Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision (Text with EEA relevance.)

Reference this Regulation		Reference INF TSI
Parameter	Point	Parameter	Point
Braking performance and maximum speed allowed	4.2.2.6.2	Longitudinal track resistance	4.2.6.2
Route Book	4.2.1.2.2	Operating rules	4.4
Degraded operation	4.2.3.6	Operating rules	4.4
Parameters for the vehicle and train compatibility over the route intended for operation	Appendix D1	Operating rules	4.4	Ascertain Compatibility of infrastructure and rolling stock after authorisation of rolling stock	7.6

4.3.2.   Interfaces with the control-command and signalling TSI (CCS TSI)

Reference this Regulation		Reference CCS TSI
Parameter	Point	Parameter	Point
Rule Book	4.2.1.2.1	Operating rules (normal and degraded conditions) List of harmonised text indications and messages displayed on the ETCS Driver Machine Interface	4.4 Appendix E
Operating rules	4.4	Operating rules (normal and degraded conditions) List of harmonised text indications and messages displayed on the ETCS Driver Machine Interface	4.4 Appendix E
ERTMS trackside engineering information relevant to operation	Appendix D3	Operating rules (normal and degraded conditions) List of harmonised text indications and messages displayed on the ETCS Driver Machine Interface	4.4 Appendix E
Requirements for lineside signal and marker sighting	4.2.2.8	Track-side control-command and signalling objects	4.2.15 4.2.18
Train braking	4.2.2.6	Train braking performance and characteristics	4.2.2
Rule Book	4.2.1.2.1	Use of sanding equipment On-board flange lubrication Use of composite brake blocks	4.2.10
Format of train running number	4.2.3.2.1	ETCS DMI	4.2.12
Format of train running number	4.2.3.2.1	GSM-R DMI	4.2.13
Data recording	4.2.3.5	Interface to data recording for regulatory purposes	4.2.14
Ensuring that the train is in running order	4.2.2.7	Key management	4.2.8
Parameters for the vehicle and train compatibility over the route intended for operation	Appendix D1	Route compatibility checks before the use of authorised vehicles	4.9

4.3.3.   Interfaces with the rolling stock TSIs

4.3.3.1.   Interfaces with the locomotives and passenger rolling stock TSI (LOC&PAS TSI)

Reference this Regulation		Reference LOC&PAS TSI
Parameter	Point	Parameter	Point
Contingency arrangements	4.2.3.6.3	Rescue coupling	4.2.2.2.4
Contingency arrangements	4.2.3.6.3	End coupling	4.2.2.2.3
Route Compatibility and Train composition	4.2.2.5	axle load parameter	4.2.3.2.1
Train braking	4.2.2.6	Braking performance	4.2.4.5.
Train visibility	4.2.2.1	External lights	4.2.7.1
Train audibility	4.2.2.2	Horn (audible warning device)	4.2.7.2
Requirements for lineside signal and marker sighting	4.2.2.8	External visibility	4.2.9.1.3
Requirements for lineside signal and marker sighting	4.2.2.8	Optical characteristics of the windscreen	4.2.9.2.2
Requirements for lineside signal and marker sighting	4.2.2.8	Internal lighting	4.2.9.1.8
Driver vigilance	4.2.2.9	Driver's activity control function	4.2.9.3.1
Recording of monitoring data on-board the train	4.2.3.5 Appendix I	Recording device	4.2.9.6
Managing an emergency situation	4.2.3.7	Lifting diagram and instructions	4.2.12.5
Managing an emergency situation	4.2.3.7	Rescue related descriptions	4.2.12.6
Managing an emergency situation	4.2.3.7
Route Compatibility and Train composition Elements relevant to professional qualification for the tasks associated with ‘accompanying trains’	4.2.2.5 Appendix F	Operating documentation	4.2.12.4
Sanding	Appendix B	Rolling stock characteristics for compatibility with train detection system based on track circuits — Isolating emissions	4.2.3.3.1.1
Parameters for the vehicle and train compatibility over the route intended for operation	Appendix D1	Route compatibility checks before the use of authorised vehicles	4.9

4.3.3.2.   Interfaces with the freight wagons TSI (WAG TSI)

Reference this Regulation		Reference WAG TSI
Parameter	Point	Parameter	Point
Rear end	4.2.2.1.3	Attachment devices for rear-end signal	4.2.6.3
Freight trains	4.2.2.1.3.2	Rear-end signal	Appendix E
Route Compatibility and Train composition	4.2.2.5	Gauging	4.2.3.1
Route Compatibility and Train composition	4.2.2.5	Compatibility with load carrying capacity of lines	4.2.3. 2
Contingency arrangements	4.2.3.6.3	Strength of unit — Lifting and jacking	4.2.2.2
Train braking	4.2.2.6	Brake	4.2.4
Parameters for the vehicle and train compatibility over the route intended for operation	Appendix D1	Route compatibility checks before the use of authorised vehicles	4.9

4.3.4.   Interfaces with the Energy TSI (ENE TSI)

Reference this Regulation	Reference this Regulation	Reference TSI ENE	Reference TSI ENE	Reference TSI ENE
Parameter	Point	Parameter	Parameter	Point
Route Compatibility and Train composition	4.2.2.5	Maximum train current	Maximum train current	4.2.4.1
Route Book	4.2.1.2.2	Maximum train current	Maximum train current	4.2.4.1
Route Compatibility and Train composition	4.2.2.5	Separation sections	Phase	4.2.15
Route Book	4.2.1.2.2	Separation sections	System	4.2.16
Parameters for the vehicle and train compatibility over the route intended for operation	Appendix D1	Route compatibility checks before the use of authorised vehicles	Route compatibility checks before the use of authorised vehicles	7.3.5

4.3.5.   Interfaces with the Safety in Railway Tunnels TSI (SRT TSI)

Reference this Regulation		Reference SRT TSI
Parameter	Point	Parameter	Point
Ensuring that the train is in running order	4.2.2.7	Emergency rule	4.4.1
Train departure	4.2.3.3	Emergency rule	4.4.1
Degraded operation	4.2.3.6	Emergency rule	4.4.1
Managing an emergency situation	4.2.3.7	Tunnels emergency plan	4.4.2
Managing an emergency situation	4.2.3.7	Exercises	4.4.3
Managing an emergency situation	4.2.3.7	Provision of on-train safety and emergency information to passengers	4.4.5
Professional competence	4.6.1	Tunnel specific competence of the train crew and other staff	4.6.1

4.3.6.   Interfaces with the Noise TSI (NOI TSI)

Reference this Regulation		Reference NOI TSI
Parameter	Point	Parameter	Point
Route compatibility and train composition	4.2.2.5	Additional provisions for the application of this TSI to existing wagons	7.2.2
Train planning and timetable	4.2.3.1	Quieter routes	Appendix D
Contingency arrangements	4.2.3.6.3	Specific rules for the operation of wagons on quieter routes in case of degraded operation	4.4.1

4.3.7.   Interfaces with the Regulation (EU) No 1300/2014 ([^E0017])*, Person with Reduced Mobility TSI (PRM TSI)*

Reference this Regulation		Reference PRM TSI
Parameter	Point	Parameter	Point
Professional Competence	4.6.1	Infrastructure subsystem	4.4.1
Elements relevant to professional qualification for the tasks associated with ‘accompanying trains’	Appendix F	Infrastructure subsystem	4.4.1
Professional Competence	4.6.1	Rolling stock subsystem	4.4.2
Elements relevant to professional qualification for the tasks associated with ‘accompanying trains’	Appendix F	Rolling stock subsystem	4.4.2
Route Compatibility and Train composition	4.2.2.5	Rolling stock subsystem	4.4.2

4.4.   Operating rules

4.4.1.   European Union railway system operational principles and rules

Operational principles and rules to be applied throughout the European Union railway system are specified in Appendices A (ERTMS operational principles and rules) and B (common operational principles and rules).

4.4.2.   National rules

National rules are not compatible with this TSI, except for Appendix I which lists the areas where no common operational principles and rules exist and which may continue to be subject to national rules. In accordance with Decision (EU) 2017/1474 the Agency in cooperation with the Member State(s) concerned shall cooperate to assess the list of open points with a view to:

• (a) further harmonise the requirements of this Regulation through detailed provisions or through acceptable means of compliance, or

• (b) facilitate the integration of such national rules into the safety management systems of the railway undertakings and the infrastructure managers, or

• (c) confirm the need for national rules.

4.4.3.   Acceptable Means of Compliance

The Agency may by means of technical opinion define acceptable means of compliance, which shall be presumed to ensure compliance with specific requirements of this Regulation, and ensure safety in accordance with Directive (EU) 2016/798.

The Commission, the Member States or the affected stakeholders may request the Agency to define acceptable means of compliance in accordance with Article 10 of Regulation (EU) 2016/796 of the European Parliament and of the Council of 11 May 2016 ([^E0018]). The Agency shall consult Member States and affected stakeholders and present the technical opinion to the committee referred to in Article 51 of Directive (EU) 2016/797 before its adoption.

4.4.4.   Transition from application of national rules to implementation of this Regulation

During the transition from the application of national rules to the implementation of this Regulation, railway undertakings and infrastructure managers shall review their safety management systems to ensure the continuation of safe operations. If necessary, they shall update their safety management systems.

In situation of deficiency, the procedure of Article 6 of Directive (EU) 2016/797 shall apply.

4.5.   Maintenance rules

Not applicable

4.6.   Professional competences

4.6.1.   Professional competence

Staff of the railway undertaking and the infrastructure manager shall have attained appropriate professional competence to undertake all necessary safety-critical tasks in normal, degraded and emergency situations. Such competence comprises professional knowledge and the ability to put this knowledge into practice.

Railway undertakings and Infrastructure managers shall define their own risk-based competence management system within their Safety Management Systems processes, in accordance with Annex I and Annex II to Delegated Regulation (EU) 2018/762.

Appendices F and G defines professional qualification relevant to the competence management system.

4.6.2.   Language competence

4.6.2.1.   Principles

The infrastructure manager and the railway undertaking are required to ensure that their relevant staff are competent in the use of the communication protocols and principles set out in Appendix C.

Where the operating language used by the infrastructure manager differs from that habitually used by the railway undertaking's staff, such linguistic and communications training shall form a critical part of the railway undertaking's overall competence management system.

Railway undertaking staff whose duties require them to communicate with staff of the infrastructure manager in connection with safety-critical matters, whether in normal, degraded or emergency situations, shall have a sufficient level of knowledge in the operating language of the infrastructure manager.

4.6.2.2.   Level of knowledge

The level of knowledge in the infrastructure manager's operating language shall be sufficient for safety purposes.

• (a) As a minimum this shall comprise of the driver being able to:
• — send and understand all the messages specified in Appendix C;
• — effectively communicate in normal, degraded and emergency situations;
• — complete the forms associated with the use of the Book of European and national Instructions.

• (b) Other members of the train crew whose duties require them to communicate with the infrastructure manager on safety-critical matters, shall as a minimum, be able to send and understand information describing the train and its operational status.

The level of knowledge for staff accompanying trains other than train drivers shall be at least level 2 as described in Appendix E.

4.6.3.   Initial and ongoing assessment of staff

4.6.3.1.   Basic elements

Railway undertakings and infrastructure managers are required to define the assessment process for their staff in order to meet the requirements specified in Commission Delegated Regulation (EU) 2018/762 ([^E0019]) —————.

4.6.3.2.   Analysis and update of training needs

Railway undertakings and infrastructure managers shall undertake an analysis of training needs for their relevant staff and define a process for reviewing and updating their individual training needs in order to meet the requirements specified in Delegated Regulation (EU) 2018/762  —————.

This analysis shall set out both scope and complexity and take into account the risks associated with the operation of trains, traction and rolling stock. The railway undertaking shall define the process by which knowledge of on board staff of the routes worked over is acquired and maintained. This process shall be:

• — based upon the route information provided by the infrastructure manager; and

• — in accordance with the process described in point 4.2.1.

For the tasks associated with ‘accompanying trains’ and ‘preparing trains’, the elements that shall be considered may be found in respectively the appendices F and G. As appropriate, these elements shall be put in place as part of the training for staff.

It is possible that due to the type of operation envisaged by a railway undertaking or the nature of the network being run by an infrastructure manager, some of the elements in the appendices F and G shall not be appropriate. The analysis of training needs shall document those not deemed appropriate and the reasons why.

4.6.4.   Auxiliary staff

The railway undertaking shall make sure that the auxiliary staff (for example, catering and cleaning) not forming part of the train crew is, in addition to their basic instruction, trained to respond to the instructions of the fully trained members of the train crew.

4.7.   Health and safety conditions

4.7.1.   Introduction

Staff identified in point 4.2.1.1 and executing safety-critical tasks as specified in the SMS of a RU or IM shall have appropriate fitness to ensure that overall operational and safety standards are met.

Railway undertakings and infrastructure managers shall set up and document the process they put in place to meet the medical, psychological and health requirements for their staff within their safety management system in accordance with Delegated Regulation (EU) 2018/762 defining common safety method on SMS.

Medical examinations as specified in point 4.7.2 and 4.7.3 on the individual fitness of staff shall be conducted by a person established as medical doctor or a psychologist qualified to carry out such examinations. The results must be accepted by every IM and RU as proof of fitness of staff or potential staff members.

Such examinations shall allow the member of staff executing safety-critical tasks to undertake similar tasks for another RU or IM, subject to the identification of additional medical, psychological and health requirements in the SMS of the RU or IM and to the satisfactory fitness of staff or potential staff members.

Fitness requirements set in point 4.7.2 and in point 4.7.3 are applicable to:

• — Staff ‘accompanying trains’ other than the train driver,

• — Staff undertaking the task of preparing trains,

• — Staff undertaking the task of dispatching and authorising the movement of trains.

4.7.1.1.   Alcohol, drugs and psychotropic medication limits

Staff shall not perform safety-critical tasks whilst vigilance is impaired by substances such as alcohol, drugs or psychotropic medication. Therefore, the railway undertaking and the infrastructure manager shall have in place procedures to control the risk that staff attend for work under the influence of such substances, or consume such substances at work.

European or National rules of the Member State where a train service is operated apply with regard to defined limits of the above mentioned substances.

4.7.2.   Medical examinations and psychological assessments

4.7.2.1.   Before appointment

4.7.2.1.1.   Content of the medical examination

Medical examinations shall cover:

• — General medical examination;

• — Examinations of sensory functions (vision, hearing, colour perception);

• — Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clinical examination;

• — Screening for abuse of drugs.

4.7.2.1.2.   Psychological assessment

The aim of the psychological assessment is to support the railway undertaking in the appointment and management of staff who have the cognitive, psychomotor, behavioural and personality capabilities to perform their roles safely.

In determining the content of the psychological assessment ————— the following criteria relevant to the requirements of each safety function shall be taken into account:

• (a) Cognitive:
• — Attention and concentration,
• — Memory,
• — Perceptive capability,
• — Reasoning,
• — Communication.

• (b) Psychomotor:
• — Speed of reaction,
• — Gestured coordination.

• (c) Behavioural and personality
• — Emotional self-control,
• — Behavioural reliability,
• — Autonomy,
• — Conscientiousness.

If any of those elements is omitted, the respective decision shall be justified and documented by a psychologist.

Applicants shall demonstrate their psychological fitness by passing an examination conducted by, or under the supervision of — to be decided by the Member State — a psychologist or a medical doctor.

4.7.2.2.   After appointment

4.7.2.2.1.   Frequency of periodic medical examinations

At least one systematic medical examination shall be performed:

• — Every 5 years for staff aged up to 40;

• — Every 3 years for staff aged between 41 and 62;

• — Every year for staff aged over 62.

Increased frequency of examination shall be set by the medical doctor if the state of health of the member of the staff requires so.

4.7.2.2.2.   Content of the periodic medical examination

If the worker complies with the criteria required at the examination, which is carried out before practising an occupation, the periodic specialised examinations shall include  —————:

• — General medical examination;

• — Examination of sensory functions (vision, hearing, colour perception);

• — Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clinical examination;

• — Screening for abuse of drugs where clinically indicated.

4.7.2.2.3.   Additional medical examinations and/or psychological assessments

Besides the periodic medical examination, an additional specific medical examination and/or psychological assessment shall be performed where there is reasonable ground for doubting the medical or psychological fitness of a member of staff or reasonable suspicion of use of drugs or use of alcohol over the limits allowed. This would be the case especially after an incident or accident caused by human error on the part of the individual.

The railway undertaking and the infrastructure manager shall put systems in place to ensure that such additional examinations and assessments are undertaken as appropriate.

4.7.3.   Medical requirements

4.7.3.1.   General requirements

Staff shall not suffer from medical conditions or take medical treatment likely to cause:

• — Sudden loss of consciousness;

• — Impairment of awareness or concentration;

• — Sudden incapacity;

• — Impairment of balance or coordination;

• — Significant limitation of mobility.

The following vision and hearing requirements shall be met:

4.7.3.2.   Vision requirements

• — Aided or unaided distance visual acuity: 0,8 (right eye + left eye — measured separately); minimum of 0,3 for the worse eye;

• — Maximum corrective lenses: hypermetropia + 5/myopia – 8. The medical doctor may allow values outside this range in exceptional cases and after having sought the opinion of an eye specialist;

• — Intermediate and near vision: sufficient whether aided or unaided;

• — Contact lenses are allowed;

• — Normal colour vision: using a recognised test, such as the Ishihara, completed by another recognised test if required;

• — Vision field: normal (absence of any abnormality affecting the task to be performed);

• — Vision for both eyes: effective;

• — Binocular vision: effective;

• — Contrast sensitivity: good;

• — Absence of progressive eye disease;

• — Lens implants, keratotomies and keratectomies are allowed only on condition that they are checked on a yearly basis or according to a frequency set by the medical doctor.

4.7.3.3.   Hearing requirements

Sufficient hearing confirmed with tone audiogram, that is:

• — Hearing good enough to hold a phone conversation going and be able to hear alert tones and radio messages

• — The use of hearing aids is allowed.

4.8.   Additional information on infrastructure and vehicles

4.8.1.   Infrastructure

The requirements for the rail infrastructure related data items with regard to the operation and traffic management subsystem, and which shall be made available to railway undertakings through RINF, are specified in Appendix D.

The infrastructure manager shall inform the railway undertaking of the changes on the infrastructure related data through RINF whenever such information becomes available and affects trains operation. The infrastructure manager is responsible for the accuracy of the data.

Until 15 December 2026, provided the necessary adaptations to RINF Application were implemented by the Agency, the infrastructure manager shall provide these information through other means free of charge as soon as possible and in electronic format to railway undertakings, authorised applicants for path requests and, where applicable, for the applicant referred to in Article 2(22) of Directive (EU) 2016/797.

4.8.2.   Rolling stock

The following rolling stock related data items shall be available to infrastructure managers:

• — whether the vehicle is constructed from materials which may be hazardous in case of accidents or fire (for example, asbestos); the keeper is responsible for the correctness of the data;

• — total length of the vehicle, including buffers if existing; the railway undertaking is responsible for the correctness of the data.

5. INTEROPERABILITY CONSTITUENTS

5.1.   Definition

Article 2.7 of Directive (EU) 2016/797 defines the ‘interoperability constituents’.

5.2.   List of constituents

In respect to the operation and traffic management subsystem, there is no interoperability constituent.

6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM

6.1.   Interoperability constituents

As this Regulation does not yet specify any interoperability constituents, no assessment arrangements are discussed.

6.2.   Operation and traffic management subsystem

6.2.1.   Principles

The operation and traffic management subsystem is a functional subsystem according to Annex II to Directive (EU) 2016/797.

In accordance with Articles 9 and 10 of Directive (EU) 2016/798, railway undertakings and infrastructure managers shall demonstrate compliance with the requirements of this Regulation within their safety management system when applying for any new or amended safety certificate or safety authorisation in accordance with Commission Implementing Regulation (EU) 2018/763 ([^E0022]).

The common safety methods on safety management system requirements as laid down by Commission Delegated Regulation (EU) 2018/762 require national safety authorities to set up an inspection regime to supervise and monitor compliance with the safety management system in accordance with Commission Delegated Regulation (EU) 2018/761 ([^E0023]), including all TSIs. None of the requirements contained within this Regulation require separate assessment by a Notified Body.

Requirements in this Regulation that refer to structural subsystems and listed in the interfaces (point 4.3) are assessed under the relevant structural TSIs.

7. IMPLEMENTATION

7.1.   General rules for implementation

In accordance with Article 9 of Directive (EU) 2016/798 and Article 5b of this Regulation, railway undertakings and infrastructure managers shall ensure compliance with this Regulation under their SMS, established following Delegated Regulation (EU) 2018/762.

7.1.1.   Specific transition rules for Appendices A and C

Infrastructure managers may postpone, in coordination with the railway undertakings operating on their networks and in accordance with Annex II point 5.1.1 of Commission Delegated Regulation (EU) 2018/762, the implementation of Appendix A and Appendix C to 16 December 2025 at the latest. This is subject to the condition that the Agency and the concerned NSA receive not later than 16 June 2024:

• (a) a commitment of implementation issued by the IM’s management;

• (b) an implementation plan of the IM, including training schedules, which sets the delays for the application of the modified operational procedures necessary and, where relevant, the implementation of the respective appropriate IT tools.

RUs shall provide training to drivers and relevant staff to operate trains in accordance with Appendix A and C by 16 December 2025 at the latest or any earlier date defined by the IM.

7.2.   Specific cases

7.2.1.   Introduction

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

These specific cases belong to two categories:

• (a) the provisions apply either permanently (case ‘P’), or temporarily (case ‘T’).

• (b) In temporary cases Member States shall conform with the relevant subsystem by 2024 (case ‘T1’).

7.2.2.   List of specific cases

7.2.2.1.   Permanent specific case (P) Estonia, Latvia, Lithuania, Poland, Hungary and Slovakia

For the implementation of point 4.2.2.1.3.2, freight trains which are operated solely on the 1 520 mm gauge network of Estonia, Latvia, Lithuania, Poland, Hungary and Slovakia may use the following train rear end signal.

Image omitted; see official source

The reflective disc shall have a diameter of 185 mm with a red circle diameter of 140 mm. Where justified by operating practices, the reflective disc may be replaced with one reflective plate in compliance with Appendix E to TSI WAG.

For the implementation of point 4.2.2.1.3.1, passenger trains which are operated solely on the 1 520 mm gauge network of Estonia, Latvia, Lithuania, Poland, Hungary and Slovakia may use 3 steady red lights as train rear end signal following the scheme:

Image omitted; see official source

This specific case does not prevent the access of TSI compliant rolling stock to their network.

7.2.2.2.   Permanent specific case Ireland and the UK for Northern Ireland

For the implementation of point 4.2.2.1.3.2, trains which are operated solely on the 1 600  mm track gauge system network of Ireland and Northern Ireland shall use 2 steady red lights as train rear end signal.

7.2.2.3.   Temporary specific case (T1) Ireland and United Kingdom

For the implementation of point 4.2.3.2.1, Ireland and United Kingdom are using alphanumeric number in the existing systems. The MS set out the requirements and time schedule for the transition from alphanumeric train running numbers to numeric train running numbers in the target system.

7.2.2.4.   Permanent specific case (P) Finland

For the implementation of point 4.2.2.1.3.2 and the implementation of common operational rule 5 of Appendix B, Finland is not using any rear end signal device for freight trains. The means to indicate the train rear end signal for freight trains as stated in point 4.2.2.1.3.2 are also accepted in Finland.

Appendix A

ERTMS operational principles and rules – version 6

1. INTENTIONALLY BLANK

2. INTENTIONALLY BLANK

3. INTRODUCTION

3.1.   Purpose and structure of the document

This Appendix sets out the principles and harmonised rules for the operation of ERTMS.

The structure of each rule is the following:

• (i) title;

• (ii) when necessary, situations in which the rule applies, presented in a frame, including the applicable ETCS levels; sometimes the situation is described for some specific sub-sections of the rules;

• (iii) the rule itself.

When this Appendix refers to ETCS level 1 it applies to both applications, with or without trackside signals, unless otherwise stated.

When this Appendix refers to ETCS level 2 it applies to both applications, with or without trackside signals, unless otherwise stated.

The European Instructions referenced in this Appendix are listed under Appendix C2 to this TSI.

All language referring to people applies equally to male and female persons.

Part A is intentionally blank.

Part B contains the different ETCS operational train categories.

Part C contains the list of references to non-harmonised rules. In some situations a procedure is not related to ERTMS and therefore depends on non-harmonised rules.

The description of the technical functions for ETCS and GSM-R is contained in the corresponding system requirements specification.

If information displayed on the DMI does not require an action from the driver this information is not contained in the rules.

SCOPE AND FIELD OF APPLICATION

This Appendix is fully applicable to trains fitted with ETCS On-board units complying with the single set of specifications of Implementing Regulation (EU) 2023/1695 with an operated system version X.Y up to and including 2.2. It is also applicable to On-board units complying with Set of specifications #2 or Set of specifications #3 and largely applicable to ETCS On-board units complying with Set of specifications #1 of Regulation (EU) 2016/919, provided that the DMI used fulfills the specification ERA_ERTMS_015560.

The scope is the following:

• (i) ETCS level 0 application;

• (ii) ETCS level 1 application whether or not trackside signals or infill are present;

• (iii) ETCS level 2 application, whether or not trackside signals are present;

• (iv) ETCS transitions between level 0, level 1 and level 2 applications;

• (v) ETCS level NTC application;

• (vi) ETCS transitions to / from level NTC;

• (vii) GSM-R.

Class B systems (even when operated through the ETCS DMI) are out of the scope.

The rules have been developed independently of other control command systems that may be present including where lines are equipped with ETCS level 1 / 2.

When ETCS level 1 or ETCS level 2 are implemented on lines fitted with other control command systems it is necessary to assess the applicability of these rules and if necessary supplement them with non-harmonised rules. This includes those lines fitted with both ETCS level 1 and ETCS level 2.

GSM-R voice radio operational rules are applicable on lines equipped with GSM-R independently of the control command system in use. Conversely, ETCS operational rules are applicable on lines equipped with ETCS independently of the voice radio system in use.

The applicability of the rules further depends on the engineering solutions adopted by the ERTMS trackside subsystem. In this context, some rules may not need to apply if the relevant functions are not implemented trackside (e.g. when track conditions are not transmitted or the level crossing procedure is not implemented); yet when a rule needs to apply, it will always do so in the way described in this Appendix.

All actions involving the driver assume his physical presence in the driver’s cab, unless when required to examine a technical failure of the train at standstill, obtain signaller’s instructions through a fixed lineside phone or when requested by the signaller or non-harmonised rules.

Throughout this Appendix, the ETCS On-board unit is assumed to be powered on if not otherwise stated. The desk of the active driving cab is assumed to be open unless otherwise stated.

An End of Authority (EOA) can be physically identified by means of an ETCS Stop Marker or an ETCS Location Marker. The EOA can also be identified by a lineside signal or other marker board with a stop indication. Under certain conditions, an EOA can also be at the train’s front end.

4. REFERENCES, TERMS AND ABBREVIATIONS

4.1.   (not used)

4.2.   Terms & abbreviations

Table 1

Terms*

Term	Definition
Acknowledgement	Confirmation given by the driver to a request from the ETCS on-board that he/she has received information he/she needs to take into account.
Applicable speed limit (in SR)	The lowest speed limit of: — maximum speed for SR, — maximum train speed, — timetable / Route Book, — temporary speed restrictions (transmitted by other means than European Instruction 1, 2, 5, 6, 7 or 8), — European Instruction.
Authorisation for ERTMS train movement	Permission for a train to move given by means of: — a trackside signal at proceed aspect, or — an MA, or — a European Instruction: — — to start after preparing a movement, or — to pass EOA, or — to proceed after trip.
Border crossing	Location where trains cross from a railway network in one Member State to a railway network in another Member State.
De-registration	Termination of the temporary relationship between the telephone number and the train running number. This action can be initiated by the user of a GSM-R radio, by automatic systems or by the network authority. The de-registration allows the de-registered train running number to be re-used.
Driver Machine Interface (DMI)	Train device to enable communication between the ETCS on-board and the driver.
Emergency propelling area	Area where propelling movements in RV are allowed.
Emergency stop order	ETCS order braking a train with the maximum brake force until the train is at a standstill.
ETCS Location Marker	Harmonised trackside ETCS marker board defined in EN 16494/2015 [^E0024] used to identify a potential EOA, e.g. the end of a block section.
ETCS on-board	The part of ETCS installed on a railway vehicle.
ETCS Stop Marker	Harmonised trackside ETCS marker board defined in EN 16494/2015 used to: — identify a potential EOA, and — indicate the location where a driver has to stop the train, if running without an MA.
ETCS operational train category	Set of technical and/or operational characteristics of a train to which a specific ETCS speed profile applies.
Functional number (GSM-R)	Full number used within the functional addressing scheme to identify an end user or a system by function or role rather than by a specific item of radio equipment or user subscription. The functional number can be divided into two parts: — functional addressing (process of addressing a call using a specific number, representing the function a user is performing, rather than a number identifying the GSM-R on-board), — location dependent addressing (process of addressing a particular function – typically a signaller – based on the current location of the user – typically a train).
GSM-R mode	Status of the GSM-R on-board which provides functions for: — train movement, — or movement of a shunting composition.
GSM-R network	Radio network which provides GSM-R functions.
GSM-R network marker	Harmonised trackside GSM-R signal defined in EN 16494/2015 to indicate the network to be selected.
GSM-R on-board	The part of GSM-R installed on a railway vehicle.
Maximum speed for RV	Maximum speed given from the ETCS trackside in RV.
Maximum speed for SR	Maximum speed given from the ETCS trackside in SR.
Movement Authority (MA)	Permission for a train (shunting composition) to move to a specific location with supervision of speed.
Non-stopping area	Area defined by the Infrastructure Manager where it may not be safe or suitable to stop a train.
Override EOA speed	Maximum speed when the override EOA function is active.
Permitted speed	Maximum speed at which a train can run without ETCS warning and/or brake intervention.
Proceed aspect	Any signal aspect which permits the driver to pass the signal.
Propelling	Movement of a train where the driver is not in the leading cab of the leading vehicle.
Radio communication	Exchange of information between the ETCS on-board and the RBC/radio infill unit.
Radio Block Centre (RBC)	ETCS trackside centralised unit controlling ETCS train movements in level 2.
Radio hole	A pre-defined area where it is not possible to establish a reliable radio communication channel.
Registration	Temporary relationship between the telephone number and the train running number.
Release speed	Maximum speed at which a train is allowed to reach the end of its MA.
Revocation of MA	Withdrawal of a previous given Movement Authority.
Route Book	Description of the lines and the associated line-side equipment for the lines over which the driver will operate and relevant to the driving task.
Securing	Measures to be applied to avoid unintentional movement of railway vehicles.
Shunting movement	Way of moving vehicles without train data and controlled by shunting orders.
Tandem	Two or more traction units mechanically and pneumatically but not electrically coupled in the same train, each one requiring its own driver.
Temporary speed restriction	Reduction of the line speed for a limited period of time.
Text message	Information in writing displayed on the Driver Machine Interface.
Train data	Information which describes the characteristics of a train.
Train preparer	Staff in charge of the preparation of a train.
Transition	Controlled change between the different ETCS levels.
Transition point	Point where a transition between ETCS levels takes place.
Trip	Irrevocable application of the emergency brakes by ETCS until the train/shunting composition is at a standstill.

EN 16494/2015 – Railway applications – Requirements for ERTMS Trackside Boards.

Table 2

Abbreviations*

Abbreviation
AD	Automatic Driving mode
ATO	Automated Train Operation
BMM	Big Metal Mass
BTM	Balise Transmission Module
DAS	Driver Advisory System
DMI	Driver Machine Interface
EOA	End Of Authority
ERTMS	European Rail Traffic Management System
ETCS	European Train Control System
FS	Full Supervision mode
G	Goods train braking mode
GSM-R	Global System for Mobile communication – Railway
IM	Infrastructure Manager
LS	Limited Supervision mode
MA	Movement Authority
NL	Non-Leading mode
NTC	National Train Control system
OS	On Sight mode
P	Passenger train braking mode
RBC	Radio Block Centre
REC	Radio Emergency Call
RU	Railway Undertaking
RV	Reversing mode
SH	Shunting mode
SL	Sleeping mode
SN	National System
SR	Staff Responsible mode
STM	Specific Transmission Module
TIMS	Train Integrity Monitoring System
UN	Unfitted mode
VBC	Virtual Balise Cover
*  For a complete list of ERTMS terms and abbreviations refer to Subset 023 ‘Glossary of Terms and Abbreviations’ under Appendix A of Implementing Regulation (EU) 2023/1695 (‘TSI CCS’).	*  For a complete list of ERTMS terms and abbreviations refer to Subset 023 ‘Glossary of Terms and Abbreviations’ under Appendix A of Implementing Regulation (EU) 2023/1695 (‘TSI CCS’).

5. PRINCIPLES

5.1.   Principles for ETCS

5.1.1.   CAB-signalling

The driver shall observe the displayed information on the DMI and shall react as required by this Appendix.

The driver may, depending on the trackside implementation, be required to take into account the harmonised marker boards defined in EN 16494:2015 – Railway applications – Requirements for ERTMS Trackside Boards as well as other non-harmonised trackside information.

5.1.2.   Knowledge of operating level

The driver and the signaller shall always operate according to the ETCS rules that are particular to the specific operating ETCS level.

When more than one ETCS level are coexisting, the signaller shall ascertain what ETCS level the concerned train is operating in before issuing any instruction to the driver.

5.1.3.   (not used)

5.1.4.   (not used)

5.1.5.   (not used)

5.1.6.   Authorisation to start a movement in SR

The driver shall be authorised by the signaller to start a movement in SR by means of European Instruction 7, except in case of starting a movement in ETCS level 1 / 2 with trackside signals.

5.1.7.   Speed restrictions in SR

The signaller shall give all speed restrictions lower than the maximum speed for SR to the driver of a train running in SR by means of a European Instruction 1, 2, 5, 6, 7 or 8 except if the driver is informed by a dedicated document/computer medium about these speed limitations.

5.1.8.   Authorisation to pass an EOA

The driver shall only be authorised to pass an EOA by the signaller by means of a European Instruction 1 or 7.

5.1.9.   Train/shunting composition being tripped

After a trip has occurred, the driver shall restart in the initial or opposite direction only if he/she has received authorisation by means of a European Instruction 2 from the signaller.

5.1.10.   ETCS stop marker

The driver shall stop on the approach to an ETCS Stop Marker:

• (i) indicating the EOA of the current MA, or

• (ii) when running without an MA unless he/she has received a specific authorisation from the signaller by means of European Instruction 1 or 7.

5.1.11.   ETCS location marker

The driver shall stop on the approach to an ETCS Location Marker:

• (i) indicating the EOA of the current MA, or

• (ii) when running without an MA if he/she has received a specific order from the signaller.

5.2.   (not used)

6. ETCS OPERATIONAL RULES

6.1.   Putting the ETCS on-board into service

The driver switches the ETCS on-board on.

Levels 0, 1, 2, NTC

6.1.1.   Entering data during start of mission

When requested by the ETCS on-board, the driver shall enter, re-enter or re-validate the driver identification, the train running number, the ETCS level, the radio network identification and the RBC identification and phone number.

In case the following text message is displayed:

‘Radio network registration failed’

the driver shall enter the radio network identification.

6.1.2.   Manual change of data

If a change is required, the driver shall enter/modify and validate:

• (i) the train running number;

• (ii) the driver identification while at standstill or, if allowed by national value, while running;

• (iii) the ETCS level, the radio network identification and the RBC identification and phone number while at standstill.

6.2.   Preparing a movement

The ETCS on-board is in service.

Levels 0, 1, 2, NTC

In ETCS level 2, in case the train is rejected the driver shall apply rule ‘Reacting to unexpected situations when preparing a train movement’ (section 6.40.2).

6.2.1.   The traction unit has to move as a train

The driver shall:

• (i) apply rule ‘Entering train data during train preparation’ (section 6.4.1);

• (ii) select ‘Start’.

In case an acknowledgement for SR is requested, the driver shall apply rule ‘The traction unit has to move as a train and an acknowledgement for SR is requested’ (section 6.2.4).

In case an acknowledgement for SH is requested in ETCS level 2, the driver shall apply rule ‘Reacting to unexpected situations when preparing a train movement’ (section 6.40.1).

6.2.2.   The traction unit has to move in SH

The driver shall prepare for shunting and apply rule ‘Performing shunting movements in SH’ (section 6.3).

6.2.3.   The traction unit has to move in NL

The driver of the non-leading traction unit shall prepare for tandem movement and apply rule ‘Performing a tandem movement’ (section 6.32).

6.2.4.   The traction unit has to move as a train and an acknowledgement for SR is requested

Levels 1 without trackside signals, 2 without trackside signals

When the following symbol is displayed with a flashing frame:

Image omitted; see official source

The driver shall inform the signaller, receive authorisation to start in SR by means of European Instruction 7 and acknowledge.

Before authorising a driver to start in SR, the signaller shall, according to non-harmonised rules:

• (i) check if all the conditions for the route are met;

• (ii) check all restrictions and/or instructions that are necessary and include them in European Instruction 7;

• (iii) check for temporary speed restrictions to be included in European Instruction 7.

If the train is located at an ETCS Stop Marker

The signaller shall authorise the driver to pass this ETCS Stop Marker by means of European Instruction 7. This authorisation is valid from this ETCS Stop Marker to the next one. If the conditions allow, the Signaller can authorise the driver to pass this second ETCS Stop Marker as well using the same European Instruction 7. The authorisation is then valid up to the ETCS Stop Marker following the second one in the direction of travel.

The driver shall:

• (i) receive European Instruction 7 from the signaller;

• (ii) check the applicable speed limit;

• (iii) use, unless instructed not to do so, the override function for each of the ETCS Stop Markers to be passed and wait for the following symbol: Image omitted; see official source

• (iv) start the train;

• (v) not exceed the override EOA speed while this symbol is displayed.

If the train is not located at an ETCS Stop Marker

The signaller shall authorise the driver to start by means of European Instruction 7. This authorisation is valid from the current location of the train to the first ETCS Stop Marker in the direction of travel. If the conditions allow, the signaller can authorise the driver to pass this as well as the next ETCS Stop Marker by means of the same European Instruction 7. This authorisation is then valid up to the ETCS Stop Marker following the last one authorised by the European Instruction 7 to be passed.

The driver shall:

• (i) receive European Instruction 7 from the signaller;

• (ii) check the applicable speed limit;

• (iii) start the train;

• (iv) when approaching an ETCS Stop Marker and if authorised by the European Instruction 7 to pass it, use, unless instructed not to do so, the override function and wait for the following symbol: Image omitted; see official source

• (v) start the train or continue moving;

• (vi) not exceed the override EOA speed while this symbol is displayed.

It is possible to provide more than one European Instructions for an equal number of consecutive ETCS Stop Markers to be passed.

If the signaller can establish that the track up to the end of the authorisation to be issued is free then he/she may exempt the driver from running on sight in SR.

Levels 1 with trackside signals, 2 with trackside signals

When the following symbol is displayed with a flashing frame:

Image omitted; see official source

The driver shall apply rule ‘Running in SR’ (section 6.14).

6.2.5.   The traction unit has to move in SL

The driver / train preparer shall make sure that all driving desks of any non-leading traction unit, which is electrically connected to and will be remotely controlled from the leading one, are closed and remain so as long as this traction unit is remotely controlled from the leading one.

6.3.   Performing shunting movements in SH

Rolling stock has to be moved in SH.

Levels 1, 2

6.3.1.   Manual entry into SH

The driver shall select ‘Shunting’ according to non-harmonised rules.

6.3.2.   Automatic entry into SH

When the following symbol is displayed with a flashing frame:

Image omitted; see official source

the driver shall:

• (i) first ensure he/she has the correct information concerning the movement he/she is to perform;

• (ii) then acknowledge.

6.3.3.   Running in SH

When the following symbol is displayed:

Image omitted; see official source

the driver shall apply non-harmonised rules.

6.3.4.   Maintain SH when changing the cab

When the shunting procedure requires the use of different cabs the driver is allowed to select ‘Maintain Shunting’ before closing the driving desk.

6.3.5.   Exit from SH

When all shunting movements to be performed in SH are finished the driver shall:

• (i) select ‘Exit Shunting’;

• (ii) ensure that no traction unit remains in the ‘Maintain Shunting’ status.

6.3.6.   SH not granted

Level 2

When one of the following text messages is displayed:

‘SH refused’

‘SH request failed’

the driver shall inform the signaller about the situation.

The driver and signaller shall apply non-harmonised rules.

6.3.7.   Passing a defined border of a shunting area

When a shunting composition needs to pass a defined border of a shunting area the driver and signaller shall apply non-harmonised rules.

6.4.   Entering train data

Train Data have to be entered or modified.

Levels 0, 1, 2, NTC

6.4.1.   Entering train data during train preparation

The driver / train preparer shall enter/modify and validate all of the following train data if this data is not pre-configured on-board or received from ETCS external sources:

• (i) ETCS operational train category;

• (ii) train length;

• (iii) brake percentage;

• (iv) maximum train speed;

• (v) axle load category;

• (vi) train fitted with airtight system;

• (vii) loading gauge;

• (viii) additional data for the available STMs;

• (ix) specific data for ATO, if requested.

Before confirming train data that are pre-configured on-board or received from ETCS external sources and that are modifiable by the driver, the train preparer shall make sure the train data and the train composition match.

6.4.2.   Manual change of train data

After each modification of the composition of the train and after a technical problem that leads to a change of the train data, the train preparer / driver shall:

• (i) determine the new train data;

• (ii) enter the new train data;

• (iii) validate the new train data.

6.4.3.   Change of train data by ETCS external sources

When the following text message is displayed on the DMI:

‘Train data changed’

a) if the change of train data leads to an application of the brake

When at a standstill, the driver shall:

• (i) acknowledge the brake application;

• (ii) modify and/or validate the train data if requested by the on-board system;

• (iii) take into account the modified train data.

In ETCS level 1, and in ETCS level 2 if no new MA is received, the signaller shall authorise the driver to pass the EOA (rule ‘Authorising the passing of an EOA’ – section 6.39).

b) in all other cases

The driver shall take into account the modified train data.

6.5.   (not used)

6.6.   (not used)

6.7.   Entering and operating in ETCS level 0

6.7.1.   Announcement

The train is approaching an ETCS level 0 area.

Levels 1, 2, NTC

When a transition to ETCS level 0 is announced by displaying the following symbol:

Image omitted; see official source

the driver shall apply non-harmonised rules.

6.7.2.   Acknowledgement

When the following symbol is displayed with a flashing frame:

Image omitted; see official source

the driver shall acknowledge.

6.7.3.   Running

The train is running in an ETCS level 0 area.

When the following symbol is displayed:

Image omitted; see official source

the driver shall apply non-harmonised rules.

6.8.   Entering and operating in ETCS level 1

6.8.1.   Announcement

The train is approaching an ETCS level 1 area.

Levels 0, 2, NTC

When a transition to ETCS level 1 is announced by displaying the following symbol:

Image omitted; see official source

the driver shall prepare to apply rules for ETCS level 1.

6.8.2.   (not used)

6.8.3.   Running

The train is running in an ETCS level 1 area.

When the following symbol is displayed:

Image omitted; see official source

the driver shall apply rules according to ETCS level 1.

6.9.   Entering and operating in ETCS level 2

6.9.1.   Announcement

The train is approaching an ETCS level 2 area.

Levels 0, 1, NTC

When a transition to ETCS level 2 is announced by displaying the following symbol:

Image omitted; see official source

the driver shall prepare to apply rules for ETCS level 2.

6.9.2.   (not used)

6.9.3.   Running

The train is running in an ETCS level 2 area.

When the following symbol is displayed:

Image omitted; see official source

the driver shall apply rules according to ETCS level 2.

When requested by the signaller to manually confirm train integrity on the DMI, the driver shall do so only at standstill and according to RU rules.

6.10.   (not used)

6.11.   Entering and operating in ETCS level NTC

6.11.1.   Announcement

The train is approaching an ETCS level NTC area.

Levels 0, 1, 2

When a transition to ETCS level NTC is announced by displaying a symbol indicating the name of the applicable NTC, as example:

Image omitted; see official source

the driver shall apply non-harmonised rules.

A specific symbol for each NTC exists.

6.11.2.   Acknowledgement

When the symbol indicating the applicable NTC is displayed with a flashing frame, as example:

Image omitted; see official source

the driver shall acknowledge.

A specific symbol for each NTC exists.

6.11.3.   Running

The train is running in an ETCS level NTC area.

When the symbol indicating the entered NTC is displayed, as example:

Image omitted; see official source

the driver shall apply non-harmonised rules.

A specific symbol for each NTC exists.

6.12.   Running in FS

Levels 1, 2

When the following symbol is displayed:

Image omitted; see official source

the driver

• (i) shall not exceed the permitted speed;

• (ii) may, if DAS information is available on-board:
• — follow the target advice speed when displayed on the DMI,
• — coast when Image omitted; see official source is displayed,
• — respect the stopping points if indicated,
• — request a stopping point to be skipped if instructed and this option is available on the DMI,
• — operate the doors when invited to do so by relevant DMI indications.

In ETCS level 1 with trackside signals the driver is authorised to proceed without a new MA when the trackside signal shows a proceed aspect.

If in addition the following text message is displayed:

‘Entering FS’

the driver shall not exceed speed restrictions that apply for the part of the train that is not covered by the FS MA.

6.13.   Running in OS

Levels 1, 2

When the following symbol is displayed with a flashing frame:

Image omitted; see official source

the driver shall:

• (i) acknowledge;

• (ii) start or continue applying rule 9 of Appendix B2.

When the following symbol is displayed:

Image omitted; see official source

the driver shall:

• (i) apply rule 9 of Appendix B2 as long as this symbol is displayed;

• (ii) not exceed the permitted speed.

If in addition the following text message is displayed:

‘Entering OS’

the driver shall not exceed speed restrictions that apply for the part of the train that is not covered by the OS MA.

6.14.   Running in SR

Levels 1, 2

When the following symbol is displayed with a flashing frame:

Image omitted; see official source

the driver shall:

• (i) first receive an authorisation for ERTMS train movement;

• (ii) check the applicable speed limit;

• (iii) then acknowledge.

When the following symbol is displayed:

Image omitted; see official source

the driver shall:

• (i) run on sight, unless a European Instruction 1, 2 or 7 exempts him from running on sight in SR;

• (ii) not exceed the applicable speed limit;

• (iii) in ETCS level 1 without trackside signals and in ETCS level 2 without trackside signals, when approaching the next ETCS Stop Marker inform the signaller and apply rule ‘Authorising the passing of an EOA’ (section 6.39) unless already authorized to pass this ETCS Stop Marker by means of a European Instruction.

It is possible to provide more than one European Instructions for an equal number of consecutive ETCS Stop Markers to be passed.

6.15.   Running in LS

Levels 1, 2

When the following symbol is displayed with a flashing frame:

Image omitted; see official source

the driver shall acknowledge according to non-harmonised rules.

When the following symbol is displayed:

Image omitted; see official source

the driver shall apply non-harmonised rules.

6.16.   Running in UN

Level 0

When the following symbol is displayed with a flashing frame:

Image omitted; see official source

the driver shall acknowledge according to non-harmonised rules.

When the following symbol is displayed:

Image omitted; see official source

the driver shall apply non-harmonised rules.

6.17.   Running in SN

Level NTC

When the following symbol is displayed with a flashing frame:

Image omitted; see official source

the driver shall acknowledge according to non-harmonised rules.

When the following symbol is displayed:

Image omitted; see official source

the driver shall apply non-harmonised rules.

6.18.   Approaching an EOA with a release speed indication

Levels 1, 2

When the train is approaching an EOA and a release speed is displayed on the DMI, the driver is authorised:

• (i) to approach a signal, an ETCS Stop Marker, an ETCS Location Marker or a buffer stop which is a short distance behind the EOA indicated on the DMI without exceeding the release speed;

• (ii) in ETCS level 1 with trackside signals to proceed without exceeding the release speed when the trackside signal shows a proceed aspect.

6.19.   Managing a track ahead free request

The train is at a standstill or approaching a trackside signal, or an ETCS Stop Marker / ETCS Location Marker.

Level 2

When the following symbol is displayed:

Image omitted; see official source

the driver is allowed to confirm that the track ahead is free if he/she can ascertain that the track section between the head of the train and the next trackside signal, ETCS Stop Marker or ETCS Location Marker is free.

6.20.   Passing a section with lowered pantograph(s)

The train is approaching a section of the line to be passed with lowered pantograph(s).

Levels 1, 2

When the following symbol is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, the following marker board is encountered

Image omitted; see official source*

the driver shall lower the pantograph(s), taking into account their position.

When the following symbol is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, the following marker board is encountered

Image omitted; see official source*

the driver shall keep the pantograph(s) lowered.

When the following symbol is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, the following marker board is encountered

Image omitted; see official source*

the driver is authorised to raise the pantograph(s), taking into account their positions.

• *For the exact dimensions and layout of the marker boards, EN 16494/2015 needs to be used.

6.21.   Changing the electric power supply

The train is approaching a section of the line where the electric power supply must be changed.

Levels 1, 2

When one of the following symbols is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, one of the following marker boards is encountered:

Image omitted; see official source

the driver shall change the electric power supply accordingly.

When one of the following symbols is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, one of the following marker boards is encountered:

Image omitted; see official source

the driver shall ensure that the power supply has changed accordingly.

When the following symbol is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, the following marker board is encountered:

Image omitted; see official source

the driver is informed about approaching a line without any traction system.

When the following symbol is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, the following marker board is encountered:

Image omitted; see official source

the driver is informed about reaching a line without any traction system.

6.22.   Passing a section with main power switch switched off

The train is approaching a section of the line where the main power switch must be switched off.

Levels 1, 2

When the following symbol is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, the following marker board is encountered

Image omitted; see official source*

the driver shall switch off the main power switch, taking into account the position of the pantographs, or, if allowed by the Infrastructure Manager, keep the main power switch on and refrain from applying traction.

When the following symbol is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, the following marker board is encountered

Image omitted; see official source*

the driver shall keep the main power switch switched off or, if allowed by the Infrastructure Manager, continue to refrain from applying traction.

When the following symbol is displayed:

Image omitted; see official source

or, when running without an MA or if this functionality is not supported by the trackside, the following marker board is encountered

Image omitted; see official source*

the driver is authorised to switch on the main power switch, taking into account the position of the pantographs, and is allowed to apply traction again.

• *For the exact dimensions and layout of the marker boards, EN 16494:2015 needs to be used.

6.23.   Passing a non-stopping area

The train is approaching a non-stopping area.

Levels 1, 2

When the following symbol is displayed:

Image omitted; see official source

the driver is notified of an upcoming area in which he/she shall avoid stopping.

When the following symbol is displayed:

Image omitted; see official source

the driver shall avoid stopping.

6.24.   Passing a section with inhibition of magnetic shoe brake

The train is approaching a section of the line where the magnetic shoe brake shall not be used.

Levels 1, 2

When the following symbol is displayed:

Image omitted; see official source

the driver shall release the magnetic shoe brake, if applied, except in an emergency.

When the following symbol is displayed:

Image omitted; see official source

the driver shall not use the magnetic shoe brake except in an emergency.

6.25.   Passing a section with inhibition of eddy current brake

The train is approaching a section of the line where the eddy current brake shall not be used.

Levels 1, 2

When the following symbol is displayed:

Image omitted; see official source

the driver shall release the eddy current brake, if applied, except in an emergency.

When the following symbol is displayed:

Image omitted; see official source

the driver shall not use the eddy current brake except in an emergency.

6.26.   Passing a section with inhibition of regenerative brake

The train is approaching a section of the line where the regenerative brake shall not be used.

Levels 1, 2

When the following symbol is displayed:

Image omitted; see official source

the driver shall release the regenerative brake, if applied, except in an emergency.

When the following symbol is displayed: