Guide On Application of Ope Tsi 2019 en

Application Guide
GUI/TSI OPE/2019
Making the railway system

work better for society.
Guide for the application of the TSI OPE
In accordance with Article 19(3) of Regulation (EU) 2016/796 of the

European Parliament and of the Council of 11 May 2016
Drafted by Validated by Approved by

Karen Davies
Nordine Boussouf
Georgios Kouparousos
Name Bart Accou Pio Guido
Roberto Mele
Pedro Mestre
Idriss Pagand
Team
Position Project Officers Head of Unit
Leader
Date 12/06/2019 28/06/2019 28/06/2019
Signature
Document History
Version date Modification description
Guide version 1.00 Original guidance
26 Aug 2011
Guide version 2.00 Updated to reflect EU Regulation 2015/995
30 June 2015
Guide version 3.00 Updated to reflect EU Regulation 2019/773
16 June 2019
120 Rue Marc Lefrancq | BP 20392 | FR-59307 Valenciennes Cedex 1 / 85

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Any printed copy is uncontrolled. The version in force is available on Agency’s intranet/extranet.
EUROPEAN UNION AGENCY FOR RAILWAYS Application Guide
GUI/TSI OPE/2019
Table of contents
1. Scope of this guide .............................................................................................................................. 3
1.1. Content of the guide ........................................................................................................................... 3
1.2. Reference documents ......................................................................................................................... 3
1.3. Definitions and abbreviations ............................................................................................................. 4
2. Guidance on the application of the TSI OPE ....................................................................................... 7
2.1. Introduction ........................................................................................................................................ 7
2.2. Scope of the TSI OPE ........................................................................................................................... 8
3. Responsibilities in the field of operations and traffic management................................................... 9
3.1 Infrastructure Manager and Railway Undertaking ............................................................................. 9
3.2 National Safety Authority and European Union Agency for Railways ................................................ 9
4. OPE subsystem ..................................................................................................................................11
4.1. TSI OPE and connection to other relevant rules and regulation ......................................................11
4.2. TSI OPE Fundamental operational principles and the SMS ..............................................................13
4.3 Assessment of compliance with the OPE TSI and the development of the SMS ..............................15
4.4 Fundamental Operational Principles and Common Operational Rules ............................................16
4.5 National Rules ...................................................................................................................................17
Annex 1 – Operational guidance ......................................................................................................................19
1.1 Specifications relating to staff...........................................................................................................19
1.2 Specifications relating to on train operation – Fundamental Operational Principles
(FOP)..................................................................................................................................................32
Annex 2 - Safety related communications methodology (TSI OPE Appendix C) ..............................................63
2.2 Operational instructions ...................................................................................................................65
2.3 Guideline structure for messages .....................................................................................................67
Annex 3 - Elements for the vehicle and train compatibility over the route intended for operation
and the route book ...........................................................................................................................69
3.1 Vehicle and train Route compatibility checks ...................................................................................69
3.2 Route book ................................................................................................................................................74
Annex 4 - Braking Performance and maximum speed allowed ......................................................................76
4.1 Principles ...........................................................................................................................................76
4.2 Responsibilities of the IM and RU .....................................................................................................76
4.3. Procedures ........................................................................................................................................77
4.4. Establishing operational rules ...........................................................................................................78
Annex 5 – European Vehicle Number (Appendix H).........................................................................................82
Annex 6 – ERTMS operational principles and rules (Appendix A) ....................................................................83
6.1 General ..............................................................................................................................................83
6.2 ETCS ...................................................................................................................................................83
6.3 GSM-R ...............................................................................................................................................84
6.4 Harmonised ERTMS Marker Boards ..................................................................................................85

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1. Scope of this guide

1.1. Content of the guide
Guidance on the application of the technical specification for interoperability relating to the operation and
traffic management subsystem of the rail system in the European Union by railway undertakings and
infrastructure managers.
1.2. Reference documents

DOCUMENT REFERENCE OFFICIAL JOURNAL
[1] Regulation (EU) 2016/796 of the European Parliament and of the

Council of 11 May 2016 on the European Union Agency for Railways and
repealing Regulation (EC) No 881/2004 L 138, 26.5.2016, p. 1-43
[2] Directive (EU) 2016/797 of the European Parliament and of the Council L 138, 26.5.2016, p. 44-
of 11 May 2016 on the interoperability of the rail system within the 101
European Union
[3] Directive (EU) 2016/798 of the European Parliament and of the Council L 138, 26.5.2016, p. 102-
of 11 May 2016 on railway safety 149
[4] Directive 2012/34/EU of the European Parliament and of the Council of L 343, 14.12.2012, p. 32-
21 November 2012 establishing a single European railway area 77
[5] Directive 2007/59/EC of the European Parliament and of the Council on L 315
the certification of train drivers operating locomotives and trains on the
railway system in the Community 03.12.2007
p.51
[6] Regulation (EU) 2016/995 of the European Parliament and council of 8 L 165, 30.06.2015 p. 1-69
June 2015 on the technical specification for interoperability relating to
the operation and traffic management of the rail system in the
European Union
[7] Regulation (EC) 402/2013 on the adoption of a common safety method L 121
on risk evaluation and assessment as referred to in Article 6(3)(a) of
Directive 2004/49/EC of the European Parliament and of the Council 03.05.2013
p. 8-25
[8] Decision 2007/756/EC adopting a common specification of the national L305
vehicle register provided for under Articles 14(4) and (5) of Directives
96/48/EC and 2001/16/EC 23.11.2007
p.30-51
[9] Regulation (EU) 2018/762 on the common safety method on Safety L 129
Management System
25.05.2018
p.26-48

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DOCUMENT REFERENCE OFFICIAL JOURNAL
[10] Regulation (EU) 2012/1078 on the common safety method on L320

monitoring
17.11.2012
p.8-13
[11] Regulation (EU) 2016/919 on the technical specification for L 158,
interoperability relating to the ‘control-command and signalling’
subsystems of the rail system in the European Union 15.06.2016,
p. 1-79
[12] Regulation (EU) 2016/773 on the technical specification for L139
interoperability relating to the operation and traffic management
subsystem of the rail system within the European Union and repealing 27.05.19
Decision 2012/757/EU p. 5-88
1.3. Definitions and abbreviations
Table 1: Definitions
TERM DEFINITION/ SOURCE
Infrastructure See point (2) of Article 3 of Directive 2012/34/EU of the European Parliament
Manager and of the Council establishing a single European railway area
Railway Undertaking See point (1) of Article 3 of Directive 2012/34/EU and ...any other public or
private undertaking, the activity of which is to provide transport of goods and/or
passengers by rail on the basis that the undertaking is to ensure traction; this
also includes undertakings which provide traction only (Article 2 (45) of Directive
(EU) 2016/797)
Register of The Register of Infrastructure referred to in Article 49 of Directive (EU) 2016/797
Infrastructure (RINF) indicates the main features of fixed installations, covered by the subsystems:
infrastructure, energy and parts of control-command and signalling. It publishes
performance and technical characteristics mainly related to interfaces with
rolling stock and operation.
Acts issued by the According to Article 4(a) of Regulation (EU) 2016/796, the Agency is entitled to
Agency address recommendations to the Commission, concerning issues related to
safety, interoperability, transport of dangerous goods by rail, maintenance of
vehicles, staff qualification and public registers. Furthermore, Article 4(c) of the
same Regulation allows the Agency to issue also technical opinions at the request
of national regulatory body/bodies concerning safety and/or interoperability-
related matters. Technical opinions may also be produced at the request of the
Commission in relation to draft or existing national rules, when any alleged
deficiency is raised on an safety and/or interoperability-related act and any
project implying modifications in the Interoperability Union rail system and
involving EU funds.

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Table 2: Abbreviations
ABBREVIATION FULL TEXT
COR Common Operational Rule
CSM Common safety method
EC European Commission
EI European Instructions
EOA End of Authority (ERTMS)
ERA European Union Agency for Railways also called “the Agency”
ERTMS European Rail Traffic Management System
ETCS European Train Control System
EU European Union
EVN European Vehicle Number
FOP Fundamental Operational Principle
FS Full supervision (ERTMS mode)
GSM-R Global System for Mobile communications- Railway
IM Infrastructure Manager
INF Infrastructure
DMI Driver–Machine Interface
MS EU or EEA Member State
NIB National Investigation Body
NSA National Safety Authority
NR National Rules
OJ Official Journal of the European Union
OPE Operations
OS On-sight
PRM Persons with reduced mobility
RINF Register of Infrastructure
RS Rolling Stock
RSD Rail Safety Directive
RU Railway Undertaking
SMS Safety management system
SR Staff responsible
TSI Technical Specification for Interoperability

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ABBREVIATION FULL TEXT

WAG Wagon
WG Working Group
WP Working Party

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2. Guidance on the application of the TSI OPE
2.1. Introduction
2.1.1 The purpose of this document is to provide guidance on certain concepts and procedures referred to
in Directive (EU) 2016/797 on the interoperability of the rail system within the European Union and the
related technical specifications for interoperability (TSI) for Operation and Traffic Management (OPE)
subsystem. The Guide also provides links to the requirements for the Safety Management System (SMS)
contained in Directive (EU) 2016/798 on operational safety. Although the TSI OPE is about delivering
interoperability, operational safety is also a key element. The TSI OPE is different to structural TSIs in that it
is not verified under the conformity assessment process but is part of the SMS operational process of the
railway undertakings and infrastructure managers.
2.1.2 This application guide has been developed with the contribution of the Working Party specifically set
up for the revision of the TSI OPE.
This application guide gives an overview of the OPE-subsystem and indicates where to locate in the TSI the
principles of the application of the TSI OPE. It gives additional information and explanation on specific
requirements contained within the TSI OPE and explains how these requirements are linked to the Common
Safety Method for Safety Management System Requirements, which Railway Undertakings and
Infrastructure Managers must comply with. This Guide and CSM on SMS requirements set requirements on
procedures for operations, which are consistent with the requirements in the TSI OPE. To provide further
clarification, TSI OPE contains fundamental operational principles (FOPs), which set high-level requirements
for ensuring safe operation. These principles should be used as a basis for reviewing and developing
operational requirements in the SMS.
2.1.3 This guide is presented so that the reader can understand how the TSI OPE links to the operational
elements to be covered in the SMS. Importantly, it provides guidance on how to develop those elements into
operational procedures and rules, to ensure the safe operation of the train from start to finish of the journey.
The first part of the document provides the background to the TSI OPE and the development of Fundamental
Operational Principles and how they link to the SMS criteria. This will be important when developing the
operational element of the SMS and the move away from national rules mandated at Member State level to
risk based company rules. The second part is the Annexes that deal with practical guidance on the TSI OPE.
In particular, Annex 1 sets out the FOPs and the relevant guidance in relation to certain parts of the TSI OPE
and the related SMS criteria, enabling the RU and IM to develop their approach on this basis.
2.1.4 All applicable legislation must be taken into account by operators. This document is a guide and is
therefore not legally binding. However, it clarifies certain concepts and procedures as stated above and will
therefore support the common understanding and application of the TSI OPE.
This application guide covers both EU Regulations 2015/995 and 2019/773 because much of the
guidance is applicable to both, particularly in relation to the SMS and operations.
However, readers should look at the key transitional dates in EU Regulation 2019/773 to determine
when parts of it apply.

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2.2. Scope of the TSI OPE
2.2.1 The scope of the Interoperability Directive [1] covers the entire rail system of the European Union.
This TSI covers the whole of the European rail network within the scope of the Interoperability Directive
(Article 1 (3) sets out the scope). However, Member States are permitted to exclude those parts of the rail
network from the scope of TSI OPE where the Interoperability Directive itself does not apply. The parameters
in which this is possible are set out in Article 1(4) of the Interoperability Directive. Those operators which
use both the network included by the Directive and those that are excluded, are encouraged to use the TSI
OPE in order to facilitate consistency and to avoid different systems within companies operating on lines
within and those out of the scope of TSI OPE. It is also necessary to note that the same logic applies to an
RUs or IMs Safety Management System which itself is the means of compliance with the TSI OPE.
2.2.2 Requirements in the TSI OPE that refer to structural subsystems (section 2.2.3) and are listed in the
interfaces (section 4.3) are assessed under the relevant structural TSIs. Those requirements only apply to
technical subsystems that are new or have been upgraded or renewed according to Article 7 of
Interoperability Directive.
2.2.3 None of the provisions of the TSI OPE can be used as a justification for a national rule (except for the
cases listed under Appendix I).

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3. Responsibilities in the field of operations and traffic management
3.1 Infrastructure Manager and Railway Undertaking
3.1.1 According to Article 4.1 (d) of the Safety Directive, “the responsibility for the safe operation of the
railway system and the control of risks associated with it is laid upon the IMs and RUs”, each for its part of
the system and not upon the National Safety Authorities. IMs and RUs are required to identify the risks,
implement necessary risk control measures, apply Union rules (such as TSI OPE), national rules and standards
and establish safety management systems. CSM on SMS requirements sets out the main requirements in
relation to how the RU and IM should develop their SMS, including operational requirements. Regulation
(EU) 2018/763 sets out the practical arrangements for obtaining a single safety certificate.
3.1.2 To develop their SMS, the IM and RU should take an overview of the rail system and identify the
interfaces between IM and RU as well as between different functions, job profiles and people within their
organisations. All processes and procedures should be organised and defined, taking care of these interfaces
between different functions, be it within their company or in connection with partners (driver – on-board
staff, driver – signaller). The development and implementation of these tasks results (under the application
of the SMS) in the operational rules and procedures. In particular, for some TSI OPE Common Operational
Rules (CORs) and requirements that are related to the operation of his infrastructure, the IM may need to
develop further instructions that have to be applied by all RUs. This is in line with the description of TSI OPE
CORs in figure 2 on page 12 and the figure on requirements for the driver rule book page 20.
3.1.3 However, it should be understood that, although several interfaces exist and need to be covered by
a common approach, the IM and RU are separate organisations in the EU railway safety framework, each one
responsible for its own field of business. The SMS provides a tool for the RU and IM to adapt the SMS
requirements to their individual operational needs.
3.2 National Safety Authority and European Union Agency for Railways
3.2.1 According to Article 10 (5) to Article 10 (7) of Safety Directive, one of the tasks of ERA is to issue single
safety certificates to railway undertakings having an area of operation in one or more Member States.
According to Article 10 (8), the NSA shall issue a single safety certificate, where the area of operation is limited
to one Member State and when the applicant requests it. Article 12, states that the IM shall obtain a safety
authorisation from the NSA in the Member State where the rail infrastructure is located. Article 11 of the
Safety Directive requires co-operation between the NSAs and ERA. This means for the TSI OPE that the safety
certification body (ERA or NSAs) should assess if the TSI OPE is taken into account in the IM’s and RU’s SMS.
Furthermore, it means if the TSI OPE requires a certain procedure to be put in place, the IM or RU are free to
choose the most appropriate way for its own organisation using the requirements for risk assessment in the
SMS.
3.2.2 The assessment requirement of the SMS is followed by the NSAs supervising that the IM or RU-
internal rules, processes and procedures are applied as described in the SMS alongside the appropriate safety
culture to deliver the required safety outcomes. This is set out in 2015 TSI OPE (Regulations (EU) 2015/995)

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and in 2019 TSI OPE (Regulations (EU) 2019/773) paragraph 6.2.1. For more information on SMS-assessment,
please see CSM on SMS requirements.

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4. OPE subsystem
4.1. TSI OPE and connection to other relevant rules and regulation
4.1.1 The TSI OPE does not provide a complete description of Railway Operations. It should therefore not
be read or applied in isolation. It should be used in connection with all other relevant legislative documents
setting out requirements on the business of operating railways. For example, although TSI OPE stipulates
operational requirements, it does not cover all the elements necessary to ensure the complete safe operation
of the railways, which is a requirement of the safety management system as set out in Articles 4 and 9 of the
Safety Directive. The TSI OPE sets out the high-level requirements that should be used to develop safe
operational procedures as part of the SMS. Where NRs are permitted, they can also be used to provide more
detailed information on the operational requirements. In such circumstances, the NR and how it is applied
should be referenced in the SMS.
4.1.2 The relevant legislative documents include:

• Safety Directive (EU) 2016/798;
• Interoperability Directive (EU) 2016/797;
• Single European Railway Area Directive 2012/34/EC;
• Train Drivers Directive 2007/59/EC;
• Other Technical Specifications for Interoperability (TSIs);
• Regulation (EU) 2012/1078 on a Common Safety Method for Monitoring;
• Regulation (EU) 2018/762 on a Common Safety Method for Safety Management Systems
Requirements; and
• Regulation (EU) 402/2013 on a Common Safety Method for risk evaluation and assessment.
4.1.3 The purpose of the TSI OPE is to provide a link to all the operational preparations required which will
ensure the continued safe operation of passenger and freight trains from start to finish, in line with the RU
and IMs responsibilities under their SMS.
4.1.4 The operation of the railway comprises several parts:

A general part:
1) An organisation/company should be established.
The organisation shall develop a management system that includes a Safety Management System.
The SMS covers several elements related to the TSI OPE including a risk assessment process and a
competence management system.
2) Suitable resources, including human capital, should be organised (purchased, leased).
3) Following the systematic approach described in the SMS, all risks should be controlled. In order to
do this, the relevant rules and procedures for each level of operation should be identified and
developed; specific and detailed rules and procedures should be put in place. This includes also the
interfaces to (sub-) contractors. For more details, see the Safety Directive [2].
4) For all the steps listed, the relevant approvals (licence, Safety Certificate, authorisations for placing
in service of the different structural subsystems and placing on the market of the vehicles) should be

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obtained from the national safety authorities of the Member States or the European Union Agency
for Railways.
A part specific for each train:

1) Train path allocation:
The request for a path as well as the allocation has to be done under the rules applying the “Directive
establishing a single European railway area” 2012/34/EC and under respect of (EU) 454/2011 (TSI
TAP) and (EU) 1305/2014 (TSI TAF).
2) Train operation
Train operation can start when the train path was confirmed by the RU towards the IM according to
(EU) 454/2011 and (EU) 1305/2014. The train operation includes the preparation of the train and the
train running. The operation of the train is in the scope of the TSI OPE. The TSI OPE defines the
interfaces between IM and RU to ensure that both operate the train on a common understanding of
their different responsibilities.
4.1.5 All necessary preparations should be done before the train can start to run. Some of these are linked
to last minute train preparation before departure (like checks and tests before departure, see TSI OPE point
4.2.3.3.1). Other elements require more time and organisation. For example, the IMs and RUs have to ensure
that all the staff operating trains (train driver and other train crew members for the RU; signaller, and all
other relevant staff of the IM even if not mentioned in the TSI OPE like dispatchers, level crossing operators)
know what to do, how to do it and when to do it. This includes the steps already mentioned, setting up the
rules and ensuring that the staff are competent for the tasks.
4.1.6 However, TSI OPE does not cover all interfaces between IM and RU. TSI OPE focuses on the interfaces
relevant for interoperability as defined in the Interoperability Directive (the safe and uninterrupted
movement of trains) and defines the responsibilities at the interfaces. Some interfaces between IM and RU
are not considered relevant for interoperability (for example shunting) and therefore are not covered by the
TSI OPE; nevertheless, these interfaces might be relevant for safety.
4.1.7 Although some interfaces are not covered by the TSI OPE, it is a requirement under the CSM on Safety
Management System Requirements that IMs and RUs should identify the interfaces and the risks associated
with them. If need be, the IM and RU should set up procedures for the exchange of information (or perhaps
even materials) in order to fulfil their obligations. For more details on the SMS requirements and guidance,
see https://www.era.europa.eu/sites/default/files/activities/docs/guide_sms_requirements_en.pdf
4.1.8 Besides the scope of TSI OPE, it is recommended that IMs and RUs when taking forward other
functions (i.e. IM operating maintenance trains) apply the requirements set out in the TSI OPE to ensure
internal consistent application of these parts of the processes.
4.1.9 In addition to the railway-specific requirements stipulated in the documents mentioned above, the
Council Directive 2008/114/EC on the identification and designation of European critical infrastructures and
the assessment of the need to improve their protection should be taken into account by Member States and
subsequently by the IMs.

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4.2. TSI OPE Fundamental operational principles and the SMS
4.2.1 A key part of the application guide is the explanation of the Fundamental Operational Principles and
how they relate to the Safety Management System of the RU and IM. The Fundamental Operational Principles
are a set of principles that describe the main high-level requirements for train operation and in particular the
interfaces between the RU and IM and what is needed in order to deliver and maintain safe operation. The
FOPs sets out ‘what’ operational elements of the SMS need to be developed but not the ‘how’ which should
be based on the individual requirements for the RU and IM taking into account their risk assessment based
on their operational needs. See figures 1 and 2.
Figure 1
In relation to the TSI OPE, there are very clear links between the operational processes in the SMS. In fact the
development of the SMS operational processes should build on the requirements in the TSI OPE and be
informed by the National Rules (where relevant). The starting point is the Fundamental operational principles
that set out the framework for which needs to be considered under the SMS requirements (EU Regulation
2018/762) and Annex 1 of this Application Guide sets out more information. The output from this is usually
specific risk based company processes and/or rules.

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Figure 2
This table explains the process levels in both the TSI OPE and SMS that support operational procedures.
The TSI OPE process levels

1 - Vision The overarching principle is clearly set out in the Safety Directive where it is stated in
Article 4 (1) that “railway safety is generally maintained and, where reasonably
practicable, continuously improved”. In addition, the Railway Safety Culture Model also
provides a source of reference for ensuring that the vision of both RUs and IMs should be
to provide a safe railway. This should also feature in the development of SMS operational
procedures (see below).
(see https://www.era.europa.eu/activities/safety-culture_en)
These should be the basis for developing safe railway operations.
2 - FOP The fundamental operational principles in Appendix B give the overarching principles for
a safe railway system. These need to be considered when developing procedures for the
operational planning control part of the SMS. These are mandatory they are the initial
starting point for operational rules/manuals etc. inside the SMS.
3 – SMS The operational procedures relate to the development of further information on the
operational Fundamental Operational Principles, the specific requirements in the TSI OPE (main body)
procedures and how they link to the criteria for the SMS. This should set out what is needed for safe
operation and puts into context the findings from the risk assessment and what needs to
be done to ensure that all the risks are managed. These should also take into account the
Railway Safety Culture Model.
4 – TSI OPE Appendix B also sets out common operational rules. These are more detailed harmonised
COR rules referring to specific situations and what needs to be done. These may require
further instructions that can be set out in IM/RU company rules.
5 - NRs Where NRs are permitted in Appendix I, they can also be used to provide more detailed
operational information. In such circumstances, the NR and how it is applied should be
referenced in the SMS.
6 – IM/RU IM and RUs will need to develop their own specific company rules within their SMS in
order to scope in detail with the specific needs of those companies. These will often set
Company
out in more specific detail how the operational processes or CORs will be delivered by
rules
key staff.

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4.3 Assessment of compliance with the OPE TSI and the development of the SMS
4.3.1 The subsystem operation and traffic management is a functional subsystem. The assessment
principles are laid down in chapter 6.2 of TSI OPE. The TSI OPE defines requirements on processes and
procedures to be established by IMs respectively RUs under their SMS.
4.3.2 There are interfaces with structural TSIs and the technical requirements and this is set out in Chapter
4.3 of the TSI OPE. This means that these technical requirements are not to be assessed against the TSI OPE.
They are to be assessed by the Notified Bodies during the process for the authorisation for placing into service
of structural subsystems as described in the relevant structural TSIs. Vehicles which are on the market but
do not fulfil the requirements in 4.2.2.1.2 can continue to be used if the risk is managed through the SMS.
When such vehicles are replaced or upgraded, the application of the Interoperability Directive (EU) 2016/797
needs to be considered.
4.3.3 Compliance with the TSI OPE cannot be assessed in the same way as that of a structural subsystem.
The EC verification procedure is not applicable. The procedures and processes required by the TSI OPE should
become part of operational processes, procedures and rules [whether permitted National Rules (see
information under each Fundamental Operational Principle) or company rules]. They also become a part of
the IM’s / RU’s SMS. Compliance with the TSI OPE should be demonstrated when the safety certification body
(NSA or ERA for the single safety certificate) assesses the SMS before granting the safety authorisation/single
safety certificate and when the NSA performs supervision and inspections. The safety certification body
should also check that the operational rules used by the RU/IM do not contradict the requirements in the TSI
OPE. In addition, Regulation (EU) 1078/2012 requires that RUs and IMs set out processes and procedures to
effectively monitor the effectiveness of the SMS and the delivery of it through their operational activities (i.e.
for the RU the operation of the train and for the IM the control of the infrastructure).
4.3.4 The SMS requirements specifically address the elements necessary for Operational planning and
control (requirement 5.1) for both the RU and IM. The requirement is as follows:
[Regulation (EU) 2018/762 Annex 1 5.1.1]. When planning, developing, implementing and
reviewing its operational processes, the organisation shall ensure that during operation:
- risk acceptance criteria and safety measures are applied (see 3.1.1. Risk assessment);
- plan(s) to achieve the safety objectives are delivered (see 3.2. Safety objectives and planning);
- information is collected to measure the correct application and effectiveness of the operational
arrangements (see 6.1. Monitoring).
[Regulation EU) 2018/762 Annex 1 5.1.2]. The organisation shall ensure that its operational
arrangements conform to the safety-related requirements of applicable Technical Specifications for
Interoperability and relevant national rules and any other relevant requirements (see 1.1.
Organisation, context and scope of the safety management system).
4.3.5 This means that the TSI OPE requirements for staff, trains and their operation should be used as a
key input into the development and assessment of the SMS. The FOPs and the common operating rules

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(CORs) are a key element of delivering the requirements for operational planning and control. Assessment of
compliance by the safety certification body will need to consider how the FOPs and CORs are a specific input
into the development of the operational part of the RUs and IMs SMS particularly in the identification of
processes and company rules and how National Rules (where applicable) are taken into account in the SMS.
The assessment will need to cover the requirements for operational competence (Staff requirements) in TSI
OPE. These should be reviewed against the requirements in the SMS of the RU and IM under the Operational
planning and control (Regulation EU) 2018/762 Annex 1 5.1.4, 5.1.5 and 5.1.6 of the CSM of SMS). The
assessment will also need to cover the specifications relating to train operation (FOPS 1 to 6) and the SMS
requirements for operational arrangements and control of risks (Regulation EU) 2018/762 Annex 1 5.1.2
and 5.1.3). This is set out in further detail in Annex 1 of this Guide.
4.4 Fundamental Operational Principles and Common Operational Rules
4.4.1 Appendix B of the TSI OPE sets out the Fundamental Operational Principles (FOP) and Common
Operational Rules (COR) which should be used following the scope of TSI OPE and in the prescribed situations.
They are valid for both ETCS and class B systems. This means that these FOP and COR are applicable regardless
of the CCS system used.
4.4.2. There are six FOPs in TSI OPE:

Fundamental Operational Principle N°1:
“The method of authorising a train movement must maintain a safe interval between trains”.

“A train must only operate over a portion of line if the train composition is compatible with the
infrastructure”.

“Before a train begins or continues its journey, it must be ensured that passengers, staff and goods are
carried safely”.

“Before a train is allowed to start or continue its movement, it must have an authority to move and all
necessary information to define the conditions of that authority”.

“A train must be prevented from proceeding onto a portion of line if it is known or suspected that it would
not be safe for the train to pass until measures have been taken to allow the train to continue safely”.

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“A train must not continue to operate after it has been found to be unsafe in any respect, until measures
have been taken to allow the train to continue safely”.
4.4.3 Because the FOPs are high level and set the target of what should be achieved in order to ensure safe
operation, there can be no derogation from them. It is up to the RU and IM to decide how this principle
should be achieved using their procedures in their respective SMS’s (based on the results from risk
assessment for the operation, National Rules (where permitted)), the COR and company rules.
4.4.4 In relation to a specific requirement in the TSI OPE including a COR, a RU/IM can deviate from the
requirements using the CSM on risk evaluation and assessment. They will need to analyse the hazards and
quantify the risks and make a decision based on the results. If a result of the analysis determines that the
requirement cannot be applied because it could result in a serious safety risk to the operation, the RU/IM
needs to demonstrate this analysis and the alternative approach using the CSM on risk evaluation and
assessment. The NSA may also need to be contacted particularly if it is a substantial change to the safety
certificate/authorisation. If the CSM on risk evaluation and assessment is applied, this decision to use a
different rule should be verified (see CSM on risk evaluation and assessment Regulation (EU) 402/2013) and
consideration given as to whether there is a need to review the TSI or add new/updated CORs. In such cases
the Agency should be contacted for further information.
4.4.5 For all the rules developed, the Agency, in order to have the same basis to carry on the works,
assumes that:
• All members of railway staff apply the rules correctly.
• All other technical equipment works correctly.
• The train radio is installed.
• The Signalling system is the national one.
4.4.6 Any detailed instructions given by the signaller to the driver on how to deal specifically with the event
will be complimentary to the COR and part of the work instructions in the SMS.
4.5 National Rules
4.5.1 National Rules (NRs) under the RSD are permitted according to those listed in TSI OPE Appendix I (see
implementation dates in EU Regulation 2019/773). During the transitional period of EU Regulation 2019/773,
Member States should plan how Appendix I will be implemented including the cleaning up and removal of
those national rules no longer permitted. The Agency can be contacted for further advice.
4.5.2 If a topic is not included as a National Rule it should be reviewed by the RU to see if it is still relevant
and useful in their train operation, taking into account results from their risk assessment. If the topic is
considered relevant, then a company process or rule should be established. Relevant information and key
requirements from NRs should be used as a basis to check that the SMS sufficiently covers those aspects.
4.5.3 In relation to who can issue NRs – the following is taken from the National Rules Task Force Report
in 2012:

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"Only Member States have competence to establish NSR" and "Only binding safety rules established
at Member State level are NSR"; "In all cases the Member States shall ensure that the NSA and
third parties which issue certain NSR are given the task to issue such NSR by law (i.e. the task to
issue NSR is officially given by law); otherwise their rules cannot be considered as NSR.
From the legal point of view, NSRs are ‘binding’ when two conditions are fulfilled:
– The issuing body was delegated with necessary legislative powers to establish the
particular rule.
– In case of indirect rules a Member State may: either authorize a third party (e.g. an
IM or RU) to issue safety rules within the specified scope , or recognise established
rules of third parties as NSR (e.g. standards, UIC leaflets or OSJD rules) by providing
references to such rules in national legislation".
4.5.4 The NSAs are responsible, through the certification process and subsequent supervision, to check
that RUs SMS procedures cover all the necessary aspects particularly in providing further detail to the TSI
OPE and the related company rules.
4.5.5 TSI OPE introduces the task for the Agency to develop European Acceptable means of compliance
(AMOCs) to replace certain topics that have been national rules in the past. This will mean that RUs can
deviate from an AMOC if they prove that what they do is as good as or better than the requirements in the
AMOC.
4.5.6 The Agency will be developing a series of European AMOCs based on best practice from the railway
sector. More information will be available on the Agency website in due course.

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Annex 1 – Operational guidance
Please note that the information given in Annex 1 on operational guidance is not an exhaustive list
and is subject to the RUs and IMs operational context and risk assessment in their SMS.
It is given as an indication only.
To help with compliance, references are also included pointing out to the relevant paragraphs in the TSI OPE.
1.1 Specifications relating to staff

1.1.1 This guidance relates to the obligation that staff are selected and trained so that they are competent in their job and fit to carry out any safety
critical tasks. They should also have all the necessary information to allow them to carry out their tasks in a safe way. The TSI OPE sets high level
specifications in relation to staff performing safety critical tasks involving a direct interface between the RU and IM. However, it does not describe in
detail the working conditions and professional requirements of all staff performing safety critical tasks. These should be taken into account by the IMs
and RUs in their SMS, specifically the requirements for a competence management system. The Regulation (EU) 2018/762 Annex 1 criteria (5.1.4, 5.1.5
and 5.1.6) specifically requires to consider aspects that are part of the requirements in the TSI OPE and should therefore be considered as an input to
the development and assessment of the SMS.
1.1.2 There should be an operational process that covers how the SMS deals with the specifications relating to staff. This should be based on
information from the risk assessment and set out how the competence, documentation and working conditions of identified safety critical staff will
ensure the safe operation of the train. It should also link to the generic criteria in CSM criteria 4.2 on competence.

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TSI OPE reference and associated guidance

Regulation (EU) 2018/762 Annex 1
1.1.3 CSM 5.1.4 TSI OPE - 4.2.1.– Specifications relating to staff
To control the allocation of responsibilities In relation to the use of two drivers in the cab, under Appendix I there will be no allowances for
where relevant for the safety of operational this type of rule at national level:
activities, the organisation shall identify
o If companies decide to require it that is their choice:
responsibilities for coordinating and managing
the safe running of trains and movements of ▪ But if an RU operating in a MS which regularly uses one driver using the
vehicles and define how relevant tasks risk assessment and controls in their SMS, they should not be required
affecting the safe delivery of all services are to have two drivers
allocated to competent staff within the o An additional trainee driver (assistant or apprentice) can continue to be allowed
organisation (see 2.3. Organisational roles, but not as a NR – this should be part of the procedures in the SMS.
responsibilities and authorities) and to other
external qualified parties when appropriate TSI OPE 4.7 – Health and safety conditions is linked specifically to the CSM requirement 4.2.1 on
(see 5.3. Contractors, partners and suppliers). competence and medical fitness.
It should also cover:
• Responsibility for the staff:
o When assessing the risk, the organisation should take into account the need to
determine, provide and sustain a safe working environment which conforms to
applicable legislation in particular Council Directive 89/391/EC;
o Medical and psychological requirements.
• Specifications relating to staff (Appendices F and G of TSI OPE) – the SMS should
consider the roles and responsibilities of staff and their competence is assured.
• Health and safety conditions - Hearing requirements:
o The following values concerning the hearing requirements are given as guidelines
in relation to the requirement in 4.7.3.3:
▪ The hearing deficiency should not be higher than 40 dB at 500 and 1000
Hz;
▪ The hearing deficiency should not be higher than 45 dB at 2000 Hz for
the ear with the worst air conduction of sound.

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1.1.4 CSM 5.1.5 TSI OPE - 4.2.1.2 – Documentation for drivers

To control information and communication The specific elements to cover include:
where relevant for the safety of operational
• Documentation for drivers (rule book and route book (4.2.1.2)
activities (see 4.4. Information and
• Documentation for RU staff other than drivers (4.2.1.3)
communication), relevant staff (e.g. train
• Documentation for IM staff authoring train movements (4.2.1.4)
crews) shall be advised of the details of any
specified conditions of travel, including • Safety related communications (4.2.1.5)
relevant changes which may result in a hazard, • Appendix C – safety related communications methodology
temporary or permanent operational o European and National instructions
restrictions (e.g. due to specific type of vehicles
or to specific routes) and conditions for One of the key members of staff who need specific information on train operation is the driver.
exceptional transport/consignment, where They need a set of different documents; each of them with its own purpose and scope.
these are required.
The Rule book includes all necessary operational rules and procedures that the driver has to know
and to apply.
To ensure that the driver can apply the rules correctly, the driver should also be informed about
the route characteristics. The route characteristics are set out in the Route book.
When a RU operates on a different infrastructure where new or other rules apply, they will need
to consider applying the CSM on risk evaluation and assessment (Regulation (EC) 402/2013) to
the operational changes. This will include any changes required to the rule book and route book
and the potential effect it will have on the driver undertaking the different operation. The results
of the risk assessment will then need to be applied, including considering how the format of the
rule book and route book will need to be adapted and/or changed to ensure that the driver can
operate safely on the new route.
In addition to the documents mentioned above, the driver should be equipped with the book of
forms, including templates for all European instructions, national instructions and other
documents needed to fill in during the train journey. How this ‘book of forms’ is devised depends
on the methods and modes of communication used i.e. electronic, verbal or written.
1.1.5 CSM 5.1.5 TSI OPE - 4.2.1.2.1 – Driver’s Rule Book

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To control information and communication Requirements for the rule book

The rule book needs to cover the following aspects:
communication), relevant staff (e.g. train a) It needs to take into account that a “standard” language for operations has not been
crews) shall be advised of the details of any developed, so the driver must have language competence in the operating language used
specified conditions of travel, including on all the lines the driver runs on.
relevant changes which may result in a hazard, b) Ensuring the language competence should be part of the RU’s competence management
temporary or permanent operational system. It should take into account the RU’s internal assessment about driver’s language
restrictions (e.g. due to specific type of vehicles competency and the internal competence management system, i.e. training the driver in
or to specific routes) and conditions for the foreign language instead of translating the operational rules or training the drivers in
exceptional transport/consignment, where the driver’s mother tongue and provide translation tables, explanations or bilingual
these are required. documents. These are also elements related to Directive (EU) 2007/59.
c) The content of the Rule book is not limited to topics mentioned in the TSI. The RU should
assess all operational procedures and processes needed to prepare and operate the train.
IM sets out operational rules for the RU sets out operational rules for the
operation on his infrastructure. operation of his Rolling Stock.
Following aspects shall at least be covered: Following aspects shall at least be covered:
− Staff Safety and Security − Staff Safety and Security
− Signalling and Control Command − Train Operation including degraded
− Train Operation including degraded mode
mode − Traction and Rolling Stock
− Incidents and accidents − Incidents and accidents
RU compiles the relevant rules for the driver in the Rule book
- With indication of the scope of the rules (relevant
network)
- appendix 1 : Manual of communication procedures;
- appendix 2 : Book of Forms

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1.1.6 CSM 5.1.5 The requirement that the rules are presented in a clear format is mandated to ensure that drivers
are presented with the different rules for the various networks in a consistent manner. This is
To control information and communication
particularly important, as the driver should be able to easily find the rules relating to the similar
situations the driver may encounter on the different infrastructures on which the driver is
running.
crews) shall be advised of the details of any As a general principle, RUs and IMs should ensure that key operational information (including the
specified conditions of travel, including drivers rule book) is:
relevant changes which may result in a hazard,
• complete,
temporary or permanent operational
• appropriately updated,
• controlled,
or to specific routes) and conditions for
exceptional transport/consignment, where • consistent and easy to understand (incl. the language used),
these are required. • staff are aware of its existence before it needs to be applied,
• easily accessible to staff and where required copies are formally given to them.
A method to format and generate controlled document is to provide appropriate fields at least
for:
• unique identification number,
• date,
• responsible person for preparation,
• responsible person for authorising the release (of the original document and of the
following revisions),
• list of revisions.
1.1.7 CSM 5.1.5 TSI OPE 4.2.1.2.2 - Requirements for the route book
To control information and communication The route book needs to take into account the following aspects:
TSI OPE 4.2.1.2.2.1 - Preparation of the Route book
communication), relevant staff (e.g. train a) The following aspects need to be covered:
crews) shall be advised of the details of any • information on the means of communications to be used: track to train radio, signal post
specified conditions of travel, including phones, ... a hierarchy of the contact media is required, especially for the case of
relevant changes which may result in a hazard, degraded situations.

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temporary or permanent operational These are necessary to enable the driver to contact the signaller in the way
restrictions (e.g. due to specific type of vehicles required/intended by the IM for normal operation as well as degraded mode.
•When establishing this information, the signaller always has the lead responsibility in the
exceptional transport/consignment, where
conversation. The signaller should ensure that, depending on the driver’s information
these are required.
about train identity (running number) and position, the driver is connected to the
relevant signaller. This might involve referring the call to another signaller.
b) It needs to take into that a “standard” language for operations has not been mandated, so
the driver should have the competency for all operating languages used on the lines that they
run on.
c) Ensuring the language competency should be part of the RU’s SMS and competence
management system. – see also the explanations on the Rule book.
The railway undertaking is responsible for the complete and correct compilation of the Route
book, for example, arranging for any necessary translation and/or providing explanatory notes.
A list of elements that the IM has to deliver to the RU for the compilation of the Route book is
listed in Appendix D2 of TSI OPE. However, the RU is not required to put ALL information provided
by the IM as part of Appendix D2; only that information that is RELEVANT for the driving-task (TSI
OPE 4.2.1.2.2) e.g. a RU operating with diesel locomotives only does not have to include
information about catenary in the route book
TSI OPE 4.2.1.2.2.2 – Modifications to information contained within the Route Book
When the IM becomes aware of necessary modifications to the information in the Route book, it
has to decide if:
1. these modifications should be introduced in due time in the Route book; or
2. it is only a temporary amendment for the RU; or
3. the IM has to inform the driver in real time.
The IM should inform the RU of any modifications as soon as practicable and the way would
depend on the agreed timescale for such modifications between IM and RU.

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As the route characteristics may change due to planned works, the driver has to be informed by
his RU – based on the information delivered by the IM responsible for the line. This could be
considered in fact as an update of the Route book. The requirements are set out in the TSI-section
“Modifications to Information contained within the Route book”.
TSI OPE 4.2.1.2.2.3 - Informing the driver in real time
If a change occurs in the route characteristics (i.e. due to works or to technical failures or
incidents) and the information process for the modifications to the Route book cannot be used,
the IM (signaller) has to inform the driver directly. The requirements are set out in the TSI as
“informing the driver in real time”. Such information should be understood as “on time update of
the Route book information”. It does not replace the operational procedures (e.g. in degraded
mode) such as those in the European instructions or national instructions.
1.1.8 CSM 5.1.5 TSI OPE 4.2.1.2.3 - Timetables

To control information and communication 5.1.23 The minimum requirements on timetable information for the drivers are set out in this
where relevant for the safety of operational clause.
It is important to highlight that the timetable may be combined with other information. One
example is the indication of orders and permissions that are used instead of signals on a line
without CCS-system as defined in TSI CCS (neither ETCS nor national Class-B-systems). The
specified conditions of travel, including
document:
temporary or permanent operational o
is then to be understood as a combination of timetable, route book information
restrictions (e.g. due to specific type of vehicles and operational orders.
or to specific routes) and conditions for o Should be established in such a way that it meets the requirements of the
exceptional transport/consignment, where different types of documents. It is for example advisable to take the standard
these are required. timetable format as a basis and to combine it with the operational orders and
permissions in a specific column so that it is always in the same place on the
documentation.
1.1.9 CSM 5.1.5 TSI OPE Appendix C – Book of forms
To control information and communication In the context of the requirements of a given situation and the methods of communication
where relevant for the safety of operational chosen, the IM should decide whether the use of a form is appropriate. Book of forms relate
activities (see 4.4. Information and primarily to the written form and if this is used:

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communication), relevant staff (e.g. train o Copies of each form should be included in the Book of Forms and it is suggested
crews) shall be advised of the details of any that dividers should be used to separate the sections. The RU may include
specified conditions of travel, including explanatory text relevant to each form and the situations covered in the drivers’
relevant changes which may result in a hazard, Book of Forms.
temporary or permanent operational o The RU may add translations of the forms and associated information contained
restrictions (e.g. due to specific type of vehicles in the Book of Forms, if the RU thinks that would help the drivers both during
or to specific routes) and conditions for training and in real-time situations. This depends on the RUs internal driver
exceptional transport/consignment, where competence management system. The RU might decide to train the driver in the
these are required. foreign language instead of translating all the necessary operational rules.
Alternatively, the RU might decide to train the driver in his/her mother tongue
and provide translation, explanations or bilingual documents.
If the RU uses electronic media then they should decide the best medium to store this information
so that it is available, easily accessible and useable for the driver.
1.1.10 CSM 5.1.5 The following TSI OPE chapters are also covered by this criteria and should be taken into account
when developing the relevant SMS procedures
To control information and communication
where relevant for the safety of operational TSI OPE 4.2.1.2.4 – Rolling stock
TSI OPE 4.2.1.3 – Documentation for railway undertaking staff other than drivers
crews) shall be advised of the details of any TSI OPE 4.2.1.4 – Documentation for infrastructure managers staff authorising train movement
these are required.

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1.1.11 CSM 5.1.5 TSI OPE 4.2.1.5 - Safety-related communications between train crew
To control information and communication The requirements in TSI OPE Appendix C and European Instructions should also be considered
where relevant for the safety of operational as part of this criteria.
these are required.
1.1.12 CSM 5.1.6. TSI OPE 4.2.1.1 - General requirements and Appendices F Minimum elements relevant
To control competence where relevant to professional qualification for the tasks associated with accompanying trains and G
for the safety of operational activities Minimum elements relevant to professional qualification of the task of preparing trains
(see 4.2. Competence), the organisation
shall ensure, in accordance with The specific elements to cover include:
applicable legislation (see 1. Context of
a) Professional competences for drivers (see Directive 2007/59/EC):
the organisation), for staff undertaking
o Language competence (see Directive 2007/59/EC which sets out language levels);
safety-related tasks:
o Rules knowledge;
(a) compliance with their training and
o Route / Infrastructure knowledge.
work instructions, and corrective actions
b) Appendix F – minimum elements relevant to professional qualification for tasks
are taken where required;
associated with accompanying trains
(b) specific training in case of anticipated
o Knowledge on passenger safety (point 2.5 of Appendix F)
changes affecting the running of
In 2.5 (b) of Appendix F, the verb identify is used. In this context, it means the
operations or their task assignment;
capability to describe the identification and memorisation of context, to perform
(c) adoption of adequate measures
tasks and to solve problems in a defined frame.
following accidents and incidents.
o In 2.5 (c) of Appendix F, it is required that the training on passenger safety covers
some behavioural (technical and non-technical) skills. Some elements that should be
taken into account for the training of each single behavioural skill are described
below.

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o Situational awareness should take into account the following:

▪ Attention to details;
▪ Overall awareness;
▪ Maintain concentration;
▪ Retain information;
▪ Anticipation of risk.
o Conscientiousness should take into account the following:
• Systematic and thorough approach;
• Checking.
o Communication should take into account the following:
▪ Listening (to people not stimuli);
▪ Clarity;
▪ Assertiveness;
▪ Sharing information.
o Decision-making and action should take into account the following:
▪ Effective decisions;
▪ Timely decisions
▪ Diagnosing and solving problems
▪ Being calm under pressure
In case there is no accompanying staff on-board the train performing safety-critical tasks, the
train driver should be able to perform the tasks related to 2.5 of Appendix F in accordance with
the train driver’s certificate.
c) Appendix G – minimum elements relevant to professional qualification for the task of

preparing the train
IMs and RUs should consider their own staff as well as subcontracted staff when drafting
operational rules and applying the Safety Management System. Additional legislation like Council
Directive 2005/47/EC on working conditions of mobile workers engaged in interoperable cross-
border services in the railway sector of 18 July 2005 have to be taken into account.

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1.1.13 CSM 5.1.6 TSI OPE 2.2.1 – Staff and trains (mutual recognition)
To control competence where relevant
The TSI OPE refers to mutual recognition between Member States for requirements on
for the safety of operational activities
professional qualifications as well as on health and safety conditions. This means that the staff
(see 4.2. Competence), the organisation
fulfilling the requirements in one Member State should be accepted to operate also in the other
shall ensure, in accordance with
Member State as long as staff is covered by the competence management system of the
applicable legislation (see 1. Context of
respective railway undertaking.
the organisation), for staff undertaking
safety-related tasks:
(a) compliance with their training and Mutual recognition
are taken where required; The scope specified in point 2.2.1 can be summarised in the tables below:
changes affecting the running of Staff involved with the working of trains that will cross-state borders and proceed beyond the
operations or their task assignment; frontier location
following accidents and incidents. Professional Health and Safety
Task
Qualifications conditions
Accompanying a Train 4.6 4.7
Authorising Train
Mutual recognition Mutual recognition
movements
Train Preparation 4.6 Mutual recognition
Train Despatch Mutual recognition Mutual recognition

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Staff working trains that do not cross state borders or do so as far as frontier locations
Professional Health and Safety

Task
Qualifications conditions
Accompanying a Train 4.6 4.7
Authorising Train
Mutual recognition Mutual recognition
movements
Train Preparation Mutual recognition Mutual recognition
Train Despatch Mutual recognition Mutual recognition
1.1.14 To control competence where relevant

for the safety of operational activities A distinction is made in the TSI OPE between auxiliary staff and fully trained members of the train
(see 4.2. Competence), the organisation crew (either train driver or other train crew member performing safety-critical tasks). The
shall ensure, in accordance with auxiliary staff, if any, referred to in 4.6.4 are not part of the train crew and, as such, are not in the
applicable legislation (see 1. Context of scope of chapters 4.6 and 4.7 of the TSI OPE. However, they should be trained to respond to the
the organisation), for staff undertaking instructions of the fully trained member of the train crew which means that they can take part in
safety-related tasks: some safety-critical tasks as, for instance, helping in the evacuation procedure under the control
(a) compliance with their training and of the fully trained member of the train crew.
are taken where required;
changes affecting the running of
operations or their task assignment;
following accidents and incidents.

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1.1.15 National Rules (NRs)

These areas can be considered for NRs:
Professional competences
- Staff with safety critical tasks other than train drivers
- Additional information for staff undertaking the safety critical tasks associated with accompanying a train other than train driver
- Additional information for staff undertaking the safety critical tasks associated with the last preparation of a train before it is scheduled
to cross a border and work beyond any location(s) designated as the “frontier” in the network statement of an infrastructure manager
and included in his safety authorisation
Health and safety conditions

- Staff with safety critical tasks other than train drivers
- Additional information for staff undertaking the safety critical tasks associated with accompanying a train other than train driver
- Alcohol limits
Timetable – additional information

Safety-related communications terminology

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1.2 Specifications relating to on train operation – Fundamental Operational Principles (FOP)

CSM reference and legal text FOP TSI OPE reference and associated guidance
1.2.1 CSM 5.1.2 (RUs) TSI OPE - Appendix B
The organisation shall ensure that
1
its operational arrangements
“The method of authorising a train movement must maintain a safe interval between trains”.
conform to the safety-related
requirements of applicable
Technical Specifications for The aim of this principle is to address the risk of collision between trains, by establishing an interval,
Interoperability and relevant around each train. This is normally achieved and maintained by train control and signalling systems, based
national rules and any other on one train in one block section at a time; it applies to train movements on single, double or multiple-
relevant requirements (see 1.1. track lines. As an example of ‘safe interval’, the distance between two trains running on the same track
Organisation, context and scope and in the same direction should be longer than the stopping distance of the train behind.
of the safety management
system).
SMS operational process
CSM 5.1.3 (RU)s
To control risks where There should be an operational process for the movement of trains that takes into account normal,
relevant for the safety of degraded and emergency conditions. This should be based on information from the risk assessment and
operational activities (see set out how the train control systems are operated in such a way to ensure the safe movement of the
3.1.1. Risk assessment), at trains.
least the following shall be
taken into account:
(f) authorisations for The Operational process to be included within the scope of this principle are:
movements of vehicles.
• Train control and signalling systems rules (both Class A and Class B systems) and how they are
applied.
Company rules
These are examples of the types of company rules that should be covered under FOP No 1:

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CSM 5.1.2 (IMs) • Movement authority requirements and documented information to staff, including the
The organisation shall procedures for communicating the change in movement authority and arrangements where the
ensure that its operational system is defective or disconnected. TSI OPE Appendix B – Common operational Rule 12
arrangements conform to Anomalies in Lineside signalling should be taken into account.
the safety-related • For Class A systems, this should include the use of Appendix A and any necessary procedures.
requirements of applicable • IM company rules should cover the design and installation of line signals and markers and take
Technical Specifications for into account where they are placed.
Interoperability and • The following TSI OPE Appendix B Common Operational Rules (COR) should have further detail
relevant national rules and incorporated into a company rule:
any other relevant o COR 9 – Running on sight
requirements (see 1.1. o TSI OPE Appendix A and Appendix B - COR 16 – End of authority passed without
Organisation, context and permission. For Appendix B further detail may be needed to be incorporated into a
scope of the safety Company rule.
management system).
TSI OPE – 4.2.2.8 Requirements for lineside signals and marker sighting
CSM 5.1.3 (IMs)
To control risks where One of the important questions when designing and installing line side signals and markers is the exact
relevant for the safety of placing of the signals. Lineside markers, signs and information boards should:
operational activities (see
• Be suitably sited so that train headlights allow the driver to read the information,
3.1.1. Risk assessment), at
• have suitable intensity of lighting, where required to illuminate the information,
taken into account: • for where retro-reflectivity is used, the reflective properties of the material used should be in
(a) identification of the safe compliance with appropriate specifications and the signs are fabricated so that train headlights
boundaries of transport for easily allow the driver to read the information.
traffic planning and control
based on the design This applies to lineside signals that need to be observed by the driver. It does not need to take into
characteristics of the account speeds operated under cab signalling conditions; this reflection is covered in the TSI by
infrastructure; “whenever applicable”.
(b) traffic planning,
including timetable and
train path allocation;

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TSI OPE Appendix B – COR 9 – Running on sight
In the case of ETCS, this rule is not restricted to running in OS mode; it also applies when the driver has
to run on sight for other reasons, e.g. running in SR mode, running in FS with European Instruction 6
(written order) requiring running on sight, etc.
1.2.2 National rules (NRs)

These areas can be considered for NRs for FOP No 1.
• Signalling rules (rules related to the operational use of national signalling systems (not ERTMS).
• Shunting rules
• Running at caution
In those Member States that operate permissive driving, this is understood as a train driver being allowed to override a stop aspect on his/her own
decision and under specific circumstances and be able to run on sight on the network where this is permitted.

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2
“A train must only operate over a portion of line if the train composition is compatible with the
infrastructure”.
Technical Specifications for
Interoperability and relevant This principle is concerned with confirming the compatibility of a train with the infrastructure of the
national rules and any other route over which it is planned to operate, before its movement is authorised. Compatibility between
relevant requirements (see 1.1. a train and infrastructure is affected primarily by the dimensions of a vehicle and any load placed on
Organisation, context and scope it; the clearances between the train and the infrastructure or trains on adjacent tracks (gauging); the
of the safety management minimum required braking capacity of the train; the weight and length of a train and the capacity
system). and capability of the infrastructure.
CSM 5.1.3 (RU)s

SMS operational process
To control risks where
relevant for the safety of
operational activities (see There should be an operational process for the preparation and compatibility of the train taking into
3.1.1. Risk assessment), at account all operational requirements. This should be based on information from the risk assessment
least the following shall be and set out how the safe operation of the train is maintained. The frequency and scope of the checks
taken into account: should be determined by the risk assessment and the operational requirements/characteristics
(a) planning of existing or (weight/length of the train and compatibility with the routes over which it will travel). It also needs to
new train routes and new take into account specific requirements on dangerous goods and how these risks are managed
train services, including the particularly in relation to train composition. (see also: https://www.era.europa.eu/activities/transport-
introduction of new types of dangerous-goods/inland-tdg_en)
vehicles, the need to lease
vehicles and/or to hire staff
from external parties and The Operational process to be included within the scope of this principle are:
the exchange of information
on the maintenance for

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operational purposes with • Route compatibility requirements see TSI OPE 4.2.2.5, Appendix D1 TSI and Annex 3 of this
entities in charge of guide);
maintenance; • Train composition – must be planned well in advance to check that conformity is in line with
(f) authorisations for the path ordered or to request another path suitable for the train (including procedures for
movements of vehicles. exceptional loads) and procedures to ensure that the RU is fully aware of the train composition
for the whole run and that there are no deviations unless agreed). The composition of the train
should also take into account the transport of dangerous goods (see below);
CSM 5.1.2 (IMs)
• Train preparation – including who is responsible, the documentation required and how the
The organisation shall train is formed and ensuring that the train is complete, coupling and uncoupling of vehicles.
ensure that its operational The preparation of the train should also take into account the transport of dangerous goods
arrangements conform to (see below);
the safety-related • Description of the infrastructure – Permanent information through the Register of
requirements of applicable Infrastructure, Appendices D1 and D2, requirements for the Route Book and how this is
Technical Specifications for developed based on the information from the IM.
Interoperability and • Train identification;
relevant national rules and • The responsibilities/duties of crew and the mechanism for providing information to train
any other relevant drivers and other members of the operating community;
requirements (see 1.1. • Exceptional transport for when the load is outside the normal parameters for the train path.
Organisation, context and For these cases, it is necessary to distinguish between the one-off and the regular exceptional
scope of the safety transport. The conditions defined for the exceptional transport can be fulfilled with a different
management system). validity period or requirements depending on the nature of the exceptional transport. The
conditions can be valid once or e.g. for one year. However, the RU needs to ensure that for
CSM 5.1.2 (IMs) regular exceptional transport, they continue to meet the requirements of the train path.
• Dangerous goods – including classification, acceptance, identification and labelling.
To control risks where Separation/distance requirements between the loads/containers and maximum content of
relevant for the safety of them. (see also: https://www.era.europa.eu/activities/transport-dangerous-goods/inland-
operational activities (see tdg_en)
Company rules
taken into account:
(a) identification of the safe
boundaries of transport for
These are examples of the types of company rules that should be covered under FOP No 2:
traffic planning and control
based on the design • Train composition;

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characteristics of the • Exceptional loads;

infrastructure; • Dangerous goods;
(b) traffic planning, • IM/RU’s Rules on information necessary to the driver and others who may be involved in
including timetable and train preparation and/or composition (see also rule and route book).
train path allocation; • UIC Leaflets 419, 421, 700, 471-3.
(d) setting of conditions for
running exceptional
transport or consignments. TSI OPE- 4.2.2.5.2 and 4.2.2.7 Train composition and preparation
The RU is required to ensure that the train is in running order before and throughout the operation.
The RU should ensure that all vehicles as well as the combination of vehicles in a train or a train set
fulfil all requirements regarding safety and the route on which the train is operated. This includes not
only the vehicles themselves, including their equipment, but also any freight load and the securing of
it on or in a vehicle.
Some of the measures are carried out by the RU itself, for others the RU subcontracts it to other players
like keepers, Entities in Charge of Maintenance (maintenance of the freight vehicles) or even the IM
(e.g. maintenance of vehicles, train departure procedures). However, even by subcontracting some of
the tasks to other players the RU has the responsibility according to Article 4 (3) of the Safety Directive
to manage the risks of their operation. They should therefore cooperate with subcontractors or those
undertaking tasks that could affect the safety of the train and ensure that everyone is aware of their
individual responsibilities and discharge them effectively. This should be part of their procedures in
their SMS.
In relation to TSI OPE 4.2.2.5.2 and 4.2.2.7 – Ensuring that the train is in running order - the following
aspects need to be considered:
The train composition should be planned in advance in order to check the conformity with the
path ordered or to request another path suitable for the train. Therefore, the RU should
indicate general characteristics that influence the choice of routes as well as other constraints
(like gauge, vehicle’s speed limits etc.).

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The actual train composition should always be so that the train may run on the routes planned. This
includes aspects like train length, axle load, accepted braking systems, braking performance, CCS-
equipment on board and others (see (a) to (g) below). If the characteristics differ from those indicated
to the IM, the RU has to inform the IM about this. If necessary, a new path must be requested or
amended according to the processes defined in the IM’s network statement (commercial aspects are
not subject of TSI OPE and therefore not covered) This procedure should cover:
(a) the weight, axle load and axle distribution must be compatible with the load carrying
capacity of the infrastructure;
(b) the weight of the train must be within the maximum permissible for the section of
route, the strength of the couplings, the traction power and other relevant
characteristics of the train;
(c) the maximum speed of the train:
– the maximum speed at which the train can run must take into account any
restrictions on the route(s) concerned, braking performance, axle load and
vehicle type;
(d) the clearance gauge;
(e) reference profiles for which each vehicle was authorised in the train (inclusive of any
load) must be within the maximum permissible for the section of route;
(f) train detection system(s)
(g) energy related elements:
- maximum train current,
- maximum current at standstill per pantograph,
- mean contact force,
- arrangement of pantographs,
- running through phase and system separation sections; and
(h) any other changes of parameters, which were considered for the train path allocation.

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For each train, the RU should ensure that they know the train composition during the whole train run.
This is necessary to cope with all possible risks that may arise during the train run. The IM should be
informed about specific details of the train.
The RU should also ensure that operational procedures/company rules are in place and used by staff
to ensure that all safety related equipment is fully functional and that the train is safe to operate
throughout its journey.
Concerning the cryptographic keys, neither the signaller nor the driver can do anything if the proper
cryptographic keys are not already installed in the On-board (except of course running without ETCS,
which is a degraded situation). If the keys are not the correct ones, there will be an operational issue:
a train that is not compatible with the route (i.e. cannot run in ETCS Level 2 in it although it is equipped
with ETCS L2 on-board and has passed all other compatibility checks) could enter that route. The RU
must check that the cryptographic keys are the correct ones via a procedure described in its SMS.
ETCS National Values (NVs) are a similar concern. The driver has no way of confirming whether the
applicable ETCS NVs are loaded into the On-board Subsystem. If they are not, then a safety issue can
occur as the On-board subsystem will rely on the set of values already stored which may be less
restrictive than the applicable ones (the already stored values may be either those of another network
or the default ones, specified in the CCS TSI). The SMS of both the RU and IM should detail solutions at
the operational level to ensure a safe train run until the On-board subsystem acquires the correct NVs
(in selected trackside locations depending on the engineering).
• The RU may, for instance, require that a locomotive without a confirmed set of NVs always go
over a specific location in the station (e.g. a particular service line) where it can pick up the
applicable NVs before starting a journey.
It is important to note that it is the RU’s responsibility to ascertain whether the correct NVs are loaded
in the on-board system. It is not the driver’s responsibility. The RU should include in its SMS suitable
provisions to prevent this situation from occurring in the first place.

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TSI OPE 4.2.3.4.3 sets out high-level requirements on dangerous goods. In addition, Directives
2012/34/EC on establishing a single European railway area and 2008/68/EC on the inland transport of
dangerous goods are also relevant. However, it is key that adequate risk assessments are undertaken
to ensure that hazards are identified and controlled. Reliance on a National Rule which is not risk based
and does not take into account the operational requirements is not sufficient. (see also
https://www.era.europa.eu/activities/transport-dangerous-goods/inland-tdg_en)
TSI OPE - 4.2.3.2 Train identification
The TSI OPE requires that each train should have a unique identification. The standard means for this
is the train running number.
Due to existing CCS-systems and other IT-systems, the total number of train running numbers is limited;
the numbers should be re-used on the European network.
To ensure that trains can be correctly identified, each train running number should be unique per
network. In this case, it means not only rail network, but also the IT-networks of e.g. GSM-R and ETCS.
If the IT-systems have another geographical extent than the rail network, the different extents should
be compared. The largest extent should be considered when assigning the train numbers. If, for
example, two IMs decide to establish one common GSM-R network, then the IMs would have to ensure
that a train running number is not repeated on the network of the other IM because they operate on
the same GSM-R network.
The train running number is allocated by the IM allocating the train path. In doing so, the IM should
cooperate with other IMs to ensure that the number is not re-used unnecessarily. Furthermore, the IM
should ensure that all affected parties (RU and other IMs) are informed about the allocated train
number and possible changes.

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Changes of the train running number should be avoided as much as possible. If a change is necessary,
the IM should inform the RU and other IMs about the change. If modification of the train running
number in on-board systems is not possible in motion, then the change of a train running number
should take place while the train is at standstill because the data entries would need to be done by the
driver, and clear addressing by signaller and others should be possible during the train run.
These areas can be considered for NRs for FOP No 2:
• Exceptional transport (there is a definition in TSI OPE which explains what this means).

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3
“Before a train begins or continues its journey, it must be ensured that passengers, staff and goods are
carried safely”.
Interoperability and relevant This principle concerns the train and its readiness for movement. It includes, as examples: the braking
national rules and any other capacity of the train, the speed that the train is permitted to travel, the formation and coupling of the
relevant requirements (see 1.1. train, identification, loading and securing of freight, the provision of adequate information to train
Organisation, context and scope preparation and operational staff. The aim is to prevent collisions, derailments due to a number of
of the safety management risks.
system).
CSM 5.1.3 (RU)s SMS operational process

relevant for the safety of There should be an operational process that ensures that the train is ready for the movement. This
operational activities (see should be based on information from the risk assessment and set out how the safety of the train is
3.1.1. Risk assessment), at ensured before it commences its operation and secondly, that it will continue to be safe throughout
least the following shall be the journey. It should include information for people involved in train or station operations and
taken into account: infrastructure work.
(c) preparation of trains or
vehicles before movement,
including pre-departure The Operational processes to be included within the scope of this principle are:
checks and train
composition; • Before a train starts or continues a journey, the process should cover:
(d) running trains or o what could constitute a hazard to train movements and the procedures necessary to
movement of vehicles in the control these;
different operating o the requirements and procedures for reporting hazards to train movements,
conditions (normal, o the actions the people involved should take to stop trains approaching the affected
degraded and emergency). location;
o a means for indicating that the train is complete;

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CSM 5.1.2 (IMs) o sufficient traction power for anticipated gradients;

o any restrictions to be imposed on train movements;
The organisation shall
o examination of the line to obtain more information about a reported hazard.
ensure that its operational
arrangements conform to • Departure of a train;
the safety-related • Exceptional weather conditions and the different types of weather planned for or exceptional
requirements of applicable rail-head conditions;
Technical Specifications for • Safety of the load – weight distribution/axle loading/load securing/kinematic envelop/load
Interoperability and covering;
relevant national rules and • Braking performance based on the requirements provided by RINF and the IM (see Annex 4
any other relevant which also gives an example of a braking sheet);
requirements (see 1.1. • Train specifications – train visibility, front and rear end indication, train audibility;
Organisation, context and • Risk management in the use of sanding (i.e. when and how, what specific measures are needed
scope of the safety to control any risks)
management system). • Relevant instructions to staff ensuring the safe movement of the train from the start to finish
of the journey.
CSM 5.1.2 (IMs)
Company rules
relevant for the safety of
operational activities (see These are examples of the types of company rules that should be covered under FOP No 3:
least the following shall be • IM/RU’s rules as these are specific to the rolling stock being prepared – tests and checks
taken into account: before departure;
(c) real-time traffic o loading and unloading of wagons including visual inspections (UIC Leaflet – safety of
management in normal loading and European Standard EN 16860);
mode and in degraded o procedures for coupling and uncoupling of trains;
modes with the application o visual checks of trains, including wagons and containers/bogies/axels for
of traffic restrictions of use defects/damage/signs of overheating and the procedures for reporting them;
and the management of o braking rules – tests/ tables/sheets – see Annex 4;
traffic disruptions. o check of the braking system (track brakes, hand brakes, emergency brakes) to ensure
secured are working effectively and also for defects/damage;
o check of buffers and couplers for damage and that they are secured;
o tests of on-board safety devices and safety related equipment, including audible
warning devices;

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o communication systems;
o check of doors, lamps, horns etc.
o train documentation;
o platform gap procedures;
o maximum permissible speeds for the train and path – these should not exceed the
limits set for safe operation (this set by the characteristics of the train and the
constraints of the infrastructure;
o Appendix B for the general rules in relation to safe departure and operation of the train
with detailed instructions within IM/RU’s rules;
o exceptional weather conditions, the different types and what to do in the event of a
problem with the train;
o safe boarding and leaving the train.
The frequency and scope of the various checks to be carried out should be determined taking into
account the risks of the safety of the train operation from start to finish of its journey. This should
not be determined without a sufficient assessment of the operational risks by the RU. For example,
some checks may only be needed before a train commences its journey other times it may be
required to have additional checks during the journey if the operational risk context requires it. This
should be a decision for the RU.
Trains that operate with partnered RUs across borders may wish to consider the UIC ATTI trusted
handover procedure (see https://uic.org/atti for further information)
This FOP should also cover requirements in relation TSI OPE 4.2.1.1 - Train visibility; TSI OPE - Train
audibility; TSI OPE 4.2.2.3 – Train departure; TSI OPE 4.2.2.4 – Safety of passengers and load; TSI OPE
4.2.2.6 – Train braking
TSI OPE – 4.2.2.1.3.2 – Rear end; Freight trains in international traffic

The question of whether plates are accepted in international traffic remains an issue in some Member
States, due to the outcome from risk assessments making it difficult in certain circumstances for unified
acceptance. Those Member States have agreed to look to see whether long-term solutions, taking into
account the results of risk assessment, can be implemented to ensure that this problem is removed in
the future. TSI OPE provides dates for acceptance of plates in Member States.

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However, in the interim, it is important that Member States offer a transparent and non-discriminatory
approach to ensure effective and efficient cross border operation. With this in mind, the IM should
provide a prompt response to individual requests from RUs to access the network with clear
information on the risk analysis. If the request is refused or an RU had problems with gaining access to
a network or part of a network, the NSA concerned should be contacted for further assistance.
TSI OPE - 4.2.2.4.1 Safety of load

The Railway Undertaking should make sure that vehicles are safely and securely loaded and remain so
throughout the journey.
The RU should cover the following aspects:
Weight distribution
Vehicles should be loaded so as to evenly distribute the weight of the load over all the axles. Where,
due to the size or shape of a particular load, this is not possible the RU should apply special conditions
of travel to the load for the entire journey. Vehicles should be loaded so that the maximum permissible
load, marked on a table affixed to the wagon, is not exceeded.
Axle loading and mass per linear meter

The Railway Undertaking should ensure that vehicles are not loaded beyond their axle load limit and
mass per linear meter. They should also ensure that vehicles are not loaded beyond the axle load limit
and mass per linear meter of any part of the planned route (unless the IM(s) concerned have authorised
the movement).
Load securing
RUs should ensure that loads and any unused load securing equipment on or in vehicles are secured in
a safe manner to prevent unnecessary movement during the journey.
Kinematic envelope
The kinematic gauge of each vehicle (inclusive of any load) in the train should be within the maximum
permissible for the section of route.

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Load covering
RUs should ensure that any materials used to provide a cover for a load on a vehicle are safely attached
either to the vehicle or to the load. These coverings should be made of materials that are suitable to
cover the load in question taking in to account the forces that are liable to be experienced during the
journey.
Dangerous goods
The legislation on dangerous goods should be applied (see FOP 2). There are also particular checks that
need to be applied which should be based on information from the risk assessment and the
development of suitable procedures to ensure the safety of the train before, during and at the end of
the operation and what to do if there are defective wagons/containers during operation. This includes
for mixed freight, checking that any loading on open flat bed wagons conveying metal products are
safely secured.
See also: https://www.era.europa.eu/activities/transport-dangerous-goods/inland-tdg_en
TSI OPE Appendix B – Common Operational Rule (COR) 1 - Sanding

The application of sand is an effective way of improving the adhesion of wheels to the rail, to aid
braking and starting away especially in conditions of low/poor rail adhesion.
A build-up of sand on the railhead may cause a number of problems especially in connection with the
activation of track circuits and the effective operation of points and level crossings.
This should be taken into account in the IM’s operational rules and the Driver’s rule book.
There is an interface with TSI CCS.
The operational risk assessment should also consider when it is necessary for the train driver to report
the location where the sanding device has been used in order to identify the areas where sand could
have been accumulated.

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TSI OPE Appendix B – COR 2 - Departure of the train
In the case of ETCS, the analysis below shows that all cases of departure after an exceptional stop are
covered by an operational rule.
a) Circumstances that can lead to an exceptional stop:

• brakes are triggered automatically:
• Trip,
• Service Brake,
• Emergency Brake,
• brakes are triggered manually:
o by the driver,
o by anyone on the train,
• End of Authority (EOA),
• by rule:
e.g. ETCS stop marker,
• Operational instruction.
b) There is no need for a rule because all situations above are already covered by other rules:
• train trip: rule “Responding to a trip”,
• awakening: rule “Putting the on-board system into service”,
• emergency stop: rule “Responding to a trip”, or rule “Taking measures in event of an
emergency”,
• revocation of MA: rule “Revoking an authorisation for train movement”,
• time out: rule “Responding to a trip”, or rule “Authorising the passing of an EOA”.
In the rule it is stated that:

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“At the initial station or after a scheduled stop the driver is allowed to depart when the
following conditions are fulfilled:
• After the driver has received an authorisation for train movement; and
• After train service conditions are fulfilled; and
• When it is time to depart, except when allowed to start before the scheduled
time.”
It should be clear that the first bullet point is in the perimeter of the IM while the second and third
bullet points are in the perimeter of the RU.
The authorisation for train movement can be given through different means such as signalling system,
radio communication, instructions, rules, pre-established documentation, etc.
In addition, it is recommended that a single ETCS operational train category should be assigned to a
train at the start of the journey, which should be maintained, to its final destination.
Explanations:
• the Kappa correction factor is not used;
• if this recommendation is fulfilled there is no need for a change of the brake position during
the journey.
• Train visibility front end (existing vehicles);
• Train visibility rear end (existing vehicles);
• Sanding – automatic sanding device.

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4
“Before a train is allowed to start or continue its movement, it must have an authority to move and all
necessary information to define the conditions of that authority”.
Interoperability and relevant The safety benefits of a system for maintaining space intervals between trains are compromised if a
national rules and any other train proceeds without an authority for its movement. This principle concerns ensuring the driver has
relevant requirements (see 1.1. an authority to move provided either by the signalling system or by other authorised methods.
Organisation, context and scope
of the safety management
system). SMS operational process
CSM 5.1.3 (RU)s

There should be an operational process that ensures that the train is ready for the movement. This
To control risks where should be based on information from the risk assessment and set out the information needed to ensure
relevant for the safety of that the train can operate safely and in accordance with the operating conditions and signalling and
operational activities (see other authorised methods. It should also cover preparedness for ensuring there are operational
3.1.1. Risk assessment), at procedures and company rules in place for degraded operation and failure of equipment.
taken into account:
(d) running trains or Company rules
movement of vehicles in the
different operating
conditions (normal, Operating rules, supported by maintenance and train preparation instructions for each type or class of
degraded and emergency); vehicle, should cover:
(f) authorisations for
• This should cover the rules set out in Appendices A and B. In particular in relation to the
movements of vehicles.
requirements to be met, in respect of on-train equipment, before trains or vehicles are
permitted to enter service. This should cover both normal and degraded operation which links
to Appendices A and B. Further detail is given below:

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CSM 5.1.2 (IMs) – define the circumstances in which trains or vehicles may be permitted to enter service
with defects or isolations which could affect their safe movement, and the additional
safeguards which should be applied to mitigate increased risks which arise as a
consequence;
arrangements conform to
– when a train or vehicle which has become defective has to be moved on the mainline
the safety-related
railway, instructions for its movement should specify:
• the maximum speed for the movement;
• the point at which the train is to be taken out of service or other controls
Interoperability and
applied, such as detraining passengers, remarshalling or turning the train;
relevant national rules and
• any additional safeguards to be applied to the movement.
any other relevant
– instructions to train drivers about the movement of a defective train and the
requirements (see 1.1.
interaction with signallers;
Organisation, context and
– instructions to train drivers on what to do in the event of unforeseen or unscheduled
scope of the safety
stops;
management system).
– permissible Speeds – covered by IM/RU’s operational rules and Operational
instructions for coupling vehicles or multiple units, including the correct connection of
CSM 5.1.3 (IMs) brake and other control systems;
To control risks where – operating rules and the operating instructions for on-track machines and on-track
relevant for the safety of plant should prescribe the safety checks to be carried out prior to movement;
operational activities (see – updating the information when the formation of a freight train is changed or the status
3.1.1. Risk assessment), at of vehicles is changed (for example, loaded to empty);
least the following shall be – equipment mounted on on-track machines, or engineering plant which is to be
taken into account: removed from a possession by freight train, should be stowed so as to prevent collision
(c) real-time traffic with trains on adjacent lines or infrastructure elements;
management in normal – information should be provided to train crew about stopping points at station
mode and in degraded platforms and instructions for the operation of door controls at platforms not long
modes with the application enough to accommodate the complete train;
of traffic restrictions of use – operating rules should provide instructions to be applied when a train overruns a
and the management of station platform at which it is scheduled to stop;
traffic disruptions; – operating rules for data recording both on the train and supervision of the data outside
the train;
– train ready message;
– operating rules for train reporting including position and handover which ensures the
efficient and effective operation;

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– operating rules should prescribe the requirements for train dispatch and arrival at
stations.
• The following Appendix B Common Operational Rule (COR)s are relevant and further detail
should be incorporated into company rules:
• COR 3 - No authorisation for train movement at the expected time;

• COR 4 – Complete failure of front end light;
• COR 5 – Complete failure of audible warning device of a train;
• COR 6 – Failure of the audible warning device of a train;
• COR 7 – Failure of level crossing;
• COR 8 – Failure of voice radio communication;
• COR 10 – Assistance to a failed train;
• COR 11 Authorisation to pass a signal showing a stop aspect.
• COR 15 – Failure of on-board equipment;
• COR 16 – End of authority passed without permission; and
• COR 17 – Failure of trackside equipment.
This FOP should also cover TSI OPE 4.2.2.7 – Ensuring the train is in running order; TSI OPE 4.2.2.9 –
Driver Vigilance; TSI OPE 4.2.3.2 – Identification of Trains; TSI OPE 4.2.3.3 – Train departure; TSI OPE
4.2.3.4 Traffic management including train reporting); TSI OPE 4.2.3.6 - Degraded operation
TSI OPE - 4.2.3.3.2 Train ready message
TSI OPE requires that the RU informs the IM when a train is ready to access the network and to start
its train run. This requirement includes the possibility that IM and RU agree beforehand that a train is
ready at the moment of departure when the RU does not indicate the contrary. It should be understood
that such agreement needs to be concluded between IM and RU to ensure efficient use of the
infrastructure.
Three different steps should be differentiated:

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a) Train path allocation: The operator of the train needs to obtain a train path. The request for a path
as well as the allocation has to be done under the rules applying the “Directive on allocation of paths
and the levying of charges” 2012/34/EC.
b) Train operation: Train operation starts when the train path has been allocated and includes the
preparation and operation. Once this has started, the operator becomes the RU. The operation of the
train is in the scope of the TSI OPE. The TSI OPE defines the interfaces between IM and RU to ensure
that both operate the train on a common understanding of their different responsibilities.
c) Train run: The train run starts with the train ready message (according to point 4.2.3.3.2) at the point
of origin (first point of the path contract) and ends with the arrival at the termination point (last point
in the path contract).
TSI OPE - 4.2.3.4.2 Train reporting
The train reporting includes several requirements on train position reporting and hand over time.
These requirements set out the kind of information that is necessary for efficient and effective train
operation in order to allow smooth train runs in the interest of all RUs’ customers – passengers and
freight customers.
The amount of reporting points and the means of reporting should be adapted to the operational needs
for efficient operation on each line and its traffic.
A freight corridor at the limit of its capacity probably requires other reporting protocols than a line with
three freight trains per day (although the freight RU’s customer might still have very high requirements
on the reporting – depending on the business case for those transports).

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One way of communication may be the Telematic applications that are necessary following the TSIs
TAF and TAP; but the TSI OPE does not require Telematic applications. In the interest of smooth
operation, it may be necessary to consider also other ways of communication like telephone or other
means.
TSI OPE - 4.2.3.5 Data recording

The information recorded should be at least accessible to the NIBs. However, at national level, some
other “authorised bodies” might be given the right to access these data.
The precise geographic location should precise a distance in km/ml from a recognisable location.
TSI OPE 4.2.3.5.1 Data recording

Recording of supervision data outside the train
The TSI OPE requires first of all that certain data is recorded. This should be seen in connection with
the principle that TSI OPE requires what shall be done and not the technical method of how to do it.
On existing lines, the recording may take place by hand-written documentation. The assessment of
risks associated with the procedures and the possible need for technical equipment (for existing lines)
is a task of the IM.
The recording of safety related communications between train driver and signaller should not be
understood as a technical requirement to split between safety and non-safety related communication.
TSI OPE - 4.2.3.5.2 Data recording

Recording of supervision data on-board the train
Various types of data are to be recorded on-board the train which includes “detection by on-board
alarm systems related to the safe operation of the train, if fitted”. An example of on-board alarm

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systems also covers hot axle box detectors. These on-board alarm systems exclude passenger alarms,
which are not specific to the control of operational safety but could be related to passenger safety in
the event of an incident.
RUs should make use of the recorded data within their monitoring while respecting legislation on data
protection.
In relation to TSI OPE 4.2.3.4.4 - Operational quality; TSI OPE 4.2.3.5 Data recording – this also links
to how the RU and IM monitor the safety performance of their operation. Therefore, these
requirements also link to CSM criteria 6.1 on Monitoring
TSI OPE Appendix B - COR4 - Complete failure of the front-end lights
In both situations, when the visibility is good or when the visibility is poor/darkness, the driver shall
proceed to the nearest location at the maximum permitted speed where the front end light can be
repaired/replaced or the affected vehicle replaced. The maximum permitted speed should not be
understood as the maximum permitted speed in general but as the maximum speed that should be
adopted in the situation of a complete failure of the front-end lights. This speed, range of speeds or
other method of addressing the risk might be given either by the signaller or by a national rule.
TSI Appendix B – COR17 Failure of on-board equipment
Instructions that help to determine the safe behaviour of the train driver is not only the instructions of
the signaller but also all the other rules developed by its employer and that the train driver should
follow anyway.

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• Safe operation of test trains
• Operation during works.
• Recording of supervision data outside the train – additional information required.

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5
“A train must be prevented from proceeding onto a portion of line if it is known or suspected that it
would not be safe for the train to proceed until measures have been taken to allow the train to continue
safely”.
Interoperability and relevant
national rules and any other This principle addresses the risks of collision and derailment when the line is obstructed or becomes
relevant requirements (see 1.1. unsafe. This includes failure of level crossings, obstructions on the line or problems with the
Organisation, context and scope infrastructure. This does not include the interface between members of the public using the level
of the safety management crossing. The starting point of this principle is that a section of line is known or suspected to be unsafe
system). for trains to pass over it. Therefore, controls to ensure the safety of the infrastructure for train
movements will need to have been introduced to overcome or prevent a risk. The aim is to prevent the
CSM 5.1.3 (RU)s threat to train movements presented by an obstruction or unsafe condition occurring.
relevant for the safety of SMS Operational processes
operational activities (see
least the following shall be 5.2.35 There should be an operational process that ensures that the train is prevented from operation
taken into account: if it is unsafe to do so. This should be based on information from the risk assessment and set out the
d) running trains or information needed to prevent the movement of the train or set out requirements that will ensure
movement of vehicles in the that the train can operate safely and in accordance with the operating conditions and signalling and
different operating other authorised methods.
conditions (normal,
degraded and emergency);

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CSM 5.1.2 (IMs) Company rules

5.2.36 The Operational process to be included within the scope of FOP No 5 are:
the safety-related • Operating rules should include descriptions of the operation on the different types of level
requirements of applicable crossing;
Technical Specifications for • Operating rules are required, to mitigate the risks for the operation of the train from
Interoperability and obstructions of the line or animals/people on the track during normal operation, for level
relevant national rules and crossings (see definition of obstacle);
any other relevant • Operating rules for managing infrastructure work (including speeds in degraded mode and
requirements (see 1.1. particular operating conditions), infrastructure failures (including catenary and no traction
Organisation, context and current), weather conditions;
scope of the safety • Operating rules for dealing with fires and other incidents, including specific rules for dangerous
management system). goods incidents (see also https://www.era.europa.eu/activities/transport-dangerous-
goods/inland-tdg_en);
• TSI OPE Appendices A and B Common Operational Rules (CORs) and failures further detail
CSM 5.1.3 (IMs) incorporated into a Company rule:
To control risks where • COR 4 – Complete failure of front end lights
relevant for the safety of • COR 5 – Complete failure of rear end signal
operational activities (see • COR 7 – Failure of level crossing;
3.1.1. Risk assessment), at • COR 12 - Anomalies in line side signalling;
least the following shall be • COR 13 - Emergency call; and
taken into account: • COR 14 - Immediate actions to prevent danger to a train.
(c) real-time traffic • Speeds in degraded mode – when and how they should be applied on both Class A (Appendix
management in normal A) and Class B (Appendix B) lines. Including:
mode and in degraded – Passing a signal at a stop aspect with permission;
modes with the application – Running on sight;
of traffic restrictions of use – Infrastructure failures;
and the management of – Exceptional weather conditions;
traffic disruptions; – Running without route knowledge;
– Failure of braking system or other vehicle defect (not covered by Appendix B);
– Obstacles on the line (see definition of obstacle).

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TSI OPE Appendix B – COR 13 - Emergency call
The operational rule referring to the emergency call takes as assumptions the following:
• the operational situations in which a person shall trigger the emergency call are covered by
company rules and the risk assessment,
• the COR rule starts from the moment an emergency call is displayed,
• the first action of all the drivers after taking note of an emergency call is to do everything in
order to reduce potential consequences,
• in such a situation all concerned drivers are listening to the communications, for non GSMR
emergency calls, the drivers avoid speaking unless they have to give new relevant elements,
• the signaller communicates with drivers to provide additional instructions or information,
• after receiving an emergency call the actions performed by the signaller shall be part of the
company rules,
• only the signaller is allowed to revoke an emergency call,
• only the signaller can decide when to resume normal operation,
• no special rule is needed for non-stopping areas and safe areas.
TSI OPE Appendix B – COR 14 - Immediate actions to prevent danger to trains
It should be explained which immediate actions are expected from the driver when a signal is put at
danger, in case of ETCS level 1 (cab signalling), level 2 with overlay, and that cab signalling does not
exonerate the driver from observing the line for safety purposes as far as practicable.

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• Class B systems: Specific level crossing requirements and instructions, speeds in degraded mode;
• Specific requirements on who to notify and involve in relation to an emergency (including the role of local authorities and emergency
services).

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CSM 5.1.2 (RUs) TSI OPE - Appendix B
1.2.11
6
“A train must not continue to operate after it has been found to be unsafe in any respect, until measures
have been taken to allow the train to continue safely”.
Interoperability and relevant This principle addresses the risks, which might occur on a train and prevent it from continuing
national rules and any other normally. The types of event are a defect arising in an on-train system or component which affects
relevant requirements (see 1.1. the safe operation of the train or could, if remedial action is not taken, affect the safety of other
Organisation, context and scope trains; a fire on the train; an uncontrolled release of a hazardous substance from a freight vehicle
of the safety management and a displaced or insecure load on a freight vehicle.
system).
CSM 5.1.3 (RU)s SMS Operational processes

relevant for the safety of 5.2.42 There should be an operational process that ensures that the train is prevented from operation
operational activities (see if it is unsafe to do so. This should be based on information from the risk assessment and set out the
3.1.1. Risk assessment), at information needed to prevent the movement of the train or set out requirements that will ensure
least the following shall be that the train can operate safely and in accordance with the operating conditions and signalling and
taken into account: other authorised methods.
(d) running trains or
movement of vehicles in the
different operating Company rules
conditions (normal,
degraded and emergency);
5.2.43 These are examples of the types of company rules that should be covered under FOP No 6:

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CSM 5.1.2 (IMs) • Operating rules should define the procedures for prompt reporting of:
– defects in on-train systems or components which affect the safe operation of the train
or could affect the safety of other trains;
– fires on trains;
– dangerous goods incidents;
the safety-related
– displaced loads.
Technical Specifications for • TSI OPE Appendix B Common Operational Rules and failures further detail incorporated into a
Interoperability and Company rule.
relevant national rules and – COR 4 – Complete failure of front-end lights;
any other relevant – COR 5 – Complete failure of rear end signal;
requirements (see 1.1. – COR 6 - Failure of audible warning device;
Organisation, context and – COR – Failure of voice radio communication;
scope of the safety – COR 13 – Emergency call;
management system). – COR 14 Immediate action to prevent danger to trains;
– COR 15 - Failure of On board equipment; and
– COR 17 - Failure of track side equipment and catenary
CSM 5.1.3 (IMs) • Operating rules covering evacuation where the RU/IM has control of the evacuation
To control risks where procedure.
relevant for the safety of • Operating rules governing the response of train crew to fires on trains (in addition to the
operational activities (see requirements to report the event immediately and to prevent other trains approaching)
3.1.1. Risk assessment), at should cover:
least the following shall be – preferred types of location to stop a train which is on fire;
taken into account: – fires on trains carrying dangerous goods;
(c) real-time traffic – fires on trains carrying passengers;
management in normal – actions to prevent the spread of fire;
mode and in degraded – assessment and reporting of the condition of the train after the fire is extinguished, in
modes with the application advance of decisions about its onward movement.
of traffic restrictions of use • Actions to be taken in response to a report of a dangerous goods incident should be prescribed
and the management of by operating rules, supported by instructions specific to the goods involved, provided by the
traffic disruptions; consignor or the railway undertaking.
• Compliance with international and European requirements on dangerous goods. (see also
https://www.era.europa.eu/activities/transport-dangerous-goods/inland-tdg_en)

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The RU should always ensure that, when they take specific actions, these do not contradict with those
taken by the IM. This is why it is important to establish good co-operation procedures in their
respective SMSs that deal with such events.
This FOP should also cover TSI OPE 4.2.3.7 – Managing an emergency situation and TSI OPE 4.2.3.8
– Aid to train crew in the event of an incident or of a major rolling stock malfunction. In addition,
this has links to the requirements in CSM Criteria 5.5 on Emergency Management.
None

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Annex 2 - Safety related communications methodology (TSI OPE Appendix C)
2.1 Oral communication
Differences between repeat and read back
In point 2.3 of Apppendix C on the communication content, some standard terminology is specified. There
are some differences between the repetition of a message and reading back a message.
Read back
Signaller Driver Comment

‘message text’
over
received:
‘message text’
= “read back”
over
correct
Driver does not read back the message correctly, signaller repeats it

‘message text’
over
received:
“wrong message text”
= “read back”
over
error, I say again
‘message text’
= “repeat”
over
received:
‘message text’
= “read back”
over
correct

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Driver did not understand the message and asked the signaller to repeat the message

‘message text’
over
Say again (speak slowly) = "I have not understood your
over message, please say again"
error (I say again)
‘message text’ = “repeat”
over
received:
‘message text’
= “read back”
over
correct
When the term “say again” is used to have the message repeated in the event of poor reception or
misunderstanding, it is considered good practice to add “speak slowly” or “speak louder” depending on the
situation.
Use of International Phonetic Alphabet and pronunciation of numbers
In point 3 of Appendix C on communication rules, the pronunciation of the numbers and the use of the
phonetic alphabet is required. The following is an example of the use of the International Phonetic Alphabet,
decimal points and numbers:
Signal Number KX 835 = Signal Kilo X-Ray eight three five
Points A B = points alpha bravo
The IM may add further letters, along with a phonetic pronunciation for each letter added, if required by the
alphabet of the IM’s operating language(s).
The expression should be given in local time, in plain language. It would be also acceptable, whenever
necessary, for the time to be spelled out digit by digit.
Use of 112
In some Member States, the train driver must use the number 112 in case of emergency.

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2.2 Operational instructions
Written orders are now defined in TSI OPE (Appendix C2) as operational Instructions. They are either
European Instructions or National instructions where permitted.
Appendix C enables the infrastructure manager to draw up the messages and books of forms. These elements
should be addressed to the RU at the same time as the rules and regulations are made available. These are
then used by the IM and the RU to draw up the documents for their staff (Books of Forms), instructions for
signallers and Appendix 1 to the Driver’s Rule Book ‘Manual of communication procedures’.
The extent to which forms are used and their structure may vary. For some risks, the use of forms will be
appropriate, whilst for others it will not be appropriate.
In principle when it is necessary for an operational instruction to be written down by the train driver, the
train must be at standstill. However, the RU and IM may jointly undertake a risk assessment, which could, as
a result, define the conditions under which it is safe to deviate from this principle. The results of this risk
assessment should set out the controls necessary (i.e. procedures) in the SMS of the IM and RU, which will
ensure safe operation.
The location in an harmonised operational instruction can be expressed in different ways:

Start End
Location (operational point) Location (operational point)
Track/signal/level crossing Track/signal/level crossing
Km or miles Km or miles

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Examples of additional terms which may be required to support the Communication requirements in
Appendix C
Messages sent either by the signaller and/or the driver
Need to stop all trains:

The need to stop all trains must be transmitted by means of an acoustic signal; if this is not available the
following phrase must be used:
Emergency, stop all trains
Need to stop a particular train:

Emergency stop train …………….. (on line/track)
(name)
Information on location or area is, if necessary, specified in the message.

In addition, this message is to be quickly complemented, if possible, by the reason, and the train’s
identification.
Obstruction on or near the track
Or Fire on the train or near the track

Or ………………..
(other reason)
on line …………..at ……………

(name) (km)
Driver of train ………………

(number)

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2.3 Guideline structure for messages
These messages may be structured along the following lines:

Stage in the communication flow Message element
Reason for passing the information ⁪ for information
⁪ for action
Observation ⁪ There is
I saw
⁪ I had
⁪ I hit
Position ⁪ at . . . . . . . . . . . . . . . . . . . . . . . . . . . .(station name)
— along the line ⁪ . . . . . . . . . . . . . . . . . . . . . . . . . .(characteristic point)
⁪ at mile post/kilometre point . . . . . . . . . . . .(number)
⁪ power car . . .. . . . .. . . . . . . . . . . . . . . . . . (number)

⁪ trailer car . . . . . . . . . . . . . . . . . . . . . . . . . (number)
— in respect to my train
Nature ............................................
— object ( see glossary)
— person
State ⁪ standing on
— static ⁪ lying on
— moving ⁪ fallen on
⁪ walking
⁪ running
⁪ towards
Location with respect to the tracks

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European instructions
When an European instruction must be filled-in, the mandatory information should be first filled-in as, for
instance, field A which corresponds to the train number or field E related to the unique identification. In
general, in the proposed format of the European instruction, you can find the mandatory and optional
information and the tick boxes as follows:
Tick Box
Mandatory
Optional
Depending on the instruction given by the signaller, the train driver will fill-in the European instruction. If the
predefined information of the European instructions is not sufficient and additional information is needed,
the field additional instruction x90 shall be ticked and additional instruction in the field x91 should added as
free text.

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Annex 3 - Elements for the vehicle and train compatibility over the route intended for operation
and the route book
Appendix D is composed of two parts, the first part relates to the vehicle and train compatibility checks with
the route(s) intended for operation. The second consists of the elements the IM has to provide to the RU for
the compilation of the route book.
3.1 Vehicle and train Route compatibility checks

3.1.1 Vehicle Route Compatibility Check and Vehicle Authorisation
4.2.2.5.1 Route compatibility

A) A) The railway undertaking is responsible for ensuring that all vehicles composing its train are compatible
with the intended route(s).
(….)
The route compatibility process shall not duplicate processes performed as part of the vehicle authorisation
under Commission Implementing Regulation (EU) 2018/545 to ensure technical compatibility between the
vehicle and the network(s). Parameters of Appendix D1 already verified and checked during vehicle
authorisation or other similar processes shall not be reassessed in the framework of route compatibility
check.
For vehicle authorised under Directive (EU) 2016/797, the relevant vehicle data related to the parameters
listed in Appendix D1, already checked during the authorisation process, being part of:
• the file referred to in Article 21 (3) of Directive (EU) 2016/797 and
• the vehicle authorisation as referred to in Article 21 (10) of Directive (EU) 2016/797,
shall be provided by the applicant referred to in Article 2 (22) of Directive (EU) 2016/797 or the keeper to
the railway undertaking upon request, when such information is not available in ERATV or other registers
for rail vehicles.
For vehicles authorised before Directive (EU) 2016/797, the relevant vehicle data related to the parameters
listed in Appendix D1 shall be provided to the railway undertaking by the holder of the vehicle
authorisation documentation or the keeper upon request, when such information is not available in ERATV
or other registers for rail vehicles.
(…)
The route compatibility check is not part of vehicle authorisation for placing on the market of vehicle or
vehicle type. There should be no duplication of the checks/demonstrations already carried out by the
applicant for vehicle authorization, as part of the technical compatibility between the vehicle and network(s).

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Note. There is no need to perform route compatibility checks for vehicle/trains already operating in specific
routes if the route(s) or the vehicle/trains are not changed.
3.1.2 Route compatibility check and Safety Management System

B) A) The railway undertaking is responsible for ensuring that all vehicles composing its train are
compatible with the intended route(s).
The railway undertaking shall have a process in its SMS to ensure that all vehicles it uses are
authorised, registered and compatible with the intended route(s) including the requirements to
be followed by its staff.
(….)
Route compatibility checks should be performed by the Railway Undertaking before the use of vehicle(s)
using its process covered by its SMS. This is covered under requirement 5.1 Operational planning and control.
See Guidance on Safety certification and supervision for further information.
https://www.era.europa.eu/sites/default/files/activities/docs/guide_sms_requirements_en.pdf
CSM on SMS requirements has specific criteria on operational control and planning which requires RUs to
consider the need to control the risks from all their particular operational requirements. In particular, Annex
1, 5.1.3 requires RUs to control the risks and have procedures in place to cover the introduction of new types
of vehicles and their compatibility with the route.
This means that RUs must have evidence in their SMS that they have a procedure and records that show that
the vehicle is compatible with the route it is intended to operate. This will include information provided by
the IM and RINF. If the RU identifies problems in obtaining this information there should be a joint resolution
available between the RU and IM to resolve this.

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The RU, as part of compliance with EU Regulation 1078/2012, will need to monitor and review the
effectiveness of the route compatibility process set out in their SMS procedures; including checking the
performance measures and revising/amending the process to ensure all risks are effectively managed.
A Railway Undertaking may decide to delegate the task of route compatibility check to the Infrastructure
Manager or another contractor. When this is done, the Railway Undertaking should set out the contractual
arrangements with the contracting part and this must be covered by its safety management system. It is
important to note that Railway Undertaking cannot delegate the responsibility particularly in relation to the
control of risks.
3.1.3 Route compatibility check process

C) A) The railway undertaking is responsible for ensuring that all vehicles composing its train are
compatible with the intended route(s).
D) (….)
The processes for route compatibility in the SMS of the railway undertaking shall include the
following checks, which may be performed in parallel at any appropriate time or in any
appropriate sequence:
• each vehicle is authorised and registered;
• each vehicle in the train is compatible with the route;
• the composition of the train is compatible with the route and the path;
• the preparation of the train ensuring that the train is correctly formed and complete.
The picture below provides the overview of checks before the use of vehicles performed by railway
undertaking:

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3.1.3.1 Vehicle authorised and Registered

Railway Undertaking verifies that the vehicle is authorised and registered
3.1.3.2 Vehicle and Train route compatibility checks
Railway Undertaking performs the route compatibility checks by comparing the characteristics of
vehicle/train with the intended route(s), using the procedures defined in the appendix D1.
The items to be checked by the Railway Undertaking for the purpose of route compatibility check are
described in the appendix D1 of this TSI; this includes a limited and clearly identified set of parameters and
procedures, which are relevant for ensuring the compatibility of vehicles/train with specific route(s).
Route compatibility is checked by evaluating vehicle data against the information from the RINF or any
relevant information provided by the IM free of charge and within a reasonable period of time, where such
a register does not exist or is incomplete.
Notes.
- If a route compatibility check item is harmonised in a network (e.g. track gauge) , there is no need
of checking route compatibility, as it is already fully covered at vehicle authorization stage.
- Most of the items to be checked consist of a simple cross check.
- Some of the items to be checked need dedicated competences (e.g. compatibility with bridges).
- Some particularities of a network may require tests, but this should be seen as an exception.
- It is not a new authorization process.
3.1.3.3 Train composition
The RU is responsible for ensuring that the composed train with vehicle(s) compatible with the intended
route. The check is performed for each time the composition of a train is new. The RU checks additional
elements for the compatibility between a composed train and the route(s) such as length, load carrying
capacity, braking etc.
3.1.3.4 Other aspects to be checked

(…)
C) C) Additional elements for route compatibility shall be checked when relevant:
- transport of dangerous good as referred into point 4.2.3.4.3,
- quieter route as referred in Noise TSI,
- exceptional transport as referred in Appendix I
- access conditions to underground stations for diesel and other thermal traction systems as
referred in clause 4.2.8.3 of LOC&PAS TSI.
The RU checks also other aspects such as transport of dangerous goods and exceptional load. (see also
https://www.era.europa.eu/activities/transport-dangerous-goods/inland-tdg_en).
Fundamental Operational Principle No2 on page 33, (“A train must only operate over a portion of line if the
train composition is compatible with the infrastructure”) sets out more guidance on the aspects that need
to be covered in relation to ensuring that the train composition is compatible with the intended route.

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3.1.4 Railway Undertaking and Infrastructure Manager Interfaces
B) The infrastructure manager shall provide the information for route compatibility as defined
in Appendix D1 through RINF.
Appendix D1 sets out all the parameters that shall be used in the process of the railway
undertaking before the first use of a vehicle or train configuration in order to ensure all vehicles
composing a train are compatible with the route(s) the train is planned to operate on including,
where appropriate, deviation routes and routes to workshops. Modifications of the route and
changes of infrastructure characteristics have to be taken into account. When a parameter of
Appendix D1 is harmonised at network(s) level of an area of use, conformity with that parameter
may be presumed for any vehicle authorised for that area of use. National rules or additional
national requirements for network access in respect of route compatibility are in principle
considered incompatible with Appendix D1. The infrastructure manager shall not require
additional technical checks for the purpose of route compatibility beyond the list laid down in
Appendix D1.
As required by Article 23 (1)(b) of Directive (EU) 2016/797, until RINF provides all necessary
information in respect of the relevant parameters, the infrastructure manager shall provide this
information through other means free of charge as soon as possible and in electronic format to
railway undertakings, authorized applicants for path requests and, where applicable, for the
applicant referred to in Article 2 (22) of Directive (EU) 2016/797.
The first submission of route compatibility information by the infrastructure manager through
other mean than RINF shall be delivered at the request of the railway undertaking as soon as
reasonably possible and in any event within 15 days unless the infrastructure manager and
the railway undertaking agrees a longer deadline. The infrastructure manager shall ensure that
the information provided to the railway undertaking(s) is complete and accurate.
The infrastructure manager shall inform the railway undertaking of the changes on
characteristics of the route through RINF whenever such information becomes available or
through other means until RINF allows for such functionality.
For emergency situations or real time information, the infrastructure manager shall ensure
immediate information is given to the railway undertaking through appropriate means of
communication..
The RU and IM should cooperate on the route compatibility check on:

- Information and provision of route data.
- In case tests are needed, Infrastructure Manager should support the Railway Undertaking and make
every effort to ensure that any tests take place within three months of receipt of the applicant's
request.
- Discussion on specific parameters (e.g. bridge compatibility) and in case of operation restrictions.
- Take into account the results of the check, for example, possible operational conditions following
checks are discussed with RU (e.g speed limitation).
- In case of structural changes of the Network (upgrading, renewal, new line or new station etc.),
usually planned on long term, the route compatibility check may need to be performed again
depending on the changes and their consequences. The infrastructure manager using its safety
management system must inform the Railway Undertaking of the changes on characteristics of the
allocated path change, as soon as these changes occur.

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3.2 Route book
This part lists the elements necessary for the compilation of the route book and should be read in relation
with point 4.2.1.2.2.1 Preparation of the route book of TSI OPE. The route book is an operational document
developed by the RU based on information from the IM and delivered by the RU to the train driver. As many
information to be delivered by the IM to the RU for the compilation of the route book are identical to the
information to be delivered by the IM to the RU to ensure that the train is compatible with the route intended
for operation, Appendix D is used as unique document where this information is listed. However, the process
for the compilation of the route and the one for ensuring the compatibility of the train with the route are
two different processes, which are not linked to each other. When the route book is delivered to the train
driver, the train compatibility with the route intended for operation has already been performed. However,
there might be some changes to the infrastructure that might affect the operational running conditions and
that must be communicated by the IM to the RU or directly to the train driver in real time.
For the route book, maps and line diagrams should be given by the IM to the RU. Some examples of maps
and diagrams are given in this application guide:
Example in the UK

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Example in Germany

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Annex 4 - Braking Performance and maximum speed allowed
4.1 Principles
Braking performance is a subject that concerns both the IM and RU. Point 4.2.2.6 of the TSI OPE clarifies the
interface between IM and RU:
• Allocation of responsibilities,
• Communication related to braking performance.
In any case, the IM and RU have to work together and exchange information to ensure a safe operation of
trains. IM and RU must ensure that the risks occurring at the interface between IM and RU are analysed and
covered by operational rules and procedures in accordance to Article 9 of the Safety Directive [2].
4.2 Responsibilities of the IM and RU
The IM should ensure that the correct and complete information concerning the line characteristics are given
to the RU in a clear and usable format (e.g. RINF, Data file). The IM has to indicate to the RU the conditions
of use of brake systems affecting the infrastructure (route related information). The IM should also provide
route characteristics that the RU must take into account for establishing the necessary braking performance
and corresponding maximum speed. This should cover e.g. steep gradients and signalling distances. The IM
should also make available the measure potentially applicable for constraints that the RU has to respect if a
train does not reach the necessary braking performance (either general measures or line related, as
appropriate).
The RU establishes procedures for the train composition and for determining the braking capability of the
trains and corresponding maximum speed to ensure that the trains run safely on the intended route. This
should include normal and degraded mode operation. The procedures must take into account constraints
like the availability and reliability of the brakes. The procedures must also take into account train running
characteristics like longitudinal forces (and associated risks of coupler breakage). These general procedures
established by a RU may be the same for all networks the RU is running on as the train characteristics and
behaviour does not change by passing a border (exception: considerable changes in climatic conditions for
instance). However, the necessary braking performance may vary from route to route (e.g. due to different
gradients, or to different signalling distances).
With information provided under point 4.2.2.6.2 (1) of TSI OPE, the RU may perform stopping distance
calculations or may determine the necessary braking performance of the train by applying the code of
practice such as the requirements for the necessary braking performance already in use on the intended
route. The mentioned calculation or code of practice also takes into account the maximum speed allowed
during operation.
In order to facilitate the procedure, next to the line characteristics defined in point 4.2.2.6.2 (1), the IM may
provide the expected rolling stock minimum braking performance taken into account for the line at design
stage and ensuring the compatibility of the rolling stock with the line at its maximum operating speed. This
minimum braking performance requirement is expressed in deceleration profile and equivalent response
time on level track or brake weight percentage depending on the maximum speed and composition of train
as referred to in point 4.2.2.6.2 (2). By using this information, the RUs may calculate the required braking
performance for larger parts of the network and calculations of the required stopping distance for each
individual line may be avoided. When the IM provides the expected RST minimum braking performance, the
RU has to express the braking performance using the same unit, and each party is responsible for this
interface parameter expressed in that unit.

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For the train braking performance based on brake weight percentage, the most common formula for
conventional rail is intended to provide a simple way to evaluate the braking performance of a train
composed of various vehicles and is the following:
(Sum of brake weight including locos x100) / (Sum of total weight of the train including locos) = Brake
weight percentage
Notes:
(1)The sum of brake weight is performed over the brake weight of active brakes only. The brake weight of
each vehicle is determined when the vehicle is placed in service.
The sum of total weight is the actual or estimated (higher) weight
(2) This formula is considered as a code of practice; most of the existing braking tables are based on brake
weight percentage, and can therefore also be considered as codes of practice.
However, any change in these braking tables should be assessed by the IM and by the RU (in case of change
due to rolling stock characteristics) using the CSM on risk assessment to maintain the safety level in case of
evolution of braking tables.
The procedures the railway undertaking should set up and implement are related to e.g.:
• the composition of trains and;
• the determination of the actual braking performance.
These procedures shall be managed by the RU within its safety management system using the CSM on risk
assessment.
4.3. Procedures
4.3.1 Preparation
• The IM details the information necessary for the calculation of the necessary braking performance
for all routes. The IM makes this information for necessary braking performance available to the RUs.
The IM also indicates information like the conditions of use for brake systems that can impact the
infrastructure like eddy-current, magnetic or regenerative brake. This results from point TSI OPE
4.2.2.6.2 (1).
• The IM may also deliver the existing requirements on expected rolling stock minimum braking
performance, if they are available, to the RUs. If the IM decides to do so, this information should be
made available to all RUs who intend to operate trains on the specified route of its network. This
results from point TSI OPE 4.2.2.6.2 (2).
• The RU establishes procedures for determining the braking capability of the train at corresponding
maximum speed and for train composition taking into account the line characteristics provided by
the IM (included the maximum line speed related to the infrastructure). This results from point (3)
of 4.2.2.6.2.
Note: The actual braking performance resulting from the checking of the actual train (train
composition, brake availability, train length, train weight, brake settings…) will be used as an input

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value for any operation rule to be subsequently applied to the train. This means that the result of the
calculation should be used as such (e.g., brake weight % to be used as calculated; ranges in a table
may be derived as written without further deduction). The decision about the brake setting to use
(e.g. P or G or combination of brake systems) for a train is then up to the RU, taking into account the
relevant train characteristics such as length, type of couplers, etc. However, the necessary braking
performance must at least be achieved.
4.3.2 Train prepared to run

The RU calculates the actual braking performance for the individual train prepared to run and verifies that
this actual braking performance matches or exceeds the necessary braking performance determined for the
associated train path.
The RU must not take into account any brake system that is not allowed to be used on the given route.
4.3.3 Braking performance insufficient during operation

If during operation the actual braking performance does not meet the necessary braking performance
determined at planning stage, the train may have to run at a lower speed than authorised for the train path.
In this situation, the RU should inform the IM immediately and take appropriate measures (like reduction of
speed) and the IM may take appropriate measures to reduce the overall impact on the traffic on its network.
The rules may be designed as one set of rules valid for the whole network or as route-specific rules.
In some cases, train operation will not be possible (according to the rules for reduced braking performance),
either because of safety reasons (e.g. impossibility to halt a train on steep gradients) or for traffic
management reasons (traffic disruption due to the resulting speed limit). In these cases, a possibility is a
request for an ad hoc path in accordance with the actual braking performance achieved by the individual
train.
4.4. Establishing operational rules

4.4.1 Safety Management System
It is vital to ensure that the SMS has sufficient arrangements in place to deliver effective operational planning
and control of all risks. This means that all operational procedures and company rules are managed through
the IM’s and RU’s Safety Management System. Whether a braking rule is appropriate or continues to be
appropriate is a key requirement of the risk assessment process as set out in the RU/IM SMS. The results of
the risk assessment will determine what control measures are needed in order to ensure that the risk is
managed. The RU/IM will need to regularly ensure that the braking rules remain effective in controlling the
risk and updating them as and when required. For any operational changes, the CSM on risk assessment
should be considered. Further information on this is set out in the CSM Guidelines.
4.4.2 Application of existing rules

Experience shows that railways have operated in a safe manner for a long time with the existing braking
performance rules.
If an RU operates in or across one or more Member States, the RU may decide to take over existing rules
from another entity (example: in different MSs, the IMs have managed these rules before).

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If the RU applies existing rules, they need to consider the application of the CSM on risk assessment in relation
to an operational change.
The braking sheet will be a key part of the procedure. There is no harmonised EU format but below is an
example of a braking sheet that is used for cross border operations.

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4.4.3 Establish new / amend existing rules
If the RU decides to establish new rules or amend the existing ones, then they should consider the application
of the CSM on risk assessment in relation to an operational change [7]. The technical parameters listed in EN
14198:2004 and EN 14531 as well as UIC-leaflet 544-1 should be taken into account for the risk assessment.
Technical development should not be hindered. If technical devices improve the braking performance on
train level, the RU shall be allowed to take this improvement into account. In addition, such a decision shall
be covered by a risk assessment.
4.4.4 Elements specific to ETCS
First of all, it must be understood that driving in cab signalling with ETCS (or with any other CCS system
without lateral signalling) implies that the braking performance of the train does not determine the maximum
allowed speed resulting from a fixed braking distance. On the contrary, it determines the location where the
driver is invited by ETCS to start braking according to the current train speed. For a speed equal to the
maximum speed the train can operate on the line, this location is called the perturbation location.
Unlike lateral signalling, the braking performance of the train and the maximum distance over which the
driver will be invited by ETCS to brake (i.e. the perturbation distance) should only be checked before it can
be operated on a given line to determine whether:
• there would be a negative impact on the headway or

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• for a ETCS level 1 application without semi-continuous infill transmission (by radio or by loop), the
driver would be invited to brake before the train reaches the spot (balise) transmission location
where the ETCS trackside can renew (extend) the Movement Authority of the train.
If it is necessary to predetermine the perturbation distance calculated by the ETCS on-board equipment of
the train, the IM should provide to the RU, in addition the information referred to in the clause 4.2.2.6.2
alinea (1), the ETCS braking curves trackside related parameters (the so called National Values for braking
curves) which allow the RU establishing the resulting perturbation distance depending on the characteristics
of the train.

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Annex 5 – European Vehicle Number (Appendix H)
Each vehicle should have a European Vehicle Number. The details on the EVN are set out in Commission
Decision 2007/756/EC.
How the EVN and related markings (TEN or Authorisation plate) are painted on the vehicle, is set out in
Appendix H of the TSI OPE.
Inscription of the number and linked alphabetical marking on the bodywork

This part states the basic requirements concerning the marking on vehicles. It must be seen in connection
with the requirements of the relevant TSIs for Rolling Stock concerning markings on the vehicles.
Alphabetical marking of the interoperability capability

Vehicles that have an authorization valid for an area of use covering all Member States should be marked
with a “TEN”. This means, that the relevant TSIs for Rolling Stock (including for example TSIs as Noise, People
with reduced mobility (PRM)) have been fulfilled and the vehicle is cross-authorised.
If a wagon to be authorised is to be marked as a TEN wagon and the applicant so requests, the assessments
of the Agency acting as authorising entity will cover the additional conditions that a TEN wagon shall meet
(WAG TSI §7.1.2). The marking GE is an additional marking to the TEN marking in case the Annex C (which is
voluntary) of the TSI WAG is applied by the Applicant.
Vehicles that have an authorisation valid for an area of use which does not cover all Member States may not
carry the marking “TEN”. They should carry an authorisation plate with the letter marking of the Member
States where the vehicles are placed on the market. The Member States’ abbreviations shall be used
according to part 4.
The marking PPV or PPW is not given by Member States of the European Union.

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Annex 6 – ERTMS operational principles and rules (Appendix A)

6.1 General
This Annex clarifies the operational context for the application of certain principles and rules contained in
Appendix A to the TSI OPE. All references below refer to Appendix A contents unless otherwise specified.
Concerning the scoping definition “GSM-R voice radio operational rules are applicable on lines equipped with
GSM-R independently of the control command system in use” under §3.2, it should be clarified that any rule
involving a voice communication over GSM-R between signaller and driver can be considered to also refer to
public GSM, if the option to use public GSM as an alternative to GSM-R is applicable in the network
concerned.
Operational text messages are covered by the rules to the extent that they provide to the driver essential
information relevant to the rule. For instance, the text message providing the reason for a trip is not
presented in the relevant rule (§6.41) as it does not directly dictate to the driver the actions required after
the trip. The rule itself covers all available options for the driver after a trip; it is then up to the driver to select
the applicable option depending on the situation, the tripping cause etc.
All references to non-harmonised rules listed under Annex C do not depend on the technical functions of
ERTMS, which are harmonised; instead they are linked to the national systems (operational rules,
interlocking...), implementation choices and company procedures (e.g. shunting...) which are not harmonised
and therefore out of scope of the harmonised operational rules for ERTMS. This list should help:
• to check the existence of the relevant non-harmonised rules in the rulebook,
• to take care about the interface between the harmonised rules and the non-harmonised
rules.
6.2 ETCS
As mentioned in §3.2, the rules on ETCS are fully applicable to On-board units (OBUs) meeting either of the
two Baseline 3 (B3) sets of specifications under CCS TSI (Commission Regulation 2016/919). OBUs fitted with
the previous B3 version (SRS 3.3.0) are generally also covered. The rules are applicable to both operated
system versions (X=1 and X=2), however some cases will never occur in operated system version X=1 (e.g.
rule 6.15 on running in LS or rule 6.44 on managing a non-protected level crossing).
The rules are also largely applicable to OBUs following the older Baseline 2 specification (known as 2.3.0d),
provided that the DMI used fulfils the specification ERA_ERTMS_015560, to the extent relevant to 2.3.0d
functionalities. Still, due to the lack of DMI harmonization among 2.3.0d On-board Units, whether any
particular rule in Appendix A is applicable to a 2.3.0d OBU is implementation specific and has to be checked
on a case-by-case basis. If, following this verification, some of the indications displayed on the DMI are not
compliant with the indications contained in the harmonised operational rules; the driver’s rulebook has to
be adapted accordingly by the concerned RU.
It is also clarified that some OBU features which were only applicable in 2.3.0d or even older versions of the
specifications (but not in any B3 implementation) are no longer covered in Appendix A. In such cases, older
versions of Appendix A may have to be consulted.
Concerning the principles around the use of the ETCS Stop Marker and ETCS Location Marker (§5.1.10 and
§5.1.11), it is clarified that on the approach to a Stop marker, the driver needs a specific authorisation to pass
(otherwise, he has to stop). On the approach to a Location marker, the driver needs a specific order to stop
(otherwise he can pass). By “specific” is meant a dedicated authorisation / order (respectively) which is issued
for a particular train in a particular instance. Such authorisation / order may have any form and may be
transmitted over any medium as long as it meets the modalities listed in Appendix C.

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In the context of Appendix A, the ETCS Stop Marker and the ETCS Location Marker are assimilated to lineside
signals.
The second case under 6.18 (“…to proceed without exceeding the release speed when the trackside signal
shows a proceed aspect”) also applies when using a (non-harmonised) fixed lineside board defined to mean
“always proceed”. This case concerns Level 1 implementations under permissive driving, where a OS
Movement Authority will be issued at the end of a block section if a FS MA cannot be provided, due to lack
of track vacancy ahead. If the trackside is properly configured to always issue such a OS MA, then the train
will never be tripped when passing this EoA so a simple (reflective) marker board indicating the equivalent
of a proceed aspect can meet this need, i.e. without having to provide any live information. If the route ahead
is clear, then of course the train will get a FS MA; the marker board allowing the train to proceed will have
given a valid information in that case as well.
Rule 6.43 deals with the case where a train enters a section fitted with an ETCS trackside system version that
is incompatible with the train’s on-board system version. This situation should normally never occur if the
Route Compatibility Check has been properly carried out.
It is assumed that the ETCS On-board Unit is loaded with the appropriate National Values and cryptographic
keys. The procedure to ensure this will be managed under the RU’s SMS and may possibly rely on information
to be provided by the infrastructure manager (e.g. on the trackside locations where the National Values may
be picked up by the On-board subsystem; and that the proper cryptographic keys are loaded in the train and
in all RBCs in the route).
6.3 GSM-R
It is clarified that the network name appearing in rule 7.3.2 is indicative and in actual implementations it will
be replaced by the specific GSM-R network name.
Following the introduction of rules 7.13 and 7.14 on public roaming and considering that the support of public
GSM frequencies remains an option for GSM-R cab radios, the following clarifications are provided:
A. BASIC SCENARIO FOR PRIMARY COMMUNICATIONS:
1 CCS TSI compliant situation: GSM-R as primary communication system. This means:
1.1 CCS TSI compliant (GSM-R) network coverage on all lines
1.2 All trains fitted with CCS TSI compliant (GSM-R) cab radios
1.3 The IM has to offer GSM-R roaming services to any foreign GSM-R SIM card fitted in rolling stock
intended to operate in that MS network to allow the use of that GSM-R network
2 Non CCS TSI compliant situation: Public GSM networks used as primary communication. This means:
2.1 Need for a formal derogation when support of this solution is an access criterion in the concerned
parts of the rail network
2.2 A notified national rule to ensure that cab radios which are fitted in rolling stock intended to operate
in that part of the network, are able to roam to public networks (support of the public frequency bands as
indicated in EIRENE)
2.3 The IM has to ensure that public roaming services are offered to any (domestic and foreign) GSM-R
SIM cards fitted in rolling stock intended to operate in that part of the network
2.4 In all cases, the train/route compatibility has to be verified on a case per case basis, considering the
above conditions.
• Are roaming services available for the concerned SIM card

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• Is the cab radio supporting the public frequency band

B. FALLBACK SCENARIO, IN CASE OF UNAVAILABILITY OF PRIMARY SOLUTION:
1 Fallback is not defined in the CCS TSI. This means:
1.1 When support of fallback is not an access criterion, no derogation and no national rule needed
1.2 When support of a fallback solution is an access criterion, there is a need for at least a notified
national rule.
2 Fallback options may be:
2.1 Using public networks
• Using the cab radio in public roaming mode
• Using handheld devices (either GSM-R handheld in roaming mode or public mobile devices)
2.2 Using other communication means
• Specific radio systems (e.g. TETRA)
• Lineside communication systems
3 In all cases, relevant provisions need to be in place in the SMS of IMs and RUs, ensuring the conditions
of use as well as all necessary operational interfaces (calling numbers, public GSM coverage considerations
e.g. in tunnels, etc.), including e.g. a notified national rule to ensure that the signaller is informed about the
fallback communication means a driver is using.
Concerning Group Call ID 555, this was only made mandatory in EIRENE SRS 15.4.0. This means that cab radios
applying earlier versions of the specifications normally have not implemented this feature. In case an IM
considers that GID 555 has to be used in an area and this is not supported by some of the vehicles running in
that area (due the configuration of the SIM), this has to be previously solved by the IM (by making sure that
properly configured SIM cards are retrofitted in all cab radios, which were commissioned before EIRENE SRS
15.4.0 entered into force) and/or an alternative operational solution has to be provided to the driver.
6.4 Harmonised ERTMS Marker Boards

The exact dimensions and other physical properties of the harmonised ERTMS marker boards (MBs) are
specified in EN 16494.
Harmonised ERTMS MBs should be deployed as follows:
• They shall be mandatory in new ERTMS-only lines
• They shall be mandatory on renewed ETCS-only lines – definition of renewal according to TSI INF
• They shall be optional on all other lines – their use is however encouraged
It is understood that not all harmonised ERTMS MBs have to be used, if not required by the network’s
operational concept.
It will be acceptable that for an (undefined) migration period, both harmonised and non-harmonised MBs
can co-exist in a network (no migration plan is mandated).
The implementation of the harmonised ERTMS marker boards are subject to the principles laid down in the
following separate document: “Harmonised ERTMS Marker Boards” (see website).
It should be noted that document “Harmonised ERTMS Marker Boards” is to be perceived as a guide towards
the target system, where ETCS would be the only ATP available on the lines concerned (i.e. no Class B).

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Application Guide

Making the railway system

Guide for the application of the TSI OPE

In accordance with Article 19(3) of Regulation (EU) 2016/796 of the

Drafted by Validated by Approved by

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1. Scope of this guide

1.2. Reference documents

[1] Regulation (EU) 2016/796 of the European Parliament and of the

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DOCUMENT REFERENCE OFFICIAL JOURNAL

[10] Regulation (EU) 2012/1078 on the common safety method on L320

1.3. Definitions and abbreviations

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ABBREVIATION FULL TEXT

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2. Guidance on the application of the TSI OPE

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2.2. Scope of the TSI OPE

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3. Responsibilities in the field of operations and traffic management

3.1 Infrastructure Manager and Railway Undertaking

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4.1.2 The relevant legislative documents include:

4.1.4 The operation of the railway comprises several parts:

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A part specific for each train:

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4.2. TSI OPE Fundamental operational principles and the SMS

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The TSI OPE process levels

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4.4 Fundamental Operational Principles and Common Operational Rules

4.4.2. There are six FOPs in TSI OPE:

Fundamental Operational Principle N°2:

Fundamental Operational Principle N°3:

Fundamental Operational Principle N°4:

Fundamental Operational Principle N°5:

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Fundamental Operational Principle N°6:

4.5 National Rules

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Making the railway system

Annex 1 – Operational guidance

1.1 Specifications relating to staff

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TSI OPE reference and associated guidance

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1.1.4 CSM 5.1.5 TSI OPE - 4.2.1.2 – Documentation for drivers

1.1.5 CSM 5.1.5 TSI OPE - 4.2.1.2.1 – Driver’s Rule Book

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To control information and communication Requirements for the rule book

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