The network of the trans-European conventional rail system will be that on the conventional lines of the trans-European transport network identified in Decision No 1692/96/EC.

For the purposes of this Directive, this network may be subdivided into the following categories:

• lines intended for passenger services,

• lines intended for mixed traffic (passengers and freight),

• lines specially designed or upgraded for freight services,

• passenger hubs,

• freight hubs, including intermodal terminals,

• lines connecting the abovementioned elements.

This network includes traffic management, tracking and navigation systems, technical installations for data processing and telecommunications intended for long-distance passenger services and freight services on the network in order to guarantee the safe and harmonious operation of the network and efficient traffic management.

The trans-European conventional rail system shall comprise all the vehicles likely to travel on all or part of the trans-European conventional rail network, including:

• self-propelling thermal or electric trains,

• thermal or electric traction units,

• passenger carriages,

• freight wagons, including vehicles designed to carry lorries.

Mobile railway infrastructure construction and maintenance equipment may be included.

Each of the above categories may be subdivided into:

• vehicles for international use,

• vehicles for national use.

The network of the trans-European high-speed rail system shall be that of the high-speed lines of the trans-European transport network identified in Decision No 1692/96/EC.

The high-speed lines shall comprise:

• specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h,

• specially upgraded high-speed lines equipped for speeds of the order of 200 km/h,

• specially upgraded high-speed lines which have special features as a result of topographical, relief or town-planning constraints, on which the speed must be adapted to each case. This category also includes interconnecting lines between the high-speed and conventional networks, lines through stations, accesses to terminals, depots, etc. travelled at conventional speed by ‘high-speed’ rolling stock.

This network includes traffic management, tracking and navigation systems, technical installations for data processing and telecommunications intended for services on these lines in order to guarantee the safe and harmonious operation of the network and efficient traffic management.

The trans-European high-speed rail system shall comprise vehicles designed to operate:

• either at speeds of at least 250 km/h on lines specially built for high speeds, while enabling operation at speeds exceeding 300 km/h in appropriate circumstances,

• or at speeds of the order of 200 km/h on the lines of section 2.1, where compatible with the performance levels of these lines.

In addition, vehicles designed to operate with a maximum speed lower than 200 km/h which are likely to travel on all or part of the trans-European high-speed network, where compatible with the performance levels of this network, shall fulfil the requirements ensuring safe operation on this network. To this end, the TSIs for conventional vehicles shall also specify requirements for safe operation of conventional vehicles on high-speed networks.

The scope of the TSIs shall be progressively extended to the whole rail system as referred to in Article 1(4). In order to deliver interoperability cost-effectively further subcategories of all categories of network and vehicles mentioned in this Annex will, where necessary, be developed. If necessary, the functional and technical specifications mentioned in Article 5(3) may vary according to the subcategory.

The cost-benefit analysis of the proposed measures will take into consideration, among others, the following:

• cost of the proposed measure,

• benefits to interoperability of an extension of the scope to particular subcategories of networks and vehicles,

• reduction of capital costs and charges due to economies of scale and better utilisation of vehicles,

• reduction of investment and maintenance/operating costs due to increased competition between manufacturers and maintenance companies,

• environmental benefits, due to technical improvements of the rail system,

• increase of safety in operation.

In addition, this assessment will indicate the likely impact for all the operators and economic agents involved.