13-018-0006-4-001-001 TGV Thalys PBKA RubY

0.1 0.2 0.4 Type ID:

13-018-0006-4-001-001

0.3 Date of record:

2021-06-28

1.1 Type name:

TGV Thalys PBKA RubY

1.2 Alternative type name:

1.3 Manufacturer

Registration Method:

New Variant of a registered Type Directive 2008/57/EC

Registered Vehicle Type:

13-018-0006-4-001

1.4 Category:

Traction vehicles

1.5 Subcategory:

Self-propelled passenger trainset (incl. railbusses)

1.6 Platform:

TGV

3.1.1 Member state of authorisation:

Belgium(BE), France(FR), The Netherlands(NL)

3.1.2.1 Status:

Valid

3.1.2.2 Validity of Authorisation (until):

3.1.2.3 Coded conditions for use and other restrictions:

1435mm / AC 15kV-16.7Hz / ATB First generation
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / Crocodile
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / Decision 2006/860/EC Set 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / KVB
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / TBL 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / TBL 2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / TVM 300
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / TVM 430
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / ATB First generation
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / Crocodile
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / Decision 2006/860/EC Set 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / KVB
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / TBL 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / TBL 2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / TVM 300
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / TVM 430
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / ATB First generation
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / Crocodile
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / Decision 2006/860/EC Set 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / KVB
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / TBL 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / TBL 2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / TVM 300
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / TVM 430
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / ATB First generation
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / Crocodile
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / Decision 2006/860/EC Set 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / KVB
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / TBL 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / TBL 2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / TVM 300
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / TVM 430
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)

3.1.2.4 Non-coded conditions for use and other restrictions:

1435mm / AC 15kV-16.7Hz / ATB First generation
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / Crocodile
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / Decision 2006/860/EC Set 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / KVB
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / PZB 90
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / TBL 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / TBL 2
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / TVM 300
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / TVM 430
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / ATB First generation
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / Crocodile
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / Decision 2006/860/EC Set 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / KVB
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / PZB 90
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / TBL 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / TBL 2
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / TVM 300
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / TVM 430
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / ATB First generation
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / Crocodile
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / Decision 2006/860/EC Set 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / KVB
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / PZB 90
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / TBL 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / TBL 2
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / TVM 300
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / TVM 430
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / ATB First generation
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / Crocodile
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / Decision 2006/860/EC Set 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / KVB
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / PZB 90
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / TBL 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / TBL 2
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / TVM 300
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / TVM 430
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.

3.1.3.1 Αuthorisation

3.1.2.2 Validity of Authorisation (until):

3.1.2.3 Coded conditions for use and other restrictions:

1435mm / AC 15kV-16.7Hz / ATB First generation
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / Crocodile
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / Decision 2006/860/EC Set 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / KVB
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / TBL 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / TBL 2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / TVM 300
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 15kV-16.7Hz / TVM 430
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / ATB First generation
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / Crocodile
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / Decision 2006/860/EC Set 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / KVB
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / TBL 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / TBL 2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / TVM 300
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / AC 25kV-50Hz / TVM 430
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / ATB First generation
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / Crocodile
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / Decision 2006/860/EC Set 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / KVB
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / TBL 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / TBL 2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / TVM 300
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 1.5kV / TVM 430
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / ATB First generation
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / Crocodile
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / Decision 2006/860/EC Set 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / KVB
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / TBL 1
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / TBL 2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / TVM 300
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)
1435mm / DC 3kV / TVM 430
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  125
  1.3 Speed restrictions in Km/h:  300 Speed rest. in km/h for the area of use : The Netherlands – high speed lines (ETCS) 160 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in single unit 140 Speed rest. in km/h for the area of use : The Netherlands – conventional lines (ATB) in multiple unit 320 Speed rest. in km/h for the area of use : France – high speed lines (TVM) 220 Speed rest. in km/h for the area of use : France – conventional lines (KVB)
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  2
2 Geographical restriction
  2.1 Kinematic gauge (coding WAG TSI):  G1-GI2
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.107 Crocodile
    2.5.1 Class B signalling system:  2.5.125 ATB First generation
    2.5.1 Class B signalling system:  2.5.143 TBL 1
    2.5.1 Class B signalling system:  2.5.146 TVM 300
    2.5.1 Class B signalling system:  2.5.147 TVM 430
    2.5.1 Class B signalling system:  2.5.154 LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
5 On-board equipment
  5.1 Recording device:  5.1.02 “Acquisition et Traitement des Evénements de Sécurité en Statique” (ATESS)

3.1.2.4 Non-coded conditions for use and other restrictions:

1435mm / AC 15kV-16.7Hz / ATB First generation
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / Crocodile
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / Decision 2006/860/EC Set 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / KVB
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / PZB 90
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / TBL 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / TBL 2
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / TVM 300
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 15kV-16.7Hz / TVM 430
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / ATB First generation
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / Crocodile
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / Decision 2006/860/EC Set 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / KVB
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / PZB 90
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / TBL 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / TBL 2
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / TVM 300
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / AC 25kV-50Hz / TVM 430
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / ATB First generation
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / Crocodile
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / Decision 2006/860/EC Set 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / KVB
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / PZB 90
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / TBL 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / TBL 2
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / TVM 300
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 1.5kV / TVM 430
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / ATB First generation
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / Crocodile
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / Decision 2006/860/EC Set 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / KVB
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II)
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / PZB 90
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / TBL 1
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / TBL 2
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / TVM 300
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.
1435mm / DC 3kV / TVM 430
From this authorisation: NL : Additional comments coming from the Infra Compatibility Statement from the Infrastructure manager ProRail, with reference “HVO / Adv / V-20210127-009”, d.d. 20-04-2021: - Axle loads: The weight increase due to the refurbishment is within the tolerances of the TSI. The axle loads are, however (even in the situation of the previous authorisation in the Netherlands), above the requirements. The railway undertaking is requested to contact ProRail CMT department about this for the operation. - Fire safety: Fire Safety is part of the Safety Case of the HSL-Zuid. The railway undertaking is requested to contact ProRail CMT department about the changes to the vehicle with regard to this for the operation. FR : None
BE (from authorisation BE 51 2017 0009) : En plus de celles découlant du dossier technique et des caractéristiques techniques, reprises respectivement au paragraphe 1 et 2 de la présente annexe, et sans préjudice de l’application de toute législation ou réglementation pertinente dont, notamment, le point 4.2.2.5 de l’annexe aux règlements (UE) 2015/995 et (UE) 2019/773 ainsi que l’arrêté royal du 1er juillet 2014 et ses arrêtés modificatifs, les conditions d'utilisation particulières suivantes sont d'application : 1. Par dérogation au paramètre technique n° 2 mentionné au §2 de la présente annexe, la vitesse maximale est limitée à 270 km/h en cas de circulation en Unité Multiple mixte (rame PBA + rame PBKA) sur la ligne n° 4 [réf.1.3.10 du §1] ; 2. La circulation en ETCS est interdite sur les tronçons où la fonction IREPOS (informations Infill et REPOSitioning combinées dans un même groupe de balises) est utilisée [réf. 1.5.13 du §1] ; 3. L’attention est portée aux exigences générales n° 1, 2, 3, 4, 8, 9, 10, 13, 14 et 15 du point 12.2.1.a de la partie A de l’annexe de l’arrêté royal du 1er juillet 2014 tel que modifié par l’arrêté royal du 7 octobre 2018. 4. Pour la circulation sur les lignes de l’infrastructure ferroviaire belge électrifiées en 25 kV 50 Hz, l’entreprise ferroviaire doit également vérifier, préalablement à toute circulation, que la largeur de l’archet du pantographe est compatible avec les caractéristiques des lignes ou portions de lignes à parcourir.
NL - From NL5220170024 (ILT-2017/63936/K72.280.170, ILT-2017/101993, ILT-2020/60493) : - In order to allow passengers and train staff to prevent departure of the train and to allow passengers and train staff to bring the train to a stop during departure, the present operation and departure procedure needs to be maintained. - In order to demonstrate compliance to the chapter 10 of EN 50388, the grid manager must launch a compatibility study according to the measurement protocol applied by ProRail. - A wind warning system in the infrastructure shall mitigate the effects of cross wind. - In order to guarantee that the derailment detection system will perform with a probability of failure on demand of less than 0,1%; the operator needs to implement appropriate measures in their safety management system. - In order to allow for opening train doors from the outside under emergency conditions by emergency services without special equipment, the operator needs to implement appropriate measures in their safety management system. - In order to enable the recognition of the location of the emergency exits and the position of the devices to unlock the exterior doors, the location where the square key needs to be inserted, needs to be marked. - Multiple traction is allowed with a train composition consisting of maximum 2 coupled trainsets. - Sanding is forbidden when passing through switches, and sanding needs to be limited when travelling on isolated emplacement tracks. Maximum speeds: The maximum speed is 160 km/h under 1,5 kV DC. The maximum speed is 140 km/h for 2 coupled trainsets and traction selector switch in position II under 1,5 kV DC. The maximum speed is 300 km/h under 25 kV AC. The maximum speed is 255 km/h with pantograph mode setting “secours” under 25 kV AC, both for single and coupled trainsets CCS – exported constraints: From CE_3: The RBC should not send CES (Conditional Emergency Stop) as long as the train is not in its zone of responsibility. From CE_5: The track should not send more than 3 icones to be displayed in zones B3/B4/B5 of the DMI From CE_8: In the area of L1 entry, the number of BG announced in packet 5 must be lower than 8 From CE_23: In particular, the movement authority given by the “TBL2 wake up” beacon (placed before the TBL2 line) and counted from the transition point cannot exceed a fictive point located 3 seconds at maximum line speed before the dangerous point protected by the first TBL2 beacon of the TBL2 line. From CE_29: An RBC should not transmit to a train safety information (MA, TSR...) for a direction opposed to that nominal of the train. From CE_30: Prohibit in operation the circulation of THALYS on lines allowing the following dynamic transitions: L1=>L0=>L1=>L0 (or L2=>L0=>L2=>L0). From CE_31: The track should not send packet 51, 71, 141 in an area of level 0. From EC_21 and EC_29: Driving backward in mode Post Trip is only allowed in case of urgent danger.
F – selon AMEC AV-A/HR/2009-10-125 Bi-Standard ERTMS/TVM V7.2.3.2 pour circulation en STM France sur le RFN CCS – contrainte exportée: Sur les lignes équipées de double signalisation ETCS et TVM, la circulation doit être forcée sur TVM avec le commutateur Z-EXPL en position STM.

3.1.3.1.1 Date of the original authorisation:

2021-06-25

3.1.3.1.2 Authorisation holder

3.1.3.1.3 Authorisation document reference:

x

This parameter contains the European Identification Number (EIN) of the issued vehicle type authorisation. Therefore, this parameter should only contain an EIN with no other text. For example: ES8020190005

BE 51 2017 0009 ; EU8020210114

3.1.3.1.4 Certificate of verification : Reference of type examination or design examination type:

2593/6/SH1/2020/RST/FREN/9114 0206/V01

3.1.3.1.5 Parameters for which conformity to applicable national rules has been assessed:

1435mm / AC 15kV-16.7Hz / ATB First generation / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / Crocodile / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / Decision 2006/860/EC Set 1 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / KVB / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / PZB 90 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TBL 1 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TBL 2 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TVM 300 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TVM 430 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / ATB First generation / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / Crocodile / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / Decision 2006/860/EC Set 1 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / KVB / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / PZB 90 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TBL 1 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TBL 2 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TVM 300 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TVM 430 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / ATB First generation / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / Crocodile / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / Decision 2006/860/EC Set 1 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / KVB / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / PZB 90 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TBL 1 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TBL 2 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TVM 300 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TVM 430 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / ATB First generation / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / Crocodile / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / Decision 2006/860/EC Set 1 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / KVB / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / PZB 90 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TBL 1 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TBL 2 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TVM 300 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TVM 430 / BE
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / ATB First generation / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / Crocodile / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / Decision 2006/860/EC Set 1 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / KVB / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / PZB 90 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TBL 1 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TBL 2 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TVM 300 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TVM 430 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / ATB First generation / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / Crocodile / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / Decision 2006/860/EC Set 1 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / KVB / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / PZB 90 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TBL 1 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TBL 2 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TVM 300 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TVM 430 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / ATB First generation / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / Crocodile / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / Decision 2006/860/EC Set 1 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / KVB / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / PZB 90 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TBL 1 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TBL 2 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TVM 300 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TVM 430 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / ATB First generation / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / Crocodile / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / Decision 2006/860/EC Set 1 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / KVB / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / PZB 90 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TBL 1 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TBL 2 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TVM 300 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TVM 430 / FR
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / ATB First generation / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / Crocodile / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / Decision 2006/860/EC Set 1 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / KVB / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / PZB 90 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TBL 1 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TBL 2 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TVM 300 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 15kV-16.7Hz / TVM 430 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / ATB First generation / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / Crocodile / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / Decision 2006/860/EC Set 1 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / KVB / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / PZB 90 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TBL 1 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TBL 2 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TVM 300 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / AC 25kV-50Hz / TVM 430 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / ATB First generation / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / Crocodile / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / Decision 2006/860/EC Set 1 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / KVB / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / PZB 90 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TBL 1 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TBL 2 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TVM 300 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 1.5kV / TVM 430 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / ATB First generation / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / Crocodile / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / Decision 2006/860/EC Set 1 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / KVB / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / LZB (LZB L72, LZB L72 CE I and LZB L72 CE II) / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / PZB 90 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TBL 1 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TBL 2 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TVM 300 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems
1435mm / DC 3kV / TVM 430 / NL
1 Documentation
2 Structure and mechanical parts
5 Passenger-related items
8 On-board power supply and control systems

3.1.3.1.7 Reference to the written declaration by the proposer referred to in Article 3(11) of Regulation (EU) 402/2013:

GR-FO-E-00113-S (Version 2)

3.1.3.2.2 Date of the last modification:

2021-11-25

3.1.3.2.5 Certificate of verification : Reference of type examination or design examination type:

2593/6/SH1/2020/RST/FREN/9114 0206/V01 ; 2593/2/SH1/2021/CCO/EN/9895-0022/V01