Bruxelles , 29/30 th January, 2014

1. Report on TSI OPE revision RISC 69th Bruxelles, 29/30th January, 2014

2. Focus of the revision • Appendix B “Other rules enabling a coherent operation” • Appendix C “Safety related communication methodology” • Appendix D “Information to which the RU must have access in connection with the route(s) over which he intends to operate” • Appendix T “Braking performance” • Train rear end signal for international & domestic freight trains TSI OPE @ RISC

3. Appendix B New: common operational principles and rules • Methodology was agreed (and presented here with ERA’s intermediate report) • Comments were taken into account • Start of inventory of existing operating procedures • Risk-based approach • General principles in form of operational requirements • Appendix B – common operational principles and rules TSI OPE @ RISC

4. Topics covered in the revised Appendix B TSI OPE @ RISC

5. Appendix C Safety related communications methodology • Cleaned, clarified and restructured • Predefined messages mostly kept in TSI • Agreed to request a study on communication methodology with a specific target on the safety benefits of predefined messages Background: • CER wants to delete predefined messages in the TSI due to doubts on the benefits • ERA regards them as important, especially for those working in other than mother tongue • Some IMs have introduced predefined messages and strongly support them TSI OPE @ RISC

6. Appendix D Elements the Infrastructure Manager has to provide to the RU for the Route Book and for the train compatibility over the route intended for operation • Before: collection of data elements that are • Necessary for train planning • Part of the RINF • Necessary for train operation • Not relevant at all • Now: 2 sets of elements relevant for • RU’s preparation of the driver’s route book • RU’s check of train’s compliance with the path TSI OPE @ RISC

7. Train rear end signal • Invitation to clarify/amend operational rules in order to accept plates on all networks when acceptable • Rear end signal for freight trains crossing borders must be accepted for domestic freight trains as well, existing solutions may continue •  implicit transition periods with a clear target TSI OPE @ RISC

8. Appendix T  4.2.2.6Braking performance 1st step in 2010/314/EC: • IM defines the required braking performance, RU defines the rules of train calculation and fulfils IM’s requirement. • 2nd step now: • IM delivers the track side information (gradients; speeds, stopping distances with safety margins) • RU calculates the required braking performance and ensures that the train fulfils the requirement • Existing braking tables can be used TSI OPE @ RISC

9. New standard procedure + RU Can the train fulfil it? line characteristics+ line safety margins IM RU necessary train braking performance RU RST margins planning appropriate measures no yes In case BP not achieved during operation RU Ensure that train achieves necessary brake performance during operation operation TSI OPE @ RISC

10. In summary SMS shall support improvements and internal transparency TSIs RST allow for new developments RUs are looking for efficiency and safety at the same time Technology allows new solutions Capacity needs new developments Restriction to old solutions like existing braking tables Obliging IM to take responsibility for RST-related calculations (required braking performance) Forcing IMs to follow RST developments for braking performance Recommended revised Appendix T shows a way out for the futureallowing IMs and RUs to agree on a transition period (without limitation) TSI OPE @ RISC

11. Comments Or questions ? TSI OPE @ RISC