of the unit. If both sides of the unit are identical (axisymmetric or point symmetric) then it is permissible to omit the measurement points on one side of the unit.
E5. Measured quantities
The basic measured acoustic quantities areLpAeq,Tp, train speed and pass-by timeTp. If required due to the use of the small deviations method as described in annex B of TSI, the frequency spectrum also needs to be determined.
E6. Test procedure
A series of at least three measurements shall be made at each measurement position and for each measurement condition (one vehicle condition at one speed).
The validity of the measurements shall be assessed against the background noise level (see under heading ‘Background sound pressure level’ in this annex) as well as the acceptable spread of the measurement samples (Where a series of three measurement samples are required, a spread of less than or equal to 3 dB shall be fulfilled for the measurement to be considered as valid. Otherwise, additional measurements shall be made.).
E6.1. Pass-by speeds
The speeds of testing are set out in points 4.2.1.1 and 4.2.2.4 of this TSI.
Over the measurement section of the track, the unit under test shall be run at the chosen speeds stabilised within ± 5 %. The speed shall be measured by a device with an accuracy better than 3 %. The speedometer of the train is permitted to be used, provided a calibration with accuracy better than 3 % is performed.
E6.2. Recording and measurement time intervals
E6.2.1. Recording time interval
Irrespective of the type of rolling stock being measured, the recording time intervalTrecshall be chosen, so the record starts when the A-weighted sound pressure level is at least 10 dB lower than found when the front of the train is opposite the microphone position. The record shall not end before the A-weighted sound pressure level is 10 dB lower than found when the rear of the train is opposite the microphone position (seeFigure 7).

Figure 7

Example of selection of recording time interval, T
rec
, for a fixed train formation

Key

1 | A-weighted sound pressure level, dB
2 | Time
3 | Recording time interval Trec
4 | T1
5 | T2
6 | Measurement Time interval T = TpE6.2.2. Measurement time intervals – general cases
For multiple units or fixed train formations, the measurement time intervalTshall coincide with the pass-by timeTpof the whole unit past the measuring point.
Locomotives or driving trailers shall always be tested at the head of a test train. The measurement time intervalTshall coincide with the pass-by timeTpof the whole unit (over buffers) past the measuring point (seeFigure 8).

Figure 8

Measurement time interval of locomotives or driving trailer

Key

1 | A-weighted sound pressure level
2 | TimeFor trailed unit(s) which form part of a train, the measurement time intervalTshall start when the centre of the first unit passes the measurement position (T1) and ends when the centre of the last unit passes the measurement position (T2). This procedure is only applicable where at least two units of the type under test are available. The following point on ‘Measurement time intervals – Special cases’ provides acceptable test procedures for the described special cases of trailer units.
When measuring a unit within a train, the unit shall be located using an independent device, such as an optical trigger or a wheel detector.
Figure 9shows the minimum measurement time intervalTminrequired for the measurement of a trailer unit.

Figure 9

Example of selection of measurement time interval, T, for parts of a train

Key

1 | A-weighted sound pressure level, Db
2 | TimeE6.2.3. Measurement time intervals – special cases
Only when the general assessment requirements as described in point E6.2.2 of this Appendix cannot be applied due to either the physical configuration of the unit under assessment is incompatible, or the unit is a one-off unit, it is permitted to use the special assessment method following the general rules as described under the heading ‘General rules’ in this annex. The clauses as set out after the ‘general rules’ define the application of the general rules to specific types of units.
E6.2.3.1. General rules

| (a) | In any case adjacent vehicle(s) shall be acoustically neutral and therefore fulfil the conditions specified in section ‘Train composition (adjacent vehicles)’ of this annex.
| (b) | The measurement time interval chosen shall allow the assessment of the whole acoustic signature of the unit under test. Therefore the minimum measurement time intervalTminshall correspond to the pass-by time (or a multiple of it) of this unit past the measurement position.
| (c) | The measurement time interval shall begin when the centre of the longest segment between two consecutive wheelsets passes the microphone and ends after the same position of the last unit under test passes the microphone.E6.2.3.2. Units with wheelsets located at or close to their centre
In some configurations, the wheelsets are located close to or directly at the centre of the unit under test. In such a case, the minimum measurement time intervalTminshall not begin when the centre of the first unit under test but when the centre of the longest segment between two consecutive wheelsets of this unit passes the measurement position. It ends after the equivalent location on the last unit passes the measurement position (see examples inFigure A.10andFigure A.11).

Figure A.10

Minimum measurement time interval of units with wheelsets located close to their centre

Key

1 | A-weighted sound pressure level
2 | Time
Figure A.11

Minimum measurement time interval of units with wheelsets located at their centre

Key

1 | A-weighted sound pressure level
2 | TimeE6.2.3.3. Permanently coupled unit composed of two vehicles
Where the unit under test is composed of two permanently coupled vehicles, not necessarily identical, it is permissible to measure only one unit, provided that both vehicles are point symmetric. In such a case,T1corresponds to the passing of the centre of the first vehicle andT2corresponds to the passing of the centre of the last vehicle of the unit.
NOTE It is recommended to test such a unit at the end of the test train.

Figure A.12

Minimum measurement time interval for a unit composed of two different and permanently coupled vehicles

Key

1 | A-weighted sound pressure level
2 | TimeE6.2.3.4. Measurement of a single trailer unit
When a series consists of one unit, it is permissible to measure this single unit provided that it is acoustically point symmetric.
This procedure does not apply to driving trailers.
The unit under test shall be positioned at the end of the train. The measurement time intervalTshall begin when the centre of the unit passes the measurement position and ends when the noise level measured at the measurement position has decreased by at least 10 dB compared to the maximum noise level measured during pass-by of the unit (seeFigure A.13).
The A-weighted equivalent pass-by noise level shall then be assessed according to

withpass-by time of half of the unit in s

L | length if the unit in m
v | train speed in m/s
Figure A.13

Measurement time interval for the situation where only one unit is being tested at the end of the train

Key

1 | A-weighted sound pressure level
2 | TimeE7. Data processing
The value ofLpAeq,Tpshall be calculated for each measurement position. The test result shall be the arithmetic mean value of each series of measurements, rounded to the nearest integer decibel.
Where a normalisation of the pass-by noise to a reference speed is required, then this shall be performed before rounding.
If the sound pressure levels measured on each side of the unit are different; the higher sound pressure level shall be retained as final test results.
When spectra are required due to the use of the ‘small deviations’ method, they should be supplied in one-third octave bands in the range of at least [31,5 Hz – 8 000 Hz].

MEASUREMENT DETAILS FOR INTERIOR CAB NOISE MEASUREMENTS

APPENDIX FThe following conditions apply:

(a) | the doors and windows must be closed,
(b) | the hauled loads must be equal to at least two-thirds of the maximum permissible value.For the measurements at maximum speed, the microphone shall be positioned at the level of the driver’s ear (in the seated position), at the centre of a horizontal plane extending from the front window panes to the rear wall of the cab.
For the measurements of the horn’s impact, eight evenly spaced microphone positions around the position of the driver’s head with a radius of 25 +/–2,5 cm (in the seated position) shall be used, in a horizontal plane. The arithmetic mean of the eight values shall be assessed against the limit.

GENERAL INFORMATION AND DEFINITIONS RELATED TO NOISE TESTING

APPENDIX GG1. Definitions:

sound pressure
p
root mean square (RMS) value of a fluctuating pressure superimposed on the static atmospheric pressure measured over a certain time period, expressed in Pa

sound pressure level
Lp
level given by the equation:
Lp= 10 lg (p/p0)2dB
(2)
where

Lp | is the sound pressure level in dB;
p | is the RMS sound pressure in Pa;
p0 | the reference sound pressure;p0= 20 μPa
A-weighted sound pressure level
LpA
sound pressure level obtained by using the frequency weighting A (see EN 61672 –1 and EN 61672-2), given by the following equation:
LpA= 10 lg (pA/p0)2dB
(3)
where

LpA | is the A-weighted sound pressure level in dB;
pA | is the RMS A-weighted sound pressure in Pa;
p0 | the reference sound pressure;p0= 20 μPa.
AF-weighted sound pressure level history
LpAF(t)
A-weighted sound pressure level as a function of time with time weighting F (fast)

AF-weighted maximum sound pressure level
LpAFmax
maximum value of the A-weighted sound pressure level determined during the measurement time intervalTby using time weighting F (fast)

A-weighted equivalent continuous sound pressure level
LpAeq,T
A-weighted sound pressure level given by the following equation:

(4)
where

LpAeq,T | is the A-weighted equivalent continuous sound pressure level in dB;
T | is the measurement time interval in s;
pA(t) | is the A-weighted instantaneous sound pressure in Pa;
p0 | the reference sound pressure;p0= 20 μPa.G2. Measurement tolerances
All measurement distances mentioned in the standard shall be considered with a tolerance of ± 0,2 m if no requirement is specified.

Pending: 32011D0025

January 15, 2026
22.12.2011 EN Official Journal of the European Union L 341/65
(1) Pursuant to Article 18.1 of the Statute of the European System of Central Banks and of the European Central Bank, the European Central Bank (ECB) and the national central banks of Member States whose currency is the euro (hereinafter the ‘NCBs’) may conduct credit operations with credit institutions and other market participants, with lending being based on adequate collateral. The general conditions under which the ECB and the NCBs stand ready to enter into credit operations, including the criteria determining the eligibility of collateral for the purposes of Eurosystem credit operations, are laid down in Annex I to Guideline ECB/2000/7 of 31 August 2000 on monetary policy instruments and procedures of the Eurosystem(1)(hereinafter the ‘General Documentation’).
(2) On 8 December 2011 the Governing Council decided on additional enhanced credit support measures to support bank lending and liquidity in the euro area money market. In accordance with that decision and in order to enhance the provision of liquidity to counterparties to Eurosystem monetary policy operations, an option to terminate or modify certain longer-term refinancing operations before maturity should be provided for, and the criteria for determining the eligibility of assets to be used as collateral in Eurosystem monetary policy operations should be widened.
(3) Such measures need to apply temporarily, until the Governing Council considers that the stability of the financial system allows the application of the general Eurosystem framework for monetary policy operations,
(a) the cash-flow generating assets backing the ABS shall belong to the same asset class, i.e. the asset pool shall consist of either only residential mortgages or only loans to SMEs, and there shall be no mix of assets of different asset classes;
(b) the cash-flow generating assets backing the ABS shall not contain loans which are:(i)at the time of the issuance of the ABS, non-performing; or(ii)at any time, structured, syndicated or leveraged; (i) at the time of the issuance of the ABS, non-performing; or (ii) at any time, structured, syndicated or leveraged;
(i) at the time of the issuance of the ABS, non-performing; or
(ii) at any time, structured, syndicated or leveraged;
(i) at the time of the issuance of the ABS, non-performing; or
(ii) at any time, structured, syndicated or leveraged;
(c) the counterparty submitting an ABS as collateral, or any third party with which it has close links, shall not act as an interest rate hedge provider in relation to the ABS;
(d) the ABS transaction documents shall contain servicing continuity provisions.
THE GOVERNING COUNCIL OF THE EUROPEAN CENTRAL BANK,
Having regard to the Treaty on the Functioning of the European Union, and in particular the first indent of Article 127(2) thereof,
Having regard to the Statute of the European System of Central Banks and of the European Central Bank, and in particular the first indent of Article 3.1 and Article 18.2 thereof,
(1) Pursuant to Article 18.1 of the Statute of the European System of Central Banks and of the European Central Bank, the European Central Bank (ECB) and the national central banks of Member States whose currency is the euro (hereinafter the ‘NCBs’) may conduct credit operations with credit institutions and other market participants, with lending being based on adequate collateral. The general conditions under which the ECB and the NCBs stand ready to enter into credit operations, including the criteria determining the eligibility of collateral for the purposes of Eurosystem credit operations, are laid down in Annex I to Guideline ECB/2000/7 of 31 August 2000 on monetary policy instruments and procedures of the Eurosystem(1)(hereinafter the ‘General Documentation’).
(2) On 8 December 2011 the Governing Council decided on additional enhanced credit support measures to support bank lending and liquidity in the euro area money market. In accordance with that decision and in order to enhance the provision of liquidity to counterparties to Eurosystem monetary policy operations, an option to terminate or modify certain longer-term refinancing operations before maturity should be provided for, and the criteria for determining the eligibility of assets to be used as collateral in Eurosystem monetary policy operations should be widened.
(3) Such measures need to apply temporarily, until the Governing Council considers that the stability of the financial system allows the application of the general Eurosystem framework for monetary policy operations,
HAS ADOPTED THIS DECISION:

Additional measures relating to refinancing operations and eligible collateral
Article 1
1. The rules for the conduct of Eurosystem monetary policy operations and the eligibility criteria for collateral laid down in this Decision shall apply in conjunction with the General Documentation.
2. In the event of any discrepancy between this Decision and the General Documentation, as implemented at national level by the NCBs, the former shall prevail. The NCBs shall continue to apply all provisions of the General Documentation unaltered unless otherwise provided for in this Decision.

Option to terminate or modify longer-term refinancing operations
Article 2
The Eurosystem may decide that, under certain conditions, counterparties may reduce the amount of, or terminate, certain longer-term refinancing operations before maturity.

Admission of certain additional asset-backed securities
Article 3
1. In addition to asset-backed securities (ABS) eligible under Chapter 6 of the General Documentation, ABS whose underlying assets include either only residential mortgages or only loans to small and medium-sized enterprises (SMEs) shall be eligible as collateral for Eurosystem monetary policy operations even if those ABS do not fulfil the credit assessment requirements under Section 6.3.2 of the General Documentation but otherwise comply with all eligibility criteria applicable to ABS pursuant to the General Documentation, provided that they have a second-best rating of at least the Eurosystem’s minimum threshold of credit quality step 2 of the Eurosystem’s harmonised rating scale, as referred to in Section 6.3.1 of the General Documentation, at issuance and at any time subsequently. They shall also satisfy all the following requirements:
(a)
the cash-flow generating assets backing the ABS shall belong to the same asset class, i.e. the asset pool shall consist of either only residential mortgages or only loans to SMEs, and there shall be no mix of assets of different asset classes;
(b)
the cash-flow generating assets backing the ABS shall not contain loans which are:
(i)
at the time of the issuance of the ABS, non-performing; or
(ii)
at any time, structured, syndicated or leveraged;
(c)
the counterparty submitting an ABS as collateral, or any third party with which it has close links, shall not act as an interest rate hedge provider in relation to the ABS;
(d)
the ABS transaction documents shall contain servicing continuity provisions.
2. For the purposes of paragraph 1 the terms ‘small enterprise’ and ‘medium-sized enterprise’ shall have the meaning given to them in Commission Recommendation 2003/361/EC of 6 May 2003 concerning the definition of micro, small and medium-sized enterprises(2).

Admission of certain additional credit claims
Article 4
1. An NCB may accept as collateral for Eurosystem monetary policy operations credit claims that do not satisfy the Eurosystem eligibility criteria.
2. The NCBs shall establish eligibility criteria and risk control measures for accepting credit claims pursuant to paragraph 1. Such eligibility criteria and risk control measures shall be subject to prior approval by the Governing Council.

Final provisions
Article 5
This Decision shall enter into force on 19 December 2011.

THE GOVERNING COUNCIL OF THE EUROPEAN CENTRAL BANK,
Having regard to the Treaty on the Functioning of the European Union, and in particular the first indent of Article 127(2) thereof,
Having regard to the Statute of the European System of Central Banks and of the European Central Bank, and in particular the first indent of Article 3.1 and Article 18.2 thereof,
(1) Pursuant to Article 18.1 of the Statute of the European System of Central Banks and of the European Central Bank, the European Central Bank (ECB) and the national central banks of Member States whose currency is the euro (hereinafter the ‘NCBs’) may conduct credit operations with credit institutions and other market participants, with lending being based on adequate collateral. The general conditions under which the ECB and the NCBs stand ready to enter into credit operations, including the criteria determining the eligibility of collateral for the purposes of Eurosystem credit operations, are laid down in Annex I to Guideline ECB/2000/7 of 31 August 2000 on monetary policy instruments and procedures of the Eurosystem(1)(hereinafter the ‘General Documentation’).
(2) On 8 December 2011 the Governing Council decided on additional enhanced credit support measures to support bank lending and liquidity in the euro area money market. In accordance with that decision and in order to enhance the provision of liquidity to counterparties to Eurosystem monetary policy operations, an option to terminate or modify certain longer-term refinancing operations before maturity should be provided for, and the criteria for determining the eligibility of assets to be used as collateral in Eurosystem monetary policy operations should be widened.
(3) Such measures need to apply temporarily, until the Governing Council considers that the stability of the financial system allows the application of the general Eurosystem framework for monetary policy operations,
HAS ADOPTED THIS DECISION:

Additional measures relating to refinancing operations and eligible collateral

1. The rules for the conduct of Eurosystem monetary policy operations and the eligibility criteria for collateral laid down in this Decision shall apply in conjunction with the General Documentation.
2. In the event of any discrepancy between this Decision and the General Documentation, as implemented at national level by the NCBs, the former shall prevail. The NCBs shall continue to apply all provisions of the General Documentation unaltered unless otherwise provided for in this Decision.

Option to terminate or modify longer-term refinancing operations

The Eurosystem may decide that, under certain conditions, counterparties may reduce the amount of, or terminate, certain longer-term refinancing operations before maturity.

Admission of certain additional asset-backed securities

1. In addition to asset-backed securities (ABS) eligible under Chapter 6 of the General Documentation, ABS whose underlying assets include either only residential mortgages or only loans to small and medium-sized enterprises (SMEs) shall be eligible as collateral for Eurosystem monetary policy operations even if those ABS do not fulfil the credit assessment requirements under Section 6.3.2 of the General Documentation but otherwise comply with all eligibility criteria applicable to ABS pursuant to the General Documentation, provided that they have a second-best rating of at least the Eurosystem’s minimum threshold of credit quality step 2 of the Eurosystem’s harmonised rating scale, as referred to in Section 6.3.1 of the General Documentation, at issuance and at any time subsequently. They shall also satisfy all the following requirements:
(a)
the cash-flow generating assets backing the ABS shall belong to the same asset class, i.e. the asset pool shall consist of either only residential mortgages or only loans to SMEs, and there shall be no mix of assets of different asset classes;
(b)
the cash-flow generating assets backing the ABS shall not contain loans which are:
(i)
at the time of the issuance of the ABS, non-performing; or
(ii)
at any time, structured, syndicated or leveraged;
(c)
the counterparty submitting an ABS as collateral, or any third party with which it has close links, shall not act as an interest rate hedge provider in relation to the ABS;
(d)
the ABS transaction documents shall contain servicing continuity provisions.
2. For the purposes of paragraph 1 the terms ‘small enterprise’ and ‘medium-sized enterprise’ shall have the meaning given to them in Commission Recommendation 2003/361/EC of 6 May 2003 concerning the definition of micro, small and medium-sized enterprises(2).

Admission of certain additional credit claims

1. An NCB may accept as collateral for Eurosystem monetary policy operations credit claims that do not satisfy the Eurosystem eligibility criteria.
2. The NCBs shall establish eligibility criteria and risk control measures for accepting credit claims pursuant to paragraph 1. Such eligibility criteria and risk control measures shall be subject to prior approval by the Governing Council.

Final provisions

This Decision shall enter into force on 19 December 2011.

Pending: 32010D0800

January 15, 2026
23.12.2010 EN Official Journal of the European Union L 341/32
(1) On 20 November 2006, the Council adopted Common Position 2006/795/CFSP concerning restrictive measures against the Democratic People's Republic of Korea(1)(the ‘DPRK’) which implemented United Nations Security Council Resolution (‘UNSCR’) 1718 (2006).
(2) On 27 July 2009, the Council adopted Common Position 2009/573/CFSP(2)which amended Common Position 2006/795/CFSP and implemented UNSCR 1874 (2009).
(3) On 22 December 2009, the Council adopted Decision 2009/1002/CFSP(3)which amended Common Position 2006/795/CFSP.
(4) In accordance with Article 7(2) of Common Position 2006/795/CFSP, the Council has carried out a complete review of the lists as set out in Annexes II and III to that Common Position, of persons to whom and entities to which Articles 3(1)(b) and (c) and 4(1)(b) and (c) thereof applied. The Council has concluded that the persons and entities concerned should continue to be subject to restrictive measures.
(5) The Council has identified additional persons and entities that should be subject to restrictive measures.
(6) The procedure for amending Annexes I and II to this Decision should include providing to designated persons and entities the grounds for listing 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 of those observations and inform the person or entity concerned accordingly.
(7) 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.
(8) This Decision also fully respects the obligations of Member States under the Charter of the United Nations and the legally binding nature of Security Council Resolutions.
(9) Common Position 2006/795/CFSP should be repealed and replaced by this Decision.
(10) The Union implementing measures are set out in Council Regulation (EC) No 329/2007 of 27 March 2007 concerning restrictive measures against the Democratic People's Republic of Korea(4),
(a) arms and related materiel of all types, including weapons and ammunition, military vehicles and equipment, paramilitary equipment and spare parts for the aforementioned, with the exception 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 Union and its Member States in the DPRK;
(b) all items, materials, equipment, goods and technology as determined by the Security Council or the Committee established pursuant to paragraph 12 of UNSCR 1718 (2006) (the ‘Sanctions Committee’) in accordance with paragraph 8(a)(ii) of UNSCR 1718 (2006), which could contribute to the DPRK's nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes;
(c) certain other items, materials, equipment, goods and technology which could contribute to the DPRK's nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or which could contribute to its military activities, which shall include all dual-use goods and technology listed in Annex I to Council Regulation (EC) No 428/2009 of 5 May 2009 setting up a Community regime for the control of exports, transfer, brokering and transit of dual-use items(5). The Union shall take the necessary measures in order to determine the relevant items to be covered by this provision.
(a) provide technical training, advice, services, assistance or brokering services, related to items and technology referred to in paragraph 1 or to the provision, manufacture, maintenance and use of those items, directly or indirectly to any person, entity or body in, or for use in, the DPRK;
(b) provide financing or financial assistance related to items and technology referred to in paragraph 1, including, in particular, grants, loans and export credit insurance, for any sale, supply, transfer or export of these items and technology, or for the provision of related technical training, advice, services, assistance, or brokering services, directly or indirectly to any person, entity or body in, or for use in, the DPRK;
(c) to participate, knowingly or intentionally, in activities the object or effect of which is to circumvent the prohibition referred to in points (a) and (b).
(a) the persons designated by the Sanctions Committee or by the Security Council as being responsible for, including through supporting or promoting, the DPRK's policies in relation to its nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, together with their family members, as listed in Annex I;
(b) the persons not covered by Annex I who are responsible for, including through supporting or promoting, the DPRK's nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, as listed in Annex II;
(c) the persons not covered by Annex I or Annex II who provide financial services or the transfer to, through, or from the territory of Member States, or involving nationals of Member States or entities organised under their laws, or persons or financial institutions in their territory, of any financial or other assets or resources that could contribute to the DPRK's nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, as listed in Annex III.
(a) as a host country of an international intergovernmental organisation;
(b) as a host country to an international conference convened by, or under the auspices of, the United Nations;
(c) under a multilateral agreement conferring privileges and immunities;
(d) under the 1929 Treaty of Conciliation (Lateran pact) concluded by the Holy See (State of the Vatican City) and Italy.
(a) the persons and entities designated by the Sanctions Committee or by the Security Council as being engaged in or providing support for, including through illicit means, the DPRK's nuclear-related, ballistic missiles-related or other weapons of mass destruction-related programmes, as listed in Annex I;
(b) the persons and entities not covered by Annex I that are responsible for the DPRK's nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or persons or entities acting on their behalf or at their direction, or entities owned or controlled by them, as listed in Annex II;
(c) the persons and entities not covered by Annex I or Annex II that provide financial services or the transfer to, through, or from the territory of Member States, or involving nationals of Member States or entities organised under their laws, or persons or financial institutions in their territory, of any financial or other assets or resources that could contribute to the DPRK's nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, or persons or entities acting on their behalf or at their direction, or entities owned or controlled by them, as listed in Annex III,
(a) necessary to satisfy basic needs, including payment 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; or
(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 and economic resources,
(a) necessary for extraordinary expenses, after notification by the Member State concerned to and approval by the Sanctions Committee for persons and entities listed in Annex I; or
(b) the subject of a judicial, administrative or arbitral lien or judgment, in which case the funds and economic resources may be used to satisfy that lien or judgment, provided that the lien or judgment was entered prior to the date on which the person or entity referred to in paragraph 1 was designated by the Sanctions Committee, the Security Council or by the Council, and is not for the benefit of a person or entity referred to in paragraph 1, after notification by the Member State concerned to the Sanctions Committee for persons and entities listed in Annex I.
(a) interest or other earnings on those accounts; or
(b) payments due under contracts, agreements or obligations that were concluded or arose prior to 14 October 2006,
(a) banks domiciled in the DPRK;
(b) branches and subsidiaries within the jurisdiction of the Member States of banks domiciled in the DPRK, as listed in Annex IV;
(c) branches and subsidiaries outside the jurisdiction of the Member States of banks domiciled in the DPRK, as listed in Annex V; and
(d) financial entities that are neither domiciled in the DPRK nor within the jurisdiction of the Member States but are controlled by persons and entities domiciled in the DPRK, as listed in Annex V,
(a) exercise continuous monitoring over account activity, including through their programmes on customer due diligence and under their obligations relating to money-laundering and financing of terrorism;
(b) require that all information fields of payment instructions which relate to the originator and beneficiary of the transaction in question be completed, and if that information is not supplied, refuse the transaction;
(c) maintain all records of transactions for a period of five years and make them available to national authorities on request;
(d) if they suspect or have reasonable grounds to suspect that funds could contribute to the DPRK's nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or activities, promptly report their suspicions to the Financial Intelligence Unit (FIU) or another competent authority designated by the Member State concerned. The FIU or such other competent authority shall have access, directly or indirectly, on a timely basis to the financial, administrative and law enforcement information that it requires to undertake this function properly, including the analysis of suspicious transaction reports.
Name Alias Date of birth Date of designation Other information
1. Yun Ho-jin a.k.a. Yun Ho-chin 13.10.1944 16.7.2009 Director of Namchongang Trading Corporation; oversees the import of items needed for the uranium enrichment programme.
2. Ri Je-son a.k.a. Ri Che-son 1938 16.7.2009 Director of the General Bureau of Atomic Energy (GBAE), chief agency directing the Democratic People's Republic of Korea's nuclear programme; facilitates several nuclear endeavours including GBAE's management of Yongbyon Nuclear Research Centre and Namchongang Trading Corporation.
3. Hwang Sok-hwa 16.7.2009 Director in the General Bureau of Atomic Energy (GBAE); involved in the Democratic People's Republic of Korea's nuclear programme; as Chief of the Scientific Guidance Bureau in the GBAE, served on the Science Committee inside the Joint Institute for Nuclear Research.
4. Ri Hong-sop 1940 16.7.2009 Former director, Yongbyon Nuclear Research Centre, oversaw three core facilities that assist in the production of weapons-grade plutonium: the Fuel Fabrication Facility, the Nuclear Reactor, and the Reprocessing Plant.
5. Han Yu-ro 16.7.2009 Director of Korea Ryongaksan General Trading Corporation; involved in the Democratic People's Republic of Korea's ballistic missile programme.
Name Alias Location Date of designation Other information
1. Korea Mining Development Trading Corporation a.k.a. CHANGGWANG SINYONG CORPORATION; a.k.a. EXTERNAL TECHNOLOGY GENERAL CORPORATION; a.k.a. DPRKN MINING DEVELOPMENT TRADING COOPERATION; a.k.a. ‘KOMID’ Central District, Pyongyang, DPRK. 24.4.2009 Primary arms dealer and main exporter of goods and equipment related to ballistic missiles and conventional weapons.
2. Korea Ryonbong General Corporation a.k.a. KOREA YONBONG GENERAL CORPORATION; f.k.a. LYONGAKSAN GENERAL TRADING CORPORATION Pot'onggang District, Pyongyang, DPRK; Rakwon-dong, Pothonggang District, Pyongyang, DPRK. 24.4.2009 Defence conglomerate specialising in acquisition for DPRK defence industries and support to that country's military-related sales.
3. Tanchon Commercial Bank f.k.a. CHANGGWANG CREDIT BANK; f.k.a., KOREA CHANGGWANG CREDIT BANK Saemul 1-Dong Pyongchon District, Pyongyang, DPRK. 24.4.2009 Main DPRK financial entity for sales of conventional arms, ballistic missiles, and goods related to the assembly and manufacture of such weapons.
4. Namchongang Trading Corporation a.k.a. NCG; a.k.a. NAMCHONGANG TRADING; a.k.a. NAM CHON GANG CORPORATION; a.k.a. NOMCHONGANG TRADING CO.; a.k.a. NAM CHONG GAN TRADING CORPORATION Pyongyang, DPRK. 16.7.2009 Namchongang is a DPRK trading company subordinate to the General Bureau of Atomic Energy (GBAE). Namchongang has been involved in the procurement of Japanese-origin vacuum pumps that were identified at a DPRK nuclear facility, as well as nuclear-related procurement associated with a German individual. It has further been involved in the purchase of aluminium tubes and other equipment specifically suitable for a uranium enrichment programme from the late 1990s. Its representative is a former diplomat who served as DPRK's representative for the International Atomic Energy Agency (IAEA) inspection of the Yongbyon nuclear facilities in 2007. Namchongang's proliferation activities are of grave concern given the DPRK's past proliferation activities.
5. Hong Kong Electronics a.k.a. HONG KONG ELECTRONICS KISH CO Sanaee St., Kish Island, Iran. 16.7.2009 Owned or controlled by, or acts or purports to act for or on behalf of Tanchon Commercial Bank and KOMID. Hong Kong Electronics has transferred millions of dollars of proliferation-related funds on behalf of Tanchon Commercial Bank and KOMID (both designated by the Committee in April 2009) since 2007. Hong Kong Electronics has facilitated the movement of money from Iran to the DPRK on behalf of KOMID.
6. Korea Hyoksin Trading Corporation a.k.a. KOREA HYOKSIN EXPORT AND IMPORT CORPORATION Rakwon-dong, Pothonggang District, Pyongyang, DPRK. 16.7.2009 A DPRK company based in Pyongyang that is subordinate to Korea Ryonbong General Corporation (designated by the Committee in April 2009) and is involved in the development of weapons of mass destruction.
7. General Bureau of Atomic Energy (GBAE) a.k.a. General Department of Atomic Energy (GDAE) Haeudong, Pyongchen District, Pyongyang, DPRK. 16.7.2009 The GBAE is responsible for the DPRK's nuclear programme, which includes the Yongbyon Nuclear Research Centre and its 5 MWe (25 MWt) plutonium production research reactor, as well as its fuel fabrication and reprocessing facilities. The GBAE has held nuclear-related meetings and discussions with the International Atomic Energy Agency. GBAE is the primary DPRK Government agency that oversees nuclear programmes, including the operation of the Yongbyon Nuclear Research Centre.
8. Korean Tangun Trading Corporation Pyongyang, DPRK. 16.7.2009 Korea Tangun Trading Corporation is subordinate to DPRK's Second Academy of Natural Sciences and is primarily responsible for the procurement of commodities and technologies to support DPRK's defence research and development programmes, including, but not limited to, weapons of mass destruction and delivery system programmes and procurement, including materials that are controlled or prohibited under relevant multilateral control regimes.
# Name(and possible aliases) Identifying information Reasons
1. CHANG Song-taek (alias JANG Song-Taek) Date of birth: 02.02.1946 or 06.02.1946 or 23.02.1946 (North Hamgyong province)Passport number (as of 2006): PS 736420617 Member of the National Defence Commission. Director of the Administrative Department of the Korean Workers' Party.
2. CHON Chi Bu Member of the General Bureau of Atomic Energy, former technical director of Yongbyon.
3. CHU Kyu-Chang (alias JU Kyu-Chang) Date of birth: between 1928 and 1933 First Deputy Director of the Defence Industry Department (ballistics programme), Korean Workers' Party, Member of the National Defence Commission.
4. HYON Chol-hae Year of birth: 1934 (Manchuria, China) Deputy Director of the General Political Department of the People's Armed Forces (military adviser to Kim Jong Il).
5. JON Pyong-ho Year of birth: 1926 Secretary of the Central Committee of the Korean Workers' Party, Head of the Central Committee's Military Supplies Industry Department controlling the Second Economic Committee of the Central Committee, member of the National Defence Commission.
6. KIM Yong-chun (alias Young-chun) Date of birth:04.03.1935Passport number: 554410660 Deputy Chairman of the National Defence Commission, Minister for the People's Armed Forces, special adviser to Kim Jong Il on nuclear strategy.
7. O Kuk-Ryol Year of birth: 1931(Jilin Province, China) Deputy Chairman of the National Defence Commission, supervising the acquisition abroad of advanced technology for nuclear and ballistic programmes.
8. PAEK Se-bong Year of birth: 1946 Chairman of the Second Economic Committee (responsible for the ballistics programme) of the Central Committee of the Korean Workers' Party. Member of the National Defence Commission.
9. PAK Jae-gyong (alias Chae-Kyong) Year of birth: 1933Passport number: 554410661 Deputy Director of the General Political Department of the People's Armed Forces and Deputy Director of the Logistics Bureau of the People's Armed Forces (military adviser to Kim Jong II).
10. PYON Yong Rip (alias Yong-Nip) Date of birth:20.09.1929Passport number: 645310121 (issued on 13.09.2005) President of the Academy of Science, involved in WMD-related biological research.
11. RYOM Yong Director of the General Bureau of Atomic Energy (entity designated by the United Nations), in charge of international relations.
12. SO Sang-kuk Date of birth: between 1932 and 1938 Head of the Department of Nuclear Physics, Kim Il Sung University.
# Name(and possible aliases) Identifying information Reasons
1. Green Pine Associated Corporation (alias: Chongsong Yonhap; Ch’o’ngsong Yo’nhap) c/o Reconnaissance General Bureau Headquarters, Hyongjesan-Guyok, Pyongyang / Nungrado, Pyongyang Ch’o’ngsong Yo’nhap has been identified for sanctions for exporting arms or related material from North Korea. Green Pine specializes in the production of maritime military craft and armaments, such as submarines, military boats and missile systems, and has exported torpedoes and technical assistance to Iranian defence-related firms. Green Pine is responsible for approximately half of the arms and related materiel exported by North Korea and has taken over many of the activities of KOMID after its designation by the UNSC.
2. Korea Heungjin Trading Company Location: Pyongyang Pyongyang-based entity used by the Korea Mining Development Trading Corporation (KOMID) for trading purposes (KOMID was designated by the United Nations, 24.4.2009). Korea Heungjin Trading Company is also suspected to have been involved in supplying missile-related goods to Iran’s Shahid Hemmat Industrial Group.
3. Korea Pugang mining and Machinery Corporation ltd Subsidiary of of Korea Ryongbong General Corporation (entity designated by the United Nations, 24.04.2009); operates facilities for the production of aluminium powder, which can be used in missiles.
4. Korea Taesong Trading Company Location: Pyongyang Pyongyang-based entity used by the Korea Mining Development Trading Corporation (KOMID) for trading purposes (KOMID was designated by the United Nations, 24.4.2009). Korea Taesong Trading Company has acted on behalf of KOMID in dealings with Syria.
5. Korean Ryengwang Trading Corporation Rakwon-dong, Pothonggang District, Pyongyang, North Korea Subsidiary of Korea Ryongbong General Corporation (entity designated by the United Nations, 24.04.2009).
6. Second Economic Committee and Second Academy of Natural Sciences The Second Economic Committee is involved in key aspects of North Korea’s missile program. The Second Economic Committee is responsible for overseeing the production of North Korea’s ballistic missiles. It also directs the activities of KOMID (KOMID was designated by the United Nations, 24.4.2009). It is a national-level organization responsible for research and development of North Korea’s advanced weapons systems, including missiles and probably nuclear weapons. It uses a number of subordinate organizations to obtain technology, equipment, and information from overseas, including Korea Tangun Trading Corporation, for use in North Korea’s missile and probably nuclear weapons programs.
7. Sobaeku United Corp. (alias Sobaeksu United Corp.) State-owned company, involved in research into, and the acquisition, of sensitive products and equipment. It possesses several deposits of natural graphite, which provide raw material for two processing facilities, which, inter alia, produce graphite blocks that can be used in missiles.
8. Yongbyon Nuclear Research Centre Research centre which has taken part in the production of military-grade plutonium. Centre maintained by the General Bureau of Atomic Energy (entity designated by the United Nations, 16.07.2009).
# Name(and possible aliases) Identifying information Reasons
1. JON Il-chun Date of birth:24.08.1941 In February of 2010 KIM Tong-un was discharged from his office as director of Office 39, which is involved in proliferation financing and which is, among other things, in charge of purchasing goods out of the DPRK diplomatic representations bypassing sanctions. He was replaced by JON Il-chun. JON Il-chun is also said to be one of the leading figures in the State Development Bank.
2. KIM Tong-un Former director of "Office 39" of the Central Committee of the Workers' Party, which is involved in proliferation financing.
# Name(and possible aliases) Identifying information Reasons
1. Korea Daesong Bank(alias: Choson Taesong Unhaeng; Taesong Bank) Address:Segori-dong, Gyongheung St., Potonggang District, PyongyangPhone: 850 2 381 8221Phone: 850 2 18111 ext. 8221Fax: 850 2 381 4576 North Korean financial institution that is directly subordinated to Office 39 and is involved in facilitating North Korea’s proliferation financing projects.
2. Korea Daesong General Trading Corporation(alias: Daesong Trading; Daesong Trading Company; Korea Daesong Trading Company; Korea Daesong Trading Corporation) Address:Pulgan Gori Dong 1, Potonggang District, PyongyangPhone: 850 2 18111 ext. 8204/8208Phone: 850 2 381 8208/4188Fax: 850 2 381 4431/4432 Company that is subordinated to Office 39 and is used to facilitate foreign transactions on behalf of Office 39.Office 39‘s Director of Office, Kim Tong-un is listed in Annex V of CR No. 1283/2009.
THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Article 29 thereof,
(1) On 20 November 2006, the Council adopted Common Position 2006/795/CFSP concerning restrictive measures against the Democratic People’s Republic of Korea(1)(the ‘DPRK’) which implemented United Nations Security Council Resolution (‘UNSCR’) 1718 (2006).
(2) On 27 July 2009, the Council adopted Common Position 2009/573/CFSP(2)which amended Common Position 2006/795/CFSP and implemented UNSCR 1874 (2009).
(3) On 22 December 2009, the Council adopted Decision 2009/1002/CFSP(3)which amended Common Position 2006/795/CFSP.
(4) In accordance with Article 7(2) of Common Position 2006/795/CFSP, the Council has carried out a complete review of the lists as set out in Annexes II and III to that Common Position, of persons to whom and entities to which Articles 3(1)(b) and (c) and 4(1)(b) and (c) thereof applied. The Council has concluded that the persons and entities concerned should continue to be subject to restrictive measures.
(5) The Council has identified additional persons and entities that should be subject to restrictive measures.
(6) The procedure for amending Annexes I and II to this Decision should include providing to designated persons and entities the grounds for listing 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 of those observations and inform the person or entity concerned accordingly.
(7) 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.
(8) This Decision also fully respects the obligations of Member States under the Charter of the United Nations and the legally binding nature of Security Council Resolutions.
(9) Common Position 2006/795/CFSP should be repealed and replaced by this Decision.
(10) The Union implementing measures are set out in Council Regulation (EC) No 329/2007 of 27 March 2007 concerning restrictive measures against the Democratic People’s Republic of Korea(4),
HAS ADOPTED THIS DECISION:

Article 1
1. The direct or indirect supply, sale or transfer of the following items and technology, including software, to the DPRK by nationals of Member States or through or from the territories of Member States, or using the flag vessels or aircraft of Member States, shall be prohibited, whether or not originating in the territories of the Member States:
(a)
arms and related materiel of all types, including weapons and ammunition, military vehicles and equipment, paramilitary equipment and spare parts for the aforementioned, with the exception 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 Union and its Member States in the DPRK;
(b)
all items, materials, equipment, goods and technology as determined by the Security Council or the Committee established pursuant to paragraph 12 of UNSCR 1718 (2006) (the ‘Sanctions Committee’) in accordance with paragraph 8(a)(ii) of UNSCR 1718 (2006), which could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes;
(c)
certain other items, materials, equipment, goods and technology which could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or which could contribute to its military activities, which shall include all dual-use goods and technology listed in Annex I to Council Regulation (EC) No 428/2009 of 5 May 2009 setting up a Community regime for the control of exports, transfer, brokering and transit of dual-use items(5). The Union shall take the necessary measures in order to determine the relevant items to be covered by this provision.
2. It shall also be prohibited to:
(a)
provide technical training, advice, services, assistance or brokering services, related to items and technology referred to in paragraph 1 or to the provision, manufacture, maintenance and use of those items, directly or indirectly to any person, entity or body in, or for use in, the DPRK;
(b)
provide financing or financial assistance related to items and technology referred to in paragraph 1, including, in particular, grants, loans and export credit insurance, for any sale, supply, transfer or export of these items and technology, or for the provision of related technical training, advice, services, assistance, or brokering services, directly or indirectly to any person, entity or body in, or for use in, the DPRK;
(c)
to participate, knowingly or intentionally, in activities the object or effect of which is to circumvent the prohibition referred to in points (a) and (b).
3. The procurement from the DPRK by nationals of Member States, or using the flag vessels or aircraft of Member States, of items or technology referred to in paragraph 1, as well as the provision to nationals of Member States by the DPRK of technical training, advice, services, assistance, financing and financial assistance referred to in paragraph 2, shall also be prohibited, whether or not originating in the territory of the DPRK.

Article 2
1. Member States shall not enter into new commitments for grants, financial assistance or concessional loans to the DPRK, including through their participation in international financial institutions, except for humanitarian and developmental purposes directly addressing the need of the civilian population or the promotion of denuclearisation. Member States shall also exercise vigilance with a view to reducing current commitments and, if possible, putting an end to them.
2. Member States shall not provide public financial support for trade with the DPRK, including the granting of export credits, guarantees or insurance, to their nationals or entities involved in such trade, where such financial support could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or activities.

Article 3
The direct or indirect supply, sale or transfer of luxury goods to the DPRK by nationals of Member States or through or from the territories of Member States, or using the flag vessels or aircraft of Member States, shall be prohibited whether originating or not in the territories of Member States.

Article 4
1. Member States shall take the necessary measures to prevent the entry into, or transit through, their territories of:
(a)
the persons designated by the Sanctions Committee or by the Security Council as being responsible for, including through supporting or promoting, the DPRK’s policies in relation to its nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, together with their family members, as listed in Annex I;
(b)
the persons not covered by Annex I who are responsible for, including through supporting or promoting, the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, as listed in Annex II;
(c)
the persons not covered by Annex I or Annex II who provide financial services or the transfer to, through, or from the territory of Member States, or involving nationals of Member States or entities organised under their laws, or persons or financial institutions in their territory, of any financial or other assets or resources that could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, as listed in Annex III.
2. Paragraph 1(a) shall not apply where the Sanctions Committee determines on a case-by-case basis that such travel is justified on the grounds of humanitarian need, including religious obligations, or where the Sanctions Committee concludes that an exemption would otherwise further the objectives of UNSCR 1718 (2006) or UNSCR 1874 (2009).
3. Paragraph 1 shall not oblige a Member State to refuse its own nationals entry into its territory.
4. Paragraph 1 shall be without prejudice to cases where a Member State is bound by an obligation of international law, namely:
(a)
as a host country of an international intergovernmental organisation;
(b)
as a host country to an international conference convened by, or under the auspices of, the United Nations;
(c)
under a multilateral agreement conferring privileges and immunities;
(d)
under the 1929 Treaty of Conciliation (Lateran pact) concluded by the Holy See (State of the Vatican City) and Italy.
5. Paragraph 4 shall also be considered as applying in cases where a Member State is host country of the Organisation for Security and Cooperation in Europe (OSCE).
6. The Council shall be duly informed in all cases where a Member State grants an exemption pursuant to paragraphs 4 or 5.
7. Member States may grant exemptions from the measures imposed in paragraph 1(b) and (c) where travel is justified on the grounds of urgent humanitarian need, or on grounds of attending intergovernmental meetings, including those promoted by the Union, or hosted by a Member State holding the Chairmanship in office of the OSCE, where a political dialogue is conducted that directly promotes democracy, human rights and the rule of law in the DPRK.
8. A Member State wishing to grant exemptions referred to in paragraph 7 shall notify the Council thereof in writing. The exemption shall be deemed to be granted unless one or more of the Council Members raises an objection in writing within two working days of receiving notification of the proposed exemption. Should one or more of the Council Members raise an objection, the Council, acting by a qualified majority, may decide to grant the proposed exemption.
9. In cases where, pursuant to paragraphs 4, 5 and 7, a Member State authorises the entry into, or transit through, its territory of persons listed in Annexes I, II or III, the authorisation shall be limited to the purpose for which it is given and to the persons concerned thereby.

Article 5
1. All funds and economic resources belonging to, owned, held or controlled, directly or indirectly, by:
(a)
the persons and entities designated by the Sanctions Committee or by the Security Council as being engaged in or providing support for, including through illicit means, the DPRK’s nuclear-related, ballistic missiles-related or other weapons of mass destruction-related programmes, as listed in Annex I;
(b)
the persons and entities not covered by Annex I that are responsible for the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or persons or entities acting on their behalf or at their direction, or entities owned or controlled by them, as listed in Annex II;
(c)
the persons and entities not covered by Annex I or Annex II that provide financial services or the transfer to, through, or from the territory of Member States, or involving nationals of Member States or entities organised under their laws, or persons or financial institutions in their territory, of any financial or other assets or resources that could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, or persons or entities acting on their behalf or at their direction, or entities owned or controlled by them, as listed in Annex III,
shall be frozen.
2. No funds or economic resources shall be made available, directly or indirectly, to or for the benefit of persons and entities referred to in paragraph 1.
3. Exemptions may be made for funds and economic resources which are:
(a)
necessary to satisfy basic needs, including payment 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; or
(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 and economic resources,
after notification by the Member State concerned to the Sanctions Committee, for persons and entities listed in Annex I, of the intention to authorise, where appropriate, access to such funds and economic resources and in the absence of a negative decision by the Sanctions Committee within five working days of such notification.
4. Exemptions may also be made for funds and economic resources which are:
(a)
necessary for extraordinary expenses, after notification by the Member State concerned to and approval by the Sanctions Committee for persons and entities listed in Annex I; or
(b)
the subject of a judicial, administrative or arbitral lien or judgment, in which case the funds and economic resources may be used to satisfy that lien or judgment, provided that the lien or judgment was entered prior to the date on which the person or entity referred to in paragraph 1 was designated by the Sanctions Committee, the Security Council or by the Council, and is not for the benefit of a person or entity referred to in paragraph 1, after notification by the Member State concerned to the Sanctions Committee for persons and entities listed in Annex I.
5. 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 14 October 2006,
provided that any such interest, other earnings and payments continue to be subject to paragraph 1.

Article 6
1. In order to prevent the provision of financial services or the transfer to, through, or from the territory of Member States, or to or by nationals of Member States or entities organised under their laws, or persons or financial institutions within their jurisdiction, of any financial or other assets or resources that could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or activities, Member States shall exercise enhanced monitoring of the activities of financial institutions within their jurisdiction with:
(a)
banks domiciled in the DPRK;
(b)
branches and subsidiaries within the jurisdiction of the Member States of banks domiciled in the DPRK, as listed in Annex IV;
(c)
branches and subsidiaries outside the jurisdiction of the Member States of banks domiciled in the DPRK, as listed in Annex V; and
(d)
financial entities that are neither domiciled in the DPRK nor within the jurisdiction of the Member States but are controlled by persons and entities domiciled in the DPRK, as listed in Annex V,
in order to avoid such activities contributing to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or activities.
2. For the above purpose, financial institutions shall be required, in their activities with banks and financial entities set out in paragraph 1, to:
(a)
exercise continuous monitoring over account activity, including through their programmes on customer due diligence and under their obligations relating to money-laundering and financing of terrorism;
(b)
require that all information fields of payment instructions which relate to the originator and beneficiary of the transaction in question be completed, and if that information is not supplied, refuse the transaction;
(c)
maintain all records of transactions for a period of five years and make them available to national authorities on request;
(d)
if they suspect or have reasonable grounds to suspect that funds could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or activities, promptly report their suspicions to the Financial Intelligence Unit (FIU) or another competent authority designated by the Member State concerned. The FIU or such other competent authority shall have access, directly or indirectly, on a timely basis to the financial, administrative and law enforcement information that it requires to undertake this function properly, including the analysis of suspicious transaction reports.

Article 7
1. Member States shall inspect, in accordance with their national authorities and legislation and consistent with international law, all cargo to and from the DPRK in their territory, including at their airports and seaports, if they have information that provides reasonable grounds to believe that the cargo contains items whose supply, sale, transfer or export is prohibited under this Decision.
2. Member States shall inspect vessels, with the consent of the flag State, on the high seas, if they have information that provides reasonable grounds to believe that the cargo of such vessels contains items whose supply, sale, transfer or export is prohibited under this Decision.
3. Member States shall cooperate, in accordance with their national legislation, with inspections pursuant to paragraphs 1 and 2.
4. Aircrafts and vessels transporting cargo to and from the DPRK shall be subject to the requirement of additional pre-arrival or pre-departure information for all goods brought into or out of a Member State.
5. In cases where inspection referred to in paragraphs 1 and 2 is undertaken, Member States shall seize and dispose of items whose supply, sale, transfer or export is prohibited under this Decision in accordance with paragraph 14 of UNSCR 1874 (2009).
6. The provision by nationals of Member States or from the territories of Member States of bunkering or ship supply services, or other servicing of vessels, to DPRK vessels shall be prohibited if they have information that provides reasonable grounds to believe that the vessels carry items whose supply, sale, transfer or export is prohibited under this Decision unless provision of such services is necessary for humanitarian purposes or until the cargo has been inspected, and seized and disposed of if necessary, in accordance with paragraphs 1, 2 and 4.

Article 8
Member States shall take the necessary measures to exercise vigilance and prevent specialised teaching or training of DPRK nationals, within their territories or by their nationals, of disciplines which would contribute to the DPRK’s proliferation-sensitive nuclear activities and the development of nuclear weapon delivery systems.

Article 9
1. The Council shall adopt modifications to Annex I on the basis of the determinations made by the Security Council or by the Sanctions Committee.
2. The Council, acting by unanimity on a proposal from Member States or the High Representative of the Union for Foreign Affairs and Security Policy, shall establish the lists in Annexes II and III and adopt modifications thereto.

Article 10
1. Where the Security Council or the Sanctions Committee lists a person or entity, the Council shall include such person or entity in Annex I.
2. Where the Council decides to subject a person or entity to the measures referred to in Articles 4(1)(b) and (c) and 5(1)(b) and (c), it shall amend Annex II accordingly.
3. The Council shall communicate its decision to the person or entity referred to in paragraphs 1 and 2, including the grounds for listing, either directly, if the address is known, or through the publication of a notice, providing such person or entity an opportunity to present observations.
4. Where observations are submitted, or where substantial new evidence is presented, the Council shall review its decision and inform the person or entity accordingly.

Article 11
1. Annexes I and II shall include the grounds for listing of listed persons and entities, as provided by the Security Council or by the Sanctions Committee with regard to Annex I.
2. Annexes I and II shall also include, where available, information necessary to identify the persons or entities concerned, as provided by the Security Council or by the Sanctions Committee for Annex I. With regard to persons, such information may include names including aliases, date and place of birth, nationality, passport and ID 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. Annex I shall also include the date of designation by the Security Council or by the Sanctions Committee.

Article 12
1. This Decision shall be reviewed, and, if necessary, amended, in particular as regards the categories of persons, entities or items or additional persons, entities or items to be covered by the restrictive measures, or taking into account relevant Security Council Resolutions.
2. The measures provided for in Article 6 shall be reviewed within six months of the adoption of this Decision.
3. The measures referred to in Articles 4(1)(b) and (c) and 5(1)(b) and (c) shall be reviewed at regular intervals and at least every 12 months. They shall cease to apply in respect of the persons and entities concerned if the Council determines, in accordance with the procedure referred to in Article 9(2), that the conditions for their application are no longer met.

Article 13
Common Position 2006/795/CFSP is hereby repealed.

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 Article 29 thereof,
(1) On 20 November 2006, the Council adopted Common Position 2006/795/CFSP concerning restrictive measures against the Democratic People’s Republic of Korea(1)(the ‘DPRK’) which implemented United Nations Security Council Resolution (‘UNSCR’) 1718 (2006).
(2) On 27 July 2009, the Council adopted Common Position 2009/573/CFSP(2)which amended Common Position 2006/795/CFSP and implemented UNSCR 1874 (2009).
(3) On 22 December 2009, the Council adopted Decision 2009/1002/CFSP(3)which amended Common Position 2006/795/CFSP.
(4) In accordance with Article 7(2) of Common Position 2006/795/CFSP, the Council has carried out a complete review of the lists as set out in Annexes II and III to that Common Position, of persons to whom and entities to which Articles 3(1)(b) and (c) and 4(1)(b) and (c) thereof applied. The Council has concluded that the persons and entities concerned should continue to be subject to restrictive measures.
(5) The Council has identified additional persons and entities that should be subject to restrictive measures.
(6) The procedure for amending Annexes I and II to this Decision should include providing to designated persons and entities the grounds for listing 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 of those observations and inform the person or entity concerned accordingly.
(7) 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.
(8) This Decision also fully respects the obligations of Member States under the Charter of the United Nations and the legally binding nature of Security Council Resolutions.
(9) Common Position 2006/795/CFSP should be repealed and replaced by this Decision.
(10) The Union implementing measures are set out in Council Regulation (EC) No 329/2007 of 27 March 2007 concerning restrictive measures against the Democratic People’s Republic of Korea(4),
HAS ADOPTED THIS DECISION:
1. The direct or indirect supply, sale or transfer of the following items and technology, including software, to the DPRK by nationals of Member States or through or from the territories of Member States, or using the flag vessels or aircraft of Member States, shall be prohibited, whether or not originating in the territories of the Member States:
(a)
arms and related materiel of all types, including weapons and ammunition, military vehicles and equipment, paramilitary equipment and spare parts for the aforementioned, with the exception 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 Union and its Member States in the DPRK;
(b)
all items, materials, equipment, goods and technology as determined by the Security Council or the Committee established pursuant to paragraph 12 of UNSCR 1718 (2006) (the ‘Sanctions Committee’) in accordance with paragraph 8(a)(ii) of UNSCR 1718 (2006), which could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes;
(c)
certain other items, materials, equipment, goods and technology which could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or which could contribute to its military activities, which shall include all dual-use goods and technology listed in Annex I to Council Regulation (EC) No 428/2009 of 5 May 2009 setting up a Community regime for the control of exports, transfer, brokering and transit of dual-use items(5). The Union shall take the necessary measures in order to determine the relevant items to be covered by this provision.
2. It shall also be prohibited to:
(a)
provide technical training, advice, services, assistance or brokering services, related to items and technology referred to in paragraph 1 or to the provision, manufacture, maintenance and use of those items, directly or indirectly to any person, entity or body in, or for use in, the DPRK;
(b)
provide financing or financial assistance related to items and technology referred to in paragraph 1, including, in particular, grants, loans and export credit insurance, for any sale, supply, transfer or export of these items and technology, or for the provision of related technical training, advice, services, assistance, or brokering services, directly or indirectly to any person, entity or body in, or for use in, the DPRK;
(c)
to participate, knowingly or intentionally, in activities the object or effect of which is to circumvent the prohibition referred to in points (a) and (b).
3. The procurement from the DPRK by nationals of Member States, or using the flag vessels or aircraft of Member States, of items or technology referred to in paragraph 1, as well as the provision to nationals of Member States by the DPRK of technical training, advice, services, assistance, financing and financial assistance referred to in paragraph 2, shall also be prohibited, whether or not originating in the territory of the DPRK.
1. Member States shall not enter into new commitments for grants, financial assistance or concessional loans to the DPRK, including through their participation in international financial institutions, except for humanitarian and developmental purposes directly addressing the need of the civilian population or the promotion of denuclearisation. Member States shall also exercise vigilance with a view to reducing current commitments and, if possible, putting an end to them.
2. Member States shall not provide public financial support for trade with the DPRK, including the granting of export credits, guarantees or insurance, to their nationals or entities involved in such trade, where such financial support could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or activities.
The direct or indirect supply, sale or transfer of luxury goods to the DPRK by nationals of Member States or through or from the territories of Member States, or using the flag vessels or aircraft of Member States, shall be prohibited whether originating or not in the territories of Member States.
1. Member States shall take the necessary measures to prevent the entry into, or transit through, their territories of:
(a)
the persons designated by the Sanctions Committee or by the Security Council as being responsible for, including through supporting or promoting, the DPRK’s policies in relation to its nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, together with their family members, as listed in Annex I;
(b)
the persons not covered by Annex I who are responsible for, including through supporting or promoting, the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, as listed in Annex II;
(c)
the persons not covered by Annex I or Annex II who provide financial services or the transfer to, through, or from the territory of Member States, or involving nationals of Member States or entities organised under their laws, or persons or financial institutions in their territory, of any financial or other assets or resources that could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, as listed in Annex III.
2. Paragraph 1(a) shall not apply where the Sanctions Committee determines on a case-by-case basis that such travel is justified on the grounds of humanitarian need, including religious obligations, or where the Sanctions Committee concludes that an exemption would otherwise further the objectives of UNSCR 1718 (2006) or UNSCR 1874 (2009).
3. Paragraph 1 shall not oblige a Member State to refuse its own nationals entry into its territory.
4. Paragraph 1 shall be without prejudice to cases where a Member State is bound by an obligation of international law, namely:
(a)
as a host country of an international intergovernmental organisation;
(b)
as a host country to an international conference convened by, or under the auspices of, the United Nations;
(c)
under a multilateral agreement conferring privileges and immunities;
(d)
under the 1929 Treaty of Conciliation (Lateran pact) concluded by the Holy See (State of the Vatican City) and Italy.
5. Paragraph 4 shall also be considered as applying in cases where a Member State is host country of the Organisation for Security and Cooperation in Europe (OSCE).
6. The Council shall be duly informed in all cases where a Member State grants an exemption pursuant to paragraphs 4 or 5.
7. Member States may grant exemptions from the measures imposed in paragraph 1(b) and (c) where travel is justified on the grounds of urgent humanitarian need, or on grounds of attending intergovernmental meetings, including those promoted by the Union, or hosted by a Member State holding the Chairmanship in office of the OSCE, where a political dialogue is conducted that directly promotes democracy, human rights and the rule of law in the DPRK.
8. A Member State wishing to grant exemptions referred to in paragraph 7 shall notify the Council thereof in writing. The exemption shall be deemed to be granted unless one or more of the Council Members raises an objection in writing within two working days of receiving notification of the proposed exemption. Should one or more of the Council Members raise an objection, the Council, acting by a qualified majority, may decide to grant the proposed exemption.
9. In cases where, pursuant to paragraphs 4, 5 and 7, a Member State authorises the entry into, or transit through, its territory of persons listed in Annexes I, II or III, the authorisation shall be limited to the purpose for which it is given and to the persons concerned thereby.
1. All funds and economic resources belonging to, owned, held or controlled, directly or indirectly, by:
(a)
the persons and entities designated by the Sanctions Committee or by the Security Council as being engaged in or providing support for, including through illicit means, the DPRK’s nuclear-related, ballistic missiles-related or other weapons of mass destruction-related programmes, as listed in Annex I;
(b)
the persons and entities not covered by Annex I that are responsible for the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or persons or entities acting on their behalf or at their direction, or entities owned or controlled by them, as listed in Annex II;
(c)
the persons and entities not covered by Annex I or Annex II that provide financial services or the transfer to, through, or from the territory of Member States, or involving nationals of Member States or entities organised under their laws, or persons or financial institutions in their territory, of any financial or other assets or resources that could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes, or persons or entities acting on their behalf or at their direction, or entities owned or controlled by them, as listed in Annex III,
shall be frozen.
2. No funds or economic resources shall be made available, directly or indirectly, to or for the benefit of persons and entities referred to in paragraph 1.
3. Exemptions may be made for funds and economic resources which are:
(a)
necessary to satisfy basic needs, including payment 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; or
(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 and economic resources,
after notification by the Member State concerned to the Sanctions Committee, for persons and entities listed in Annex I, of the intention to authorise, where appropriate, access to such funds and economic resources and in the absence of a negative decision by the Sanctions Committee within five working days of such notification.
4. Exemptions may also be made for funds and economic resources which are:
(a)
necessary for extraordinary expenses, after notification by the Member State concerned to and approval by the Sanctions Committee for persons and entities listed in Annex I; or
(b)
the subject of a judicial, administrative or arbitral lien or judgment, in which case the funds and economic resources may be used to satisfy that lien or judgment, provided that the lien or judgment was entered prior to the date on which the person or entity referred to in paragraph 1 was designated by the Sanctions Committee, the Security Council or by the Council, and is not for the benefit of a person or entity referred to in paragraph 1, after notification by the Member State concerned to the Sanctions Committee for persons and entities listed in Annex I.
5. 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 14 October 2006,
provided that any such interest, other earnings and payments continue to be subject to paragraph 1.
1. In order to prevent the provision of financial services or the transfer to, through, or from the territory of Member States, or to or by nationals of Member States or entities organised under their laws, or persons or financial institutions within their jurisdiction, of any financial or other assets or resources that could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or activities, Member States shall exercise enhanced monitoring of the activities of financial institutions within their jurisdiction with:
(a)
banks domiciled in the DPRK;
(b)
branches and subsidiaries within the jurisdiction of the Member States of banks domiciled in the DPRK, as listed in Annex IV;
(c)
branches and subsidiaries outside the jurisdiction of the Member States of banks domiciled in the DPRK, as listed in Annex V; and
(d)
financial entities that are neither domiciled in the DPRK nor within the jurisdiction of the Member States but are controlled by persons and entities domiciled in the DPRK, as listed in Annex V,
in order to avoid such activities contributing to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or activities.
2. For the above purpose, financial institutions shall be required, in their activities with banks and financial entities set out in paragraph 1, to:
(a)
exercise continuous monitoring over account activity, including through their programmes on customer due diligence and under their obligations relating to money-laundering and financing of terrorism;
(b)
require that all information fields of payment instructions which relate to the originator and beneficiary of the transaction in question be completed, and if that information is not supplied, refuse the transaction;
(c)
maintain all records of transactions for a period of five years and make them available to national authorities on request;
(d)
if they suspect or have reasonable grounds to suspect that funds could contribute to the DPRK’s nuclear-related, ballistic missile-related or other weapons of mass destruction-related programmes or activities, promptly report their suspicions to the Financial Intelligence Unit (FIU) or another competent authority designated by the Member State concerned. The FIU or such other competent authority shall have access, directly or indirectly, on a timely basis to the financial, administrative and law enforcement information that it requires to undertake this function properly, including the analysis of suspicious transaction reports.
1. Member States shall inspect, in accordance with their national authorities and legislation and consistent with international law, all cargo to and from the DPRK in their territory, including at their airports and seaports, if they have information that provides reasonable grounds to believe that the cargo contains items whose supply, sale, transfer or export is prohibited under this Decision.
2. Member States shall inspect vessels, with the consent of the flag State, on the high seas, if they have information that provides reasonable grounds to believe that the cargo of such vessels contains items whose supply, sale, transfer or export is prohibited under this Decision.
3. Member States shall cooperate, in accordance with their national legislation, with inspections pursuant to paragraphs 1 and 2.
4. Aircrafts and vessels transporting cargo to and from the DPRK shall be subject to the requirement of additional pre-arrival or pre-departure information for all goods brought into or out of a Member State.
5. In cases where inspection referred to in paragraphs 1 and 2 is undertaken, Member States shall seize and dispose of items whose supply, sale, transfer or export is prohibited under this Decision in accordance with paragraph 14 of UNSCR 1874 (2009).
6. The provision by nationals of Member States or from the territories of Member States of bunkering or ship supply services, or other servicing of vessels, to DPRK vessels shall be prohibited if they have information that provides reasonable grounds to believe that the vessels carry items whose supply, sale, transfer or export is prohibited under this Decision unless provision of such services is necessary for humanitarian purposes or until the cargo has been inspected, and seized and disposed of if necessary, in accordance with paragraphs 1, 2 and 4.
Member States shall take the necessary measures to exercise vigilance and prevent specialised teaching or training of DPRK nationals, within their territories or by their nationals, of disciplines which would contribute to the DPRK’s proliferation-sensitive nuclear activities and the development of nuclear weapon delivery systems.
1. The Council shall adopt modifications to Annex I on the basis of the determinations made by the Security Council or by the Sanctions Committee.
2. The Council, acting by unanimity on a proposal from Member States or the High Representative of the Union for Foreign Affairs and Security Policy, shall establish the lists in Annexes II and III and adopt modifications thereto.
1. Where the Security Council or the Sanctions Committee lists a person or entity, the Council shall include such person or entity in Annex I.
2. Where the Council decides to subject a person or entity to the measures referred to in Articles 4(1)(b) and (c) and 5(1)(b) and (c), it shall amend Annex II accordingly.
3. The Council shall communicate its decision to the person or entity referred to in paragraphs 1 and 2, including the grounds for listing, either directly, if the address is known, or through the publication of a notice, providing such person or entity an opportunity to present observations.
4. Where observations are submitted, or where substantial new evidence is presented, the Council shall review its decision and inform the person or entity accordingly.
1. Annexes I and II shall include the grounds for listing of listed persons and entities, as provided by the Security Council or by the Sanctions Committee with regard to Annex I.
2. Annexes I and II shall also include, where available, information necessary to identify the persons or entities concerned, as provided by the Security Council or by the Sanctions Committee for Annex I. With regard to persons, such information may include names including aliases, date and place of birth, nationality, passport and ID 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. Annex I shall also include the date of designation by the Security Council or by the Sanctions Committee.
1. This Decision shall be reviewed, and, if necessary, amended, in particular as regards the categories of persons, entities or items or additional persons, entities or items to be covered by the restrictive measures, or taking into account relevant Security Council Resolutions.
2. The measures provided for in Article 6 shall be reviewed within six months of the adoption of this Decision.
3. The measures referred to in Articles 4(1)(b) and (c) and 5(1)(b) and (c) shall be reviewed at regular intervals and at least every 12 months. They shall cease to apply in respect of the persons and entities concerned if the Council determines, in accordance with the procedure referred to in Article 9(2), that the conditions for their application are no longer met.
Common Position 2006/795/CFSP is hereby repealed.
This Decision shall enter into force on the date of its adoption.

A.   List of persons referred to in Articles 4(1)(a) and 5(1)(a)

ANNEX I
| Name | Alias | Date of birth | Date of designation | Other information
1. | Yun Ho-jin | a.k.a. Yun Ho-chin | 13.10.1944 | 16.7.2009 | Director of Namchongang Trading Corporation; oversees the import of items needed for the uranium enrichment programme.
2. | Ri Je-son | a.k.a. Ri Che-son | 1938 | 16.7.2009 | Director of the General Bureau of Atomic Energy (GBAE), chief agency directing the Democratic People’s Republic of Korea’s nuclear programme; facilitates several nuclear endeavours including GBAE’s management of Yongbyon Nuclear Research Centre and Namchongang Trading Corporation.
3. | Hwang Sok-hwa | | | 16.7.2009 | Director in the General Bureau of Atomic Energy (GBAE); involved in the Democratic People’s Republic of Korea’s nuclear programme; as Chief of the Scientific Guidance Bureau in the GBAE, served on the Science Committee inside the Joint Institute for Nuclear Research.
4. | Ri Hong-sop | | 1940 | 16.7.2009 | Former director, Yongbyon Nuclear Research Centre, oversaw three core facilities that assist in the production of weapons-grade plutonium: the Fuel Fabrication Facility, the Nuclear Reactor, and the Reprocessing Plant.
5. | Han Yu-ro | | | 16.7.2009 | Director of Korea Ryongaksan General Trading Corporation; involved in the Democratic People’s Republic of Korea’s ballistic missile programme.
B. List of entities referred to in Article 5(1)(a)
| Name | Alias | Location | Date of designation | Other information
1. | Korea Mining Development Trading Corporation | a.k.a. CHANGGWANG SINYONG CORPORATION; a.k.a. EXTERNAL TECHNOLOGY GENERAL CORPORATION; a.k.a. DPRKN MINING DEVELOPMENT TRADING COOPERATION; a.k.a. ‘KOMID’ | Central District, Pyongyang, DPRK. | 24.4.2009 | Primary arms dealer and main exporter of goods and equipment related to ballistic missiles and conventional weapons.
2. | Korea Ryonbong General Corporation | a.k.a. KOREA YONBONG GENERAL CORPORATION; f.k.a. LYONGAKSAN GENERAL TRADING CORPORATION | Pot’onggang District, Pyongyang, DPRK; Rakwon-dong, Pothonggang District, Pyongyang, DPRK. | 24.4.2009 | Defence conglomerate specialising in acquisition for DPRK defence industries and support to that country’s military-related sales.
3. | Tanchon Commercial Bank | f.k.a. CHANGGWANG CREDIT BANK; f.k.a., KOREA CHANGGWANG CREDIT BANK | Saemul 1-Dong Pyongchon District, Pyongyang, DPRK. | 24.4.2009 | Main DPRK financial entity for sales of conventional arms, ballistic missiles, and goods related to the assembly and manufacture of such weapons.
4. | Namchongang Trading Corporation | a.k.a. NCG; a.k.a. NAMCHONGANG TRADING; a.k.a. NAM CHON GANG CORPORATION; a.k.a. NOMCHONGANG TRADING CO.; a.k.a. NAM CHONG GAN TRADING CORPORATION | Pyongyang, DPRK. | 16.7.2009 | Namchongang is a DPRK trading company subordinate to the General Bureau of Atomic Energy (GBAE). Namchongang has been involved in the procurement of Japanese-origin vacuum pumps that were identified at a DPRK nuclear facility, as well as nuclear-related procurement associated with a German individual. It has further been involved in the purchase of aluminium tubes and other equipment specifically suitable for a uranium enrichment programme from the late 1990s. Its representative is a former diplomat who served as DPRK’s representative for the International Atomic Energy Agency (IAEA) inspection of the Yongbyon nuclear facilities in 2007. Namchongang’s proliferation activities are of grave concern given the DPRK’s past proliferation activities.
5. | Hong Kong Electronics | a.k.a. HONG KONG ELECTRONICS KISH CO | Sanaee St., Kish Island, Iran. | 16.7.2009 | Owned or controlled by, or acts or purports to act for or on behalf of Tanchon Commercial Bank and KOMID. Hong Kong Electronics has transferred millions of dollars of proliferation-related funds on behalf of Tanchon Commercial Bank and KOMID (both designated by the Committee in April 2009) since 2007. Hong Kong Electronics has facilitated the movement of money from Iran to the DPRK on behalf of KOMID.
6. | Korea Hyoksin Trading Corporation | a.k.a. KOREA HYOKSIN EXPORT AND IMPORT CORPORATION | Rakwon-dong, Pothonggang District, Pyongyang, DPRK. | 16.7.2009 | A DPRK company based in Pyongyang that is subordinate to Korea Ryonbong General Corporation (designated by the Committee in April 2009) and is involved in the development of weapons of mass destruction.
7. | General Bureau of Atomic Energy (GBAE) | a.k.a. General Department of Atomic Energy (GDAE) | Haeudong, Pyongchen District, Pyongyang, DPRK. | 16.7.2009 | The GBAE is responsible for the DPRK’s nuclear programme, which includes the Yongbyon Nuclear Research Centre and its 5 MWe (25 MWt) plutonium production research reactor, as well as its fuel fabrication and reprocessing facilities. The GBAE has held nuclear-related meetings and discussions with the International Atomic Energy Agency. GBAE is the primary DPRK Government agency that oversees nuclear programmes, including the operation of the Yongbyon Nuclear Research Centre.
8. | Korean Tangun Trading Corporation | | Pyongyang, DPRK. | 16.7.2009 | Korea Tangun Trading Corporation is subordinate to DPRK’s Second Academy of Natural Sciences and is primarily responsible for the procurement of commodities and technologies to support DPRK’s defence research and development programmes, including, but not limited to, weapons of mass destruction and delivery system programmes and procurement, including materials that are controlled or prohibited under relevant multilateral control regimes.

A.   List of persons referred to in Articles 4(1)(b) and 5(1)(b)

ANNEX II
# | Name(and possible aliases) | Identifying information | Reasons
1. | CHANG Song-taek (alias JANG Song-Taek) | Date of birth: 02.02.1946 or 06.02.1946 or 23.02.1946 (North Hamgyong province)Passport number (as of 2006): PS 736420617 | Member of the National Defence Commission. Director of the Administrative Department of the Korean Workers’ Party.
2. | CHON Chi Bu | | Member of the General Bureau of Atomic Energy, former technical director of Yongbyon.
3. | CHU Kyu-Chang (alias JU Kyu-Chang) | Date of birth: between 1928 and 1933 | First Deputy Director of the Defence Industry Department (ballistics programme), Korean Workers’ Party, Member of the National Defence Commission.
4. | HYON Chol-hae | Year of birth: 1934 (Manchuria, China) | Deputy Director of the General Political Department of the People’s Armed Forces (military adviser to Kim Jong Il).
5. | JON Pyong-ho | Year of birth: 1926 | Secretary of the Central Committee of the Korean Workers’ Party, Head of the Central Committee’s Military Supplies Industry Department controlling the Second Economic Committee of the Central Committee, member of the National Defence Commission.
6. | KIM Yong-chun (alias Young-chun) | Date of birth:04.03.1935Passport number: 554410660 | Deputy Chairman of the National Defence Commission, Minister for the People’s Armed Forces, special adviser to Kim Jong Il on nuclear strategy.
7. | O Kuk-Ryol | Year of birth: 1931(Jilin Province, China) | Deputy Chairman of the National Defence Commission, supervising the acquisition abroad of advanced technology for nuclear and ballistic programmes.
8. | PAEK Se-bong | Year of birth: 1946 | Chairman of the Second Economic Committee (responsible for the ballistics programme) of the Central Committee of the Korean Workers’ Party. Member of the National Defence Commission.
9. | PAK Jae-gyong (alias Chae-Kyong) | Year of birth: 1933Passport number: 554410661 | Deputy Director of the General Political Department of the People’s Armed Forces and Deputy Director of the Logistics Bureau of the People’s Armed Forces (military adviser to Kim Jong II).
10. | PYON Yong Rip (alias Yong-Nip) | Date of birth:20.09.1929Passport number: 645310121 (issued on 13.09.2005) | President of the Academy of Science, involved in WMD-related biological research.
11. | RYOM Yong | | Director of the General Bureau of Atomic Energy (entity designated by the United Nations), in charge of international relations.
12. | SO Sang-kuk | Date of birth: between 1932 and 1938 | Head of the Department of Nuclear Physics, Kim Il Sung University.
B. List of entities referred to in Article 5(1)(b)
# | Name(and possible aliases) | Identifying information | Reasons
1. | Green Pine Associated Corporation (alias: Chongsong Yonhap; Ch’o’ngsong Yo’nhap) | c/o Reconnaissance General Bureau Headquarters, Hyongjesan-Guyok, Pyongyang / Nungrado, Pyongyang | Ch’o’ngsong Yo’nhap has been identified for sanctions for exporting arms or related material from North Korea. Green Pine specializes in the production of maritime military craft and armaments, such as submarines, military boats and missile systems, and has exported torpedoes and technical assistance to Iranian defence-related firms. Green Pine is responsible for approximately half of the arms and related materiel exported by North Korea and has taken over many of the activities of KOMID after its designation by the UNSC.
2. | Korea Heungjin Trading Company | Location: Pyongyang | Pyongyang-based entity used by the Korea Mining Development Trading Corporation (KOMID) for trading purposes (KOMID was designated by the United Nations, 24.4.2009). Korea Heungjin Trading Company is also suspected to have been involved in supplying missile-related goods to Iran’s Shahid Hemmat Industrial Group.
3. | Korea Pugang mining and Machinery Corporation ltd | | Subsidiary of of Korea Ryongbong General Corporation (entity designated by the United Nations, 24.04.2009); operates facilities for the production of aluminium powder, which can be used in missiles.
4. | Korea Taesong Trading Company | Location: Pyongyang | Pyongyang-based entity used by the Korea Mining Development Trading Corporation (KOMID) for trading purposes (KOMID was designated by the United Nations, 24.4.2009). Korea Taesong Trading Company has acted on behalf of KOMID in dealings with Syria.
5. | Korean Ryengwang Trading Corporation | Rakwon-dong, Pothonggang District, Pyongyang, North Korea | Subsidiary of Korea Ryongbong General Corporation (entity designated by the United Nations, 24.04.2009).
6. | Second Economic Committee and Second Academy of Natural Sciences | | The Second Economic Committee is involved in key aspects of North Korea’s missile program. The Second Economic Committee is responsible for overseeing the production of North Korea’s ballistic missiles. It also directs the activities of KOMID (KOMID was designated by the United Nations, 24.4.2009). It is a national-level organization responsible for research and development of North Korea’s advanced weapons systems, including missiles and probably nuclear weapons. It uses a number of subordinate organizations to obtain technology, equipment, and information from overseas, including Korea Tangun Trading Corporation, for use in North Korea’s missile and probably nuclear weapons programs.
7. | Sobaeku United Corp. (alias Sobaeksu United Corp.) | | State-owned company, involved in research into, and the acquisition, of sensitive products and equipment. It possesses several deposits of natural graphite, which provide raw material for two processing facilities, which, inter alia, produce graphite blocks that can be used in missiles.
8. | Yongbyon Nuclear Research Centre | | Research centre which has taken part in the production of military-grade plutonium. Centre maintained by the General Bureau of Atomic Energy (entity designated by the United Nations, 16.07.2009).

A.   List of persons referred to in Articles 4(1)(c) and 5(1)(c)

ANNEX III
# | Name(and possible aliases) | Identifying information | Reasons
1. | JON Il-chun | Date of birth:24.08.1941 | In February of 2010 KIM Tong-un was discharged from his office as director of Office 39, which is involved in proliferation financing and which is, among other things, in charge of purchasing goods out of the DPRK diplomatic representations bypassing sanctions. He was replaced by JON Il-chun. JON Il-chun is also said to be one of the leading figures in the State Development Bank.
2. | KIM Tong-un | | Former director of “Office 39” of the Central Committee of the Workers’ Party, which is involved in proliferation financing.
B. List of entities referred to in Article 5(1)(c)
# | Name(and possible aliases) | Identifying information | Reasons
1. | Korea Daesong Bank(alias: Choson Taesong Unhaeng; Taesong Bank) | Address:Segori-dong, Gyongheung St., Potonggang District, PyongyangPhone: 850 2 381 8221Phone: 850 2 18111 ext. 8221Fax: 850 2 381 4576 | North Korean financial institution that is directly subordinated to Office 39 and is involved in facilitating North Korea’s proliferation financing projects.
2. | Korea Daesong General Trading Corporation(alias: Daesong Trading; Daesong Trading Company; Korea Daesong Trading Company; Korea Daesong Trading Corporation) | Address:Pulgan Gori Dong 1, Potonggang District, PyongyangPhone: 850 2 18111 ext. 8204/8208Phone: 850 2 381 8208/4188Fax: 850 2 381 4431/4432 | Company that is subordinated to Office 39 and is used to facilitate foreign transactions on behalf of Office 39.Office 39‘s Director of Office, Kim Tong-un is listed in Annex V of CR No. 1283/2009.
ANNEX IVList of branches and subsidiaries referred to in Article 6(1)(b)
ANNEX VList of branches, subsidiaries and financial entities referred to in Article 6(1)(c) and (d)

Pending: 32010D0661

January 15, 2026

Pending: 32010D0576

January 15, 2026
29.9.2010 EN Official Journal of the European Union L 254/33
(1) On 12 June 2007, the Council adopted Joint Action 2007/405/CFSP(1)establishing a European Union police mission undertaken in the framework of reform of the security sector (SSR) and its interface with the system of justice in the Democratic Republic of the Congo (EUPOL RD Congo) (hereinafter referred to as ‘EUPOL RD Congo’ or ‘the Mission’).
(2) On 23 June 2008, the Council adopted Joint Action 2008/485/CFSP(2)amending and extending Joint Action 2007/405/CFSP until 30 June 2009.
(3) On 15 June 2009, the Council adopted Joint Action 2009/466/CFSP(3)amending and extending Joint Action 2007/405/CFSP until 30 June 2010.
(4) On 14 June 2010, the Council adopted Council Decision 2010/329/CFSP(4)amending and extending Joint Action 2007/405/CFSP until 30 September 2010.
(5) EUPOL RD Congo should be continued for a further year until 30 September 2011.
(6) The command and control structure of the Mission should be without prejudice to the contractual responsibility of the Head of Mission towards the Commission for implementing the budget of the Mission.
(7) The Watch-Keeping Capability established within the General Secretariat of the Council should be activated for the Mission.
(8) The Mission will be conducted in the context of a situation which may deteriorate and could harm the objectives of the Common Foreign and Security Policy (CFSP) as set out in Article 21 of the Treaty,
(a) to support the overall SSR process at the strategic level in the Democratic Republic of the Congo (DRC) with a particular emphasis on the reform of the PNC and its interaction with the judiciary;
(b) to support the implementation of the Police Reform and the improvement of the PNC operational capacity and accountability through mentoring, monitoring and advising (MMA) activities;
(c) to enhance the knowledge and capacity of senior PNC officials, trainers and training systems, including through the provision of strategic training courses;
(d) to support the fight against impunity in the field of human rights and sexual violence.
1. to support the overall SSR process at the strategic level in DRC with a particular emphasis on the reform of the PNC and its interaction with the judiciary:—by supporting the work and evolution of the Police Reform Monitoring Committee (CSRP) and its Working Groups, including by providing assistance in the preparation of the relevant legal and sub-legal framework of the Police Reform in order to contribute to the finalisation of the conception work,—by contributing to and advising on the establishment and development of the bodies to be created for the Police Reform, contributing to their activities by providing specialist expertise in the most relevant domains for the implementation of Police Reform,—by contributing to the enhancement of the links between the Ministry of Interior and the Ministry of Justice with a view to increasing levels of cooperation and understanding between the two Ministries,—by participating in the activities of the Joint Justice Committee (Comité Mixte de Suivi du Programme Cadre de la Justice) and assisting, as appropriate, in the review of the criminal legal framework, while supporting, as appropriate, the Joint Defence Committee, with a view to supporting coherence and consistency among the different pillars of SSR,—by joining wider Union efforts and activities to support inter-ministerial coordination and coherence; — by supporting the work and evolution of the Police Reform Monitoring Committee (CSRP) and its Working Groups, including by providing assistance in the preparation of the relevant legal and sub-legal framework of the Police Reform in order to contribute to the finalisation of the conception work, — by contributing to and advising on the establishment and development of the bodies to be created for the Police Reform, contributing to their activities by providing specialist expertise in the most relevant domains for the implementation of Police Reform, — by contributing to the enhancement of the links between the Ministry of Interior and the Ministry of Justice with a view to increasing levels of cooperation and understanding between the two Ministries, — by participating in the activities of the Joint Justice Committee (Comité Mixte de Suivi du Programme Cadre de la Justice) and assisting, as appropriate, in the review of the criminal legal framework, while supporting, as appropriate, the Joint Defence Committee, with a view to supporting coherence and consistency among the different pillars of SSR, — by joining wider Union efforts and activities to support inter-ministerial coordination and coherence;
— by supporting the work and evolution of the Police Reform Monitoring Committee (CSRP) and its Working Groups, including by providing assistance in the preparation of the relevant legal and sub-legal framework of the Police Reform in order to contribute to the finalisation of the conception work,
— by contributing to and advising on the establishment and development of the bodies to be created for the Police Reform, contributing to their activities by providing specialist expertise in the most relevant domains for the implementation of Police Reform,
— by contributing to the enhancement of the links between the Ministry of Interior and the Ministry of Justice with a view to increasing levels of cooperation and understanding between the two Ministries,
— by participating in the activities of the Joint Justice Committee (Comité Mixte de Suivi du Programme Cadre de la Justice) and assisting, as appropriate, in the review of the criminal legal framework, while supporting, as appropriate, the Joint Defence Committee, with a view to supporting coherence and consistency among the different pillars of SSR,
— by joining wider Union efforts and activities to support inter-ministerial coordination and coherence;
— by supporting the work and evolution of the Police Reform Monitoring Committee (CSRP) and its Working Groups, including by providing assistance in the preparation of the relevant legal and sub-legal framework of the Police Reform in order to contribute to the finalisation of the conception work,
— by contributing to and advising on the establishment and development of the bodies to be created for the Police Reform, contributing to their activities by providing specialist expertise in the most relevant domains for the implementation of Police Reform,
— by contributing to the enhancement of the links between the Ministry of Interior and the Ministry of Justice with a view to increasing levels of cooperation and understanding between the two Ministries,
— by participating in the activities of the Joint Justice Committee (Comité Mixte de Suivi du Programme Cadre de la Justice) and assisting, as appropriate, in the review of the criminal legal framework, while supporting, as appropriate, the Joint Defence Committee, with a view to supporting coherence and consistency among the different pillars of SSR,
— by joining wider Union efforts and activities to support inter-ministerial coordination and coherence;
2. to support the implementation of the Police Reform and the improvement of the PNC operational capacity and accountability through MMA activities:—by advising on the design and implementation of an adequate organisational structure for the PNC and supporting data collection activities in order to establish a complete census of police officers,—by mentoring, monitoring and advising personnel, including by co-location if appropriate, in the technical directorates within the PNC Inspectorate and at Headquarters (HQ) to advise and assist in the implementation of the reform process and in the integration of all police services within one single institution. This task needs to be closely coordinated with the UN MONUSCO operation, taking into account their deployment across the Congolese territory,—by supporting the integration of the crime police (Police Judiciaire des Parquets) into the PNC, in order to help to establish an effective interface between the crime police and the prosecution service. The Mission will work towards this by advising as appropriate key actors in the field of criminal justice, in close coordination with the Commission and partners’ programmes,—by supporting the newly created police audit service (Inspection Générale d'Audit) through efforts to strengthen its institutional and operational capacity in order to provide the citizens and authorities with a key instrument of democratic control over the police force,—by mentoring and advising the crime police in Kinshasa, especially through thePolice de Recherche et d'Intervention, in improving its standards and its capability to effectively prevent and investigate crimes,—by supporting the implementation of the Police Action Plan in order to enable the PNC to have at its disposal, to the largest extent possible, the instruments, decision-making processes and means to guarantee a proper keeping of public order, while fully respecting the fundamental freedoms granted in the Constitution as well as the international human rights standards,—by helping the PNC to upgrade the coordination, coherence and flexibility of its decision-making process by supporting the reinforcement of the Command and Control Centre as well as the Operations Centre in Kinshasa, in close cooperation with other partners already working in this area,—by contributing to the finalisation of a Community Policing (Police de proximité) concept and by participating in the pilot project of theCommissariat de Référence, with the aim of strengthening a confidence between the population and the police and of enhancing security both in objective terms and in the public perception; — by advising on the design and implementation of an adequate organisational structure for the PNC and supporting data collection activities in order to establish a complete census of police officers, — by mentoring, monitoring and advising personnel, including by co-location if appropriate, in the technical directorates within the PNC Inspectorate and at Headquarters (HQ) to advise and assist in the implementation of the reform process and in the integration of all police services within one single institution. This task needs to be closely coordinated with the UN MONUSCO operation, taking into account their deployment across the Congolese territory, — by supporting the integration of the crime police (Police Judiciaire des Parquets) into the PNC, in order to help to establish an effective interface between the crime police and the prosecution service. The Mission will work towards this by advising as appropriate key actors in the field of criminal justice, in close coordination with the Commission and partners’ programmes, — by supporting the newly created police audit service (Inspection Générale d'Audit) through efforts to strengthen its institutional and operational capacity in order to provide the citizens and authorities with a key instrument of democratic control over the police force, — by mentoring and advising the crime police in Kinshasa, especially through thePolice de Recherche et d'Intervention, in improving its standards and its capability to effectively prevent and investigate crimes, — by supporting the implementation of the Police Action Plan in order to enable the PNC to have at its disposal, to the largest extent possible, the instruments, decision-making processes and means to guarantee a proper keeping of public order, while fully respecting the fundamental freedoms granted in the Constitution as well as the international human rights standards, — by helping the PNC to upgrade the coordination, coherence and flexibility of its decision-making process by supporting the reinforcement of the Command and Control Centre as well as the Operations Centre in Kinshasa, in close cooperation with other partners already working in this area, — by contributing to the finalisation of a Community Policing (Police de proximité) concept and by participating in the pilot project of theCommissariat de Référence, with the aim of strengthening a confidence between the population and the police and of enhancing security both in objective terms and in the public perception;
— by advising on the design and implementation of an adequate organisational structure for the PNC and supporting data collection activities in order to establish a complete census of police officers,
— by mentoring, monitoring and advising personnel, including by co-location if appropriate, in the technical directorates within the PNC Inspectorate and at Headquarters (HQ) to advise and assist in the implementation of the reform process and in the integration of all police services within one single institution. This task needs to be closely coordinated with the UN MONUSCO operation, taking into account their deployment across the Congolese territory,
— by supporting the integration of the crime police (Police Judiciaire des Parquets) into the PNC, in order to help to establish an effective interface between the crime police and the prosecution service. The Mission will work towards this by advising as appropriate key actors in the field of criminal justice, in close coordination with the Commission and partners’ programmes,
— by supporting the newly created police audit service (Inspection Générale d'Audit) through efforts to strengthen its institutional and operational capacity in order to provide the citizens and authorities with a key instrument of democratic control over the police force,
— by mentoring and advising the crime police in Kinshasa, especially through thePolice de Recherche et d'Intervention, in improving its standards and its capability to effectively prevent and investigate crimes,
— by supporting the implementation of the Police Action Plan in order to enable the PNC to have at its disposal, to the largest extent possible, the instruments, decision-making processes and means to guarantee a proper keeping of public order, while fully respecting the fundamental freedoms granted in the Constitution as well as the international human rights standards,
— by helping the PNC to upgrade the coordination, coherence and flexibility of its decision-making process by supporting the reinforcement of the Command and Control Centre as well as the Operations Centre in Kinshasa, in close cooperation with other partners already working in this area,
— by contributing to the finalisation of a Community Policing (Police de proximité) concept and by participating in the pilot project of theCommissariat de Référence, with the aim of strengthening a confidence between the population and the police and of enhancing security both in objective terms and in the public perception;
— by advising on the design and implementation of an adequate organisational structure for the PNC and supporting data collection activities in order to establish a complete census of police officers,
— by mentoring, monitoring and advising personnel, including by co-location if appropriate, in the technical directorates within the PNC Inspectorate and at Headquarters (HQ) to advise and assist in the implementation of the reform process and in the integration of all police services within one single institution. This task needs to be closely coordinated with the UN MONUSCO operation, taking into account their deployment across the Congolese territory,
— by supporting the integration of the crime police (Police Judiciaire des Parquets) into the PNC, in order to help to establish an effective interface between the crime police and the prosecution service. The Mission will work towards this by advising as appropriate key actors in the field of criminal justice, in close coordination with the Commission and partners’ programmes,
— by supporting the newly created police audit service (Inspection Générale d'Audit) through efforts to strengthen its institutional and operational capacity in order to provide the citizens and authorities with a key instrument of democratic control over the police force,
— by mentoring and advising the crime police in Kinshasa, especially through thePolice de Recherche et d'Intervention, in improving its standards and its capability to effectively prevent and investigate crimes,
— by supporting the implementation of the Police Action Plan in order to enable the PNC to have at its disposal, to the largest extent possible, the instruments, decision-making processes and means to guarantee a proper keeping of public order, while fully respecting the fundamental freedoms granted in the Constitution as well as the international human rights standards,
— by helping the PNC to upgrade the coordination, coherence and flexibility of its decision-making process by supporting the reinforcement of the Command and Control Centre as well as the Operations Centre in Kinshasa, in close cooperation with other partners already working in this area,
— by contributing to the finalisation of a Community Policing (Police de proximité) concept and by participating in the pilot project of theCommissariat de Référence, with the aim of strengthening a confidence between the population and the police and of enhancing security both in objective terms and in the public perception;
3. to enhance the knowledge and capacity of senior PNC officials, trainers and training systems, including through the provision of strategic training courses:—by assisting in the enhancement of training capabilities at the School for Crime Police Officers in Kinshasa,—by supporting the establishment and operation of the Police Academy in Kasapa, Lubumbashi, including logistics and equipment,—by supporting the professional development of senior PNC officials with a view to improving the leadership and management skills,—by undertaking an assessment of current PNC training needs and resources,—by contributing to the definition of the regulatory and educational framework for the start-up and operation of the Police Academy,—by developing and introducing PNC training manuals for basic and specific training,—by contributing to the institutionalisation of the Community Policing (Police de proximité) concept with training,—by participating in the selection and training of trainers for police,—by providing specialist training in areas that support the achievement of the objectives of the Mission; — by assisting in the enhancement of training capabilities at the School for Crime Police Officers in Kinshasa, — by supporting the establishment and operation of the Police Academy in Kasapa, Lubumbashi, including logistics and equipment, — by supporting the professional development of senior PNC officials with a view to improving the leadership and management skills, — by undertaking an assessment of current PNC training needs and resources, — by contributing to the definition of the regulatory and educational framework for the start-up and operation of the Police Academy, — by developing and introducing PNC training manuals for basic and specific training, — by contributing to the institutionalisation of the Community Policing (Police de proximité) concept with training, — by participating in the selection and training of trainers for police, — by providing specialist training in areas that support the achievement of the objectives of the Mission;
— by assisting in the enhancement of training capabilities at the School for Crime Police Officers in Kinshasa,
— by supporting the establishment and operation of the Police Academy in Kasapa, Lubumbashi, including logistics and equipment,
— by supporting the professional development of senior PNC officials with a view to improving the leadership and management skills,
— by undertaking an assessment of current PNC training needs and resources,
— by contributing to the definition of the regulatory and educational framework for the start-up and operation of the Police Academy,
— by developing and introducing PNC training manuals for basic and specific training,
— by contributing to the institutionalisation of the Community Policing (Police de proximité) concept with training,
— by participating in the selection and training of trainers for police,
— by providing specialist training in areas that support the achievement of the objectives of the Mission;
— by assisting in the enhancement of training capabilities at the School for Crime Police Officers in Kinshasa,
— by supporting the establishment and operation of the Police Academy in Kasapa, Lubumbashi, including logistics and equipment,
— by supporting the professional development of senior PNC officials with a view to improving the leadership and management skills,
— by undertaking an assessment of current PNC training needs and resources,
— by contributing to the definition of the regulatory and educational framework for the start-up and operation of the Police Academy,
— by developing and introducing PNC training manuals for basic and specific training,
— by contributing to the institutionalisation of the Community Policing (Police de proximité) concept with training,
— by participating in the selection and training of trainers for police,
— by providing specialist training in areas that support the achievement of the objectives of the Mission;
4. to support the fight against impunity in the field of human rights and sexual violence:—by assisting the relevant groups of the CSRP and of the implementation bodies of Police Reform,—by supporting the development of a coherent policy for the PNC and theInspection Générale d'Auditagainst sexual violence,—by helping to create, and by monitoring and mentoring specialised units within the police to fight against sexual violence and crimes related to children as well as impunity, and increase their operationalisation through MMA activities,—by supporting the organisation of actions aimed at increasing the awareness of police officers of the problem of sexual violence and impunity,—by monitoring and following up PNC and judicial activities in this field, advising, as appropriate, relevant representatives of prosecution services, of military courts and of the crime police, in coordination with the other national and international key players; — by assisting the relevant groups of the CSRP and of the implementation bodies of Police Reform, — by supporting the development of a coherent policy for the PNC and theInspection Générale d'Auditagainst sexual violence, — by helping to create, and by monitoring and mentoring specialised units within the police to fight against sexual violence and crimes related to children as well as impunity, and increase their operationalisation through MMA activities, — by supporting the organisation of actions aimed at increasing the awareness of police officers of the problem of sexual violence and impunity, — by monitoring and following up PNC and judicial activities in this field, advising, as appropriate, relevant representatives of prosecution services, of military courts and of the crime police, in coordination with the other national and international key players;
— by assisting the relevant groups of the CSRP and of the implementation bodies of Police Reform,
— by supporting the development of a coherent policy for the PNC and theInspection Générale d'Auditagainst sexual violence,
— by helping to create, and by monitoring and mentoring specialised units within the police to fight against sexual violence and crimes related to children as well as impunity, and increase their operationalisation through MMA activities,
— by supporting the organisation of actions aimed at increasing the awareness of police officers of the problem of sexual violence and impunity,
— by monitoring and following up PNC and judicial activities in this field, advising, as appropriate, relevant representatives of prosecution services, of military courts and of the crime police, in coordination with the other national and international key players;
— by assisting the relevant groups of the CSRP and of the implementation bodies of Police Reform,
— by supporting the development of a coherent policy for the PNC and theInspection Générale d'Auditagainst sexual violence,
— by helping to create, and by monitoring and mentoring specialised units within the police to fight against sexual violence and crimes related to children as well as impunity, and increase their operationalisation through MMA activities,
— by supporting the organisation of actions aimed at increasing the awareness of police officers of the problem of sexual violence and impunity,
— by monitoring and following up PNC and judicial activities in this field, advising, as appropriate, relevant representatives of prosecution services, of military courts and of the crime police, in coordination with the other national and international key players;
5. Other tasks/Project Cell:—to support the Commission as required, especially in its projects for an integrated system for human resources management and for the police census,—to identify and implement projects through the Project Cell to ensure proper use of designated funds from the CFSP budget for their implementation. The Project Cell personnel may also support Member States and third States at their request, within the Mission's means and capabilities, by providing reinforced coordination and technical assistance for their own projects and under their own responsibility. All activities of the Project Cell are to be carried out within the Mission mandate and to complete the activities carried out by EUPOL RD Congo. — to support the Commission as required, especially in its projects for an integrated system for human resources management and for the police census, — to identify and implement projects through the Project Cell to ensure proper use of designated funds from the CFSP budget for their implementation. The Project Cell personnel may also support Member States and third States at their request, within the Mission's means and capabilities, by providing reinforced coordination and technical assistance for their own projects and under their own responsibility. All activities of the Project Cell are to be carried out within the Mission mandate and to complete the activities carried out by EUPOL RD Congo.
— to support the Commission as required, especially in its projects for an integrated system for human resources management and for the police census,
— to identify and implement projects through the Project Cell to ensure proper use of designated funds from the CFSP budget for their implementation. The Project Cell personnel may also support Member States and third States at their request, within the Mission's means and capabilities, by providing reinforced coordination and technical assistance for their own projects and under their own responsibility. All activities of the Project Cell are to be carried out within the Mission mandate and to complete the activities carried out by EUPOL RD Congo.
— to support the Commission as required, especially in its projects for an integrated system for human resources management and for the police census,
— to identify and implement projects through the Project Cell to ensure proper use of designated funds from the CFSP budget for their implementation. The Project Cell personnel may also support Member States and third States at their request, within the Mission's means and capabilities, by providing reinforced coordination and technical assistance for their own projects and under their own responsibility. All activities of the Project Cell are to be carried out within the Mission mandate and to complete the activities carried out by EUPOL RD Congo.
(a) HQ in Kinshasa. The HQ shall consist of the Office of the Head of Mission and of the HQ Staff, providing all necessary functions of advice at strategic and operational level, command and control, as well as mission and administrative support;
(b) Field Office. A Field Office shall be established in Goma. The nation-wide implications of the Mission mandate may also require in-country actions and possibly temporary presence (also for a longer term) of experts in other locations, still subject to security considerations.
THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Articles 28 and 43(2) thereof,
(1) On 12 June 2007, the Council adopted Joint Action 2007/405/CFSP(1)establishing a European Union police mission undertaken in the framework of reform of the security sector (SSR) and its interface with the system of justice in the Democratic Republic of the Congo (EUPOL RD Congo) (hereinafter referred to as ‘EUPOL RD Congo’ or ‘the Mission’).
(2) On 23 June 2008, the Council adopted Joint Action 2008/485/CFSP(2)amending and extending Joint Action 2007/405/CFSP until 30 June 2009.
(3) On 15 June 2009, the Council adopted Joint Action 2009/466/CFSP(3)amending and extending Joint Action 2007/405/CFSP until 30 June 2010.
(4) On 14 June 2010, the Council adopted Council Decision 2010/329/CFSP(4)amending and extending Joint Action 2007/405/CFSP until 30 September 2010.
(5) EUPOL RD Congo should be continued for a further year until 30 September 2011.
(6) The command and control structure of the Mission should be without prejudice to the contractual responsibility of the Head of Mission towards the Commission for implementing the budget of the Mission.
(7) The Watch-Keeping Capability established within the General Secretariat of the Council should be activated for the Mission.
(8) The Mission will be conducted in the context of a situation which may deteriorate and could harm the objectives of the Common Foreign and Security Policy (CFSP) as set out in Article 21 of the Treaty,
HAS ADOPTED THIS DECISION:

The Mission
Article 1
1. The European Union police mission undertaken in the framework of reform of the security sector (SSR) and its interface with the system of justice in the Democratic Republic of the Congo (hereinafter referred to as ‘EUPOL RD Congo’ or ‘the Mission’), established by Joint Action 2007/405/CFSP, shall be extended for the period from 1 October 2010 to 30 September 2011.
2. EUPOL RD Congo shall operate in accordance with the Mission statement set out in Article 2 and shall carry out the tasks set out in Article 3. It shall operate without prejudice to DRC ownership of SSR.

Mission statement
Article 2
1. In order to improve the maturity and sustainability of the reform process of the Congolese National Police (PNC), EUPOL RD Congo shall assist the Congolese authorities in the implementation of the Police Action Plan, covering the priorities of the Police Reform process for the period 2010-2012, and building on the guidelines of the Strategic Framework. EUPOL RD Congo shall focus on concrete activities and projects to underpin its action at the strategic level of the reform process, on capacity building and on enhancement of the interaction between the PNC and the wider criminal justice system with a view to better supporting the fight against sexual violence and impunity. EUPOL RD Congo shall work in close coordination and cooperation with other Union, international and bilateral donors, with a view to avoiding duplication of efforts.
2. The particular objectives of the Mission shall be:
(a)
to support the overall SSR process at the strategic level in the Democratic Republic of the Congo (DRC) with a particular emphasis on the reform of the PNC and its interaction with the judiciary;
(b)
to support the implementation of the Police Reform and the improvement of the PNC operational capacity and accountability through mentoring, monitoring and advising (MMA) activities;
(c)
to enhance the knowledge and capacity of senior PNC officials, trainers and training systems, including through the provision of strategic training courses;
(d)
to support the fight against impunity in the field of human rights and sexual violence.
3. The Mission shall have a Project Cell for identifying and implementing projects. The Mission shall advise the Member States and third States and shall coordinate and facilitate, under their responsibility, the implementation of their projects in fields which are of interest to the Mission and in furtherance of its objectives.

Mission tasks
Article 3
In order to achieve its objectives, the tasks of EUPOL RD Congo shall be as follows:
1.
to support the overall SSR process at the strategic level in DRC with a particular emphasis on the reform of the PNC and its interaction with the judiciary:
—
by supporting the work and evolution of the Police Reform Monitoring Committee (CSRP) and its Working Groups, including by providing assistance in the preparation of the relevant legal and sub-legal framework of the Police Reform in order to contribute to the finalisation of the conception work,
—
by contributing to and advising on the establishment and development of the bodies to be created for the Police Reform, contributing to their activities by providing specialist expertise in the most relevant domains for the implementation of Police Reform,
—
by contributing to the enhancement of the links between the Ministry of Interior and the Ministry of Justice with a view to increasing levels of cooperation and understanding between the two Ministries,
—
by participating in the activities of the Joint Justice Committee (Comité Mixte de Suivi du Programme Cadre de la Justice) and assisting, as appropriate, in the review of the criminal legal framework, while supporting, as appropriate, the Joint Defence Committee, with a view to supporting coherence and consistency among the different pillars of SSR,
—
by joining wider Union efforts and activities to support inter-ministerial coordination and coherence;
2.
to support the implementation of the Police Reform and the improvement of the PNC operational capacity and accountability through MMA activities:
—
by advising on the design and implementation of an adequate organisational structure for the PNC and supporting data collection activities in order to establish a complete census of police officers,
—
by mentoring, monitoring and advising personnel, including by co-location if appropriate, in the technical directorates within the PNC Inspectorate and at Headquarters (HQ) to advise and assist in the implementation of the reform process and in the integration of all police services within one single institution. This task needs to be closely coordinated with the UN MONUSCO operation, taking into account their deployment across the Congolese territory,
—
by supporting the integration of the crime police (Police Judiciaire des Parquets) into the PNC, in order to help to establish an effective interface between the crime police and the prosecution service. The Mission will work towards this by advising as appropriate key actors in the field of criminal justice, in close coordination with the Commission and partners’ programmes,
—
by supporting the newly created police audit service (Inspection Générale d’Audit) through efforts to strengthen its institutional and operational capacity in order to provide the citizens and authorities with a key instrument of democratic control over the police force,
—
by mentoring and advising the crime police in Kinshasa, especially through thePolice de Recherche et d’Intervention, in improving its standards and its capability to effectively prevent and investigate crimes,
—
by supporting the implementation of the Police Action Plan in order to enable the PNC to have at its disposal, to the largest extent possible, the instruments, decision-making processes and means to guarantee a proper keeping of public order, while fully respecting the fundamental freedoms granted in the Constitution as well as the international human rights standards,
—
by helping the PNC to upgrade the coordination, coherence and flexibility of its decision-making process by supporting the reinforcement of the Command and Control Centre as well as the Operations Centre in Kinshasa, in close cooperation with other partners already working in this area,
—
by contributing to the finalisation of a Community Policing (Police de proximité) concept and by participating in the pilot project of theCommissariat de Référence, with the aim of strengthening a confidence between the population and the police and of enhancing security both in objective terms and in the public perception;
3.
to enhance the knowledge and capacity of senior PNC officials, trainers and training systems, including through the provision of strategic training courses:
—
by assisting in the enhancement of training capabilities at the School for Crime Police Officers in Kinshasa,
—
by supporting the establishment and operation of the Police Academy in Kasapa, Lubumbashi, including logistics and equipment,
—
by supporting the professional development of senior PNC officials with a view to improving the leadership and management skills,
—
by undertaking an assessment of current PNC training needs and resources,
—
by contributing to the definition of the regulatory and educational framework for the start-up and operation of the Police Academy,
—
by developing and introducing PNC training manuals for basic and specific training,
—
by contributing to the institutionalisation of the Community Policing (Police de proximité) concept with training,
—
by participating in the selection and training of trainers for police,
—
by providing specialist training in areas that support the achievement of the objectives of the Mission;
4.
to support the fight against impunity in the field of human rights and sexual violence:
—
by assisting the relevant groups of the CSRP and of the implementation bodies of Police Reform,
—
by supporting the development of a coherent policy for the PNC and theInspection Générale d’Auditagainst sexual violence,
—
by helping to create, and by monitoring and mentoring specialised units within the police to fight against sexual violence and crimes related to children as well as impunity, and increase their operationalisation through MMA activities,
—
by supporting the organisation of actions aimed at increasing the awareness of police officers of the problem of sexual violence and impunity,
—
by monitoring and following up PNC and judicial activities in this field, advising, as appropriate, relevant representatives of prosecution services, of military courts and of the crime police, in coordination with the other national and international key players;
5.
Other tasks/Project Cell:
—
to support the Commission as required, especially in its projects for an integrated system for human resources management and for the police census,
—
to identify and implement projects through the Project Cell to ensure proper use of designated funds from the CFSP budget for their implementation. The Project Cell personnel may also support Member States and third States at their request, within the Mission’s means and capabilities, by providing reinforced coordination and technical assistance for their own projects and under their own responsibility. All activities of the Project Cell are to be carried out within the Mission mandate and to complete the activities carried out by EUPOL RD Congo.

Structure of the Mission
Article 4
1. EUPOL RD Congo shall be structured as follows:
(a)
HQ in Kinshasa. The HQ shall consist of the Office of the Head of Mission and of the HQ Staff, providing all necessary functions of advice at strategic and operational level, command and control, as well as mission and administrative support;
(b)
Field Office. A Field Office shall be established in Goma. The nation-wide implications of the Mission mandate may also require in-country actions and possibly temporary presence (also for a longer term) of experts in other locations, still subject to security considerations.
2. The elements referred to in paragraph 1 shall be subject to further detailed arrangements in the Operation Plan (OPLAN).

Civilian Operation Commander
Article 5
1. The Director of the Civilian Planning and Conduct Capability (CPCC) shall be the Civilian Operation Commander for EUPOL RD Congo.
2. The Civilian Operation Commander, under the political control and strategic direction of the Political and Security Committee (PSC) and the overall authority of the High Representative of the Union for Foreign Affairs and Security Policy (HR), shall exercise command and control of EUPOL RD Congo at the strategic level.
3. The Civilian Operation Commander shall ensure proper and effective implementation of the Council decisions as well as the PSC decisions, including by issuing instructions at the strategic level as required to the Head of Mission and providing him with advice and technical support.
4. All seconded staff shall remain under the full command of the national authorities of the seconding State or Union institution concerned. National authorities shall transfer Operational Control (OPCON) of their personnel to the Civilian Operation Commander.
5. The Civilian Operation Commander shall have overall responsibility for ensuring that the Union duty of care is properly discharged.
6. The Civilian Operation Commander and the EU Special Representative (EUSR) shall consult each other on SSR issues and support at Region-wide level as required.

Head of Mission
Article 6
1. The Head of Mission shall assume responsibility for and exercise command and control of the Mission at theatre level.
2. The Head of Mission shall exercise OPCON over personnel from contributing States as assigned by the Civilian Operation Commander together with administrative and logistic responsibility, including over assets, resources and information placed at the disposal of the Mission.
3. The Head of Mission shall issue instructions to all Mission staff for the effective conduct of EUPOL RD Congo in theatre, assuming its coordination and day-to-day management, and following the instructions at the strategic level of the Civilian Operation Commander.
4. The Head of Mission shall be responsible for the implementation of the Mission budget. For this purpose, the Head of Mission shall sign a contract with the Commission.
5. The Head of Mission shall be responsible for disciplinary control over the staff. For seconded staff, disciplinary action shall be exercised by the national or Union authority concerned.
6. The Head of Mission shall represent EUPOL RD Congo in the operations area and shall ensure appropriate visibility of the Mission.
7. The Head of Mission shall coordinate, as appropriate, the actions of EUPOL RD Congo with other Union actors on the ground. The Head of Mission shall, without prejudice to the chain of command, receive local political guidance on SSR issues and support at Region-wide level from the EUSR.

Staff
Article 7
1. EUPOL RD Congo shall consist primarily of staff seconded by Member States or Union institutions. Each Member State or Union institution shall bear the costs related to any member of the staff seconded by it, including travel expenses to and from the place of deployment, salaries, medical coverage and allowances other than applicable daily allowances, as well as hardship and risk allowances.
2. International civilian staff and local staff shall be recruited on a contractual basis by the Mission if the functions required are not provided by personnel seconded by Member States. Exceptionally, in duly justified cases, where no qualified applications from Member States are available, nationals from participating third States may be recruited on a contractual basis, as appropriate.
3. All staff shall abide by the Mission-specific minimum security operating standards and the Mission security plan supporting the Union field security policy. As regards the protection of EU classified information with which members of staff are entrusted in the course of their duties, all staff shall respect the principles and minimum standards of security established by security regulations of the Council(5).

Status of the Mission and its staff
Article 8
1. The status of the Mission and its staff, including where appropriate the privileges, immunities and further guarantees necessary for the completion and smooth functioning of the Mission, shall be agreed in accordance with the procedure laid down in Article 37 of the Treaty.
2. The State or Union institution having seconded a member of staff shall be responsible for answering any claims linked to the secondment, from or concerning the member of staff. The State or Union institution concerned shall be responsible for bringing any action against the seconded person.
3. The conditions of employment and the rights and obligations of international and local civilian staff shall be laid down in the contracts between the Head of Mission and the members of staff.

Chain of command
Article 9
1. EUPOL RD Congo shall have a unified chain of command, as a crisis management operation.
2. Under the responsibility of the Council and of the HR, the PSC shall exercise political control and strategic direction of EUPOL RD Congo.
3. The Civilian Operation Commander, under the political control and strategic direction of the PSC and the overall authority of the HR, shall exercise command and control of EUPOL RD Congo at the strategic level and, as such, shall issue instructions to the Head of Mission and provide him with advice and technical support.
4. The Civilian Operation Commander shall report to the Council through the HR.
5. The Head of Mission shall exercise command and control of EUPOL RD Congo at theatre level and shall be directly responsible to the Civilian Operation Commander.

Political control and strategic direction
Article 10
1. The PSC shall exercise, under the responsibility of the Council and of the HR, political control and strategic direction of the Mission. The Council hereby authorises the PSC to take the relevant decisions in accordance with the third paragraph of Article 38 of the Treaty. This authorisation shall include the powers to appoint a Head of Mission, upon a proposal of the HR, and to amend the CONOPS and the OPLAN. The powers of decision with respect to the objectives and termination of the Mission shall remain vested in the Council.
2. The PSC shall report to the Council at regular intervals.
3. The PSC shall receive, on a regular basis and as required, reports by the Civilian Operation Commander and the Head of Mission on issues within their areas of responsibility.

Participation of third States
Article 11
1. Without prejudice to the decision-making autonomy of the Union and its single institutional framework, third States may be invited to contribute to the Mission, provided that they bear the cost of the staff seconded by them, including salaries, all risk insurance cover, daily subsistence allowances and travel expenses to and from DRC, and that they contribute to the running costs of the Mission, as appropriate.
2. Third States contributing to the Mission shall have the same rights and obligations in terms of day-to-day management of the Mission as Member States.
3. The Council hereby authorises the PSC to take the relevant decisions on acceptance of the proposed contributions and to establish a Committee of Contributors.
4. Detailed arrangements regarding the participation of third States shall be covered by agreements concluded in accordance with Article 37 of the Treaty and additional technical arrangements as necessary. Where the Union and a third State conclude an agreement establishing a framework for the participation of that third State in Union crisis-management operations, the provisions of that agreement shall apply in the context of the Mission.

Security
Article 12
1. The Civilian Operation Commander, in coordination with the Council Security Office, shall direct the Head of Mission planning of security measures and ensure their proper and effective implementation for EUPOL RD Congo in accordance with Articles 5 and 9.
2. The Head of Mission shall be responsible for the security of the Mission and for ensuring compliance with minimum security requirements applicable to the Mission, in line with the Union policy on the security of personnel deployed outside the Union in an operational capacity under Title V of the Treaty, and its supporting instruments.
3. The Head of Mission shall be assisted by a Senior Mission Security Officer (SMSO), who shall report to the Head of Mission and also maintain a close functional relationship with the Council Security Office.
4. EUPOL RD Congo staff shall undergo mandatory security training before taking up their duties, in accordance with the OPLAN. They shall also receive regular in-theatre refresher training organised by the SMSO.
5. The Head of Mission shall ensure the protection of EU classified information in accordance with the Council security regulations.

Watch-Keeping Capability
Article 13
The Watch-Keeping Capability shall be activated for EUPOL RD Congo.

Financial arrangements
Article 14
1. The financial reference amount intended to cover expenditure related to the Mission for the period from 1 October 2010 to 30 September 2011 shall be EUR 6 430 000.
2. All expenditure shall be managed in accordance with the rules and procedures applicable to the general budget of the Union.
3. The Head of Mission shall report fully to, and be supervised by, the Commission regarding the activities undertaken in the framework of his contract.
4. Nationals of third States shall be allowed to tender for contracts. Subject to the Commission’s approval, the Head of Mission may conclude technical arrangements with Member States, participating third States and other international actors regarding the provision of equipment, services and premises to EUPOL RD Congo.
5. The financial arrangements shall respect the operational requirements of the Mission, including compatibility of equipment and interoperability of teams of the Mission.
6. The expenditure shall be eligible as of the date of adoption of this Decision.

Coordination
Article 15
1. Without prejudice to the chain of command, the Head of Mission shall act in close coordination with the Union Delegation and EUSEC RD Congo to ensure the consistency of Union action in support of DRC.
2. The Head of Mission shall coordinate closely with Heads of the diplomatic missions of Member States.
3. The Head of Mission shall cooperate with other international actors present in the country, and work in close coordination with the UN MONUSCO.

Release of classified information
Article 16
1. The HR shall be authorised to release to the third States associated with this Decision, as appropriate and in accordance with the needs of the Mission, EU classified information and documents up to ‘CONFIDENTIEL UE’ level which are generated for the purposes of the Mission, in accordance with the security regulations of the Council.
2. The HR shall be authorised to release to the UN and OSCE, in accordance with the operational needs of the Mission, EU classified information and documents up to ‘RESTREINT UE’ level which are generated for the purposes of the Mission, in accordance with the security regulations of the Council. Local arrangements shall be drawn up for this purpose.
3. In the event of a specific and immediate operational need, the HR shall be authorised to release to the host State any EU classified information and documents up to ‘RESTREINT UE’ level which are generated for the purposes of the Mission, in accordance with the security regulations of the Council. In all other cases, such information and documents shall be released to the host State in accordance with the appropriate procedures for cooperation by the host State with the Union.
4. The HR shall be authorised to release to the third States and international organisations referred to in paragraphs 1, 2 and 3, EU non-classified documents connected with the deliberations of the Council relating to the Mission and covered by the obligation of professional secrecy pursuant to Article 6(1) of the Rules of Procedure of the Council(6).

Review of the Mission
Article 17
A review of the Mission shall be presented to the PSC every six months, on the basis of a report by the Head of Mission.

Entry into force and duration
Article 18
This Decision shall enter into force on the date of its adoption.
It shall apply from 1 October 2010 to 30 September 2011.

THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on European Union, and in particular Articles 28 and 43(2) thereof,
(1) On 12 June 2007, the Council adopted Joint Action 2007/405/CFSP(1)establishing a European Union police mission undertaken in the framework of reform of the security sector (SSR) and its interface with the system of justice in the Democratic Republic of the Congo (EUPOL RD Congo) (hereinafter referred to as ‘EUPOL RD Congo’ or ‘the Mission’).
(2) On 23 June 2008, the Council adopted Joint Action 2008/485/CFSP(2)amending and extending Joint Action 2007/405/CFSP until 30 June 2009.
(3) On 15 June 2009, the Council adopted Joint Action 2009/466/CFSP(3)amending and extending Joint Action 2007/405/CFSP until 30 June 2010.
(4) On 14 June 2010, the Council adopted Council Decision 2010/329/CFSP(4)amending and extending Joint Action 2007/405/CFSP until 30 September 2010.
(5) EUPOL RD Congo should be continued for a further year until 30 September 2011.
(6) The command and control structure of the Mission should be without prejudice to the contractual responsibility of the Head of Mission towards the Commission for implementing the budget of the Mission.
(7) The Watch-Keeping Capability established within the General Secretariat of the Council should be activated for the Mission.
(8) The Mission will be conducted in the context of a situation which may deteriorate and could harm the objectives of the Common Foreign and Security Policy (CFSP) as set out in Article 21 of the Treaty,
HAS ADOPTED THIS DECISION:

The Mission

1. The European Union police mission undertaken in the framework of reform of the security sector (SSR) and its interface with the system of justice in the Democratic Republic of the Congo (hereinafter referred to as ‘EUPOL RD Congo’ or ‘the Mission’), established by Joint Action 2007/405/CFSP, shall be extended for the period from 1 October 2010 to 30 September 2011.
2. EUPOL RD Congo shall operate in accordance with the Mission statement set out in Article 2 and shall carry out the tasks set out in Article 3. It shall operate without prejudice to DRC ownership of SSR.

Mission statement

1. In order to improve the maturity and sustainability of the reform process of the Congolese National Police (PNC), EUPOL RD Congo shall assist the Congolese authorities in the implementation of the Police Action Plan, covering the priorities of the Police Reform process for the period 2010-2012, and building on the guidelines of the Strategic Framework. EUPOL RD Congo shall focus on concrete activities and projects to underpin its action at the strategic level of the reform process, on capacity building and on enhancement of the interaction between the PNC and the wider criminal justice system with a view to better supporting the fight against sexual violence and impunity. EUPOL RD Congo shall work in close coordination and cooperation with other Union, international and bilateral donors, with a view to avoiding duplication of efforts.
2. The particular objectives of the Mission shall be:
(a)
to support the overall SSR process at the strategic level in the Democratic Republic of the Congo (DRC) with a particular emphasis on the reform of the PNC and its interaction with the judiciary;
(b)
to support the implementation of the Police Reform and the improvement of the PNC operational capacity and accountability through mentoring, monitoring and advising (MMA) activities;
(c)
to enhance the knowledge and capacity of senior PNC officials, trainers and training systems, including through the provision of strategic training courses;
(d)
to support the fight against impunity in the field of human rights and sexual violence.
3. The Mission shall have a Project Cell for identifying and implementing projects. The Mission shall advise the Member States and third States and shall coordinate and facilitate, under their responsibility, the implementation of their projects in fields which are of interest to the Mission and in furtherance of its objectives.

Mission tasks

In order to achieve its objectives, the tasks of EUPOL RD Congo shall be as follows:
1.
to support the overall SSR process at the strategic level in DRC with a particular emphasis on the reform of the PNC and its interaction with the judiciary:
—
by supporting the work and evolution of the Police Reform Monitoring Committee (CSRP) and its Working Groups, including by providing assistance in the preparation of the relevant legal and sub-legal framework of the Police Reform in order to contribute to the finalisation of the conception work,
—
by contributing to and advising on the establishment and development of the bodies to be created for the Police Reform, contributing to their activities by providing specialist expertise in the most relevant domains for the implementation of Police Reform,
—
by contributing to the enhancement of the links between the Ministry of Interior and the Ministry of Justice with a view to increasing levels of cooperation and understanding between the two Ministries,
—
by participating in the activities of the Joint Justice Committee (Comité Mixte de Suivi du Programme Cadre de la Justice) and assisting, as appropriate, in the review of the criminal legal framework, while supporting, as appropriate, the Joint Defence Committee, with a view to supporting coherence and consistency among the different pillars of SSR,
—
by joining wider Union efforts and activities to support inter-ministerial coordination and coherence;
2.
to support the implementation of the Police Reform and the improvement of the PNC operational capacity and accountability through MMA activities:
—
by advising on the design and implementation of an adequate organisational structure for the PNC and supporting data collection activities in order to establish a complete census of police officers,
—
by mentoring, monitoring and advising personnel, including by co-location if appropriate, in the technical directorates within the PNC Inspectorate and at Headquarters (HQ) to advise and assist in the implementation of the reform process and in the integration of all police services within one single institution. This task needs to be closely coordinated with the UN MONUSCO operation, taking into account their deployment across the Congolese territory,
—
by supporting the integration of the crime police (Police Judiciaire des Parquets) into the PNC, in order to help to establish an effective interface between the crime police and the prosecution service. The Mission will work towards this by advising as appropriate key actors in the field of criminal justice, in close coordination with the Commission and partners’ programmes,
—
by supporting the newly created police audit service (Inspection Générale d’Audit) through efforts to strengthen its institutional and operational capacity in order to provide the citizens and authorities with a key instrument of democratic control over the police force,
—
by mentoring and advising the crime police in Kinshasa, especially through thePolice de Recherche et d’Intervention, in improving its standards and its capability to effectively prevent and investigate crimes,
—
by supporting the implementation of the Police Action Plan in order to enable the PNC to have at its disposal, to the largest extent possible, the instruments, decision-making processes and means to guarantee a proper keeping of public order, while fully respecting the fundamental freedoms granted in the Constitution as well as the international human rights standards,
—
by helping the PNC to upgrade the coordination, coherence and flexibility of its decision-making process by supporting the reinforcement of the Command and Control Centre as well as the Operations Centre in Kinshasa, in close cooperation with other partners already working in this area,
—
by contributing to the finalisation of a Community Policing (Police de proximité) concept and by participating in the pilot project of theCommissariat de Référence, with the aim of strengthening a confidence between the population and the police and of enhancing security both in objective terms and in the public perception;
3.
to enhance the knowledge and capacity of senior PNC officials, trainers and training systems, including through the provision of strategic training courses:
—
by assisting in the enhancement of training capabilities at the School for Crime Police Officers in Kinshasa,
—
by supporting the establishment and operation of the Police Academy in Kasapa, Lubumbashi, including logistics and equipment,
—
by supporting the professional development of senior PNC officials with a view to improving the leadership and management skills,
—
by undertaking an assessment of current PNC training needs and resources,
—
by contributing to the definition of the regulatory and educational framework for the start-up and operation of the Police Academy,
—
by developing and introducing PNC training manuals for basic and specific training,
—
by contributing to the institutionalisation of the Community Policing (Police de proximité) concept with training,
—
by participating in the selection and training of trainers for police,
—
by providing specialist training in areas that support the achievement of the objectives of the Mission;
4.
to support the fight against impunity in the field of human rights and sexual violence:
—
by assisting the relevant groups of the CSRP and of the implementation bodies of Police Reform,
—
by supporting the development of a coherent policy for the PNC and theInspection Générale d’Auditagainst sexual violence,
—
by helping to create, and by monitoring and mentoring specialised units within the police to fight against sexual violence and crimes related to children as well as impunity, and increase their operationalisation through MMA activities,
—
by supporting the organisation of actions aimed at increasing the awareness of police officers of the problem of sexual violence and impunity,
—
by monitoring and following up PNC and judicial activities in this field, advising, as appropriate, relevant representatives of prosecution services, of military courts and of the crime police, in coordination with the other national and international key players;
5.
Other tasks/Project Cell:
—
to support the Commission as required, especially in its projects for an integrated system for human resources management and for the police census,
—
to identify and implement projects through the Project Cell to ensure proper use of designated funds from the CFSP budget for their implementation. The Project Cell personnel may also support Member States and third States at their request, within the Mission’s means and capabilities, by providing reinforced coordination and technical assistance for their own projects and under their own responsibility. All activities of the Project Cell are to be carried out within the Mission mandate and to complete the activities carried out by EUPOL RD Congo.

Structure of the Mission

1. EUPOL RD Congo shall be structured as follows:
(a)
HQ in Kinshasa. The HQ shall consist of the Office of the Head of Mission and of the HQ Staff, providing all necessary functions of advice at strategic and operational level, command and control, as well as mission and administrative support;
(b)
Field Office. A Field Office shall be established in Goma. The nation-wide implications of the Mission mandate may also require in-country actions and possibly temporary presence (also for a longer term) of experts in other locations, still subject to security considerations.
2. The elements referred to in paragraph 1 shall be subject to further detailed arrangements in the Operation Plan (OPLAN).

Civilian Operation Commander

1. The Director of the Civilian Planning and Conduct Capability (CPCC) shall be the Civilian Operation Commander for EUPOL RD Congo.
2. The Civilian Operation Commander, under the political control and strategic direction of the Political and Security Committee (PSC) and the overall authority of the High Representative of the Union for Foreign Affairs and Security Policy (HR), shall exercise command and control of EUPOL RD Congo at the strategic level.
3. The Civilian Operation Commander shall ensure proper and effective implementation of the Council decisions as well as the PSC decisions, including by issuing instructions at the strategic level as required to the Head of Mission and providing him with advice and technical support.
4. All seconded staff shall remain under the full command of the national authorities of the seconding State or Union institution concerned. National authorities shall transfer Operational Control (OPCON) of their personnel to the Civilian Operation Commander.
5. The Civilian Operation Commander shall have overall responsibility for ensuring that the Union duty of care is properly discharged.
6. The Civilian Operation Commander and the EU Special Representative (EUSR) shall consult each other on SSR issues and support at Region-wide level as required.

Head of Mission

1. The Head of Mission shall assume responsibility for and exercise command and control of the Mission at theatre level.
2. The Head of Mission shall exercise OPCON over personnel from contributing States as assigned by the Civilian Operation Commander together with administrative and logistic responsibility, including over assets, resources and information placed at the disposal of the Mission.
3. The Head of Mission shall issue instructions to all Mission staff for the effective conduct of EUPOL RD Congo in theatre, assuming its coordination and day-to-day management, and following the instructions at the strategic level of the Civilian Operation Commander.
4. The Head of Mission shall be responsible for the implementation of the Mission budget. For this purpose, the Head of Mission shall sign a contract with the Commission.
5. The Head of Mission shall be responsible for disciplinary control over the staff. For seconded staff, disciplinary action shall be exercised by the national or Union authority concerned.
6. The Head of Mission shall represent EUPOL RD Congo in the operations area and shall ensure appropriate visibility of the Mission.
7. The Head of Mission shall coordinate, as appropriate, the actions of EUPOL RD Congo with other Union actors on the ground. The Head of Mission shall, without prejudice to the chain of command, receive local political guidance on SSR issues and support at Region-wide level from the EUSR.

Staff

1. EUPOL RD Congo shall consist primarily of staff seconded by Member States or Union institutions. Each Member State or Union institution shall bear the costs related to any member of the staff seconded by it, including travel expenses to and from the place of deployment, salaries, medical coverage and allowances other than applicable daily allowances, as well as hardship and risk allowances.
2. International civilian staff and local staff shall be recruited on a contractual basis by the Mission if the functions required are not provided by personnel seconded by Member States. Exceptionally, in duly justified cases, where no qualified applications from Member States are available, nationals from participating third States may be recruited on a contractual basis, as appropriate.
3. All staff shall abide by the Mission-specific minimum security operating standards and the Mission security plan supporting the Union field security policy. As regards the protection of EU classified information with which members of staff are entrusted in the course of their duties, all staff shall respect the principles and minimum standards of security established by security regulations of the Council(5).

Status of the Mission and its staff

1. The status of the Mission and its staff, including where appropriate the privileges, immunities and further guarantees necessary for the completion and smooth functioning of the Mission, shall be agreed in accordance with the procedure laid down in Article 37 of the Treaty.
2. The State or Union institution having seconded a member of staff shall be responsible for answering any claims linked to the secondment, from or concerning the member of staff. The State or Union institution concerned shall be responsible for bringing any action against the seconded person.
3. The conditions of employment and the rights and obligations of international and local civilian staff shall be laid down in the contracts between the Head of Mission and the members of staff.

Chain of command

1. EUPOL RD Congo shall have a unified chain of command, as a crisis management operation.
2. Under the responsibility of the Council and of the HR, the PSC shall exercise political control and strategic direction of EUPOL RD Congo.
3. The Civilian Operation Commander, under the political control and strategic direction of the PSC and the overall authority of the HR, shall exercise command and control of EUPOL RD Congo at the strategic level and, as such, shall issue instructions to the Head of Mission and provide him with advice and technical support.
4. The Civilian Operation Commander shall report to the Council through the HR.
5. The Head of Mission shall exercise command and control of EUPOL RD Congo at theatre level and shall be directly responsible to the Civilian Operation Commander.

Political control and strategic direction

1. The PSC shall exercise, under the responsibility of the Council and of the HR, political control and strategic direction of the Mission. The Council hereby authorises the PSC to take the relevant decisions in accordance with the third paragraph of Article 38 of the Treaty. This authorisation shall include the powers to appoint a Head of Mission, upon a proposal of the HR, and to amend the CONOPS and the OPLAN. The powers of decision with respect to the objectives and termination of the Mission shall remain vested in the Council.
2. The PSC shall report to the Council at regular intervals.
3. The PSC shall receive, on a regular basis and as required, reports by the Civilian Operation Commander and the Head of Mission on issues within their areas of responsibility.

Participation of third States

1. Without prejudice to the decision-making autonomy of the Union and its single institutional framework, third States may be invited to contribute to the Mission, provided that they bear the cost of the staff seconded by them, including salaries, all risk insurance cover, daily subsistence allowances and travel expenses to and from DRC, and that they contribute to the running costs of the Mission, as appropriate.
2. Third States contributing to the Mission shall have the same rights and obligations in terms of day-to-day management of the Mission as Member States.
3. The Council hereby authorises the PSC to take the relevant decisions on acceptance of the proposed contributions and to establish a Committee of Contributors.
4. Detailed arrangements regarding the participation of third States shall be covered by agreements concluded in accordance with Article 37 of the Treaty and additional technical arrangements as necessary. Where the Union and a third State conclude an agreement establishing a framework for the participation of that third State in Union crisis-management operations, the provisions of that agreement shall apply in the context of the Mission.

Security

1. The Civilian Operation Commander, in coordination with the Council Security Office, shall direct the Head of Mission planning of security measures and ensure their proper and effective implementation for EUPOL RD Congo in accordance with Articles 5 and 9.
2. The Head of Mission shall be responsible for the security of the Mission and for ensuring compliance with minimum security requirements applicable to the Mission, in line with the Union policy on the security of personnel deployed outside the Union in an operational capacity under Title V of the Treaty, and its supporting instruments.
3. The Head of Mission shall be assisted by a Senior Mission Security Officer (SMSO), who shall report to the Head of Mission and also maintain a close functional relationship with the Council Security Office.
4. EUPOL RD Congo staff shall undergo mandatory security training before taking up their duties, in accordance with the OPLAN. They shall also receive regular in-theatre refresher training organised by the SMSO.
5. The Head of Mission shall ensure the protection of EU classified information in accordance with the Council security regulations.

Watch-Keeping Capability

The Watch-Keeping Capability shall be activated for EUPOL RD Congo.

Financial arrangements

1. The financial reference amount intended to cover expenditure related to the Mission for the period from 1 October 2010 to 30 September 2011 shall be EUR 6 430 000.
2. All expenditure shall be managed in accordance with the rules and procedures applicable to the general budget of the Union.
3. The Head of Mission shall report fully to, and be supervised by, the Commission regarding the activities undertaken in the framework of his contract.
4. Nationals of third States shall be allowed to tender for contracts. Subject to the Commission’s approval, the Head of Mission may conclude technical arrangements with Member States, participating third States and other international actors regarding the provision of equipment, services and premises to EUPOL RD Congo.
5. The financial arrangements shall respect the operational requirements of the Mission, including compatibility of equipment and interoperability of teams of the Mission.
6. The expenditure shall be eligible as of the date of adoption of this Decision.

Coordination

1. Without prejudice to the chain of command, the Head of Mission shall act in close coordination with the Union Delegation and EUSEC RD Congo to ensure the consistency of Union action in support of DRC.
2. The Head of Mission shall coordinate closely with Heads of the diplomatic missions of Member States.
3. The Head of Mission shall cooperate with other international actors present in the country, and work in close coordination with the UN MONUSCO.

Release of classified information

1. The HR shall be authorised to release to the third States associated with this Decision, as appropriate and in accordance with the needs of the Mission, EU classified information and documents up to ‘CONFIDENTIEL UE’ level which are generated for the purposes of the Mission, in accordance with the security regulations of the Council.
2. The HR shall be authorised to release to the UN and OSCE, in accordance with the operational needs of the Mission, EU classified information and documents up to ‘RESTREINT UE’ level which are generated for the purposes of the Mission, in accordance with the security regulations of the Council. Local arrangements shall be drawn up for this purpose.
3. In the event of a specific and immediate operational need, the HR shall be authorised to release to the host State any EU classified information and documents up to ‘RESTREINT UE’ level which are generated for the purposes of the Mission, in accordance with the security regulations of the Council. In all other cases, such information and documents shall be released to the host State in accordance with the appropriate procedures for cooperation by the host State with the Union.
4. The HR shall be authorised to release to the third States and international organisations referred to in paragraphs 1, 2 and 3, EU non-classified documents connected with the deliberations of the Council relating to the Mission and covered by the obligation of professional secrecy pursuant to Article 6(1) of the Rules of Procedure of the Council(6).

Review of the Mission

A review of the Mission shall be presented to the PSC every six months, on the basis of a report by the Head of Mission.

Entry into force and duration

This Decision shall enter into force on the date of its adoption.
It shall apply from 1 October 2010 to 30 September 2011.

Pending: 32010D0472

January 15, 2026
31.8.2010 EN Official Journal of the European Union L 228/74
(1) Directive 92/65/EEC lays down the animal health conditions governing imports into the Union of semen, ova and embryos of animals of the ovine and caprine species (‘the commodities’). It provides only commodities that come from a third country included on a list of third countries drawn up in accordance with that Directive and accompanied by a health certificate corresponding to a model also drawn up in accordance with that Directive, may be imported into the Union. The health certificate must certify that commodities come from approved collection and storage centres or collection and production teams offering guarantees at least equivalent to those laid down in Annex D(I) to that Directive.
(2) Commission Decision 2008/635/EC of 22 July 2008 on imports of semen, ova and embryos of the ovine and caprine species into the Community as regards lists of third countries and of semen collection centres and embryo collection teams, and certification requirements(2)currently sets out the list of third countries from which Member States are to authorise imports of the commodities.
(3) Directive 92/65/EEC, as amended by Council Directive 2008/73/EC(3), introduced a simplified procedure for the listing of semen collection and storage centres and embryo collection and production teams in third countries approved for imports of the commodities into the Union.
(4) In addition, Annex D to Directive 92/65/EEC, as amended by Commission Regulation (EU) No 176/2010(4), sets out certain new requirements for the commodities which are to apply from 1 September 2010. It introduces rules concerning semen storage centres and detailed conditions for their approval and supervision. It also sets out detailed conditions for the approval and supervision of embryo collection and production teams, for the collection and processing ofin vivoderived embryos and the production and processing ofin vitrofertilised embryos and micromanipulated embryos. It also amended the conditions to be applied to the donor animals of semen, ova and embryos of animals of the ovine and caprine species.
(5) Accordingly, it is necessary to establish new health certificates for imports into the Union of the commodities taking into account the amendments made to Directive 92/65/EEC by Directive 2008/73/EC and Regulation (EU) No 176/2010.
(6) In addition, it is appropriate that consignments of the commodities imported into the Union from Switzerland are accompanied by a health certificate drawn up in accordance with the models used for trade within the Union in semen, ova and embryos of animals of the ovine and caprine species set out in Commission Decision 2010/470/EU of 26 August 2010 laying down model health certificates for trade within the Union of semen, ova and embryos of animals of the equine, ovine and caprine species and in ova and embryos of animals of the porcine species(5), with the adaptations set out in point 7 of Chapter IX(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(6).
(7) In the application of this Decision, account should be taken of the specific certification requirements and model health attestations which may be 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).
(8) In the application of this Decision, account should also be taken of the specific certification requirements and model health attestations which may be laid down in accordance with the Agreement between the European Community and New Zealand on sanitary measures applicable to trade in live animals and animal products(9), as approved by Council Decision 97/132/EC(10).
(9) In the interest of clarity and consistency of Union's legislation, Decision 2008/635/EC should be repealed and replaced by this Decision.
(10) To avoid any disruption of trade, the use of health certificates issued in accordance with Decision 2008/635/EC should be authorised during a transitional period subject to certain consitions.
(11) 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) they come from a third country or part thereof listed in Annex I;
(b) they come from an approved semen collection or storage centre listed in accordance with Article 17(3)(b) of Directive 92/65/EEC;
(c) they are accompanied by a health certificate drawn up in accordance with the following model health certificates set out in Part 2 of Annex II, and completed in accordance with the explanatory notes set out in Part 1 of that Annex:(i)model 1 as set out in Section A, for consignments of semen dispatched from an approved semen collection centre of origin of the semen;(ii)model 2 as set out in Section B, for consignments of semen dispatched from an approved semen storage centre.However, where specific certification requirements are laid down in bilateral agreements between the Union and third countries, those requirements shall apply. (i) model 1 as set out in Section A, for consignments of semen dispatched from an approved semen collection centre of origin of the semen; (ii) model 2 as set out in Section B, for consignments of semen dispatched from an approved semen storage centre.
(i) model 1 as set out in Section A, for consignments of semen dispatched from an approved semen collection centre of origin of the semen;
(ii) model 2 as set out in Section B, for consignments of semen dispatched from an approved semen storage centre.
(i) model 1 as set out in Section A, for consignments of semen dispatched from an approved semen collection centre of origin of the semen;
(ii) model 2 as set out in Section B, for consignments of semen dispatched from an approved semen storage centre.
(d) they comply with the requirements set out in the health certificates referred to in point (c).
(a) they come from a third country or part thereof listed in Annex III;
(b) they come from an approved embryo collection or production team listed in accordance with Article 17(3)(b) of Directive 92/65/EEC;
(c) they are accompanied by a health certificate drawn up in accordance with the model set out in Part 2 of Annex IV, and completed in accordance with the explanatory notes set out in Part 1 of that Annex.However, where specific certification requirements are laid down in bilateral agreements between the Union and third countries, those requirements must apply.
(d) they comply with the requirements set out in the health certificate referred to in point (c).
(a) are not intended for introduction into the Union, or
(b) are of a lower health status.
(a) semen of animals of the ovine and caprine species which were collected, processed and stored in accordance with Directive 92/65/EEC by 31 August 2010 and which are accompanied by a health certificate issued not later than 31 May 2011 in accordance with the model set out in Annex II to Decision 2008/635/EC.
(b) ova and embryos of animals of the ovine and caprine species which were collected or produced, processed and stored in accordance with Directive 92/65/EEC by 31 August 2010 and which are accompanied by a health certificate issued not later than 31 May 2011 in accordance with the model set out in Annex VI to Decision 2008/635/EC.
ISO Code Name of the third country Remarks
Description of the territory(if appropriate) Additional guarantees
AU Australia The additional guarantees as regards testing set out in points II.4.9 and II.4.10 of the health certificate set out in Section A of Part 2 of Annex II are compulsory.
CA Canada Territory as described in Part 1 of Annex I to Commission Regulation (EU) No 206/2010(1). The additional guarantee as regards testing set out in point II.4.9 of the health certificate set out in Section A of Part 2 of Annex II is compulsory.
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 as regards testing set out in point II.4.9 of the health certificate set out in Section A of Part 2 of Annex II is compulsory.
(a) The health certificates shall be issued by the competent authority of the exporting third country, in accordance with the model set out in Part 2 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 health certificate.
(b) The original of the 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 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 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 health certificate), additional sheets of paper are attached to the health certificate, those sheets of paper shall also be considered as forming part of the original of the health certificate by application of the signature and stamp of the certifying officer, on each of the pages.
(f) When the 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 that has been designated by the competent authority on the top of the pages.
(g) The original of the 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 health certificate. This requirement also applies to stamps other than those embossed or watermarks.
(h) The original of the 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 health certificate must be issued by the competent authority of the exporting third country.
MODEL 1 — Health certificate for semen dispatched from an approved semen collection centre of origin of the semen
MODEL 2 — Health certificate for semen dispatched from an approved semen storage centre
ISO Code Name of the third country Remarks
Description of the territory(if appropriate) Additional guarantees
AU Australia The additional guarantees as regards testing set out in points II.2.6 and II.2.7 of the health certificate set out in Part 2 of Annex IV are compulsory.
CA Canada Territory as described in Part 1 of Annex I to Commission Regulation (EU) No 206/2010(1)as last amended. The additional guarantee as regards testing set out in point II.2.7 of the health certificate set out in Part 2 of Annex IV is compulsory.
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 as regards testing set out in point II.2.7 of the health certificate set out in Part 2 of Annex IV is compulsory.
(a) The health certificates shall be issued by the competent authority of the exporting third country, in accordance with the model set out in Part 2 of Annex IV.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 health certificate.
(b) The original of the 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 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 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 health certificate), additional sheets of paper are attached to the health certificate, those sheets of paper shall also be considered as forming part of the original of the health certificate by application of the signature and stamp of the certifying officer, on each of the pages.
(f) When the 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 that has been designated by the competent authority on the top of the pages.
(g) The original of the 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 health certificate. This requirement also applies to stamps other than those embossed or watermarks.
(h) The original of the 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 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 92/65/EEC of 13 July 1992 laying down animal health requirements governing trade in and imports into the Community of animals, semen, ova and embryos not subject to animal health requirements laid down in specific Community rules referred to in Annex A(I) to Directive 90/425/EEC(1), and in particular Article 17(2)(b), Article 17(3), the first indent of Article 18(1), and the introductory phrase and point (b) of Article 19 thereof,
(1) Directive 92/65/EEC lays down the animal health conditions governing imports into the Union of semen, ova and embryos of animals of the ovine and caprine species (‘the commodities’). It provides only commodities that come from a third country included on a list of third countries drawn up in accordance with that Directive and accompanied by a health certificate corresponding to a model also drawn up in accordance with that Directive, may be imported into the Union. The health certificate must certify that commodities come from approved collection and storage centres or collection and production teams offering guarantees at least equivalent to those laid down in Annex D(I) to that Directive.
(2) Commission Decision 2008/635/EC of 22 July 2008 on imports of semen, ova and embryos of the ovine and caprine species into the Community as regards lists of third countries and of semen collection centres and embryo collection teams, and certification requirements(2)currently sets out the list of third countries from which Member States are to authorise imports of the commodities.
(3) Directive 92/65/EEC, as amended by Council Directive 2008/73/EC(3), introduced a simplified procedure for the listing of semen collection and storage centres and embryo collection and production teams in third countries approved for imports of the commodities into the Union.
(4) In addition, Annex D to Directive 92/65/EEC, as amended by Commission Regulation (EU) No 176/2010(4), sets out certain new requirements for the commodities which are to apply from 1 September 2010. It introduces rules concerning semen storage centres and detailed conditions for their approval and supervision. It also sets out detailed conditions for the approval and supervision of embryo collection and production teams, for the collection and processing ofin vivoderived embryos and the production and processing ofin vitrofertilised embryos and micromanipulated embryos. It also amended the conditions to be applied to the donor animals of semen, ova and embryos of animals of the ovine and caprine species.
(5) Accordingly, it is necessary to establish new health certificates for imports into the Union of the commodities taking into account the amendments made to Directive 92/65/EEC by Directive 2008/73/EC and Regulation (EU) No 176/2010.
(6) In addition, it is appropriate that consignments of the commodities imported into the Union from Switzerland are accompanied by a health certificate drawn up in accordance with the models used for trade within the Union in semen, ova and embryos of animals of the ovine and caprine species set out in Commission Decision 2010/470/EU of 26 August 2010 laying down model health certificates for trade within the Union of semen, ova and embryos of animals of the equine, ovine and caprine species and in ova and embryos of animals of the porcine species(5), with the adaptations set out in point 7 of Chapter IX(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(6).
(7) In the application of this Decision, account should be taken of the specific certification requirements and model health attestations which may be 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).
(8) In the application of this Decision, account should also be taken of the specific certification requirements and model health attestations which may be laid down in accordance with the Agreement between the European Community and New Zealand on sanitary measures applicable to trade in live animals and animal products(9), as approved by Council Decision 97/132/EC(10).
(9) In the interest of clarity and consistency of Union’s legislation, Decision 2008/635/EC should be repealed and replaced by this Decision.
(10) To avoid any disruption of trade, the use of health certificates issued in accordance with Decision 2008/635/EC should be authorised during a transitional period subject to certain consitions.
(11) 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 sets out a list of third countries or parts thereof from which Members States are to authorise the importation into the Union of consignments of semen, ova and embryos of animals of the ovine and caprine species.
It also lays down certification requirements for the importation of those commodities into the Union.

Imports of semen
Article 2
Member States shall authorise imports of consignments of semen of animals of the ovine and caprine species provided that they comply with the following conditions:
(a)
they come from a third country or part thereof listed in Annex I;
(b)
they come from an approved semen collection or storage centre listed in accordance with Article 17(3)(b) of Directive 92/65/EEC;
(c)
they are accompanied by a health certificate drawn up in accordance with the following model health certificates set out in Part 2 of Annex II, and completed in accordance with the explanatory notes set out in Part 1 of that Annex:
(i)
model 1 as set out in Section A, for consignments of semen dispatched from an approved semen collection centre of origin of the semen;
(ii)
model 2 as set out in Section B, for consignments of semen dispatched from an approved semen storage centre.
However, where specific certification requirements are laid down in bilateral agreements between the Union and third countries, those requirements shall apply.
(d)
they comply with the requirements set out in the health certificates referred to in point (c).

Imports of ova and embryos
Article 3
Member States shall authorise imports of consignments of ova and embryos of animals of the ovine and caprine species provided that they comply with the following conditions:
(a)
they come from a third country or part thereof listed in Annex III;
(b)
they come from an approved embryo collection or production team listed in accordance with Article 17(3)(b) of Directive 92/65/EEC;
(c)
they are accompanied by a health certificate drawn up in accordance with the model set out in Part 2 of Annex IV, and completed in accordance with the explanatory notes set out in Part 1 of that Annex.
However, where specific certification requirements are laid down in bilateral agreements between the Union and third countries, those requirements must apply.
(d)
they comply with the requirements set out in the health certificate referred to in point (c).

General conditions concerning the transport of consignments of semen, ova and embryos to the Union
Article 4
1. Consignments of semen, ova and embryos of animals of the ovine and caprine species shall not be transported in the same container as other consignments of semen, ova and embryos that:
(a)
are not intended for introduction into the Union, or
(b)
are of a lower health status.
2. During transport to the European Union, consignments of semen, ova and embryos shall be placed in closed and sealed containers and the seal must not be broken during the transport.

Repeal
Article 5
Decision 2008/635/EC is repealed.

Transitional provisions
Article 6
For a transitional period until 31 August 2011, Member States shall authorise imports from third countries of stocks of the following commodities:
(a)
semen of animals of the ovine and caprine species which were collected, processed and stored in accordance with Directive 92/65/EEC by 31 August 2010 and which are accompanied by a health certificate issued not later than 31 May 2011 in accordance with the model set out in Annex II to Decision 2008/635/EC.
(b)
ova and embryos of animals of the ovine and caprine species which were collected or produced, processed and stored in accordance with Directive 92/65/EEC by 31 August 2010 and which are accompanied by a health certificate issued not later than 31 May 2011 in accordance with the model set out in Annex VI to Decision 2008/635/EC.

Applicability
Article 7
This Decision shall apply from 1 September 2010.

Addressees
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 Council Directive 92/65/EEC of 13 July 1992 laying down animal health requirements governing trade in and imports into the Community of animals, semen, ova and embryos not subject to animal health requirements laid down in specific Community rules referred to in Annex A(I) to Directive 90/425/EEC(1), and in particular Article 17(2)(b), Article 17(3), the first indent of Article 18(1), and the introductory phrase and point (b) of Article 19 thereof,
(1) Directive 92/65/EEC lays down the animal health conditions governing imports into the Union of semen, ova and embryos of animals of the ovine and caprine species (‘the commodities’). It provides only commodities that come from a third country included on a list of third countries drawn up in accordance with that Directive and accompanied by a health certificate corresponding to a model also drawn up in accordance with that Directive, may be imported into the Union. The health certificate must certify that commodities come from approved collection and storage centres or collection and production teams offering guarantees at least equivalent to those laid down in Annex D(I) to that Directive.
(2) Commission Decision 2008/635/EC of 22 July 2008 on imports of semen, ova and embryos of the ovine and caprine species into the Community as regards lists of third countries and of semen collection centres and embryo collection teams, and certification requirements(2)currently sets out the list of third countries from which Member States are to authorise imports of the commodities.
(3) Directive 92/65/EEC, as amended by Council Directive 2008/73/EC(3), introduced a simplified procedure for the listing of semen collection and storage centres and embryo collection and production teams in third countries approved for imports of the commodities into the Union.
(4) In addition, Annex D to Directive 92/65/EEC, as amended by Commission Regulation (EU) No 176/2010(4), sets out certain new requirements for the commodities which are to apply from 1 September 2010. It introduces rules concerning semen storage centres and detailed conditions for their approval and supervision. It also sets out detailed conditions for the approval and supervision of embryo collection and production teams, for the collection and processing ofin vivoderived embryos and the production and processing ofin vitrofertilised embryos and micromanipulated embryos. It also amended the conditions to be applied to the donor animals of semen, ova and embryos of animals of the ovine and caprine species.
(5) Accordingly, it is necessary to establish new health certificates for imports into the Union of the commodities taking into account the amendments made to Directive 92/65/EEC by Directive 2008/73/EC and Regulation (EU) No 176/2010.
(6) In addition, it is appropriate that consignments of the commodities imported into the Union from Switzerland are accompanied by a health certificate drawn up in accordance with the models used for trade within the Union in semen, ova and embryos of animals of the ovine and caprine species set out in Commission Decision 2010/470/EU of 26 August 2010 laying down model health certificates for trade within the Union of semen, ova and embryos of animals of the equine, ovine and caprine species and in ova and embryos of animals of the porcine species(5), with the adaptations set out in point 7 of Chapter IX(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(6).
(7) In the application of this Decision, account should be taken of the specific certification requirements and model health attestations which may be 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).
(8) In the application of this Decision, account should also be taken of the specific certification requirements and model health attestations which may be laid down in accordance with the Agreement between the European Community and New Zealand on sanitary measures applicable to trade in live animals and animal products(9), as approved by Council Decision 97/132/EC(10).
(9) In the interest of clarity and consistency of Union’s legislation, Decision 2008/635/EC should be repealed and replaced by this Decision.
(10) To avoid any disruption of trade, the use of health certificates issued in accordance with Decision 2008/635/EC should be authorised during a transitional period subject to certain consitions.
(11) 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 sets out a list of third countries or parts thereof from which Members States are to authorise the importation into the Union of consignments of semen, ova and embryos of animals of the ovine and caprine species.
It also lays down certification requirements for the importation of those commodities into the Union.

Imports of semen

Member States shall authorise imports of consignments of semen of animals of the ovine and caprine species provided that they comply with the following conditions:
(a)
they come from a third country or part thereof listed in Annex I;
(b)
they come from an approved semen collection or storage centre listed in accordance with Article 17(3)(b) of Directive 92/65/EEC;
(c)
they are accompanied by a health certificate drawn up in accordance with the following model health certificates set out in Part 2 of Annex II, and completed in accordance with the explanatory notes set out in Part 1 of that Annex:
(i)
model 1 as set out in Section A, for consignments of semen dispatched from an approved semen collection centre of origin of the semen;
(ii)
model 2 as set out in Section B, for consignments of semen dispatched from an approved semen storage centre.
However, where specific certification requirements are laid down in bilateral agreements between the Union and third countries, those requirements shall apply.
(d)
they comply with the requirements set out in the health certificates referred to in point (c).

Imports of ova and embryos

Member States shall authorise imports of consignments of ova and embryos of animals of the ovine and caprine species provided that they comply with the following conditions:
(a)
they come from a third country or part thereof listed in Annex III;
(b)
they come from an approved embryo collection or production team listed in accordance with Article 17(3)(b) of Directive 92/65/EEC;
(c)
they are accompanied by a health certificate drawn up in accordance with the model set out in Part 2 of Annex IV, and completed in accordance with the explanatory notes set out in Part 1 of that Annex.
However, where specific certification requirements are laid down in bilateral agreements between the Union and third countries, those requirements must apply.
(d)
they comply with the requirements set out in the health certificate referred to in point (c).

General conditions concerning the transport of consignments of semen, ova and embryos to the Union

1. Consignments of semen, ova and embryos of animals of the ovine and caprine species shall not be transported in the same container as other consignments of semen, ova and embryos that:
(a)
are not intended for introduction into the Union, or
(b)
are of a lower health status.
2. During transport to the European Union, consignments of semen, ova and embryos shall be placed in closed and sealed containers and the seal must not be broken during the transport.

Repeal

Decision 2008/635/EC is repealed.

Transitional provisions

For a transitional period until 31 August 2011, Member States shall authorise imports from third countries of stocks of the following commodities:
(a)
semen of animals of the ovine and caprine species which were collected, processed and stored in accordance with Directive 92/65/EEC by 31 August 2010 and which are accompanied by a health certificate issued not later than 31 May 2011 in accordance with the model set out in Annex II to Decision 2008/635/EC.
(b)
ova and embryos of animals of the ovine and caprine species which were collected or produced, processed and stored in accordance with Directive 92/65/EEC by 31 August 2010 and which are accompanied by a health certificate issued not later than 31 May 2011 in accordance with the model set out in Annex VI to Decision 2008/635/EC.

Applicability

This Decision shall apply from 1 September 2010.

Addressees

This Decision is addressed to the Member States.
ANNEX I
List of third countries or parts thereof from which Member States are to authorise imports of consignments of semen of animals of the ovine and caprine species

ISO Code | Name of the third country | Remarks
Description of the territory(if appropriate) | Additional guarantees
AU | Australia | | The additional guarantees as regards testing set out in points II.4.9 and II.4.10 of the health certificate set out in Section A of Part 2 of Annex II are compulsory.
CA | Canada | Territory as described in Part 1 of Annex I to Commission Regulation (EU) No 206/2010(1). | The additional guarantee as regards testing set out in point II.4.9 of the health certificate set out in Section A of Part 2 of Annex II is compulsory.
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 as regards testing set out in point II.4.9 of the health certificate set out in Section A of Part 2 of Annex II is compulsory.
(1)
OJ L 73, 20.3.2010, p. 1.
(2) Certificates in accordance with 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 Agreement on Scientific and Technological Cooperation of 4 April 2002 on the conclusion of seven Agreements with the Swiss Federation (OJ L 114, 30.4.2002, p. 132).

PART 1

ANNEX II
Explanatory notes for the certification

| (a) | The health certificates shall be issued by the competent authority of the exporting third country, in accordance with the model set out in Part 2 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 health certificate.
| (b) | The original of the 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 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 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 health certificate), additional sheets of paper are attached to the health certificate, those sheets of paper shall also be considered as forming part of the original of the health certificate by application of the signature and stamp of the certifying officer, on each of the pages.
| (f) | When the 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 that has been designated by the competent authority on the top of the pages.
| (g) | The original of the 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 health certificate. This requirement also applies to stamps other than those embossed or watermarks.
| (h) | The original of the 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 health certificate must be issued by the competent authority of the exporting third country.PART 2
Model health certificates for imports of consignments of semen of animal of the ovine and caprine species

Section A

| MODEL 1 — | Health certificate for semen dispatched from an approved semen collection centre of origin of the semen

Part I: Details of dispached 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 99 85
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 the EU to a third country
Third country
ISO code
I.27. For import or admission into the 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
: Ovine and caprine semen — Section A
II. Health information
II.a. Certificate reference No
II.b.
I, the undersigned, official veterinarian, hereby certify that:
II.1. The exporting country …
(name of exporting country) (2) II.1.1. has been free from rinderpest, peste des petits ruminants, sheep and goat pox, contagious caprine pleuropneumonia and Rift Valley Fever during the 12 months immediately prior to collection of the semen to be exported and up until its date of dispatch and no vaccination against these diseases took place during that period;
II.1.2. has been free from foot-and-mouth disease during the 12 months immediately prior to collection of the semen to be exported and up until its date of dispatch and no vaccination against this disease took place during that period;
II.2. the centre described in Box I.11 and at which the semen to be exported was collected and stored:
II.2.1. meets the conditions laid down in Chapter I(I)(1) of Annex D to Directive 92/65/EEC;
II.2.2. is operated and supervised in accordance with the conditions laid down in Chapter I(II)(1) of Annex D to Directive 92/65/EEC;
II.3. the ovine/caprine (1) animals standing at the semen collection centre:
II.3.1. prior to their stay in the quarantine accommodation described in point II.3.3;
(1) (4) either [II.3.1.1. originate from the territory described in Box I.8, which has been recognised as officially brucellosis (B. melitensis)-free, and;]
(1) or [II.3.1.1. have belonged to a holding which has obtained and maintained its officially brucellosis (B. melitensis)-free status in accordance with Directive 91/68/EEC, and;]
(1) or [II.3.1.1. originate from a holding, where in respect of brucellosis (B. melitensis) all susceptible animals have been free from clinical or any signs of this disease for the last 12 months, none of the ovine and caprine animals have been vaccinated against this disease, save those vaccinated with Rev. 1 vaccine more than two years ago, and all ovine and caprine animals over six months of age have been subjected to at least two tests (3), carried out with negative results on samples taken on … (date) and on … (date) at least six months apart, the latter being within 30 days of entry into the quarantine accommodation;]
and have not been kept previously in a holding of a lower status;
II.3.1.2. have been kept continuously for at least 60 days on a holding where no case of contagious epididymitis (Brucella ovis) has been diagnosed in the last 12 months;
(1) and [ovine animals have undergone during the 60 days prior to their stay in the quarantine accommodation described in point II.3.3 a complement fixation test, or any other test with an equivalent documented sensitivity and specificity, to detect contagious epididymitis with result of less than 50 ICFTU/ml;]
II.3.1.3. to the best of my knowledge and according to the written declaration made by the owner do not come from holdings, and have not been in contact with animals of a holding, in which any of the following diseases have been clinically detected within the stated periods prior to their stay in the quarantine accommodation described in point II.3.3:
(a) contagious agalactia of sheep or goats (Mycoplasma agalactiae, Mycoplasma capricolum, Mycoplasma mycoides var. mycoides ‘large colony’), within the last six months;
(b) paratuberculosis and caseous lymphadenitis, within the last 12 months;
(c) pulmonary adenomatosis, within the last three years; and
(1) either [(d) Maedi/Visna for sheep or caprine viral arthritis/encephalitis for goats, within the last three years;]
(1) or [(d) Maedi/Visna for sheep or caprine viral arthritis/encephalitis for goats, within the last 12 months, and all the infected animals were slaughtered and remaining animals subsequently reacted negatively to two tests carried out at least six months apart;]

COUNTRY:
Ovine and caprine semen — Section A
II. Health information
II.a. Certificate reference No
II.b.
II.3.1.4. are included in an official system for notification of diseases mentioned in point II.3.1.3;
II.3.2. They have undergone, the following tests carried out on a blood sample collected within the 28 days preceding the commencement of the period of quarantine specified in point II.3.3, with negative results in each case, except for the test for Border disease referred to in third indent, for:
brucellosis (B. melitensis), in accordance with Annex C to Directive 91/68/EEC;
contagious epididymitis (B. ovis), in the case of sheep only, in accordance with Annex D to Directive 91/68/EEC, or any other test with an equivalent documented sensitivity and specificity;
Border disease in accordance with point 1.4 (c) of Chapter II(II) of Annex D to Directive 92/65/EEC;
II.3.3. have satisfied the quarantine isolation period of at least 28 days and within that period, and at least 21 days after being admitted to the quarantine accommodation, specifically approved for the purpose by the competent authority, and where only animals having at least the same health status were present, and:
II.3.3.1. have undergone with negative results the tests, carried out by the laboratory approved by the competent authority of the exporting country, for:
brucellosis (B. melitensis) in accordance with Annex C to Directive 91/68/EEC;
ovine epididymitis (Brucella ovis), in the case of sheep only, in accordance with Annex D to Directive 91/68/EEC, or any other test with an equivalent documented sensitivity and specificity;
II.3.3.2. have undergone the tests, carried out by the laboratory approved by the competent authority of the exporting country, for Border disease in accordance with point 1.6 of Chapter II(II) of Annex D to Directive 92/65/EEC;
II.3.4. have undergone at least once a year the routine tests with negative results for:
brucellosis (B. melitensis) in accordance with Annex C to Directive 91/68/EEC;
ovine epididymitis (Brucella ovis) in accordance with Annex D to Directive 91/68/EEC, or any other test with an equivalent documented sensitivity and specificity; in the case of sheep only;
Border disease in accordance with point 5(c) of Chapter II(II) of Annex D to Directive 92/65/EEC;
II.4. the semen to be exported was obtained from donor rams/bucks (1) which:
II.4.1. were admitted to the approved semen collection centre with the express permission of the centre veterinarian;
II.4.2. show no clinical signs of disease on the day of admission to the approved semen collections centre and on the day the semen was collected;
(1) either [II.4.3. have not been vaccinated against foot-and-mouth disease during the 12 months prior to collection of the semen;]
(1) or [II.4.3. have been vaccinated against foot-and-mouth disease at least 30 days prior to the collection, and 5 % (with a minimum of five straws) of each collection have been submitted to a virus isolation test for foot-and-mouth disease with negative results;]
II.4.4. have been kept at an approved semen collection centre for a continuous period of at least 30 days immediately prior to collection of the semen, in the case of collections of fresh semen;
II.4.5. have not served naturally after their entry to the quarantine accommodation described in point II.3.3 and up to and including the day of semen collection;

COUNTRY:
Ovine and caprine semen — Section A
II. Health information
II.a. Certificate reference No
II.b.
II.4.6. have been kept at the approved semen collection centres:
II.4.6.1. which have been free from foot-and-mouth disease for at least three months prior to collection of the semen and 30 days after collection or, in the case of fresh semen, until the date of dispatch, and which are situated in the centre of an area of 10 km radius in which there has been no case of foot-and-mouth disease for at least 30 days prior to collection of the semen;
II.4.6.2. which have been free, during the period commencing 30 days prior to collection and ending 30 days after collection of the semen or, in the case of fresh semen, until the date of dispatch, from brucellosis (B. melitensis), contagious epididymitis (B. ovis), anthrax and rabies;
(1) either [II.4.7. have remained in the exporting country for at least the past six months prior to collection of the semen to be exported;]
(1) or [II.4.7. during the past six months prior to collection of the semen they satisfied the animal health conditions applying to donors of the semen which is intended for export to the European Union and they have been imported into the exporting country at least 30 days prior to collection of the semen from … (2);]
(1) either [II.4.8. were kept in a bluetongue virus-free country or zone for at least 60 days prior to, and during, collection of the semen;]
(1) or [II.4.8. were kept during a bluetongue virus seasonally free period in a seasonally free zone for at least 60 days prior to, and during collection of the semen;]
(1) or [II.4.8. were kept protected from Culicoides for at least 60 days prior to, and during collection of the semen;]
(1) or [II.4.8. underwent a serological test to detect antibodies to the bluetongue virus group, carried out in accordance with the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals with negative results at least every 60 days throughout the collection period and between 21 and 60 days after collection of the semen;]
(1) or [II.4.8. underwent an agent identification test for bluetongue virus, carried out in accordance with the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals with negative results on blood samples taken on the day of semen collection and at least every seven days (virus isolation test) or at least every 28 days (PCR test) during the semen collection and have been protected from Culicoides during collection of the semen;]
(1) either [II.4.9. were resident in the exporting country (5) which according to official findings is free from epizootic haemorrhagic disease (EHD);]
(1) or [II.4.9. were resident in the exporting country (5) in which according to official findings the following serotypes of epizootic haemorrhagic disease (EHD) exist: … and were tested on two occasions in an agar gel immunodiffusion test or competitive enzyme-linked immunosorbent assay (6) and in a virus neutralization test for all above-listed serotypes of EHD, carried out with negative results in an approved laboratory on samples of blood taken not more than 12 months apart prior to and not less than 21 days following collection of the semen;]
(1) either [II.4.10. were resident in the exporting country (5) which according to official findings is free from Akabane disease and Aino disease;]
(1) or[II.4.10. were resident in the exporting country (5) and were tested on two occasions in an agar gel immunodiffusion test and in a serum neutralisation test for Akabane virus and Aino virus carried out with negative results in an approved laboratory on samples of blood taken not more than 12 months apart prior to and not less than 21 days following collection of the semen;]
II.5. the semen to be exported:
II.5.1. was collected after the date on which the centre was approved by the competent authority of the exporting country;
II.5.2. was collected, processed, preserved, stored and transported in accordance with Chapter III(I) of Annex D to Directive 92/65/EEC;
(1) either [II.5.3. meets the requirements of Chapter A(I) of Annex VIII to Regulation (EC) No 999/2001;]
(1) or [II.5.3. meets the requirements of Chapter A(I) of Annex VIII to Regulation (EC) No 999/2001 and is destined for a Member State which benefits, for all or part of its territory, from the provisions laid down in point (b) or (c) of Chapter A(I) of Annex VIII to Regulation (EC) No 999/2001 and the donor animals comply regarding scrapie with the guarantees provided for by the programmes referred to in that point and with the guarantees (7) requested by the Member State of destination;]

COUNTRY:
Ovine and caprine semen — Section A
II. Health information
II.a. Certificate reference No
II.b.
II.5.4. was sent to the place of loading in a sealed container in accordance with point 1.4 of Chapter III(I) of Annex D to Directive 92/65/EEC and bearing the number indicated in Box I.23. (1) either [II.6. No antibiotics were added to the semen;]
(1) or [II.6. The following antibiotic or combination of antibiotics was added to produce a concentration in the final diluted semen of not less than (8):
…]
Notes
Part I:
Box I.11: place of origin shall correspond to the approved semen collection centre in which the semen was collected and listed in accordance with Article 17(3)(b) of Directive 92/65/EEC on the Commission website: http://ec.europa.eu/food/animal/semen_ova/ovine/index_en.htm
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.28: species: select amongst ‘Ovis aries’ and ‘Capra hircus’ as appropriate.
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. Part II:
(1) Delete as necessary.
(2) Only third countries listed in Annex I to Decision 2010/472/EU.
(3) Tests shall be carried out in accordance with Annex C to Directive 91/68/EEC.
(4) Only for the territory appearing with the entry ‘V’ in column 6 of Part 1 of Annex I to Commission Regulation (EU) No 206/2010 (OJ L 73, 20.3.2010, p. 1).
(5) See remarks for exporting country concerned in Annex I to Decision 2010/472/EU.
(6) Standards for EHD virus diagnostic tests are described in the bluetongue chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals.
(7) Additional guarantees as laid down in Article 2 of Regulation (EC) No 546/2006 (OJ L 94, 1.4.2006, p. 28).
(8) Insert names and concentrations.
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 — | Health certificate for semen dispatched from an approved semen storage centre

Part I: Details of dispached 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 99 85
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 the EU to a third country
Third country
ISO code
I.27. For import or admission into the 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:
Ovine and caprine semen — Section A
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:
(1) either [II.1.1. meets the conditions laid down in Chapter I(I)(1) of Annex D to Directive 92/65/EEC;
and II.1.2. is operated and supervised in accordance with the conditions laid down in Chapter I(II)(1) of Annex D to Directive 92/65/EEC.]
(1) or [II.1.1.meets the conditions laid down in Chapter I(I)(2) of Annex D to Directive 92/65/EEC;
and II.1.2. is operated and supervised in accordance with the conditions laid down in Chapter I(II)(2) of Annex D to Directive 92/65/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(I)(1) and Chapter I(II)(1) of Annex D to Directive 92/65/EEC, and
(1) either [located in the exporting country;]
(1) and/or [located in … (5);
and has been imported to the exporting country under conditions at least as strict as for imports of semen of ovine and caprine species into the European Union in accordance with Directive 92/65/EEC;]
II.2.2. was moved to the centre described in Part I.11 under conditions at least as strict as in Section A of Part 2 of Annex II to Decision 2010/472/EU (6);]
II.2.3. was stored under conditions which satisfy the terms of Annex D to Directive 92/65/EEC;
II.2.4. was sent to the place of loading in a sealed container in accordance with point 1.4 of Chapter III(I) of Annex D to Directive 92/65/EEC and bearing the number indicated in Box I.23. Notes
Part I:
Box I.11: place of origin shall correspond to the approved semen storage centre of dispatch of the semen.
Box I.17: 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 of 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.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 approved semen collection centre in which the semen was collected.

COUNTRY:
Ovine and caprine semen — Section B
II. Health information
II.a. Certificate reference No
II.b.
Part II:
(1) Delete as necessary.
(2) Only third countries listed in Annex I to Decision 2010/472/EU.
(3) Only approved semen collection or storage centres listed in accordance with Article 17(3)(b) of Directive 92/65/EEC on the Commission website:
http://ec.europa.eu/food/animal/semen_ova/ovine/index_en.htm
(4) Only approved semen collection centres listed in accordance with Article 11(4) and 17(3)(b) of Directive 92/65/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/ovine/index_en.htm
(5) Only third countries listed in Annex I to Decision 2010/472/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.

(1)
OJ L 13, 16.1.1997, p. 28.

ANNEX III
List of third countries or parts thereof from which Member States are to authorise imports of consignments of ova and embryos of animals of the ovine and caprine species

ISO Code | Name of the third country | Remarks
Description of the territory(if appropriate) | Additional guarantees
AU | Australia | | The additional guarantees as regards testing set out in points II.2.6 and II.2.7 of the health certificate set out in Part 2 of Annex IV are compulsory.
CA | Canada | Territory as described in Part 1 of Annex I to Commission Regulation (EU) No 206/2010(1)as last amended. | The additional guarantee as regards testing set out in point II.2.7 of the health certificate set out in Part 2 of Annex IV is compulsory.
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 as regards testing set out in point II.2.7 of the health certificate set out in Part 2 of Annex IV is compulsory.
(1)
OJ L 73, 20.3.2010, p. 1.
(2) Certificates in accordance with 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 Agreement on Scientific and Technological Cooperation of 4 April 2002 on the conclusion of seven Agreements with the Swiss Federation (OJ L 114, 30.4.2002, p. 132).

PART 1

ANNEX IV
Explanatory notes for the certification

| (a) | The health certificates shall be issued by the competent authority of the exporting third country, in accordance with the model set out in Part 2 of Annex IV.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 health certificate.
| (b) | The original of the 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 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 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 health certificate), additional sheets of paper are attached to the health certificate, those sheets of paper shall also be considered as forming part of the original of the health certificate by application of the signature and stamp of the certifying officer, on each of the pages.
| (f) | When the 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 that has been designated by the competent authority on the top of the pages.
| (g) | The original of the 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 health certificate. This requirement also applies to stamps other than those embossed or watermarks.
| (h) | The original of the 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 health certificate must be issued by the competent authority of the exporting third country.PART 2
Model health certificate for imports of consigments of ova and embryos of animals of the ovine and caprine species

Part I: Details of dispached 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 99 85
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 the EU to a third country
Third country
ISO code
I.27. For import or admission into the EU
I.28. Identification of the commodities
Species
(scientific name)
Category
Donor identity
Date of collection
Approval number of the team
Quantity

Part II: Certification
COUNTRY:
Ovine and caprine ova/embryos
II. Health information
II.a. Certificate reference No
II.b.
I, the undersigned, official veterinarian, hereby certify that:
II.1. The exporting country …
(name of exporting country) (2) II.1.1. has been free from rinderpest, peste des petits ruminants, sheep and goat pox, contagious caprine pleuropneumonia, and Rift Valley Fever during the 12 months immediately prior to collection of the ova/embryos (1) to be exported and up until its date of dispatch and no vaccination against these diseases took place during that period;
(1) either [II.1.2. has been free from foot-and-mouth disease during the 12 months immediately prior to collection of the ova/embryos (1) and did not carry out vaccination against foot-and-mouth disease during that period;]
(1) or [II.1.2. has not been free from foot and mouth disease during the 12 months immediately prior to collection of the ova/embryos (1) and/or carried out vaccination against foot-and-mouth disease during that period and the donor females come from holdings on which no animal was vaccinated against foot-and-mouth disease during 30 days prior to collection and no animal of susceptible species showed clinical signs of foot-and-mouth disease during the 30 days prior to, and at least 30 days after, the ova/embryos (1) were collected and the ova/embryos (1) were not subjected to penetration of zona pellucida;]
II.2. The ova/embryos (1) to be exported:
II.2.1. were collected/produced (1) and processed on premises within a 10 km radius of which there was no incidence of foot-and-mouth disease, vesicular stomatitis, Rift Valley Fever in the 30 days immediately prior to their collection;
II.2.2. were stored at all times on approved premises within a 10 km radius of which there was no incidence of foot-and-mouth disease, vesicular stomatitis or Rift Valley Fever from the time of their collection until 30 days thereafter;
II.2.3. were collected/produced (1) by the team described in Box I.11, which has been approved and supervised in accordance with Chapter I(III) of Annex D to Directive 92/65/EEC;
II.2.4. meet the requirements of Chapter III(II) of Annex D to Directive 92/65/EEC;
II.2.5. come from the donor females of ovine/caprine (1) species which:
(1) either [II.2.5.1. were kept in a bluetongue virus-free country or zone for at least 60 days prior to, and during collection of the ova/embryos (1);]
(1) or [II.2.5.1. were kept during a bluetongue virus seasonally free period in a seasonally free zone;]
(1) or [II.2.5.1. were kept protected from Culicoides for at least 60 days prior to, and during the collection of the ova/embryos (1);]
(1) or [II.2.5.1. underwent a serological test to detect antibodies to the bluetongue virus group, carried out in accordance with the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals between 21 and 60 days after collection of the ova/embryos (1) and giving negative results;]
(1) or [II.2.5.1. underwent an agent identification test for bluetongue virus, carried out in accordance with the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals on a blood sample taken on the day of the ova/embryos (1) collection or the day of slaughtering and giving negative results;]
II.2.5.2. to the best of my knowledge and according to the written declaration made by the owner, do not come from holdings, and have not been in contact with animals of a holding, in which any of the following diseases have been clinically detected within the stated periods prior to collection of the ova/embryos (1) to be exported:
(a) contagious agalactia of sheep or goats (Mycoplasma agalactiae, Mycoplasma capricolum, Mycoplasma mycoides var. mycoides ‘large colony’), within the last six months;

COUNTRY:
Ovine and caprine ova/embryos
II. Health information
II.a. Certificate reference No
II.b.
(b) paratuberculosis and caseous lymphadenitis, within the last 12 months;
(c) pulmonary adenomatosis, within the last three years; and
(1) either [(d) Maedi/Visna for sheep or caprine viral arthritis/encephalitis for goats, within the last three years;]
(1) or [(d) Maedi/Visna for sheep or caprine viral arthritis/encephalitis for goats, within the last 12 months, and all the infected animals were slaughtered and remaining animals subsequently reacted negatively to two tests carried out at least six months apart;]
II.2.5.3. are included in an official system for notification of diseases mentioned in point II.2.5.2;
II.2.5.4. showed no clinical signs of disease on the day of the ova/embryos (1) collection;
(1), (4) either [II.2.5.5. originate from the territory described in Box I.8, which has been recognised as officially brucellosis (B. melitensis)-free, and:]
(1) or [II.2.5.5. have belonged to a holding which has obtained and maintained its officially brucellosis (B. melitensis)-free status in accordance with Directive 91/68/EEC, and:]
(1) or [II.2.5.5. originate from a holding, where in respect of brucellosis (B. melitensis) all susceptible animals have been free from clinical or any signs of this disease for the last 12 months, none of the ovine and caprine animals have been vaccinated against this disease, save those vaccinated with Rev. 1 vaccine more than two years ago, and all ovine and caprine animals over six months of age have been subjected to at least two tests (3), carried out with negative results on samples taken on … (date) and on … (date) at least six months apart, the latter being within 30 days prior to collection of the ova/embryos (1);]
and have not been kept previously in a holding of a lower status;
(1) either [II.2.5.6. have remained in the exporting country for at least the past six months prior to collection of the ova/embryos (1) to be exported;]
(1) or [II.2.5.6. during the past six months prior to collection of the ova/embryos (1) they satisfied the animal health conditions applying to donors of the ova/embryos (1) which are intended for export to the European Union and they have been imported into the exporting country at least 30 days prior to collection of the ova/embryos (1) from … (2);]
(1) either [II.2.6. were collected/produced (1) in the exporting country (5), which according to official findings is free from Akabane disease and Aino disease;]
(1) or [II.2.6. were collected/produced (1) in the exporting country (5) and were not subjected to penetration of the zona pellucida, and the donor females underwent a serum neutralisation test for Akabane virus and Aino virus carried out on a blood sample taken not less than 21 days following their collection and giving negative results;]
(1) either [II.2.7. were collected/produced (1) in the exporting country (5), which according to official findings is free from epizootic haemorrhagic disease (EHD);]
(1) or [II.2.7. were collected/produced (1) in the exporting country (5) in which according to official findings the following serotypes of epizootic haemorrhagic disease (EHD) exist: … and were tested negative on two occasions not more than 12 months apart in an agar gel immunodiffusion test or competitive enzyme-linked immunosorbent assay (6) and 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 ova/embryos (1);]
(1) either [II.2.8. meet the requirements of Chapter A(I) of Annex VIII to Regulation (EC) No 999/2001;]
(1) or [II.2.8. meet the requirements of Chapter A(I) of Annex VIII to Regulation (EC) No 999/2001 and are destined for a Member State which benefits, for all or part of its territory, from the provisions laid down in point (b) or (c) of Chapter A(I) of Annex VIII to Regulation (EC) No 999/2001 and the donor animals comply regarding scrapie with the guarantees provided for by the programmes referred to in that point and with the guarantees (7) requested by the Member State of destination;]

COUNTRY:
Ovine and caprine ova/embryos
II. Health information
II.a. Certificate reference No
II.b.
II.2.9. were collected/produced (1) after the date on which the embryo collection team was approved by the competent authority of the exporting country;
II.2.10. were processed and stored under approved conditions for at least 30 days immediately after their collection/production (1) and transported under conditions which satisfy the terms laid down in Chapter III(II) of Annex D to Directive 92/65/EEC;
II.2.11. were sent to the place of loading in a sealed container in accordance with point 6 of Chapter III(II) of Annex D to Directive 92/65/EEC and bearing the number detailed in Box I.23. (9) II.2.12. were conceived by artificial insemination/as a result of in vitro fertilisation (1) using semen meeting the requirements of Directive 92/65/EEC and coming from semen collection centres approved in accordance with Article 11(2) and 17(3)(b) respectively of Directive 92/65/EEC and located in a Member State of the European Union or in a third country listed in Annex I to Decision 2010/472/EU (8).
Notes
Part I:
Box I.11: place of origin shall correspond to the approved embryo collection team or embryo production team by which the ova/embryos were collected/produced, processed and stored; and listed in accordance with Article 17(3)(b) of Directive 92/65/EEC on the Commission website:
http://ec.europa.eu/food/animal/semen_ova/ovine/index_en.htm
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.28: species: select amongst ‘Ovis aries’ and ‘Capra hircus’ as appropriate.
category: specify if in vivo derived embryos, in vivo derived ova, in vitro produced embryos or micromanipulated embryos.
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 team: shall correspond to the approved embryo collection team or embryo production team by which the ova/embryos were collected/produced, processed and stored; and listed in accordance with Article 17(3)(b) of Directive 92/65/EEC on the Commission website:
http://ec.europa.eu/food/animal/semen_ova/ovine/index_en.htm
Part II:
(1) Delete as appropriate.
(2) Only third countries listed in Annex I to Decision 2010/472/EU.
(3) Tests shall be carried out in accordance with Annex C to Directive 91/68/EEC.
(4) Only for the territory appearing with the entry ‘V’ in column 6 of Part 1 of Annex I to Commission Regulation (EU) No 206/2010 (OJ L 73, 20.3.2010, p. 1).
(5) See remarks for exporting country concerned in Annex III to Decision 2010/472/EU.
(6) Standards for EHD virus diagnostic tests are described in the bluetongue chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals.
(7) Additional guarantees as laid down in Article 2 of Regulation (EC) No 546/2006 (OJ L 94, 1.4.2006, p. 28).
(8) Only approved semen collection centres listed in accordance with Article 11(4) and Article 17(3)(b) of Directive 92/65/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/ovine/index_en.htm
(9) Does not apply to ova.

COUNTRY:
Ovine and caprine ova/embryos
II. Health information
II.a. Certificate reference No
II.b.
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.

(1)
OJ L 13, 16.1.1997, p. 28.

Pending: 32010D0346

January 15, 2026
22.6.2010 EN Official Journal of the European Union L 155/48
(1) Equine infectious anaemia (‘EIA’) is a viral disease affecting only animals of the familyEquidae. The incubation period is normally one to three weeks, but may be as long as three months. Infected equidae remain infectious for life and can potentially transmit the infection to other equidae. Infection with EIA tends to become inapparent if death does not result from one of the acute clinical attacks during viraemia, and thus the likelihood of transmission is substantially increased. Local transmission occurs by the transfer of blood from an infected equine animal via interrupted feeding of bloodsucking horseflies andin uteroto the foetus. The main means of the long distance spread of the disease is the movement of infected animals, their semen, ova and embryos, and the use of contaminated needles or infusion of blood products containing the virus.
(2) EIA is a compulsorily notifiable disease in accordance with Annex A to Council Directive 90/426/EEC of 26 June 1990 on animal health conditions governing the movement and import from third countries of equidae(2). In addition, Council Directive 82/894/EEC of 21 December 1982 on the notification of animal diseases within the Community(3)provides that outbreaks of EIA are to be notified to the Commission and other Member States through the Animal Disease Notification System (‘ADNS’).
(3) Article 4(5) of Directive 90/426/EEC provides for restrictions concerning the movement of equidae from holdings where the presence of EIA has been confirmed until, following the slaughter of the infected animals, the remaining animals have undergone two Coggins tests with negative results.
(4) Unlike the animal health situation in other Member States, EIA is endemic in Romania and the immediate slaughter of infectious equidae is not implemented. For that reason, Commission Decision 2007/269/EC of 23 April 2007 on protective measures with regard to equine infectious anaemia in Romania(4)was adopted.
(5) However, recent cases of EIA in equidae for breeding and production dispatched from Romania to other Member States, and the recently published outcome of a veterinary inspection mission carried out by the Commission’s services in 2009 in that Member State in accordance with Article 10 of Directive 90/426/EEC(5), indicate that Decision 2007/269/EC is poorly implemented, enforced and monitored.
(6) In view of trade in live equidae, their semen, ova and embryos, the disease situation in Romania presents an animal health risk for equidae in the Union. It is therefore appropriate to adopt protective measures laying down a specific regime for the movement of and trade in equidae and equine semen, ova and embryos, as well as certain equine blood products from Romania in order to safeguard the health and welfare of equidae in the Union.
(7) The prevalence of the disease is not equally distributed throughout Romania and between various categories of equidae in that Member State. This situation allows applying less stringent conditions for the movement of certain registered horses for competition and races and should allow, in future, defining disease free regions.
(8) In accordance with Article 7(2) of Directive 90/426/EEC, the Member State of destination may, on a general or restricted basis, grant derogation from some of the requirements of Article 4(5) for any animal bearing a special mark indicating that it is scheduled for slaughter, provided that the health certificate mentions such derogation. In the case of granting such derogation equidae for slaughter must be transported directly to the designated slaughterhouse and be slaughtered within five days of arrival at the slaughterhouse.
(9) Article 12 of Regulation (EC) No 882/2004 of the European Parliament and of the Council of 29 April 2004 on official controls performed to ensure the verification of compliance with feed and food law, animal health and animal welfare rules(6)lays down the accreditation requirements for laboratories carrying out analysis of samples taken during official controls.
(10) The Annex to Commission Regulation (EC) No 180/2008 of 28 February 2008 concerning the Community reference laboratory for equine diseases other than African horse sickness(7)lays down the functions, tasks and procedures of the reference laboratory in the Union for equine diseases as regards collaboration with laboratories responsible for diagnosing infectious diseases of equidae in the Member States. Those functions include, amongst others, promoting the harmonisation of diagnosis and ensuring proficiency of testing within the Union by organising and operating periodic comparative trials and by periodic transmission of the results of such trials to the Commission, the Member States and national/central laboratories. The work programme agreed between the Commission and that laboratory provides that the first proficiency testing for EIA is to take place in 2010.
(11) In the absence of specific Union standards for testing for EIA, reference should be made to the relevant Chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals 2009 of the World Organisation for Animal Health (OIE). That Chapter, which is currently Chapter 2.5.6, prescribes the agar gel immunodiffusion (AGID) for the detection of EIA in horses, which is an accurate and reliable test except in certain circumstances specified in the Manual. This Decision should therefore provide for two AGID tests for EIA with negative results to compensate for the limitations of that test.
(12) Commission Regulation (EC) No 504/2008 of 6 June 2008 implementing Council Directives 90/426/EEC and 90/427/EEC as regards methods for the identification of equidae(8)requires equidae to be identified by an identification document. To reinforce the link between the identification document and the animal, adult horses intended for transport from Romania to other Member States should be marked by injection of an electronic transponder.
(13) Article 14 of Council Regulation (EC) No 1/2005 of 22 December 2004 on the protection of animals during transport and related operations(9)sets out the checks and other measures related to the journey log to be carried out by the competent authority before long journeys.
(14) The certification requirements for the movement and transport of equidae are laid down in Article 8 of Directive 90/426/EEC. In order to enhance the traceability of registered equidae from areas in Romania affected by EIA to other Member States, the attestation provided for in Annex B to Directive 90/426/EEC should be replaced by an animal health certification complying with Annex C to that Directive.
(15) The integrated computerised veterinary Trade Control and Expert System (‘TRACES’) introduced in accordance with Commission Decision 2004/292/EC of 30 March 2004 on the introduction of the Traces system(10)may be instrumental for the ‘channelling’ of equidae from Romania to slaughterhouses in other Member States.
(16) The movement of equidae other than equidae for slaughter from Romania to other Member States should not be considered completed until a test for EIA, carried out on a sample collected during post-arrival isolation at the place of destination, has confirmed the absence of that disease.
(17) As the affected sector is fully aware of the risks posed by the disease situation in Romania, it is appropriate to allow those involved in the movement of equidae from Romania to share responsibility and the cost incurred by the competent authorities in relation to such movements.
(18) Council Directive 92/65/EEC of 13 July 1992 laying down animal health requirements governing trade in and imports into the Community of animals, semen, ova and embryos not subject to animal health requirements laid down in specific Community rules referred to in Annex A(I) to Directive 90/425/EEC(11), as amended by Commission Regulation (EU) No 176/2010(12), introduced test requirements for EIA also for donor mares from which ova or embryos are collected. However, those amendments are only to apply from 1 September 2010. Therefore, where ova and embryos are collected from mares kept in Romania, it is necessary to complement the animal health requirements laid down in Commission Decision 95/294/EC of 24 July 1995 determining the specimen animal health certificate for trade in ova and embryos of the equine species(13)with a test requirement for EIA.
(19) In addition, the animal health requirements in Union legislation for blood products derived from equidae are currently being reviewed. At present, Chapter V(A) of Annex VIII to Regulation (EC) No 1774/2002 of the European Parliament and of the Council of 3 October 2002 laying down health rules concerning animal by-products not intended for human consumption(14)sets out the requirements for serum of equidae.
(20) In the interests of clarity of Union legislation, Decision 2007/269/EC should be repealed and replaced by this Decision.
(21) It appears unnecessary to introduce transitional conditions as the measures provided for take due account of the recently adopted Romanian programme for the eradication of EIA in that country.
(22) 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) equidae from the regions listed in the Annex;
(b) semen of animals of the equine species;
(c) ova and embryos of animals of the equine species;
(d) blood products derived from equidae.
(a) transit through Romania on major routes and highways; or
(b) are transported through Romania directly and without any interruption to their journey to a slaughterhouse for immediate slaughter and are accompanied by an animal health certificate completed in accordance with the model set out in Annex C to Directive 90/426/EEC.
(a) the entire consignment of equidae must have been:(i)isolated under official supervision on a holding approved by the competent authority as being free of equine infectious anaemia (‘EIA’) (‘approved holding’); and(ii)kept at a minimum distance to any other equidae of a lesser health status of at least 200 m for a period of at least 90 days prior to the date of dispatch; (i) isolated under official supervision on a holding approved by the competent authority as being free of equine infectious anaemia (‘EIA’) (‘approved holding’); and (ii) kept at a minimum distance to any other equidae of a lesser health status of at least 200 m for a period of at least 90 days prior to the date of dispatch;
(i) isolated under official supervision on a holding approved by the competent authority as being free of equine infectious anaemia (‘EIA’) (‘approved holding’); and
(ii) kept at a minimum distance to any other equidae of a lesser health status of at least 200 m for a period of at least 90 days prior to the date of dispatch;
(i) isolated under official supervision on a holding approved by the competent authority as being free of equine infectious anaemia (‘EIA’) (‘approved holding’); and
(ii) kept at a minimum distance to any other equidae of a lesser health status of at least 200 m for a period of at least 90 days prior to the date of dispatch;
(b) all equidae comprising the consignment must have undergone an agar gel immunodiffusion test for EIA (‘the AGID test’) carried out with negative results on blood samples taken on two occasions 90 days apart; the second sample of which must have been collected within 10 days prior to the date of dispatch of the consignment from the approved holding; the AGID test must meet the criteria established by the relevant Chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals 2009 of the World Organisation for Animal Health (OIE) (‘the Manual’);
(c) the transporter must document the arrangements made to ensure that the equidae comprising the consignment are dispatched from the approved holding directly to the place of destination without passing through a market or marshalling centre;
(d) in the case the consignment includes registered equidae or equidae for breeding and production, all other equidae present on the approved holding during the isolation period referred to in point (a)(i) must have undergone an AGID test carried out with negative result on blood samples taken either before they are removed from the holding during the isolation period or within 10 days prior to the date of dispatch of the consignment from the approved holding;
(e) all equidae comprising the consignment must be marked by implanting an electronic transponder and identified by means of the single identification document for equidae or passport provided for in Article 5(1) of Regulation (EC) No 504/2008 which must state:(i)the number displayed when reading the implanted electronic transponder in point (5) of Part A of Section I of that document;(ii)the AGID test provided for in points (b) and (d) of this paragraph and their results in Section VII of that document; (i) the number displayed when reading the implanted electronic transponder in point (5) of Part A of Section I of that document; (ii) the AGID test provided for in points (b) and (d) of this paragraph and their results in Section VII of that document;
(i) the number displayed when reading the implanted electronic transponder in point (5) of Part A of Section I of that document;
(ii) the AGID test provided for in points (b) and (d) of this paragraph and their results in Section VII of that document;
(i) the number displayed when reading the implanted electronic transponder in point (5) of Part A of Section I of that document;
(ii) the AGID test provided for in points (b) and (d) of this paragraph and their results in Section VII of that document;
(f) the checks concerning the journey log carried out in accordance with Article 14(1)(a) of Regulation (EC) No 1/2005 must be satisfactory and must not require details to be sent to a control post situated in a Member State of transit in accordance with Article 14(1)(d) of that Regulation;
(g) the equidae comprising the consignment must be accompanied by a duly completed animal health certificate in accordance with the model set out in Annex C to Directive 90/426/EEC, which must indicate the place of destination and bear the following additional wording:‘Equidae dispatched in accordance with Commission Decision 2010/346/EU(*1)(*1)OJ L 155, 22.6.2010, p. 48.’ "
(a) the Member State of destination has granted such derogation in application of the measures provided for in Article 7(2) of Directive 90/426/EEC, or
(b) the equidae are destined for direct transport to the slaughterhouse and have been assembled on the approved holding from holdings certified free of EIA in accordance with the national EIA control programme in force.
(a) the horses must have undergone an AGID test, carried out with negative results in accordance with the criteria established by the Manual, on a blood sample taken within 10 days prior to the date of dispatch from the approved holding;
(b) all equidae on the approved holding and within a perimeter of 200 m around the approved holding have undergone an AGID test carried out with negative results on a blood sample taken between 90 and 180 days before the date of intended movement;
(c) the conditions laid down in Article 2(1)(e) and (g).
(a) the name and geographical location of approved holdings and the name and professional capacity of the official veterinarian responsible for the approved holding and signing the animal health certificate referred to in Article 2(1)(g) and Article 5(3) are communicated to the Commission and the other Member States;
(b) the official laboratory carrying out the AGID tests provided for in Article 2(1)(b) and (d) and Article 3:(i)complies with the requirements of Article 12 of Regulation (EC) No 882/2004;(ii)undergoes by 31 December 2010 and each year thereafter, an annual proficiency testing in collaboration with the European Union Reference Laboratory for equine diseases other than African horse sickness; (i) complies with the requirements of Article 12 of Regulation (EC) No 882/2004; (ii) undergoes by 31 December 2010 and each year thereafter, an annual proficiency testing in collaboration with the European Union Reference Laboratory for equine diseases other than African horse sickness;
(i) complies with the requirements of Article 12 of Regulation (EC) No 882/2004;
(ii) undergoes by 31 December 2010 and each year thereafter, an annual proficiency testing in collaboration with the European Union Reference Laboratory for equine diseases other than African horse sickness;
(i) complies with the requirements of Article 12 of Regulation (EC) No 882/2004;
(ii) undergoes by 31 December 2010 and each year thereafter, an annual proficiency testing in collaboration with the European Union Reference Laboratory for equine diseases other than African horse sickness;
(c) duplicate blood samples are stored in the official laboratory referred to in point (b) for each AGID test carried out within 10 days of the date of dispatch in accordance with Article 2(1)(b) and (d) and Article 3 for a period of at least 90 days, unless:(i)the death of that animal has been notified in accordance with Article 19 of Regulation (EC) No 504/2008; or(ii)a negative result was reported for the AGID test referred to in Article 7(1)(b) before the 90-day period elapsed; (i) the death of that animal has been notified in accordance with Article 19 of Regulation (EC) No 504/2008; or (ii) a negative result was reported for the AGID test referred to in Article 7(1)(b) before the 90-day period elapsed;
(i) the death of that animal has been notified in accordance with Article 19 of Regulation (EC) No 504/2008; or
(ii) a negative result was reported for the AGID test referred to in Article 7(1)(b) before the 90-day period elapsed;
(i) the death of that animal has been notified in accordance with Article 19 of Regulation (EC) No 504/2008; or
(ii) a negative result was reported for the AGID test referred to in Article 7(1)(b) before the 90-day period elapsed;
(d) the movement is pre-notified to the place of destination through TRACES at least 36 hours in advance of the time of arrival.
(a) slaughtered within not more than 72 hours of the time of arrival at the slaughterhouse notified to the competent authorities through TRACES; 10 % of consignments arriving at the slaughterhouse in accordance with this Decision must be subject to post-arrival AGID testing; or
(b) isolated under official veterinary supervision on the holding of destination indicated in the animal health certificate referred to in Article 2(1)(g) for at least 30 days and at a distance of least 200 m away from any other equidae or under vector protected conditions, and are subjected to a AGID test with negative results carried out on a blood sample taken not earlier than 28 days following the date of commencement of the isolation period.
(a) they have undergone an AGID test with negative results carried out on a blood sample taken within 10 days prior to the date of dispatch; and
(b) they are accompanied by a duly completed animal health certificate in accordance with the model set out in Annex C to Directive 90/426/EEC.
Member State Region Remark
Romania Whole of territory
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Council Directive 90/425/EEC of 26 June 1990 concerning veterinary and zootechnical checks applicable in intra-Community trade in certain live animals and products with a view to the completion of the internal market(1), and in particular Article 10(4) thereof,
(1) Equine infectious anaemia (‘EIA’) is a viral disease affecting only animals of the familyEquidae. The incubation period is normally one to three weeks, but may be as long as three months. Infected equidae remain infectious for life and can potentially transmit the infection to other equidae. Infection with EIA tends to become inapparent if death does not result from one of the acute clinical attacks during viraemia, and thus the likelihood of transmission is substantially increased. Local transmission occurs by the transfer of blood from an infected equine animal via interrupted feeding of bloodsucking horseflies andin uteroto the foetus. The main means of the long distance spread of the disease is the movement of infected animals, their semen, ova and embryos, and the use of contaminated needles or infusion of blood products containing the virus.
(2) EIA is a compulsorily notifiable disease in accordance with Annex A to Council Directive 90/426/EEC of 26 June 1990 on animal health conditions governing the movement and import from third countries of equidae(2). In addition, Council Directive 82/894/EEC of 21 December 1982 on the notification of animal diseases within the Community(3)provides that outbreaks of EIA are to be notified to the Commission and other Member States through the Animal Disease Notification System (‘ADNS’).
(3) Article 4(5) of Directive 90/426/EEC provides for restrictions concerning the movement of equidae from holdings where the presence of EIA has been confirmed until, following the slaughter of the infected animals, the remaining animals have undergone two Coggins tests with negative results.
(4) Unlike the animal health situation in other Member States, EIA is endemic in Romania and the immediate slaughter of infectious equidae is not implemented. For that reason, Commission Decision 2007/269/EC of 23 April 2007 on protective measures with regard to equine infectious anaemia in Romania(4)was adopted.
(5) However, recent cases of EIA in equidae for breeding and production dispatched from Romania to other Member States, and the recently published outcome of a veterinary inspection mission carried out by the Commission’s services in 2009 in that Member State in accordance with Article 10 of Directive 90/426/EEC(5), indicate that Decision 2007/269/EC is poorly implemented, enforced and monitored.
(6) In view of trade in live equidae, their semen, ova and embryos, the disease situation in Romania presents an animal health risk for equidae in the Union. It is therefore appropriate to adopt protective measures laying down a specific regime for the movement of and trade in equidae and equine semen, ova and embryos, as well as certain equine blood products from Romania in order to safeguard the health and welfare of equidae in the Union.
(7) The prevalence of the disease is not equally distributed throughout Romania and between various categories of equidae in that Member State. This situation allows applying less stringent conditions for the movement of certain registered horses for competition and races and should allow, in future, defining disease free regions.
(8) In accordance with Article 7(2) of Directive 90/426/EEC, the Member State of destination may, on a general or restricted basis, grant derogation from some of the requirements of Article 4(5) for any animal bearing a special mark indicating that it is scheduled for slaughter, provided that the health certificate mentions such derogation. In the case of granting such derogation equidae for slaughter must be transported directly to the designated slaughterhouse and be slaughtered within five days of arrival at the slaughterhouse.
(9) Article 12 of Regulation (EC) No 882/2004 of the European Parliament and of the Council of 29 April 2004 on official controls performed to ensure the verification of compliance with feed and food law, animal health and animal welfare rules(6)lays down the accreditation requirements for laboratories carrying out analysis of samples taken during official controls.
(10) The Annex to Commission Regulation (EC) No 180/2008 of 28 February 2008 concerning the Community reference laboratory for equine diseases other than African horse sickness(7)lays down the functions, tasks and procedures of the reference laboratory in the Union for equine diseases as regards collaboration with laboratories responsible for diagnosing infectious diseases of equidae in the Member States. Those functions include, amongst others, promoting the harmonisation of diagnosis and ensuring proficiency of testing within the Union by organising and operating periodic comparative trials and by periodic transmission of the results of such trials to the Commission, the Member States and national/central laboratories. The work programme agreed between the Commission and that laboratory provides that the first proficiency testing for EIA is to take place in 2010.
(11) In the absence of specific Union standards for testing for EIA, reference should be made to the relevant Chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals 2009 of the World Organisation for Animal Health (OIE). That Chapter, which is currently Chapter 2.5.6, prescribes the agar gel immunodiffusion (AGID) for the detection of EIA in horses, which is an accurate and reliable test except in certain circumstances specified in the Manual. This Decision should therefore provide for two AGID tests for EIA with negative results to compensate for the limitations of that test.
(12) Commission Regulation (EC) No 504/2008 of 6 June 2008 implementing Council Directives 90/426/EEC and 90/427/EEC as regards methods for the identification of equidae(8)requires equidae to be identified by an identification document. To reinforce the link between the identification document and the animal, adult horses intended for transport from Romania to other Member States should be marked by injection of an electronic transponder.
(13) Article 14 of Council Regulation (EC) No 1/2005 of 22 December 2004 on the protection of animals during transport and related operations(9)sets out the checks and other measures related to the journey log to be carried out by the competent authority before long journeys.
(14) The certification requirements for the movement and transport of equidae are laid down in Article 8 of Directive 90/426/EEC. In order to enhance the traceability of registered equidae from areas in Romania affected by EIA to other Member States, the attestation provided for in Annex B to Directive 90/426/EEC should be replaced by an animal health certification complying with Annex C to that Directive.
(15) The integrated computerised veterinary Trade Control and Expert System (‘TRACES’) introduced in accordance with Commission Decision 2004/292/EC of 30 March 2004 on the introduction of the Traces system(10)may be instrumental for the ‘channelling’ of equidae from Romania to slaughterhouses in other Member States.
(16) The movement of equidae other than equidae for slaughter from Romania to other Member States should not be considered completed until a test for EIA, carried out on a sample collected during post-arrival isolation at the place of destination, has confirmed the absence of that disease.
(17) As the affected sector is fully aware of the risks posed by the disease situation in Romania, it is appropriate to allow those involved in the movement of equidae from Romania to share responsibility and the cost incurred by the competent authorities in relation to such movements.
(18) Council Directive 92/65/EEC of 13 July 1992 laying down animal health requirements governing trade in and imports into the Community of animals, semen, ova and embryos not subject to animal health requirements laid down in specific Community rules referred to in Annex A(I) to Directive 90/425/EEC(11), as amended by Commission Regulation (EU) No 176/2010(12), introduced test requirements for EIA also for donor mares from which ova or embryos are collected. However, those amendments are only to apply from 1 September 2010. Therefore, where ova and embryos are collected from mares kept in Romania, it is necessary to complement the animal health requirements laid down in Commission Decision 95/294/EC of 24 July 1995 determining the specimen animal health certificate for trade in ova and embryos of the equine species(13)with a test requirement for EIA.
(19) In addition, the animal health requirements in Union legislation for blood products derived from equidae are currently being reviewed. At present, Chapter V(A) of Annex VIII to Regulation (EC) No 1774/2002 of the European Parliament and of the Council of 3 October 2002 laying down health rules concerning animal by-products not intended for human consumption(14)sets out the requirements for serum of equidae.
(20) In the interests of clarity of Union legislation, Decision 2007/269/EC should be repealed and replaced by this Decision.
(21) It appears unnecessary to introduce transitional conditions as the measures provided for take due account of the recently adopted Romanian programme for the eradication of EIA in that country.
(22) 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:

Protective measures applicable to equidae, semen, ova and embryos of animals of the equine species and blood products derived from equidae
Article 1
1. Romania shall not dispatch the following commodities to other Member States:
(a)
equidae from the regions listed in the Annex;
(b)
semen of animals of the equine species;
(c)
ova and embryos of animals of the equine species;
(d)
blood products derived from equidae.
2. The prohibition laid down in paragraph 1(a) shall not apply to equidae from holdings situated outside Romania that either:
(a)
transit through Romania on major routes and highways; or
(b)
are transported through Romania directly and without any interruption to their journey to a slaughterhouse for immediate slaughter and are accompanied by an animal health certificate completed in accordance with the model set out in Annex C to Directive 90/426/EEC.

Derogations for movements of equidae from the regions listed in the Annex to other Member States
Article 2
1. By way of derogation from Article 1(1)(a), Romania may authorise the dispatch of consignments of equidae to other Member States, subject to compliance with the following conditions:
(a)
the entire consignment of equidae must have been:
(i)
isolated under official supervision on a holding approved by the competent authority as being free of equine infectious anaemia (‘EIA’) (‘approved holding’); and
(ii)
kept at a minimum distance to any other equidae of a lesser health status of at least 200 m for a period of at least 90 days prior to the date of dispatch;
(b)
all equidae comprising the consignment must have undergone an agar gel immunodiffusion test for EIA (‘the AGID test’) carried out with negative results on blood samples taken on two occasions 90 days apart; the second sample of which must have been collected within 10 days prior to the date of dispatch of the consignment from the approved holding; the AGID test must meet the criteria established by the relevant Chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals 2009 of the World Organisation for Animal Health (OIE) (‘the Manual’);
(c)
the transporter must document the arrangements made to ensure that the equidae comprising the consignment are dispatched from the approved holding directly to the place of destination without passing through a market or marshalling centre;
(d)
in the case the consignment includes registered equidae or equidae for breeding and production, all other equidae present on the approved holding during the isolation period referred to in point (a)(i) must have undergone an AGID test carried out with negative result on blood samples taken either before they are removed from the holding during the isolation period or within 10 days prior to the date of dispatch of the consignment from the approved holding;
(e)
all equidae comprising the consignment must be marked by implanting an electronic transponder and identified by means of the single identification document for equidae or passport provided for in Article 5(1) of Regulation (EC) No 504/2008 which must state:
(i)
the number displayed when reading the implanted electronic transponder in point (5) of Part A of Section I of that document;
(ii)
the AGID test provided for in points (b) and (d) of this paragraph and their results in Section VII of that document;
(f)
the checks concerning the journey log carried out in accordance with Article 14(1)(a) of Regulation (EC) No 1/2005 must be satisfactory and must not require details to be sent to a control post situated in a Member State of transit in accordance with Article 14(1)(d) of that Regulation;
(g)
the equidae comprising the consignment must be accompanied by a duly completed animal health certificate in accordance with the model set out in Annex C to Directive 90/426/EEC, which must indicate the place of destination and bear the following additional wording:
‘Equidae dispatched in accordance with Commission Decision 2010/346/EU(*1)
2. By way of derogation from point 1(b), the first AGID test, to be carried out on samples taken at least 90 days before dispatch, may not be required under the following conditions:
(a)
the Member State of destination has granted such derogation in application of the measures provided for in Article 7(2) of Directive 90/426/EEC, or
(b)
the equidae are destined for direct transport to the slaughterhouse and have been assembled on the approved holding from holdings certified free of EIA in accordance with the national EIA control programme in force.

Derogation from the movement of equidae from the regions listed in the Annex to other Member States as regards registered horses participating in certain competitions and events
Article 3
By way of derogation from Article 2(1)(a), (b), (c), (d) and (f), Romania may authorise the dispatch to other Member States of consignments of registered horses for participation in competitions organised under the auspices of the World Equestrian Federation (FEI), or in major international horse race events, subject to compliance with the following conditions:
(a)
the horses must have undergone an AGID test, carried out with negative results in accordance with the criteria established by the Manual, on a blood sample taken within 10 days prior to the date of dispatch from the approved holding;
(b)
all equidae on the approved holding and within a perimeter of 200 m around the approved holding have undergone an AGID test carried out with negative results on a blood sample taken between 90 and 180 days before the date of intended movement;
(c)
the conditions laid down in Article 2(1)(e) and (g).

Restrictions in the event of positive results to the AGID test
Article 4
In the event of a positive result to any of the AGID tests provided for in Article 2(1)(b) and (d) and Article 3(a) of this Decision, the entire approved holding shall be placed under a movement restriction until the measures provided for in the third indent of Article 4(5)(a) of Directive 90/426/EEC have been completed.

Derogations for frozen semen, ova and embryos of the equine species and blood products derived from equidae
Article 5
1. By way of derogation from Article 1(1)(b), Romania may authorise the dispatch to other Member States of frozen semen of equidae complying with the requirements of points 1.6(c), 1.7 and 1.8 of Chapter II (I) of Annex D to Directive 92/65/EEC.
2. By way of derogation from Article 1(1)(c), Romania may authorise the dispatch to other Member States of frozen embryos collected from donor mares which have undergone an AGID test carried out with negative result on blood samples taken 90 days apart; the second sample must have been taken between 30 and 45 days after the date of collection of the embryos.
3. Consignments of frozen semen or embryos referred to in paragraphs 1 and 2 shall be accompanied by an animal health certificate established for the consignment in question in accordance with Article 11(5) of Directive 92/65/EEC, which shall bear the additional wording:
‘Semen/embryos (delete what is not applicable) of the equine species dispatched in accordance with Commission Decision 2010/346/EU(*2).
4. By way of derogation from Article 1(1)(d), Romania may authorise the dispatch to other Member States of serum of equidae complying with the requirements of Chapter V(A) of Annex VIII to Regulation (EC) No 1774/2002.

Additional obligations on Romania
Article 6
Romania shall ensure that:
(a)
the name and geographical location of approved holdings and the name and professional capacity of the official veterinarian responsible for the approved holding and signing the animal health certificate referred to in Article 2(1)(g) and Article 5(3) are communicated to the Commission and the other Member States;
(b)
the official laboratory carrying out the AGID tests provided for in Article 2(1)(b) and (d) and Article 3:
(i)
complies with the requirements of Article 12 of Regulation (EC) No 882/2004;
(ii)
undergoes by 31 December 2010 and each year thereafter, an annual proficiency testing in collaboration with the European Union Reference Laboratory for equine diseases other than African horse sickness;
(c)
duplicate blood samples are stored in the official laboratory referred to in point (b) for each AGID test carried out within 10 days of the date of dispatch in accordance with Article 2(1)(b) and (d) and Article 3 for a period of at least 90 days, unless:
(i)
the death of that animal has been notified in accordance with Article 19 of Regulation (EC) No 504/2008; or
(ii)
a negative result was reported for the AGID test referred to in Article 7(1)(b) before the 90-day period elapsed;
(d)
the movement is pre-notified to the place of destination through TRACES at least 36 hours in advance of the time of arrival.

Obligations of Member States of the place of destination
Article 7
1. Member States of the place destination shall ensure that where the movement of equidae referred to in Article 2(1)(b) is pre-notified in accordance with Article 6(d), the equidae are, upon their arrival at the place of destination, either:
(a)
slaughtered within not more than 72 hours of the time of arrival at the slaughterhouse notified to the competent authorities through TRACES; 10 % of consignments arriving at the slaughterhouse in accordance with this Decision must be subject to post-arrival AGID testing; or
(b)
isolated under official veterinary supervision on the holding of destination indicated in the animal health certificate referred to in Article 2(1)(g) for at least 30 days and at a distance of least 200 m away from any other equidae or under vector protected conditions, and are subjected to a AGID test with negative results carried out on a blood sample taken not earlier than 28 days following the date of commencement of the isolation period.
2. Without prejudice to Article 1(1)(b), Member States must ensure that during a period of 90 days following the date of arrival of equidae referred to in Article 2(1)(b) at the holding of destination referred to in paragraph 1(b) of this Article, equidae may only be dispatched from that holding to another Member State if:
(a)
they have undergone an AGID test with negative results carried out on a blood sample taken within 10 days prior to the date of dispatch; and
(b)
they are accompanied by a duly completed animal health certificate in accordance with the model set out in Annex C to Directive 90/426/EEC.

Reporting obligations
Article 8
Member States affected by trade in equidae and their semen, ova and embryos in accordance with this Decision shall regularly, but at least each 3 months, report to the Commission and the other Member States at the meetings of the Standing Committee on the Food Chain and Animal Health.

Costs of administrative procedures
Article 9
1. Romania shall take the necessary measures, including where necessary legal measures, to ensure that the costs of the additional administrative procedures, including any necessary laboratory testing or follow-up investigation, related to the movement of consignments of equidae, semen, ova and embryos and serum derived from equidae from that Member State in accordance with Articles 2, 3 and 5 are fully borne by the consignor of the equidae or their products.
2. Member States of the place of destination shall take the necessary measures, including where necessary legal measures, to ensure that the costs of the additional administrative procedures, including any necessary laboratory testing or follow-up investigation until the measures provided for in Article 7 are completed, related to the movement of the equidae from Romania in accordance with Articles 2 and 3 are fully borne by the consignee of the equidae.

Repeal
Article 10
Decision 2007/269/EC is repealed.

Addressees
Article 11
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 90/425/EEC of 26 June 1990 concerning veterinary and zootechnical checks applicable in intra-Community trade in certain live animals and products with a view to the completion of the internal market(1), and in particular Article 10(4) thereof,
(1) Equine infectious anaemia (‘EIA’) is a viral disease affecting only animals of the familyEquidae. The incubation period is normally one to three weeks, but may be as long as three months. Infected equidae remain infectious for life and can potentially transmit the infection to other equidae. Infection with EIA tends to become inapparent if death does not result from one of the acute clinical attacks during viraemia, and thus the likelihood of transmission is substantially increased. Local transmission occurs by the transfer of blood from an infected equine animal via interrupted feeding of bloodsucking horseflies andin uteroto the foetus. The main means of the long distance spread of the disease is the movement of infected animals, their semen, ova and embryos, and the use of contaminated needles or infusion of blood products containing the virus.
(2) EIA is a compulsorily notifiable disease in accordance with Annex A to Council Directive 90/426/EEC of 26 June 1990 on animal health conditions governing the movement and import from third countries of equidae(2). In addition, Council Directive 82/894/EEC of 21 December 1982 on the notification of animal diseases within the Community(3)provides that outbreaks of EIA are to be notified to the Commission and other Member States through the Animal Disease Notification System (‘ADNS’).
(3) Article 4(5) of Directive 90/426/EEC provides for restrictions concerning the movement of equidae from holdings where the presence of EIA has been confirmed until, following the slaughter of the infected animals, the remaining animals have undergone two Coggins tests with negative results.
(4) Unlike the animal health situation in other Member States, EIA is endemic in Romania and the immediate slaughter of infectious equidae is not implemented. For that reason, Commission Decision 2007/269/EC of 23 April 2007 on protective measures with regard to equine infectious anaemia in Romania(4)was adopted.
(5) However, recent cases of EIA in equidae for breeding and production dispatched from Romania to other Member States, and the recently published outcome of a veterinary inspection mission carried out by the Commission’s services in 2009 in that Member State in accordance with Article 10 of Directive 90/426/EEC(5), indicate that Decision 2007/269/EC is poorly implemented, enforced and monitored.
(6) In view of trade in live equidae, their semen, ova and embryos, the disease situation in Romania presents an animal health risk for equidae in the Union. It is therefore appropriate to adopt protective measures laying down a specific regime for the movement of and trade in equidae and equine semen, ova and embryos, as well as certain equine blood products from Romania in order to safeguard the health and welfare of equidae in the Union.
(7) The prevalence of the disease is not equally distributed throughout Romania and between various categories of equidae in that Member State. This situation allows applying less stringent conditions for the movement of certain registered horses for competition and races and should allow, in future, defining disease free regions.
(8) In accordance with Article 7(2) of Directive 90/426/EEC, the Member State of destination may, on a general or restricted basis, grant derogation from some of the requirements of Article 4(5) for any animal bearing a special mark indicating that it is scheduled for slaughter, provided that the health certificate mentions such derogation. In the case of granting such derogation equidae for slaughter must be transported directly to the designated slaughterhouse and be slaughtered within five days of arrival at the slaughterhouse.
(9) Article 12 of Regulation (EC) No 882/2004 of the European Parliament and of the Council of 29 April 2004 on official controls performed to ensure the verification of compliance with feed and food law, animal health and animal welfare rules(6)lays down the accreditation requirements for laboratories carrying out analysis of samples taken during official controls.
(10) The Annex to Commission Regulation (EC) No 180/2008 of 28 February 2008 concerning the Community reference laboratory for equine diseases other than African horse sickness(7)lays down the functions, tasks and procedures of the reference laboratory in the Union for equine diseases as regards collaboration with laboratories responsible for diagnosing infectious diseases of equidae in the Member States. Those functions include, amongst others, promoting the harmonisation of diagnosis and ensuring proficiency of testing within the Union by organising and operating periodic comparative trials and by periodic transmission of the results of such trials to the Commission, the Member States and national/central laboratories. The work programme agreed between the Commission and that laboratory provides that the first proficiency testing for EIA is to take place in 2010.
(11) In the absence of specific Union standards for testing for EIA, reference should be made to the relevant Chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals 2009 of the World Organisation for Animal Health (OIE). That Chapter, which is currently Chapter 2.5.6, prescribes the agar gel immunodiffusion (AGID) for the detection of EIA in horses, which is an accurate and reliable test except in certain circumstances specified in the Manual. This Decision should therefore provide for two AGID tests for EIA with negative results to compensate for the limitations of that test.
(12) Commission Regulation (EC) No 504/2008 of 6 June 2008 implementing Council Directives 90/426/EEC and 90/427/EEC as regards methods for the identification of equidae(8)requires equidae to be identified by an identification document. To reinforce the link between the identification document and the animal, adult horses intended for transport from Romania to other Member States should be marked by injection of an electronic transponder.
(13) Article 14 of Council Regulation (EC) No 1/2005 of 22 December 2004 on the protection of animals during transport and related operations(9)sets out the checks and other measures related to the journey log to be carried out by the competent authority before long journeys.
(14) The certification requirements for the movement and transport of equidae are laid down in Article 8 of Directive 90/426/EEC. In order to enhance the traceability of registered equidae from areas in Romania affected by EIA to other Member States, the attestation provided for in Annex B to Directive 90/426/EEC should be replaced by an animal health certification complying with Annex C to that Directive.
(15) The integrated computerised veterinary Trade Control and Expert System (‘TRACES’) introduced in accordance with Commission Decision 2004/292/EC of 30 March 2004 on the introduction of the Traces system(10)may be instrumental for the ‘channelling’ of equidae from Romania to slaughterhouses in other Member States.
(16) The movement of equidae other than equidae for slaughter from Romania to other Member States should not be considered completed until a test for EIA, carried out on a sample collected during post-arrival isolation at the place of destination, has confirmed the absence of that disease.
(17) As the affected sector is fully aware of the risks posed by the disease situation in Romania, it is appropriate to allow those involved in the movement of equidae from Romania to share responsibility and the cost incurred by the competent authorities in relation to such movements.
(18) Council Directive 92/65/EEC of 13 July 1992 laying down animal health requirements governing trade in and imports into the Community of animals, semen, ova and embryos not subject to animal health requirements laid down in specific Community rules referred to in Annex A(I) to Directive 90/425/EEC(11), as amended by Commission Regulation (EU) No 176/2010(12), introduced test requirements for EIA also for donor mares from which ova or embryos are collected. However, those amendments are only to apply from 1 September 2010. Therefore, where ova and embryos are collected from mares kept in Romania, it is necessary to complement the animal health requirements laid down in Commission Decision 95/294/EC of 24 July 1995 determining the specimen animal health certificate for trade in ova and embryos of the equine species(13)with a test requirement for EIA.
(19) In addition, the animal health requirements in Union legislation for blood products derived from equidae are currently being reviewed. At present, Chapter V(A) of Annex VIII to Regulation (EC) No 1774/2002 of the European Parliament and of the Council of 3 October 2002 laying down health rules concerning animal by-products not intended for human consumption(14)sets out the requirements for serum of equidae.
(20) In the interests of clarity of Union legislation, Decision 2007/269/EC should be repealed and replaced by this Decision.
(21) It appears unnecessary to introduce transitional conditions as the measures provided for take due account of the recently adopted Romanian programme for the eradication of EIA in that country.
(22) 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:

Protective measures applicable to equidae, semen, ova and embryos of animals of the equine species and blood products derived from equidae

1. Romania shall not dispatch the following commodities to other Member States:
(a)
equidae from the regions listed in the Annex;
(b)
semen of animals of the equine species;
(c)
ova and embryos of animals of the equine species;
(d)
blood products derived from equidae.
2. The prohibition laid down in paragraph 1(a) shall not apply to equidae from holdings situated outside Romania that either:
(a)
transit through Romania on major routes and highways; or
(b)
are transported through Romania directly and without any interruption to their journey to a slaughterhouse for immediate slaughter and are accompanied by an animal health certificate completed in accordance with the model set out in Annex C to Directive 90/426/EEC.

Derogations for movements of equidae from the regions listed in the Annex to other Member States

1. By way of derogation from Article 1(1)(a), Romania may authorise the dispatch of consignments of equidae to other Member States, subject to compliance with the following conditions:
(a)
the entire consignment of equidae must have been:
(i)
isolated under official supervision on a holding approved by the competent authority as being free of equine infectious anaemia (‘EIA’) (‘approved holding’); and
(ii)
kept at a minimum distance to any other equidae of a lesser health status of at least 200 m for a period of at least 90 days prior to the date of dispatch;
(b)
all equidae comprising the consignment must have undergone an agar gel immunodiffusion test for EIA (‘the AGID test’) carried out with negative results on blood samples taken on two occasions 90 days apart; the second sample of which must have been collected within 10 days prior to the date of dispatch of the consignment from the approved holding; the AGID test must meet the criteria established by the relevant Chapter of the Manual of Diagnostic Tests and Vaccines for Terrestrial Animals 2009 of the World Organisation for Animal Health (OIE) (‘the Manual’);
(c)
the transporter must document the arrangements made to ensure that the equidae comprising the consignment are dispatched from the approved holding directly to the place of destination without passing through a market or marshalling centre;
(d)
in the case the consignment includes registered equidae or equidae for breeding and production, all other equidae present on the approved holding during the isolation period referred to in point (a)(i) must have undergone an AGID test carried out with negative result on blood samples taken either before they are removed from the holding during the isolation period or within 10 days prior to the date of dispatch of the consignment from the approved holding;
(e)
all equidae comprising the consignment must be marked by implanting an electronic transponder and identified by means of the single identification document for equidae or passport provided for in Article 5(1) of Regulation (EC) No 504/2008 which must state:
(i)
the number displayed when reading the implanted electronic transponder in point (5) of Part A of Section I of that document;
(ii)
the AGID test provided for in points (b) and (d) of this paragraph and their results in Section VII of that document;
(f)
the checks concerning the journey log carried out in accordance with Article 14(1)(a) of Regulation (EC) No 1/2005 must be satisfactory and must not require details to be sent to a control post situated in a Member State of transit in accordance with Article 14(1)(d) of that Regulation;
(g)
the equidae comprising the consignment must be accompanied by a duly completed animal health certificate in accordance with the model set out in Annex C to Directive 90/426/EEC, which must indicate the place of destination and bear the following additional wording:
‘Equidae dispatched in accordance with Commission Decision 2010/346/EU(*1)
2. By way of derogation from point 1(b), the first AGID test, to be carried out on samples taken at least 90 days before dispatch, may not be required under the following conditions:
(a)
the Member State of destination has granted such derogation in application of the measures provided for in Article 7(2) of Directive 90/426/EEC, or
(b)
the equidae are destined for direct transport to the slaughterhouse and have been assembled on the approved holding from holdings certified free of EIA in accordance with the national EIA control programme in force.

Derogation from the movement of equidae from the regions listed in the Annex to other Member States as regards registered horses participating in certain competitions and events

By way of derogation from Article 2(1)(a), (b), (c), (d) and (f), Romania may authorise the dispatch to other Member States of consignments of registered horses for participation in competitions organised under the auspices of the World Equestrian Federation (FEI), or in major international horse race events, subject to compliance with the following conditions:
(a)
the horses must have undergone an AGID test, carried out with negative results in accordance with the criteria established by the Manual, on a blood sample taken within 10 days prior to the date of dispatch from the approved holding;
(b)
all equidae on the approved holding and within a perimeter of 200 m around the approved holding have undergone an AGID test carried out with negative results on a blood sample taken between 90 and 180 days before the date of intended movement;
(c)
the conditions laid down in Article 2(1)(e) and (g).

Restrictions in the event of positive results to the AGID test

In the event of a positive result to any of the AGID tests provided for in Article 2(1)(b) and (d) and Article 3(a) of this Decision, the entire approved holding shall be placed under a movement restriction until the measures provided for in the third indent of Article 4(5)(a) of Directive 90/426/EEC have been completed.

Derogations for frozen semen, ova and embryos of the equine species and blood products derived from equidae

1. By way of derogation from Article 1(1)(b), Romania may authorise the dispatch to other Member States of frozen semen of equidae complying with the requirements of points 1.6(c), 1.7 and 1.8 of Chapter II (I) of Annex D to Directive 92/65/EEC.
2. By way of derogation from Article 1(1)(c), Romania may authorise the dispatch to other Member States of frozen embryos collected from donor mares which have undergone an AGID test carried out with negative result on blood samples taken 90 days apart; the second sample must have been taken between 30 and 45 days after the date of collection of the embryos.
3. Consignments of frozen semen or embryos referred to in paragraphs 1 and 2 shall be accompanied by an animal health certificate established for the consignment in question in accordance with Article 11(5) of Directive 92/65/EEC, which shall bear the additional wording:
‘Semen/embryos (delete what is not applicable) of the equine species dispatched in accordance with Commission Decision 2010/346/EU(*2).
4. By way of derogation from Article 1(1)(d), Romania may authorise the dispatch to other Member States of serum of equidae complying with the requirements of Chapter V(A) of Annex VIII to Regulation (EC) No 1774/2002.

Additional obligations on Romania

Romania shall ensure that:
(a)
the name and geographical location of approved holdings and the name and professional capacity of the official veterinarian responsible for the approved holding and signing the animal health certificate referred to in Article 2(1)(g) and Article 5(3) are communicated to the Commission and the other Member States;
(b)
the official laboratory carrying out the AGID tests provided for in Article 2(1)(b) and (d) and Article 3:
(i)
complies with the requirements of Article 12 of Regulation (EC) No 882/2004;
(ii)
undergoes by 31 December 2010 and each year thereafter, an annual proficiency testing in collaboration with the European Union Reference Laboratory for equine diseases other than African horse sickness;
(c)
duplicate blood samples are stored in the official laboratory referred to in point (b) for each AGID test carried out within 10 days of the date of dispatch in accordance with Article 2(1)(b) and (d) and Article 3 for a period of at least 90 days, unless:
(i)
the death of that animal has been notified in accordance with Article 19 of Regulation (EC) No 504/2008; or
(ii)
a negative result was reported for the AGID test referred to in Article 7(1)(b) before the 90-day period elapsed;
(d)
the movement is pre-notified to the place of destination through TRACES at least 36 hours in advance of the time of arrival.

Obligations of Member States of the place of destination

1. Member States of the place destination shall ensure that where the movement of equidae referred to in Article 2(1)(b) is pre-notified in accordance with Article 6(d), the equidae are, upon their arrival at the place of destination, either:
(a)
slaughtered within not more than 72 hours of the time of arrival at the slaughterhouse notified to the competent authorities through TRACES; 10 % of consignments arriving at the slaughterhouse in accordance with this Decision must be subject to post-arrival AGID testing; or
(b)
isolated under official veterinary supervision on the holding of destination indicated in the animal health certificate referred to in Article 2(1)(g) for at least 30 days and at a distance of least 200 m away from any other equidae or under vector protected conditions, and are subjected to a AGID test with negative results carried out on a blood sample taken not earlier than 28 days following the date of commencement of the isolation period.
2. Without prejudice to Article 1(1)(b), Member States must ensure that during a period of 90 days following the date of arrival of equidae referred to in Article 2(1)(b) at the holding of destination referred to in paragraph 1(b) of this Article, equidae may only be dispatched from that holding to another Member State if:
(a)
they have undergone an AGID test with negative results carried out on a blood sample taken within 10 days prior to the date of dispatch; and
(b)
they are accompanied by a duly completed animal health certificate in accordance with the model set out in Annex C to Directive 90/426/EEC.

Reporting obligations

Member States affected by trade in equidae and their semen, ova and embryos in accordance with this Decision shall regularly, but at least each 3 months, report to the Commission and the other Member States at the meetings of the Standing Committee on the Food Chain and Animal Health.

Costs of administrative procedures

1. Romania shall take the necessary measures, including where necessary legal measures, to ensure that the costs of the additional administrative procedures, including any necessary laboratory testing or follow-up investigation, related to the movement of consignments of equidae, semen, ova and embryos and serum derived from equidae from that Member State in accordance with Articles 2, 3 and 5 are fully borne by the consignor of the equidae or their products.
2. Member States of the place of destination shall take the necessary measures, including where necessary legal measures, to ensure that the costs of the additional administrative procedures, including any necessary laboratory testing or follow-up investigation until the measures provided for in Article 7 are completed, related to the movement of the equidae from Romania in accordance with Articles 2 and 3 are fully borne by the consignee of the equidae.

Repeal

Decision 2007/269/EC is repealed.

Addressees

This Decision is addressed to the Member States.
ANNEXRegions as referred to in Article 1(1)(a):

Member State | Region | Remark
Romania | Whole of territory |