D029397/01

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COMMISSION REGULATION (EU) No /..

of XXX
concerning the technical specification for interoperability relating to "safety in railway
tunnels" of the rail system of the European Union
(Text with EEA relevance)

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,
Having regard to Directive 2008/57/EC of the European Parliament and of the Council of
17 June 2008 on the interoperability of the rail system within the Community 1, and in
particular Article 6(1), second subparagraph, thereof,
Whereas:
(1)

Article 12 of Regulation (EC) No 881/20042 requires the European Railway Agency

(''the Agency'') to ensure that the technical specifications for interoperability (the
"TSIs") are adapted to technical progress, market trends and social requirements and to
propose to the Commission any amendments to the TSIs which it considers necessary.

(2)

By Decision C(2010) 2576 of 29 April 2010, the Commission gave the Agency a
mandate to develop and review the TSI's with a view to extending their scope to the
whole rail system in the Union. Under the terms of that mandate, the Agency was
requested to extend accordingly the scope of the TSI relating to 'safety in railway
tunnels'.

(3)

On 21 December 2012, the Agency issued a recommendation on the revised TSI

relating to safety in railway tunnels.

(4)

In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify
to the Commission and other Member States the technical rules, the conformity
assessment and verification procedures to be used for specific cases, and the bodies
responsible for carrying out these procedures. The same obligation should be provided
for as regards open points.

(5)

Rolling stock currently operates under existing national, bilateral, multinational or

international agreements. These agreements should not hinder current and future
progress towards interoperability. The Member States should therefore notify such
agreements to the Commission.

(6)

Commission Decision 2008/163/EC 3 should hereby be repealed.

(7)

The measures provided for in this Regulation are consistent with the opinion of the
Committee established in accordance with Article 29(1) of Directive 2008/57/EC,

OJ L 191, 18.7.2008, p. 1. .
Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004
establishing a European Railway Agency (Agency Regulation) OJ L 164, 30.4.2004, p. 1.
Commission Decision 2008/163/EC of 20 December 2007 concerning a TSI relating to 'safety in
railway tunnels' (OJ L 64, 7.3.2008, p. 1.)

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HAS ADOPTED THIS REGULATION:

Article 1
The technical specification for interoperability (TSI) relating to the 'safety in railway tunnels'
of the rail system of the entire European Union, as set out in the Annex, is hereby adopted.
Article 2
The TSI shall apply to the control-command and signalling, infrastructure, energy, operation,
as well as rolling stock subsystems as described in Annex II to Directive 2008/57/EC.
The TSI shall apply to these subsystems in accordance with Section 7 of the Annex.
Article 3
The technical and geographical scope of this Regulation is set out in Sections 1.1 and 1.2 of
the Annex.
Article 4
1.

With regard to specific cases listed in Section 7.3 of the Annex to this Regulation, the
conditions to be met for the verification of the interoperability pursuant to Article
17(2) of Directive 2008/57/EC shall be those laid down by national rules in force in
the Member State which authorise the placing in service of the subsystems covered
by this Regulation.

2.

Within six months of the entry into force of this Regulation, each Member State shall
notify the other Member States and the Commission of:
(a)

the national rules referred to in paragraph 1;

(b)

the conformity assessment and verification procedures to be carried out to

apply the national rules referred to in paragraph 1;

(c)

the bodies designated in accordance with Article 17(3) of Directive

2008/57/EC to carry out the paragraph it appoints for carrying out conformity
assessment and verification procedures with respect to the specific cases set out
in Section 7.3 of the Annex to this Regulation.
Article 5

1.

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Member States shall notify to the Commission the following types of agreement
within six months of the entry into force of this Regulation:
(a)

national agreements between the Member States and railway undertakings or

infrastructure managers, agreed on either a permanent or a temporary basis and
required by the very specific or local nature of the intended transport service;

(b)

bilateral or multilateral agreements between railway undertakings,

infrastructure managers or safety authorities which deliver significant levels of
local or regional interoperability;

(c)

international agreements between one or more Member States and at least one
third country, or between railway undertakings or infrastructure managers of
Member States and at least one railway undertaking or infrastructure manager

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of a third country, which deliver significant levels of local or regional

interoperability.
2.

The agreements which have already been notified under Decision 2006/920/EC 4,
Decision 2008/231/EC5, Decision 2011/314/EU6 or Decision 2012/757/EU7 shall not
be notified again.

3.

Member States shall forthwith notify to the Commission any future agreements or
modifications of the existing and already notified agreements.
Article 6

In accordance with Article 9(3) of Directive 2008/57/EC, each Member State shall
communicate to the Commission within one year of the entry into force of this Regulation the
list of projects being implemented within its territory and that are at an advanced stage of
development.
Article 7
Each Member State, acting in accordance with Chapter 7 of the Annex to this Regulation,
shall update the national implementation plans for the TSI, established in accordance with
Article 4 of Decision 2006/920/EC, Article 4 of Decision 2008/231/EC and Article 5 of
Decision 2011/314/EU.
Each Member State shall forward its updated implementation plan to the other Member States
and the Commission by 31 December 2014 at the latest.
Article 8
1.

In order to keep pace with technological progress, innovative solutions may be

required which do not comply with the specifications set out in the Annex and/or for
which the assessment methods set out in the Annex cannot be applied. In that case,
new specifications and/or new assessment methods associated with those innovative
solutions may be developed according to the provisions of paragraphs 2 to 5.

2.

Innovative solutions may be related to the subsystems referred to in Article 2, their

parts and their interoperability constituents.

3.

If an innovative solution is proposed, the manufacturer or his authorised

representative established within the Union shall declare how it deviates from or
complements to the provisions of the relevant TSIs and shall submit the deviations to
the Commission for analysis. The Commission may request the opinion of the
Agency on the proposed innovative solution.

4.

The Commission shall deliver an opinion on the innovative solution proposed. If this
opinion is positive, the appropriate functional and interface specifications and the
assessment method, which need to be included in the relevant TSIs in order to allow
the use of this innovative solution, shall be developed and subsequently integrated
into the relevant TSIs during the revision process pursuant to Article 6 of Directive
2008/57/EC. If the opinion is negative, the innovative solution proposed cannot be
applied.

4
5
6
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OJ L 359, 18.12.2006, p. 1.
OJ L 84, 26.3.2008, p. 1
OJ L 144, 31.5.2011, p. 1
OJ L 345, 15.12.2012, p. 1

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5.

Pending the review of the relevant TSIs, a positive opinion delivered by the
Commission shall be considered as an acceptable means of compliance with the
essential requirements of Directive 2008/57/EC and may be used for the assessment
of the subsystem.
Article 9

Commission Decision 2008/163/EC is repealed with effect from 1 July 2014.

It shall however continue to apply to:
(a)

subsystems authorised in accordance with that Decision;

(b)

projects for new, renewed or upgraded subsystems which, at the time of publication
of this Regulation, are at an advanced stage of development or are the subject of a
contract which is being carried out.
Article 10

This Regulation shall enter into force on the twentieth day following that of its publication in
the Official Journal of the European Union.
It shall apply from 1 July 2014.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels,

For the Commission

Siim KALLAS
Vice-President

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ANNEX I
Technical Specification for Interoperability for the Safety in Railway Tunnels

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1.

Introduction 9

1.1.

Technical scope

1.1.1.

Scope related to tunnels

1.1.2.

Scope related to rolling stock

1.1.3.

Scope related to operational aspects 9

1.1.4.

Risk scope, risks that are not covered by this TSI 10

1.2.

Geographical scope 10

2.

Definition of aspect/scope 10

2.1.

General

2.2.

The risk scenarios

2.2.1.

Hot incidents: Fire, explosion followed by fire, emission of toxic smoke or gases.
12

2.2.2.

Cold incidents: collision, derailment

2.2.3.

Prolonged stop

2.2.4.

Exclusions

2.3.

The role of emergency response services

2.4.

Definitions 14

3.

Essential requirements

4.

Characterisation of the subsystem 16

4.1.

Introduction 16

4.2.

Functional and technical specifications of the subsystems 17

4.2.1.

Subsystem Infrastructure

4.2.2.

Subsystem Energy

4.2.3.

Subsystem rolling stock

4.3.

Functional and technical specifications of the interfaces

4.3.1.

Interfaces with the Control-Command-Signalling subsystem

4.3.2.

Interfaces with the Traffic Management and Operation subsystem 24

4.4.

Operating rules

24

4.4.1.

Emergency rule

25

4.4.2.

Tunnel emergency plan

4.4.3.

Exercises

4.4.4.

Isolation and Earthing procedures 25

4.4.5.

Provision of on-train safety and emergency information to passengers

4.4.6.

Operational rules related to trains running in tunnels

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4.5.

Maintenance rules

4.5.1.

Infrastructure26

4.5.2.

Maintenance of rolling stock

4.6.

Professional qualifications 27

4.6.1.

Tunnel specific competence of the train crew and other staff

4.7.

Health and safety conditions27

4.7.1.

Self-rescue device

4.8.

Infrastructure and Rolling stock registers

4.8.1.

Register of infrastructure

27

4.8.2.

Rolling Stock Register

27

5.

Interoperability constituents 28

6.

Assessment of conformity and/or suitability for use of the constituents and

verification of the subsystem
28

6.1.

Interoperability constituents 28

6.2.

Subsystems 28

6.2.1.

EC verification (general)

6.2.2.

Procedures for EC verification of a subsystem (modules) 28

6.2.3.

Existing solutions

6.2.4.

Innovative solutions 29

6.2.5.

Assessment of maintenance 29

6.2.6.

Assessment of operational rules

6.2.7.

Additional requirements for assessment of specifications concerning the IM

29

6.2.8.

Additional requirements for assessment of specifications concerning the RU

30

7.

Implementation

7.1.

Application of this TSI to new subsystems 31

7.1.1.

General

7.1.2.

New rolling stock

7.1.3.

New Infrastructure 31

7.2.

Application of this TSI to subsystems already in service

7.2.1.

Upgrade or renewal of rolling stock 31

7.2.2.

Upgrade and renewal measures for tunnels 31

7.2.3.

Operation subsystem31

7.2.4.

Operation of new rolling stock in existing tunnels 31

7.3.

Specific cases

7.3.1.

General

7.3.2.

Operational rules related to trains running in tunnels (clause 4.4.6)

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Appendix A: Standards or Normative Documents Referred to in this TSI

Appendix B: Assessment of the Subsystems 34

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1.

INTRODUCTION

1.1.

Technical scope

(a) This TSI concerns the following subsystems as defined in Directive 2008/57/EC: controlcommand and signalling (CCS), infrastructure (INF), energy (ENE), operation (OPE),
and rolling stock (locomotives and passenger units LOC&PAS).
(b) The purpose of this TSI is to define a coherent set of tunnel specific measures for the
infrastructure, energy, rolling stock, control-command and signalling and operation
subsystems, thus delivering an optimal level of safety in tunnels in the most cost-efficient
way.
(c) It shall permit free movement of vehicles which are in compliance with this TSI to run
under harmonised safety conditions in railway tunnels.
(d) Only measures, designed to reduce specific tunnel risks, are prescribed in the present TSI.
Risks related to pure railway operation, such as derailment and collision with other trains, are
addressed by general railway safety measures.
(e) The existing safety level shall not be reduced in a country as stipulated in Directive
2004/49/EC Art 4.1. Member states can retain more stringent requirements, as long as these
requirements do not prevent the operation of TSI compliant trains.
(f) Member States can prescribe new and more stringent requirements for specific tunnels in
accordance with Directive 2004/49/EC Art 8; such requirements shall be notified to the
Commission before they are introduced. Such higher requirements must be based on a risk
analysis and must be justified by a particular risk situation. They shall be the result of a
consultation of the Infrastructure Manager and of the relevant authorities for emergency
response, and they shall be subject to a cost-benefit assessment.
1.1.1.

Scope related to tunnels

(a) This TSI applies to new, renewed and upgraded tunnels which are located on the European
Union rail network, and which are in accordance with the definition in clause 2.4 of this TSI.
(b) Stations that are in tunnels shall be in conformity with the national rules on fire safety.
When they are used as safe areas, they shall comply only with the specifications for clauses
4.2.1.5.1, 4.2.1.5.2 and 4.2.1.5.3. of this TSI. When they are used as fire fighting points, they
shall comply only with the specifications of clauses 4.2.1.7 (c) and 4.2.1.7 (e) of this TSI.
1.1.2.

Scope related to rolling stock

(a) This TSI applies to rolling stock which is in the scope of the LOC&PAS TSI.
(b) Rolling stock categorised A or B according to the previous SRT TSI (Commission
Decision 2008/163/EC) shall retain its category in this TSI as defined in clause 4.2.3.
1.1.3.

Scope related to operational aspects

(a) This TSI applies to the operation of all units of rolling stock which are running in tunnels
described in clause 1.1.1.
1.1.3.1. Operation of freight trains
(a) When each vehicle of a freight train or dangerous goods train as defined in clause 2.4
complies with the structural TSIs which apply to it (LOC&PAS, SRT, NOI, CCS, WAG) and
when the dangerous goods wagon(s) comply with Annex II of Directive 2008/68/EC , the

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freight train or dangerous goods train operated according to the requirements of the OPE TSI
shall be allowed to circulate in all tunnels of the European Union rail system.
1.1.4.

Risk scope, risks that are not covered by this TSI

(a) This TSI covers only specific risks to the safety of passengers and on-board staff in tunnels
for the subsystems above. It also covers risks for people in the neighbourhood of a tunnel
where collapse of the structure could have catastrophic consequences.
(b) Where a risk analysis comes to the conclusion that other tunnel incidents might be of
relevance, specific measures to deal with these scenarios shall be defined.
(c)Risks not covered by this TSI are as follows:

(1) Health and safety of staff involved in maintenance of the fixed installations in
tunnels.

(2) Financial loss due to damage to structures and trains, and consequently the losses
resulting from non-availability of the tunnel for repairs.

(3) Trespass into the tunnel through the tunnel portals.

(4) Terrorism, as a deliberate and premeditated act which is designed to cause wanton
destruction, injury and loss of life.

1.2.

Geographical scope

(a) The geographical scope of this TSI is the network of the whole rail system, composed of:

The trans-European conventional rail system network (TEN) as described in Annex I

section 1.1 Network of Directive 2008/57/EC

The trans-European high-speed rail system network (TEN) as described in Annex I

section 2.1 Network of Directive 2008/57/EC

Other parts of the network of the whole rail system, following the extension of scope
described in Annex I section 4 of Directive 2008/57/EC,

and excludes the cases referred to in Article 1(3) of Directive 2008/57/EC.

2.

DEFINITION OF ASPECT/SCOPE

2.1.

General

(a) The line of defence for the promotion of safety in tunnels comprises four successive
layers: Prevention, mitigation, evacuation and rescue.
(b) The largest contribution is in the area of prevention followed by mitigation and so on.
(c) The layers of safety combine to produce a low level of residual risk.

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(d) A major feature of railways is their inherent ability to prevent accidents through the traffic
running on a guide-way and generally being controlled and regulated using a signalling
system.
2.2.

The risk scenarios

(a) This TSI provides measures which could prevent or mitigate the difficulty of evacuation or
rescue operations following a tunnel-specific railway incident.

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(
b) Relevant measures have been identified, which will control or significantly reduce the risks
arising from the tunnel-specific incident scenarios identified above.
(c) They have been developed, in the categories prevention/mitigation/evacuation/rescue;
however they do not appear under these headings in this TSI but under the headings of the
concerned subsystems.
(d) The measures prescribed can be considered as a response to the following three types of
incident.
2.2.1.

Hot incidents: Fire, explosion followed by fire, emission of toxic smoke or gases.

(a) The main danger is fire. Fire is understood as a combination of heat, flames and smoke.
(b) The fire starts on a train.
The fire is detected, either by on-board fire detectors, or by persons on-board. The driver is
notified of a problem, either that there is a fire by an automatic notification or that there is a
problem in general by passengers using the passenger alarm.
The driver is instructed to act appropriately depending on the local circumstances.
Ventilation is shut down to prevent smoke distribution. For rolling stock of category B, the
passengers in the affected area will move to a non-affected area of the train where they are
protected from fire and fumes
Whenever possible the train leaves the tunnel. Passengers are evacuated, directed by the train
crew, or by self-rescue, to a safe area in the open air.
If appropriate, the train may stop at a fire fighting point inside the tunnel. Passengers are
evacuated, directed by the train crew, or by self-rescue, to a safe area.
If a fire extinguishing system can extinguish the fire, the incident will become a cold
incident.

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(c) The fire starts in the tunnel.

If fire starts in a tunnel or in a technical room, the driver is instructed to act appropriately
depending on the local circumstances in compliance with the tunnel-specific incident
scenarios, described in the Emergency Plan.
2.2.2.

Cold incidents: collision, derailment

(a) The tunnel specific measures concentrate on access/egress facilities to support evacuation
and the intervention of the emergency response services.
(b) The difference compared to the hot incidents is that there is no time constraint due to the
presence of a hostile environment created by a fire.
2.2.3.

Prolonged stop

(a) Prolonged stop (an unplanned stop in a tunnel, without the occurrence of a hot or cold
incident, for longer than 10 minutes) is not by itself a threat to passengers and staff.
(b) However it may lead to panic and to spontaneous, uncontrolled evacuation that exposes
people to dangers present in a tunnel environment.
2.2.4.

Exclusions

(a) The scenarios that have not been dealt with are listed in clause 1.1.4.
2.3.

The role of emergency response services

(a) The definition of the role of the emergency response services is a matter for the relevant
national legislation.
(b) The measures specified in this TSI for rescue are based on the assumption that the
emergency response services intervening in a tunnel incident shall protect lives as a priority.
(c) It is assumed that they are expected to:
(1) In a hot incident type

Rescue people unable to reach a safe area

Provide initial medical support to evacuees

Fight a fire insofar as required to protect themselves and people caught in the incident

Conduct evacuation from safe areas inside the tunnel to the final place of safety

(2) In a cold incident type

Rescue people

Provide initial help to people with critical injuries

Free trapped people

Conduct evacuation to the final place of safety

(d) No demands on time or performance requirements are included in this TSI.

(e) Considering that incidents in railway tunnels involving multiple fatalities are rare, it is
implicit that there might be events, with an extremely low probability, for which even wellequipped emergency response services would be restricted, such as a major fire involving a
freight train.

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(f) If the expectations of the emergency response services expressed in emergency plans go
beyond the assumptions described above, then additional measures or tunnel equipment can
be provided.
2.4.

Definitions

For the purpose of this TSI the following definitions are used:
(a) Railway tunnel: A railway tunnel is an excavation or a construction around the track
provided to allow the railway to pass for example higher land, buildings or water. The length
of a tunnel is defined as the length of the fully enclosed section, measured at rail level. A
tunnel in the context of this TSI is 0.1km or longer. Where certain requirements apply only to
longer tunnels, thresholds are mentioned in the relevant clauses.
(b) Safe area: a safe area is a temporary survivable space, inside or outside the tunnel, for
passengers and staff to find refuge after they have evacuated from a train.
(c) Fire fighting point: a fire fighting point is a defined location, inside or outside the tunnel,
where fire fighting equipment can be used by rescue services and where passengers and staff
can evacuate from a train.
(d) Technical rooms: Technical rooms are enclosed spaces with doors for access/egress inside
or outside the tunnel with safety installations which are necessary for at least one of the
following functions: self-rescue, evacuation, emergency communication, rescue and fire
fighting, signalling and communication equipment, and traction power supply.
(e) Freight train: A freight train is a train composed of one or more locomotive(s) and one or
more wagon(s). A freight train including at least one wagon carrying dangerous goods is a
dangerous goods train.
(f) All definitions related to rolling stock are defined in the LOC&PAS TSI and the WAG TSI.

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3.

ESSENTIAL REQUIREMENTS

The following table indicates basic parameters of this TSI and their correspondence to the
essential requirements as set out and numbered in Annex III to Directive 2008/57/EC.

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Element of the
infrastructure
sub-system

Ref.
Clause

Safety

Prevent
unauthorised
access to
emergency exits
and technical
rooms

4.2.1.1.

2.1.1

Fire resistance of
tunnel structures

4.2.1.2.

1.1.4
2.1.1

Fire reaction of
building material

4.2.1.3.

1.1.4
2.1.1

Fire detection

4.2.1.4.

Evacuation
facilities

4.2.1.5.

1.1.4
2.1.1
1.1.5
2.1.1

Escape
walkways

4.2.1.6.

2.1.1

Fire fighting
points

4.2.1.7.

2.1.1

Emergency
communication

4.2.1.8.

2.1.1

Element of the
energy subsystem

Ref.
Clause

Segmentation of
overhead line or
conductor rails

4.2.2.1.

2.2.1

Overhead line or
conductor rail
earthing

4.2.2.2.

2.2.1

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Safety

Reliability Health
Availability

1.3.2

Environmental Technical
protection
compatibility

1.4.2

1.5

Reliability Health
Availability

Environmental Technical
protection
compatibility

Element of the
energy subsystem

Ref.
Clause

Safety

Electricity
supply

4.2.2.3.

2.2.1

Requirements
for electrical
cables in tunnels

4.2.2.4.

2.2.1

Reliability of
electrical
installations

4.2.2.5.

Reliability Health
Availability

Environmental Technical
protection
compatibility

1.3.2

1.4.2

1.1.4

Element of the rolling

stock sub-system

Ref.
Clause

2.2.1

Safety

Measures to prevent
fire

4.2.3.1

1.1.4
2.4.1

Measures to detect
and control fire

4.2.3.2

1.1.4
2.4.1

Requirements related
to emergencies

4.2.3.3

2.4.1

Requirements related
to evacuation

4.2.3.4

2.4.1

Reliability
Availability

Health
1.3.2

2.4.2

4.

CHARACTERISATION OF THE SUBSYSTEM

4.1.

Introduction

Environmental
protection

Technical
compatibility

1.4.2

1.5
2.4.3

(a) The European Union rail system, to which Directive 2008/57/EC applies and of which the
subsystems are parts, has been developed to become an integrated system for which the
consistency must be verified.
(b) This consistency has been checked in relation to the development of the specifications
within this TSI, its interfaces with respect to the systems in which it is integrated and also the
operating rules for the railway.
(c) Taking account of all the applicable essential requirements, the basic parameters related to
safety in railway tunnels are set out for the subsystems infrastructure, energy and rolling stock
in section 4.2 of this TSI. The operational requirements and responsibilities are set out in the
OPE TSI and in section 4.4 of this TSI.

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4.2.

Functional and technical specifications of the subsystems

(a) In the light of the essential requirements in Chapter 3, the functional and technical
specifications of those aspects specific to tunnel safety in the above-mentioned subsystems
are as follows:
4.2.1.

Subsystem Infrastructure

4.2.1.1. Prevent unauthorised access to emergency exits and technical rooms

This specification applies to all tunnels.
(a) Unauthorised access to technical rooms shall be prevented.
(b) Where emergency exits are locked for security purposes, it shall always be possible to
open them from inside.
4.2.1.2. Fire resistance of tunnel structures
This specification applies to all tunnels.
(a) In the event of fire, the integrity of the tunnel lining shall be maintained for a period of
time that is sufficiently long to permit self-rescue, evacuation of passengers and staff and
intervention of the emergency response services. That period of time shall be in accordance
with the evacuation scenarios considered and reported in the emergency plan.
(b) In the cases of immersed tunnels and tunnels which can cause the collapse of important
neighbouring structures, the main structure of the tunnel shall withstand the temperature of
the fire for a period of time that is sufficient to allow evacuation of the endangered tunnel
zones and neighbouring structures. This period of time shall be reported in the emergency
plan.
4.2.1.3. Fire reaction of building material
This specification applies to all tunnels.
(a) This specification applies to construction products and building elements inside tunnels.
(b) Tunnel building material shall fulfil the requirements of classification A2 of Commission
Decision 2000/147/EC. Non-structural panels and other equipment shall fulfil the
requirements of classification B of Commission Decision 2000/147/EC.
(c) Materials that would not contribute significantly to a fire load shall be listed. They are
allowed to not comply with the above.
4.2.1.4. Fire detection in technical rooms
This specification applies to all tunnels of more than 1 km in length.
(a) Technical rooms shall be equipped with detectors which alert the infrastructure manager in
case of fire.
4.2.1.5. Evacuation facilities
4.2.1.5.1 Safe area
This specification applies to all tunnels of more than 1 km in length.
(a) A safe area shall allow the evacuation of trains that use the tunnel. It shall have a capacity
corresponding to the maximum capacity of the trains planned to be operated on the line where
the tunnel is located.
(b) The safe area shall maintain survivable conditions for passengers and staff during the time
needed for the complete evacuation from the safe area to a final place of safety.

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(c) In case of underground/ undersea safe areas, the provisions shall allow people to move
from the safe area to the surface without having to re-enter the affected tunnel tube.
(d) The lay-out of an underground safe area and its equipment shall take into account the
control of smoke, in particular to protect people who use the self-evacuation facilities.
4.2.1.5.2 Access to the safe area
This specification applies to all tunnels of more than 1 km in length.
(a) Safe areas shall be accessible for people who commence self-evacuation from the train as
well as for the emergency response services.
(b) One of the following solutions shall be selected for access points from a train to the safe
area:
(1) Lateral and/or vertical emergency exits to the surface. These exits shall be provided at
least every 1 000 m.
(2) Cross-passages between adjacent independent tunnel tubes, which enable the adjacent
tunnel tube to be employed as a safe area. Cross-passages shall be provided at least every 500
m.
(3) Alternative technical solutions providing a safe area with a minimum equivalent safety
level are permitted. The equivalent level of safety for passengers and staff shall be
demonstrated using the Common Safety Method on risk assessment.
(c) Doors giving access from the escape walkway to the safe area shall have a minimum clear
opening of 1,4m wide and 2,0m high. Alternatively it is permitted to use multiple doors next
to each other which are less wide as long as the flow capacity of people is demonstrated to be
equivalent or higher.
(d) After passing the doors, the clear width shall continue to be at least 1,5m wide and 2,25m
high.
(e) The way in which the emergency response services access the safe area shall be described
in the emergency plan.
4.2.1.5.3 Communication means in safe areas
This specification applies to all tunnels of more than 1 km in length.
(a) Communication shall be possible, either by mobile phone or by fixed connection from
underground safe areas to the control centre of the Infrastructure Manager.
4.2.1.5.4 Emergency lighting on escape routes
This specification applies to all tunnels of more than 0,5 km in length.
(a) Emergency lighting shall be provided to guide passengers and staff to a safe area in the
event of an emergency.
(b) Illumination shall comply with the following requirements:
(1) Single-track tube: on the side of the walkway
(2) Multiple-track tube: on both sides of the tube
(3) Position of lights:

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above the walkway, as low as possible, so as not to interfere with the free space for
the passage of persons, or

EN

built into the handrails.

(4) The maintained illuminance shall be at least 1 lux at a horizontal plane at walkway level.
(c) Autonomy and reliability: an alternative power supply shall be available for an appropriate
period of time after failure of the main power supply. The time required shall be consistent
with the evacuation scenarios and reported in the Emergency Plan.
(d) If the emergency light is switched off under normal operating conditions, it shall be
possible to switch it on by both of the following means:
(1) manually from inside the tunnel at intervals of 250 m
(2) by the tunnel operator using remote control
4.2.1.5.5 Escape signage
This specification applies to all tunnels.
(a) The escape signage indicates the emergency exits, the distance and the direction to a safe
area.
(b) All signs shall be designed according to the requirements of Directive 92/58/EC of 24 June
1992 concerning the provision of health and/or safety signs at work and to the specification
referenced in appendix A, index 1.
(c) Escape signs shall be installed on sidewalls along escape walkways.
(d) The maximum distance between escape signs shall be 50 m.
(e) Signs shall be provided in the tunnel to indicate the position of emergency equipment,
where such equipment is present.
(f) All doors leading to emergency exits or cross-passage shall be marked.
4.2.1.6. Escape walkways
This specification applies to all tunnels of more than 0,5 km in length.
(a) Walkways shall be constructed in a single track tunnel tube on at least one side of the track
and in a multiple track tunnel tube on both sides of the tunnel tube. In tunnel tubes with more
than two tracks, access to a walkway shall be possible from each track.
(1) The width of the walkway shall be at least 0.8 m.
(2) The minimum vertical clearance above the walkway shall be 2.25m.
(3) The height of the walkway shall be at top-of-rail level or higher.
(4) Local constrictions caused by obstacles in the escape area shall be avoided. The presence
of obstacles shall not reduce the minimum width to less than 0,7 m, and the length of the
obstacle shall not exceed 2 m.
(b) Continuous handrails shall be installed between 0.8m and 1.1m above the walkway
providing a route to a safe area.
(1) Handrails shall be placed outside the required minimum clearance of the walkway.
(2) Handrails shall be angled at 30 to 40 to the longitudinal axis of the tunnel at the entrance
to and exit from an obstacle.

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4.2.1.7. Fire fighting points

This specification applies to all tunnels of more than 1 km in length.
(a) For the purpose of this clause, two or more consecutive tunnels will be considered as a
single tunnel unless both of the following conditions are met:
(1) The separation between tunnels in open air is longer than the maximum length of the train
intended to be operated on the line + 100 m and
(2) The open air area and track situation around the separation between tunnels allow
passengers to move away from the train along a safe space. The safe space shall contain all
passengers of the maximum capacity of the train intended to be operated on the line.
(b) Fire fighting points shall be created
(1)Outside both portals of every tunnel of >1km and
(2) Inside the tunnel, according to the category of rolling stock that is planned to be operated,
as summarized in the table below:
Tunnel length

Rolling
stock
category Maximum distance from the
according to paragraph 4.2.3 portals to a fire fighting
point and between fire
fighting points

1 to 5 km

Category A or B

No fire fighting point required

5 to 20 km

Category A

5 km

5 to 20 km

Category B

No fire fighting point required

>20 km

Category A

5 km
This case is only acceptable
when the fire fighting points
are underground passenger
stations

>20 km

Category B

20 km

(c) Requirements for all fire fighting points:

(1) The fire fighting points shall be equipped with water supply (minimum 800l/min during 2
hours) close to the intended stopping point of the train. The method of supplying the water
shall be described in the emergency plan.
(2) The intended stopping position of the affected train shall be indicated to the train driver.
This shall not require specific on-board equipment (all TSI compliant trains must be able to
use the tunnel)
(3) The fire fighting points shall be accessible to the emergency response services. The way
the emergency response services access the fire fighting point and deploy equipment shall be
described in the emergency plan.
(4) It shall be possible to switch off the traction energy supply and earth the fire fighting
points electrical installation, either locally or remotely.
(d) Requirements for fire fighting points outside the portals of the tunnel

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In addition to the requirements in 4.2.1.7 (c), fire fighting points outside the portals of the
tunnel shall comply with the following requirements:
(1) The open air area around the fire fighting point shall offer a minimum surface of 500 m.
(e) Requirements for fire fighting points inside the tunnel
In addition to the requirements in 4.2.1.7 (c), fire fighting points inside the tunnel shall
comply with the following requirements
(1) A safe area shall be accessible from the stopping position of the train. Dimensions of the
evacuation route to the safe area shall consider the evacuation time (as specified in clause
4.2.3.4.1) and the planned capacity of the trains (referred to in clause 4.2.1.5.1) intended to be
operated in the tunnel. The adequacy of the sizing of the evacuation route shall be
demonstrated.
(2) The safe area that is paired with the fire fighting point shall offer a sufficient standing
surface relative to the time passengers are expected to wait until they are evacuated to a final
place of safety.
(3) There shall be an access to the affected train for emergency response services without
going through the occupied safe area.
(4) The lay-out of the fire fighting point and its equipment shall take into account the control
of smoke, in particular to protect people who use the self-evacuation facilities to access the
safe area.
4.2.1.8. Emergency communication
This specification applies to all tunnels of more than 1 km in length.
(a) Radio communication between the train and the infrastructure manager control centre shall
be provided in each tunnel with GSM-R.
(b) Radio continuity shall be provided for permitting the emergency response services to
communicate with their on-site command facilities. The system shall allow the emergency
response services to use their own communication equipment.
4.2.2.

Subsystem Energy

This section applies to the infrastructure part of the subsystem Energy.

4.2.2.1. Segmentation of overhead line or conductor rails
This specification applies to tunnels of more than 5 km in length.
(a) The traction energy supply system in tunnels shall be divided into sections, each not
exceeding 5 km. This specification applies only if the signalling system permits the presence
of more than one train in the tunnel on each track simultaneously.
(b) Remote control and switching of each switching section shall be provided.
(c) A means of communication and lighting shall be provided at the switching location to
enable safe manual operation and maintenance of the switching equipment.
4.2.2.2. Overhead line or conductor rail earthing
This specification applies to all tunnels of more than 1 km length.
(a) Earthing devices shall be provided at tunnel access points and, if the earthing procedures
allow the earthing of a single section, close to the separation points between sections. These
shall be either portable devices or manually or remotely controlled fixed installations.

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(b) Communication and lighting means necessary for earthing operations shall be provided.
(c) Procedures and responsibilities for earthing shall be defined between the Infrastructure
Manager and the emergency response services, based on the emergency scenarios considered
within the emergency plan.
4.2.2.3. Electricity supply
This specification applies to all tunnels of more than 1 km length.
(a) The electricity power distribution system in the tunnel shall be suitable for the emergency
response services equipment in accordance with the emergency plan for the tunnel. Some
national emergency response services groups may be self-sufficient in relation to power
supply. In this case, the option of not providing power supply facilities for the use of such
groups may be appropriate. Such a decision, however, must be described in the emergency
plan.
4.2.2.4. Requirements for electrical cables in tunnels
This specification applies to all tunnels of more than 1 km length.
(a) In case of fire, exposed cables shall have the characteristics of low flammability, low fire
spread, low toxicity and low smoke density. These requirements are fulfilled when the cables
fulfil as a minimum the requirements of classification B2CA, s1a, a1, as per Commission
Decision 2006/751/EC.
4.2.2.5. Reliability of electrical installations
This specification applies to all tunnels of more than 1 km length.
(a) Electrical installations relevant for safety (Fire detection, emergency lighting, emergency
communication and any other system identified by the Infrastructure Manager or contracting
entity as vital to the safety of passengers in the tunnel) shall be protected against damage
arising from mechanical impact, heat or fire.
(b) The distribution system shall be designed to enable the system to tolerate unavoidable
damage by (for example) energizing alternative links.
(c) Autonomy and reliability: an alternative power supply shall be available for an appropriate
period of time after failure of the main power supply. The time required shall be consistent
with the evacuation scenarios considered and included in the emergency plan.
4.2.3.

Subsystem rolling stock

(a) In the context of this TSI the subsystem rolling stock is subdivided into the following
categories.
(1) Category A passenger rolling stock (including passenger locomotives) for operation on
lines within the scope of this TSI, where the distance between fire fighting points or the length
of tunnels does not exceed 5km.
(2) Category B passenger rolling stock (including passenger locomotives) for operation in all
tunnels on lines within the scope of this TSI, irrespective of the length of the tunnels.
(3) Freight locomotives and self-propelling units designed to carry payload other than
passengers, such as mail and freight for example, for operation in all tunnels on lines within
the scope of this TSI, irrespective of the length of the tunnels. Locomotives designed to haul
freight trains as well as passenger trains fall under both categories and shall respect the
requirements of both categories.

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(4) Self-powered on-track machines, when in transport mode, for operation in all tunnels on
lines within the scope of this TSI, irrespective of the length of the tunnels.
(b) The rolling stock category shall be recorded in the technical file and will remain valid
regardless of future revisions of this TSI.
4.2.3.1. Measures to prevent fire
This section is applicable to all categories of rolling stock.
4.2.3.1.1 Material requirements
Requirements are set out in the LOC&PAS TSI clause 4.2.10.2.1. These requirements shall
also apply to the on-board CCS equipment.
4.2.3.1.2 Specific measures for flammable liquids
Requirements are set out in the LOC&PAS TSI clause 4.2.10.2.2.
4.2.3.1.3 Hot axle box detection
Requirements are set out in the LOC&PAS TSI clause 4.2.10.2.3.
4.2.3.2. Measures to detect and control fire
4.2.3.2.1 Portable fire extinguishers
Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.1.
4.2.3.2.2 Fire detection systems
Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.2.
4.2.3.2.3 Automatic fire fighting system for freight diesel units
Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.3.
4.2.3.2.4 Fire containment and control systems for passenger rolling stock
Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.4.
4.2.3.2.5 Fire containment and control systems for freight locomotives and freight selfpropelling units
Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.5.
4.2.3.3. Requirements related to emergencies
4.2.3.3.1. Emergency lighting system in the train
Requirements are set out in the LOC&PAS TSI clause 4.2.10.4.1.
4.2.3.3.2 Smoke control
Requirements are set out in the LOC&PAS TSI clause 4.2.10.4.2.
4.2.3.3.3. Passenger alarm and communication means
Requirements are set out in the LOC&PAS TSI clause 4.2.10.4.3.
4.2.3.3.4 Running capability
Requirements are set out in the LOC&PAS TSI clause 4.2.10.4.4.
4.2.3.4. Requirements related to evacuation
4.2.3.4.1 Passenger emergency exits
Requirements are set out in the LOC&PAS TSI clause 4.2.10.5.1.

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4.2.3.4.2 Drivers cab emergency exits

Requirements are set out in the LOC&PAS TSI clause 4.2.10.5.2.
4.3.

Functional and technical specifications of the interfaces

4.3.1.

Interfaces with the Control-Command-Signalling subsystem

Interface with the CCS subsystem
SRT TSI

4.3.2.

CCS TSI

Parameter

Clause

Parameter

Clause

Radio communication

4.2.1.8
(a)

Mobile
communication 4.2.4
functions for railways
GSM-R

Material characteristics

4.2.2.4
(a)

Essential requirements

Chapter 3

Material characteristics

4.2.3.1.1

Essential requirements

Chapter 3

Interfaces with the Traffic Management and Operation subsystem

Interface with the OPE subsystem
SRT TSI

OPE TSI

Parameter

Clause

Parameter

Emergency rule

4.4.1

Ensuring that the train is in 4.2.2.7

running order

Tunnel emergency plan

4.4.2

Exercises

4.4.3

Clause

Train departure

4.2.3.3

Degraded Operation

4.2.3.6

Managing an emergency 4.2.3.7

situation

Provision of on-train safety 4.4.5

and emergency information
to passengers
Tunnel specific competence 4.6.1
of the train crew and other
staff
4.4.

Professional competency

4.6.1

Specific elements for train 4.6.3.2.3

crew and auxiliary staff

Operating rules

(a) Operating rules are developed within the procedures described in the Infrastructure
Manager safety management system. These rules take into account the documentation related
to operation which forms a part of the technical file as required in Article 18(3) and set out in
Annex VI of Directive 2008/57/EC.

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The following operating rules do not form any part of the assessment of the structural
subsystems.
4.4.1.

Emergency rule

These rules apply to all tunnels.

In light of the essential requirements in Chapter 3, the operating rules specific to tunnel safety
are:
(a) The operational rule is to monitor the train condition before entering a tunnel in order to
detect any defect detrimental to its running behaviour and to take appropriate action.
(b) In the case of an incident outside the tunnel, the operational rule is to stop a train with a
defect that could be detrimental to its running behaviour before entering a tunnel.
(c) In the case of an incident inside the tunnel the operational rule is to drive the train out of a
tunnel, or to the next fire fighting point.
4.4.2.

Tunnel emergency plan

These rules apply to tunnels of > 1km.

(a) An emergency plan shall be developed under the direction of the Infrastructure
Manager(s), in co-operation with the emergency response services and the relevant authorities
for each tunnel. Railway Undertakings intending to use the tunnel shall be involved in the
development or adaptation of the Emergency Plan. Station managers shall be equally involved
if one or more stations in a tunnel are used as a safe area or a fire fighting point.
(b) The emergency plan shall be consistent with the self-rescue, evacuation, fire-fighting and
rescue facilities available.
(c) Detailed tunnel-specific incident scenarios adapted to the local tunnel conditions shall be
developed for the emergency plan.
4.4.3.

Exercises

These rules apply to tunnels of > 1km.

(a) Prior to the opening of a single tunnel or a series of tunnels, a full-scale exercise
comprising evacuation and rescue procedures, involving all categories of personnel defined
within the emergency plan, shall take place.
(b) The emergency plan shall define how all organisations involved can be familiarised with
the infrastructure and how often visits to the tunnel and table top or other exercises have to
take place.
4.4.4.

Isolation and Earthing procedures

These rules apply to all tunnels.

(a) If disconnection of the traction power supply is required, the infrastructure manager shall
make sure that relevant sections of the catenary or the conductor rail have been disconnected,
and inform the emergency response services before they enter the tunnel or a section of the
tunnel.
(b) It is the responsibility of the infrastructure manager to disconnect the traction power
supply.
(c) The responsibility and procedure for earthing shall be defined in the emergency plan.
Provision shall be made for isolation of the section in which the incident has taken place.

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4.4.5.

Provision of on-train safety and emergency information to passengers

(a) Railway undertakings shall inform passengers of on board emergency and safety
procedures related to tunnels.
(b) When such information is in written or spoken form, it shall be presented in the language
of the country the train is running in as a minimum, plus English.
(c) An operating rule shall be in place describing how the train crew ensures the complete
evacuation of the train when this is necessary, including those people with hearing
impairments that may be in closed areas.
4.4.6.

Operational rules related to trains running in tunnels

(a) Vehicles in conformity with the TSI as defined in clause 4.2.3 shall be permitted to operate
in tunnels in accordance with the following principles:
(1) Category A passenger rolling stock shall be deemed to comply with the tunnel safety
requirements for rolling stock on lines where the distance between fire fighting points, or the
length of tunnels does not exceed 5km.
(2) Category B passenger rolling stock shall be deemed to comply with the tunnel safety
requirements for rolling stock on all lines.
(3) Freight locomotives shall be deemed to comply with the tunnel safety requirements for
rolling stock on all lines. However, Infrastructure Managers of tunnels longer than 20km are
permitted to require locomotives with a running capability equivalent to that of category B
passenger rolling stock for hauling freight trains in such tunnels. This requirement shall be
clearly stated in the Register of Infrastructure defined in clause 4.8.1 and in the Network
Statement of the IM.
(4) On-track machines shall be deemed to comply with the tunnel safety requirements for
rolling stock on all lines.
(5) Freight trains shall be admitted in all tunnels according to the conditions specified in
clause 1.1.3.1. Operational rules may manage the safe operation of freight and passenger
traffic, by separating these types of traffic for example.
(b) Operation of Category A rolling stock is permitted on lines where the distance between
fire fighting points, or the length of tunnels exceeds 5km, in the case where there are no
passengers on board.
(c) Operational rules shall be put in place to avoid panic and spontaneous, uncontrolled
evacuation in the case of a prolonged stop of a train in a tunnel without the occurrence of a
hot or cold incident.
4.5.

Maintenance rules

4.5.1.

Infrastructure

(a) Before placing a tunnel into service a maintenance file shall be prepared setting out at
least:
(1) Identification of elements which are subject to wear, failure, ageing or other forms of
deterioration or degradation,
(2) Specification of the limits of use of the elements under (1) and a description of the
measures to be taken to prevent these limits being exceeded,
(3) Identification of those elements which are relevant to emergency situations and their
management,

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(4) Necessary periodic checks and servicing activities to ensure the proper functioning of the
parts and systems under (3).
4.5.2.

Maintenance of rolling stock

The maintenance requirements for rolling stock are set out in the LOC&PAS TSI.
4.6.

Professional qualifications

(a) The professional qualifications of staff required for operations specific to tunnel safety
within the subsystems covered by this TSI and in accordance with the operating rules in
clause 4.4. of this TSI are as follows:
4.6.1.

Tunnel specific competence of the train crew and other staff

(a) All professional staff driving and accompanying a train, as well as staff that authorise train
movements, shall have the knowledge and ability to apply that knowledge to manage
degraded situations in the event of an incident.
(b) For staff undertaking the tasks of accompanying trains, the general requirements are
specified in the OPE TSI.
(c) Train crew as defined in the OPE TSI shall have knowledge of the appropriate safety
behaviour in tunnels and in particular be able to evacuate the people on board a train, when
the train is stopped in a tunnel.
(d) This involves in particular instructing the passengers to go to the next coach or to exit the
train, and to lead them outside the train to a safe area.
(e) Auxiliary train staff (e.g. catering, cleaning), who do not form part of the train crew as
defined above shall, in addition to their basic instruction, be trained to support the actions of
the train crew.
(f) Professional training of engineers and managers responsible for maintaining and operating
the subsystems shall include the subject of safety in railway tunnels.
4.7.

Health and safety conditions

(a) The health and safety conditions of staff required for operations specific to tunnel safety
for the subsystems concerned by this TSI and for the implementation of the TSI are as
follows:
4.7.1.

Self-rescue device

(a) Manned traction units of freight trains shall be equipped with a self-rescue device for the
driver and other persons on board, satisfying the specifications of either the specification
referenced in appendix A, index 2 or the specification referenced in appendix A, index 3. The
RU shall choose one of the two solutions defined in these specifications.
4.8.

Infrastructure and Rolling stock registers

4.8.1.

Register of infrastructure

(a) The characteristics of the infrastructure that must be recorded in the register of railway
infrastructure are listed in the Commission Implementing Decision 2011/633/EU of 15
September 2011 on the common specifications of the register of railway infrastructure.
4.8.2.

Rolling Stock Register

(a) The characteristics of the rolling stock that must be recorded in the European register of
authorised types of vehicles are listed in the Commission Implementing Decision

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2011/665/EU of 4 October 2011 on the European register of authorized types of railway

vehicles.
5.

INTEROPERABILITY CONSTITUENTS

There are no interoperability constituents defined in the SRT TSI.

6.

ASSESSMENT

OF CONFORMITY AND/OR SUITABILITY

CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM

6.1.

Interoperability constituents

FOR

USE

OF

THE

Not applicable, since no interoperability constituents have been defined in the SRT TSI.
6.2.

Subsystems

6.2.1.

EC verification (general)

(a) The EC verification of a Subsystem shall be performed according to one or a combination

of the following modules as defined in Decision 2010/713/EU:

Module SB: EC-type examination

Module SD: EC verification based on quality management system of the production

process

Module SF: EC verification based on product verification

Module SG: EC verification based on unit verification

Module SH1: EC verification based on full quality management system plus design
examination

(b) The approval process and the contents of the assessment shall be defined between the
applicant and a Notified Body according to the requirements defined in this TSI and in
conformance with the rules set out in section 7 of this TSI.
6.2.2.

Procedures for EC verification of a subsystem (modules)

(a) The applicant shall choose one of the modules or module combinations indicated in the
following table.
Assessment procedures
Subsystem to be assessed

Module Module Module Module

SB+SD SB+SF SG
SH1

Rolling Stock Subsystem

Energy subsystem

Infrastructure subsystem

(b) The characteristics of the subsystem to be assessed during the relevant phases are
indicated in appendix B.

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6.2.3.

Existing solutions

(a) If an existing solution is already assessed for an application under comparable conditions
and is in service, then the following process applies:
(b) The applicant shall demonstrate that the results of tests and verifications for the previous
assessment of the application are in conformity with the requirements of this TSI. In this case
the previous type assessment of the subsystem related characteristics shall remain valid in the
new application.
6.2.4.

Innovative solutions

(a) Innovative solutions are technical solutions which do meet the functional requirements and
spirit of this TSI, but are not fully in compliance with it.
(b) If an innovative solution is proposed, the manufacturer or his authorised representative
established within the European Union shall apply the procedure described in Article 8.
6.2.5.

Assessment of maintenance

(a) According to Article 18 (3) of Directive 2008/57/EC, a notified body shall be responsible
for compiling the technical file, containing the documentation requested for operation and
maintenance.
(b) The notified body shall verify only that the documentation requested for operation and
maintenance, as defined in clause 4.5 of this TSI, is provided. The notified body is not
required to verify the information contained in the documentation provided.
6.2.6.

Assessment of operational rules

(a) In conformity with Articles 10 and 11 of Directive 2004/49EC, Railway Undertakings and
Infrastructure Managers shall demonstrate compliance with the requirements of this TSI
within their safety management system when applying for any new or amended safety
certificate or safety authorisation. Compliance with operation rules of this TSI does not
require assessment by a Notified Body.
6.2.7.

Additional requirements for assessment of specifications concerning the IM

6.2.7.1. Prevent unauthorised access to emergency exits and equipment rooms

The assessment shall confirm that:
(a) Emergency exit doors to the surface and doors to technical rooms are provided with
suitable locks
(b) The locks provided are consistent with the overall strategy for security for the tunnel and
adjacent infrastructure
(c) Emergency exits are not lockable from the inside and shall be able to be opened by
evacuating persons
(d) Access arrangements are in place for the emergency response services
6.2.7.2. Fire resistance of tunnel structures
(a) The Notified Body shall assess conformity with the fire protection requirements for
structures, defined in 4.2.1.2, by using the results of calculations and/or tests made by the
applicant, or by an equivalent method.
(1) To demonstrate that the integrity of the tunnel lining is maintained during a period of time
that is sufficiently long to permit self-rescue, evacuation of passengers and staff and

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intervention of the emergency response services, demonstration that the tunnel lining can
withstand a temperature of 450C at ceiling level during that same period of time is sufficient.
(2) Evaluation of the resistance of immersed tunnels or tunnels which can cause the collapse
of important neighbouring structures shall be carried out according to a suitable temperaturetime curve chosen by the applicant.
This verification is not needed for rock tunnels without additional support.
6.2.7.3. Fire reaction of building material
(a) For the assessment of 4.2.1.3 (c), the Notified Body shall only check that the list of
material that would not contribute significantly to a fire is present.
6.2.7.4. Facilities for self-rescue, rescue and evacuation in the event of an incident
(a) The Notified Body shall check that the solution adopted is clearly identified by a statement
in the technical file and is in conformity with the requirements of clause 4.2.1.5. For assessing
the evolution of the conditions in the safe area during an incident, the Notified Body shall
verify that doors and structures separating the safe area from the tunnel can withstand the
elevation of temperature in the closest tube.
(b) In the case where clause 4.2.1.2 (b) applies, doors giving access to the safe areas can be
assessed according to a different curve to that selected according to clause 6.2.7.2 (2) above.
6.2.7.5. Access and equipment for emergency response services
(a) The Notified Body shall confirm, by verification of the technical file and also considering
evidence of consultation with the emergency response services, that the corresponding
requirements in section 4.2.1 and 4.4 have been met:
6.2.7.6. Reliability of electrical installations
(a) The Notified Body shall confirm only that a failure mode assessment complying with the
functional requirements of 4.2.2.5 has been carried out.
6.2.8.

Additional requirements for assessment of specifications concerning the RU

6.2.8.1. Self-rescue device

(a) The conformity assessment is described in the specifications referenced in Appendix A,
indexes 2, 3, 4.
7.

IMPLEMENTATION

This section defines the implementation strategy for the SRT TSI.
(a) This TSI does not require modifications of subsystems which are already in service unless
they are upgraded or renewed.
(b) If not defined otherwise in section 7.3 Specific Cases, all new TSI compliant category B
rolling stock is deemed to achieve a higher fire and tunnel safety level than non-TSI
compliant rolling stock. This assumption is used to justify the safe operation of new TSIcompliant rolling stock in old non-TSI compliant tunnels. Therefore, all TSI compliant
category B trains are deemed to be suitable for safe integration in accordance with Article
15(1) of Directive 2008/57/EC with all non-TSI compliant tunnels within the geographical
scope of this TSI.
(c) Notwithstanding the above, measures over and above those set out in this TSI may be
necessary to achieve the desired tunnel safety level. Such measures may only be imposed on

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the subsystems Infrastructure, Energy and Operations and shall not restrict the authorisation
or use of TSI compliant rolling stock.
7.1.

Application of this TSI to new subsystems

7.1.1.

General

(a) This TSI is applicable to all subsystems in its scope which are placed into service after the
date of application of this TSI, except when defined otherwise in the sections below.
(b) The application of this TSI to on-track machines is voluntary. Where on-track machines
are not assessed and declared to be in conformity with this TSI, they shall be subject to
national rules. In the latter case Articles 24 and 25 of Directive 2008/57/EC apply.
7.1.2.

New rolling stock

(a) For new rolling stock, the implementation rules set out in clause 7.1.1 of the LOC&PAS
TSI shall be applied.
7.1.3.

New Infrastructure

(a) This TSI is applicable to all new Infrastructure in its scope.

7.2.

Application of this TSI to subsystems already in service

7.2.1.

Upgrade or renewal of rolling stock

(a) In case of renewal or upgrade of existing rolling stock, the implementation rules as set out
in the clause 7.1.2 of LOC&PAS TSI shall be applied.
7.2.2.

Upgrade and renewal measures for tunnels

(a) Taking into consideration Directive 2008/57/EC, Article 20(1), any modification of the
basic parameters of the structural subsystems as set out in this TSI is deemed to affect the
overall safety level of the infrastructure subsystem concerned. Therefore, Member States shall
decide to which extent this TSI needs to be applied to the project. If not defined otherwise in
section 7.3 Specific Cases, the result of renewal or upgrade works shall ensure that
compatibility of the fixed installations with TSI compliant rolling stock is maintained or
improved.
7.2.3.

Operation subsystem

(a) Operational aspects and their implementation are set out in the OPE TSI.
(b) When commissioning an upgraded or renewed tunnel, the requirements for new tunnels in
this TSI apply.
7.2.4.

Operation of new rolling stock in existing tunnels

(a) The category of new rolling stock intended to be operated in existing tunnels shall be
selected according to clause 4.4.6 (a).
(b) However, a Member State may allow operation of new rolling stock of category A in
existing tunnels longer than 5km under the condition that the operation of such new rolling
stock offers an equivalent or improved level of fire safety compared to the operation of
previous rolling stock. The equivalent or improved level of safety to passengers and staff shall
be demonstrated using the Common Safety Method on risk assessment.

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7.3.

Specific cases

7.3.1.

General

(a) The specific cases, as listed in the following clause, describe special provisions that are
needed and authorised on particular networks of each Member State.
(b) These specific cases are classified as T cases: temporary cases: it is planned that they
can be included in the target system in the future. Consequently they will be re-examined in
the course of future revisions of this TSI.
(c) Any specific case applicable to rolling stock within the scope of this TSI in detailed in the
LOC&PAS TSI.
7.3.2.

Operational rules related to trains running in tunnels (clause 4.4.6)

(a) Specific case Italy (T)

Additional prescriptions for rolling stock intended to be operated in existing Italian tunnels
are detailed in the LOC&PAS TSI, clause 7.3.2.20.
(b) Specific case Channel Tunnel (T)
Additional prescriptions for passenger rolling stock intended to be operated in the Channel
Tunnel are detailed in the LOC&PAS TSI, clause 7.3.2.21.

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Appendix A: Standards or Normative Documents Referred to in this TSI

TSI

EN

Index N

Characteristics to be assessed

Clause

Normative document

Design of escape signage

4.2.1.5.5

ISO 3864-1:2011

Specification and assessment of 4.7.1

self-rescue device
6.2.8.1

EN 402:2003

Specification and assessment of 4.7.1

self-rescue device
6.2.8.1

EN 403:2004

Assessment of self-rescue
device

EN 13794:2002

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6.2.8.1

Appendix B: Assessment of the Subsystems

For rolling stock, the sub-system characteristics that must be assessed in the different phases
of design , development and production are specified in the LOC&PAS TSI.
For infrastructure and energy, the sub-system characteristics that must be assessed in the
different phases of design, development and production are marked by X in the following
table.
New line or upgrading/renewal
project
Characteristics to be assessed

4.2.1.1. Prevent unauthorised access to

emergency exits and technical rooms
4.2.1.2. Fire resistance of tunnel structures
4.2.1.3. Fire reaction of building material
4.2.1.4. Fire detection in technical rooms
4.2.1.5. Evacuation facilities
4.2.1.6. Escape walkways
4.2.1.7 Fire fighting points
4.2.1.8 Emergency communication
4.2.2.1. Segmentation of overhead line or
conductor rails
4.2.2.2. Overhead line or conductor rail
earthing
4.2.2.3. Electricity supply
4.2.2.4. Requirements for electrical cables
in tunnels
4.2.2.5. Reliability of electrical
installations

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Particular
assessment
procedures

Design review

Assembly
before putting
into service

6.2.7.1

6.2.7.2

6.2.7.3

6.2.7.4

X
X
X
X

X
X
X