2011. évi CXXXIX. törvény a Bernben, 1980. május 9-én kelt, Nemzetközi Vasúti Fuvarozási Egyezmény (COTIF) módosításáról Vilniusban elfogadott, 1999. június 3-án kelt Jegyzőkönyv E, F és G Függelékein

§ 1may withdraw it at any time by notification to the Depositary.

This withdrawal shall take effect one month after the day on which the Depositary notifies it to the Member States. Article 3 Definitions For the purposes of these Uniform Rules, the term

1. a)„railway infrastructure” means all the railway lines and fixed installations, so far as these are necessary for the circulation of railway vehicles and the safety of traffic;
2. b)„manager” means the person who makes railway infrastructure available and who has responsibilities in accordance with the laws and prescriptions in force in the State in which the infrastructure is located;
3. c)„carrier” means the person who carries persons or goods by rail in international traffic under the CIV Uniform Rules or the CIM Uniform Rules and who is licensed in accordance with the laws and prescriptions relating to licensing and recognition of licenses in force in the State in which the person undertakes this activity;
4. d)„auxiliary” means the servants or other persons whose services the carrier or the manager makes use of for the performance of the contract when these servants or other persons are acting within the scope of their functions;
5. e)„third party” means any person other than the manager, the carrier and their auxiliaries;
6. f)„licence” means the authorisation issued by a State to a railway undertaking, in accordance with the laws and prescriptions in force in that State, by which its capacity as a carrier is recognized;
7. g)„safety certificate” means the document attesting, in accordance with the laws and prescriptions in force in the State in which the infrastructure is located, that so far as concerns the carrier, – the internal organisation of the undertaking as well as – the personnel to be employed and the vehicles to be used on the infrastructure, meet the requirements imposed in respect of safety in order to ensure a service without danger on that infrastructure. Article 4 Mandatory law Unless provided otherwise in these Uniform Rules, any stipulation which, directly or indirectly, would derogate from these Uniform Rules, shall be null and void. The nullity of such a stipulation shall not involve the nullity of other provisions of the contract. Nevertheless, the parties to the contract may assume a liability greater and obligations more burdensome than those provided for in these Uniform Rules or fix a maximum amount of compensation for loss of or damage to property. TITLE II CONTRACT OF USE Article 5 Contents and form § 1 Relations between the manager and the carrier or any other person entitled to enter into such a contract under the laws and prescriptions in force in the State in which the infrastructure is located shall be regulated in a contract of use. § 2 The contract shall regulate the necessary details for the determination of the administrative, technical and financial conditions of use. § 3 The contract must be concluded in writing or in an equivalent form. The absence or irregularity of a written form or equivalent form of contract or the absence of one of the matters specified in § 2 shall not affect the existence or the validity of the contract which shall remain subject to these Uniform Rules. Article 5bis Law remaining unaffected § 1 The provisions of Article 5 as well as those of Articles 6, 7 and 22 shall not affect the obligations which the parties to the contract of use of infrastructure have to meet under the laws and prescriptions in force in the State in which the infrastructure is located including, where appropriate, the law of the European Community. § 2 The provisions of Articles 8 and 9 shall not affect the obligations which the parties to the contract of use of infrastructure have to meet in an EC Member State or in a State where Community legislation applies as a result of international agreements with the European Community. § 3 The provisions of §§ 1 and 2 concern in particular: – agreements to be concluded between railway undertakings or authorised applicants and infrastructure managers, – licensing, – safety certification, – insurance, – charging involving performance schemes to minimise delays and disruptions and improve the performance of the railway network, – compensation arrangements in favour of customers and – dispute resolution. Article 6 Special obligations of the carrier and the manager § 1 The carrier must be authorised to undertake the activity of a carrier by rail. The personnel to be employed and the vehicles to be used must satisfy the safety requirements. The manager may require the carrier to prove, by the presentation of a valid licence and safety certificate or certified copies, or in any other manner, that these conditions are fulfilled. § 2 The carrier must notify the manager of any event which might affect the validity of his licence, his safety certificates or other elements of proof. § 3 The manager may require the carrier to prove that he has taken out a sufficient liability insurance or taken equivalent measures to cover any claims, on whatever grounds, referred to in Articles 9 to 21. Each year, the carrier must prove, by an attestation in due form, that the liability insurance or the equivalent provisions still exist; he must notify the manager of any modification relating to them before it takes effect. § 4 The parties to the contract must inform each other of any event which might impede the execution of the contract they have concluded. Article 7 Termination of the contract § 1 The manager may rescind the contract forthwith when
8. a)the carrier is no longer authorised to carry on the activity of carrier by rail;
9. b)the personnel to be employed and the vehicles to be used no longer meet the safety requirements;
10. c)the carrier is in arrear with payment, that is to say 1. for two successive payment periods and for an amount in excess of the equivalent of one month’s use, or 2. for a period covering more than two payment periods and for an amount equal to the value of two months’ use;
11. d)the carrier is in clear breach of one of the special obligations specified in Article 6 §§ 2 and 3. § 2 The carrier may rescind the contract of use forthwith when the manager loses his right to manage the infrastructure. § 3 Each party to the contract may rescind the contract of use forthwith in the case of a clear breach of one of the essential obligations by the other party to the contract, when that obligation concerns the safety of persons or goods; the parties to the contract may agree the modalities for the exercise of this right. § 4 The party to the contract who is the cause of its rescission shall be liable to the other party for the loss or damage resulting from it, unless he proves that the loss or damage was not caused by his fault. § 5 The parties to the contract may agree conditions derogating from the provisions of § 1 letters
12. c)and
13. d)and § 4. TITLE III LIABILITY Article 8 Liability of the manager § 1 The manager shall be liable
14. a)for bodily loss or damage (death, injury or any other physical or mental harm),
15. b)for loss of or damage to property (destruction of, or damage to, movable or immovable property),
16. c)for pecuniary loss resulting from damages payable by the carrier under the CIV Uniform Rules and the CIM Uniform Rules, caused to the carrier or to his auxiliaries during the use of the infrastructure and having its origin in the infrastructure. § 2 The manager shall be relieved of this liability
17. a)in case of bodily loss or damage and pecuniary loss resulting from damages payable by the carrier under the CIV Uniform Rules 1. if the incident giving rise to the loss or damage has been caused by circumstances not connected with the management of the infrastructure which the manager, in spite of having taken the care required in the particular circumstances of the case, could not avoid and the consequences of which he was unable to prevent, 2. to the extent that the incident giving rise to the loss or damage is due to the fault of the person suffering the loss or damage, 3. if the incident giving rise to the loss or damage is due to the behaviour of a third party which the manager, in spite of having taken the care required in the particular circumstances of the case, could not avoid and the consequences of which he was unable to prevent;
18. b)in case of loss of or damage to property and pecuniary loss resulting from damages payable by the carrier under the CIM Uniform Rules, when the loss or damage was caused by the fault of the carrier or by an order given by the carrier which is not attributable to the manager or by circumstances which the manager could not avoid and the consequences of which he was unable to prevent. § 3 If the incident giving rise to the loss or damage is due to the behaviour of a third party and if, in spite of that, the manager is not entirely relieved of liability in accordance with § 2, letter a), he shall be liable in full up to the limits laid down in these Uniform Rules but without prejudice to any right of recourse against the third party. § 4 The parties to the contract may agree whether and to what extent the manager shall be liable for the loss or damage caused to the carrier by delay or disruption to his operations. Article 9 Liability of the carrier § 1 The carrier shall be liable
19. a)for bodily loss or damage (death, injury or any other physical or mental harm),
20. b)for loss of or damage to property (destruction of or damage to movable or immovable property), caused to the manager or to his auxiliaries, during the use of the infrastructure, by the means of transport used or by the persons or goods carried. § 2 The carrier shall be relieved of this liability
21. a)in case of bodily loss or damage 1. if the incident giving rise to the loss or damage has been caused by circumstances not connected with the operations of the carrier which he, in spite of having taken the care required in the particular circumstances of the case, could not avoid and the consequences of which he was unable to prevent, 2. to the extent that the incident giving rise to the loss or damage is due to the fault of the person suffering the loss or damage, 3. if the incident giving rise to the loss or damage is due to the behaviour of a third party which the carrier, in spite of having taken the care required in the particular circumstances of the case, could not avoid and the consequences of which he was unable to prevent;
22. b)in case of loss of or damage to property when the loss or damage is caused by a fault of the manager or by an order given by the manager which is not attributable to the carrier or by circumstances which the carrier could not avoid and the consequences of which he was unable to prevent. § 3 If the incident giving rise to the loss or damage is due to the behaviour of a third party and if, in spite of that, the carrier is not entirely relieved of liability in accordance with § 2, letter a), he shall be liable in full up to the limits laid down in these Uniform Rules but without prejudice to any right of recourse against the third party. § 4 The parties to the contract may agree whether and to what extent the carrier shall be liable for the loss or damage caused to the manager by disruption to his operations. Article 10 Concomitant causes § 1 If causes attributable to the manager and causes attributable to the carrier contributed to the loss or damage, each party to the contract shall be liable only to the extent that the causes attributable to him under Article 8 and 9 contributed to the loss or damage. If it is impossible to assess to what extent the respective causes contributed to the loss or damage, each party shall bear the loss or damage he has sustained. § 2 § 1 shall apply mutatis mutandis if causes attributable to the manager and causes attributable to several carriers using the same railway infrastructure contributed to the loss or damage. § 3 § 1, first sentence, shall apply mutatis mutandis in case of loss or damage referred to in Article 9 if causes attributable to several carriers using the same infrastructure contributed to the loss or damage. If it is impossible to assess to what extent the respective causes contributed to the loss or damage, the carriers shall be liable to the manager in equal shares. Article 11 Damages in case of death § 1 In case of death, the damages shall comprise:
23. a)any necessary costs following the death, in particular those of transport of the body and the funeral expenses;
24. b)if death does not occur at once, the damages provided for in Article 12. § 2 If, through the death, persons whom the deceased had or would have had in the future a legal duty to maintain, are deprived of their support, they shall also be compensated for that loss. Rights of action for damages by persons whom the deceased was maintaining without being legally bound to do so, shall be governed by national law. Article 12 Damages in case of personal injury In case of personal injury or any other physical or mental harm, the damages shall comprise:
25. a)any necessary costs, in particular those of treatment and of transport;
26. b)compensation for financial loss, due to total or partial incapacity to work, or to increased needs. Article 13 Compensation for other bodily harm National law shall determine whether and to what extent the manager or the carrier must pay damages for bodily harm other than that provided for in Articles 11 and 12. Article 14 Form and amount of damages in case of death and personal injury § 1 The damages provided for in Article 11 § 2 and in Article 12 letter
27. b)must be awarded in the form of a lump sum. However, if national law permits the award of an annuity, the damages shall be awarded in that form if so requested by the injured person or by persons entitled referred to in Article 11 § 2. § 2 The amount of damages to be awarded pursuant to § 1 shall be determined in accordance with national law. However, for the purposes of these Uniform Rules, the upper limit per person shall be set at 175,000 units of account as a lump sum or as an annuity corresponding to that sum, where national law provides for an upper limit of less than that amount. Article 15 Loss of right to invoke the limits of liability The limits of liability provided for in these Uniform Rules as well as the provisions of national law, which limit the compensation to a certain amount, shall not apply if it is proved that the loss or damage results from an act or omission, which the author of the loss or damage has committed either with the intent to cause such loss or damage, or recklessly and with knowledge that such loss or damage would probably result. Article 16 Conversion and interest § 1 Where the calculation of compensation requires the conversion of sums expressed in foreign currency, conversion shall be at the exchange rate applicable on the day and at the place of payment of the compensation. § 2 The person entitled may claim interest on compensation, calculated at five per cent per annum, from the day of initiation of a conciliation procedure, of seizure of the Arbitration Tribunal provided for in Title V of the Convention or from the day on which legal proceedings were instituted. Article 17 Liability in case of nuclear incidents The manager and the carrier shall be relieved of liability pursuant to these Uniform Rules for loss or damage caused by a nuclear incident when the operator of a nuclear installation or another person who is substituted for him is liable for the loss or damage pursuant to the laws and prescriptions of a State governing liability in the field of nuclear energy. Article 18 Liability for auxiliaries The manager and the carrier shall be liable for their auxiliaries. Article 19 Other actions § 1 In all cases where these Uniform Rules shall apply, any action in respect of liability, on whatever grounds, may be brought against the manager or against the carrier only subject to the conditions and limitations laid down in these Uniform Rules. § 2 The same shall apply to any action brought against the auxiliaries for whom the manager or the carrier is liable pursuant to Article 18. Article 20 Agreements to settle The parties to the contract may agree conditions in which they assert or renounce their rights to compensation from the other party to the contract. TITLE IV ACTIONS BY AUXILIARIES Article 21 Actions against the manager or against the carrier § 1 Any action in respect of liability brought by the auxiliaries of the carrier against the manager on account of loss or damage caused by him, on whatever grounds, may be brought only subject to the conditions and limitations laid down in these Uniform Rules. § 2 Any action in respect of liability brought by the auxiliaries of the manager against the carrier on account of loss or damage caused by him, on whatever grounds, may be brought only subject to the conditions and limitations laid down in these Uniform Rules. TITLE V ASSERTION OF RIGHTS Article 22 Conciliation procedures The parties to the contract may agree conciliation procedures or appeal to the Arbitration Tribunal provided for in Title V of the Convention. Article 23 Recourse The validity of the payment made by the carrier on the basis of the CIV Uniform Rules or the CIM Uniform Rules may not be disputed when compensation has been determined by a court or tribunal and when the manager, duly served with notice of the proceedings, has been afforded the opportunity to intervene in the proceedings. Article 24 Forum § 1 Actions based on these Uniform Rules may be brought before the courts or tribunals of the Member States designated by agreement between the parties to the contract. § 2 Unless the parties to the contract otherwise agree, the competent courts or tribunals shall be those of the Member State where the manager has his place of business. Article 25 Limitation of actions § 1 The period of limitation for actions based on these Uniform Rules shall be three years. § 2 The period of limitation shall run from the day when the loss or damage occurred. § 3 In case of death of persons, the period of limitation shall be three years from the day after the day the death occurred, but not exceeding five years from the day after the day of the accident. § 4 A recourse action by a person held liable may be brought even after the expiration of the limitation period provided for in § 1, if it is brought within the period allowed by the law of the State where the proceedings are brought. However, the period allowed shall be not less than ninety days from the day when the person bringing the recourse action has settled the claim or has been served with notice of the proceedings against himself. § 5 The period of limitation shall be suspended when the parties agree a conciliation procedure or when they seize the Arbitration Tribunal provided for in Title V of the Convention. § 6 Otherwise, suspension and interruption of the limitation period shall be governed by national law. Uniform Rules concerning the Validation of Technical Standards and the Adoption of Uniform Technical Prescriptions applicable to Railway Material intended to be used in International Traffic (APTU – Appendix F to the Convention) Article 1 Scope These Uniform Rules lay down, for railway material intended to be used in international traffic, the procedure for the validation of technical standards and the adoption of Uniform Technical Prescriptions (UTP). Article 2 Definitions For the purposes of these Uniform Rules, their Annex(
28. es)and the UTP, in addition to the terms defined in Article 2 of ATMF, the term
29. a)„carriage” (or „coach”) means a railway vehicle, not provided with a means of traction, which is intended to carry passengers; the term includes a luggage wagon which is intended to be carried in a passenger train;
30. b)„project in an advanced stage of development” means any project whose planning/construction stage has reached a point where a change in the technical specifications would be unacceptable to the Contracting State concerned. Such an impediment may be legal, contractual, economic, financial, social or environmental in nature and must be duly substantiated;
31. c)„substitution in the framework of maintenance” means any replacement of components by parts of identical function and performance in the framework of preventive or corrective maintenance;
32. d)„technical prescription” means a rule, other than a technical standard, included in the UTP, relating to the construction, operation, maintenance or safety aspects, or relating to a procedure concerning railway material;
33. e)„technical standard” means a voluntary standard adopted by a recognised international standardisation body, according to the procedures applicable to it;
34. f)„traction unit” means a railway vehicle provided with a means of traction;
35. g)„wagon” means a railway vehicle, not provided with a means of traction, which is intended to carry goods. Article 3 Aim § 1 The validation of technical standards relating to railway material and the adoption of UTP applicable to railway material shall have as its aim to
36. a)facilitate the free circulation of vehicles and the free use of other railway material in international traffic,
37. b)contribute to ensuring the safety, efficiency and the availability for international traffic,
38. c)take account of the protection of the environment and public health. § 2 When technical standards are validated or UTP are adopted, only those prepared at the international level shall be taken into account. § 3 To the extent possible
39. a)it is appropriate to ensure interoperability of technical systems and components necessary for international traffic;
40. b)technical standards and UTP shall be performance related; if appropriate, they shall include variants. Article 4 Preparation of technical standards and UTP § 1 The preparation of technical standards concerning railway material and the standardisation of industrial products and procedures shall be the responsibility of recognised national and international standardisation bodies. § 2 The preparation of UTP shall be the responsibility of the Committee of Technical Experts assisted by appropriate working groups and the Secretary General on the basis of applications made in accordance with Article 6. Article 5 Validation of technical standards § 1 The Committee of Technical Experts shall decide whether to validate a technical standard or specific parts of it in accordance with the procedure laid down in Articles 16, 20 and 33 § 6 of the Convention. The decisions shall enter into force in accordance with Article 35 §§ 3 and 4 of the Convention. § 2 An application for validation of a technical standard may be made by:
41. a)any Contracting State;
42. b)any regional organisation as defined in Article 2
43. x)of ATMF;
44. c)any national or international standardisation body having the task of standardisation in the railway field; Article 3 § 2 shall be taken into account;
45. d)any representative international association for whose members the existence of technical standards relating to railway material is indispensable for reasons of safety and economy in the exercise of their activity. § 3 The references to validated technical standards shall be published by the Secretary General on the website of the Organisation. Once the reference is published, the application of this technical standard gives presumption of compliance with the corresponding UTP. § 4 The application of validated technical standards is voluntary; however, a standard or a part of it may be made obligatory through provisions in a UTP. Article 6 Adoption of UTP § 1 The Committee of Technical Experts shall decide whether to adopt a UTP or a provision amending it in accordance with the procedure laid down in Articles 16, 20 and 33 § 6 of the Convention. The decisions shall enter into force in accordance with Article 35 §§ 3 and 4 of the Convention. § 2 An application for adoption of a UTP or a provision amending it according to § 1 may be made by:
46. a)any Contracting State;
47. b)any regional organisation as defined in Article 2
48. x)of ATMF;
49. c)any representative international association for whose members the existence of UTP relating to railway material is indispensable for reasons of safety and economy in the exercise of their activity. Article 7 Form of applications Applications referred to in Articles 5 and 6 shall be sent to the Secretary General and addressed to the Committee of Technical Experts in one of the working languages according to Article 1 § 6 of the Convention. The Committee of Technical Experts may reject any application, if it considers the application not to be complete, coherent, properly reasoned or justified. The application shall include an assessment of social, economic and environmental consequences. Article 7a Assessment of consequences § 1 The Committee of Technical Experts shall take its decision after consideration of the reasoning and justification provided by the applicant. § 2 The assessment shall indicate the likely impact for all Contracting States, operators and other relevant actors concerned. If the proposal has an impact on UTP other than the one for which the proposal is directly intended, these interfaces shall also be taken into account. § 3 All concerned entities shall participate in the assessment by providing free of charge the requisite data unless covered by intellectual property rights. Article 8 UTP § 1 The adopted UTP shall be published on the website of the Organisation. § 2 In principle, each subsystem shall be subject to one UTP. Where relevant, a subsystem may be covered by several UTP and one UTP may cover several subsystems. § 2a The UTP shall apply to new subsystems. They shall also apply to an existing subsystem when it is renewed or upgraded and in accordance with the migration strategy referred to in § 4 f). § 3 After the notification process according to Article 35 §§ 3 and 4 of the Convention and at least one month before entry into force, the Secretary General shall publish on the website of the Organisation
50. a)the adopted and notified UTP;
51. b)the date of its entry into force;
52. c)the list of Contracting States to which this UTP applies;
53. d)the updated list of UTP and their date of entry into force. § 4 To the extent necessary to achieve the aim set out in Article 3, the UTP referring to subsystems shall at least:
54. a)indicate its intended scope (part of network or vehicles; subsystem or part of subsystem);
55. b)lay down essential requirements for each subsystem concerned and its interfaces vis-à-vis other subsystems;
56. c)establish the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems. If need be, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or vehicles;
57. d)determine the elements of construction or interoperability constituents and interfaces which must be covered by technical standards, which are necessary to achieve interoperability within the rail system;
58. e)state, in each case under consideration, which procedures are to be used in order to assess the conformity with the provisions of the UTP. These procedures shall be based on the assessment modules defined in a general UTP referred to in § 8;
59. f)indicate the strategy for implementing the UTP. In particular, it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the UTP shall be the norm; for each stage, appropriate transitional provisions shall be included and
60. g)indicate, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem concerned, as well as for the implementation of the UTP. § 5 Each UTP shall be drawn up on the basis of an examination of an existing subsystem and indicate one or more target subsystems that may be obtained gradually within a reasonable time scale. Accordingly, the gradual adoption of the UTP and compliance therewith will help gradually to achieve the interoperability of the rail system. § 6 The UTP shall retain, in an appropriate manner, the compatibility of the existing rail system of each Contracting State. With this objective, provision may be made in each UTP for „specific cases” covering one or more Contracting States, with regard to both network and vehicles; special attention must be given to the loading gauge, the track gauge or space between the tracks and to vehicles originating from or destined for third countries. For each specific case, the UTP shall stipulate the implementing rules of the elements indicated in § 4
61. c)to g). § 7 If certain technical aspects corresponding to the essential requirements cannot be explicitly covered in the UTP, they shall be clearly identified in it as „open points”. § 8 The Committee of Technical Experts may adopt UTP which do not refer to subsystems, such as general provisions, essential requirements or assessment modules. § 9 The UTP shall have a two column format. Text which appears in full width without columns is identical to corresponding texts of the European Community Technical Specifications for Interoperability (TSI). Text which is split into two columns is different for the UTP and for the corresponding TSI or other corresponding European Community regulations. The left-hand column shows the UTP text (OTIF regulations), while the right-hand column shows the European Community TSI text. On the far right the TSI reference is indicated. Article 8a Deficiencies in UTP § 1 If it comes to the attention of the Committee of Technical Experts that an adopted UTP contains errors or deficiencies including where an adopted UTP does not fully meet the essential requirements, the Committee shall take the appropriate measures including:
62. a)the decision whether the relevant UTP may need to be amended in accordance with Articles 6 and 8 and
63. b)recommendations for justified provisional solutions. § 2 The Contracting States, regional organisations and assessing bodies have the obligation to inform the Secretary General without delay if they discover errors or deficiencies in a UTP. Article 9 Declarations § 1 Any Contracting State may, within a period of four months from the day of notification of the decision of the Committee of Technical Experts by the Secretary General, make a reasoned declaration notifying him that it will not apply or will apply only partially, the validated technical standard or the adopted UTP, so far as it concerns the railway infrastructure situated on its territory and the traffic on that infrastructure. § 2 The Contracting States which have made

§ 1

shall not be taken into account in determining the number of States which must formulate an objection in accordance with Article 35 § 4 of the Convention, in order that a decision of the Committee of Technical Experts should not enter into force. § 3 A State which has made

§ 1may withdraw it at any time by notification to the Secretary General.

This withdrawal shall take effect on the first day of the second month following the notification. Article 10 Abrogation of Technical Unity The entry into force of the UTP, adopted by the Committee of Technical Experts in accordance with Article 6 § 1, in all the States parties to the 1938 version of the International Convention on the Technical Unity of Railways, signed at Berne on 21 October 1882, shall abrogate that convention. Article 11 Precedence of the UTP § 1 With the entry into force of the UTP, adopted by the Committee of Technical Experts in accordance with Article 6 § 1, the technical standards and the UTP shall take precedence, in relations between Contracting States, over the provisions of the 1938 version of the International Convention on the Technical Unity of Railways, signed at Berne on 21 October 1882. § 2 With the entry into force of the UTP, adopted by the Committee of Technical Experts in accordance with Article 6 § 1, these Uniform Rules as well as the technical standards and the UTP, shall take precedence, in the Contracting States, over the technical provisions

1. a)of the Regulation governing the reciprocal use of carriages and brake vans in international traffic (RIC),
2. b)of the Regulation governing the reciprocal use of wagons in international traffic (RIV). Article 12 National technical requirements § 1 Contracting States shall ensure that the Secretary General is informed of their national technical requirements which apply to railway vehicles and other railway material. The Secretary General shall publish these requirements in the data bank referred to in Article 13 of the ATMF Uniform Rules. The information shall be received by the Secretary General within 3 months from the day when the revised Uniform Rules enter into force. Such a requirement may stay in force only until it or an analogous requirement is brought into force through the adoption of prescriptions according to the Articles above. The Contracting State may at any time withdraw the temporary provision and notify this to the Secretary General. § 2 When a UTP has been adopted or amended, the Contracting State shall ensure that the Secretary General is informed – with justification – of those national technical requirements mentioned in § 1 which it will still require to be complied with in order to ensure the technical compatibility between the vehicles and its network concerned; this includes national rules applicable to „open points” in the technical prescriptions and applicable to the specific cases duly identified in the technical prescription. The information shall include indication of the „open point(s)” and/or „specific case(s)” in the UTP to which each national technical requirement relates. The national technical requirements shall only remain valid if the notification is received by the Secretary General within 6 months from the day when the technical prescription in question or the change to it has entered into force. § 3 The information shall include the full text of the national technical provision in an official language of the Contracting State as well as the title and a summary in one of the official OTIF languages. Article 13 Equivalence table § 1 In order to minimise the assessments and thereby the costs for applying for a technical admission, national technical requirements in accordance with Article 12 shall be classified pursuant to the list of parameters and the principles set out in the Annex to these Uniform Rules. The classification shall be carried out under the responsibility of the Committee of Technical Experts. The Contracting States and the regional organisations shall cooperate with the Committee of Technical Experts and the Secretary General in this task. § 2 The Committee of Technical Experts may review the Annex taking account of the experience with the cross-acceptance of vehicles in the Contracting States. § 3 The Committee of Technical Experts shall ensure that a reference document is drawn up cross-referencing all the notified national technical requirements. The reference document shall also indicate the relevant provisions in the UTP and the corresponding TSI (Article 8 § 9). The reference document shall be published on the website of the Organisation and shall be kept up to date. § 4 Taking due account of the opinion of the Contracting States concerned and of the regional organisations involved, the Committee of Technical Experts may decide to declare the equivalence in railway safety terms:
3. a)between national technical requirements of different Contracting States;
4. b)between provisions in the UTP and the corresponding TSI; and
5. c)between national technical requirements of one or more Contracting States and provisions in the UTP and/or provisions in the TSI. The declared equivalence shall be indicated in an equivalence table in the reference document mentioned in § 3 above. Annex Parameters to be checked in Conjunction with the Technical Admission of Non-UTP Conform Vehicles and Classification of the National Technical Requirements 1. List of Parameters 1.1 General documentation 1.1.1.1. General documentation (including description of new, renewed or upgraded vehicle and its intended use, design, repair, operation and maintenance information, technical file, etc.) 1.2 Structure and mechanical parts 1.1.1.2. Mechanical integrity and interface between vehicles (including draw and buffer gear, gangways), strength of vehicle structure and fittings (e.g. seats), loading capability, passive safety (including interior and exterior crashworthiness) 1.3 Track interaction and gauging 1.1.1.3. Mechanical interfaces to the infrastructure (including static and dynamic behaviour, clearances and fits, gauge, running gear, etc.) 1.4. Braking equipment 1.1.1.4. Braking-related items (including wheel-slide protection, braking control, and braking performance in service, emergency and parking modes) 1.5 Passenger-related items 1.1.1.5. Passenger facilities and passenger environment (including passenger windows and doors, requirements for persons with reduced mobility, etc.) 1.6 Environmental conditions and aerodynamic effects 1.1.1.6. Impact of the environment on the vehicle and impact of the vehicle on the environment (including aerodynamic conditions and both the interface between the vehicle and the trackside part of the railway system and the interface with the external environment) 1.7 External warning, marking, functions and software integrity requirements 1.1.1.7. External warnings, markings, functions and integrity of software, e.g. safety-related functions with an impact on train behaviour including train bus 1.8 Onboard power supply and control systems 1.1.1.8. Onboard propulsion, power and control systems, plus the interface of the vehicle with the power supply infrastructure and all aspects of electromagnetic compatibility 1.9 Staff facilities, interfaces and environment 1.1.1.9. On-board facilities, interfaces, working conditions and environment for staff (including drivers’ cabs, driver machine interface) 1.10 Fire safety and evacuation 1.11 Servicing 1.1.1.10. Onboard facilities and interfaces for servicing 1.12 Onboard control, command and signalling 1.1.1.11. All the on-board equipment necessary to ensure safety and to command and control movements of trains authorised to travel on the network and its effects on the trackside part of the railway system 1.13 Specific operational requirements 1.1.1.12. Specific operational requirements for vehicles (including degraded mode, vehicle recovery etc.) 1.14 Freight related items 1.1.1.13. Freight-specific requirements and environment (including facilities specifically required for dangerous goods) Explanations and examples in italics above are for information only and are not definitions of the parameters. 2. Classification of the National Technical Requirements The national technical requirements relating to the parameters identified in section 1 shall be attributed to one of the following three groups. Rules and restrictions of a strictly local nature are not involved; their verification involves checks to be put in place by mutual agreement between the railway undertakings and the infrastructure managers. Group A Group A covers: – international standards, – national rules deemed to be equivalent, in railway safety terms, to national rules of other Member States, – national rules deemed to be equivalent, in railway safety terms, to the provisions in the UTP and/or provisions in the TSI. Group B Group B covers all rules that do not fall within the scope of Group A or Group C, or that it has not yet been possible to classify in one of these groups. Group C Group C covers rules that are strictly necessary and are associated with technical infrastructure characteristics, in order to ensure safe and interoperable use in the network concerned (e.g. the loading gauge). Uniform Rules concerning the Technical Admission of Railway Material used in International Traffic (ATMF – Appendix G to the Convention) Article 1 Scope These Uniform Rules lay down, for railway vehicles and other railway material, the procedure for the admission to circulation or use in international traffic. Article 2 Definitions For the purposes of these Uniform Rules and their (future) Annex(es), the APTU Uniform Rules and their Annex(
6. es)and the APTU Uniform Technical Prescriptions (UTP) the following definitions shall apply:
7. a)„accident” means an unwanted or unintended sudden event or a specific chain of such events which have harmful consequences; accidents are divided into the following categories: collisions, derailments, level-crossing accidents, accidents to persons caused by rolling stock in motion, fires and others;
8. b)„admission of a type of construction” means the right granted by which the competent authority authorises a type of construction of a railway vehicle, as a basis for the admission to operation for vehicles which correspond to that type of construction;
9. c)„admission to operation” means the right granted by which the competent authority authorises each railway vehicle or other railway material to operate in international traffic;
10. d)„Committee of Technical Experts” means the Committee provided for in Article 13 § 1,
11. f)of the Convention;
12. da)„contracting entity” means any entity, whether public or private, which orders the design and/or construction or the renewal or upgrading of a subsystem. This entity may be a railway undertaking, an infrastructure manager or a keeper, or the concession holder responsible for carrying out a project;
13. e)„Contracting State” means a Member State of the Organisation which has not made a declaration in respect of these Uniform Rules in accordance with Article 42 § 1, first sentence of the Convention;
14. f)„declaration” means the evidence of an assessment or an element of assessments carried out to confirm that a vehicle, a type of construction or an element of construction complies with the provisions of the APTU Uniform Rules and its UTP (including applicable specific cases and national requirements in force according to Article 12 of the APTU Uniform Rules);
15. g)„element of construction” or „constituent” means any elementary component, group of components, complete or subassembly of equipment incorporated or intended to be incorporated into a railway vehicle, other railway material or infrastructure; the concept of an „element of construction” covers both tangible objects and intangible objects such as software;
16. h)„entity in charge of maintenance” (ECM) means the entity that is in charge of the maintenance of a vehicle, and is registered as such in the vehicle register according to Article 13; this definition also applies to other railway material;
17. i)„essential requirements” means all the conditions set out in the APTU Uniform Rules which must be met by the rail system, the subsystems and the interoperability constituents, including interfaces;
18. j)„incident” means any occurrence, other than accident or serious accident, associated with the operation of trains and affecting the safety of operation;
19. k)„infrastructure manager” means an undertaking or an authority which manages railway infrastructure;
20. l)„international traffic” means the circulation of railway vehicles on railway lines over the territory of at least two Contracting States;
21. m)„investigation” means a process conducted for the purpose of accident and incident prevention which includes the gathering and analysis of information, the drawing of conclusions, including the determination of causes (actions, omissions, events or conditions, or a combination thereof, which led to the accident or incident) and, when appropriate, the making of safety recommendations;
22. n)„keeper” means the person or entity that, being the owner of a vehicle or having the right to use it, exploits the vehicle as a means of transport and is registered as such in the vehicle register referred to in Article 13;
23. o)„Maintenance File” means the document(
24. s)that specify the inspections and maintenance tasks to be carried out on a (type
25. of)vehicle or other railway material, which is set up according to the rules and specifications in the UTP including specific cases and notified national technical requirements in force, if any, according to Article 12 of the APTU Uniform Rules;
26. p)„Maintenance Record File” means the documentation relating to an admitted vehicle or other railway material, which contains the record of its operating history and the inspections and maintenance operations that have been carried out on it;
27. q)„network” means the lines, stations, terminals, and all kinds of fixed equipment needed to ensure safe and continuous operation of the rail system;
28. r)„open points” means technical aspects relating to essential requirements which have not explicitly been covered in a UTP;
29. s)„other railway material” means any movable railway material intended to be used in international traffic that is not a railway vehicle;
30. t)„rail transport undertaking” means a private or public undertaking – which is authorised to carry persons or goods by rail and which ensures traction or – which only ensures traction;
31. u)„railway infrastructure” (or just „infrastructure”) means all the railway lines and fixed installations so far as these are necessary for the compatibility with and safe circulation of railway vehicles and other railway material admitted according to these Uniform Rules;
32. v)„railway material” means railway vehicles, other railway material and railway infrastructures;
33. w)„railway vehicle” means a vehicle suitable to circulate on its own wheels on railway lines with or without traction;
34. x)„regional organisation” means an organisation as defined in Article 38 of the Convention within the exclusive competence that Contracting States have ceded to it;
35. y)„renewal” means any major substitution work on a subsystem or part subsystem which does not change the overall performance of the subsystem;
36. ya)„RID” means Appendix C to the Convention;
37. z)„serious accident” means any train collision or derailment of trains, resulting in the death of at least one person or serious injuries to five or more persons or extensive damage to rolling stock, the railway infrastructure or the environment, and any other similar accident with an obvious impact on railway safety regulation or the management of safety; „extensive damage” means damage that can immediately be assessed by the investigating body to cost at least 1.8 million SDR in total;
38. aa)„specific case” means any part of the rail system of the Contracting States which needs special provisions in the UTP, either temporary or definitive, because of geographical, topographical or urban environment constraints or those affecting compatibility with the existing system. This may include in particular railway lines and networks isolated from the rest of the network, the loading gauge, the track gauge or space between the tracks as well as vehicles and other railway material strictly intended for local, regional or historical use, and vehicles and other railway material originating from or destined for third countries;
39. bb)„subsystems” means the result of the division of the rail system, as shown in the UTP; these subsystems, for which essential requirements must be laid down, may be structural or functional;
40. cc)„technical admission” means the procedure carried out by the competent authority to authorise a railway vehicle or other railway material to operate in international traffic or to authorise the type of construction;
41. dd)„technical certificate” means the official evidence of a successful technical admission in the form of a valid Design Type Certificate or a valid Certificate to Operation;
42. ee)„Technical File” means the documentation relating to the vehicle or other railway material containing all its (the type’
43. s)technical characteristics, including a user manual and the characteristics necessary to identify the object(
44. s)concerned; eea) „TSI” means Technical Specification for Interoperability adopted in accordance with Directives 96/48/EC, 2001/16/EC and 2008/57/EC by which each subsystem or part of a subsystem is covered in order to meet the essential requirements and ensure the interoperability of the rail system;
45. ff)„type of construction” means the basic design characteristics of the railway vehicle or other railway material as covered by a single type examination certificate described in assessment module SB of the UTP;
46. gg)„upgrading” means any major modification work on a subsystem or part subsystem which improves the overall performance of the subsystem. Article 3 Admission to international traffic § 1 Each railway vehicle must, for circulation in international traffic, be admitted in accordance with these Uniform Rules. § 2 The technical admission shall have the aim of ascertaining whether the railway vehicles satisfy
47. a)the construction prescriptions contained in the UTP,
48. b)the construction and equipment prescriptions contained in RID,
49. c)the special conditions of an admission under Article 7a. § 3 §§ 1 and 2 as well as the following articles shall apply mutatis mutandis to the technical admission of other railway material and of elements of construction either of vehicles or of other railway material. Article 3a Interaction with other international agreements § 1 Railway vehicles and other railway material which have been placed in service according to applicable European Community (EC) and corresponding national legislation shall be deemed as admitted to operation by all Contracting States according to these Uniform Rules
50. a)in the case of full equivalence between the provisions in the applicable TSIs and the corresponding UTP and
51. b)provided the set of applicable TSIs, against which the railway vehicle or other railway material was authorised, cover all aspects of the relevant subsystems that are part of the vehicle and
52. c)provided these TSIs do not contain open points related to the technical compatibility with infrastructure and
53. d)provided the vehicle or other railway material is not subject to a derogation. If these conditions are not fulfilled, the vehicle or other railway material shall be subject to Article 6 § 4. § 2 Railway vehicles and other railway material which have been admitted to operation according to these Uniform Rules shall be deemed as placed in service in the Member States of the European Community and in the States which apply Community legislation as a result of international agreements with the European Community in the case of
54. a)full equivalence between the provisions in the applicable UTP and the corresponding TSIs and
55. b)provided the set of applicable UTP against which the railway vehicle or other railway material was authorised covers all aspects of the relevant subsystems that are part of the vehicle and
56. c)provided these UTP do not contain open points related to the technical compatibility with infrastructure and
57. d)provided the vehicle or other railway material is not subject to a derogation. If these conditions are not fulfilled, the vehicle or other railway material shall be subject to authorisation according to the law applicable in the Member States of the European Community and in the States which apply Community legislation as a result of international agreements with the European Community. § 3 The admission to operation, the operation and the maintenance of railway vehicles and other railway material being used only in Member States of the European Community are regulated by the applicable Community and national legislation. This provision is also applicable to Contracting States which apply relevant European Community legislation as a result of international agreements with the European Community. § 4 §§ 1 to 2 apply mutatis mutandis to admissions/authorisations of vehicle types § 5 An entity in charge of maintenance (ECM) for a freight wagon, certified according to Article 15 § 2, shall be deemed as certified according to applicable European Community and corresponding national legislation and vice versa in the case of full equivalence between the certification system adopted under Article 14a