Srt-Tsi Application Guide 2019 en PDF

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

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

European Parliament and of the Council of 11 May 2016
Document History
Version date Section number Modification description
0.1 First draft according to the new template.
Including comments from WP meeting of 29 May
0.2 – 12th June 2019 2019.
Version ready for publication on ERA website
0.3 – 13th December Clarification on the class of cables satisfying the
§ 2.3.6
2019 functional requirements expressed in the TSI
120 Rue Marc Lefrancq | BP 20392 | FR-59307 Valenciennes Cedex 1 / 40

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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
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Table of Contents
1. SCOPE OF THIS GUIDE ..................................................................................................... 4
1.1. Content of the guide ....................................................................................................... 4
1.1.1. Scope............................................................................................................................... 4
1.1.2. Content of the guide ....................................................................................................... 4
1.2. Document reference/s.................................................................................................... 4
1.3. Definitions and abbreviations......................................................................................... 6
2. GUIDANCE ON THE APPLICATION OF THE SRT TSI ......................................................... 8
2.1. Scope and definition of the subsystem .......................................................................... 8
2.2. Essential requirements ................................................................................................... 9
2.3. Characterisation of the subsystem ............................................................................... 12
2.3.1. Scope related to tunnels (clause 1.1.1) ........................................................................ 12
2.3.2. Risk scope (clause 1.1.4) ............................................................................................... 12
2.3.3. The role of emergency response services (clause 2.3) ................................................. 12
2.3.4. Prevent unauthorised access to emergency exits and technical rooms
(clause 4.2.1.1) .............................................................................................................. 13
2.3.5. Fire resistance of tunnel structures (clause 4.2.1.2) .................................................... 13
2.3.6. Fire reaction of building material (clause 4.2.1.3)........................................................ 14
2.3.7. Fire detection in technical rooms (clause 4.2.1.4) ....................................................... 15
2.3.8. Evacuation facilities (clause 4.2.1.5)............................................................................. 15
2.3.9. Access to the safe area (clause 4.2.1.5.2) .................................................................... 15
2.3.10. Communication means in safe areas (clause 4.2.1.5.3) ............................................... 16
2.3.11. Emergency lighting (clause 4.2.1.5.4) ........................................................................... 16
2.3.12. Escape signage (clause 4.2.1.5.5) ................................................................................. 17
2.3.13. Escape walkways (clause 4.2.1.6) ................................................................................. 18
2.3.14. Evacuation and rescue points (clause 4.2.1.7) ............................................................. 18
2.3.15. Emergency communication (clause 4.2.1.8) ................................................................ 23
2.3.16. Requirements relative to electrical systems (clauses 4.2.1.9, 4.2.1.10 and 4.2.1.11) . 23
2.3.17. Reliability of electrical systems (clause 4.2.1.10) ......................................................... 24
2.3.18. Sectioning of contact line (clause 4.2.2.1) .................................................................... 24
2.4. Operational rules .......................................................................................................... 24
2.4.1. Emergency rule (clause 4.4.1) ...................................................................................... 24
2.4.2. Tunnel emergency plan (clause 4.4.2) .......................................................................... 25
2.4.3. Provision of on-train safety and emergency information to passengers
(clause 4.4.5) ................................................................................................................. 26
2.4.4. Operational rules related to trains running in tunnels (clause 4.4.6) .......................... 26
2.5. Conformity assessment and EC verification ................................................................. 28
2.5.1. Assessment of conformity for the Safety requirements applying to the Infrastructure
and Energy subsystems (clause 6.2.6) .......................................................................... 28
2.6. Implementation ............................................................................................................ 27
2.6.1. Upgrade and renewal measures for tunnels (clause 7.2.2) ......................................... 27
2.6.2. Operation of new rolling stock in tunnels (clause 7.2.4) .............................................. 30
3. APPLICABLE SPECIFICATIONS AND STANDARDS........................................................... 31

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4. Annex 1 – table summarising the applicable requirements according to the length of

the tunnel ..................................................................................................................... 32
5. Annex 2 – summary of the main evolutions between Regulation 1303/2014 and
amendment XXXX ......................................................................................................... 34

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1. SCOPE OF THIS GUIDE

1.1. Content of the guide
1.1.1. Scope
This document is an annex to the Guide for the application of TSIs. It provides information on the application
of the Technical Specification for Interoperability on Safety in Railway Tunnels adopted by Commission
Regulation (EU) No 1303/2014 of 18 November 2014 amended by Commission Implementing Regulation (EU)
2019/776 of 16 May 2019
The guide should be read and used only in conjunction with the SRT TSI. It is intended to facilitate its
application, but does not replace it.
The general part of the ‘Guide for the application of TSIs’ should also be considered.
1.1.2. Content of the guide

In section 2 of this document, extracts of the original text of the SRT TSI are provided, in a shaded text box,
and these are followed by text that provides guidance.
Guidance is not provided for clauses where the SRT TSI requires no further explanation.
Guidance is provided for voluntary application. It does not mandate any requirement in addition to those set
out in the SRT TSI.
Guidance is given by means of further explanatory text and, where relevant, by reference to standards that
demonstrate compliance with the SRT TSI; relevant standards are listed in section 3 of this document.
1.2. Document references
Table 1: Document references
DOCUMENT TITLE LAST ISSUE SHORT NAME

REFERENCE
[1] (EU) Regulation (EU) 2016/796 of the European L 138, 26.5.2016, Agency
2016/796 Parliament and of the Council of 11 May 2016 on p. 1-43 Regulation
the European Union Agency for Railways and
repealing Regulation (EC) No 881/2004
[2] (EU) Directive (EU) 2016/797 of the European Parliament L 138, 26.5.2016, Interoperability
2016/797 and of the Council of 11 May 2016 on the p. 44-101 Directive
interoperability of the rail system within the
European Union
[3] (EU) Directive (EU) 2016/798 of the European Parliament L 138, 26.5.2016, Safety Directive
2016/798 and of the Council of 11 May 2016 on railway safety p. 102-149

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Table 1: Document references
DOCUMENT TITLE LAST ISSUE SHORT NAME

REFERENCE
[4] (EU) Commission Implementing Regulation (EU) L 139I, 27.5.2019 SRT TSI 2019
2019/776 2019/776 of 16 May 2019 amending Commission p. 108–311
Regulations (EU) No 321/2013, (EU) No
1299/2014, (EU) No 1301/2014, (EU) No
1302/2014, (EU) No 1303/2014 and (EU) 2016/919
and Commission Implementing Decision
2011/665/EU as regards the alignment with
Directive (EU) 2016/797 of the European
Parliament and of the Council and the
implementation of specific objectives set out in
Commission Delegated Decision (EU) 2017/1474
[5] (EU) Commission Regulation (EU) No 1303/2014 of 18 L 356, SRT TSI 2014
1303/2014 November 2014 concerning the technical 12.12.2014, p.
specification for interoperability relating to ‘safety 394–420
in railway tunnels’ of the rail system of the
European Union
[6] 2008/163/ Commission Decision of 20 December 2007 L 64, 7.3.2008, p. SRT TSI 2008
EC concerning the technical specification of 1–71
interoperability relating to safety in railway tunnels
in the trans-European conventional and high-speed
rail system
[7] (EU) Commission Implementing Regulation (EU) No L 121, 3.5.2013, CSM-RA

402/2013 402/2013 of 30 April 2013 on the common safety p. 8–25
method for risk evaluation and assessment and
repealing Regulation (EC) No 352/2009 Text with
EEA relevance
[8] 2004/54/EC Directive 2004/54/EC of the European Parliament L 167, 30.4.2004, Road Tunnel
and of the Council of 29 April 2004 on minimum p. 39–91 Directive
safety requirements for tunnels in the Trans-
European Road Network
[9] (EU) Commission Regulation (EU) No 321/2013 of 13 L 104, 12.4.2013, WAG TSI
321/2013 March 2013 concerning the technical specification p. 1–56
for interoperability relating to the subsystem ‘rolling
stock — freight wagons’ of the rail system in the
European Union and repealing Decision
2006/861/EC
[10](EU) Commission Regulation (EU) No 1302/2014 of 18 L 356, LOC&PAS TSI
1302/2014 November 2014 concerning a technical specification 12.12.2014, p.
for interoperability relating to the ‘rolling stock — 228–393
locomotives and passenger rolling stock’ subsystem
of the rail system in the European Union

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1.3. Definitions and abbreviations
Table 2: Definitions
TERM DEFINITION/ SOURCE
Basic parameter Any regulatory, technical or operational condition which is critical to
interoperability and is specified in the relevant TSIs (Article 2(12) of Directive (EU)
2016/797)
Conformity Process demonstrating whether specified requirements relating to a product,
assessment process, service, subsystem, person or body have been fulfilled (Article 2(41) of
Directive (EU) 2016/797)
Conformity Body that has been notified or designated to be responsible for conformity
assessment body assessment activities, including calibration, testing, certification and inspection;
a conformity assessment body is classified as a ‘notified body’ following
notification by a Member State; a conformity assessment body is classified as a
‘designated body’ following designation by a Member State (Article 2(42) of
Contracting entity Public or private entity which orders the design and/or construction or the
renewal or upgrading of a subsystem (Article 2(20) of Directive (EU) 2016/797)
Existing rail system Infrastructure composed of lines and fixed installations of the existing, rail
network as well as the vehicles of all categories and origin travelling on that
infrastructure (Article 2(16) of Directive (EU) 2016/797)
Harmonised standard European standard adopted on the basis of a request made by the Commission
for the application of Union harmonising legislation (Article 2(1)(c) of Regulation
(EU) No 1025/2012)
Infrastructure Anybody or firm responsible for the operation, maintenance and renewal of
Manager railway infrastructure on a network, as well as responsible for participating in its
development as determined by the Member State within the framework of its
general policy on development and financing of infrastructure (Article 3(2) of
Directive 2012/34/EU)
Non-application of a Certain circumstance, by which projects can be exempted from having to comply
TSI with all or part of a TSI or TSIs (Article 7 of Directive (EU) 2016/797)
Open point Certain technical aspect corresponding to the essential requirements, which
cannot be explicitly covered in a TSI(Article 4(6) of Directive (EU) 2016/797)
Placing in service All the operations by which a subsystem is put into its operational service (Article
2(19) of Directive (EU) 2016/797)
Placing on the market First making available on the Union’s market of an interoperability constituent,
subsystem or vehicle ready to function in its design operating state (Article 2(35)
of Directive (EU) 2016/797)
Project at an advanced Any project the planning or construction stage of which has reached a point
stage of development where a change in the technical specifications may compromise the viability of
the project as planned (Article 2(23) of Directive (EU) 2016/797)

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Table 2: Definitions
TERM DEFINITION/ SOURCE
Railway Undertaking Railway undertaking as defined in 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 Register of infrastructure indicates the main features of fixed installations,
infrastructure (RINF) 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 (Article 49 of
Renewal Any major substitution work on a subsystem or part of it, which does not change
the overall performance of the subsystem. (Article 2(15) of Directive (EU)
2016/797)
Specific case Any part of the rail system which needs special provisions in the TSIs, either
permanent, because of geographical, topographical or urban environment
constraints or those affecting compatibility with the existing system, in particular
railway lines and networks isolated from the rest of the Union, the loading gauge,
the track gauge or space between the tracks and vehicles strictly intended for
local, regional or historical use, as well as vehicles originating from or destined
for third countries (Article 2(13) of Directive (EU) 2016/797)
Substitution in the Any replacement of components by parts of identical function and performance
framework of in the framework of preventive or corrective maintenance (Article 2(17) of
maintenance Directive (EU) 2016/797)
Upgrading Any major modification work on a subsystem or part of it which results in a
change in the technical file accompanying the ‘EC’ declaration of verification, if
that technical file exists, and which improves the overall performance of the
subsystem (Article 2(14) of Directive (EU) 2016/797)
Table 3: Abbreviations
ABBREVIATION FULL TEXT
CEN European Committee for Standardisation
CENELEC European Committee for Electrotechnical Standardisation
CER The Community of European Railway and infrastructure companies
DeBo Designated Body
EC European Commission
EIM European Rail Infrastructure Managers
EN European standard
ERA European Union Agency for Railways also called “the Agency”
ERADIS Interoperability and Safety database managed by the European Union Agency for
railways

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ABBREVIATION FULL TEXT

ERATV European Register of Authorised Types of Vehicles
ERTMS European Rail Traffic Management System
ETCS European Train Control System
EU European Union
GSM-R Global System for Mobile communications - Railway
IM Infrastructure Manager
INF Infrastructure
ISV Intermediate Statement Verification
MS Member State
NoBo Notified Body
NB-Rail Coordination group of notified bodies for railway products and systems
NSA National Safety Authority
NTR National Technical Rule
PRM Person with Disabilities or Person with Reduced Mobility
RINF Register of Infrastructure
RU Railway Undertaking
SRT Safety in Railway Tunnels
TSI Technical Specification for Interoperability
UIC International Union of Railways (Union Internationale des Chemins de Fer)
UIP International Union of Private Wagons Owners (Union Internationale
d’associations de Propriétaires de wagons de particuliers)
UIRR International Union of Combined Road–Rail Transport Companies (Union
Internationale des opérateurs de transport combiné Rail-Route)
UITP International Association of Public Transport (Union Internationale des
Transports Publics)
UNIFE Union of the European Railway Industries (Union des Industries Ferroviaires
Européennes)
WG Working Group
WP Working Party
2. GUIDANCE ON THE APPLICATION OF THE SRT TSI

2.1. Scope and definition of the subsystem
Definitions and abbreviations are given in the SRT TSI, clause 2.4 and in the general part of the ‘Guide for the
application of TSIs’.
A few clarifications are given here below:

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2.4 Definitions
(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.
Reference to a tunnel length being measured as the length of the fully enclosed section may lead to questions
where a construction with openings (i.e. not fully enclosed) can be considered a tunnel subject to the
application of the SRT TSI. In this case, the risk will be different compared to a fully enclosed section.
There can be no universal right or wrong answer to this question: the applicant should reflect on the risks of
the evacuation and rescue operations following a railway incident occurring in the structure and on the
measures which could mitigate the risks identified. This is equivalent to applying the CSM-RA for the fixed
installations, as permitted by the TSI.
Note: this principle is also valid for tunnels with particular geometry not directly covered by the TSI, e.g.
 a single tube tunnel that splits into two tubes below the ground (in the area where the tunnel splits
in two);
 two double tube tunnels crossing at different heights below ground;
 and other particular tunnel geometries
(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.
According to this definition, technical rooms are purpose built spaces which are not exposed to the tunnel
environment. In some projects, it is planned to include ‘safety installations' within cross passages and this
may raise the question whether this constitutes a 'technical room' or not. If:
1. the equipment to be placed in the cross passage belongs to one of the categories listed in the
definition for 'technical rooms', and
2. the equipment is not enclosed separately inside the cross-passage,
then the cross passage itself is considered a technical room and needs to fulfil the requirement of point
4.2.1.4 of the TSI.
Note: for compliance with the requirements 4.2.1.1 (a) of the TSI, one can consider that people having access
to a cross passage are either authorized staff working in the tunnel or passengers evacuating a train that can
be considered as authorized to enter the cross-passage.
In the definition, the terms “safety installations which are necessary for at least one of the following
functions:” are to be understood as the installations that are necessary for operating the functions listed. For
instance, whereas lighting is necessary for evacuation, only the electrical cabinets with switches and fuses
are necessary for operating it; consequently, the requirement does not apply to each lighting device.
2.2. Essential requirements

The essential requirements cover:
 safety,
 reliability and availability,
 health,

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 environmental protection,
 technical compatibility.
 accessibility
and are addressed in chapter 3 of the TSI.
Being an essential requirement accessibility is listed in chapter 3 of the TSI, even if no basic parameter
correspond to this requirement.
3. ESSENTIAL REQUIREMENTS
(a) 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 (EU) 2016/797
2008/57/EC.
(b) For meeting the essential requirements, the corresponding parameters of sections 4.2.1,
4.2.2 and 4.2.3 shall apply.
3.1. Infrastructure and energy subsystems
(a) In order to meet the essential requirement ‘Safety’ applying to the Infrastructure and
Energy subsystems, the CSM on risk assessment may be applied as an alternative to the
corresponding parameters of sections 4.2.1 and 4.2.2.
(b) Accordingly, for the risks identified in point 1.1.4 and the scenarios listed in point 2.2,
the risk can be assessed by:
(1) a comparison with a reference system,
(2) an explicit risk estimation and evaluation.
The general rule, which is recalled in the introduction of section 3, is that for meeting the essential
requirements, the corresponding parameters of the TSI shall apply.
However, in the case of the essential requirements for ‘Safety’ that shall be fulfilled by the Infrastructure and
Energy subsystems, the TSI permits the use of the risk acceptance principles listed in the CSM-RA.
The CSM-RA lists the following risk acceptance principles for evaluation of the risk acceptability of a system:
 the application of a code of practice
 a comparison with similar systems
 an explicit risk estimation
It is understood that the basic parameters of sections 4.2.1 and 4.2.2 of the TSI represent the code of practice.
According to the principles of the CSM-RA, for the risks identified in point 1.1.4 of the TSI and the scenarios
listed in point 2.2, the risk can alternatively be assessed by a comparison with a reference system or through
an explicit risk estimation and evaluation.
The principle of applying the CSM-RA is illustrated on the Figure 1 below.
On the figure, the risk acceptability level and the criteria for comparison are to be agreed between the
applicant and the National Safety Authority.

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SRT TSI
SYSTEM
chapters 1 & 2
DEFINITION
Technical & Is equivalent to
HAZARD
Geographical
IDENTIFICATION
scope
Risk scope
Risk scenarios
use CSM-RA
SELECTION OF
as alternative to the
RISK ACCEPTANCE
‘safety’ parameters for
PRINCIPLE
INF & ENE ? YES
NO
TSI BASIC SIMILAR

EXPLICIT RISK
REQUIREMENTS REFERENCE
ESTIMATION
SRT TSI SYSTEM
Chapters 4.2.1
& 4.2.2
COMPARISON
WITH CRITERIA
NO ACCEPTABLE
RISK ?
YES
COMPLICANCE WITH THE

ESSENTIAL
REQUIREMENT ‘SAFETY’
FOR THE RISKS
IDENTIFIED IN POINT
1.1.4 AND THE
SCENARIOS LISTED IN
POINT 2.2
Figure 1 Principle for the application of the CSM-RA for fixed installations

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2.3. Characterisation of the subsystem

The following clauses refer to the chapters, sections and clauses of the TSI referenced within this chapter.
2.3.1. Scope related to tunnels (clause 1.1.1)
(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 of 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 evacuation and rescue points, they shall
comply only with the specifications of clauses 4.2.1.7 (c) and 4.2.1.7 (e) of this TSI.
National rules include requirements for evacuation and fire safety in underground stations. The boundaries
between the tunnel structure and the station area are best decided on a project-specific basis (i.e. case by
case).
The length of an underground station contributes to the total tunnel length. For example, if an underground
station with 400m platforms is placed between two tunnels of 350 m length, then the result is a single tunnel
of 1100 m.
2.3.2. Risk scope (clause 1.1.4)
1.1.4.1. Risks 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.
(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.
The IM and the RU are required to control the tunnel-specific risks as part of their safety management system
(SMS). Consequently, the TSI does not require the IM to perform a risk analysis for every single tunnel.
1.1.4.2. Risks not covered by this TSI

(a) Risks not covered by this TSI are as follows:
(..)
(5) Risks for people in the neighbourhood of a tunnel where collapse of the structure could
have catastrophic consequences.”
The risks for people in the neighbourhood of a tunnel where collapse of the structure could have catastrophic
consequences was covered by the previous version of the TSI.
With the amendment [4], the TSI focus is on the safety of passengers and on-board staff. This risks for people
in the neighbourhood of a tunnel are normally covered by National rules.
2.3.3. The role of emergency response services (clause 2.3)
(f) If the expectations of the emergency response services expressed in emergency plans go beyond
the assumptions described above, the need for additional measures or tunnel equipment can be
considered.
The needs expressed by emergency response services can be considered when are within the scope of the
TSI and when they cover the risks expressed in point 1.1.4.1.
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2.3.4. Prevent unauthorised access to emergency exits and technical rooms (clause 4.2.1.1)
This specification applies to all tunnels.

[…]
(b) Where emergency exits are locked for security purposes, it shall always be possible to open them
from inside.
All emergency escape doors should be fitted with an easy to open exit device (sometimes referred to as anti-panic
locks) from the inside without the use of a key or a tool.
2.3.5. Fire resistance of tunnel structures (clause 4.2.1.2)

In the event of fire, the integrity of the tunnel lining shall be maintained for a period of time
sufficiently long to permit self-rescue, evacuation of passengers and staff and intervention of
emergency response services.
This requirement applies to the load-bearing structure of the main tube(s) of the tunnel through which trains
operate.

(..) That period of time shall be in accordance with the evacuation scenario and reported in the
Emergency Plan.
An emergency plan, including the description of the foreseen emergency scenarios (clauses 2.2 and 4.4.2 (c)
of the TSI), is required only for tunnels of more than 1km in length.
Consequently, for tunnels shorter than 1km in length:
 no report is necessary as there is no Emergency Plan
 however the period of time which is ‘sufficiently long to permit self-rescue, evacuation of passengers
and staff and intervention of emergency response services’ needs to be evaluated

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2.3.6. Fire reaction of building material (clause 4.2.1.3)
(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
not to comply with the above.
The following European harmonised standards support Regulation (EU) 2016/364:

 EN 13501-1:2018 Fire classification of construction products and building elements - Part 1:
Classification using data from reaction to fire tests
 EN 13501-6:2018 Fire classification of construction products and building elements - Part 6:
Classification using data from reaction to fire tests on power, control and communication cables
Regarding cables, they are considered to be exposed when they could potentially be directly exposed to an
external ignition source.
Using exposed cables of class B2ca, s1a, a1 ensures that the characteristics of low flammability, low fire
spread, low toxicity and low smoke density are satisfied without the need for further risk assessment.
Using another class for exposed cables is permitted: the class may be determined after a risk assessment
taking into account the characteristics of the tunnel and the intended operational regime. As indicated in the
TSI, different classifications of cable may be used for different installations within the same tunnel. For
instance, cables located in specific areas such as evacuation and rescue points may be of a higher class of
reaction to fire compared to cables located in a normal tunnel section.
The requirements of the paragraph of the TSI to be met are the requirements for low flammability, low fire
spread, low toxicity and low smoke density.
Consequently, exposed cables of class Fca that are flammable and likely to burn uncontrollably in a fire,
exposed cables of class Eca that do not have the characteristics of low toxicity and low smoke density and
exposed cables of class Dca that do not have the characteristics of low fire spread shall not be used. As an
additional prerequisite, exposed cables need to comply with additional classifications s1a, s1b, s1 or s2 to
meet the requirement of low smoke density and classification a1 or a2 to meet the requirement of low
toxicity
The Applicant should identify the products which are captured by the requirements of clause (b).
Some examples of materials which do not contribute significantly to the fire load are:
 Anti-panic devices in doors
 Lighting bulbs, LEDs, switches.
 Escape Signage
 Signalling system balises, ordinary signals
 Polymer rail pads

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 Polymer sleeper boots

 Cable patchcords, radiating cables, telecommunication cabinets, antennas.
2.3.7. Evacuation facilities (clause 4.2.1.5)

The PRM TSI specifies the technical characteristics that apply to stations in order to enhance their accessibility
for persons with disabilities and persons with reduced mobility. The technical requirements prescribed in the
PRM TSI do not apply to tunnels.
2.3.8. Access to the safe area (clause 4.2.1.5.2)
This specification applies to all tunnels of more than 1 km in length.

[...]
(b) One of the following solutions shall be selected for access points from a train to the safe areas:
(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.
[...]
The previous versions of the SRT TSI included a clause (3) Alternative technical solutions providing a safe area
with a minimum equivalent safety level are permitted. The equivalent level of safety to passengers and staff
shall be demonstrated using the Common Safety Methods on risk assessment. 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 (see point 2.2 of this guide).
The distance between doors giving access to a safe area should be measured as follows:
 Between the doors centres
 Parallel to the tunnel lining
In the example below, A is the distance between the doors giving access to the safe area.
Figure 2 Example of measurement of the distance between doors giving access to a safe area

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[...]
(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 the emergency response services access the safe area shall be described in
the emergency plan.
The evacuation route includes in particular the width of the walkway and the cross passages between the
walkway and the safe area as they are necessary for evacuation.
The clearway defined by a width of 1.5m and a height of 2.25m in point (d) above is sufficient for the
evacuation of passengers and if needed the intervention of the emergency response services. However, in
the case of evacuation routes with complex geometry (e.g. bends, chicanes) additional clear width and height
may be beneficial to permit evacuation of people on stretchers if necessary. This additional clearance should
be adopted by the applicant on a voluntary basis.
2.3.9. Communication means in safe areas (clause 4.2.1.5.3)

[...]
(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.
The communication to the control centre of the IM can be established by the RU, the emergency response
services or the IM, either directly, or through a telephone operator, as is the case for emergency telephone
numbers.
If the tunnel on a line is fitted with GSM-R, it should be possible to communicate with the control centre of
the IM through the GSM-R mobile phone system. The passengers are not expected to contact the IM control
centre as this will be subject to the emergency procedures agreed between the RU, IM and the emergency
response services.
2.3.10. Emergency lighting (clause 4.2.1.5.4)

[...]
(b) Illumination shall comply with the following requirements:
(3) Position of lights:
above the walkway, so as not to interfere with the free space for the passage of persons,
or
built into the handrails.

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(4) The maintained illuminance shall be at least 1 lux at a horizontal plane at walkway
level.
In case of smoke in the tunnel, the smoke plume will concentrate at the ceiling and will progressively get
lower: for that reason, it is permitted by the TSI to locate the emergency lighting into the handrail, i.e. low
above the floor of the escape route. Emergency lights would then trace the way to escape.
In particular situations where it is expected that the smoke will behave differently due to the particular tunnel
geometry, or where a ventilation system (not a requirement of the TSI) has been provided, it may be possible
for lights to be located above the handrails.
This specification applies to all tunnels of more than 0,5 km in length.
(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.
An emergency plan, including the description of the foreseen emergency scenarios (clauses 2.2 and 4.4.2 (c)
of the TSI), is required only for tunnels of more than 1km in length.
Consequently, for tunnels between 0.5km and 1km in length:
 no report is necessary as there is no Emergency Plan
 however the time during which the alternative electricity supply will remain available needs to be
evaluated
(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
250m represents a maximum switch interval. Intervals of less than 250m are acceptable.
2.3.11. Escape signage (clause 4.2.1.5.5)

[…]
(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.
To prevent people entering a technical area with no exit during self-evacuation, it is recommended that the
doors leading to the technical rooms are marked accordingly.
Note that for signage requiring electric power supply in order to fulfil Directive 92/58/EC the paragraph
4.2.1.10 about reliability applies, unless luminous signage is used.

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2.3.12. Escape walkways (clause 4.2.1.6)

(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.
In single tube tunnels equipped with at least 2 tracks supported by a concrete slab, it may be acceptable to
use the adjacent track as a walkway, provided the slab track meets the requirements for walkways in the TSI.
In such cases, the conditions of use of the slab track as an escape walkway should be described in the
emergency plan.
(3) The height of the walkway shall be at bottom-of-rail level or higher.
For measuring the height of the walkway, the reference rail to be considered is the one nearest to the
walkway.
2.3.13. Evacuation and rescue points (clause 4.2.1.7)

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
passenger 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. The open air area shall contain all passengers
of the maximum capacity of the train intended to be operated on the line.
(b) Evacuation and rescue 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:
Rolling stock category Maximum distance from the

according to paragraph portals to an evacuation
4.2.3 and rescue point and
between evacuation and
rescue points
Category A 5 km
Category B 20 km
[...]

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This guidance is intended to clarify the requirements for the distribution of evacuation and rescue points
within tunnels, including the case for a line fitted with consecutive tunnels.
New tunnels shorter than 1km may require evacuation and rescue points at one of their portals when they
are followed by another tunnel and:
 the sum of the lengths of both tunnels is greater than 1km and
 the open air area between consecutive tunnels is not sufficient for a safe evacuation.
However, new tunnels longer than 1km may not require an evacuation and rescue point at both portals when
they are followed by another tunnel and the open air area in between them is not sufficient for a safe
evacuation.
Some examples of TSI compliant configurations of evacuation and rescue points and tunnels are given below.
Evacuation and rescue points do not have to be provided when the requirements of either 4.2.1.7 (a) (1) or
4.2.1.7. (a) (2) are not satisfied.
Figure 3 Examples of configurations of evacuation and rescue points (ERP) and tunnels for lines accepting
category A and B trains:
a) The tunnel is longer than 1km and shorter than 5km: there are ERPs at both portals.
b) The first tunnel is shorter than 1km, but the separation in open air between both tunnels does not
fulfil the requirement of either 4.2.1.7 (a) (1) or 4.2.1.7. (a) (2). Consequently, both tunnels are
considered as one and in practice this case is the same as case a).
c) The first tunnel is shorter than 1km, and the separation in open air between both tunnels fulfils the
requirement of 4.2.1.7 (a) (1) and 4.2.1.7. (a) (2). The first tunnel has no ERP but the second one has
ERPs at both portals.

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d) Both tunnels are shorter than 1km, but the separation in open air between them does not fulfil the
requirement of either 4.2.1.7 (a) (1) or 4.2.1.7. (a) (2). Consequently, both tunnels are considered as
one tunnel of more than 1km, and there are ERPs at both portals.
e) The tunnel is longer than 5km and, in order to accept category A trains, it needs to be equipped with
an ERP inside the tunnel in addition to the ERPs at both portals.
f) The second tunnel is shorter than 1km and the separation in open air between both tunnels is longer
than the maximum length of the passenger train intended to be operated on the line + 100 m
(requirement 4.2.1.7 (a) (1)), but the open air area and track situation around the separation
between tunnels does not allow passengers to move away from the train (requirement 4.2.1.7. (a)
(2)). Consequently, both tunnels are considered as one and in practice this case is the same as case
b).
Figure 4 Examples of configurations of evacuation and rescue points and tunnels for lines accepting only
category B trains
a) The tunnel is longer than 1km and shorter than 20km: there are ERPs at both portals.
b) The first tunnel is shorter than 1km and the next ones are all shorter than 5km. However, the
separation in open air between consecutive tunnels does not fulfil the requirement of either 4.2.1.7
(a) (1) or 4.2.1.7. (a) (2). Consequently, all tunnels are considered as one tunnel of more than 5km,
and there are ERPs at both portals.
c) The tunnel is longer than 20km and, in order to accept category B trains, it needs to be equipped
with an ERP inside the tunnel in addition to the ERPs at both portals.
d) The open air between both tunnels does not fulfil the requirement of either 4.2.1.7 (a) (1) or 4.2.1.7.
(a) (2). Consequently, both tunnels are considered as one tunnel of more than 20km and the case is
equivalent to case c).
The separation between consecutive tunnels defined in point 4.2.1.7 (a) (1) is linked to the maximum length
of the passenger trains that will operate in the tunnel. This is required to ensure that all passenger and staff
exits of any train travelling on a line fitted with several tunnels, will remain outside a tunnel if the train is
evacuated in the separation gap between consecutive tunnels. Therefore,

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 Only the longest train operating with passengers should be taken into consideration. Passenger trains
with no passengers on board should not be considered (e.g. a passenger train being towed by
another after a breakdown)
 The maximum train length is no longer defined in the revised LOC&PAS TSI. Therefore, the IM may
take into account the maximum train length already imposed by other requirements for operation
of trains on the line where the consecutive tunnels are fitted, e.g. length of the platforms at the
stations.
[...]
(b) Evacuation and rescue 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: [...]
The evacuation and rescue point locations outside the tunnel portals do not have to coincide exactly with
the portal position. They may be placed further away from the portal position outside the tunnel due to
topographical reasons, the length of the train, or urban environmental constraints, for example.
In all cases, the distances between evacuation and rescue points defined in table 4.2.1.7 (b) (2), must be
respected.
The decision on “the category of rolling stock that is planned to be operated” is particularly important for
tunnels of a length between 5km and 20km. This decision between passenger rolling stock of category A or
B should be made as soon as the phase of design of the tunnel starts and should take into account a long-
term vision (see also clause Operational rules related to trains running in tunnels (clause 4.4.6)).
[...]
(c) Requirements for all evacuation and rescue points:
(1) The evacuation and rescue 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.
[...]
The water flow of 800 l/min is a minimum value. Local and operational aspects such as the response time of
the emergency response services, the type of water source, and the method of supplying the water, should
be considered by the applicant.
The water source can be a hydrant or any water supply such as a basin, river or other means.
[...](c) Requirements for all evacuation and rescue points:
[...]

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(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)
Indicating the intended stopping position does not necessarily require a specific sign to be placed at relevant
positions in a tunnel.
(c) Requirements for all evacuation and rescue points:
[...]
(4) It shall be possible to switch off and earth the contact line, either locally or
remotely..
This may be achieved either by direct operation or by a remote control system activated from a control centre
at the request from:
 the train staff, from the train cab
 the train staff, IM staff or the emergency response services, from communication equipment inside
the tunnel
(d) Requirements for evacuation and rescue points outside the portals of the tunnel
In addition to the requirements in 4.2.1.7 (c), evacuation and rescue points outside the
portals of the tunnel shall comply with the following requirements:
(1) The open air area around the evacuation and rescue point shall offer a minimum
surface of 500 m².
The open air area around the evacuation and rescue point may consist of roads, parks or other areas suitable
for evacuation and rescue operations. It does not need to be a dedicated area as long as it complies with
points 4.2.1.7 (c) and 4.2.1.7 (d).
(e) Requirements for evacuation and rescue points inside the tunnel
In addition to requirements in 4.2.1.7 (c), evacuation and rescue 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 evacuation and rescue point shall offer a
sufficient standing surface relatively to the time passengers are expected to wait until
they are evacuated to a final place of safety.

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The TSI does not specify a minimum surface area per person ratio in the safe area which is coupled with the
internal evacuation and rescue point. This is because this ratio depends on many factors, such as the layout
of the tunnel, the response time of the emergency response services, etc., and therefore a suitable value
may be determined on a case by case basis.
For example, the standing surface per person can be evaluated by taking into account the expected waiting
time before the evacuation to a final place of safety starts. The standing surface per person can be different
according to the specific situation.Facilities such as toilets, water, seats, etc. may be provided according to
the waiting time derived from the evacuation scenarios and reported in the Emergency Plan.
For a particular tunnel project, where ‘alternative technical solutions’ are adopted for provision of access to
the safe area, the adequacy of the standing surface area may be demonstrated through application of the
Common Safety Methods on Risk Assessment.
(3) There shall be an access to the affected train for emergency response services without
going through the occupied safe area.
If a parallel tunnel or parallel service tunnel is used as a safe area it is allowed to the emergency service to
use these tunnels as access to the affected train. Similarly, emergency response services can access to the
affected train through the safe area after its occupants have been evacuated.
2.3.14. Emergency communication (clause 4.2.1.8)
[...](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.
Radio continuity should be provided in stations, tunnels and safe areas.

Where there is agreement between the IM and the emergency response services, the emergency
communication equipment could be GSM-R.
2.3.15. Requirements relative to electrical systems (clauses 4.2.1.9, 4.2.1.10 and 4.2.1.11)
The requirements of clauses 4.2.1.9, 4.2.1.10 and 4.2.1.11 are not new requirements in the SRT TSI, they
have been transferred from other chapters of the TSI: in the SRT TSI 2008 and 2014, they were in the chapter
about the Energy subsystem, they are now in the chapter about the Infrastructure subsystem.
The reason for the transfer is that according to its definition in the Interoperability Directive, the Energy sub-
system should consist only of the electrification system, including overhead lines, and the trackside electricity
consumption measuring and charging system. Electrification system here is understood as the electricity
supply to the train. Electricity supply to the systems in the tunnel (lighting, ventilation if any, etc.) does not
correspond to the definition for the electrification system.
For the assessment of the requirements of clauses 4.2.1.9, 4.2.1.10 and 4.2.1.11, no electrical expertise is
needed: the assessment consists of a verification that the required functionalities of the electrical supply
system are fulfilled.

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2.3.16. Reliability of electrical systems (clause 4.2.1.10)
(This specification applies to all tunnels of more than 1 km in 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.
The alternative power supply can be a backup supply from batteries or powerpacks or it can be provided via
a redundant or two-sided power supply.
2.3.17. Sectioning of contact line (clause 4.2.2.1)
(a) This specification applies to all tunnels of more than 1 km length.
(a) (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 traction power supply system in tunnels can be divided into sections when appropriate. This can be the
case when, for instance, the signalling system permits the presence of more than one train in the tunnel on
one track simultaneously, i.e. when two or more trains are running on the same track in the tunnel.
It’s considered that the requirement on sectioning should allow flexibility, depending on the expected
operation of the tunnel and also on the rules applicable by rescue services: for instance in some countries
there is an agreement to guarantee the total earthing of a tunnel for the emergency response services. When
this is the case, sectioning is not necessary.
When divided into sections, the length of each section could be determined according to the operational
conditions in the tunnel and the signalling system.
2.4. Operational rules

2.4.1. Emergency rule (clause 4.4.1)
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 take appropriate action.
[...]
The monitoring of the train before entering the tunnel may be achieved by:
 trackside monitoring and/or
 on-board monitoring

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The definition of the appropriate equipment and operational measures is the responsibility of the IM and
RUs through their respective Safety Management Systems.
From a rolling stock perspective, the requirements of the LOC&PAS TSI, point 4.2.3.3.2 “Axle bearing
condition monitoring” when they apply are sufficient to fulfil the requirement.
For wagons, there is no harmonised specification on the design of on-board axle bearing condition
monitoring equipment (Open point listed in the WAG TSI on clause 4.2.3.4 Axle bearing condition monitoring)
When installed, track side detection systems should not impose additional requirements or equipment for
the rolling stock on top of those already required in the LOC&PAS TSI and in the WAG TSI.
2.4.2. Tunnel emergency plan (clause 4.4.2)

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. 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
(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
This requirement applies only to the emergency plan developed by the Infrastructure Manager. Emergency
Response Services may have their own complementary plans, that are not in the scope of the Interoperability
Directives and therefore, not in the scope of the SRT TSI.
According to the TSI, an Infrastructure Manager emergency plan is required to contain at least the following:
 Description of the foreseen emergency scenarios (clauses 2.2 and 4.4.2 (c) of the TSI)
 Period of time for which the integrity of the tunnel lining is maintained in case of fire (clause 4.2.1.2)
 The way the emergency response services access the safe area (clause 4.2.1.5.2 (e) )
 Period of time of availability of the alternative electricity supply for emergency lighting on escape
routes after failure of the main supply. (clause 4.2.1.5.4 (c))
 The method of supplying the water to the Evacuation and Rescue Points (Clause 4.2.1.7. (c) (1)).
 The way the emergency response services access the Evacuation and Rescue Point and deploy
equipment (clause 4.2.1.7. (c) (3)).
 Electricity supply facilities provided for the emergency response services (clause 4.2.1.9 (a))
 Period of time of availability of an alternative electricity supply after failure of the main supply (clause
4.2.1.10 (b))
 Procedures to improve the familiarity of all organisations with the infrastructure and the frequency
of visits to the tunnel and table top or other exercises (clause 4.4.3 (b))
 The responsibility and procedure for earthing (clause 4.4.4. (c))
Note: a few requirements mentioning information to report in the emergency plan apply to tunnels of less
that 1km in length (e.g. 4.2.1.2. Fire resistance of tunnel structures); for such requirements, the information
needs to be reported only for tunnels of 1km in length or more.

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An emergency plan may also contain:

 The responsibilities, names, addresses and telephone numbers, of all relevant organisations; any
changes in this respect should be reported immediately and the emergency plan updated accordingly
by the IM.
 The identification of the tunnel (which must be unique), and a precise description and plan of the
access routes for the emergency response services
 The measures provided and the strategy for ensuring the safety of passengers in the tunnel and for
their evacuation, in the event of occurrence of the foreseen emergency scenarios.
 The available evacuation time for the complete evacuation of people to a safe place.
 Information about the facilities provided in the safe area paired with the internal evacuation and
rescue point.
The list above is not exhaustive.
2.4.3. Provision of on-train safety and emergency information to passengers (clause 4.4.5)
(a) Railway undertaking 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.
The core content of the information may include:

 In case of fire, and if you are able to do so, try to extinguish the fire by using the on-board
extinguishers
 Alerting the train crew
 If there is no immediate danger, await instructions from the train crew
 If necessary, or if instructed, passengers to move to another coach
 Once the train is stationary, follow the instructions given by the train crew
 If leaving the train in the event of an emergency follow the emergency exit signs
 Beware of trains travelling on adjacent tracks
The list above is neither exhaustive nor mandatory.
The information may be supplied in spoken form (train staff, recorded messages in the Public Address system)
or in written form (leaflets, pictograms, etc...)
2.4.4. Operational rules related to trains running in tunnels (clause 4.4.6)

(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
evacuation and rescue points, or the length of tunnels does not exceed 5km.

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(2) Category B passenger rolling stock shall be deemed to comply with the
tunnel safety requirements for rolling stock on all lines.
Passenger Rolling Stock are categorised as A or B according to their running capability, i.e. their capacity to
continue running with a fire on-board so as to leave the tunnel or reach an internal Evacuation and Rescue
Point.
Passenger Rolling Stock of category A have a running capability of 5 km. They are designed to ensure that
they can continue running for a minimum of 4min at an average speed of 80km/h (without automatic
application of the brakes).
Passenger Rolling Stock of category B have a running capability of 20 km. They are designed to ensure that
they can continue running for a minimum of 15min at an average speed of 80km/h (traction power remains
available and without automatic application of the brakes).
Compliance is demonstrated according to the requirements detailed in the LOC&PAS TSI (see point 4.1.4 and
4.2.10.4.4).
2.5. Implementation
2.5.1. Upgrade and renewal measures for tunnels (clause 7.2.2)
7.2.2.1. Upgrade or renewal of a tunnel
(a) A tunnel is considered to be upgraded or renewed in the context of this TSI

when any major modification or substitution work are carried out on a subsystem (or
part of it) composing the tunnel.
(b) Assemblies and components that are not included in the scope of a
particular upgrade or renewal programme do not have to be made compliant at the time
of such a programme.
(c) When upgrading or renewal works are carried out, the following
parameters apply if they are in the scope of work:
• 4.2.1.1. Prevent unauthorised access to emergency exits and technical

rooms
• 4.2.1.3. Fire reaction of building material
• 4.2.1.4. Fire detection in technical rooms
• 4.2.1.5.4 Emergency lighting: when provided, it is not necessary to

apply detailed requirements
• 4.2.1.5.5 Escape signage
• 4.2.1.8. Emergency communication
The tunnel emergency plan shall be revised.
According to the Article 18 of Directive 797/2016, major modification is understood as any work which
improves the overall performance of the tunnel. Due to the variety of existing tunnels, the decision for an
authorization or not will remain to the National Safety Authority on a case by case basis.

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There are many tunnels already in service. Obviously they cannot be adapted at reasonable costs to the
requirements applicable to new tunnels. But safety in railway tunnels does not depend only on structural
measures — it could be enhanced also through operational measures.
In case of upgrade/renewal, the applicant decides what will be included in the scope of work, i.e. which
assemblies and components will be renewed/upgraded and for which part of the tunnel they will be
renewed/upgraded.
It is always possible to apply the requirements of parameters not covered by 7.2.2.1 (c) if they are in the
scope of the proposed works.
In the case where an existing tunnel is upgraded or renewed by the addition of lighting, it may be that there
is no walkway or handrails, making it impossible to assess the conformity of the installed lighting system with
the above requirements. For that reason, in the case of tunnel upgrade/renewal, it is not required to check
the conformity of lighting with the requirements in 4.2.1.5.4 (b).
7.2.2.2. Extension of a tunnel
(a) A tunnel is considered to be extended in the context of this TSI when its
geometry is affected (e.g. extension in length, connection to another tunnel).
(b) When a tunnel extension is carried out, then the following measures shall
be implemented for assemblies and components included in the extension. For their
application, the tunnel length to consider is the total tunnel length after extension:
• 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
• 4.2.1.5.4 Emergency lighting
• 4.2.1.5.5 Escape signage
• 4.2.1.6. Escape walkways
• 4.2.1.8. Emergency communication
• 4.2.1.9. Electricity supply for emergency response services
• 4.2.1.10. Reliability of electrical systems
• 4.2.1.11 Communication and lighting at switching locations
• 4.2.2.1. Sectioning of contact line
• 4.2.2.2. Earthing of contact line

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(c) The CSM on risk assessment shall be implemented as described in point

6.2.6 for defining the relevance of applying other measures of clause 4.2.1.5 and the
measures of clause 4.2.1.7 to the complete tunnel resulting from the extension.
In the context of this TSI, the extension of a tunnel is the act of making it longer by the creation of an
additional length of tunnel continuous to the existing one.
There are many possibilities for tunnel extension. Therefore the TSI gives only general rules for extension:
a) to determine the applicable requirements, the length of the tunnel to consider is the length of the
tunnel after it has been extended,
b) the extension shall apply the requirements listed in clause 7.2.2.2 (b) of the TSI,
c) for the creation of access to safe areas and of evacuation and rescue points, the CSM on risk
assessment shall be implemented to demonstrate an acceptable level of safety; when it is not
economically feasible to fulfil the TSI requirements on safe areas and evacuation and rescue
points, proposals for modification should be accepted if it can be shown that basic parameters
are improved in the direction of the TSI defined performance.
The overall safety level of the existing tunnel should not be reduced by the tunnel after extension.
The Figure 5 shows two cases of tunnel extension.
Figure 5 Examples of tunnel extension

a) The short tunnel is subject to a long extension, which needs to fulfil the requirements
listed in clause 7.2.2.2 (b) of the TSI. According to clause 4.2.1.5 of the TSI, the
resulting tunnel should be fitted with 3 accesses to a safe area, all located within the
extension length, and with ERPs at both portals. The CSM-RA shall be implemented.
Given that most of the tunnel is new, it can be expected that the TSI requirements on
safe areas and evacuation and rescue points will be fulfilled.
b) In this case, the existing tunnel is long and the extension is short. According to clause
4.2.1.5 of the TSI, the resulting tunnel should be fitted with 3 accesses to a safe area,
all located in the existing part of the tunnel, and with ERPs at both portals. The CSM-RA
shall be implemented, and the economic feasibility is a criteria to consider to fulfil the
TSI requirements on safe areas and evacuation and rescue points.
When creating a new tunnel near an existing tunnel, the new tunnel needs to fulfil all applicable TSI
requirements of clauses 4.2.1 and 4.2.2. The distance between the existing and the new tunnel should
be considered. In some cases, for the conformity to the requirements of point 4.2.1.7, the new tunnel may
be considered an extension of the existing tunnel: this is the case when the separation in open air

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between the new tunnel and the existing tunnel does not fulfil the requirement of either 4.2.1.7 (a) (1) or
4.2.1.7. (a) (2). For such configurations, an ERP according to the requirements of point 4.2.1.7 should be
created at the portal of the new tunnel. To determine the most appropriate location and characteristics of
the other external ERP, the CSM-RA shall be implemented.
Note: in case the new tunnel is shorter than 1km but the separation in open air between the new tunnel
and the existing tunnel does not fulfil the requirement of either 4.2.1.7 (a) (1) or 4.2.1.7. (a) (2), both
tunnels are considered as one tunnel of more than 1km in length.
7.2.2.2. Extension of a tunnel
(d) When applicable, the tunnel emergency plan shall be revised.
An emergency plan also needs to be created when the total length of the tunnel after extension exceeds
1 km.
2.5.2. Operation of new rolling stock in tunnels (clause 7.2.4)
The Table 4 below provides some guidance regarding the compatibility between new rolling stock and
both new and existing tunnels
New Rolling Stock category
(including when relevant the dispositions
corresponding to specific cases)
Characteristics of tunnel Cat A Cat B

New Tunnels
Length < 5 km without ERP inside the tunnel OK OK
Length from 5 km to 20 km without ERP inside the
Not OK OK
tunnel
Length from 5 km to 20 km with ERP every 5 km
OK OK
inside the tunnel
Length > 20 km with ERP every 20 km inside the
Not OK OK
tunnel
Length > 20 km with ERP every 5 km inside the
OK OK
tunnel
Existing tunnels
Length < 5 km OK OK
Length from 5 km to 20 km
OK under conditions
OK
Length > 20 km described in clause 7.2.4
Table 4 Compatibility between new rolling stock and both new and existing tunnels

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3. APPLICABLE SPECIFICATIONS AND STANDARDS
Standards of voluntary use which have been identified during the drafting process of the TSI are listed in
the Table 5. As far as possible, the clause of the standard which is relevant for the conformity assessment
of the TSI requirement should be identified.
For consistency, the Table 5 should be read with consideration of the Appendix A of the TSI, titled
“Standards or normative documents referred to in this TSI”, which lists “Mandatory ref to clause(s) of
Standard”; both annexes have the same structure. Standards listed in the Appendix A of the TSI are not
always repeated in the Table 5 of this application guide, even if additional clauses to those identified as
mandatory may be used on a voluntary basis.
Index BP(s)
Reference Clauses Document name Version
No. concerned
Building hardware.
Panic exit devices
Relevant clauses. operated by a
1 EN 1125:2008 Doors Grade A or horizontal bar, for use March 2008 4.2.1.1. (b)
B to be selected on escape routes.
Requirements and test
methods
Fire classification of
construction products
and building elements - December
2 EN 13501-1:2018 Relevant clauses 4.2.1.3
Part 1: Classification 2018
using data from
reaction to fire tests
Light and lighting —
Basic terms and criteria October
7 EN 12665:2011 Relevant clauses 4.2.1.5.4
for specifying lighting 2011
requirements
Emergency escape
8 EN 50172:2004 Chapters 1 to 5 March 2004 4.2.1.5.4
lighting systems
Table 5 List of standards of voluntary application

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4. Annex 1 – table summarising the applicable requirements according to the length of the tunnel
TUNNEL LENGTH
0.1-0.5 km >0.5-1 km >1 – 5 km > 5 – 20 km > 20 km
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
4.2.1.5.1 Safe area
4.2.1.5.2 Access to the safe area
4.2.1.5.3 Communication means in safe areas
4.2.1.5.4 Emergency lighting
4.2.1.5.5 Escape signage
4.2.1.6. Escape walkways
4.2.1.7. Evacuation and rescue points

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TUNNEL LENGTH
0.1-0.5 km >0.5-1 km >1 – 5 km > 5 – 20 km > 20 km
(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:
Category A 5 km
Category B 20 km
4.2.1.8. Emergency communication
4.2.1.9. Electricity supply for emergency response services
4.2.1.10. Reliability of electrical systems
4.2.1.11. Communication and lighting at switching locations
4.2.2.1. Sectioning of contact line
4.2.2.2. Earthing of contact line

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5. Annex 2 – summary of the main evolutions between Regulation 1303/2014 and amendment (EU) 2019/776
The table below summarizes the main changes brought to the SRT TSI during the drafting of the amendment. It does not list the editorial changes nor
the reference updates.
Clause of the TSI Characteristics Evolution from the TSI 2014 Reason for the evolution Comment
1. Introduction
1.1.4. Risk scope, risks that Risks for people in the That type of risks is The TSI is covering the Such risks are covered by
are not covered by this TSI neighbourhood of a tunnel removed from the scope risks for passengers and Eurocodes and national
where collapse of the covered by the TSI on-board staff. regulations. They are not
structure could have in the scope of
catastrophic consequences Interoperability
2. Definition of aspect/scope
2.2.3 Prolonged stop Prolonged stop may lead to Removal of the term ‘Panic’ is not clear and
panic and spontaneous ‘panic’ not factual
uncontrolled evacuation
2.4. Definitions Definition of a “fire-fighting The term “fire-fighting Return of experience

point” point” is replaced by showed that “fire-fighting
“evacuation and rescue point” was creating a lot
point” of confusion and did not
correspond to the
definition given.
Definition of “final place of The term ‘final place of As this concept is used in
safety” safety” used in the TSI is the TSI, it was necessary
defined to define it. Discussions in
the WP showed that

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there were different

understandings
3. Essential requirements
3.1. Infrastructure and Essential requirement ‘Safety’ The use of the CSM on risk Promote a risk-based This evolution gives more
energy subsystems applying to the Infrastructure assessment is introduced approach to meet the flexiblity to the applicants
and Energy subsystems. as an alternative to the Essential Requirement
corresponding parameters ‘Safety’.
of sections 4.2.1 and 4.2.2.
4. Characterisation of the subsystem
4.2.1. Subsystem Infrastructure
4.2.1.2. Fire resistance of Resistance of the main tunnel The requirement has been Consistency with the risks Simplification for the
tunnel structures structure during evacuation of removed. in 1.1.4 and with the applicants
the neighbourhing structures scope of the TSI (safety of
passengers and on-board
staff)
4.2.1.3. Fire reaction of Reaction to fire of electric Requirement updated and Assessment is done by
building material cables moved to the the NoBo for the
Infrastructure section subsystem Infrastructure
and not Energy.
4.2.1.5.2 Access to safe area Alternative technical solutions This 3rd alternative has The point is covered by For historical background
providing a safe area with a been deleted. the general possibility to on the reason for the
use the CSM-RA for all differentiation between
parameters.

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minimum equivalent safety single tube and double

level are permitted. tube tunnels, see note1
4.2.1.5.4 Emergency lighting (3) Position of lights: Removal of the term ‘as This unclear requirement
on escape routes low as possible’ is very difficult to assess
• above the walkway, as
low as possible,…
4.2.1.6 Escape walkway The height of the walkway The height of the walkway The top of rail level Keeping the ‘top of rail’
shall be at top-of-rail level or shall be at bottom of rail resulted from errors in requirement would have
higher level or higher translations and did not resulted in the creation of
reflect the actual one or more specific cases
situation
1The differentiation made between emergency exits to the surface and cross-passages between adjacent independent tunnel tubes dates back 2001-2002,
when a working party combining the expertise of infrastructure managers and operators of most European railway tunnels produced a compendium of
possible measures to increase safety in tunnels: this compendium became UIC 779-9 “Safety In Railway Tunnels”.
The rationale behind the possible measures was to define a maximum distance to safe places (portal, emergency exit, cross passage) in the tunnel in order
to enable self-rescue. It was proposed that the distance be no more than 1,000 m. However, cross passages between two parallel tubes being cost-effective
compared to exits to the surface, it was considered reasonable to reduce the maximum distance between two cross-passages to 500 m based on that cost-
effectiveness criteria.
In its report from December 2005 on the presentation of the first SRT TSI, the European Association for Railway Interoperability (AEIF) added that:
“in comparison with twin tube tunnels, a single bore double track tunnel is relatively high. As a result, in the event of a fire, the plume of smoke and
hot combustion gases will rise to a higher level so that it will take longer for the smoke to descend to the level of evacuating passengers. This
provides more time for passengers to evacuate under the smoke layer. Consequently the conditions are more tenable in single bore double track
tunnels than in smaller bore twin tube tunnels allowing the greater distance of 1000m between emergency exits to be adopted. The option exists
to construct cross passages to other transportation system tunnels (eg road and subway tunnels) if these exist or are planned in the locality”.

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4.2.1.7 Fire fighting points For consecutive tunnels to be Clarification that it’s the Freight trains carrying no
(replaced by Evacuation and considered as two tunnels, the maximum length of the passenger, they should
rescue points) separation in open air shall be ‘passenger train’ that not be considered for
longer than ‘the maximum should be considered rules on evacuation.
length of the train’
NEW Requirements formerly Requirements are moved The assessment should Clarification
numbered 4.2.2.3, 4.2.2.5 and from the chapter on the rather be done by the
4.2.1.9. Electricity supply for 4.2.2.1 in the TSI 2014 ‘Energy’ subsystem to the NoBo for the subsystem
emergency response chapter on the Infrastructure and not
services
‘Infrastructure’ subsystem Energy.
4.2.1.10. Reliability of
electrical installations
4.2.1.11. Communication
and lighting at switching
locations
4.2.2. Subsystem Energy
4.2.2.1. Sectioning of contact Requirement to to divide the The requirement is The requirement was too Simplification for the
line energy supply system into replaced by a possibility strict and, in many cases, applicants
sections of 5km given to the IM to have not justified.
such sections
4.4. Operating rules

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4.4.2. Tunnel emergency Involvement of Railway It is clarified that RUs shall The requirement to Simplification for the IMs
plan Undertakings in the be informed, and may be involve RUs in the
development of adaptation of involved in the development of the plan
the Emergency Plan development of the plan was too complex with
many RUs to involve, not
all known at the time of
the development of the
plan.
DELETED The paragraphs are No need to duplicate –

removed registers are supported
4.8 Infrastructure and Rolling by their own regulations
Stock registers
6. Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem
6.2. Subsystems
DELETED This point is deleted No need to duplicate

requirements that are
6.2.6 Assessment of specified in other texts
operational rules
NEW This paragraph details the New requirement in line

roles of the actors for the with the introduction of
6.2.6. Assessment of assessment of the essential the CSM-RA in clause 3.1
conformity for the Safety requirement ‘Safety’ when
requirements applying to the applying the CSM-RA

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Infrastructure and Energy

subsystems
DELETED These points do not bring

valuable information for
6.2.7.1 Prevent the Notified Bodies to
unauthorised access to perform the assessment
emergency exits and
equipment rooms
DELETED The notified Bodies do

not perform such
6.2.7.5 Access and assessment
equipment for emergency
response services
NEW In case of upgraded/renewed Existing tunnels generally

tunnels, the assessment do not have the
6.2.7.5. Emergency lighting consists in the verification of characteristics enabling the
in upgraded/renewed the existence of the lighting assessment of the lighting
tunnels system (e.g. no walkway)
7. Implementation
7.2. Application of this

TSI to subsystems already in
service

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7.2.2 Upgrade or renewal The minimum requirements to Replacement of a general Applicants need Simplification for the
of a tunnel apply for an upgrade or statement with detailed consistency and some applicants
renewal project are listed specification certainty on what needs
to be done
NEW The minimum requirements to The case of a tunnel Return of experience

apply for the extension of an extension is more complex show that such extension
7.2.2.2. Extension of a tunnel existing tunnel are listed as it combines an projects raise many
upgrade/renewal with a questions.
new part of tunnel.
Appendix
Appendix B: Assessment of The role of the NoBo in the The principles of a 3rd Additional site inspection
the Subsystems assessment on site is party inspection require generating additional cost
enlarged. the verification of
conformity to an
approved design.

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Application Guide

Making the railway system

Guide for the application of the SRT TSI

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

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4. Annex 1 – table summarising the applicable requirements according to the length of

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1. SCOPE OF THIS GUIDE

1.1.2. Content of the guide

1.2. Document references

Table 1: Document references

DOCUMENT TITLE LAST ISSUE SHORT NAME

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Table 1: Document references

DOCUMENT TITLE LAST ISSUE SHORT NAME

[7] (EU) Commission Implementing Regulation (EU) No L 121, 3.5.2013, CSM-RA

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1.3. Definitions and abbreviations

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ABBREVIATION FULL TEXT

2. GUIDANCE ON THE APPLICATION OF THE SRT TSI

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2.2. Essential requirements

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TSI BASIC SIMILAR

COMPLICANCE WITH THE

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2.3. Characterisation of the subsystem

2.3.2. Risk scope (clause 1.1.4)

1.1.4.1. Risks covered by this TSI

1.1.4.2. Risks not covered by this TSI

2.3.3. The role of emergency response services (clause 2.3)

This specification applies to all tunnels.

2.3.5. Fire resistance of tunnel structures (clause 4.2.1.2)

This specification applies to all tunnels.

This specification applies to all tunnels.

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2.3.6. Fire reaction of building material (clause 4.2.1.3)

The following European harmonised standards support Regulation (EU) 2016/364:

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 Polymer sleeper boots

2.3.7. Evacuation facilities (clause 4.2.1.5)

2.3.8. Access to the safe area (clause 4.2.1.5.2)

This specification applies to all tunnels of more than 1 km in length.

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2.3.9. Communication means in safe areas (clause 4.2.1.5.3)

2.3.10. Emergency lighting (clause 4.2.1.5.4)

(b) Illumination shall comply with the following requirements:

(3) Position of lights:

built into the handrails.

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This specification applies to all tunnels of more than 0,5 km in length.

(1) manually from inside the tunnel at intervals of 250 m

2.3.11. Escape signage (clause 4.2.1.5.5)

(f) All doors leading to emergency exits or cross-passage shall be marked.

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