7.12.2006   

EN

Official Journal of the European Union

L 342/1

ENCOMMISSION 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)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Community,

Having regard to Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European rail system (1), and in particular Article 6(1) thereof,

Having regard to Directive 2001/16/EC of 19 March 2001 of the European Parliament and of the Council on the interoperability of the conventional rail system (2), and in particular Article 6(1) thereof,

Whereas:

(1)

In accordance with Article 2(c) and Annex II of Directive 96/48/EC, the trans-European high speed rail system is subdivided into structural or functional subsystems, including a control and command and signalling subsystem.

(2)

Commission Decision 2002/731/EC (3) laid down the first technical specification (‘TSI’) for interoperability relating to the control-command and signalling subsystem of the trans-European High Speed rail system;

(3)

Commission Decision 2004/447/EC updated the TSI attached in annex to the Commission Decision 2002/731/EC;

(4)

It is necessary to review that first TSI in light of technical progress and experience gained from its implementation.

(5)

In accordance with article 6(1) of Directive 96/48/EC and 2001/16/EC, the AEIF, as joint representative body, had been given a mandate to review and revise that first TSI.

(6)

Commission Decision 2006/679/EC laid down the technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European conventional rail system;

(7)

The annex A to the TSI attached to Commission Decision 2006/679/EC (4) contained erroneous references and should therefore be replaced by Annex A to the TSI attached to the present Decision;

(8)

Section 7.4.2.3 of the TSI attached to Commission Decision 2006/679/EC should be updated in order to take better account of the specific situation of 1520 mm track gauge locomotives and trains as reflected in section 7.5.2.3 of the TSI attached to the present Decision.

(9)

The draft revised TSI has been examined by the Committee set up by Directive 96/48/EC.

(10)

This TSI should apply to new or upgraded and renewed infrastructure, under certain conditions.

(11)

The first TSI concerning the ‘control-command and signalling’ sub-system came into force in 2002. Due to existing contractual commitments, new Control Command and Signalling sub-systems or interoperability constituents, or their renewal and upgrade should be subject to conformity assessment under the provisions of this first TSI. Further, the first TSI should remain applicable for the purposes of maintenance, maintenance related replacements for components of the subsystem and interoperability constituents authorised under the first TSI. Therefore, the effects of Decision 2002/731/EC should be maintained in force 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

(12)

In order to determine the difference in scope of applicability of the first TSI, from the new TSI which is in annex to the present Decision, Member States should notify, not later than six months after the date on which the present Decision becomes applicable, an exhaustive list of the sub-systems and interoperability constituents to which the first TSI is still applicable.

(13)

This TSI does not impose the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European high speed rail system.

(14)

This TSI allows, for a limited period of time, for interoperability constituents to be incorporated into sub-systems without certification if certain conditions are met.

(15)

In its current version this TSI does not fully deal with all essential requirements. In accordance with Article 17 of Directive 96/48/EC technical aspects which are not covered are identified as ‘Open Points’ in Annex G of this TSI. In accordance with Article 16(3) of Directive 96/48/EC, Member States shall notify to the Commission and other Member States a list of their national technical rules relating to the ‘Open Points’ and the procedures to be used for their conformity assessment.

(16)

In relation to the specific cases described in Chapter 7 of this TSI, Member States shall notify to the Commission and other Member States the conformity assessment procedures to be used.

(17)

The TSI shall indicate the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSIs shall be the norm;

(18)

The latter necessitates the establishment by each Member State of a national implementation plan of the TSI;

(19)

The migration towards the Class A target system as defined in the TSI requires appropriate measures to be taken at national level in order to facilitate such a migration and particular relevance has to be given to external Specific Transmission Modules for the national legacy Class B command-and-control systems.

(20)

The provisions of this Decision are in conformity with the opinion of the Committee set up by Article 21 of Council Directive 96/48/EC,

HAS ADOPTED THIS DECISION:

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:

(a)

the list of applicable technical rules mentioned in paragraph 1;

(b)

the conformity assessment and checking procedures to be applied with regard to the application of the applicable technical rules referred to in paragraph 1;

(c)

the bodies it appoints for carrying out those conformity-assessment and checking procedures.

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:

(a)

the conformity assessment and checking procedures to be applied with regard to the application of these rules;

(b)

the bodies it appoints for carrying out those conformity-assessment and checking procedures.

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.

Done at Brussels, komisjoni asepresident 7 November 2006.

For the Commission

Jacques BARROT

Vice-President

(1)   OJ L 235, 17.9.1996, p. 6.

(2)   OJ L 110, 20.4.2001, p. 1; Directive as amended by Directive 2004/50/EC (OJ L 164, 30.4.2004, p. 114).

(3)   OJ L 245, 12.9.2002, p. 37, Decision as amended by Commission Decision 2004/447/EC, OJ L 193, 1.6.2004, p53.

(4)   OJ L 284, 16.10.2006, p. 1.

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:

(a)

indicates its intended scope (part of the network or rolling stock referred to in Annex I to the Directive; subsystem or part of subsystem referred to in Annex II to the Directive) — Chapter 2 (Subsystem Definition and Scope);

(b)

lays down essential requirements for the Control-Command Subsystem concerned and its interfaces vis-à-vis other subsystems — Chapter 3 (The Essential Requirements of The Control-Command Subsystem);

(c)

establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or rolling stock provided for in Annex I to the Directive — Chapter 4 (Characterisation of the Subsystem);

(d)

determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European high speed rail system — Chapter 5 (Interoperability Constituents);

(e)

states, in each case under consideration, the procedures for the assessment of conformity or suitability for use. This includes in particular the modules defined in Decision 93/465/EEC or, where appropriate, the specific procedures to be used to assess either the conformity or the suitability for use of interoperability constituents and ‘EC’ verification of subsystems — Chapter 6 (Assessment of Conformity and/or Suitability For Use of the Constituents and Verification of the Subsystem);

(f)

indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm — Chapter 7 (Implementation of the TSI Control-Command);

(g)

indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem concerned, as well as for the implementation of the TSI — Chapter 4 (Characterisation of the Subsystem).

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:

1.

The FUNCTIONS that are essential for the safe control of the railway traffic, and that are essential for the operation, including those required under degraded modes (1).

2.

The INTERFACES.

3.

The level of PERFORMANCE required to meet the essential requirements.

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:

—

the Class A radio and data communication interfaces to the infrastructure, in case of operation with Class A infrastructure,

—

the Class B radio and data communication interfaces to the infrastructure, in case of operation with Class B infrastructure. For signalling data, this can be achieved with the use of a Specific Transmission Module (STM) that allows a Class A On-board system to operate on lines fitted with Class B Track-side system using the Class B data. The interface between the Class A On-board system and STM’s is defined in this TSI.

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.

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, 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, as soon as the register of Rolling Stock of that train and the register of Infrastructure of that route have been cross-checked for interoperability.

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:

—

Safety.

—

Reliability and Availability.

—

Health.

—

Environmental Protection.

—

Technical compatibility.

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:

—

ensure that the Class B system design meets National safety targets,

—

ensure that the application of the Class B system meets National safety targets,

—

define the safe operating parameters and conditions of use of the Class B system (including, but not limited to, maintenance and degraded modes).

3.2.2.   Reliability and Availability

(a)

For Class A system, the global reliability and availability objectives for the Subsystem are 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).

(b)

The quality of the maintenance organisation for all systems comprising the Control-Command Subsystem shall ensure that the level of risk is controlled as constituents age and wear. The quality of the maintenance shall ensure that safety is not prejudiced because of these activities. See section 4.5 (Maintenance rules).

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:

—

The Control-Command equipment, if subjected to excessive heat or fire, shall not exceed limits for the emission of fumes or gases which are harmful to the environment.

—

The Control-Command equipment shall not contain substances which may during their normal use abnormally contaminate the environment.

—

The Control-Command equipment shall be subject to the European legislation in force controlling the limits to the emission of and the susceptibility to electromagnetic interference along the boundaries of railway property.

—

The Control-Command equipment shall comply with existing regulations on noise pollution.

—

The Control-Command equipment shall not give rise to any inadmissible level of vibration which could jeopardise the integrity of the infrastructure (when the infrastructure is in the correct state of maintenance).

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:

—

The first category sets out the general engineering requirements for interoperability, that is environmental conditions, internal electromagnetic compatibility (EMC) within the railway boundaries, and installation. These compatibility requirements are defined in this Chapter.

—

The second category describes how the Control-Command Subsystem has to be applied and what functions it has to perform in order that interoperability is achieved. This category is defined in Chapter 4.

—

The third category describes how the Control-Command Subsystem has to be operated in order that interoperability is achieved. This category is defined in Chapter 4.

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:

—

Control-Command safety characteristics relevant to interoperability (section 4.2.1)

—

On-board ETCS functionality (section 4.2.2)

—

Track-side ETCS functionality (section 4.2.3)

—

EIRENE functions (section 4.2.4)

—

ETCS and EIRENE air gap interfaces (section 4.2.5)

—

On-Board Interfaces Internal to Control Command (section 4.2.6)

—

Track-side Interfaces Internal to Control Command (section 4.2.7)

—

Key Management (section 4.2.8)

—

ETCS-ID Management (section 4.2.9)

—

HABD (hot axle box detector) (section 4.2.10)

—

Compatibility with track-side Train Detection Systems (section 4.2.11)

—

Electromagnetic Compatibility (section 4.2.12)

—

ETCS DMI (driver machine interface) (section 4.2.13)

—

EIRENE DMI (driver machine interface) (section 4.2.14)

—

Interface to data recording for regulatory purposes (section 4.2.15)

—

Visibility of track-side Control-Command objects (section 4.2.16)

The requirements of sections

—

4.2.10 (HABD (Hot axle box detector)),

—

4.2.11 (Compatibility with Track-side Train Detection Systems),

—

4.2.12 (Electromagnetic Compatibility),

—

4.2.16 (Visibility of track-side Control-Command objects)

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:

—

on-board standard functions, ensuring that every train will react to data received from track-side in a predictable way.

—

track-side standard functions, able to process data from national interlocking and signalling systems and to translate such data into standard messages for the trains,

—

standard interfaces for track-to-train and train-to-track communication,

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:

—

To ensure that the solutions to achieve safety do not jeopardise interoperability the requirements of Annex A, Index 47 shall be respected.

—

For the safety related part of one On board Assembly as well as for one Track-side Assembly, the safety requirement for ETCS level 1 or level 2 (2) is: tolerable hazard rate (THR) of 10-9/hour (for random failures) corresponding to Safety Integrity Level 4. The detailed requirements for Class A equipment are specified in Annex A, Index 27. Less restrictive safety requirements on THR values for Track-side equipment may be adopted, provided that the safety objective for the service is met.

—

The reliability and availability requirements of Annex A, index 28 shall be respected.

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:

—

Communicating with the Control-Command Track-side Assembly. The in-fill data transmission function in ETCS Level 1 applications is only mandatory on-board under the conditions defined in Chapter 7. Data radio functionality for ETCS is only mandatory for ETCS Level 2 or ETCS Level 3 applications.

—

Eurobalise reception. See Annex A, index 9, 36, 43.

—

Euroloop reception. See Annex A, index 16, 50.

—

Radio transmission and radio messages protocol management. See Annex A, index 10, 11, 12, 18, 19, 22, 39, 40.

—

Communicating with the driver

—

Supporting driving. See Annex A, index 51.

—

Providing odometry information. See Annex A, index 51.

—

Communicating with the STM’s. See Annex A, index 8, 25, 26, 29, 36, 49, 52. This function includes:

—

Managing the STM’s output.

—

Providing data to be used by the STM.

—

Managing STM transitions.

—

Providing the automatic train protection function and cab-signalling. See Annex A, index 6, 7, 31, 37. This function includes:

—

Locating the train in a Eurobalise co-ordination system, which is the basis for supervising the dynamic speed profile.

—

Calculating the dynamic speed profile for its mission.

—

Supervising the dynamic speed profile during its mission.

—

Selecting the speed supervision mode.

—

Supervising the train according national values

—

Defining and providing the intervention function.

—

Setting the train characteristics.

—

Demonstrating the completeness of the train (train integrity) — mandatory for level 3, not required for level 1 or 2.

—

Equipment health monitoring and degraded mode support. This function includes:

—

Initialising the On-board ETCS functionality

—

Providing degraded mode support.

—

Isolation of the On-board ETCS functionality.

—

Support data recording for regulatory purposes. See Annex A, index 5, 41, 55.

—

Forwarding information/orders to the DMI and, when required, to the train interface unit, e.g. information where to close/open the air flaps, where to lower/raise the pantograph, where to open/close the main power switch, where to change from traction system A to traction system B. See Annex A, index 7.

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:

—

Communication with track-side signalling equipment (interlocking, signal)

—

Locating a specific train in a Eurobalise co-ordination system (levels 2 and 3)

—

Translating the information from track-side signalling equipment into a standard format for the Control-Command On-board Assembly.

—

Generating movement authorities including track description and orders assigned to a specific train.

—

Communicating with the Control-Command On-board Assembly. This includes:

—

Eurobalise transmission. See Annex A, index 9, 43.

—

Radio in-fill. See Annex A, index 18, 19, 21. Radio in-fill is only relevant in level 1 in which it is optional. (see also section 7.2.6).

—

Euroloop. See Annex A, index 16, 50. Euroloop is only relevant in level 1 in which it is optional (see also section 7.2.6).

—

RBC radio communication. See Annex A, index 10, 11, 12, 39, 40. RBC radio communication is only relevant to level 2 and level 3.

—

Providing track clearance information to the interlocking. This function is only required for level 3.

—

Generating information/orders to the DMI and, when required, the train interface unit, e.g. information where to close/open the air flaps, where to lower/raise the pantograph, where to open/close the main power switch, where to change from traction system A to traction system B.

4.2.4.   EIRENE functions

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

—

Driver call related functions

—

Operational radio functions

—

E.g. vigilance alarm function (See Annex A, index 32, clause 5.7 and Annex A, index 33. When the vigilance function triggers an alarm, and this optional function is implemented, an automatic message generated by the vigilance system is sent by the cab radio to the track).

—

Data communication

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:

—

specification of the protocols for the transport of information from/to ERTMS functions and for ensuring safety in the communication.

—

specification of the interfaces between pieces of equipment. The interfaces between the equipment are described in:

—

Section 4.2.6 (On-Board Interfaces Internal to Control-Command) for on-board

—

Section 4.2.7 (Trackside Interfaces Internal to Control-Command) for track-side

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

—

the physical, electrical and electromagnetic values to be respected to allow a safe functioning

—

the communication protocol to be used

—

the availability of the communication channel

The following specifications apply:

—

Radio communications with the train: Class A radio communication interfaces shall operate in the R-GSM Band. See Annex A, index 35. The protocols shall comply with Annex A index 10, 18, 19, 39, 40.

—

Eurobalise and Euroloop communication with the train: Eurobalise communication interfaces shall comply with Annex A index 9, 43. Euroloop communication interfaces shall comply with Annex A index 16, 50.

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:

—

Information from the ‘Handing Over’ RBC to the ‘Accepting’ RBC

—

Information from the ‘Accepting’ RBC to the ‘Handing Over’ RBC

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:

—

between the key management systems of different infrastructure managers,

—

between the key management systems of railway undertakings and the infrastructure managers,

—

between the key management system and the on-board and track-side ETCS equipment.

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

—

Annex A Index A7 (general immunity characteristics of equipment)

—

Annex A Index 9 (specific requirements for Eurobalise communication)

—

Annex A Index 16 (specific requirements for Euroloop communication)

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:

—

Ergonomics (including visibility)

—

ETCS functions to be displayed

—

ETCS functions triggered by driver input

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:

—

Ergonomics (including visibility)

—

EIRENE functions to be displayed

—

Call related information outgoing

—

Call related information incoming

4.2.15.   Interface to Data Recording for Regulatory Purposes

This Basic Parameter describes:

—

Data exchange between the Juridical Recorder and the downloading tool

—

Communication protocols

—

Physical interface

—

Functional requirements for, and use of, data-recording

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:

—

The characteristics of retro-reflecting signs to ensure correct visibility. It has to be ensured that, based on the requirements on vehicle headlights (see TSI RS HS), the OPE requirements are fulfilled.

—

The characteristic of interoperable marker boards, see Annex A index 38

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.

Parameter

Annex A

Appendix 1

TSI Control-Command

TSI Rolling Stock HS

TSI Rolling Stock Freight Wagons

TSI Rolling Stock Traction Units –locos, EMUs, DMUs- and coaches (to be updated when TSI exists)

Axle distances

2.1 incl. Figure 6

4.2.7.10.2

4.3.2.1

 

Wheel geometry

2.2 incl. Figure 7

4.2.7.10.3

5.4.2.3

 

Vehicle Mass (Minimum axle load)

3.1

4.2.3.2

4.2.3.2

 

Metal-free space around wheels

3.2 (open point)

Not yet specified

Not yet specified

 

Metal-mass of vehicle

3.3 (open point)

Not yet specified

Not yet specified

 

Wheel material

3.4

4.2.7.10.3

5.4.2.3

 

Impedance between wheels

3.5

4.2.3.3.1

4.2.3.3.1

 

Vehicle impedance

3.6

4.2.8.3.8

Non

 

Use of sanding equipment

4.1

4.2.3.10

Non

 

Use of composite brake blocks

4.2

Annex L

Open point

 

Harmonics in return traction current

5.1

4.2.8.3.4.1

Non

 

Use of electric/magnetic brakes

5.2

TBD

Non

 

Electric, magnetic, electromagnetic fields

5.3

4.3.4.12

Non

 

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).

For fixed trainsets the guarantied braking performance is given by the manufacturers and indicated in the RS register.

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

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 the Infrastructure Registers of the lines where the train is intended to operate and by reference to Annex A, index A4 and index A5.

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)).

This interface is relevant to the Class A HABD system. Equivalent requirements for Class B HABD systems are defined in the appropriate infrastructure register (see Annex C).

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:

—

to command the closing or opening of the air flaps as required by RS.

—

to command the lowering and rising of the pantograph as required by ENE

—

to command to open and close the main power switch as required by ENE

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

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 indicated in the Infrastructure Register, by reference to Annex A Appendix 1, clause 5.2.

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:

—

all maintenance requirements and procedures (including supervision of well functioning, diagnosis and test methods and tools) necessary for the achievement of essential requirements and values quoted in the mandatory requirements of this TSI during the whole equipment life-cycle (transport and storage before installation, normal operation, failures, repair actions, verifications and maintenance interventions, de-commissioning etc.),

—

all the risk for health and safety that may affect the public and the maintenance staff,

—

the conditions for first line maintenance (i.e. the definition of Line Replaceable Units (LRUs), the definition of approved compatible versions of Hardware and Software, the substitution of failed LRUs, and e.g. the conditions for storage of LRUs and for repair of failed LRUs,

—

the technical conditions for running a train with failed equipment to the end of its mission or to the workshop (degraded mode from a technical point of view, e.g. functions partially or fully switched off, isolation from other functions etc.).

—

the verifications to be performed in case equipment is subject to exceptional stress (e.g., exceedance of environmental conditions or abnormal shocks)

4.5.2.   Responsibility of contracting entities

The contracting entities shall:

—

ensure that, for all components within the scope of this TSI (regardless if interoperability constituents or not), the maintenance requirements as described in section 4.5.1 (Responsibility of manufacturer of equipment) are defined.

—

set up the necessary maintenance rules relevant for all components within the scope of this TSI taking account of risks due to interactions of different equipment inside the subsystem and interfaces to other sub-systems.

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:

—

Shall set up a maintenance plan as specified in section 4.5.4 (Maintenance plan).

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:

—

Conditions for the use of equipment, according to the requirements indicated by the manufacturers.

—

Specification of the maintenance programs (e.g. definition of preventive and corrective maintenance categories, maximum time between preventive maintenance actions and corresponding precautions to be taken for the safety of the Subsystem and the maintenance staff, considering interference of maintenance actions with the operation of the Control-Command Subsystem).

—

Requirements for the storage of spare parts.

—

Definition of first line maintenance.

—

Rules for the management of failed equipment.

—

Requirements related to the minimum professional competences of maintenance staff, with reference to the risks for health and safety.

—

Requirements related to personal protective equipment.

—

Definition of responsibilities and authorisation of maintenance staff (e.g., for access to equipment, management of limitations and/or interruptions of system operation, replacement of LRUs, repair of failed LRUs, restore of normal system operation).

—

Procedures for the management of ETCS-identities. See section 4.2.9 (ETCS-ID Management).

—

Methods for reporting to the manufacturer of equipment information on safety-critical defects and frequent system failures.

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:

—

the On-board Assembly,

—

the Track-side Assembly.

The requirements for the infrastructure and rolling stock register content with regard to the Control-Command Assemblies are specified in Annex C (line specific and train specific characteristics).

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:

—

Table 5.1.a for the On-board Assembly,

—

Table 5.2.a for the Track-side Assembly.

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.

—

Table 5.1.b lists the groups of interoperability constituents of the On-board Assembly

—

Table 5.2.b lists the groups of interoperability constituents of the Track-side Assembly

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:

—

In column 3, the functions and interfaces. Note that some interoperability constituents have functions and/or interfaces that are optional.

—

In column 4, the mandatory specifications for the conformity assessment of each function or interface, as far as relevant, by reference to the relevant section of chapter 4.

—

In column 5, the modules to be applied for conformity assessment, which are described in chapter 6 of this TSI.

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.

Table 5.1.a

basic interoperability constituents in the on-board control-command assembly

1

2

3

4

5

n

Interoperability constituent IC

Characteristics

Specific requirements to be assessed by reference to chapter 4

Module

1

ERTMS ETCS on-board

Safety

4.2.1

 

On-board ETCS functionality

4.2.2

H2

or B with D

or B with F

Excluding:

—

Odometry

—

Data recording for regulatory purposes

 

ETCS and EIRENE air gap interfaces

4.2.5

RBC (level 2 and 3)

 

Radio in-fill unit (optional level 1)

 

Eurobalise airgap

 

Euroloop airgap (optional level 1)

 

Interfaces

 

STM (implementation of interface K optional)

4.2.6.1

ERTMS GSM-R on-board

4.2.6.2

Odometry

4.2.6.3

Key management system

4.2.8

ETCS ID Management

4.2.9

ETCS Driver Machine Interface

4.2.13

Key Management

4.3.1.7

Physical environmental conditions

4.3.2.5

EMC

4.3.2.6

Data interface

4.3.2.8

Safety Information recorder

None

2

Safety Platform on-board

Safety

4.2.1

H2

or B with D

or B with F

3

Safety Information Recorder

On-board ETCS functionality

4.2.2

H2

or B with D

or B with F

Only Data recording for regulatory purposes

 

Interfaces

 

JRU downloading tool

4.2.15

ERTMS/ETCS on-board

None

Environmental conditions

4.3.2.5

EMC

4.3.2.6

4

Odometry

Safety

4.2.1

H2

or B with D

or B with F

 

 

On-board ETCS functionality

4.2.2

 

 

Only Odometry

 

 

 

Interfaces

 

 

 

 

ERTMS ETCS on-board

4.2.6.3

 

 

 

Environmental conditions

4.3.2.5

 

 

 

EMC

4.3.2.6

 

5

External STM

Functions and safety

None

H2

or B with D

or B with F

 

 

According to national specifications

 

 

 

Interfaces

 

 

 

ERTMS ETCS on-board

4.2.6.1

 

 

 

Class B ATP/ATC system air gap

None

 

 

 

According to national specifications

 

 

 

 

Environmental conditions

None

 

 

 

According to national specifications

 

 

 

 

EMC

None

 

 

 

According to national specifications

 

 

6

ERTMS/GSM-R on-board

EIRENE functions

4.2.4

H2

or B with D

or B with F

Data communication only in level 2 or 3 or level 1 with radio in-fill

 

Interfaces

 

ERTMS ETCS on-board

 

Only in level 2 or 3 or level 1 with radio in-fill

4.2.6.2

GSM-R

4.2.5

EIRENE Driver Machine Interface

4.2.14

Environmental conditions

4.3.2.5

EMC

4.3.2.6


Table 5.1.b

Groups of interoperability constituents in the On-board Control-Command Assembly

This table is an example to show the structure. other groups may be proposed

1

2

3

4

5

n

Interoperability constituent IC

Characteristics

Specific requirements to be assessed by reference to chapter 4

Module

1

Safety Platform on-board

ERTMS ETCS on-board

Safety Information Recorder

Odometry

Safety

4.2.1

 

On-board ETCS functionality

4.2.2

ETCS and EIRENE air gap interfaces

4.2.5

H2

or B with D

or B with F

RBC (level 2 and 3)

 

Radio in-fill unit (optional level 1)

 

Eurobalise airgap

 

Euroloop airgap (optional level 1)

 

Interfaces

 

STM (implementation of interface K optional)

4.2.6.1

ERTMS GSM-R on-board

4.2.6.2

Key management system

4.2.8

 

 

ETCS ID Management

4.2.9

 

ETCS Driver Machine Interface

4.2.13

Physical environmental conditions

4.3.2.5

EMC

4.3.2.6

JRU downloading tool

4.2.15

Data interface

4.3.2.8


Table 5.2.a

Basic interoperability constituents in the Track-side Control-Command Assembly

1

2

3

4

5

N

Interoperability constituent IC

Characteristics

Specific requirements to be assessed by reference to chapter 4

Module

1

RBC

Safety

4.2.1

H2

or B with D

or B with F

Track-side ETCS functionality

4.2.3

Excluded communication via Eurobalises, radio in-fill and Euroloop

 

ETCS and EIRENE air gap interfaces

4.2.5

Only radio communication with train

 

Interfaces

 

Neighbouring RBC

4.2.7.1, 4.2.7.2

ERTMS GSM-R track-side

4.2.7.3

Key management system

4.2.8

ETCS-ID Management

4.2.9

Interlocking

 

Environmental conditions

4.3.2.5

EMC

4.3.4.1, 4.3.2.2

2

Radio in-fill unit

Safety

4.2.1

 

 

 

Track-side ETCS functionality

4.2.3

 

 

Excluded communication via Eurobalises, Euroloop and level 2/3 functionality

 

 

 

ETCS and EIRENE air gap interfaces

4.2.5

H2

or B with D

or B with F

 

 

Only radio communication with train

 

 

Interfaces

 

 

ERTMS GSM-R track-side

4.2.7.3

 

 

 

Key management system

4.2.8

 

 

 

ETCS-ID Management

4.2.9

 

 

 

Interlocking and LEU

4.2.3

 

 

 

Environmental conditions

4.3.2.5

 

 

 

EMC

4.3.4.1, 4.3.2.2

 

3

Eurobalise

Safety

4.2.1

 

 

 

ETCS and EIRENE air gap interfaces

4.2.5

H2

or B with D

or B with F

 

 

Only Eurobalise communication with train

 

 

Interfaces

 

 

LEU Eurobalise

4.2.7.4

 

 

 

ETCS-ID Management

4.2.9

 

 

 

Environmental conditions

4.3.2.5

 

 

 

EMC

4.3.4.1, 4.3.2.2

 

4

Euroloop

Safety

4.2.1

H2

or B with D

or B with F

ETCS and EIRENE air gap interfaces

4.2.5

Only Euroloop communication with train

Interfaces

LEU Euroloop

4.2.7.5

ETCS-ID Management

4.2.9

Environmental conditions

4.3.2.5

EMC

4.3.4.1, 4.3.2.2

5

LEU Eurobalise

Safety

4.2.1

 

Track-side ETCS functionality

4.2.3

H2

or B with D

or B with F

Excluded communication via radio in-fill, Euroloop and level 2 and level 3 functionality

 

Interfaces

 

Track-side signalling

None

Eurobalise

4.2.7.4

ETCS-ID Management

4.2.9

Environmental conditions

4.3.2.5

EMC

4.3.4.1, 4.3.2.2

6

LEU Euroloop

Safety

4.2.1

 

Track-side ETCS functionality

4.2.3

H2

or B with D

or B with F

Excluded communication via radio in-fill, Eurobalise and level 2 and level 3 functionality

 

Interfaces

 

Track-side signalling

None

Euroloop

4.2.7.5

ETCS-ID Management

4.2.9

Environmental conditions

4.3.2.5

EMC

4.3.4.1, 4.3.2.2

7

Safety Platform track-side

Safety

4.2.1

H2

or B with D

or B with F


Table 5.2.b

Groups of interoperability constituents in the Track-side Control-Command Assembly

This table is an example to show the structure. Other groups may be proposed

1

2

3

4

5

N

Interoperability constituent IC

Characteristics

Specific requirements to be assessed by reference to chapter 4

Module

1

Safety Platform track-side

Eurobalise

LEU Eurobalise

Safety

4.2.1

 

Track-side ETCS functionality

4.2.3

H2

or B with D

or B with F

Excluded communication via Euroloop and level 2 and level 3 functionality

 

ETCS and EIRENE air gap interfaces

4.2.5

Only Eurobalise communication with train

 

Interfaces

 

Track-side signalling

None

ETCS-ID Management

4.2.9

Environmental conditions

4.3.2.5

EMC

4.3.4.1, 4.3.2.2

2

Safety Platform track-side

Euroloop

LEU Euroloop

Safety

4.2.1

 

Track-side ETCS functionality

4.2.3

H2

or B with D

or B with F

Excluded communication via Eurobalise and level 2 and level 3 functionality

 

ETCS and EIRENE air gap interfaces

4.2.5

Only Euroloop communication with train

 

Interfaces

 

Track-side signalling

None

ETCS-ID Management

4.2.9

Environmental conditions

4.3.2.5

EMC

4.3.4.1, 4.3.2.2

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:

a)

Use of Class B systems (including national functions in STMs),

b)

Open points in the TSI,

c)

Derogation’s under article 7 of the Directive 96/48//EC,

d)

Specific cases described in Section 7.3

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:

—

Verify, that all mandatory functions relevant to the interoperability constituent are implemented ;

—

Verify, which optional functions are implemented,

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:

—

Either the type-examination procedure (Module B) for the design and development phase in combination with the production quality management system procedure (Module D) for the production phase, or

—

The type-examination procedure (Module B) for the design and development phase in combination with the product verification procedure (Module F), or

—

The full quality management system with design examination procedure (Module H2).

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:

—

With reference to Chapter 4 of the ‘Module B’ (type examination) description in Annex E:

(a)

Design review is requested;

(b)

Review of manufacturing process is not requested if ‘Module B’ (type examination) is used together with ‘Module D’ (production quality management system);

(c)

Review of manufacturing process is requested if ‘Module B’ (type examination) is used together with ‘Module F’ (product verification).

—

With reference to chapter 3 of the ‘Module F’ (product verification) description in Annex E, statistical verification is not allowed, i.e., all interoperability constituents shall be individually examined.

—

With reference to section 6.3 of the ‘Module H2’ (full quality management system with design examination), a type test is required.

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:

—

the On-board Assembly,

—

the Track-side Assembly.

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:

—

verify that all mandatory functions required to the Assembly are implemented;

—

verify that all optional functions required by the track-side or on-board specific implementation are implemented;

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

Information on the specific implementation of the Track-side Assembly and On-board assembly shall be provided in the Register of Infrastructure and in the Register of Rolling Stock in accordance with Annex C.

The EC declaration of verification of Track-side Assembly or On-board Assembly shall provide all the information required for inclusion in the above-mentioned registers. The Registers shall be managed in accordance with Interoperability Directive 96/48/EC Article 22.a.

The EC declaration of verification of On-board and Track-side Assemblies, together with the Certificates of Conformity, is sufficient to ensure that an Track-side Assembly will operate with a On-board Assembly equipped with corresponding characteristics as defined in the Register of Rolling Stock and in the Register of Infrastructure without an additional subsystem EC declaration of verification.

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:

—

correctness of installation of the Control-Command On-board Assembly (e.g. compliance with engineering rules, co-operation of interconnected equipment, absence of unsafe interactions and, where required, storage of application specific data)

—

correctness of operations at the interfaces with rolling stock (e.g., train brakes, train integrity)

—

ability to interface with Control-Command Track-side Assembly with corresponding characteristics (e.g., ETCS application level, optional functions installed)’

—

ability of reading and storing in the safety data recorder all required information (also provided by non-ETCS systems, if required)

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 description of the line, characteristics such as gradients, distances, positions of route elements and Eurobalises/Euroloops, locations to be protected, etc.

—

the signalling data and rules required to be handled by the ERTMS/ETCS system.

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:

—

Between the Class A radio system and the ERTMS/ETCS (RBC or Radio In-fill Unit, if relevant)

—

Between Eurobalise and the LEU

—

Between Euroloop and the LEU

—

Between neighbouring RBCs

—

Between the ERTMS/ETCS (RBC, LEU, Radio In-fill Unit) and Interlocking or national signalling, as relevant

The following shall be verified:

—

correctness of installation of the ERTMS/ETCS part of the Control-Command Track-side Assembly (e.g. compliance with engineering rules, co-operation of interconnected pieces of equipment, absence of unsafe interactions and, where required, storage of application specific data according to the above mentioned national specifications).

—

correctness of operations at the interfaces with national Track-side equipment.

—

ability to interface with an On-board Assembly with corresponding characteristics (e.g., ETCS application level)

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:

—

the TSI requirements relevant for this step are respected

—

the TSI requirements already assessed are not prejudiced

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.

The reservations shall be indicated in the Rolling Stock Register and/or Infrastructure Register as appropriate.

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:

—

The type-examination procedure (Module SB) for the design and development phase in combination with the production quality management system procedure (Module SD) for the production phase, or

—

The type-examination procedure (Module SB) for the design and development phase in combination with the product verification procedure (Module SF), or

—

The full quality management system with design examination procedure (Module SH2).

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

—

The unit verification procedure (Module SG), or

—

The type-examination procedure (Module SB) for the design and development phase in combination with the production quality management system procedure (Module SD)) for the production phase, or

—

The type-examination procedure (Module SB) for the design and development phase in combination with the product verification procedure (Module SF), or

—

The full quality management system with design examination procedure (Module SH2).

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

—

Section 5.2 of the Module SD (production quality management system),

—

Chapter 7 of the Module SF (product verification),

—

Chapter 4 of Module SG (unit verification),

—

Section 5.2 of Module SH2 (full quality management system with design examination), validation under full operational conditions is defined in section 6.2.2.3.1 (On-Board Assembly Validation) and section 6.2.2.3.2 (Track-side Assembly Validation).

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:

—

Performances of the odometry functions.

—

Compatibility of the Control-Command Assembly with rolling stock equipment and environment (e.g., EMC) in order to be able to multiply the implementation of the On-board Assembly on other locomotives of the same type.

—

Compatibility of the rolling stock with Control Command Track-side Assembly (e.g EMC aspects, operation of track circuits and axle counters).

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).

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 and in the rolling stock register.

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).

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 and in the infrastructure register.

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:

—

the conformity of the subsystem has been checked in relation to the requirements defined in chapter 4 of this TSI by the Notified Body, and

—

through carrying out additional assessments the Notified Body confirms that the conformity and/or the suitability for use of the interoperability constituents is in accordance with the requirements of chapter 5 , and

—

the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, shall have been used in a subsystem already put in service in at least one of the Member States before the entry in force of this TSI.

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

—

the certificate of conformity of the subsystem shall indicate clearly which interoperability constituents have been assessed by the Notified Body as part of the subsystem verification.

—

the EC declaration of verification of the subsystem shall indicate clearly:

—

Which interoperability constituents have been assessed as part of the subsystem

—

Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem.

—

For those interoperability constituents, the reason(s) why the manufacturer did not provide an EC Declaration of conformity and/or suitability for use before its incorporation into the subsystem.

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:

—

During the transition period and

—

under the responsibility of the body having issued the declaration of EC verification of the subsystem

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

—

until the subsystem is upgraded, renewed or replaced and

—

under the responsibility of the body having issued the declaration of EC verification of the subsystem

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:

—

The number and type of interoperability constituents introduced on the market within their own State;

—

Ensure that, where a subsystem is presented for authorisation, reasons for non-certification of the interoperability constituent by the manufacturer are identified;

—

Notify, to the Commission and to the other Member States, the details of the non-certified IC and the reasons for non-certification.

Table 6.1

verification requirements for on-board control-command assembly

1

2

2a

3

4

5

N

Description

Remarks

CC InterfaceS

Interfacing TSI subsystems

Characteristics to be assessed by reference to chapter 4 of this TSI

1

Safety

The notified body shall ensure the completeness of the safety approval process, including safety case

 

 

4.2.1

2

On-board ETCS functionality

This functionality is performed by ERTMS/ETCS on-board IC

 

 

4.2.2

 

Note:

Train integrity supervision:

In the case, where the train is configured for Level 3, the train integrity supervision function must be supported via detection equipment rolling stock-side

Interface between ERTMS/ETCS on-board and detection equipment

RST

4.3.2.8

3

EIRENE functions

This functionality is performed by ERTMS/GSM-R on-board IC

 

 

4.2.4

 

Data communication only for level 1 with radio in-fill (optional) or level 2 and level 3

 

 

 

4

ETCS and EIRENE air gap interfaces

This functionality is performed by ERTMS/ETCS on-board and ERTMS/GSM-R on-board IC’s

CC trackside assembly

 

4.2.5

 

Data radio communication with the train only for level 1 with radio in-fill (optional) or level 2 and level 3

 

 

 

 

Euroloop communication is optional

 

 

 

5

Key management

Security policy for key management

 

OPE

4.2.8

4.3.1.7

6

ETCS-ID Management

Policy for ETCS-ID management

 

OPE

4.2.9

7

Interfaces

 

 

 

 

 

STM

the notified body shall verify that the integration test requirements issued by the appropriate Member State have been met

ERTMS/ETCS on-board and external STM IC’s

 

4.2.6.1

 

ERTMS/GSM-R on-board

 

ERTMS/ETCS on-board and ERTMS/GSM-R on-board IC’s

 

4.2.6.2

 

Odometry

This interface is not relevant if equipment is delivered as grouping of constituents.

ERTMS/ETCS on-board and odometry IC’s

RST

4.2.6.3

4.3.2.12

 

ETCS DMI

Part of ERTMS/ETCS on-board IC

 

OPE

4.2.13

 

4.3.1.2

 

EIRENE DMI

Part of ERTMS/GSM-R on-board IC

 

 

4.2.14

OPE

4.3.1.3

 

Interface to data recording for regulatory purposes

Part of Safety Information Recorder IC

 

 

4.2.15

OPE

4.3.1.4

RST

4.3.2.13

 

Train braking performances

Verification of adaptation to the concerned rolling stock

 

OPE

4.3.1.5

RST

4.3.2.3

 

isolation

 

 

OPE

4.3.1.6

RST

4.3.2.7

 

Antennae installation

 

 

RST

4.3.2.4

 

Environmental conditions

Verification of correct operation off Control Command assembly in the environmental conditions. This check has to be done in the validation under full operational conditions.

 

RST

4.3.2.5

 

EMC

Verification of correct operation off Control Command assembly in the environmental conditions. This check has to be done in the validation under full operational conditions.

 

RST

4.3.2.6

 

Data interfaces

Part of ERTMS/ETCS and GSM-R on-board IC.

 

RST

4.3.2.8; 4.3.2.11

OPE

4.3.1.9


Table 6.2

verification requirements for track-side control-command assembly

1

2

2a

3

4

5

N

Description

Remarks

CC Interfaces

Interfacing tsi subsystems

Characteristics to be assessed by reference to chapter 4 of this TSI

1

Safety

The notified body shall ensure the completeness of the safety approval process, including safety case

 

 

4.2.1

2

Track side ETCS functionality

This functionality is performed by RBC’s, LEU’s and Radio In-fill Units IC’s, according to the implementation

 

 

4.2.3

3

EIRENE functions

Data communication only for level 1 with radio in-fill or level 2/3

 

 

4.2.4

4

ETCS and EIRENE air gap interfaces

This functionality is performed by RBC’s, Radio In-fill Units, Eurobalises, Euroloop’s and GSM-R trackside equipment, according to the implementation.

CC on-board assembly

 

4.2.5

 

Radio communication with the train only for level 1 with radio in-fill (optional) or level 2/3

 

 

 

 

Euroloop communication is optional

 

 

 

5

Key management

Security policy for key management

 

OPE

4.2.8

4.3.1.7

6

ETCS ID Management

Policy for ETCS-ID management

 

OPE

4.2.9

7

HABD

The distance between HABD equipment is a national issue.

 

OPE

4.2.10

RST

4.3.1.8

4.3.2.9

8

Interfaces

 

 

 

 

RBC/RBC

Only for level 2/3

Between neighbouring RBC’s

 

4.2.7.1

GSM-R trackside

Only for level 2/3 or level 1 with radio in-fill (optional)

Between RBC’s or Radio In-fill units and GSM-R trackside

 

4.2.7.3

Eurobalise/LEU

This interface is not relevant if equipment is delivered as grouping of constituents

Between Control-Command IC’s

 

4.2.7.4

Euroloop/LEU

Euroloop is optional

Between Control-Command IC’s

 

4.2.7.5

This interface is not relevant if equipment is delivered as grouping of constituents

Antennae installation

 

 

IN

4.3.3.1

Environmental conditions

Verification of correct operation off Control Command assembly in the environmental conditions. This check has to be done in the validation under full operational conditions.

 

IN

4.3.2.5

EMC

Verification of correct operation off Control Command assembly in the environmental conditions. This check has to be done in the validation under full operational conditions.

 

ENE

4.3.4.1

9

Compatibility of train detection systems

Characteristics to be activated by rolling stock

 

RST

4.2.11

4.3.1.10

IN

4.3.2.1

10

EM compatibility between rolling stock and train detection systems

 

 

RST

4.2.12.2, 4.3.2.2

Compatibility with train headlights

Characteristics of retro reflecting line-side signals and clothing

 

RST

4.2.16

4.3.2.10

Compatibility with driver’s external field of view

Installation of trackside equipment that must be seen by the driver

 

OPE

4.2.16

4.3.1.11

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:

—

any new radio part of a CCS onboard assembly is installed (with or without a Class B system), or;

—

any existing radio part of a CCS onboard assembly is upgraded, where this would change the functions, performance and/or interfaces of the existing legacy system (as referred to in annex B of this TSI). This excludes those modifications that might be deemed necessary to mitigate safety-related defects in the legacy system.

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:

—

the train protection part of a CCS track-side assembly is a new installation (with or without a Class B track-side assembly), or

—

the existing train protection part of a CCS track-side assembly is upgraded, where this would change the functions, performance and/or interoperability-relevant interfaces (air-gaps) of the existing legacy system (as referred to in annex B of this TSI). 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-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:

—

any new train protection part of a CCS onboard assembly is installed, or

—

any existing train protection part of a CCS onboard assembly is upgraded, where this would change the functions, performances and/or interoperability-relevant interfaces of the existing legacy system (as referred to in annex B of this TSI). This excludes those modifications that might be deemed necessary to mitigate safety related defects in the legacy system;

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:

—

radio-system (for class B, only renewal is possible) ,

—

train protection system,

—

train detection system interface,

—

hot axle box detection system,

—

EMC characteristics.

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

—

EIRENE functions and interfaces (see sections 4.2.4 and 4.2.5);

—

ETCS/ERTMS functions and interfaces (see sections 4.2.1, 4.2.3, 4.2.5, 4.2.7, 4.2.8);

—

Train detection system (see section 4.2.11);

—

Hot axle box detector (see section 4.2.10);

—

EMC characteristics (see section 4.2.12).

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 (3) the availability of an STM cannot be ensured within the appropriate time frame (4) 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:

—

Target lines: a clear identification of the national lines or sections which are earmarked for implementation.

—

Technical requirements: the essential technical characteristics of the different implementations (e.g. a GSM-R quality of service for data or just voice quality implementation, Functional Level of ETCS, ETCS baseline, ETCS-only or overlaid installations);

—

Deployment strategy and planning: an outline of the implementation plan (including sequencing and timing of the works);

—

Migration strategy: the strategy envisaged for the migration of both the infrastructure and rolling-stock sub-systems (e.g. superposition of Class A and Class B systems, planned date for the switching from Class B to Class A facilities or for the removal of Class B facilities);

—

Potential constraints: an overview of potential elements that might impact on fulfilment of the implementation plan (e.g. signalling works integrating larger scope infrastructure works, assurance of continuity of service across borders).

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

7.2.8.   Registers of Infrastructure

The Infrastructure Register shall provide Railway Undertakings with Class A and Class B information, following Annex C requirements. The Infrastructure Register indicates if Mandatory or Optional (5) functions are concerned; the constraints on onboard configuration have to be identified.

In case European specifications for some interface(s) between Control-Command and Signalling and other sub-systems are not available at the moment of installation (e.g., electromagnetic compatibility between train detection and Rolling Stock), the corresponding characteristics and the standards applied shall be indicated in the Registers of Infrastructure. This shall be possible, in any case, only for the items listed in Annex C.

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

—

using an STM that may be plugged into the ERTMS equipment (‘external STM’), or

—

integrated within the ERTMS/ETCS equipment.

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. The Member State may put requirements on this in the Infrastructure Register.

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.

7.2.10.   Registers of Rolling Stock

The Rolling Stock Register shall provide information following Annex C requirements.

In case TSI requirements for some interface(s) between Control-Command and Signalling and other sub-systems are not available at the moment of installation (e.g., electromagnetic compatibility between train detection and Rolling Stock, climatic conditions and physical conditions in which the train can work, geometric parameters of the train like length, maximal distance of axles in the train, length of the nose of the first and of the last car of the train, braking parameters), the corresponding characteristics and the standards applied shall be indicated in the Registers of Rolling Stock. This shall be possible, only for the items listed in Annex C.

Remark: for every implementation of Control-Command Subsystem on a given line, Annex C gives the list of the requirements for the onboard, to be addressed in the Registers of Infrastructure, indicating if these requirements concern Mandatory or Optional functions and identifying constraints on train configuration.

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:

—

An ETCS Level 3 Track-side application requires train integrity supervision onboard;

—

An ETCS Level 1 Track-side application with infill requires corresponding in-fill functionality onboard if the release speed is set to zero for safety reasons (e.g., protection of danger points).

—

When ETCS requires data transmission by radio, the data transmission services of GSM-R must fulfil the ETCS data transmission requirements.

—

An onboard assembly, which incorporates a KER STM, may require to implement the K-interface.

—

A GSM-R trackside vigilance functionality where implemented requires a vigilance onboard functionality as described in 4.3.2.11.

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.

No.

Specific Case

Justification

Duration

1

Interdependence between axle distance and wheel diameter of vehicles operating in Germany is given in Annex A, Appendix 1 paragraph 2.1.5

Existing axle counter equipment, identified in the infrastructure register.

P

2

Maximum length of vehicle overhang (nose) operating in Poland and Belgium is given in Annex A, Appendix 1 paragraph 2.1.6

Existing geometry of track circuit equipment

T3

3

Minimum distances between first 5 axles of trains operating in Germany is given in Annex A, Appendix 1 paragraph 2.1.7

Relevant on lines with level crossing according to infrastructure register.

T3

4

Minimum distance between the first and last axle of a lone vehicle or trainset operating on France high speed lines and Belgium high speed TEN ‘L1’ only is given in Annex A, Appendix 1 paragraph 2.1.8

Existing track circuit equipment, identified in the infrastructure register.

France T3

Belgium T3

5

Minimum distance between the first and last axle of a lone vehicle or trainset operating in Belgium (except for high speed TEN ‘L1’) is given in Annex A, Appendix 1 paragraph 2.1.9

Existing track circuit equipment, identified in the infrastructure register.

T3

6

Minimum diameter of wheels of vehicles operating in France is given Annex A, Appendix 1 paragraph 2.2.2

Existing axle counter equipment, identified in the infrastructure register.

T3

7

Minimum height of flange for vehicles operating in Lithuania is given in Annex A, Appendix 1 paragraph 2.2.4.

The existing axle counter equipment allows wheels with lower height of flange to be detected (positive specific case for RS).

T3

8

Minimum axle load for vehicles operating on certain lines in Germany, Austria, and Belgium is given in Annex A, Appendix 1 paragraph 3.1.3

Germany:

Minimum axle load necessary to shunt certain track circuits is determined in a requirement of EBA (Eisenbahn-Bundesamt), relevant on some main lines in Germany in the area of former DR (Deutsche Reichsbahn) with 42 Hz and 100 Hz track circuits according to the infrastructure register. No renewal.

T3

Belgium:

The minimal axle load is 5 t on all lines in Belgium (except for high-speed

lines as already described in the specific case). This minimal load is required to :

1)

shunt the different track circuits used on our conventional network:

especially 50 Hz track circuits and track circuits with electrical-joints.

2)

to activate properly some kinds of treadle working with the weight of axles.

In Belgium, treadles are used in combination with track circuits to release itineraries.

No renewal.

Austria:

Minimum axle load necessary to shunt certain track circuits is determined in a requirement for safe function, relevant on some main lines in Austria with 100 Hz track circuits according to the

infrastructure register. No renewal.

9

Minimum mass of a lone vehicle or trainset operating on France high speed TEN lines and Belgium high speed TEN ‘L1’ lines is given in Annex A, Appendix 1 paragraph 3.1.4

Existing track circuit equipment

France T3

Belgium T3

10

Minimum mass of a lone vehicle or trainset operating in Belgium (except for high speed TEN ‘L1’) is given in Annex A, Appendix 1 paragraph 3.1.5

Existing track circuit equipment

T3

11

Minimum dimension of metal mass and approval conditions of vehicles operating in Germany and Poland are given in Annex A, Appendix paragraph 3.3.1

Relevant on lines with level crossing with detection loops according to infrastructure register.

Germany P

Poland P

12

Maximum reactance between running surfaces of a wheelset of vehicles operating in Poland is given in Annex A, Appendix 1 paragraph 3.5.2

Existing track circuit equipment

T3

13

Maximum reactance between running surfaces of a wheelset of vehicles operating in France is given in Annex A, Appendix 1 paragraph 3.5.3

Existing track circuit equipment

T3

14

Additional requirements on shunting parameters of a vehicle operating in Netherlands are given in Annex A, Appendix 1 paragraph 3.5.4

Existing low voltage track circuit equipment, identified in the infrastructure register.

T3

15

Minimum impedance between pantograph and wheels of vehicles operating in Belgium is given in Annex A, Appendix 1 paragraph 3.6.1

Existing Class B equipment

T3

16

Additional requirements regarding sanding for UK are give in Annex A, Appendix 1 paragraph 4.1.3

Only valid for Conventional rail

T3

17

The magnetic brake and eddy current brake is not permitted at the first bogie of a leading vehicle operating in Germany, defined in Annex A, Appendix 1 paragraph 5.2.3

Relevant on lines with level crossing according to infrastructure register.

T3

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.

(1)  Degraded mode: mode of operation in presence of faults, which has been anticipated in the design of the Control-Command subsystem

(2)  The safety requirements for ERTMS/ETCS level 3 still have to be established.

(3)  e. g. the feasibility of the external STM concept cannot be technically guaranteed or potential issues relating to the ownership of the intellectual property rights of the Class B systems prevent a timely development of an STM product.

(4)   31 December 2007.

(5)  Function classification: see section 4.

ANNEX A

LIST OF MANDATORY SPECIFICATIONS

Index N

Reference

Document Name

Version

1

UIC ETCS FRS

ERTMS/ETCS Functional Requirement Specification

4.29

2

99E 5362

ERTMS/ETCS Functional Statements

2.0.0

3

UNISIG SUBSET-023

Glossary of Terms and Abbreviations

2.0.0

4

UNISIG SUBSET-026

System Requirement Specification

2.2.2

5

UNISIG SUBSET-027

FFFIS Juridical Recorder-Downloading Tool

2.2.9

6

UNISIG SUBSET-033

FIS for Man-Machine Interface

2.0.0

7

UNISIG SUBSET-034

FIS for the Train Interface

2.0.0

8

UNISIG SUBSET-035

Specific Transmission Module FFFIS

2.1.1

9

UNISIG SUBSET-036

FFFIS for Eurobalise

2.3.0

10

UNISIG SUBSET-037

Euroradio FIS

2.3.0

11

Reserved 05E537

Off line key management FIS

 

12

UNISIG SUBSET-039

FIS for the RBC/RBC Handover

2.1.2

13

UNISIG SUBSET-040

Dimensioning and Engineering rules

2.0.0

14

UNISIG SUBSET-041

Performance Requirements for Interoperability

2.1.0

15

UNISIG SUBSET-108

Interoperability-related consolidation on TSI annex A documents (mainly SUBSET-026 v2.2.2)

1.0.0

16

UNISIG SUBSET-044

FFFIS for Euroloop sub-system

2.2.0 (1)

17

Intentionally Deleted

 

 

18

UNISIG SUBSET-046

Radio In-fill FFFS

2.0.0

19

UNISIG SUBSET-047

Track-side-Trainborne FIS for Radio In-Fill

2.0.0

20

UNISIG SUBSET-048

Trainborne FFFIS for Radio In-Fill

2.0.0

21

UNISIG SUBSET-049

Radio In-fill FIS with LEU/Interlocking

2.0.0

22

Intentionally deleted

 

 

23

UNISIG SUBSET-054

Assignment of Values to ETCS variables

2.0.0

24

Intentionally deleted

 

 

25

UNISIG SUBSET-056

STM FFFIS Safe Time Layer

2.2.0

26

UNISIG SUBSET-057

STM FFFIS Safe Link Layer

2.2.0

27

UNISIG SUBSET-091

Safety Requirements for the Technical Interoperability of ETCS in Levels 1 & 2

2.2.11

28

Reserved

Reliability — Availability Requirements

 

29

UNISIG SUBSET-102

Test specification for Interface ‘k’

1.0.0

30

Intentionally deleted

 

 

31

UNISIG SUBSET-094

UNISIG Functional Requirements for an On-board Reference Test Facility

2.0.0

32

EIRENE FRS

GSM-R Functional Requirements Specification

7

33

EIRENE SRS

GSM-R System Requirements Specification

15

34

A11T6001 12

(MORANE) Radio Transmission FFFIS for EuroRadio

12

35

ECC/DC(02)05

ECC Decision of 5 July 2002 on the designation and availability of frequency bands for railway purposes in the 876-880 and 921-925 MHz bands.

 

36a

Intentionally deleted

 

 

36b

Intentionally deleted

 

 

36c

UNISIG SUBSET-074-2

FFFIS STM Test cases document

1.0.0

37a

Intentionally deleted

 

 

37b

UNISIG SUBSET-076-5-2

Test cases related to features

2.2.2

37c

UNISIG SUBSET-076-6-3

Test sequences

2.0.0

37d

UNISIG SUBSET-076-7

Scope of the test specifications

1.0.0

37e

Intentionally deleted

 

 

38

Reserved

Marker boards

 

39

UNISIG SUBSET-092-1

ERTMS EuroRadio Conformance Requirements

2.2.5

40

UNISIG SUBSET-092-2

ERTMS EuroRadio Test cases Safety Layer

2.2.5

41

Reserved

UNISIG SUBSET 028

JRU Test Specification

 

42

Intentionally deleted

 

 

43

UNISIG SUBSET 085

Test Specification for Eurobalise FFFIS

2.1.2

44

Reserved

Odometry FIS

 

45

UNISIG SUBSET-101

Interface ‘K’ Specification

1.0.0

46

UNISIG SUBSET-100

Interface ‘G’ specification

1.0.1

47

Reserved

Safety Requirements and Requirements to Safety Analysis for Interoperability for the Control-Command and Signalling Sub-System

 

48

Reserved

Test specification for mobile equipment GSM-R

 

49

UNISIG SUBSET-059

Performance requirements for STM

2.1.1

50

Reserved

UNISIG SUBSET-103

Test specification for EUROLOOP

 

51

Reserved

Ergonomic aspects of the DMI

 

52

UNISIG SUBSET-058

FFFIS STM Application Layer

2.1.1

53

Reserved

AEIF-ETCS-Variables-Manual

AEIF-ETCS-Variables-Manual

 

54

Intentionally deleted

 

 

55

Reserved

Juridical recorder baseline requirements

 

56

Reserved

05E538

ERTMS Key Management Conformance Requirements

 

57

Reserved

UNISIG SUBSET-107

Requirements on pre-fitting of ERTMS on-board equipment

 

58

Reserved

UNISIG SUBSET-097

Requirements for RBC-RBC Safe Communication Interface

 

59

Reserved

UNISIG SUBSET-105

Requirements on pre-fitting of ERTMS track side equipment

 

60

Reserved

UNISIG SUBSET-104

ETCS version management

 

61

Reserved

GSM-R version management

 

62

Reserved

UNISIG SUBSET-099

RBC-RBC Test specification for Safe Communication Interface

 

63

Reserved

UNISIG SUBSET-098

RBC-RBC Safe Communication Interface

 

LIST OF MANDATORY EN STANDARDS

Index N

Reference

Document Name and comments

Version

A1

EN 50126

Railway applications — The specification and demonstration of reliability, availability, maintainability and safety (RAMS)

1999

A2

EN 50128

Railway applications — Communication, signalling and processing systems — Software for railway control and protection systems

2001

A3

EN 50129

Railway applications — Communication, signalling and processing systems — Safety related electronic systems for signalling

2003

A4

EN 50125-1

Railway applications — Environmental conditions for equipment — Part 1: equipment on board rolling stock

1999

A5

EN 50125-3

Railway applications — Environmental conditions for equipment — Part 3: equipment for signalling and telecommunications

2003

A6

EN 50121-3-2

Railway applications — Electromagnetic compatibility — Part 3-2: Rolling stock — Apparatus

2000

A7

EN 50121-4

Railway applications — Electromagnetic compatibility — Part 4: Emission and immunity of the signalling and telecommunications apparatus

2000

A8

EN 50238

Railway applications — Compatibility between rolling stock and train detection systems

2003

LIST OF INFORMATIVE SPECIFICATIONS

Note:

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.

Index N

Reference

Document Name

Version

Type

B1

EEIG 02S126

RAM requirements (chapter 2 only)

6

2 (index 28)

B2

EEIG 97S066

Environmental conditions

5

2 (index A5)

B3

UNISIG SUBSET-074-1

Methodology for testing FFFIS STM

1.0.0

2 (index 36)

B4

EEIG 97E267

ODOMETER FFFIS

5

1 (Index 44)

B5

O_2475

ERTMS GSM-R QoS Test Specification

1.0.0

2

B6

UNISIG SUBSET-038

Off-line Key Management FIS

2.1.9

1 (index 11)

B7

UNISIG SUBSET-074-3

FFFIS STM test specification traceability of test cases with Specific Transmission Module FFFIS

1.0.0

2 (Index 36)

B8

UNISIG SUBSET-074-4

FFFIS STM Test Specification Traceability of testing the packets specified in the FFFIS STM Application Layer

1.0.0

2 (Index 36)

B9

UNISIG SUBSET 076-0

ERTMS/ETCS Class 1, Test plan

2.2.3

2 (Index 37)

B10

UNISIG SUBSET 076-2

Methodology to prepare features

2.2.1

2 (Index 37)

B11

UNISIG SUBSET 076-3

Methodology of testing

2.2.1

2 (Index 37)

B12

UNISIG SUBSET 076-4-1

Test sequence generation: Methodology and Rules

1.0.0

2 (Index 37)

B13

UNISIG SUBSET 076-4-2

ERTMS ETCS Class 1 States for Test Sequences

1.0.0

2 (Index 37)

B14

UNISIG SUBSET 076-5-3

On-Board Data Dictionary

2.2.0

2 (Index 37)

B15

UNISIG SUBSET 076-5-4

SRS v.2.2.2 Traceability

2.2.2

2 (Index 37)

B16

UNISIG SUBSET 076-6-1

UNISIG test data base

2.2.2.

2 (Index 37)

B17

UNISIG SUBSET 076-6-4

Test Cases Coverage

2.0.0

2 (Index 37)

B18

Intentionally deleted

 

 

 

B19

UNISIG SUBSET 077

UNISIG Causal Analysis Process

2.2.2

2 (Index 27)

B20

UNISIG SUBSET 078

RBC interface: Failure modes and effects analysis

2.2.2

2 (Index 27)

B21

UNISIG SUBSET 079

MMI: Failure Modes and Effects Analysis

2.2.2

2 (Index 27)

B22

UNISIG SUBSET 080

TIU: Failure Modes and Effects Analysis

2.2.2

2 (Index 27)

B23

UNISIG SUBSET 081

Transmission system: Failure Modes and Effects Analysis

2.2.2

2 (Index 27)

B24

UNISIG SUBSET 088

ETCS Application Levels 1&2 -Safety Analysis

2.2.10

2 (Index 27)

B25

TS50459-1

Railway applications -European Rail Traffic Management System — Driver Machine Interface" part 1 — Ergonomic principles of ERTMS/ETCS/GSM-R Information

2005

2 (Index 51)

B26

TS50459-2

Railway applications — Communication, signalling and processing systems -European Rail Traffic Management System — Driver Machine Interface" part 2 — Ergonomic arrangements of ERTMS/ETCS Information

2005

2 (Index 51)

B27

TS50459-3

Railway applications — Communication, signalling and processing systems -European Rail Traffic Management System — Driver Machine Interface" part 3 — Ergonomic arrangements of ERTMS/GSM-R Information

2005

2 (Index 51)

B28

TS50459-4

Railway applications — Communication, signalling and processing systems -European Rail Traffic Management System — Driver Machine Interface" part 4 — Data entry for the ERTMS/ETCS/GSM-R systems

2005

2 (Index 51)

B29

TS50459-5

Railway applications — Communication, signalling and processing systems -European Rail Traffic Management System — Driver Machine Interface" part 5 — Symbols

2005

2 (Index 51)

B30

TS50459-6

Railway applications — Communication, signalling and processing systems -European Rail Traffic Management System — Driver Machine Interface" part 6 — Audible Information

2005

2 (Index 51)

B31

Reserved

EN50xxx

Railway applications -European Rail Traffic Management System — Driver Machine Interface" part 7 — Specific Transmission Modules

 

2 (Index 51)

B32

Reserved

Guideline for references

 

None

B33

EN 301 515

Global System for Mobile communication (GSM); Requirements for GSM operation in railways.

2.1.0

2 (Index 32, 33)

B34

05E466

Operational DMI information

1

1 (Index 51)

B35

Reserved

UNISIG SUBSET-069

ERTMS Key Management Conformance Requirements

 

1 (Index 56)

B36

04E117

ETCS/GSM-R Quality of Service user requirements — Operational Analysis

1

2 (Index 32)

B37

UNISIG SUBSET-093

GSM-R Interfaces — Class 1 requirements

2.3.0

1 (Index 32, 33)

B38

UNISIG SUBSET-107A

Requirements on pre-fitting of ERTMS on-board equipment

1.0.0

2 (Index 57)

B39

UNISIG SUBSET-076-5-1

ERTMS ETCS Class 1 Feature List

2.2.2

2 (Index 37)

B40

UNISIG SUBSET-076-6-7

Test Sequences Evaluation and Validation

1.0.0

2 (Index 37)

B41

UNISIG SUBSET-076-6-8

Generic train data for test Sequences

1.0.0

2 (Index 37)

B42

UNISIG SUBSET-076-6-10

Test Sequence Viewer (TSV)

2.10

2 (Index 37)

B43

04E083

Safety Requirements and Requirements to Safety Analysis for Interoperability for the Control-Command and Signalling Sub-System

1.0

1 (index 47)

B44

04E084

Justification Report for the Safety Requirements and Requirements to Safety Analysis for Interoperability for the Control-Command and Signalling Sub-System.

1.0

2 (Index B43)

(1)  

##

conditioned to CEPT approval of the frequency

APPENDIX 1

TRAIN DETECTION SYSTEMS CHARACTERISTICS NECESSARY TO BE COMPATIBLE WITH ROLLING STOCK

4.   GENERAL

4.1.

 Train detection systems shall be designed in such a way that they are able to detect in a safe and reliable way a vehicle with the limit values specified in this Appendix. Section 4.3 of TSI CCS ensures the conformity of TSI-compliant vehicles with the requirements of this Appendix.

4.2.

 The longitudinal vehicle dimensions are defined as:

ai  =

distance between following axles, where i = 1, 2, 3, …, n-1, where n is total number of axles of the vehicle

bx  =

longitudinal distance from first axle (b1) or last axle (b2) to the nearest end of the vehicle, i.e. nearest buffer/nose

L =

total length of the vehicle

Figure 1 shows an example for a three-axle twin-bogie vehicle (n=6).

Fig. 1.

Image 1

b1

a1

a2

a3

a4

a5

b2

L

4.3.

 The term wheelset shall apply to any pair of opposite wheels, even without common axle. Any references to wheelsets concern centre of wheels.

4.4.

 For definition of wheel dimensions the Figure 2 applies, where:

D =

wheel diameter

BR  =

width of the rim

Sd  =

thickness of the flange measured at the line 10mm above the running tread as given on Fig. 2

Sh  =

height of the flange

Other dimensions in Fig. 2 are not relevant in this TSI

4.5.

 The values quoted are absolute limit values including any measurement tolerances.

4.6.

 Infrastructure manager may permit less restrictive limits, which shall be stated in the Infrastructure register.

Fig. 2

Image 2

B R

70

S d

2

Q R

S h

Burr

10

D

Wear groove

Image 3

running tread

A R

S R

5.   VEHICLE GEOMETRY

5.1.   Axle distances

5.1.1.

 The distance ai (Fig. 1) shall not exceed 17 500 mm for existing lines, 20 000 mm for use on new lines.

5.1.2.

 About distance bx

The distance bx (Fig. 1) shall not exceed 4 200 mm, except if the Rolling Stock runs only on lines, the infrastructure register of which permits bx up to 5 000 mm.

Rolling Stock on which bx is more than 4 200 mm shall not run on lines, the infrastructure register of which does not permit bx more than 4 200 mm.

The Rolling stock register and its EC declaration of verification shall contain this indication.

On newly built sections of category I lines, the CCS train detection system shall permit rolling stock with bx up to 5 000 mm.

On other sections (upgraded or renewed category I lines on one hand, new or upgraded or renewed category II or III lines on the other hand), the CCS train detection system shall permit rolling stock with bx up to 4 200mm. Infrastructure Managers are recommended to try to permit also rolling stock with bx up to 5 000 mm.

The Infrastructure register shall contain the indication about the permitted value for bx.

5.1.3.

 The distance ai (Fig.1) shall not be less than:

ai = v x 7,2

where v is vehicle maximum speed in km/h and distance ai is in mm

if the vehicle maximum speed does not exceed 350 km/h; for higher speeds the limits will have to be defined when necessary.

5.1.4.

 The distance L —(b1 + b2) (Fig.1) shall not be less than 3 000 mm.

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

5.2.1.

 The dimension BR (Fig. 2) shall not be less than 133 mm

5.2.2.

 The dimension D (Fig. 2) shall not be less than:

—

330 mm if the vehicle maximum speed does not exceed 100 km/h

—

D = 150 + 1,8 x v [mm]

where v is vehicle maximum speed in km/h: 100 < v ≤ 250 km/h

—

D = 50 + 2,2 x v [mm]

where v is vehicle maximum speed in km/h: 250 < v ≤ 350 km/h for higher speeds the limits will have to be defined when necessary.

—

600 mm in the case of spoke wheels (spoke wheels of the design existing when the TSI enters in force only) if the vehicle maximum speed does not exceed 250 km/h.

—

Specific case France:

450 mm independently of a speed.

5.2.3.

 The dimension Sd (Fig. 2) shall not be less than

—

20 mm if the dimension D (Fig. 2) is more than 840 mm

—

27,5 mm if the dimension D (Fig. 2) is less or equal to 840 mm

The range of the dimension Sh (Fig. 2) shall be 27,5 — 36 mm.

—

Specific case Lithuania:

The dimension Sh (Fig. 2) shall not be less than 26,25 mm

6.   VEHICLE DESIGN

6.1.   Vehicle Mass

6.1.1.

 The axle load shall be at least 5 t unless the braking force of the vehicle is provided by brake blocks, in which case the axle load shall be at least 3,5 t for use on existing lines.

6.1.2.

 The axle load shall be at least 3,5 t for use on new or upgraded lines.

6.1.3.   Specific case Austria, Germany, and Belgium

The axle load shall be at least 5 t on certain lines specified in the infrastructure register.

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

6.2.1

 The space where only wheels and their parts (gearboxes, brake parts, sanding tube) or non-ferromagnetic components can be mounted are to be defined

– Open point –

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

6.4.1.

 The wheels shall have ferromagnetic characteristics.

6.5.   Impedance between wheels

6.5.1.

 Electrical resistance between the running surfaces of the opposite wheels of a wheelset shall not exceed:

—

0,01 Ohm for new or reassembled wheelsets

—

0,05 Ohm after overhaul of wheel sets

6.5.2.

 The resistance is measured by a measuring voltage that is between 1,8 VDC and 2,0 VDC (Open voltage)

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)

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. The Infrastructure Register identifies the lines to which these requirements apply.

– Open point –

6.6.   Vehicle impedance

6.6.1.

 The minimum impedance between pantograph and wheels of the rolling stock has to be :

—

more than 0,45 Ohm inductive at 75 Hz for 1 500 VDC traction systems

—

Specific case Belgium:

more than 1,0 Ohm inductive at 50 Hz for 3 kVDC traction systems

7.   ISOLATING EMISSIONS

7.1.   Use of Sanding Equipment

7.1.1.

 For improving braking and traction performances, it is permissible to apply sand on the tracks. The allowed amount of sand per sanding device within 30s is

—

for speeds of V < 140 km/h: 400 g + 100 g

—

for speeds of V ≥ 140 km/h: 650 g + 150 g

7.1.2.

 The number of active sanding devices shall not exceed the following:

—

For multiple units with distributed sanding devices: first and last car and intermediate cars with a minimum of 7 intermediate axles, between two sanding devices that are not sanded. It is permissible to couple such multiple units and to operate all sanding devices at the coupled ends.

—

For loco-hauled trains

—

For emergency and full service braking: all available sanding devices

—

In all other cases: a maximum of 4 sanding devices per rail

—

The sand shall have the following characteristics:

– Open point –

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

7.2.1.

 Conditions for use of composite brake blocks will have to be defined by a survey group by end 2005.

– Open point –

8.   ELECTROMAGNETIC INTERFERENCES

8.1.   Traction current

8.1.1.

 Limits and accompanying explanation in a separate document that is under preparation.

– Open point –

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 Infrastructure Register may forbid the use of magnetic brakes and eddy current brakes for an emergency brake application.

8.2.2.

 If stated in the Infrastructure Register 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 defined in the Infrastructure Register.

8.3.   Electric, magnetic, electromagnetic fields

8.3.1.   – Open point –.

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

(2)

Train detection systems installed on the lines with a gauge 1520/1524 mm have to have characteristics listed above except of those listed in this Chapter.

(3)

The distance ai shall not exceed 19 000 mm.

(4)

The dimension BR shall not be less than 130 mm.

(5)

Electrical resistance between the running surfaces of the opposite wheels of a wheel-set shall not exceed 0,06 Ohm.

(6)

The number of active sanding devices in loco-hauled trains shall not exceed 6 sanding devices per rail.

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

—

has a temperature related to the axle bearing temperature and

—

is completely visible for vertical trackside scanning.

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.

5.   ALARM-TYPES AND -LIMITS

The HABD shall build the following alarm-types:

—

hot-alarm

—

warm-alarm

—

difference-alarm or other type of alarm

According to annex C

—

the values for alarm limits have to be stated in the infrastructure register,

—

the corresponding rolling stock side axle box surface temperatures have to be stated in the rolling stock register.

In case future track-side equipment is able to safely identify the train according to its temperature limits, a automatic adjustment of the alarm limits could be performed.

6.   SPECIFICATION

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

Figure a)

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

Image 4

Text of image

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.

Railway undertakings needing to install one or more of these systems on their trains shall refer to the appropriate Member State. Annex C manages the corresponding geographical distribution of each system, requiring for each line a Register of Infrastructure describing the equipment type and the associated operational arrangements. By means of the Register of Infrastructure the infrastructure manager ensures the coherence between the Control-Command Track-side Assembly and the rulebook under his authority.

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:

—

coded TC's of alternating current (AC) with frequency of 50 (1), 75 or 25 Hz; or

—

continuous TC's, which ensure switching-on coding mode towards an approaching train depending on the train direction:

—

TC's with frequency of 50, 75 or 25 Hz of AC for continuous mode and with frequency of 50, 75 or 25 Hz for coding mode;

—

DC TC's.

Stations are equipped with:

—

continuous TC's which ensure switching-on coding mode towards an approaching train depending on the train direction:

—

TC's with frequency of 50, 75, 25 Hz or audio-frequency of AC for continuous mode and with frequency of 50, 75 and 25 Hz for coding mode; or

—

DC TC's.

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:

—

Data transmission to train:

—

50, 25 or 75 Hz Carrier frequency

—

Numerical code

—

Minimal coding current in rails for ALSN operation is 1,2 A

—

4 on-board signal aspects (3 codes and code absence)

—

Information available on-board (outside the ALSN): actual speed, length of passed route.

—

Display to driver:

—

Aspect of on-board signal, corresponding to receive code

—

Sound announcement in case of code change to more restrictive one

—

Supervision:

—

Acknowledgement of a more restrictive by driver within 15 seconds

—

Continuous speed supervision after passing the STOP field-side signal.

—

Acknowledgement of code absence each 40 — 90 seconds.

—

Reaction:

The emergency brake is called in the case of:

—

Passing the field-side signal with STOP aspect,

—

Over-speed the value, allowed for actual signal aspect,

—

Warning (sound announcement) is not acknowledged by the driver.

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:

—

9 frequencies

Range: 55 kHz to 115 kHz

—

3 different train categories can be selected on-board

—

Supervision:

—

Acknowledgement of restrictive signal by driver within 3 seconds.

—

Continuous speed supervision (160 km/hr or 180 km/hr) after passing restrictive signal.

—

Speed check (60 km/hr, 50 km/hr or 35 km/hr depending on train type) after passing a transponder 300 m in rear of signal.

—

Train trip at signal at danger

—

Line speed.

—

Reaction:

The emergency brake is called if any supervision is violated. The emergency brake can be released at standstill.

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:

—

Data transmission to trains:

—

75 Hz Carrier frequency

—

AM modulated speed codes

—

6 speed codes (40, 60,80,130,140) km/hr

—

1 exit code

—

No train characteristics on board (Speed code from wayside)

—

Display to driver:

—

Speed corresponding to speed code

—

Gong in case of code change

—

Bell in case the system requests brake application

—

Supervision:

—

Speed (continuous)

—

Reaction: The emergency brake is called in the case of overspeed and the driver does not react to an acoustic warning.

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:

—

Data transmission to trains:

—

100 kHz +/- 10 kHz (FSK)

—

25 kbit/sec

—

119 useful bits per Telegram

—

Train characteristics as input by the driver

—

Train length

—

Maximum train speed

—

Train braking characteristics

—

Displays to the driver:

—

Maximum line speed

—

Target speed

—

Target distance

—

Braking curve

—

Supervision:

—

Line speed

—

Speed restrictions

—

Stopping point

—

Dynamic brake profile

—

Reaction:

—

Optical pre warning

—

Acoustic warning

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:

—

Energising balises:

—

27,115 MHz

—

Amplitude modulation for clock pulses

—

50 kHz pulse frequency

—

Data transmission to trains:

—

4,5 MHz

—

50 kb/s

—

180 useful for total 256 bits

—

Linking:

—

All permanent balises are linked

—

Temporary balises may not be linked

—

Train characteristics are input by the driver:

—

Maximum train speed

—

Train braking characteristics

—

Train length

—

Train weight

—

Possibility to use higher speeds in curves

—

Train specific properties (e.g. retardation because of heavy axle load)

—

Surface conditions

—

Displays to the driver:

—

By speedometer:

—

permitted speed

—

target speed

—

By numeric display:

—

distance to target point

—

By alphanumeric display with audible warning:

—

over speed –alarm

—

brake –alarm

—

brake more -alarm

—

ATP breaking

—

brake release permitted

—

passing signal with stop –aspect

—

next signal ‘expect danger’ and supervision speed to the signal

—

target point beyond 2-3 blocks

—

switch as target point

—

speed restriction as target point

—

reserved track

—

faults in way side or vehicle equipment

—

can be checked from system: e. g. retardation, brake-pipe pressure, speed, information received from last balises

—

Supervisions:

General: All information about signals, switches and speed limitations is transferred to 2 400 or 3 600 m (depends on maximum line speed) distance from target point. System calculates brake curves to every target point and indicates the most restrictive information to driver:

—

Maximum line speed or maximum train speed

—

‘Expect danger’ beyond 2-3 blocks

—

Supervision speed at signal with stop aspect

—

Speed restriction

—

Speed restriction in curves for traditional train and train with tilting body

—

Train specific restrictions

—

Speed restrictions in switches

—

Speed after switch

—

Authorised passing of signal at stop, 50 km/h supervised until next main signal

—

Speed after balise fault

—

Other functions:

—

Shunting

—

Roll away protection

—

Slip compensation

—

Reaction:

—

Supervision of speed limit: audible warning at 3 km/h over-speed (higher speeds: at 5 km/h over-speed), service brake 5 km/h after warning.

—

Supervision of target point: System calculates brake curves which functions are audible prompt to apply brake, continuous audible prompt to apply more brake and service brake by system. Driver can release the service brake when speed is within limits. System will brake sufficiently regardless of driver action.

—

Emergency brake applied by system if permitted speed exceeded by 15 km/h, by passing emergency brake curve or service brake is out of order. Emergency brake can be released after train has stopped.

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:

—

Data transmission to trains:

—

50 Hz carrier frequency

—

AM modulated speed codes

—

5 speed codes

—

178 Hz carrier frequency

—

AM modulated speed codes

—

4 additional speed codes

—

Two possible train categories on board (Speed code from wayside)

—

Display to driver:

—

Speed corresponding to speed code

—

Signal aspect (1 out of 10)

—

Supervision:

—

Speed (continuous)

—

Stopping point

—

Reaction: Emergency brake in case of overspeed

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)

—

83 1/3 Hz carrier frequency.

—

pulsed square wave codes 50, 75, 120, 180, 270 and 420 CPM. Translated by ATP as 29 kph, 30 kph, 50kph, 50kph, 75kph, 100kph. Translated by CAWS as Yellow, Green, Yellow, Green, Double Yellow, Green.

—

Permitted speeds are also based on signal aspect being displayed. Speeds limit is reduced to zero in steps approaching a red signal.

Main Characteristics: (Outside Dublin Suburban Electrified Area)

—

50 Hz carrier frequency

—

3 pulsed square wave codes 50, 120 and 180 CPM. Translated by CAWS as Yellow, Double Yellow, Green.

Automatic Train Protection.

—

Display to driver:

—

Current permitted speed. Continuously updated to reflect changes in signal aspects ahead.

—

Continuous audible tone to indicated overspeed.

—

Momentary tone to indicate increase in permitted speed.

—

Intermittent tone to indicate Running Release selected

—

Test function when stationary.

—

Characteristics input by driver:

—

Running Release to permit movement in sidings and up to Red signals.

—

Supervision:

—

Continuous speed monitoring.

—

Reaction:

—

If the permitted speed is exceeded or a lower speed code is received, a service brake application occurs until the permitted speed is achieved and the driver has acknowledged the overspeed by moving the power controller into coast or brake. Failure to do so maintains the brake application.

Continuous Automatic Warning System.

—

Display to driver:

—

Aspect in lineside signal last passed until about 350 meters from signal ahead then aspect of signal ahead. Continuously updated to reflect changes in signal aspects ahead.

—

Continuous audible tone to indicate more restrictive aspect indication received until acknowledged.

—

Momentary audible ‘warble’ to indicate less restrictive aspect received.

—

Test function when stationary.

—

Carrier selected.

—

Characteristics input by driver:

—

Carrier frequency.

—

Disable red aspect display when outside coded track circuit areas.

—

Supervision:

—

Acknowledgement of change to more restrictive aspect. Once acknowledged no supervision of train until another change to more restrictive aspect.

—

Reaction:

—

The driver must acknowledge a change to a more restrictive signal aspect within seven seconds otherwise an emergency brake application occurs for one minute. This is not recoverable until the time has expired. Train should be at a stand within one minute.

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:

—

DC powered bar (± 20 V)

—

No train characteristics on-board.

—

Supervision:

Acknowledgement by driver

—

Reaction:

The emergency brake is called if the warning is not acknowledged. The emergency brake can be released after standstill.

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:

—

Energising Balises:

—

27,115 MHz

—

Amplitude modulation for clock pulses

—

50 kHz pulse frequency

—

Data transmission to trains:

—

4,5 MHz

—

50 kb/s

—

12 useful bits of total 32 bits

—

Linking

—

Signals are linked

—

Boards, e.g. warning and speed boards are not necessarily linked, 50 % unlinked balises are acceptable for fail safety

—

Train characteristics can be input by the driver:

—

Maximum train speed

—

Train length

—

Train braking characteristics

—

Specific properties of train for either allowing over-speeding or enforcing slow driving on specific sections

—

Surface conditions

—

Displays to the driver:

—

Maximum line speed

—

Target speed

—

Advanced information on secondary targets for distance-to-go signalling or speed step signalling, 5 blocks may be supervised

—

Speed restrictions beyond first signal.

—

Time to service brake intervention, 3 warnings

—

Faults in way side or vehicle equipment

—

Value of last retardation

—

Brake pipe pressure and current speed

—

Information in last passed balise

—

Auxiliary information

—

Supervision:

—

Line speed, depending on over-speeding track capability and vehicle performance or enforcement of low speed for specific trains

—

Multiple targets including signal information without optical signals

—

Permanent, temporary and emergency speed restrictions may be implemented with unlinked balises

—

Stopping point

—

Dynamic brake profile

—

Level crossing and land slide detector status

—

Shunting

—

Roll away protection

—

Slip compensation

—

Authorised passing signal at stop, 40 km/h is supervised until the next main signal

—

Reaction:

Audible warning when >5 km/h, service brake when >10 km/h over-speed. The service brake can be released by the driver when speed is within limits. Ebicab will brake sufficiently regardless of driver action. The emergency brake is only used in a real emergency e.g. where service braking is not sufficient. Release of emergency brake can occur when train is stationary.

—

Implemented options

—

Radio block system with ‘ETCS Level 3 like’ functionality

—

Train to track communication

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:

—

Energising Balises:

—

27 MHz

—

Amplitude modulation for clock pulses

—

50 kHz pulse frequency

—

Data transmission to trains:

—

4,5 MHz

—

50 kb/s

—

255 bits

—

Linking:

—

Signals are linked

—

Boards, e.g. warning and speed boards are not necessarily linked, 50 % unlinked balises are acceptable for fail safety

—

Train characteristics can be input by the driver:

—

Train identification

—

Maximum train speed

—

Train length

—

Train braking characteristics

—

Train speed type (only if the train speed is in 140-300)

—

Train pressurisation

—

Displays to the driver:

—

Limit speed

—

Target speed

—

Overspeed

—

Efficacy

—

ASFA Alarm

—

Brake rearmament

—

Running past allowed

—

END

—

Audible warning

—

Braking pre-warning

—

Red Indicator

—

Alphanumeric display

—

Supervision:

—

Line speed, depending on over-speeding track capability and vehicle performance or enforcement of low speed for specific trains

—

Multiple targets including signal information without optical signals

—

Permanent, temporary and emergency speed restrictions may be implemented with unlinked balises

—

Stopping point

—

Dynamic brake profile

—

Level crossing and land slide detector status

—

Shunting

—

Roll away protection

—

Slip compensation

—

Authorised passing signal at stop, 40 km/h is supervised until the next main signal

—

Reaction:

Audible warning when >3 km/h, service brake when >5 km/h over-speed. The service brake can be released by the driver when speed is within limits. Ebicab will brake sufficiently regardless of driver action.

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:

—

Data transmission track to trains:

—

75 Hz carrier frequency

—

Amplitude modulated codes (100 %)

—

7 codes (6 speed codes)