2006D0860 — EN — 24.01.2013 — 004.001

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This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents

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COMMISSION DECISION of 7 November 2006 concerning a technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European high speed rail system and modifying Annex A to Decision 2006/679/EC concerning the technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European conventional rail system (notified under document number C(2006) 5211) (Text with EEA relevance) (2006/860/EC) (OJ L 342, 7.12.2006, p.1)

Amended by:

		Official Journal
		No	page	date
M1	COMMISSION DECISION of 6 March 2007	L 67	13	7.3.2007
M2	COMMISSION DECISION of 23 April 2008	L 136	11	24.5.2008
►M3	COMMISSION DECISION of 19 October 2009	L 37	74	10.2.2010
►M4	COMMISSION DECISION of 23 July 2012	L 217	11	14.8.2012

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COMMISSION DECISION

of 7 November 2006

concerning a technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European high speed rail system and modifying Annex A to Decision 2006/679/EC concerning the technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European conventional rail system

(notified under document number C(2006) 5211)

(Text with EEA relevance)

(2006/860/EC)

Article 1

A Technical Specification for Interoperability (‘TSI’) relating to the ‘control-command and signalling’ subsystem of the trans-European high speed railway, is hereby adopted by the Commission. The TSI shall be as set out in the Annex to this Decision.

Article 2

This TSI shall be applicable to all new, upgraded or renewed rolling stock or lines of the trans-European high speed rail system as defined in Annex I to Directive 96/48/EC.

Article 3

1.  With regard to the systems referred to in Annex B of the TSI and to those issues classified as ‘Open Points’ in Annex G of the TSI, the conditions to be complied with for the verification of interoperability within the meaning of Article 16(2) of Directive 96/48/EC shall be those applicable technical rules in use in the Member State which authorises the placing in service of the subsystems covered by this Decision.

2.  Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:

Article 4

With regard to those issues classified as ‘Specific Cases’ set out in Chapter 7 of the TSI the conformity assessment procedures shall be those applicable in Member States. Each Member State shall notify to the other Member States and the Commission within six months of the notification of this Decision:

Article 5

The TSI allows for a transition period during which the conformity assessment and certification of interoperability constituents may be carried out as part of the sub-system. During this time Member States shall notify to the Commission which interoperability constituents have been assessed in this manner in order for the market for interoperability constituents to be closely monitored and steps taken to facilitate it.

Article 6

Decision 2002/731/EC is hereby repealed. Its provisions shall however continue to apply in relation to the maintenance of projects authorised in accordance with the TSI annexed to that Decision and to projects for a new line and for the renewal or upgrading of an existing line which are at an advanced stage of development or the subject of a contract in course of performance at the date of notification of the present Decision.

Member States shall notify an exhaustive list of the sub-systems and interoperability constituents to which the provisions of Decision 2002/731/EC continue to apply to the Commission not later than six months after the date on which the present Decision becomes applicable.

Article 7

Member States shall establish a national implementation plan of the TSI in accordance with the criteria specified in Chapter 7 of the Annex.

They shall forward this implementation plan to the other Member States and the Commission not later than six months after the date on which this Decision becomes applicable.

On the basis of these national plans the Commission shall draft an EU Master Plan following the principles set out in Chapter 7 of the Annex.

Article 8

Member States shall ensure that the functionality of the legacy Class B systems referred to in Annex B of the TSI as well as their interfaces are kept as currently specified excluding those modifications that might be deemed necessary in order to mitigate safety-related flaws of these systems.

Member States shall make available such information regarding their legacy systems as is required for purposes of development and safety-certification of apparatus allowing interoperability of Class A equipment as defined in Annex A of the TSI with their legacy Class B facilities.

Article 9

Annex A to the TSI attached to Commission Decision 2006/679/EC of 28 March 2006 relating to the control-command and signalling subsystem of the trans-European conventional rail system, is replaced by annex A to the TSI attached to the present Decision. Section 7.4.2.3 of the TSI attached to Commission Decision 2006/679/EC of 28 March 2006, is replaced by section 7.5.2.3 of the TSI attached to the present Decision.

Article 10

This Decision shall become applicable on the date of its notification.

Article 11

This Decision is addressed to the Member States.

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ANNEX

1.   INTRODUCTION

1.1.   Technical scope

This TSI concerns the Control Command and Signalling subsystem and part of the maintenance subsystem of the trans-European high-speed rail system. They are included in the list of Annex II(1) to Directive 96/48/EC.

Further information about the Control-Command Subsystem is provided in Chapter 2 (Subsystem Definition and Scope).

1.2.   Geographical scope

The geographical scope of this TSI is the trans European high-speed rail system as described in Annex I to Directive 96/48/EC.

1.3.   Content of this TSI

In accordance with Article 5(3) of Directive 96/48/EC, this TSI:

Moreover, provision may be made for specific cases for each TSI; these are indicated in Chapter 7 (Implementation of the TSI Control-Command).

Lastly, this TSI also comprises, in Chapter 4 (Characterisation of the Subsystem), the operating and maintenance rules specific to the scope indicated in sections 1.1 (Technical scope) and section 1.2 (Geographical scope).

2.   SUBSYSTEM DEFINITION AND SCOPE

2.1.   General

The Control-Command Subsystem is defined as that set of functions and their implementation, which allow the safe movement of trains.

The TSI Control-Command defines the essential requirements for those parts of the Control-Command Subsystem that have relevance to interoperability, and therefore are subject to EC declaration of verification.

The features of the Control-Command Subsystem that are related to the interoperability of the trans-European high-speed rail system are determined by:

The specification of these functions, interfaces and performance requirements are provided in Chapter 4 (Characterisation of the Subsystem) where supporting standards are referenced.

2.2.   Overview

The interoperability of the trans-European high-speed rail network depends in part on the ability of the on-board Control-Command equipment to work with various track-side equipment.

Because of the mobility of the onboard part, the Control-Command Subsystem is divided in two parts: Onboard Assembly and Track-side Assembly (see Annex D).

2.2.1.   Interoperability

This TSI defines the functions, interfaces and performance requirements to ensure the achievement of technical interoperability. Technical interoperability is the prerequisite for operational interoperability, in which the driving is based on consistent information displayed in the cabs and is in accordance with unified operational requirements defined for the trans-European high speed network. This TSI also contains functions that are needed to achieve operational interoperability (see section 4.3.1 Interface to the Subsystem Traffic Operation and Management).

2.2.2.   Classes of Control-Command Systems

Within the Control-Command Subsystem two classes of train protection, radio communication, HABD and train detection systems are defined:

Class A:

The unified Control-Command system.

Class B:

Control-Command systems and applications existing before entry into force of the Directive 96/48/EC, limited to those described in Annex B.

In order to achieve Interoperability, the trains’ On-board Control-Command Assembly will provide:

Member States have the responsibility to ensure that Class B systems are managed during their lifetime; in particular any changes to these specifications must not prejudice interoperability.

2.2.3.   Levels of Application (ERTMS/ETCS)

The interfaces specified by this TSI define the means of data transmission to, and sometimes from, trains. The Class A specifications referenced by this TSI provide options from which a project may choose the means of transmission that meet its requirements. Three levels of application are defined:

Level 1:

Data transmission is achieved by spot transmission (Eurobalise) and in some cases by semi-continuous transmission (Euroloop or radio in-fill). The detection of trains is achieved by track-based equipment, usually track-circuits or axle counters. Signalling information is communicated to the driver by equipment in the driving cab and, optionally, lineside signals.

Level 2:

Data transmission is achieved by continuous radio transmission (GSM-R). For some functions, the radio transmission requires complementing by spot transmission (Eurobalise). The detection of trains is achieved by track-based equipment, usually track-circuits or axle counters. Signalling information is communicated to the driver by equipment in the driving cab and, optionally, lineside signals.

Level 3:

Data transmission is achieved by continuous radio transmission (GSM-R). For some functions, the radio transmission requires complementing by spot transmission (Eurobalise). The detection of trains is achieved by equipment on-board, reporting to the Control-Command Track-side Assembly. Signalling information is communicated to the driver by equipment in the driving cab.

The requirements of this TSI apply to all levels of application. Implementation is addressed in Chapter 7 (Implementation of the TSI Control-Command). A train equipped with a Class A On-board system for a given level of application shall be able to operate on that level and any lower one.

2.2.4.   Infrastructure Network Borders

The local technical interfaces between the Track-side Control-Command Assemblies of neighbouring infrastructures shall not restrict the uninterrupted passage of trains when crossing borders between them.

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Any high speed or conventional train fitted with Class A On-board system in accordance with the corresponding TSI shall not, on grounds concerning anyone of both TSIs and under the conditions stated therein, be restricted in operating on any trans-European high speed or conventional route with infrastructure fitted with Class A track-side system in accordance with the corresponding TSI.

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3.   THE ESSENTIAL REQUIREMENTS OF THE CONTROL-COMMAND SUBSYSTEM

3.1.   General

The Interoperability Directive 96/48/EC Article 4(1) requires that the trans-European high-speed rail system, Subsystems and the Interoperability Constituents including interfaces meet the Essential Requirements set out in general terms in Annex III to the Directive. The Essential Requirements are:

The Directive allows that the Essential Requirements may be applied to the whole trans-European high-speed rail system or be specific to each Subsystem and its interoperability constituents.

The Essential Requirements are taken in turn, below. Requirements on Class B systems are the responsibility of the relevant Member State.

3.2.   Specific Aspects for the Control-Command Subsystem

3.2.1.   Safety

Every project to which this specification is applied shall put into effect the measures necessary to demonstrate that the level of risk of an incident occurring that is within the scope of the Control-Command Subsystem, is not higher than the objective for the service. To ensure that the solutions to achieve safety do not jeopardise interoperability the requirements of the basic parameter defined in section 4.2.1 (Control-Command safety characteristics relevant to interoperability) shall be respected.

For Class A system (ERTMS/ETCS), the global safety objective for the Subsystem is apportioned between the on-board and Track-side Assemblies. The detailed requirements are specified in the basic parameter defined in section 4.2.1 (Control-Command safety characteristics relevant to interoperability). This safety requirement must be met together with the availability requirements as defined in Section 3.2.2 (Reliability and Availability).

For Class B systems used for trans-European high-speed rail operation, it is the responsibility of the appropriate Member State (defined in Annex B) to:

3.2.2.   Reliability and Availability

3.2.3.   Health

According to the European regulations and to the national regulations which are compatible with the European legislation, precautions shall be taken to ensure that the materials used in and the design of Control-Command Subsystems do not constitute a health hazard to persons having access to them.

3.2.4.   Environmental Protection

According to the European regulations and to the national regulations which are compatible with the European legislation:

3.2.5.   Technical Compatibility

Technical compatibility includes the functions, interfaces and performances required to achieve interoperability.

The requirements of technical compatibility are subdivided in the following three categories:

3.2.5.1.   Engineering Compatibility

3.2.5.1.1   Physical Environmental Conditions

Systems complying with the Class A system requirements shall be capable of operating under the climatic and physical conditions which exist along the relevant part of the trans-European high-speed network. For the interfaces to rolling stock see section 4.3.2.5 (Physical environmental conditions).

Systems complying with the Class B system requirements shall conform at least to the physical environmental specifications applying to the corresponding Class B system, in order to be capable of operating under the climatic and physical conditions which exist along the trans-European high-speed lines concerned.

3.2.5.1.2   Railway Internal Electromagnetic Compatibility

The Basic Parameter is described in section 4.2.12 (Electromagnetic Compatibility). For the interfaces to rolling stock see section 4.3.2.6 (Electromagnetic Compatibility) and for the interfaces to Energy see section 4.3.4.1 (Electromagnetic Compatibility).

3.2.5.2.   Control-Command Compatibility.

Chapter 4, supported by Annexes A and B, defines the requirements for the interoperability of the Control-Command Subsystem.

In addition, this TSI together with the Control-Command TSI for the trans-European conventional rail system ensures, as far as the Control-Command Subsystem is concerned, the technical interoperability between trans-European high speed rail and conventional rail systems when both are fitted with Class A system.

4.   CHARACTERISATION OF THE SUBSYSTEM

4.1.   Introduction

The trans-European high-speed rail system, to which the Directive 96/48/EC applies and of which the Control-Command Subsystem is a part, is an integrated system whose consistency must be verified. This consistency must be checked in particular with regard to the specifications of the subsystem, its interfaces vis-à-vis the system in which it is integrated, as well as the operating and maintenance rules.

Taking account of all the relevant Essential Requirements, the Control-Command Subsystem is characterised by the following Basic Parameters:

The requirements of sections

shall always be applied, independently of the class of system.

All other requirements in section 4.2 (Functional and technical specifications of the Subsystem) shall always be applied to the Class A system only. Requirements of Class B systems are the responsibility of the appropriate Member State. Annex B deals with the characteristics of the Class B system and defines the responsible Member States.

The STMs, which enable the Class A On-board system to operate over Class B infrastructure, are subject to the Class B requirements.

To achieve interoperability it is not necessary to standardise all the functions within the whole Control-Command Subsystem. The functionality for automatic train protection and automatic train control considered in chapter 4 is:

The Control-Command functions are classified in categories indicating, for example, whether they are optional or mandatory. The categories are defined in Annex A, index 1 and Annex A, index 32 and the classification of the functions are indicated within their text.

Annex A, index 3 provides the Glossary of ETCS terms and definitions, which are used in the specifications referred in Annex A.

In light of the essential requirements in Chapter 3, the functional and technical specifications of the Control-Command Subsystem are as follows:

4.2.   Functional and technical specifications of the Subsystem

4.2.1.   Control-Command safety characteristics relevant to interoperability

This Basic Parameter describes the safety requirements for ERTMS/ETCS on On-board assemblies and the safety requirements on Track-side assemblies.

With reference to the Essential Requirement ‘safety’ (see section 3.2.1, Safety), this Basic Parameter establishes the mandatory requirements for interoperability:

4.2.2.   On-board ETCS functionality

This Basic Parameter describes the ETCS on-board functionality. It contains all functions to run a train in a safe way. The performance of the functions shall conform to Annex A, index 14 and 49. These functions shall be implemented in accordance with Annex A, index 1, 2, 4, 13, 15, 23, 53 and the technical specifications indicated below:

4.2.3.   Track-side ETCS functionality

This Basic Parameter describes the ETCS track-side functionality. It contains all ETCS functionality to provide a safe path to a specific train. The performance of the functions shall conform to Annex A, index 14. These functions shall be implemented in accordance with Annex A, index 1, 2, 4, 13, 15, 23, 31, 37, 53 and the technical specifications indicated below:

4.2.4.   EIRENE functions

This Basic Parameter describes the EIRENE voice and data communication functions:

These functions shall be implemented in accordance with the technical specifications indicated in Annex A, index 32, 33 and 48and their performance shall conform to Annex A index 22.

4.2.5.   ETCS and EIRENE air gap interfaces

The complete specification of these interfaces consists of two parts:

This Basic Parameter describes the air gap between track-side and onboard Control-Command Assemblies. It includes:

The following specifications apply:

4.2.6.   On-Board Interfaces Internal to Control-Command

This Basic Parameter consists of three parts.

4.2.6.1.   Interface between ETCS and STM

The Specific Transmission Module (STM) allows ETCS on-board to operate on lines fitted with Class B ATP/ATC systems.

The interface between the On-board ETCS functionality and the STMs for Class B ATP/ATC systems is defined in Annex A, index 4, 8, 15, 25, 26, 49. Annex A, Index 45 specifies the K interface and index 46 the G interface. Implementation of the Interface ‘K’ is optional, but if done it must be in accordance with Annex A, Index 45. Furthermore, if Interface ‘K’ is implemented, the On-board transmission channel functionality shall be able to handle the properties of Annex A, Index 46.

4.2.6.2.   GSM-R/ETCS

The interface between the Class A radio and the On-board ETCS functionality. These requirements are specified in Annex A index 4, 7, 15, 20, 22, 34.

4.2.6.3.   Odometry

The interface between the odometry function and ERTMS/ETCS on-board shall meet the requirements of Annex A, index 44. This interface only contributes to this Basic Parameter when odometry equipment is supplied as a separate interoperability constituent (see section 5.2.2, Grouping of interoperability constituents).

4.2.7.   Trackside Interfaces Internal to Control-Command

This Basic Parameter consists of six parts.

4.2.7.1.   Functional interface between RBCs

This interface is used to define the data to be exchanged between neighbouring radio block centres (RBC) to be able to move in a safe way a train from one RBC area to another. It describes:

These requirements are specified in Annex A, index 12.

4.2.7.2.   Technical interface between RBCs

This is the technical interface between two RBC's. These requirements are specified in Annex A, index 58, 62, 63.

4.2.7.3.   GSM-R/RBC

This is the interface between the Class A radio system and the Track-side ETCS functionality. These requirements are specified in Annex A, index 4, 15, 20, 22, 34.

4.2.7.4.   Eurobalise/LEU

This is the interface between Eurobalise and the lineside electronic unit (LEU). These requirements are specified in Annex A, index 9. This interface only contributes to this Basic Parameter when Eurobalise and LEUs are supplied as separate interoperability constituents (see section 5.2.2, Grouping of interoperability constituents).

4.2.7.5.   Euroloop/LEU

This is the interface between Euroloop and the LEU. These requirements are specified in Annex A, index 16. This interface only contributes to this Basic Parameter when Euroloop and LEUs are supplied as separate interoperability constituents (see section 5.2.2, Grouping of interoperability constituents).

4.2.7.6.   Requirements on pre-fitting of ERTMS track side equipment

This is the interface between track-side Class A equipment and track-side Control Command infrastructure. These requirements are specified in Annex A index 59. This index describes means for track-side pre-fitting of Class A equipment.

4.2.8.   Key Management

This Basic Parameter concerns the safety related data transmitted via radio that is protected by mechanisms that need cryptographic keys. The infrastructure managers and railway undertakings shall provide a management system that controls and manages the keys. A key management interface is required:

The requirements to the key management between key management systems of interoperable regions are specified in Annex A, index 11 and index 56.

4.2.9.   ETCS-ID Management

This Basic Parameter concerns the unique ETCS-identities for equipment in track-side and on-board assemblies. The requirements are specified in Annex A, index 23. The allocation of variables is defined in Annex A, index 53.

Suppliers of on-board Control-Command equipment are responsible for the management of unique identities within the allocated range as defined in Annex A, index 53. Rolling Stock keepers shall provide a management system that controls and manages the identities during the life-cycle of the assembly.

In Annex A, index 53 Member States are allocated ranges of identities. Member States are responsible for the management of allocation of these ranges to the contracting entities in their State.

Contracting entities of track-side assemblies are responsible for the management of unique identities within their allocated range. The infrastructure manager shall provide a management system that controls and manages the identities during the life-cycle of the assembly.

4.2.10.   HABD (Hot axle box detector)

This Basic Parameter specifies the requirements for the track-side equipment, used to check if the temperature of passing rolling stock axle bearings has exceeded a certain value and to transmit this information to a control centre. The requirements are defined in Annex A, Appendix 2.

The treatment of rolling stock equipped with on-board detection is also described in TSI RS HS section 4.2.11.

4.2.11.   Compatibility with Track-side Train Detection Systems

This Basic Parameter describes the characteristics of Track-side train detection systems that are necessary to be compatible with Rolling Stock which conforms to the relevant Rolling Stock TSI(s).

Rolling stock shall have the characteristics necessary for the operation of track-side train detection systems. In Annex A, Appendix 1 the requirements related to the characteristics of a vehicle are specified.

These characteristics will be included in the Rolling Stock TSI(s)

4.2.12.   Electromagnetic Compatibility

This Basic Parameter is split into two parts.

4.2.12.1.   Internal Control-Command Electromagnetic compatibility

Control-Command equipment shall not interfere with other Control-Command equipment.

4.2.12.2.   Electromagnetic Compatibility between Rolling Stock and Control-Command Track-side equipment

This includes the range of electromagnetic compatibility (EMC) emissions (conducted and induced traction current and other train originated currents, electromagnetic field characteristics as well as static fields) to be respected by rolling stock in order to ensure the correct functioning of the track-side Control-Command equipment. It includes the description for measuring the values.

The characteristics of Control-Command trackside equipment are specified by

Additionally, specific requirements for train detection systems are specified in chapter 4.2.11 and specific requirements for HABD are specified in Annex A Appendix 2.

4.2.13.   ETCS DMI (Driver Machine Interface)

This Basic Parameter describes the information provided from the ETCS On-board system to the driver and entered to the ERTMS/ETCS On-board by the driver. See Annex A, Index 51.

It includes:

4.2.14.   EIRENE DMI (Driver Machine Interface)

This Basic Parameter describes the information provided from the EIRENE on-board system to the driver and entered to the EIRENE on-board system by the driver. See Annex A, Index 32, 33, 51.

It includes:

4.2.15.   Interface to Data Recording for Regulatory Purposes

This Basic Parameter describes:

It shall be possible for investigatory authorities in each Member State to have access to the recorded data that meets obligatory data-recording requirements for official and investigative purposes.

See Annex A index 4, 5, 15, 41, 55.

4.2.16.   Visibility of track-side Control-Command objects

This Basic Parameter describes:

4.3.   Functional and technical specifications of the interfaces to other Subsystems

4.3.1.   Interface to the Subsystem Traffic Operation and Management

4.3.1.1.   ERTMS/ETCS and GSM-R operating rules

The trans-European network will be subject to some unified operational requirements, which will be described in the TSI ‘Traffic operation and management’ (see also section 4.4 Operating rules of CCS TSI).

TSI OPE CR: Annex A

TSI OPE HS: Annex A

4.3.1.2.   ETCS Driver Machine Interface

This interface describes the information provided from the ERTMS ETCS On-board to the driver and entered to the ERTMS ETCS On-board by the driver. The Control-Command basic parameter is described in section 4.2.13 (ETCS DMI (Driver Machine Interface)).

This interface is relevant to Class A system. Requirements for Class B ATP/ATC systems are defined by the appropriate Member State (see Annex B).

TSI OPE CR: Annex A1

TSI OPE HS: Annex A1

4.3.1.3.   EIRENE Driver Machine Interface

This interface describes the information provided from the EIRENE on-board system to the driver and entered to the EIRENE on-board system by the driver. The Control-Command Basic Parameter is described in section 4.2.14 (EIRENE DMI (Driver Machine Interface))

This interface is relevant to Class A systems. Equivalent requirements for Class B radio systems are defined by the appropriate Member State (see Annex B).

TSI OPE CR: Annex A2

TSI OPE HS: Annex A2

4.3.1.4.   Interface to data recording for regulatory purposes

This interface refers to the functional requirements for, and use of, data-recording. The Control-Command Basic Parameter is described in section 4.2.15 (Interface to Data Recording for Regulatory Purposes).

This interface is relevant to Class A systems. Equivalent requirements for Class B ATP/ATC and radio systems are defined by the appropriate Member State (see Annex B).

TSI OPE CR: section 4.2.3.5

TSI OPE HS: section 4.2.3.5

4.3.1.5.   Guaranteed train braking performance and characteristics

The Control-Command Subsystem requires provision of the guaranteed train braking performance. The TSI Traffic Operation and Management will define the rules to determine the guaranteed braking performance of a train. The Rolling Stock TSI’s shall define the method of determining the braking performance of vehicles.

This interface is relevant to Class A system. Equivalent requirements for Class B ATP/ATC systems are defined by the appropriate Member State (see Annex B).

TSI OPE CR: section 4.2.2.6.2

TSI OPE HS: section 4.2.2.6.2

4.3.1.6.   Isolation of On-Board ETCS functionality

This interface refers to the operational requirements for the isolation of the On-board ETCS functionality in case of failure. The Control-Command requirements are in section 4.2.2 (On-board ETCS functionality).

This interface is relevant to Class A system. Equivalent requirements for Class B ATP/ATC systems are defined by the appropriate Member State (see Annex B).

TSI OPE CR: Annex A1

TSI OPE HS: Annex A1

4.3.1.7.   Intentionally deleted

4.3.1.8.   Hot Axle Box Detectors

This interface refers to the operational requirements for hot axle box detectors. The Control-Command Basic Parameter is described in section 4.2.10 (HABD (Hot axle box detector)).

TSI OPE CR: Annex B section C

TSI OPE HS: Annex B section C

4.3.1.9.   Driver Vigilance

This interface refers to the operational requirements for driver vigilance.

The functionality, for transmitting the message as asked by TSI OPE is covered by an optional Eirene functionality as described in section 4.2.4 (Eirene functions).

TSI OPE CR: Section 4.3.2.2

TSI OPE HS: Section 4.3.2.2

4.3.1.10.   Use of Sanding

This interface refers to the operational requirements for drivers so that sand does not adversely affect the performance of track side train detection equipment. The Control-Command Basic Parameter is described in section 4.2.11.

TSI OPE CR: Annex H

TSI OPE HS: Annex B

4.3.1.11.   Driver’s External Field of View

This interface refers to the driver’s field of view through the cab windscreen. The requirements on Control-Command are described in section 4.2.16 (Visibility of track-side Control-Command objects).

TSI OPE CR: section 4.3.2.4

TSI OPE HS: section 4.3.2.4

4.3.2.   Interface to the Subsystem Rolling Stock

All references to interfaces with the CR TSI Rolling Stock Traction Units and coaches remain open points. Traction units mean locomotives, Electric Multiple Units and Diesel Multiple Units.

4.3.2.1.   Compatibility with track-side Train Detection Systems

Track-side train detection systems shall have the characteristics necessary to be compatible with Rolling Stock which conforms to the Rolling Stock TSIs. The Control-Command Basic Parameter is described in section 4.2.11 (Compatibility with Track-side Train Detection Systems). The detailed references in the TSIs concerned are listed in the table hereafter.

4.3.2.2.   Electromagnetic Compatibility between Rolling Stock and Control-Command Track-side equipment.

This interface is the range of electro magnetic compatibility (EMC) emissions (conducted and induced traction current and other train originated currents, electromagnetic field characteristics as well as static fields) to be respected by rolling stock in order to ensure the correct functioning of the track-side Control-Command equipment. The Control-Command Basic Parameter is described in section 4.2.12.2 (Electromagnetic Compatibility between Rolling Stock and Control-Command Track-side equipment).

TSI Rolling Stock Freight Wagons: Not concerned.

TSI Rolling Stock HS: Section 4.2.6.6

4.3.2.3.   Guaranteed train braking performance and characteristics

The Control-Command Subsystem requires provision of the guaranteed train braking performance. The Rolling Stock TSI’s shall define the method of determining the braking performance of vehicles. The TSI Traffic Operation and Management will define the rules to determine the guaranteed braking performance of a train.

This interface is relevant to Class A system. Equivalent requirements for Class B ATP/ATC systems are defined by the appropriate Member State (see Annex B).

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For fixed trainsets the guaranteed braking performance is given by the manufacturers.

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For train of variable consist or single vehicles the TSI Rolling Stock Freight Wagons has to be applied.

TSI Rolling Stock Freight Wagons: Section 4.2.4.1.2

TSI Rolling Stock HS: Sections 4.2.4.1, 4.2.4.4, 4.2.4.7

4.3.2.4.   Position of Control-Command On-board Antennae

The position of the Eurobalise and Euroloop antennae on the rolling stock shall be such that reliable data communication is assured at the extremes of the track geometry capable of being traversed by the rolling stock. The movement and behaviour of the rolling stock shall be taken into account. The Control-Command Basic Parameter is described in section 4.2.2 (On-board ETCS functionality).

This interface is relevant to Class A system. Requirements for Class B ATP/ATC systems are defined by the appropriate Member State (see Annex B).

The position of the GSM R antenna on the roof of vehicles is mainly dependent on measurements that have to be carried out for any type of vehicle taking into account also the position of other (new or existing) antennas. Under test conditions the output of the antenna has to comply with the requirements described in section 4.2.5 (ETCS and EIRENE air gap interfaces). The test conditions are also described in section 4.2.5 (ETCS and EIRENE air gap interfaces).

TSI Rolling Stock Freight Wagons not concerned.

TSI Rolling Stock HS: Section 4.3.4.8

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4.3.2.5.   Physical environmental conditions

The climatic and physical environmental conditions of Control Command equipment expected on the train shall be defined by reference to Annex A, index A4 and index A5.

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4.3.2.6.   Electromagnetic Compatibility between Rolling Stock and Control Command On-Board equipment

To facilitate the universal use of the equipment for the Control-Command On-board Assembly on new rolling stock accepted for operation upon the trans-European network, the electromagnetic conditions expected on the train shall be defined in accordance with Annex A, index A6. For the Eurobalise and Euroloop communication system the specific provisions in Annex A, index 9 and respectively Index 16 apply.

Requirements for Class B on-board systems are defined by the appropriate Member State (see Annex B).

TSI Rolling Stock Freight Wagons not concerned.

TSI Rolling Stock HS: Section 4.2.6.6

4.3.2.7.   Isolation of On-Board ETCS functionality

This interface refers to the isolation of the On-board ETCS functionality. It must be possible to move the train, after ETCS is isolated, without ETCS intervention. The Control-Command requirements are in 4.2.2 (On-board ETCS functionality).

This interface is relevant to Class A system. Equivalent requirements for Class B ATP/ATC sub systems are defined by the responsible Member States (see Annex B).

TSI Rolling Stock Freight Wagons not concerned.

TSI Rolling Stock HS: Section 4.2.7.10.1

4.3.2.8.   Data Interfaces

The data interface between the train and Control-Command On-board Assembly is defined in Annex A, Index 7.

This interface is relevant to Class A system. Equivalent requirements for Class B ATP/ATC systems are defined by the appropriate Member State (see Annex B).

TSI Rolling Stock Freight Wagons are not concerned for ETCS level 1 and level 2.

TSI Rolling Stock HS: 4.2.7.12, 4.2.8.3.6.9

The interface requirements between the radio communications and the Rolling Stock Subsystem are specified in Annex A, index 33.

This interface is relevant to Class A system. Equivalent requirements for Class B radio systems are defined by the appropriate Member State (see Annex B).

The respective corresponding specification is laid down in

TSI Rolling Stock Freight Wagons: not concerned.

TSI Rolling Stock HS: Section 4.2.7.9

4.3.2.9.   Hot Axle Box Detectors

This interface refers to the technical requirements for hot axle box detectors. The Control-Command Basic Parameter is described in section 4.2.10 (HABD (Hot axle box detector)).

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This interface is relevant to the Class A HABD system.

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The respective corresponding specification is laid down in

TSI Rolling Stock Freight Wagons: Section 4.2.3.3.2

TSI Rolling Stock HS: Section 4.2.3.3.2

4.3.2.10.   Vehicle Headlights

This interface refers to the technical requirements for the chromaticity and luminosity of vehicle headlights to ensure the correct visibility of reflective lineside signage and reflective clothing. The Control-Command requirements are described in section 4.2.16 (Visibility of track-side Control-Command objects) and in section 4.7.

TSI Rolling Stock Freight Wagons not concerned.

TSI Rolling Stock HS: Section: 4.2.7.4.1.1

4.3.2.11.   Driver Vigilance

The functionality asked by TSI OPE is covered by an optional Eirene functionality as described in section 4.2.4 (Eirene functions). This interface is valid, in case the optional functionality is implemented by an IM.

The detailed specification of the interface between the Rolling Stock vigilance device and the GSM-R onboard assembly remains an open point.

TSI Rolling Stock Freight Wagons not concerned.

TSI Rolling Stock HS: Actual no requirement specified in section 4.2.7.9

4.3.2.12.   Odometry

This is the interface between the odometry device and the odometry functionality required for ETCS on-board functions.

This interface to Rolling Stock TSI’s is only relevant to the Basic Parameter described in section 4.2.6.3 (Odometry) when odometry equipment is supplied as a separate interoperability constituent (see section 5.2.2 Grouping of interoperability constituents).

This interface is relevant to Class A system. Equivalent requirements for Class B ATP/ATC systems are defined by the appropriate Member State (see Annex B).

TSI Rolling Stock Freight Wagons not concerned.

4.3.2.13.   Interface to data recording for regulatory purposes

This interface refers to the technical requirements for data recording. The Control-Command Basic Parameter is described in section 4.2.15 (Interface to Data Recording for Regulatory Purposes).

This interface is relevant to Class A system. Requirements for Class B on-board systems are defined by the appropriate Member State (see Annex B).

TSI Rolling Stock Freight Wagons not concerned.

TSI Rolling Stock HS: section 4.2.7.11

4.3.2.14.   Onboard pre-fitting

This interface refers to the extend of pre-fitting on a rolling stock with Class A equipment as described in Annex A, index 57.

This interface is relevant to Class A systems.

TSI Rolling Stock HS: section 4.2.7.10.1 (Control Command & Signalling: general)

TSI Rolling Stock Freight Wagons not concerned.

4.3.2.15.   Driver’s External Field of View

This interface refers to the driver’s field of view through the cab windscreen. The requirements on Control-Command are described in section 4.2.16 (Visibility of track-side Control-Command objects).

TSI Rolling Stock Freight Wagons not concerned.

TSI Rolling Stock HS: section 4.2.2.6, 4.2.2.7

4.3.2.16.   Automatic power control and particular RS requirements for long tunnels

This interface describes the Control-Command Subsystem functionality:

This is a basic ETCS functionality described in sections 4.2.2 and 4.2.3.

TSI Rolling Stock Freight Wagons not concerned.

TSI Rolling Stock HS: sections 4.2.7.12, 4.2.8.3.6.7

4.3.3.   Interfaces to Subsystem Infrastructure

4.3.3.1.   Train Detection Systems

The infrastructure installation shall ensure that the train detection system respects the requirements quoted in section 4.2.11 (Compatibility with Track-side Train Detection Systems) and annex A appendix 1 (Point 3.5 impedance between wheels).

TSI Infrastructure HS: section 4.2.18

TSI Infrastructure CR: A reference to CCS TSI shall be included in the future CR TSI so those CCS requirements can be respected by Infrastructure.

4.3.3.2.   Track-side Control Command Equipment

Track-side subsystems transmission equipment (GSM-R, Euroloop, Eurobalise) must be positioned so that reliable data communication is assured at the extremes of the track geometry capable of being traversed by the rolling stock. The movement and behaviour of the rolling stock shall be taken into account. See section 4.2.5 (ETCS and EIRENE air gap interfaces).

The positioning of Marker Boards (see section 4.2.16) and other trackside control command equipment (e.g. GSM-R antennas, Euroloops, Eurobalises, HABD, light signals, point machines,….) has to cope with the requirements (minimum infrastructure gauge) defined in the TSI Infrastructure.

This interface is relevant, in regard to data communication, to Class A system. Equivalent requirements for Class B systems are defined by the appropriate Member State (see Annex B).

TSI Infrastructure HS: Section 4.2.3

4.3.3.3.   Quality of sand used by RS

In regard to the proper function of train detection systems, sand with a certain quality has to be provided in order to be used by RS. The CCS requirements are described in Annex A Appendix 1, clause 4.1.4.

TSI Infrastructure HS: Section 4.2.25.4

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4.3.3.4.   Use of electric/magnetic brakes

To ensure the proper function of Control Command track-side equipment, the use of magnetic brakes and eddy current brakes shall be defined by reference to Annex A, Appendix 1, clause 5.2.

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4.3.4.   Interfaces to Subsystem Energy

4.3.4.1.   Electromagnetic Compatibility

The electromagnetic conditions expected from the fixed installations shall be defined by reference to Annex A, index A7.

For the Eurobalise and EUROLOOP communication system the specific provisions in Annex A, Index 9 and respectively Index 16 apply.

For train detection systems see Annex A Appendix 1.

For HABD see Annex A Appendix 2.

TSI ENE HS: Clause 4.2.6

4.3.4.2.   Automatic Power control

The behaviour of the Control-Command Subsystem in relation to phase separation and power system separation sections based on input provided by the Subsystem Energy, is described in 4.2.2 and 4.2.3.

TSI ENE HS: Clause 4.2.21, 4.2.22, 4.2.2

4.4.   Operating rules

The operating rules specific to the Control-Command Subsystem (ERTMS/ETCS and GSM-R) are detailed in the TSI Traffic Operation and Management.

4.5.   Maintenance rules

The maintenance rules of the Subsystem covered by this TSI shall ensure that the values quoted in the basic parameters indicated in Chapter 4 are maintained within the required limits throughout the lifetime of the assemblies. However, during preventative or corrective maintenance, the subsystem may not be able to achieve the values quoted in the basic parameters; the maintenance rules shall ensure that safety is not prejudiced during these activities.

To achieve these results, the following shall be respected.

4.5.1.   Responsibility of manufacturer of equipment

The manufacturer of equipment incorporated in the subsystem shall specify:

4.5.2.   Responsibility of contracting entities

The contracting entities shall:

4.5.3.   Responsibility of infrastructure manager or railway undertaking

The infrastructure manager or railway undertaking responsible for operating the On-board or Track-side Assembly:

4.5.4.   Maintenance plan

The maintenance plan shall be based on the provisions specified in section 4.5.1 (Responsibility of manufacturer of equipment), section 4.5.2 (Responsibility of contracting entities) and section 4.5.3 (Responsibility of infrastructure manager or railway undertaking) and cover, at least:

4.6.   Professional competences

The professional competences required for the operation of the Control Command subsystem are covered by the TSI Traffic Operation and Management.

The professional competences required for the maintenance of the Control-Command Subsystem shall be detailed in the maintenance plan (see section 4.5.4 Maintenance plan).

4.7.   Health and safety conditions

In addition to the requirements specified in the maintenance plans, see section 4.5 (Maintenance rules), precautions shall be taken to ensure health and safety for maintenance and operations staff, in accordance with the European regulations and the national regulations that are compatible with the European legislation.

Staff engaged in the maintenance of a CCS trackside equipment, when working on or near the track, shall wear reflective clothes, which bear the EC mark (and therefore satisfy the provisions of Directive 89/686/EEC of 21 December 1989 on the approximation of the laws of the Member States relating to personal protective equipment).

4.8.   Infrastructure and Rolling stock registers

The Control-Command Subsystem is treated as two Assemblies:

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The data to be provided for the registers provided for in Articles 34 and 35 of Directive 2008/57/EC of the European Parliament and of the Council ( 7 ) are those indicated in Commission Implementing Decision 2011/633/EU of 15 September 2011 on the common specifications of the register of railway infrastructure ( 8 ) and Commission Implementing Decision 2011/665/EU of 4 October 2011 on the European register of authorised types of railway vehicles ( 9 ).

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5.   INTEROPERABILITY CONSTITUENTS

5.1.   Definitions

According to Article 2(d) of Directive 96/48/EC:

Interoperability constituents are ‘any elementary component, group of components, subassembly or complete assembly of equipment incorporated or intended to be incorporated into a Subsystem upon which the interoperability of the trans-European high-speed rail system depends either directly or indirectly’. The concept of a constituent covers both tangible objects and intangible objects such as software.

5.2.   List of interoperability constituents

5.2.1.   Basic interoperability constituents

The interoperability constituents in the Control-Command Subsystem are listed in:

The interoperability constituent ‘safety platform’ is defined as a building block (generic product, independent of the application) made of hardware and base software (firmware and/or operating system and/or support tools), which can be used for building more complex systems (generic applications, i.e. classes of applications).

5.2.2.   Grouping of interoperability constituents

The Control-Command basic interoperability constituents defined in Tables 5.1.a and 5.2.a may be combined to form a larger unit. The group is then defined by the functions of the integrated interoperability constituents and the remaining interfaces to the outside of the group. If a group is formed this way, it shall be considered as an interoperability constituent.

When the mandatory specifications indicated in this TSI are not available to support an interface, a declaration of conformity may be possible by grouping interoperability constituents.

5.3.   Constituents performances and specifications

For each basic interoperability constituent or group of interoperability constituents, the tables in chapter 5 describe:

Note that the requirements of section 4.5.1 (Responsibility of manufacturer of equipment) apply to each basic interoperability constituent or group of interoperability constituents.

6.   ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM

6.0   Introduction

In the scope of the present TSI, fulfilment of relevant essential requirements quoted in chapter 3 of this TSI will be ensured by the compliance with the specification referenced in Chapter 4 and, as a follow up, in chapter 5 for the interoperability constituents, as demonstrated by a positive result of the assessment of conformity and/or suitability of use of the interoperability constituent and verification of the sub system as described in chapter 6.

Nevertheless, where part of the essential requirements are satisfied by National Rules, because of:

then the conformity assessment shall be carried out under the responsibility of the Member States concerned according to notified procedures.

6.1.   Interoperability constituents

6.1.1.   Assessment procedures

The manufacturer of an interoperability Constituent (IC) (and/or groups of interoperability constituents) or his authorised representative established within the Community shall draw up an EC declaration of conformity in accordance with Article 13.1 and Annex IV of the Directive 96/48/EC before placing them on the market.

The assessment procedure for conformity of interoperability constituents and/or groups of interoperability constituents as defined in Chapter 5 of this TSI shall be carried out by application of modules as specified in section 6.1.2 (Modules).

Some of the specifications in this TSI contain mandatory and/or optional functions. The Notified Body shall:

and carry out the assessment of conformity.

The supplier shall indicate in the EC declaration which optional functions are implemented.

The Notified Body shall verify, that no additional functions, implemented in the constituent, lead to conflicts with implemented mandatory or optional functions.

6.1.1.1.   The Specific Transmission Module (STM)

The STM has to meet national requirements, and its approval is a responsibility of the appropriate Member State as stated in Annex B.

The verification of the STM interface to the ERTMS/ETCS on-board requires a conformity assessment carried out by a notified body. The notified body shall verify that the Member State has approved the national part of the STM.

6.1.1.2.   EC declaration of suitability for use

An EC declaration of suitability for use is not required for interoperability constituents of the Control-Command Subsystem.

6.1.2.   Modules

For the assessment of interoperability constituents within the Control Command subsystem, the manufacturer, or his authorised representative established within the Community, may choose the modules according to tables 5.1A, 5.1B, 5.2A and 5.2B:

The description of the modules is in Annex E of this TSI.

The Module D (production quality management system) may only be chosen where the manufacturer operates a quality system for production, final product inspection and testing, approved and surveyed by a notified body.

The Module H2 (full quality management system with design examination) may only be chosen where the manufacturer operates a quality system for design, production, final product inspection and testing, approved and surveyed by a notified body.

The following additional clarifications apply to the use of some of the modules:

Independently of the selected module, provisions of Annex A index 47, index A1, index A2 and index A3 shall be applied for the certification of Interoperability Constituents, for which requirements of the Basic Parameter safety (section 4.2.1 Control-Command safety characteristics relevant to interoperability) apply.

Independently of the selected module, it shall be checked that the indications of the supplier for the maintenance of the interoperability constituent are compliant with the requirements of section 4.5 (Maintenance rules) of this TSI.

If Module B (type examination) is used, this shall be made on the basis of the examination of the technical documentation (see section 3 and 4.1 of the description of Module B (type examination)).

If Module H2 (full quality management system with design examination) is used, the application for design examination shall include all elements supporting evidence that the requirements of section 4.5 (Maintenance rules) of this TSI are fulfilled.

6.2.   Control-Command Subsystem

6.2.1.   Assessment procedures

This Chapter deals with EC declaration of verification of Control-Command Subsystem. As stated in Chapter 2 the application of the Control-Command Subsystem is treated as two assemblies:

For each assembly, an EC declaration of verification is required.

At the request of the contracting entity or its representative established in the Community the notified body carries out EC verification of an On-board or Track-side Assembly in accordance with Annex VI to Directive 96/48/EC.

The contracting entity shall draw up the EC declaration of verification for the Control-Command Assembly in accordance with Article 18(1) and Annex V of Directive 96/48/EC.

The content of the EC declaration of verification shall conform to Annex V to Directive 96/48/EC. This includes the verification of the integration of the interoperability constituents that are part of the assembly; the tables 6.1 and 6.2 define the characteristics to be verified and reference the mandatory specifications to be applied.

Some of the specifications in this TSI contain mandatory and/or optional functions. The Notified Body shall:

The Notified Body shall verify, that no additional functions, implemented in the assembly, lead to conflicts with implemented mandatory or optional functions.

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The EC Declaration of Verification of On-board and Track-side Assemblies, together with the Certificates of Conformity, is sufficient to ensure that a Track-side Assembly will operate with an On-board Assembly equipped with corresponding characteristics and under the conditions specified in this TSI without an additional EC Declaration of subsystem verification.

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6.2.1.1.   Functional integration verification of On-board Assembly

The verification is to be made for a Control-Command On-board Assembly installed on a vehicle. For the Control-Command equipment that is not defined as Class A only the verification requirements associated with interoperability (for example STM-ERTMS/ETCS On-board interface) are included in this TSI.

Before any on-board functional verification can take place, the interoperability constituents included in the assembly shall have been assessed in accordance with section 6.1 above resulting in an EC declaration of conformity. The notified body shall assess that they are suitable for the application (e.g., optional functions implemented).

Class A functionality already verified at interoperability constituent level does not require additional verification.

The integration verification tests shall be performed to demonstrate that the components of the assembly have been correctly interconnected and interfaced to the train to ensure that the required functionality and performance required for that application of the assembly is achieved. When identical Control-Command On-board Assemblies are installed on identical items of rolling stock, the integration verification has to be done only once on one item of rolling stock.

The following shall be verified:

This verification may be made in a depot.

The verification of the ability of the On-board Assembly to interface with a Track-side Assembly consists of the verification of the ability to read a certified Eurobalise and (if the functionality is installed on-board) Euroloop and the ability to establish GSM-R connections for voice and (if the functionality is installed) for data.

If class B equipment is also included, the notified body shall verify that the integration test requirements issued by the appropriate Member State have been met.

6.2.1.2.   Functional integration verification of Track-side Assembly

The verification is to be made for a Control-Command Track-side Assembly installed on an infrastructure. For the Control-Command equipment that is not defined as Class A only the verification requirements associated with interoperability (for example EMC) are included in this TSI.

Before track-side functional verification can take place the interoperability constituents included in the assembly shall have been assessed in accordance with section 6.1 (Interoperability constituents) above and have an EC declaration of conformity. The notified body shall verify that they are suitable for the application (e.g., optional functions implemented).

Class A functionality already verified at interoperability constituent level does not require additional verification.

For the design of the ERTMS/ETCS part of the Control-Command Track-side Assembly, TSI requirements must be complemented by national specifications covering e.g.,

The integration verification tests shall be performed to demonstrate that the components of the assembly have been correctly interconnected and interfaced to national track-side equipment to ensure that the required functionality and performance of the assembly necessary for that application is achieved.

The following track-side interfaces shall be considered:

The following shall be verified:

6.2.1.3.   Assessment in migration phases

Upgrading an existing track-side or on-board Control-Command Assembly may be performed in successive steps in accordance with chapter 7. In each step only compliance with the TSI requirements relevant for the step is achieved, while other requirements of the remaining steps are not fulfilled.

The contracting entity may lodge an application for the assessment of the Assembly at this step from a Notified Body.

Independently of the modules chosen by the contracting entity the Notified Body shall verify that:

Functions already assessed and unchanged and not affected by this step do not need to be checked again.

The certificate(s) issued by the Notified Body after the positive assessment of the Assembly is accompanied by reservations indicating the limits of the certificate(s), which TSI requirements are fulfilled and which are not fulfilled.

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6.2.2.   Modules

All modules indicated below are specified in Annex E of this TSI.

6.2.2.1.   On-board Assembly

For the verification procedure of the On-board Assembly, the contracting entity or its authorised representative established within the Community may choose either:

6.2.2.2.   Track-side Assembly

For the verification procedure of the track-side assembly, the contracting entity or its authorised representative established within the Community may choose either

6.2.2.3.   Conditions for use of Modules for on-board and track side Assemblies

The Module SD (production quality management system) may only be chosen where the contracting entity contracts only with manufacturers, that operate a quality system for production, final product inspection and testing, approved and surveyed by a notified body.

The Module SH2 (full quality management system with design examination) may only be chosen where all activities contributing to the Subsystem project to be verified (design, manufacturing, assembling, installation) are subject to a quality system for design, production, final product inspection and testing, approved and surveyed by a notified body.

Independently of the selected module, the design review includes the verification that the requirements of section 4.5 (Maintenance rules) of this TSI have been respected.

Independently of the selected module, the provisions of Annex A index 47, index A1, and where relevant index A2 and index A3 shall be applied.

With reference to Chapter 4 of the Module SB (type-examination), design review is requested.

With reference to section 4.3 of the ‘Module SH2 (full quality management system with design examination), a type test is required.

With reference to

6.2.2.3.1   On-Board Assembly Validation

For an On-board Assembly the validation under full operational conditions shall be a type test. It is acceptable to be performed on a single instance of the assembly, and shall be performed by means of test runs with the scope to verify:

Such test runs shall be performed on an infrastructure allowing for verifications in conditions representative of the characteristics that may be found in the trans-European high-speed rail network (e.g., gradients, train speed, vibrations, traction power, temperature).

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In case there are limitations to a general applicability of the results of the tests (e.g. TSI compliance proven only up to a certain speed), these limitations shall be recorded in the certificate.

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6.2.2.3.2   Track-side Assembly Validation

For a Track-side Assembly the validation under full operational conditions shall be performed by means of test runs of a rolling stock of known characteristics and shall have the scope to verify compatibility between rolling stock and Control-Command Track-side Assembly (e.g. EMC aspects, operation of track circuits and axle counters). Such test runs shall be performed with suitable rolling stock of known characteristics allowing for verifications in conditions that may occur during service (e.g., train speed, traction power).

Test runs shall also validate the compatibility of the information provided to the train driver by the Track-side Assembly with the physical route (e.g. speed limits, etc.).

If specifications that are foreseen by, but not yet available in, this TSI for the verification of a Track-side Assembly, the Track-side Assembly shall be validated by appropriate field tests (to be defined by the contracting entity of this Track-side Assembly).

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In case there are limitations to a general applicability of the results of the tests (e.g. TSI compliance proven only up to a certain speed), these limitations shall be recorded in the certificate.

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6.2.2.4.   Assessment of Maintenance

The conformity assessment of the maintenance is in the responsibility of a body authorised by the Member State. The Annex F describes the procedure by which this body ascertains that maintenance arrangements meet the provisions of this TSI and ensure the respect of the basic parameters and essential requirements during the subsystem lifetime.

6.3.   Interoperable Constituents Not Holding an EC Declaration

6.3.1.   General

For a limited period of time, known as the ‘transition period’, interoperability constituents not holding an EC Declaration of Conformity or Suitability for Use may exceptionally be incorporated into subsystems, on the condition that the provisions described in this section are met.

6.3.2.   The Transition Period

The transition period shall commence from the entry into force of this TSI and shall last for six years.

Once the transition period has ended, and with the exceptions allowed under section 6.3.3.3 below, interoperability constituents shall be covered by the required EC declaration of conformity and/or suitability for use before being incorporated into the subsystem;

6.3.3.   The Certification of Subsystems Containing Non-Certified Interoperability Constituents during the Transition Period

6.3.3.1.   Conditions

During the transition period a Notified Body is permitted to issue a certificate of conformity for a subsystem, even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following three criteria are complied with:

EC Declarations of conformity and/or suitability for use shall not be drawn up for the interoperability constituents assessed in this manner.

6.3.3.2.   Notification

6.3.3.3.   Lifecycle Implementation

The production or upgrade/renewal of the subsystem concerned must be completed within the six years of the transition period. Concerning the subsystem lifecycle:

the interoperability constituents which do not hold an EC declaration of conformity and/suitability for use and are of the same type built by the same manufacturer are permitted to be used for maintenance related replacements and as spare parts for the subsystem.

After the transition period has ended and

the interoperability constituents which do not hold an EC declaration of conformity and/suitability for use and are of the same type built by the same manufacturer may continue to be used for maintenance related replacements.

6.3.3.4.   Monitoring Arrangements

During the transition period Member States shall monitor:

7.   IMPLEMENTATION OF THE TSI CONTROL-COMMAND

7.1.   General

This chapter outlines the strategy and the associated technical solutions for implementation of the TSI, notably the conditions underpinning the migration to Class A systems.

Account must be taken of the fact that the implementation of a TSI occasionally has to be co-ordinated with the implementation of other TSIs.

7.2.   Detailed implementation criteria

7.2.1.   GSM-R implementation Rules

Track-side installations:

It is mandatory to fit a GSM-R track-side assembly in any new installation of the radio part of a CCS track-side assembly or in any upgrade of an existing installation, where this would change its functions, performance and/or interfaces. This excludes those modifications that might be deemed necessary to mitigate safety-related defects in the legacy installation.

It is forbidden to upgrade Class B train-radio systems unless a modification is deemed necessary to mitigate safety-related defects in the legacy system.

It is recommended to install GSM-R whenever the infrastructure or energy sub-system of a section of line already in service is to be upgraded, renewed or maintained when this entails an investment higher than at least ten times those associated with the installation of GSM-R facilities on that section of line.

After the radio part of a CCS track-side assembly has been upgraded, the existing Class B equipment may remain in use together with the Class A radio equipment, until a date foreseen by the relevant national plan(s), and subsequently by the EU master plan. The Railway Undertaking is not allowed to oppose the removal of the Class B radio done under such conditions.

On-board installations:

It is mandatory to fit a GSM-R onboard assembly when:

After an upgrade of the radio part of an onboard assembly, the pre-existing Class B equipment may remain in use simultaneously with the Class A radio equipment.

7.2.2.   ETCS implementation Rules

Track-side installations:

It is mandatory to fit an ETCS track-side assembly when:

It is forbidden to upgrade Class B train-protection systems unless a modification is deemed necessary to mitigate safety-related defects in the legacy system.

It is recommended to install ETCS whenever the infrastructure or energy sub-system of a section of line already in service is to be upgraded, renewed or maintained when this entails an investment higher than at least ten times those associated with the installation of ETCS facilities on that section of line.

After the train protection part of a CCS track-side assembly has been upgraded, the existing Class B equipment may remain in use together with the Class A train protection equipment, until a date foreseen by the relevant national plan(s), and subsequently by the EU master plan, defined in clause 7.2.5. The Railway Undertaking is not allowed to oppose the removal of the Class B train-protection equipment done under such conditions.

Onboard installations:

It is mandatory to fit an ETCS onboard assembly when:

It is recommended to install ETCS whenever a rolling stock already in service is upgraded when this entails an investment higher than at least ten times those associated with the installation of ETCS on that specific type of rolling stock.

After the train protection part of an onboard assembly has been upgraded, the existing Class B onboard train protection equipment may continue to remain in use, together with the Class A equipment.

7.2.3.   Additional Class-B equipment on a Class A — equipped line

On a line equipped with ETCS and/or GSM-R, additional Class B equipment is possible in order to allow the operation of rolling stock not compatible with Class A during the migration phase. It is allowed to use existing Class B equipment on-board as a fallback arrangement to Class A system: this does not allow an infrastructure manager to require Class B systems onboard the interoperable trains for running on such a line.

Where dual fitment and operation of Class A and B systems occurs, then both systems may be active simultaneously onboard, provided that national technical requirements and operating rules support this manner and that interoperability is not compromised. The national technical requirements and operating rules will be provided by the Member State.

7.2.4.   Upgrading or renewal of the Control-Command Track-side Assembly or parts of it

Upgrading or renewal of the track-side assembly may concern separately:

Therefore different parts of the Control-Command Track-side Assembly may be upgraded or renewed separately (if interoperability is not prejudiced) and concern:

After the upgrade to Class A system, the existing Class B equipment may remain in use simultaneously with Class A.

7.2.5.   Availability of Specific Transmission Modules

In case lines under the scope of the present TSI will not be equipped with Class A systems, the Member State shall make every effort for the availability of an external Specific Transmission Module (STM) for its legacy Class B system or systems. In this context, due regard is to be given to the assurance of an open market for STM at fair commercial conditions. In those cases that due to technical or commercial reasons ( 10 ) the availability of an STM cannot be ensured within the appropriate time frame ( 11 ) the relevant Member State is deemed to inform the Committee of the reasons underpinning such a problem and the mitigation measures that it intends to put into place in order to allow access — notably of foreign operators — to its infrastructure.

7.2.6.   Interfaces with class B systems

In every case, to support continued interoperability, Member States shall ensure that the functionality of legacy systems for radio and train protection (referred to in Annex B of the TSI), and their interfaces remain as currently specified. This requirement excludes those modifications that might be necessary to mitigate safety-related defects of these systems.

Member States shall make available the information that is required to support development and safety-certification of apparatus, to allow interoperability of Class A equipment with their legacy Class B radio and train protection facilities.

7.2.7.   National ERTMS Implementation Plans and EU Master Plan

Member States shall prepare a formal national ERTMS implementation plan for the high-speed rail network addressing the deployment of both ETCS and GSM-R. The plan shall fulfil the implementation rules specified in sections 7.2.1 and 7.2.2

For ETCS, the national plan shall give priority to implementation on the high-speed lines belonging to the ETCS-Net as described in annex H of the HS CCS TSI as well as to the rolling stock to be operated on these lines. The target date for such implementation is 2015.

The national plans shall provide, in particular, the following elements:

These national plans are to be finally aggregated within an EU Master Plan within six months of their notification.

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▼B

7.2.9.   Rolling stock with train protection Class A and Class B equipment

Rolling stock may be equipped with both Class A and Class B systems to enable operations on several lines. The Class B systems may be implemented

▼M4

Also, the Class B system could be implemented independently (or, in case of upgrade or renewal, be left ‘as is’), in case of Class B systems for which an STM is not an economically viable alternative, from the rolling stock owner’s point of view. However, if a STM is not used, the Railway Undertaking must ensure that the absence of a ‘handshake’ (= handling, by ETCS, of transitions between Class A and Class B on track-side) nevertheless is properly managed.

▼B

When running on a line which is equipped with both Class A and Class B systems, the Class B systems may act as fallback arrangement for the Class A system if the train is equipped with both Class A and Class B systems. This cannot be a requirement for interoperability and is not valid for GSM-R.

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▼B

7.3.   Conditions under which optional functions are required

According to the characteristics of the track-side Control-Command Track-side Assembly and its interfaces with other sub-systems, some track-side ERTMS/ETCS and GSM-R functionality not classified as mandatory, may have necessarily to be implemented in certain applications to comply with the essential requirements.

The track-side implementation of National or Optional-functions must not prevent the entry onto that infrastructure for a train that complies only with the mandatory requirements of Onboard Class A system except as required for the following on-board optional functions:

7.4.   Management of changes

The Agency shall be responsible for preparing the review and updating of TSIs and making any recommendations to the Committee referred to in Article 21 of Directive 96/48/EC in order to take account of developments in technology or social requirements.

To that purpose, the European Railway Agency, in its role as system authority for ERTMS, has established the transparent process to manage the system changes, with the contribution of the sector’s representatives.

This process shall take account of the estimated costs and benefits of all technical solutions considered and shall ensure backward compatibility between consecutive versions. This process is laid down in the document ‘ERTMS change control management’, that will, as necessary, be updated by the European Railway Agency.

7.5.   Specific Cases

7.5.1.   Introduction

The following special provisions are permitted in the specific cases below.

These specific cases belong to two categories: the provisions apply either permanently (case ‘P’), or temporarily (case ‘T’). In temporary cases, it is recommended that the Member States concerned should conform with the relevant subsystem either by 2010 (case ‘T1’), an objective set out in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network, or by 2020 (case ‘T2’).

In this TSI temporary case ‘T3’ is defined as temporary cases which will still exists after 2020.

7.5.2.   List of specific cases

7.5.2.1.   Category of each specific case is given in Annex A, Appendix 1.

7.5.2.2.   Specific case for Greece.

Category ‘T1’- temporary: rolling stock for track gauge 1 000 mm or less, and lines with track gauge 1 000 mm or less.

National rules shall apply on these lines.

7.5.2.3.   Specific case for the Baltic States (for Latvia, Lithuania, Estonia CR system only).

Category T2 — the functional and technical upgrading of their current class B facilities deployed on the 1520 mm track gauge corridors is allowed if this is deemed necessary to enable the operation of the locomotives of the railway undertakings of both the Russian Federation and Belarus. The functional and technical upgrading of their current class B facilities deployed on the 1520 mm track gauge locomotives and trains is allowed if this is deemed necessary to enable their operation on the territory of both the Russian Federation and Belarus.

7.6.   Transitional provisions

The open points indicated in Annex G of this TSI will be managed in the revision process.

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ANNEX A

▼M3

LIST OF MANDATORY SPECIFICATIONS

▼B

LIST OF MANDATORY EN STANDARDS

▼M3

LIST OF INFORMATIVE SPECIFICATIONS

Notes:

Type ‘1’ specifications represent the current state of the work for the preparation of a mandatory specification still ‘reserved’.

Type ‘2’ specifications give additional information, justifying the requirements in mandatory specifications and providing help for their application.

Index B32 is intended to ensure unique references in the Annex A documents. As this is used for editorial purposes and to support future changes of documents referred only, it is not classified as a ‘Type’ and not linked to a mandatory Annex A document.

Documents B25, B27, B28, B29 and B30 are applicable only for the GSM-R DMI. For the ETCS DMI only B34 applies.

▼B

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APPENDIX 1

TRAIN DETECTION SYSTEMS CHARACTERISTICS NECESSARY TO BE COMPATIBLE WITH ROLLING STOCK

4.   GENERAL

Fig. 1.

▼M4

▼B

Fig. 2

5.   VEHICLE GEOMETRY

5.1.   Axle distances

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▼B

5.1.5.   Specific case Germany:

Limitations on the relationship between axle distance (ai, Fig 1) and wheel diameter are still to be defined.

– Open point –

5.1.6.   Specific case Poland and Belgium (conventional lines only):

The distance bx (Fig.1) shall not exceed 3 500 mm.

5.1.7.   Specific case Germany:

The distance a i (Fig.1) between each of the first 5 axles of a train (or all axles if the train has less than 5) shall not be less than 1 000 mm if speed does not exceed 140 km/h; for higher speeds the Article applies.

5.1.8.   Specific case France high Speed TEN and Belgium high speed TEN ‘L1’ only:

The distance between first and last axle of a lone vehicle or trainset shall not be less than 15 000 mm.

5.1.9.   Specific case Belgium:

The distance L — (b1 + b2) (Fig. 1.) shall not be less than 6 000 mm

5.2.   Wheel geometry

6.   VEHICLE DESIGN

6.1.   Vehicle Mass

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6.1.3.   Specific case Austria, Germany, and Belgium

The axle load shall be at least 5 tonnes on certain lines.

▼B

6.1.4.   Specific case France high speed TEN and Belgium high speed TEN ‘L1’ only

If the distance between first and last axle of a lone vehicle or trainset is greater or equal to 16 000 mm, a lone vehicle or trainset mass shall be greater than 90 t. When this distance is less than 16 000 mm, and greater or equal to 15 000 mm, the mass shall be less than 90 t and greater or equal to 40 t, the vehicle must be equipped with two pairs of rail friction-shoe whose electrical base is greater or equal to 16 000 mm.

6.1.5.   Specific case Belgium high speed TEN (except ‘L1’):

A lone vehicle or trainset mass shall be at least 90 t.

6.2.   Metal-free space around wheels

6.3.   Metal-mass of vehicle

6.3.1.   Specific Case Germany, Poland:

Vehicle needs either to fulfil requirement of a well-specified track-side test loop when passing the loop or shall have a minimum metal mass between wheels with a certain shape, height above rail head and conductance.

– Open point –

6.4.   Wheel material

6.5.   Impedance between wheels

6.5.3.   Specific case Poland:

The reactance between running surfaces of a wheelset shall be less than f/100 in milliohms when f is between 500 Hz and 40 kHz, under a measuring current of at least 10 ARMS and open voltage of 2 VRMS.

6.5.4.   Specific case France:

The reactance between running surfaces of a wheelset shall be less than f/100 in milliohms when f is between 500 Hz and 10 kHz, under a measuring voltage of 2 VRMS (Open voltage)

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6.5.5.   Specific case Netherlands

In addition to the general requirements in Annex A, Appendix 1, additional requirements may apply to locomotives and multiple units on track circuits.

▼B

6.6.   Vehicle impedance

7.   ISOLATING EMISSIONS

7.1.   Use of Sanding Equipment

7.1.3.    Specific case United Kingdom

Sanding for traction purposes on multiple units is not permitted ahead of the leading axle below 40km/h.

– Open point –

7.2.   Use of composite brake blocks

8.   ELECTROMAGNETIC INTERFERENCES

8.1.   Traction current

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8.2.    Use of electric/magnetic brakes

8.2.1.

The use of magnetic brakes and eddy current brakes is only allowed for an emergency brake application or at standstill. The use of magnetic brakes and eddy current brakes for an emergency brake application may be forbidden.

8.2.2.

If allowed, eddy current brakes and magnetic brakes may be used for service braking.

8.2.3.

Specific case Germany The magnetic brake and eddy current brake is not permitted at the first bogie of a leading vehicle unless explicitly indicated otherwise.

▼B

8.3.   Electric, magnetic, electromagnetic fields

8.3.1.   – Open point –.

9.   SPECIFIC CHARACTERISTICS ON THE LINES WITH A GAUGE 1520/1524 MM

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Appendix 2

Requirements on trackside hot wheelset bearing detection (‘Hot Axle Box Detection’) Systems

1.   GENERAL

This part of TSI defines the requirements on trackside components of Hot Axle Box Detection Systems (HABD) and deals only with the Class A system.

Rolling stock concerned are those which are intended to be used on 1435mm track gauge.

Vehicles equipped with onboard hot wheelset bearing detection and shielded against trackside hot wheelset bearing detection need therefore not to be considered here.

The target area is defined as that surface of the wheelset bearing box which

The target area of vehicles is described by transverse and longitudinal dimensions. The target area is therefore defined as a characteristic of rolling stock and is originally defined in vehicle-side co-ordinates.

The scanning range is as a characteristic of the HABD System and its mounting and originally defined in track-side co-ordinates.

Target area (rolling stock) and scanning range (HABD) are interfacing each other and have to overlap.

Figure a) gives an overview and shows details for the following definitions.

2.   SCANNING RANGE (HABD) AND TARGET AREA (ROLLING STOCK) IN TRANSVERSE DIRECTION

HABD Systems shall have a scanning range being able to measure a hot target area of 50mm within de1 = 1 040mm to de2 = 1 120mm related to the centre-line of the vehicle at a height above top of rail between h1 = 260 mm and h2 = 500 mm (minimum range).

3.   SCANNING RANGE (HABD) AND TARGET AREA (ROLLING STOCK) IN LONGITUDINAL DIRECTION

HABD-System shall measure axle boxes in a longitudinal scanning range corresponding with longitudinal target area dimensions from 80 mm up to 130 mm in the velocity range from 3 km/h up to 330 km/h.

For higher speeds the values will have to be defined when necessary.

4.   MOUNTING DIMENSIONS IN THE TRACK

The centre of the detection area of the HABD shall be mounted at a distance from the track centre line which guarantees the values given in 1.2. and which may consider rolling stock still not following the requirements of TSI Rolling Stock. Therefore this distance is not given by this TSI. This way the HABD should be able to detect all kind of hot axle box constructions.

A vertical scanning is highly recommended.

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5.   ALARM-TYPES AND -LIMITS

The HABD shall build the following alarm-types:

▼B

6.   SPECIFICATION

The technical specification — including EMC requirements — has to be mandated.

Figure a)

Target Area (rolling stock) and Scanning Range (HABD)

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ANNEX B

CLASS B

TABLE OF CONTENTS
—	Use of Annex B
—	Part 1: Signalling
—	Part 2: Radio
—	Part 3: Transition Matrix

USE OF ANNEX B

This Annex presents the train protection, control and warning systems and radio systems that pre-date the introduction of the Class A train control systems and radio systems and that are authorised for use on the European high speed and conventional network up to speed limits defined by the appropriate Member State. These Class B systems were not developed under unified European specifications, and therefore there may be proprietary specification rights with their suppliers. The provision and maintenance of these specifications shall not conflict with national regulations — especially those concerning patents.

During the migration phase in which these systems will be gradually replaced by the unified system, there will be a need to manage the engineering specifications in the interests of interoperability. This is the responsibility of the Member State concerned or its representative in co-operation with the respective system supplier in accordance with both Control-Command TSIs for the trans-European high-speed and conventional rail systems.

Vehicles are not required to conform to all of the class B system specifications, but rather to conform to the requirements of the Member States in which they will operate. An approval for each country of operation, issued on the basis of the relevant national approval procedures will be required.

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Railway undertakings needing to install one or more of these systems on their trains shall refer to the appropriate Member State.

▼B

The Member State shall provide to the railway undertaking the advice necessary to obtain a safe installation compatible with the requirements of both TSIs and Annex C.

The Class B installations shall include the fallback arrangements, as required by Annex C.

For the Class B systems, this Annex provides basic information. For each system listed, the Member State identified shall guarantee that its interoperability is maintained and shall provide the information required for the purposes of its application, in particular the information relevant to its approval.

Annex B Part 1: Class B Signalling Systems

INDEX:
1.	ALSN
2.	ASFA
3.	ATB
4.	ATP-VR/RHK
5.	BACC
6.	CAWS and ATP
7.	Crocodile
8.	Ebicab
9.	EVM
10.	GW ATP
11.	Indusi/PZB
12.	KVB
13.	LS
14.	LZB
15	MEMOR II+
16.	RETB
17.	RSDD/SCMT
18.	SELCAB
19.	SHP
20.	TBL
21.	TPWS
22.	TVM
23.	ZUB 123

For information only, systems not used in Member States:

24.

ZUB 121

ALSN

Automatic locomotive signalling of continues operation

Автоматическая Локомотивная Сигнализация Непрерывного действия (original Russian name),

Description:

ALSN is a system of in-cab signalling and train auto-stop equipment. It is installed on major lines of Latvian Railway and neighbouring countries: Lithuania and Estonia. (For information only: it is installed as well as on railways of Russian Federation and Belarus).

The system consists of coded track circuits (TC) and on-board equipment.

The track circuits are of rather conventional design with receivers based on relay technique.

Open lines are equipped with:

Stations are equipped with:

The on-board equipment consists of an electronic amplifier; a relay-based decoder; an electro-pneumatic valve for switching on/off braking system; a light signal, representing aspects of field-side signals, and a vigilance handle for confirmation of received information by a driver.

The system is safety-related, not fail-safe since it is a supplement to field-side signals, but safe enough to supervise the driver.

The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.

The system is intended to operate with train movement speed up to 160 km/h.

Main Characteristics:

Responsible Member States: Latvia, Estonia, Lithuania.

ASFA

Description:

ASFA is a cab signalling and ATP system installed on most lines of RENFE (1 668 mm), on metre gauge lines of FEVE, and on the new European gauge NAFA line.

ASFA is found on all lines being considered for Interoperability.

Track-to-train communication is based on magnetically coupled resonant circuits in such a way that nine different data can be transmitted. A resonant circuit track-side is tuned to a frequency representing the signal aspect. The magnetically coupled on-board PLL is locked to the track-side frequency. The system is safety related, not fail safe, but safe enough to supervise the driver. It reminds the driver of the signalling conditions and obliges him to acknowledge restrictive aspects.

The track-side and on-board units are of conventional design.

Main Characteristics:

Responsible Member State: Spain

ATB

ATB exists in two basic versions: ATB First Generation and ATB New Generation.

Description of ATB First Generation:

ATB First Generation is installed on the vast majority of lines of NS.

The system consists of coded track circuits of rather conventional design and a computerised (ACEC) or conventional electronic (GRS) on-board equipment.

The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.

Main Characteristics:

Responsible Member State: Netherlands

Description of ATB New Generation:

ATC System partially installed on lines of NS.

The system consists of track-side balises and on-board equipment. An infill function based on a cable loop is also available.

The data transmission is between the active balise and an antenna on-board. The system is direction sensitive, the balises are mounted between the rails with a small offset from the centre.

ATBNG on-board equipment is fully interoperable with ATB first generation track-side equipment.

Main Characteristics:

The emergency brake is called in the case of movement supervision is violated or the driver does not react to an acoustic warning.

Responsible Member State: Netherlands

ATP-VR/RHK — AUTOMATIC TRAIN PROTECTION (ATP), JUNAKULUNVALVONTA (JKV)

Commonly called ‘Junakulunvalvonta (JKV)’ (Finnish meaning Automatic train protection (ATP)).

Description:

ATP-VR/RHK system in Finland is a fail safe standard ATP system, which is based either on technology of Ebicab 900 with JGA balises or on technology of ATSS with Mini-transponder balises. The system consists of track-side balises and signal encoders or computers, and on-board computerised equipment.

The data transmission is between passive track side balises (2 per balise point) and on-board antenna underneath vehicle which also supplies the balise with energy when passing. The coupling between balise and on-board is inductive.

Main characteristics:

Responsible Member State: Finland

BACC

Description:

BACC is installed on all lines exceeding 200 km/hr on the network of FS and other lines, which are most of the lines under consideration for interoperability.

The system consists of conventional coded track circuits which operate at two carrier frequencies to deal with two train classes. The on-board equipment is computerised.

The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.

Main Characteristics:

Responsible Member State: Italy

CAWS AND ATP

(installed on Iarnród Éireann)

The system consists of coded track circuits and on-board equipment. Transmission of code is via pick up coils mounted on front of train over each rail.

Coded track circuits are installed on all high density Dublin Suburban routes and on Intercity routes to Cork, Limerick, Athlone and as far as border with UK towards Belfast.

The diesel powered fleet is fitted with Continuous Automatic Warning System equipment. Included are trains from UK operating into Republic of Ireland on a daily basis. This translates the received coded signal into a signal colour indication which is displayed to the driver.

The electric powered fleet is fitted with Automatic Train Protection equipment. This translates the received coded signal into a maximum speed which is displayed to the driver. The electric fleet operates only in Dublin Suburban Electrified Area.

Main Characteristics: (Dublin Suburban Electrified Area)

Main Characteristics: (Outside Dublin Suburban Electrified Area)

Automatic Train Protection.

Continuous Automatic Warning System.

Responsible Member State: Republic Of Ireland.

CROCODILE

Description:

Crocodile is installed on all major lines of RFF, SNCB and CFL. On all lines under consideration for Interoperability Crocodile is found.

The system is based on an iron bar in the track which is physically contacted by a brush on-board the train. The bar carries a tension of +/- 20V from a battery depending on the signal aspect. There is an indication to the driver and the driver has to acknowledge the warning. If not acknowledged, an automatic brake action is triggered. Crocodile does not supervise any speed or distance. It only acts as a vigilance system.

The track-side and on-board units are of conventional design.

Main Characteristics:

Responsible Member States: Belgium, France, Luxembourg

EBICAB

Ebicab exists in two versions: Ebicab 700 and Ebicab 900.

Description of Ebicab 700:

Fail safe standard ATP system in Sweden, Norway, Portugal and Bulgaria. Identical Software in Sweden and Norway enables cross-border trains without changing drivers or locomotives despite different signal systems and rules. Different software in Portugal and Bulgaria.

The system consists of track side, balises and signal encoders or serial communication with electronic interlocking, and on-board computerised equipment.

The data transmission is between passive track side balises (2 to 5 per signal) and an on-board antenna underneath the vehicle which also supplies the balise with energy when passing. The coupling between balise and on-board is inductive.

Main Characteristics:

Responsible Member States: Portugal, Sweden

Description of Ebicab 900:

The system consists of track side, balises and signal encoders or serial communication with electronic interlocking, and on-board computerised equipment.

The data transmission is between passive track side balises (2 to 4 per signal) and an on-board antenna underneath the vehicle which also supplies the balise with energy when passing. The coupling between balise and on-board is inductive.

Main Characteristics:

Responsible Member State: Spain

EVM

Description:

EVM is installed on all main lines on the network of Hungarian State Railways (MÁV). These lines are under consideration for interoperability. The major part of locomotive fleet is equipped.

The track-side part of the system consists of coded track circuits which operate one carrier frequency for information transmission. The carrier frequency is coded by 100 % amplitude modulation m using electronic encoder.

The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.

Main characteristics:

Responsible Member State: Hungary

GW ATP SCHEME

Description:

The GW ATP is an Automatic Train Protection (ATP) system used in the UK on the Great Western (GW) lines between London (Paddington), Bristol Temple Meads, Bristol Parkway and Newbury. The system is based on similar hardware to the TBL system used in Belgium, although there are some differences both technically and in operation.

The system is only relevant for trains which run with a speed higher than 160 km/h.

The system provides the following core functions:

Data is transmitted from the track-side by beacons located adjacent to signals. Infill loops are provided where necessary to improve operational performance.

Main characteristics

The system initiates a full service brake application if:

The ATP system initiates an emergency brake application if:

Responsible Member State: United Kingdom

INDUSI/PZB

(Induktive Zugsicherung/Punktförmige Zugbeeinflussung)

Description:

ATP system which is installed on lines in Austria and Germany under consideration for Interoperability.

Magnetically coupled resonant circuits track-side and on-board transmit 1 out of 3 information to the train. The system is not considered fail safe, but safe enough to supervise the driver. It acts completely in background mode, that means that is does not give the driver any indications about signal aspects, it only indicates that the train is supervised.

Main Characteristics:

Responsible Member States: Austria, Germany

KVB

Description:

Standard ATP system in France on the network of RFF. All electrified conventional lines are sprinkled with, for speed supervision, protection of dangerous points, and temporary speed restrictions. Implemented as 99 % on conventional lines. Partially installed on high speed lines for spot transmission and for supervision of temporary speed restrictions when speed levels are not provided by the TVM codes.

The system consists of track-side balises including signal encoders and on-board computerised equipment. The system is an overlay system to conventional signalling equipment.

The data transmission is between passive track-side balises (2 to 9 per signal) and an on-board antenna underneath the vehicle which also supplies the balise with energy when passing. The coupling between balise and on-board is inductive. This data transmission is also used for spot information not related to ATP (e.g. doors, radio channels).

Moreover, the KVB can be completed by a continuous transmission, to allow in-fill functionality (like Euroloop):

The in-fill is realised with a continuous transmission. This is done by a shift frequency modulation (FSK) with two carriers Fp at 20 KHz and 25 KHz (one for each track). The data to transmit are of binary type, in groups of 80 bits (64 are useful). An in-fill message needs three elements of 80 bits, successively transmitted. This is a so-called ‘long’ message.

The transmission of a bit set to ‘1’ is made b the emission of the frequency Fp + 692 Hz, the transmission of one bit set to ‘0’ is made by the emission of the frequency Fp — 750 Hz.

Characteristics:

In the last version of the KVB, only are provided indications for approaching a danger signal with a short overlap (000), the ‘b’ and ‘p’ for the preannounce. The speed indications are in no way provided.

Responsible Member State: France

LS

Description:

LS is installed on all main lines on the network of Czech Railways (CD) and Railways of Slovak Republic (ZSR) and on other lines with a speed exceeding 100 km/h. These lines are under consideration for interoperability.

The track-side part of the system consists of coded track circuits which operate one carrier frequency. The carrier frequency is coded by 100 % amplitude modulation. Almost entire fleet of locomotives is equipped by the on-board equipment. The on-board part of the system has been upgraded and so the equipment is partly computerised.

The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.

Main characteristics:

Responsible Member States: Czech Republic, Slovak Republic

LZB

(Linienförmige Zugbeeinflussung)

Description:

ATC system which is installed on all lines in Germany exceeding 160 km/hr, which are significant parts of the lines under consideration for Interoperability. LZB is also installed on lines in Austria and Spain.

The system consists of a track-side part, which again has the building parts:

The on-board equipment normally has an integrated Indusi function.

The data transmission between track-side and on-board is via track-side inductive cable loop and on-board ferrite antennae.

Main Characteristics:

Responsible Member States: Austria, Germany, Spain

MEMOR II+

Description:

The ATP system, which is installed on all lines of the Luxembourg railway network, is used for the protection of dangerous points and temporary speed restrictions. The MEMOR II+ is complementary to the Crocodile system.

The system is based on one respectively two iron bars in the track, which are physically contacted by brushes installed on board of the trains. The bars carry a tension of +/- 12 to +/- 20V depending on the signal aspect. The system is not considered fail safe, but safe enough to supervise the driver. It acts completely in background mode, that means that it doesn't give any indications to the driver about signal aspects, it only indicates that the train is supervised.

Main Characteristics:

Outlook:

The Luxembourg railway infrastructure network is being equipped with ECTS level I. The stepwise putting into service of ECTS will replace the MEMOR II and the crocodile system. This requests a transition period to adapt the engine side systems to ETCS. Finally the ECTS level I system will be the only valid system in use on the Luxembourg railway infrastructure network.

Responsible Member State: Luxembourg.

RETB

Description:

Radio Electronic Token Block (RETB) is a signalling system used on a small number of lightly used lines in the UK within the scope of the conventional interoperability directive (three lines in Scotland and one in Wales).

The system provides the following core functions:

The RETB system is operated in conjunction with procedures for the driver-signaller communications protocol, which are applied when requesting, issuing and surrendering the movement authority ‘tokens’.

RETB does not include train protection functionality (therefore there is no interface between the train's RETB equipment and the braking system). However, train protection against overruns is provided by standard TPWS equipment, described elsewhere in Annex B. The trainborne TPWS equipment includes AWS functionality (also described in Annex B), which provides audible and visual indications to the driver on the approach to the limit of a movement authority and on the approach to speed restrictions.

Trainborne equipment

The trainborne equipment comprises the radio equipment and the RETB Cab Display Unit (CDU).

Radio equipment

The radio system used for transmission of the movement authority ‘tokens’ is a variant of the NRN system that is used in the UK (described elsewhere in Annex B). The radio equipment is used for both voice and data purposes.

Cab Display Unit (CDU)

The CDU comprises

The train must also be fitted with TPWS equipment (also including AWS functionality), for the purposes described above, but there is no interface between the TPWS and RETB equipment on the train.

Responsible Member State: United Kingdom

RSDD/SCMT

(Ripetizione Segnali Discontinua Digitale/Sistema Controllo Marcia del Treno)

Description:

RSDD/SCMT is an ATP system; it can be used alone or superimposed on the BACC infrastructure.

The on-board equipment is able to manage in a co-ordinated way information coming from the different sources.

The system consists of track-side balises and encoders, and an on-board antenna which also supplies the balise with energy when passing. The coupling is inductive.

From the logical point of view, two kinds of balises exist: ‘System Balises’ containing information on the line ahead, and ‘Signalling Balises’ containing information on the signals aspect.

Three types of balises are foreseen, all using the same frequencies for up- and downlink, but with different capacity:

Responsible Member State: Italy

SELCAB

Description:

ATC system which is installed on the high speed line Madrid-Seville as an extension of LZB in station areas. The on-board equipment LZB 80 (Spain) can also process SELCAB information.

The data transmission between track-side and on-board is via semi-continuous track-side inductive loop and on-board ferrite antennae.

Main Characteristics:

Responsible Member States: Spain

SHP

Samoczynne Hamowanie Pociągu

Description:

AWS system, which is installed in Poland on lines under consideration for Interoperability.

Magnetically coupled resonant circuits track-side and on-board transmit 1 information to the train. The system is considered fail safe. It is integrated with on-board active vigilance system. The vigilance system is also protecting against uncontrolled vehicle movement (sliding) with speed above 10 % of the vehicle maximal allowed speed. It acts completely in background mode, that means that it does not give the driver any indications about signal aspects, it only indicates that the train is supervised.

Main Characteristics:

Reaction:

On-board signal lamp is activated, when train is passing resonant circuit (mounted track-side), requesting driver confirmation. If confirmation is not received within 3 s, an acoustic signal is activated. If confirmation is not received within 2 s after acoustic signal activation, system initiates emergency brake. The emergency brake can be released under special conditions.

The active vigilance system is activated when vehicle speed exceeds 10 % of vehicle maximal allowed speed. After 16 s signal lamp is activated and driver confirmation is required with the same timing as in SHP function. Then confirmation is required after each 60 s. The SHP supervision is retriggering 60 s vigilance check period.

Responsible Member State: Poland

TBL 1/2/3

Description:

TBL is an ATC system partially installed on lines of NMBS/SNCB (presently: 1 200 beacons and 120 trainborne equipment TBL1, 200 beacons and 300 trainborne equipment TBL2, all lines for speeds higher than 160 km/h equipped with TBL2)

The system consists of a track-side balise at each signal and an on-board equipment. The TBL1 is a warning system, TBL2/3 is a cab signal system. For TBL2/3, there are in-fill balises, and an infill cable loop is also available.

The track-side part is designated TBL2 in case of interface to relay interlockings, and TBL3 in case of serial interface to electronic interlocking.

The trainborne equipment is called TBL2. It includes the TBL2, the TBL1 and the crocodile functions.

The data transmission is between the active balise and a set of air coil antennae on-board. The system is direction sensitive, the balises are mounted between the rails with a small offset from the centre.

Main Characteristics:

Responsible Member States: Belgium

TPWS

Description:

TPWS is to improve safety, principally at junctions. It includes the functionality of AWS, shown in italics. TPWS applies to all lines considered to be interoperable.

The system assures the following functions:

Warning to the driver at standard braking distance of the following restrictive conditions:

Train protection (pre-determined train characteristics) under the following circumstances:

The system is based on permanent magnets and coils generating fields in the track. The system is not considered failsafe, but incorporates measures and principles to reduce the probability of misleading the driver as low as reasonably practicable.

The TPWS indicates visually to the driver:

The TPWS controls are:

The TPWS audio indications are:

The TPWS system interfaces to the train brake system and provides a full emergency brake application if:

The technology is not processor based, but this is not excluded.

Other Characteristics:

Responsible Member State: United Kingdom

TVM

Description:

TVM is a cab signalling control command system. It is especially dedicated to the high speed lines of RFF. The older version TVM 300 is installed on the line Paris-Lyon (LGV SE) and Paris-Tours/Le Mans (LGV A) lines. The later version TVM 430 on the line Paris-Lille-Calais (LGV N), on the SNCB part towards Brussels, on the line Lyon-Marseilles/Nimes (LGV Mediterranée), through the Eurotunnel and on the Channel Tunnel Rail Link in the UK. TVM 430 is compatible with TVM 300.

TVM 300 and TVM 430 are based on coded track circuits as continuous transmission means and inductive loops or balises (KVB or TBL type) as spot transmission means.

The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.

Main Characteristics:

Responsible Member States: Belgium, France, United Kingdom

ZUB 123

Description

ATC system which is installed extensively on lines in Denmark under consideration for Interoperability.

The system consists of the following parts:

Track-side equipment

On-board equipment

The ZUB 123 on-board equipment is considered fail safe.

Main Characteristics:

Responsible Member State: Denmark

ZUB 121

(For information only)

Description

ATC system which is installed extensively in Switzerland on lines by SBB and BLS under consideration for Interoperability.

The system consists of the following parts:

Line equipment

On-board equipment

Characteristics

Responsible State: Switzerland

Part 2: Radio

INDEX:
1.	UIC Radio Chapter 1-4
2.	UIC Radio Chapter 1-4+6
3.	UIC Radio Chapter 1- 4 + 6 (Irish system)
4.	UIC Radio Chapter 1-4+6+7
	Introduction to UK Systems
5.	BR 1845
6.	BR 1609
7.	FS ETACS and GSM
8.	UIC Radio Chapter 1-4 (TTT radio system installed at Cascais line)
9.	TTT Radio System CP_N
10.	PKP Radio System
11.	VR Train Radio
12.	TRS — The Czech Railways Radio System
13.	LDZ radio system
14.	CH — Greek Railways Radio System
16	The Estonian Radio System
17	The Lithuanian Radio System

▼M4

These systems are currently in use in Member States.

▼B

For information only, systems not used in Member States:

15.	UIC Radio Chapter Bulgaria

UIC Radio Chapter 1-4

Description:

This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 1.7.84. It is a minimum subset necessary for international railway traffic.

The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.

Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), but not for selective calls and for data transmission:

Main Characteristics:

Responsible Member States: France, Germany, Hungary, Luxembourg.

UIC Radio Chapter 1- 4 + 6

Description:

This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 1.7.84.

The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.

Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission:

Main Characteristics:

Responsible Member States: Austria, Belgium, Denmark, Germany, Netherlands, Spain.

UIC Radio Chapter 1- 4 + 6 (Irish system)

Description:

This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 01.07.84.

The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.

Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission:

Main Characteristics:

Responsible Member States: Republic of Ireland, Hungary

For information only: the same radio system is used in Norway

UIC Radio Chapter 1- 4 + 6 + 7

Description:

This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 01.07.84. Chapter 7 edition of 01.01.88.

The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.

Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission. The data transmission capabilities are extended. This feature is not considered mandatory in the UIC leaflet. If it cannot be assured by bilateral or multilateral agreement, it should be used on a national basis only.

Main Characteristics:

Responsible Member State: France

Introduction to UK Systems

The system called NRN (National Radio Network) is installed over the whole of the UK rail network including the high-speed lines which are the backbone of the UK High Speed Network. These consist of:

The system called Cab Secure is installed in high traffic suburban areas around London, Liverpool and Glasgow, some of which may include lines forming part of the High Speed Network. In addition, all main lines in the SouthEast, including the existing Channel Tunnel Route from the coast to London Waterloo, are equipped with the Cab Secure System.

Mainline passenger trains and freight trains are fitted with NRN whilst suburban and some intermediate traffic equipped with CSR. In general trains are only equipped with one form of radio but a few trains that travel in areas of both NRN and CSR is equipped with both forms of radio. This in particular applies to trains which are equipped with CSR but spend parts of their operating cycle outside the CSR infrastructure area.

BR 1845 Issues G and H (lineside) BR 1661 Issue A (trainborne) Commonly called Cab Secure Radio

Description:

This Ground-Train radio follows the technical regulations described in Railtrack Specifications (BR Specification 1845 Issues G and H and in BR 1661 Issue A).

The Cab Secure radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.

Radio systems following this basic subset allow for duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission.

Main Characteristics:

Responsible Member State: United Kingdom

BR 1609 Issue 2 (Commonly called National Radio Network (NRN))

Description:

This Ground-Train radio follows the technical regulations described in Railtrack Specification BR 1609, Issue 2, August 1987.

The National Radio Network is an analogue radio which consists of lineside and mobile (trainborne) equipment.

Radio systems following this basic subset allow for duplex voice communication (lineside), simplex voice communication (trainborne), broadcast mode and use of operating signals (tones), for selective calls and for data transmission.

Main Characteristics:

Responsible Member State: United Kingdom

FS ETACS and GSM

Description:

The solution for radio train to ground communication working today at FS is primarily based on the use of services supplied by the public operator on the analogue (ETACS) and the digital (GSM) mobile cellular networks in the 900 MHz band. These networks have been implemented with an external Subsystem, developed by the operator together with FS in order to manage some special features as requested by FS, related for example to:

Thanks to the wide radio coverage supplied by the two public cellular systems on the FS railway network, the general train to ground communication needs can be satisfied in this way.

The additional features were negotiated and implemented by FS in co-operation with the public service provider. They are implemented in highly reliable distributed computer systems. They are therefore part of the application layer in the ISO/OSI layer model.

Responsible Member State: Italy

UIC Radio Chapter 1-4 (TTT radio system installed at Cascais line)

Description:

This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 01.07.84. It is a minimum subset necessary for international railway traffic.

The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.

Radio systems following this basic subset allow for simplex and half-duplex voice communication and use of operating signals (tones), but not for selective calls and for data transmission:

Main Characteristics:

Responsible Member State: Portugal

TTT Radio System CP_N

Description:

This TTT radio system is a tailored one, designed for voice and data communications and according CP requirements.

The CP_N radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.

Radio system use digital selective call (according MPT 1327 — 1 200 bit/s FFSK) and 50 baud subaudio FSK for base station signalling.

The radio allows simplex and half-duplex voice communication and half-duplex for selective calls and for data transmission.

Main Characteristics:

Responsible Member State: Portugal

The PKP Radio System

Description:

Radio system, which is installed in Poland on lines under consideration for Interoperability.

The PKP 150MHz band radio is an analogue radio, which consists of track-side, on-board and handheld equipment.

Radio system allow for simplex voice communication and use of operating signals (tones) for selective calls and generally not for data transmission. The system has an integrated RADIOSTOP function.

Main Characteristics:

Member State: Poland.

VR Train Radio

Commonly called ‘Linjaradio’ (Finnish meaning Line Radio).

Description:

This Ground-train radio is a tailored VHF radio system and follows the technical regulations in Finnish Railways.

The Line radio network is an analogue radio which consists of lineside and mobile (trainborne) equipment.

Radio systems following this basic subset allow for duplex voice communication (between lineside and train), semi-duplex voice communication (between drivers), and driver calls to controller by selective call tones.

Main Characteristics:

Responsible Member State: Finland

TRS — The Czech Railways Radio System

Description:

Railway Radio communication System TRS is designed for the operational duplex communication between the running engine driver and a dispatcher or a signaller by means of the ribbon network along the track.

The system TRS enables duplex communication for conversation, routine information (commands, reports), general call and emergency call transmission and semiduplex communication between drivers by means of the retransmission in the base station reach, namely conversation and emergency call transmission. The system concept enables creating the special outfitting set which can operate in the simplex network on frequencies in band 160 MHz for simplex communication of engine drivers and other subscribers on a beforehand selected channel.

Selective calling with the train six-digits number shall be transmitted in the direction dispatcher (signaller) to driver, identification (by the train number) shall be transmitted in the direction train — dispatcher (signaller).

Routine information (commands and reports) transmission is realised by means of a telegram. System TRS is outfitted with the digital transmission in the coded form of a short telegram FFSK 1 200 bps in both directions. One of commands is assigned to the train remote stop that can be activated by a dispatcher or a signaller and causes vehicle emergency braking (if an adapter to ATP type LS 90 or driver vigilance equipment is present on-board).

System TRS is fully compatible at the control signals level in accordance with mandatory recommendation UIC 751-3. It means it is possible to accomplish the conversation, general calling and emergency call among the TRS and systems manufactured by other producers. Communication is accomplished on four internationally co-ordinated frequencies in the band 450 MHz range A according to UIC.

Main Characteristics:

Responsible State: Czech Republic

The LDZ Radio System

Description:

The Train Radio system (TRS) is an analogue simplex voice communication and used for operative train operation. All sections of LDZ network are equipped with this system.

The TRS is designed with use of track-side (distributive radio-sets (DRS), and up to 28 local radio-sets (LRS), connected to each other by a two-wires communication channel) and mobile (on-board radio-sets (BRS) and handheld radio-sets (HRS)) equipment.

Six frequencies in the band of 1 000 — 1 700 Hz are used for selective connection of 28 LRS's.

Main Characteristics:

Besides the TRS, there is used an intra-station radio-communication system, which includes shunting, maintenance-technological and special communication for emergency conditions. This system is designed based on zone principle and works in the ranges of 150 and 450 MHz in bands about 5 — 10 MHz.

Responsible Member State: Latvia.

CH — Greek Railways Radio System

Description:

This Ground-Train radio system partially follows the technical regulations prescribed in UIC code 751-3, 3rd edition, 01.07.84. It is a minimum subset necessary for national railway traffic. It is an analogue system supporting half-duplex voice communication. Selective calls, operating signals (tones) and data transmission have not been in use.

Main Characteristics:

Responsible Member State: Greek

UIC Radio Chapter Bulgaria

(for information only)

Description:

This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 01.07.84. It is a minimum subset necessary for international railway traffic.

The UIC radio is an analogue radio, which consists of line-side and mobile (train-borne) equipment.

Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission.

Main Characteristics:

Responsible State: Bulgaria

Estonian Railways Train Communication Network

Estonian Railways Train Communication Network has been equipped according to the Ministry of Transport and Communication of Estonia Declaration nr. 39 from 09.07.1999‘Technical regulations for railway operation’.

Railways train radio communication network consists of two subsystems, namely track-to-train radio communication system and area (or regional) radio communication systems.

Track-to-train radio communication system provide voice communication with all types of trains and locomotives on main and branch lines within the country.

Area radio communication systems provide full radio coverage within operational area of railway stations for station operators and locomotive drivers.

With the integrated train radio communication network are covered all the lines and railway station around the country.

The main system for track-to-train radio communications Estonian Railways operate with SmarTrunk II decentralised (scan based) digital trunking radio communication system. This modular system contains components like dispatcher's centre equipment, site repeaters, station operator radio terminals, mobile radios on trains and portable radios.

Trunking system main data:

On railway stations in local area communications Motorola GM350 and GM Pro series base radios operate on VHF simplex chanels.

Motorola GM350 and GM160 radios on the trains can communicate with different radio infrastructures installed within the country, on main lines and in station areas.

Personnel responsible for safe and efficient railway operations have in use Motorola GP and P series portable radios.

To control rail traffic for trains coming from neighbour countries Latvia and Russia, Estonian Railways in parallel with the main communication network have still in operation special trans-regional train communication system on simplex channels 2 130 KHz and 2 150 KHz.

Responsible Member State: Estonia

Lithuanian Railways Train radio System

Description:

The Train Radio System (TRS) is an analogue simplex voice communication and used for operative train operation. All sections of LG network are equipped with this system.

The TRS is designed with use of track-side (distributive radio-sets (DRS)), and up to local radio-sets (LRS), connected to each other by a two-wires communication channel) and mobile (on-board radio-sets (BRS)) equipment.

Six frequencies in the band of 1 000 — 1 700 Hz are used for selective connection of LRS's.

Main Characteristics:

Shunting Radio Communication System

Description:

For shunting in bigger railway stations is used the simplex analogical radio communication system for voice transmission of 150 MHz diapason. Radio stations of this system are used only in local radio networks, which are not interconnected. The system allows the radio communication by open channel between stationary (traffic order operators), mobile (shunting locomotives) and portable (shunting crew) objects.

Main Characteristics:

Responsible Member State: Lithuania.

Part 3: Transition Matrix between Class A and B systems (signalling)

PURPOSE OF THE MATRIX

This MATRIX is to provide a text concerning the scope of the transitions relevant for interoperability on the European high-speed and conventional rail networks.

INTRODUCTION

The following matrix gives an overview of the possible transitions between different Class B-systems as defined in this Annex and between Class A and Class B systems.

The matrix does not mandate any technical solutions for either the ERTMS/ETCS-system or the concerned STMs defined in this Annex. Those are documented either in the technical specifications of the Control-Command Subsystem (referenced in chapter 5 of both Control-Command TSIs for the trans-European high-speed and conventional rail systems) or in the relevant national documentation of the Class B-systems or the STMs, respectively. It is important to note that the matrix does not define any additional technical requirements for either the ERTMS/ETCS system or the STMs. The matrix provides information only about transitions that could occur on the high-speed and conventional rail networks.

The matrix can serve as a tool to assist with technical and economical decisions in the implementation of the directives 96/48/EC and 2001/16/EC.

As far as transitions between two Class-B systems are concerned, the requirement for interoperability is that the technical solution for the transition is not in contradiction with the TSIs and, in particular, it is in line with the referenced documentation concerning the ERTMS/ETCS system. It must be stated, that the actual Class 1 specification only supports STM transitions (see SRS section 5.10 especially 5.10.3.11 and section 7.4.2.9). The operational regulation regarding transition between two Class B systems is regarded as national issue.

TRANSITION MATRIX

How to read the matrix

The diagonal of the matrix lists the Class A and all Class B systems relevant for the High-speed and Conventional Trans European Rail Networks.

Each field of the matrix is filled, either by a number (indicate that a transition is permissible between the systems in the column/row in which the field occurs) or by grey colour, to indicate that no transition exists, nor is any foreseen.

The number indicates the countries responsible for the specification of the transition and the associated procedures.

The transitions between the Class A and Class B systems (first column) shall be performed as described in the document SUBSET 035.

Example:

System Transitions

Where a transition is performed by ETCS STM, the terms defined in the document SUBSET-035 should be used.

System transitions (Class A and B)

The matrix identifies the required operational transitions. An operational transition is one in which one system takes over the responsibility for train supervision from another system. At such a transition the driver usually experiences one ore more of the following:

Member States responsible for transition.

1	Netherlands, Belgium

2	Italy, France

3	Spain, Portugal

4	Netherlands, Germany

5	Italy, Austria

6	France, Belgium, Luxembourg, Germany

7	Italy, France

8	France, Belgium, Luxembourg

9	France Germany

10

Spain

11	Germany, Austria

12

Italy

13	Italy, France

14	Austria, Italy

15	France, Italy

16

Spain

17

Spain

18	Netherlands, Belgium

19

Belgium

20	Belgium, Germany

21	France, Belgium

22

France

23

France

24	Belgium, France

25	France, United Kingdom (transition occurs at UK end of Channel Tunnel)

26

France

27

France

28

France

29	Denmark, Sweden

30	Germany, Denmark

31	Austria, Hungary

32	Austria, Czech Republic, Germany, Slovak Republic

33	Hungary, Slovak Republic, Czech Republic

34	France, Switzerland

35	Germany, Switzerland

36	France, Switzerland

37	United Kingdom

38	United Kingdom (only for trains with Vmax > 160km/h)

39	Germany, Poland

40	Poland. Czech Republic, Slovak Republic

41	Republic of Ireland, United Kingdom

42	Lithuania, Poland (between ALSN and SHP)

Part 4: Electromagnetic characteristic of train detection systems used in member states:

The electromagnetic characteristics of train detection systems used in member states are listed here including the test specification.

Open point-

▼M4 —————

▼B

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ANNEX D

PRINCIPLE OF CONTROL COMMAND AND SIGNALLING STRUCTURE

Figure 1

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ANNEX E

MODULES FOR INTEROPERABILITY CONSTITUENTS

Module B: Type Examination

Module D: Production Quality Management System

Module F: Product Verification

Module H2: Full Quality Management System With Design Examination

MODULES FOR THE EC VERIFICATION OF SUBSYSTEMS

Module SB: Type Examination

Module SD: Production Quality Management System