Tunneler/Prosjektering og bygging/Sikkerhetstiltak/TSI SRT 2019

Kravnr.	TSI SRT 2014	TSI SRT 2019 Annex V	Reason for the evolution
4.1	(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.	“European Union rail system” is replaced by “Union rail system”	-
4.2.1.2	Fire resistance of tunnel structures (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.	Section 4.2.1.2 (b) is deleted.	That type of risks is removed from the scope covered by the TSI. The TSI is covering the risks for passengers and on-board staff. Such risks are covered by national regulations and not in the scope of interoperability. Simplification for the applicants.
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.	a) This specification applies to construction products and building elements inside tunnels. These products shall fulfil the requirements of Commission Regulation (EU) 2016/364: (1) Tunnel building material shall fulfil the requirements of classification A2. (2) Non-structural panels and other equipment shall fulfil the requirements of classification B. (3) 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 at least the requirements of classification B2ca, s1a, a1. If the classification is lower than B2ca, s1a, a1, the class of cables may be determined by the infrastructure manager after a risk assessment, taking into account the characteristics of the tunnel and the intended operational regime. For the avoidance of doubt, different classifications of cable may be used for different installations within the same tunnel provided that the requirements of this paragraph are met. (b) Materials that would not contribute significantly to a fire load shall be listed. They are allowed to not comply with the above.	Requirement updated and moved to the Infrastructure section. Assessment is done by the NoBo for the subsystem Infrastructure and not Energy.
4.2.1.4	Fire detection in technical rooms This specification applies to all tunnels of more than 1 km in length. Technical rooms shall be equipped with detectors which alert the infrastructure manager in case of fire	Section 4.2.1.4 is replaced as follows: 4.2.1.4. Fire detection in technical rooms This specification applies to all tunnels of more than 1 km in length. (a) Fire in technical rooms shall be detected in order to alert the infrastructure manager.	The provision of fire detection devices may not be appropriate in all cases. For instance, fire detection equipment is susceptible to false alarm, and this could in itself create a safety risk.
4.2.1.5.2	(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.	Section 4.2.1.5.2 (b3) is deleted	This clause has been removed as it is covered by the possibility to cover all parameters relative to the essential requirement ‘Safety’ with a risk assessment.
4.2.1.5.4	Emergency lighting on escape routes (3) Position of lights: — above the walkway, as low as possible (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.	In section 4.2.1.5.4, the terms "on escape routes" and "as low as possible," are deleted. Point (c) is replaced as follows: (c) Autonomy and reliability: an alternative electricity supply shall be available for an appropriate period of time after failure of the main supply. The time required shall be consistent with the evacuation scenarios and reported in the Emergency Plan.	The term “Escape routes” is deleted: “As low as possible”: This unclear requirement is very difficult to assess.
4.2.1.5.5	(f) All doors leading to emergency exits or cross-passage shall be marked.	The term "cross-passage" is replaced by "cross-passages.	Correction of mistake
4.2.1.6	(a) (3) The height of the walkway shall be at top-of-rail level or higher.	(3) The height of the walkway shall be at bottom-of-rail level or higher.	The top of rail level resulted from errors in translations and did not reflect the actual situation. Keeping the “top of rail” requirement would have resulted in the creation of one or more specific cases.
4.2.1.7	(a) (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 (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.	Section 4.2.1.7 is modified as follows: (a) in point (a1) the terms "length of the train" are replaced by the terms "length of the passenger train (b) in point (a2) the terms "safe space" are replaced by "open air area" and the terms "along a safe space" are deleted.	Freight trains carrying no passenger, they should not be considered for rules on evacuation.
4.2.1.7	Tunnel length Rolling stock category according to... Maximmum distance 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 > 20 km Category B 20 km	The table is replaced as follows: Rolling stock category according to... Maximum distance Category A 5 km Category B 20 km	Simplification.
4.2.1.9	A new section is added.	4.2.1.9 Electricity supply for emergency response services This specification applies to all tunnels of more than 1 km length. The electricity supply 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 electricity supply. In this case, the option of not providing electricity supply facilities for the use of such groups may be appropriate. Such a decision, however, must be described in the emergency plan	A new section is added. Requirements are moved from the chapter on the “Energy” subsystem to the chapter on the “Infrastructure” subsystem The assessment should rather be done by the NoBo for the subsystem “Infrastructure” and not “Energy”.
4.2.1.10	A new section is added.	4.2.10 Reliability of electrical systems This specification applies to all tunnels of more than 1 km length. (a) Electrical systems identified by the Infrastructure Manager as vital to the safety of passengers in the tunnel shall be kept in use as long as necessary according to the evacuation scenarios considered in the emergency plan. (b) Autonomy and reliability: an alternative electricity supply shall be available for an appropriate period of time after failure of the main supply. The time required shall be consistent with the evacuation scenarios considered and included in the emergency plan	A new section is added. Requirements are moved from the chapter on the “Energy” subsystem to the chapter on the “Infrastructure” subsystem The assessment should rather be done by the NoBo for the subsystem “Infrastructure” and not “Energy”.
4.2.1.11	A new section is added	4.2.1.11. Communication and lighting at switching locations This specification applies to all tunnels of more than 1 km in length. (a) When the contact line is divided into sections that can be locally switched, a means of communication and lighting shall be provided at the switching location.	A new section is added. Requirements are moved from the chapter on the “Energy” subsystem to the chapter on the “Infrastructure” subsystem The assessment should rather be done by the NoBo for the subsystem “Infrastructure” and not “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.	Section 4.2.2.1 is replaced as follows: "4.2.2.1. Sectioning of contact line This specification applies to all tunnels of more than 1 km length. (a) The traction power supply system in tunnels may be divided into sections. (b) In such case, it shall be possible to switch off each section of the contact line, either locally or remotely.	The requirement was too strict and, in many cases, not justified. Simplification for the applicants.
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. (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.	In section 4.2.2.2, the term "Overhead line or conductor rail earthing" is replaced by "Earthing of contact line". The point (c) and the term "operations" in point (b) are deleted: 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. (b) Communication and lighting means necessary for earthing shall be provided.	Subsystem energy
4.2.2.3	Electricity supply This specification applies to all tunnels of more than 1 km length. 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.	Section 4.2.2.3 is deleted	Subsystem energy
4.2.2.4	Requirements for electrical cables in tunnels This specification applies to all tunnels of more than 1 km length. 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.	Section 4.2.2.4 is deleted	Subsystem energy
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.	Section 4.2.2.5 is deleted	Subsystem energy
4.3.1	Interfaces with the Control-Command-Signalling subsystem	In the table in section 4.3.1 the reference to clause "4.2.2.4 (a)" is replaced by a reference to clause "4.2.1.3”.	Corrections.
4.3.1	Interfaces with the Control-Command-Signalling subsystem	In the table in section 4.3.2 the terms "specific elements for train crew and auxiliary staff" and "4.6.3.2.3" are deleted.	Corrections.
4.4	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. The following operating rules do not form any part of the assessment of the structural subsystems.	In section 4.4, the terms "Article 18(3)" are replaced by "Article 15(4)”, and “Annex VI” is replaced by “Annex IV”.	Corrections.
4.4.2	Tunnel emergency plan These rules apply to tunnels of > 1 km. (a) An emergency plan shall be developed under the direction of the Infrastructure Manager(s), in cooperation 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	Section 4.4.2 is replaced as follows: These rules apply to tunnels of more than 1 km in length. (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. Station managers shall be equally involved if one or more stations are used as a safe area or an evacuation and rescue point. In case the emergency plan concerns an existing tunnel, Railway Undertakings already operating in the tunnel must be consulted. In case the emergency plan concerns a new tunnel, Railway Undertakings planning to operate in the tunnel may be consulted. The emergency plan shall be consistent with the self-rescue, evacuation, fire-fighting and rescue facilities available. (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. (d) Once developed, the emergency plan shall be communicated to Railway Undertakings intending to use the tunnel.	The requirement to involve RUs in the development of the plan was to complex with many Rus to involve, not all known at det time of the development of the plan. Simplification for the IMs.
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.	Section 4.4.4. is modified as follows: 4.4.4. Switching off and Earthing procedures These rules apply to all tunnels. (a) In the case it is required to switch off the traction power supply system the infrastructure manager shall make sure that relevant sections of the contact line have been switched off, 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 switch off the traction power supply. (c) Procedures and responsibilities for earthing of the contact line shall be defined between the Infrastructure Manager and the emergency response services, and reported in the emergency plan. Provision shall be made for switching off the section in which the incident has taken place.	Subsystem energy
4.4.6	(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 20 km 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.	In section 4.4.6.(a) the text “in the Register of Infrastructure defined in clause 4.8.1 and” is deleted.	See requirement 4.8.
4.4.6	(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.	In section 4.4.6.(c) the text "panic and" is deleted.	“Panic” is not clear and factual.
4.8	Infrastructure and Rolling stock registers 4.8.1. Register of infrastructure 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 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 2011/665/EU of 4 October 2011 on the European register of authorized types of railway vehicles.	Section 4.8 is deleted.	No need to duplicate, registers are supported in other texts.