Draft TSI - Command, Control, Signalling

01/16-ST02EN07 CCS
24.11.2004
01/16-ST01 part 2
version
EN07
TSI-CCS
origin
EN
24.11.2004
Status
NA
Directive 2001/16 - Interoperability of the trans-European

conventional rail system
Draft Technical Specification for Interoperability
"Control-Command and Signalling" Sub-System
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Table of content
1.
INTRODUCTION......................................................................................................................... 25
1.1
1.2
1.3
2.
TECHNICAL SCOPE................................................................................................................. 25
GEOGRAPHICAL SCOPE.......................................................................................................... 25
CONTENT OF THIS TSI........................................................................................................... 25
SUBSYSTEM DEFINITION AND SCOPE...................................................................................27

2.1
GENERAL.............................................................................................................................. 27
2.2
OVERVIEW............................................................................................................................ 27
2.2.1 Interoperability................................................................................................................ 27
2.2.2 Classes of Control-Command Systems..........................................................................27
2.2.3 Levels of Application....................................................................................................... 28
2.2.4 Infrastructure Network Borders.......................................................................................28
3.
THE ESSENTIAL REQUIREMENTS OF THE CONTROL-COMMAND SUBSYSTEM...............29

3.1
GENERAL.............................................................................................................................. 29
3.2
SPECIFIC ASPECTS FOR THE CONTROL-COMMAND SUBSYSTEM...............................................29
3.2.1 Safety............................................................................................................................. 29
3.2.2 Reliability and Availability................................................................................................ 29
3.2.3 Health........................................................................................................................... 210
3.2.4 Environmental Protection.............................................................................................. 210
3.2.5 Technical Compatibility................................................................................................. 210
4.
CHARACTERISATION OF THE SUBSYSTEM.........................................................................212

4.1
INTRODUCTION.................................................................................................................... 212
4.2
FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE SUBSYSTEM........................................213
4.2.1 Control-Command safety characteristics relevant to interoperability............................213
4.2.2 On-board ETCS functionality........................................................................................213
4.2.3 Track-side ETCS functionality.......................................................................................215
4.2.4 EIRENE functions......................................................................................................... 215
4.2.5 ETCS and EIRENE air gap interfaces..........................................................................215
4.2.6 On-Board Interfaces Internal to Control-Command......................................................216
4.2.7 Trackside Interfaces Internal to Control-Command.......................................................216
4.2.8 Key Management.......................................................................................................... 217
4.2.9 ETCS-ID Management................................................................................................. 217
4.2.10
HABD (Hot axle box detector)..................................................................................218
4.2.11
Compatibility with Track-side Train Detection Systems............................................218
4.2.12
Electromagnetic Compatibility..................................................................................219
4.2.13
ETCS DMI (Driver Machine Interface)......................................................................220
4.2.14
EIRENE DMI (Driver Machine Interface)..................................................................220
4.2.15
Interface to Data Recording for Regulatory Purposes..............................................220
4.2.16
Visibility of track-side Control-Command objects......................................................220
4.3
FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE INTERFACES TO OTHER SUBSYSTEMS.. .221
4.3.1 Interface to the Subsystem Traffic Operation and Management...................................221
4.3.2 Interface to the Subsystem Rolling Stock.....................................................................223
4.3.3 Interfaces to Subsystem Infrastructure.........................................................................226
4.3.4 Interfaces to Subsystem Energy...................................................................................227
4.4
OPERATING RULES............................................................................................................... 227
4.5
MAINTENANCE RULES.......................................................................................................... 227
4.5.1 Responsibility of manufacturer of equipment................................................................227
4.5.2 Responsibility of contracting entities.............................................................................228
4.5.3 Responsibility of infrastructure manager or railway undertaking...................................228
4.5.4 Maintenance plan......................................................................................................... 228
4.6
PROFESSIONAL QUALIFICATIONS........................................................................................... 229
4.7
HEALTH AND SAFETY CONDITIONS......................................................................................... 229
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4.8
5.
INFRASTRUCTURE AND ROLLING STOCK REGISTERS..............................................................229
INTEROPERABILITY CONSTITUENTS...................................................................................230
5.1
DEFINITIONS........................................................................................................................ 230
5.2
LIST OF INTEROPERABILITY CONSTITUENTS...........................................................................230
5.2.1 Basic interoperability constituents.................................................................................230
5.2.2 Grouping of interoperability constituents.......................................................................230
5.3
CONSTITUENTS PERFORMANCES AND SPECIFICATIONS...........................................................231
6.
ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS
AND VERIFICATION OF THE SUBSYSTEM....................................................................................248
6.0 INTRODUCTION........................................................................................................................... 248
6.1
INTEROPERABILITY CONSTITUENTS.......................................................................................248
6.1.1 Assessment procedures...............................................................................................248
6.1.2 Modules........................................................................................................................ 249
6.2
CONTROL-COMMAND SUBSYSTEM........................................................................................ 251
6.2.1 Assessment procedures...............................................................................................251
6.2.2 Modules........................................................................................................................ 254
7.
IMPLEMENTATION OF THE TSI CONTROL-COMMAND........................................................266

7.1
GENERAL............................................................................................................................ 266
7.2
SPECIFIC ISSUES OF IMPLEMENTATION OF THE TSI CONTROL-COMMAND................................266
7.2.1 General migration criteria.............................................................................................266
7.2.2 Timing Criteria.............................................................................................................. 270
7.2.3 Implementation: Infrastructure (stationary equipment)..................................................279
7.2.4 Implementation: Rolling Stock (on-board equipment)...................................................281
7.2.5 Particular Migration Paths............................................................................................. 283
7.2.6 Conditions under which optional functions are required...............................................283
7.3
MANAGEMENT OF CHANGE.................................................................................................. 284
7.3.1 Introduction................................................................................................................... 284
7.3.2 Baselining..................................................................................................................... 284
7.3.3 The ERTMS consolidation phase.................................................................................286
7.3.4 Baseline release........................................................................................................... 286
7.3.5 Deployment of New Baselines......................................................................................287
7.3.6 Change Management Process The Requirements....................................................287
7.3.7 Configuration Management Plan The Requirements.................................................288
7.3.8 Governance.................................................................................................................. 288
7.4
SPECIFIC CASES................................................................................................................. 289
7.4.1 Introduction................................................................................................................... 289
7.4.2 List of specific cases..................................................................................................... 290
7.5
TRANSITIONAL PROVISIONS.................................................................................................. 292
ANNEX A........................................................................................................................................... 293

ANNEX A - APPENDIX 1................................................................................................................... 297
ANNEX A - APPENDIX 2................................................................................................................. 2104
ANNEX B......................................................................................................................................... 2105
ANNEX C......................................................................................................................................... 2185
GENERAL REQUIREMENTS............................................................................................................... 2185
REGISTER OF INFRASTRUCTURE...................................................................................................... 2185
REGISTER OF ROLLING STOCK........................................................................................................ 2186
LISTS OF SPECIFIC CHARACTERISTICS AND REQUIREMENTS...............................................................2186
ANNEX D......................................................................................................................................... 2193
ANNEX E......................................................................................................................................... 2195
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ANNEX F.......................................................................................................................................... 2232

ANNEX G......................................................................................................................................... 2235
ANNEX H......................................................................................................................................... 2237
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1.
INTRODUCTION
1.1
Technical scope
This TSI concerns the Control-Command and Signalling Subsystem, shown in the list in point 1 of
Annex II to Directive 2001/16/EC. It is referred to in this document as Control-Command
Subsystem.
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 conventional rail system as described in
Annex I to Directive 2001/16/EC.
1.3
Content of this TSI
In accordance with Article 5(3) of Directive 2001/16/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--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--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 conventional 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,
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as well as for the implementation of the TSI Chapter 4 (Characterisation of the

Subsystem).
Moreover, in accordance with Article 5(5) of Directive 2001/16/EC, provision may be made for
specific cases for each TSI; these are indicated in Chapter 7 (Implementation of the TSI ControlCommand).
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).
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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 ControlCommand 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 conventional 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 conditions.
2.
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 conventional 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 Figure 8 in 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 conventional
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 and radio communication
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 2001/16/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,
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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 STMs 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

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 onboard, 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 Onboard 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 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.
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3.
THE
ESSENTIAL
SUBSYSTEM
3.1
REQUIREMENTS
OF
THE
CONTROL-COMMAND
General
The Interoperability Directive 2001/16/EC Article 4(1) requires that the trans-European
conventional 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
conventional 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 ControlCommand 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, the global safety objective for the Subsystem is apportioned between the onboard 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 conventional 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).
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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 ControlCommand 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:
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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
3.2.5.1.1
Engineering Compatibility
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
conventional network. For the interfaces to rolling stock see section 4.3.2.5 (Physical
environmental conditions) and for the interfaces to infrastructure see section 4.3.3.3 (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 conventional 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), for the interfaces to
infrastructure see section 4.3.3.4 (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 high-speed 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.
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4.
CHARACTERISATION OF THE SUBSYSTEM
4.1
Introduction
The trans-European conventional rail system, to which the Directive 2001/16/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--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.
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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 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 21 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. These
1
The safety requirements for ERTMS/ETCS Level 3 still have to be established.
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functions shall be implemented in accordance with Annex A, index 1, 2, 4, 13, 23, 24, 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 15, 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 STMs. See Annex A, index 8, 25, 26, 36, 52. This function
includes:
Managing the STMs 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 failure mode support. This function includes:
Initialising the On-board ETCS functionality
Providing failure mode support.
Isolation of the On-board ETCS functionality.
Support data recording for regulatory purposes. See Annex A, index 5, 41, 55.
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The vigilance function. See Annex A, index 42. Implementation may be:
outside the ERTMS/ETCS On-board, interoperability constituent (see Chapter 5),

with an optional interface to the ERTMS/ETCS On-board, or
inside the ERTMS/ETCS On-board.
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,
23, 24, 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.
4.2.4 EIRENE functions

This Basic Parameter describes the EIRENE voice and data communication functions:
Driver call related functions
Operational radio functions
Data communication
These functions shall be implemented in accordance with the technical specifications indicated in
Annex A, index 32, 33 and 48 and their performance shall conform to Annex A index 54.
4.2.5 ETCS and EIRENE air gap interfaces

The complete specification of these interfaces consists of two parts:
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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 systems.
The interface between the On-board ETCS functionality and the STMs for Class B systems is
defined in Annex A, index 4, 8, 25, 26. Annex A, Index 45 specifies the K interface. Implementation
of the K interface is optional but if done, must be in accordance with Annex A, index 45.
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, 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).
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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.
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, 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-fittingof 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,
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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.
4.2.9 ETCS-ID Management

This Basic Parameter concerns the unique ETCS-identities for equipment in track-side and onboard 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.
4.2.10HABD (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.
4.2.11Compatibility with Track-side Train Detection Systems

This Basic Parameter describes the characteristics of Track-side train detection systems that are
necessary to be activated by Rolling Stock which conforms to the Rolling Stock TSI.
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 are defined in TSI Rolling Stock HS and TSI Rolling Stock Freight
wagons in the sections given in the table, and will be included in future Rolling Stock TSIs.
Parameter
Appendix
1 TSI
ControlCommand
TSI
TSI
Rolling
Rolling
Stock HS Stock
Freight
Wagons
Axle distances
2.1 incl.
Not yet
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4.2.3.2
TSI
Rolling
Stock
Traction
Units
locos,E
MUs,DM
Us- and
coaches
?
TSI
Operati
ons
and
Traffic
Manage
ment
(HS)
TSI
Operati
ons
and
Traffic
Manage
ment
(CR)
-
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Parameter
Wheel geometry
Vehicle Mass (Minimum
axle load)
Metal-free space around
wheels
Metal-mass of vehicle
Appendix
1 TSI
ControlCommand
2.2 incl.
Fig. 7
3.1
3.2
3.3
Wheel material
3.4
Impedance between
wheels
Vehicle impedance
3.5
3.6
Use of Sanding Equipment 4.1

Use of composite brake
blocks
Traction current
4.2
Use of electric/magnetic
brakes
5.2
Electric, magnetic,
electromagnetic fields
5.3
5.1
TSI
TSI
Rolling
Rolling
Stock HS Stock
Freight
Wagons
TSI
Rolling
Stock
Traction
Units
locos,E
MUs,DM
Us- and
coaches
TSI
Operati
ons
and
Traffic
Manage
ment
(HS)
TSI
Operati
ons
and
Traffic
Manage
ment
(CR)
specified
4.2.10
5.4.2.3
4.1.2
4.2.3.2
Not yet
specified
Not yet
specified
Not yet
specified
4.2.10e
Chapter
62
Open
point
5.4.2.3
4.2.3.3.1
Not yet
specified
Not yet
specified
Non
Non
Not yet
specified
Not yet
specified
4.1.5,
4.2.15,
4.3.6
4.1.9
Open
point
Non
Not yet
address
ed
-
Non
Non
4.2.12Electromagnetic 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.
This requirement shall be respected as RS design parameter and for RS sub system
assessment.
3 Different level of specification:Shall be part of driver training and route knowledge.
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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 trackside Control-Command equipment. It includes the description for measuring the values.
Track-side train detection systems shall have the characteristics necessary to be compatible with
Rolling Stock that conforms to the Rolling Stock TSI.
Annex A, Appendix 1 specifies the train detection systems characteristics necessary to be
compatible with Rolling Stock. These characteristics will be included in the Rolling Stock TSIs.
4.2.13ETCS 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
4.2.14EIRENE 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
4.2.15Interface 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, 41, 55.
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4.2.16Visibility of track-side Control-Command objects

This Basic Parameter describes:
The characteristics of retro-reflecting signs.
Drivers External Field of View. Track-side Control-Command objects that need to be

observed by the driver must be sited taking into account the drivers external field of view
as defined in the TSI Traffic Operations and Management.
4.3
Functional and technical specifications of the interfaces to other

Subsystems
4.3.1 Interface to the Subsystem Traffic Operation and Management

All references to the TSI OPE CR are open points and remain to be confirmed, when this TSI will
be approved.
4.3.1.1
Operating Rules
The European conventional network will be subject to some unified operational requirements,
which will be described in the CR TSI Traffic operation and management (see also section 4.4
Operating rules of CCS TSI).
TSI OPE CR: section 4.4 (to be confirmed)
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 systems are defined by the
appropriate Member State (see Annex B).
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 systems are
defined by the appropriate Member State (see Annex B).
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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 ControlCommand 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 systems are
TSI OPE CR: section 4.2.3.5 (to be confirmed)
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 TSIs shall define the method of determining the
braking performance of vehicles.
This interface is relevant to Class A system. Equivalent requirements for Class B systems are
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).
4.3.1.7
Key Management
This interface refers to the operational requirements for Key Management. The Control-Command
Basic Parameter is described in section 4.2.8 (Key Management).
This interface is relevant to Class A system.
TSI OPE CR: To be confirmed
4.3.1.8
Hot Axle Box Detectors
This interface refers to the operational requirements for hot axle box detectors. The ControlCommand Basic Parameter is described in section 4.2.10 (HABD (Hot axle box detector)).
TSI OPE CR: section 4.2.3.5.1 (to be confirmed)
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4.3.1.9
Driver Vigilance
This interface refers to the operational requirements for driver vigilance. The Control-Command
Basic Parameter is described in section 4.2.2 (On-board ETCS functionality).
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 (Compatibility with Track-side Train Detection Systems).
TSI OPE CR: Presently not addressed in OPE TSI because level of detail is different: to be
confirmed
4.3.1.11
Drivers External Field of View
This interface refers to the drivers 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).
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 activated by
Rolling Stock which conforms to the Rolling Stock TSI. The Control-Command Basic Parameter
and the references to the relevant Rolling Stock TSIs are described in section 4.2.11 (Compatibility
with Track-side Train Detection Systems).
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 4.1.9
TSI Rolling Stock Traction Units and coaches
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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 TSIs 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.
TSI Rolling Stock Freight Wagons: Section 4.2.4.1.2
TSI Rolling Stock HS: Section 4.1.5, 4.3.7, 4.3.9
TSI Rolling Stock Traction Units and coaches:
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).
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: Annex 0, 0.5, section 4.2.4
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.
TSI Rolling Stock Freight Wagons not concerned
4.3.2.6
Electromagnetic Compatibility
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 conventional network, the
electromagnetic conditions expected on the train shall be defined in accordance with Annex A,
index A6. For Eurobalise communication system specific provisions in Annex A, index 9 apply.
Requirements for Class B systems are defined by the appropriate Member State (see Annex B).
TSI Rolling Stock HS:
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4.3.2.7
Isolation of On-Board ETCS functionality
This interface refers to the isolation of the On-board ETCS functionality. 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 sub systems are
defined by the responsible Member States (see Annex B).
TSI Rolling Stock HS: Section 4.2.4 (to be added in)
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.
TSI Rolling Stock HS: Section 4.2.4, 4.3.13
TSI Rolling Stock Freight Wagons are not concerned for ETCS level 1 and level 2.
The interface requirements between the radio communications and the Rolling Stock Subsystem
are specified in Annex A, index 33.
The respective corresponding specification is laid down in
TSI Rolling Stock Freight Wagons: not concerned.
TSI Rolling Stock HS: Section
4.3.2.9
Hot Axle Box Detectors
This interface refers to the technical requirements for hot axle box detectors. The ControlCommand Basic Parameter is described in section 4.2.10 (HABD (Hot axle box detector)).
The respective corresponding specification is laid down in
TSI Rolling Stock Freight Wagons: Section 4.2.3.3.2
TSI Rolling Stock HS: Section 4.2.11, 4.3.13
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
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Control-Command requirements are described in section 4.2.16 (Visibility of track-side ControlCommand objects).
TSI Rolling Stock HS: Section: 4.2.20
4.3.2.11 Driver Vigilance

This interface refers to the technical requirements for driver vigilance. The Control-Command Basic
Parameter is described in section 4.2.2 (On-board ETCS functionality).
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 TSIs 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).
defined by the appropriate Member State (see Annex B).TSI Rolling Stock HS: Section 4.2.4
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).
TSI Rolling Stock HS: section 4.3.13
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 4.2.4
4.3.3 Interfaces to Subsystem Infrastructure
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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).
TSI Infrastructure: a reference to CCS TSI will be included in future TSI so that CCS requirements
can be respected by Infrastructure.
4.3.3.2
Track-side Antennae
Track-side subsystems antennae 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).
TSI Infrastructure: tbd relative to the gauge
4.3.3.3
Physical environmental conditions
The climatic and physical environmental conditions expected in the infrastructure shall be indicated
in the Infrastructure Register, by reference to Annex A, index A5.
4.3.3.4
The electromagnetic conditions expected in the infrastructure shall be defined by reference to

Annex A, index A7. For the Eurobalise communication system the specific provisions in Annex A,
Index 9 apply. A Control Command on-board assembly complying with Annex A, index A6 and the
specific requirements for Eurobalise in Annex A, index 9 shall be considered compliant with the
relevant essential requirements.
4.3.4 Interfaces to Subsystem Energy

4.3.4.1
The electromagnetic conditions expected from the fixed installations shall be defined by reference
to Annex A, index A7. For the Eurobalise communication system the specific provisions in
Annex A, Index 9 apply. A Control Command on-board assembly complying with Annex A, index A6
and the specific requirements for Eurobalise in Annex A, index 9 shall be considered compliant
with the relevant essential requirements.
4.4
Operating rules
The operating rules specific to the Control-Command Subsystem 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
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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
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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 competence of maintenance staff, with reference to

the risks for health and safety.
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 manaufacturer of equipment information on safety-critical

defects and frequent system failures.
4.6
Professional qualifications
The professional qualifications required for the operation of the Control Command subsystem are
covered by the TSI Traffic Operation and Management.
The competence requirements 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.
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 conventional rail infrastructure and rolling stock register content with
regard to the Control-Command Assemblies are specified in Annex C (line specific and train
specific characteristics).
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5.
INTEROPERABILITY CONSTITUENTS
5.1
Definitions
According to Article 2(d) of Directive 2001/16/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 conventional rail system depends directly or
indirectly. The concept of a constituent covers both tangible objects and intangible objects such as
software.
As described in Chapter 2, the Control-Command Subsystem is divided into two assemblies
therefore the general definition of the Directive may therefore be adapted as follows:
Control-Command interoperability constituents are any elementary component, group of
components or subassembly of equipment incorporated or intended to be incorporated into the
Track-side Assembly or into the On-board Assembly, and upon which the interoperability of the
trans-European conventional rail system depends 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.
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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.
- 31 / 244 -
Table 5.1.a
Basic interoperability constituents in the On-board Control-Command Assembly
Interoperability constituent IC
Characteristics
Specific requirements to be assessed by

reference to Annex A index n
Module
ERTMS ETCS on-board
Safety
4.2.1
1
On-board ETCS functionality
Excluding:
Odometry
Data recording for regulatory
purposes
4.2.2
ETCS and EIRENE air gap

interfaces
RBC (level 2 and 3)
4.2.5
Radio in-fill unit (optional level 1)

Eurobalise airgap
Euroloop airgap (optional level 1)
Interfaces
STM (implementation of interface 4.2.6.1
K optional)
ERTMS GSM-R on-board
4.2.6.2
Odometry
4.2.6.3
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H2
or
B with D
or
B with F
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Table 5.1.a
Characteristics

Module
Key management system
4.2.8
ETCS ID Management
4.2.9
4.2.13
Key Management
4.3.1.7
Physical environmental
conditions
4.3.2.5
EMC
4.3.2.6
Data interface. This also includes 4.3.2.8

vigilance (optional) and train
integrity (only level 3)
Safety Information recorder
2
Safety Platform on-board
Safety
none
4.2.1
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H2
or B with D
or B with F
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Table 5.1.a
Characteristics

Module
Safety Information Recorder

Only Data recording for
regulatory purposes
4.2.2
H2
or B with D
or B with F
Interfaces
Odometry
JRU downloading tool
4.2.15
ERTMS/ETCS on-board
none
Environmental conditions
4.3.2.5
EMC
4.3.2.6
Safety
4.2.1

Only Odometry
4.2.2
Interfaces
ERTMS ETCS on-board
4.2.6.3
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H2
or B with D
or B with F
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Table 5.1.a
Characteristics

Module
External STM
4.3.2.5
EMC
4.3.2.6
Functions and safety

According to national
specifications
none
Interfaces
ERTMS ETCS on-board
4.2.6.1
Class B system air gap

specifications
none
specifications
none
EMC
specifications
none
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H2
or B with D
or B with F
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Table 5.1.a
Characteristics

Module
ERTMS/GSM-R on-board
EIRENE functions
4.2.4
Data communication only in level
2 or 3 or level 1 with radio in-fill
Interfaces
ERTMS ETCS on-board
4.2.6.2
Only in level 2 or 3 or level 1 with
radio in-fill
GSM-R
4.2.5
EIRENE Driver Machine

Interface
4.2.14
4.3.2.5
EMC
4.3.2.6
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H2
or B with D
or B with F
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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
Characteristics

Module
Safety Platform on-board

ERTMS ETCS on-board
Safety Information Recorder
Odometry
Safety
4.2.1
4.2.2

interfaces
RBC (level 2 and 3)
4.2.5
Radio in-fill unit (optional level 1)

Eurobalise airgap
Euroloop airgap (optional level 1)
Interfaces
STM (implementation of interface 4.2.6.1
K optional)
ERTMS GSM-R on-board
4.2.6.2
4.2.8
ETCS ID Management
4.2.9
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H2
or
B with D
or
B with F
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Table 5.1.b Groups of interoperability constituents in the On-board Control-Command Assembly

1
Characteristics

Module
4.2.13
Physical environmental
conditions
4.3.2.5
EMC
4.3.2.6
JRU downloading tool
4.2.15
Data interface. This also includes 4.3.2.8

vigilance (optional) and train
integrity (only level 3)
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Table 5.2.a
Basic interoperability constituents in the Track-side Control-Command Assembly
1
N
2
3
Characteristics
4
reference to chapter 4
5
Module
RBC
Safety
4.2.1
Track-side ETCS functionality

Excluded communication via
Eurobalises, radio in-fill and
Euroloop
4.2.3
H2
or B with D
or B with F

interfaces
Only radio communication with
train
4.2.5
Interfaces
Neighbouring RBC
4.2.7.1, 4.2.7.2
ERTMS GSM-R track-side
4.2.7.3
4.2.8
ETCS-ID Management
4.2.9
Interlocking
none
4.3.3.3
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Table 5.2.a
1
N
2
Radio in-fill unit
3
Characteristics
EMC
4
4.3.3.4
Safety
4.2.1

Eurobalises, Euroloop and level
2/3 functionality
4.2.3

interfaces
Only radio communication with
train
4.2.5
Interfaces
ERTMS GSM-R track-side
4.2.7.3
4.2.8
ETCS-ID Management
4.2.9
Interlocking and LEU
4.2.3
4.3.3.3
EMC
4.3.3.4
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5
Module
H2
or B with D
or B with F
01/16-ST02EN07 CCS
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Table 5.2.a
1
N
2
3
Characteristics
4
Eurobalise
Safety
4.2.1

interfaces
Only Eurobalise communication
with train
4.2.5
5
Module
H2
or B with D
or B with F
Interfaces
Euroloop
LEU Eurobalise
4.2.7.4
ETCS-ID Management
4.2.9
4.3.3.3
EMC
4.3.3.4
Safety
4.2.1

interfaces
Only Euroloop communication
with train
4.2.5
Interfaces
LEU Euroloop
4.2.7.5
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H2
or B with D
or B with F
01/16-ST02EN07 CCS
24.11.2004
Table 5.2.a
1
N
2
LEU Eurobalise
3
Characteristics
ETCS-ID Management
4
4.2.9
4.3.3.3
EMC
4.3.3.4
Safety
4.2.1

radio in-fill, Euroloop and level 2
and level 3 functionality
4.2.3
Interfaces
LEU Euroloop
Track-side signalling
None
Eurobalise
4.2.7.4
ETCS-ID Management
4.2.9
4.3.3.3
EMC
4.3.3.4
Safety
4.2.1
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5
Module
H2
or B with D
or B with F
01/16-ST02EN07 CCS
24.11.2004
Table 5.2.a
1
N
2
3
Characteristics
radio in-fill, Eurobalise and
level 2 and level 3 functionality
4
4.2.3
5
Module
H2
or B with D
or B with F
Interfaces
Safety Platform track-side
None
Euroloop
4.2.7.5
ETCS-ID Management
4.2.9
4.3.3.3
EMC
4.3.3.4
Safety
4.2.1
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H2
or B with D
or B with F
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24.11.2004
Table 5.2.b Groups of interoperability constituents in the Track-side Control-Command Assembly

1
Characteristics

Module

Eurobalise
LEU Eurobalise
Safety
4.2.1

Euroloop and level 2 and level 3
functionality
4.2.3

interfaces
Only Eurobalise communication
with train
4.2.5
Interfaces
None
ETCS-ID Management
4.2.9
4.3.3.3
EMC
4.3.3.4
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H2
or B with D
or B with F
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Table 5.2.b Groups of interoperability constituents in the Track-side Control-Command Assembly

1
Characteristics

Module

Euroloop
LEU Euroloop
Safety
4.2.1

Eurobalise and level 2 and
level 3 functionality
4.2.3

interfaces
Only Euroloop communication
with train
4.2.5
Interfaces
None
ETCS-ID Management
4.2.9
4.3.3.3
EMC
4.3.3.4
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H2
or B with D
or B with F
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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)
b)
c)
d)
Use of Class B systems (including national functions in STMs),

Open points in the TSI,
Derogations under article 7 of the Directive 2001/16/EC,
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
2001/16/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.
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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
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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.
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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 2001/16/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 2001/16/EC.
The content of the EC declaration of verification shall conform to Annex V to Directive
2001/16/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 2001/16/EC Article 24.
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
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24.11.2004
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,
vigilance, 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).
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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 Trackside 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 section 7.2.3 and section 7.2.4. 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
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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
combination with the production quality management system procedure (Module SD))
for the production phase, or
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.
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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 (OnBoard Assembly Validation) and section (Track-side Assembly Validation).
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 European conventional rail
network (e.g., gradients, train speed, vibrations, traction power, temperature).
If the tests show that the specifications are not achieved in all cases (e.g. TSI compliance only
up to a certain speed), the consequences with regard to compliance with the TSI shall be
recorded on the Certificate of Conformity and in the rolling stock register.
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.).
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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).
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.
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TABLE 6.1 VERIFICATION REQUIREMENTS FOR ON-BOARD CONTROL-COMMAND ASSEMBLY

1
2a
DESCRIPTION
REMARKS
CC INTERFACES
INTERFACING
Characteristics to be assessed
TSI SUBSYSTEMS by reference to chapter 4 of
this TSI
Safety
The notified body shall ensure the

completeness of the safety approval
process, including safety case
4.2.1
On-board ETCS
functionality
This functionality is performed by

ERTMS/ETCS on-board IC
4.2.2
Notes:
Vigilance supervision
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
If the vigilance
supervision is external, an OPE
interface between
RST
vigilance device and
ERTMS/ETCS on-board
for suppressing may exist
Interface between
ERTMS/ETCS on-board
and detection equipment
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RST
4.3.1.9
4.3.2.11
4.3.2.8
01/16-ST02EN07 CCS
24.11.2004
2a
DESCRIPTION
REMARKS
CC INTERFACES
INTERFACING
this TSI
EIRENE functions

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 CC trackside assembly

ERTMS/ETCS on-board and
ERTMS/GSM-R on-board ICs
4.2.5
Radio communication with the

train only for level 1 with radio infill (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
ETCS-ID
Management
Policy for ETCS-ID management
OPE
4.2.9
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2a
DESCRIPTION
REMARKS
CC INTERFACES
INTERFACING
this TSI
Interfaces
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 ICs
4.2.6.1
ERTMS/ETCS on-board
and ERTMS/GSM-R onboard ICs
ERTMS/ETCS on-board
and odometry ICs
4.2.6.2
STM
ERTMS/GSM-R onboard
Odometry
This interface is not relevant if

equipment is delivered as
grouping of constituents
ETCS DMI
Part of ERTMS/ETCS on-board

IC
EIRENE DMI
Part of ERTMS/GSM-R on-board

IC
RST
4.2.6.3
4.3.2.12
OPE
4.2.13
4.3.1.2
4.2.14
OPE
Interface to data
recording for
regulatory purposes
Part of Safety Information

Recorder IC
4.3.1.3
4.2.15
OPE
RST
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4.3.1.4
4.3.2.13
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2a
DESCRIPTION
REMARKS
CC INTERFACES
INTERFACING
this TSI
train braking
performances
Verification of adaptation to the

concerned rolling stock
OPE
RST
4.3.1.5
4.3.2.3
isolation
OPE
RST
4.3.1.6
4.3.2.7
Antennae installation
RST
4.3.2.4
RST
4.3.2.5
RST
4.3.2.6
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.
EMC

in the environmental conditions
conditions.
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2a
DESCRIPTION
REMARKS
CC INTERFACES
INTERFACING
this TSI
data interfaces
Part of ERTMS/ETCS on-board

IC.
Correct operation of the interface
to the train
This interface includes vigilance
(optional) and train integrity (only
level 3)
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RST
4.3.2.8; 4.3.2.11
OPE
4.3.1.9
01/16-ST02EN07 CCS
24.11.2004
TABLE 6.2 VERIFICATION REQUIREMENTS FOR TRACK-SIDE CONTROL-COMMAND ASSEMBLY

1
2a
DESCRIPTION
REMARKS
CC INTERFACES
INTERFACING
this TSI
Safety
The notified body shall ensure

the completeness of the safety
approval process, including
safety case
4.2.1

RBCs, LEUs and Radio In-fill
Units ICs, according to the
implementation
4.2.3
Data communication only for

level 1 with radio in-fill or level
2/3
ETCS and EIRENE air This functionality is performed by CC on-board assembly
gap interfaces
RBCs, Radio In-fill Units,
Eurobalises, Euroloops and
GSM-R trackside equipment,
according to the implementation.
4.2.4
2
Track side ETCS
functionality
3
4
EIRENE functions
Radio communication with the

train only for level 1 with radio infill (optional) or level 2/3
Euroloop communication is
optional
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4.2.5
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2a
DESCRIPTION
REMARKS
CC INTERFACES
INTERFACING
this TSI
Key management
Security policy for key

management
OPE
4.2.8
4.3.1.7
ETCS ID
Management
Policy for ETCS-ID management
OPE
4.2.9
HABD
OPE
RST
4.2.10
4.3.1.8
4.3.2.9
Interfaces
RBC/RBC
GSM-R trackside
Eurobalise/LEU
Only for level 2/3
Between neighbouring
RBCs
4.2.7.1
Only for level 2/3 or level 1 with

radio in-fill (optional)
Between RBCs or Radio

In-fill units and GSM-R
trackside
4.2.7.3

Between ControlCommand ICs
4.2.7.4
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2a
DESCRIPTION
REMARKS
CC INTERFACES
INTERFACING
this TSI
Euroloop is optional
Between ControlCommand ICs
Euroloop/LEU
4.2.7.5

Antennae installation
Environmental
conditions

conditions
EMC

conditions
Compatibility of train Characteristics to be activated by

detection systems
rolling stock
IN
4.3.3.2
IN
4.3.3.3
IN
ENE
4.3.3.4
4.3.4.1
RST
4.2.11
4.3.1.10
4.3.2.1
4.3.3.1
IN
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2a
DESCRIPTION
REMARKS
CC INTERFACES
INTERFACING
this TSI
10
EM compatibility
between rolling stock
and train detection
systems
RST
4.2.12.2
4.3.2.2
Compatibility with train Characteristics of retro reflecting

headlights
line-side signals and clothing
RST
4.2.16
4.3.2.10
Compatibility with
Installation of trackside
drivers external field of equipment that must be seen by
view
the driver
OPE
4.2.16
4.3.1.11
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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 coordinated with the implementation of other TSIs.
Chapters 2 to 6 and any specific provisions in paragraph 7.3 below apply in full to ControlCommand Subsystem as defined by the Directive 2001/16/EC.
7.2
Specific issues of Implementation of the TSI Control-Command

7.2.1 General migration criteria
Within the Control-Command Subsystem two classes (A and B) of train protection and radio
communication systems are defined.
It is recognised that Class A cannot be installed on all existing conventional routes instantly
for reasons which include economic considerations and installation capacity aspects. In the
migration-period between the current (pre-unified) situation (Class B) and the application of
Class A, there will be a number of possible interoperability solutions that might be
implemented in the framework of this TSI. These solutions apply to both the European
conventional rail infrastructure, including connecting lines, and to the European conventional
rail trains. A number of illustrative examples are given below:
-
Within ERTMS/ETCS provision is made for modules known as STMs (Specific

Transmission Modules) to be added to ETCS to enable a train fitted with appropriate
STMs to operate over existing pre-unified infrastructure. Another solution is that an
infrastructure may be equipped with both Class A and Class B systems.
The implementation of GSM-R systems on a nation-wide basis has already started in

a significant number of countries of the former EU15. The first inter-connections of
these national networks are due in 2004. Other networks will follow shortly. Some
railways have chosen a solution where mobile equipment is designed in such a way
that it can work in both systems (Dual-mode = GSM-R and >=1 analogue radio),
others have taken the solution to have a double coverage on network-side but only
single equipment on the trains. GSM-R does not have STMs. Cab-radios that have
additional interface-units for Class B radio systems (Dual-mode) are able to work also
on lines in a Class B network if specially designed. This solution is only an interim
solution to allow early exchange of international trains.
7.2.1.1
Migration paths
The existing systems as well as the future unified system have system components
infrastructure-side and on-board. Therefore migration strategies have to be defined for both
assemblies. This paragraph deals with migration paths from Class B to Class A by giving
examples.
Migration strategies must pay special attention to the following distinction:
- train radio (from Class B to Class A),
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- train protection (from Class B to Class A),

- the train detection system,
- the hot axle box detection system,
- EMC.
Each of the above can follow a different migration path.
Possible migration paths from Class B to Class A are explained by means of the following
examples for the train protection system.
TARGET
% Transition time
% Vehicles equipped
100
100
START
% Lines equipped
100
Figure 1
Figure 1 depicts the starting state, where only non compatible systems exist (denominated
START) to the final state (denominated TARGET).
The following two figures describe the two possible extreme migration paths from the present
to the future state.
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TARGET
% Transition time
% Vehicles equipped
100
100
START
% Lines equipped
100
Figure 2
Figure 2 shows a migration process, where all the initial investment is made on-board only. A
possible technical solution is the so-called STM, which can be linked to the kernel of the
ETCS on-board and which translates information from existing systems to a form that can be
processed by the ETCS kernel. After the equipment of all vehicles of a railway fleet under
consideration with the combination of ETCS kernel and respective Class B systems, the
wayside equipment can be altered to ETCS or newly equipped lines can be built based on
the ETCS system. The existing class B system on these lines can be removed.
TARGET
% Transition time
% Vehicles equipped
100
100
START
% Lines equipped
100
Figure 3
Figure 3 shows the other extreme migration process. In this case, the respective railway
would double equip existing lines with the ETCS system. After all lines have ETCS in addition
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to the national system, the on-board equipment of the rolling stock can be changed to ETCS.
When all vehicles under consideration are equipped with ETCS, the wayside equipment for
the national system can then be removed.
TARGET
% Transtion time
% Vehicles equipped
100
100
START
% Lines equipped
100
Figure 4
Figure 4 shows the combination of both extremes described above. The possible migration
paths have to be between these two limits. In practical terms, there should to be a mixture of
both ways.
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TARGET
% Transition time
% Vehicles equipped
100
100
START
% Lines equipped
100
Figure 5
Figure 5 depicts an example, where ETCS on-board equipment in vehicles and ETCS
wayside equipment on parts of the lines is installed alternatively. This method minimises the
inception investment necessary to take advantage of the system as a whole (i.e. the onboard and trackside equipment in the sections where these are fitted). On the other hand, it
implies a certain restriction in usage of rolling stock on the network.
The selection of the appropriate migration strategy depends largely on the mix between lines
equipped, rolling stock equipped and planned purchase of new rolling stock and additional
equipment of lines.
Also international corridors and international use of rolling stock should be considered. In
case a line is not foreseen for migration and is only equipped with Class B the interoperable
operation can be ensured by a STM for the Class B system concerned.
The migration steps, however, have to enable access of other railway undertakings to the
network at any time. A vehicle equipped with the appropriate ETCS on-board equipment and
the existing system as described in annexes B and C must always be able to run on the line
under consideration.
7.2.2 Timing Criteria

7.2.2.1
Introduction
ETCS and GSM-R are computer-based systems with a faster technology evolution and
potentially a lower life expectancy than current traditional railway signalling and
telecommunication facilities. As such, they call for a pro-active rather than reactive
deployment strategy to avoid potential system obsolescence prior to system deployment
reaching maturity.
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Notwithstanding this fact, the adoption of a too fragmented deployment throughout the
European rail network, mainly along the trans-European rail corridors, would give rise to
major cost and operational overheads resulting from the needs to ensure backward
compatibility and interconnection with a diversity of legacy facilities. Moreover, synergies in
terms of time, cost and risk reduction might be reached by the reconciliation of common
elements of different national implementation strategies viz. through joint procurement
initiatives, collaboration in system validation and certification activities.
Whereas such pro-active implementation strategy does appears a must to underpin the
whole of the migration process, the specific modalities to be adopted for the conventional rail
network have to account for the current level and planned rate of deployment of these
technologies as well as the relevant economic, operational, technical and financial factors
that influence such an implementation.
Within this context, it is evident that a clear distinction is to be made between ETCS and
GSM-R in view of the current status of migration throughout Europe and the magnitude and
extent of the barriers underlying such a migration, a fact that commands a different rationale
for the implementation of GSM-R and of ETCS on the conventional network. Such a distinct
rationale will be delineated in fuller detail within the next paragraphs:
7.2.2.2
GSM-R Rationale for Deployment
The current magnitude of the GSM-R deployment activity throughout the whole of the
European rail network (circa 100000 km nowadays in 11 out of the 15 states of the former
EU15) and the 4 to 5 year time horizon that generally underpins the conclusion of such
deployment works indicates that any deployment rationale will have to confront three main
concerns:
o
To ensure the continuity of GSM-R service across borders avoiding the establishment
of black spots within some regions of the Community;
To reconcile the migration timings throughout Europe in order to significantly reduce

the cost and time overheads associated with the potential needs to sustain double
analogue/digital telecommunication infrastructures and on-board facilities.
To avoid a two speed Europe between the former EU15 and the new Member
States. Convergence needs to be achieved a target that is facilitated by the on-going
programmes for major upgrading of the railway networks of the new Member States.
7.2.2.3 GSM-R Implementation Rules

Set against this background, and taking into account that a GSM-R infrastructure is a
telecommunication bearer for both high-speed and conventional rail applications, the
implementation criteria now in force for the former applications should equally apply for
conventional rail, viz.
Trackside installations:
The fitting of GSM-R is mandatory in the case of:
o New installations of radio part of a CCS assembly;
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An upgrade of radio part of a CCS assembly already in service that changes

the functions or the performance of the subsystem.
On-board installations:
The fitting of GSM-R in Rolling Stock intended for use on a line including at least a
section equipped with Class A interfaces (even if superimposed to a Class B system),
is mandatory in the case of:
o New installations of the radio part of a CCS assembly;
o An upgrade of the radio part of a CCS assembly already in service that
changes the functions or the performance of the subsystem.
Legacy systems:
Member States shall ensure that the functionality of the legacy systems referred to in
Annex B to the TSI as well as their interfaces is to remain 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 the
necessary information regarding their legacy systems that is required for purposes of
development and certification of apparatus allowing interoperability of Class A
equipment with their legacy Class B facilities.
In order to enable a pro-active implementation, Member States are also encouraged to
promote and support the fitting of GSM-R in any renewal or maintenance-related work
affecting the whole of an infrastructure already in service entailing an investment at least one
order of magnitude higher than those associated with the installation of GSM-R facilities.
7.2.2.4ERTMS/ETCS Rationale for Deployment

7.2.2.4.1 Introduction
As it stands nowadays, the case of ERTMS/ETCS on conventional applications has to be
underlined by a different deployment rationale that accounts for the manifold complexity
associated to a migration of signalling systems, to its associated costs and to the expected
longer lifetime of the assets when compared to those of GSM-R. However, in no way such
barriers should detract from the generic deployment principles exposed in paragraph 7.2.2.1,
in particular, the necessity to keep the implementation momentum within acceptable levels
notably on the major corridors and trunk lines of the Trans-European rail Network (TEN).
7.2.2.4.2 The ETCS-Net corridor concept
In order to reconcile the apparent conflicting objectives of avoidance of fragmented approach
with the perceived constraints on investment it is deemed necessary to define a start-up core
of rail projects where ERTMS/ETCS deployment can be indeed justified on an end-to-end
business/service perspective whereas not commanding unacceptable barriers in terms of
implementation costs. In view of such over-ridding objectives, and after consultation of the
sector, it was recognized that such core should be built upon a coherent set of priority
corridors of the trans-European rail network. The objectives to be achieved with such an
approach are three-fold:
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i. To enable the creation of an interoperable rail backbone across Europe (coined hereafter
as ETCS-Net) enabling the development of new and improved quality rail services that
can ultimately heighten the competitive profile of rail transport notably in those market
segments of major growth potential viz. international freight transport;
ii. To constitute a focus for trans-national co-ordination efforts and for concentration of
financing instruments in view of an accelerated and wider-ranging deployment of
ERTMS/ETCS across the main routes of the trans-European rail network;
iii. To move towards the conditions of critical mass for ERTMS/ETCS to emerge as the
natural market selection solution for new and upgrade signalling projects of the
conventional rail network across Europe.
An outline of the ETCS-Net is depicted below. A detailed listing of the corridors encompassed
therein is attached in annex H.
In order to ensure the development of a coherent network providing a backbone for the
development of enhanced end-to-end services the ETCS-Net as presented above builds
upon both high-speed1 and conventional lines. The deployment of ERTMS/ETCS on the
former is governed by Commission Decision 2002/731/EC whereas the implementation
principles outlined below apply to the latter.
In view for such a backbone to contribute to a major re-engineering of international rail
transport services in a credible time horizon from the perspective of the customer it is
1 The high-speed lines are identified by a dotted pattern.
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necessary to attach a relatively ambitious timeframe for its full realisation. Taking into
account the range of parameters that impact on the latter (e.g. level of investment resources,
engineering/project management capability of the railways and supply industry, needs for
cross-border co-ordination of activities) a period of 10 to 12 years can be earmarked as an
indicative timeframe for such a purpose.
7.2.2.4.3 The Inception Kernel
To enable the accomplishment of the implementation of the whole ETCS-Net within such a
time horizon it is deemed necessary to kick-start the deployment process by earmarking a
sub-set of projects (hereafter referred to as the Inception Kernel) where deployment of
ETCS will be mandatory. The adoption of such an approach basically reverts to the
deployment of a three-tiered perspective as depicted below:
In order to minimise the financial impact of such a mandatory step the selection criteria for
inclusion of projects within such Inception Kernel should notably account for the availability of
Community funding to a level well above the amounts that can be normally earmarked for
signalling works. The set of conventional rail priority projects established within the TransEuropean Network guidelines (Decision of the Council and EP 884/2004/EC) as well as all
those major rail construction/upgrading works funded under the framework of the Structural
Funds (EC Regulation 1260/1999) and/or Cohesion Funds (EC Regulation 1264/1999) are to
be considered as forming such an Inception Kernel.
The Inception Kernel is to constitute a steppingstone for the achievement of the full ETCSNet deployment scenario as described above. However, the fulfilment of this latter objective
requires the visibility of the deployment strategy (timing and planning of the works) that will
underpin those national sections of the different corridors not encompassed by the Inception
Kernel criteria. In order to provide for such visibility, Member States will be required to
elaborate national ERTMS implementation plans addressing a range of deployment issues
which are outlined in paragraph 7.2.2.6.
The scope of the current ETCS-Net backbone might be revised in a subsequent phase
(potentially during a future revision of this TSI) to account for the real progress of its
implementation and for the ever evolving needs of the transportation markets.
The rationale in what regards rolling-stock has to account for the fact that ERTMS/ETCS is a
system concept composed of infrastructure and on-board elements. As such it is crucial that
any emergent deployment rationale considers these two system elements in a coherent
manner as they both concur to enable system operation. Moreover, as in the case for
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infrastructure, appropriate consideration must be given to the minimisation of the financial

impact of any mandatory step that might be imposed.
A marginal cost approach, linking the fitment of on-board ERTMS/ETCS with major
investment decisions, does constitute the best available route to ensure such a goal. This
applies notably to the procurement of new rolling-stock or major retrofitting operations for
which the value of the signalling equipment and of its installation represent only a limited
percentage of the whole investment to be put in place. The adoption of such a policy will
push in the longer-term for the scenario of ETCS on-board equipment as a commodity asset
in what regards new rolling-stock.
7.2.2.4.4 A Pre-fitment Strategy
Pre-fitment covers the installation of any on-board or trackside ERTMS/ETCS and GSM-R
equipment or other enabling equipment for ETCS and GSM-R (e.g. installation of cabling and
wiring, ducts, mechanical fixtures, interfaces, power supply or other specific signalling or
telecommunication facilities) aimed at reaching a certain stage of ERTMS readiness without
fully implementing the Class A requirements.
The aim of such an approach is to ensure such ERTMS readiness by piggybacking such prefitment activities on major construction or upgrading operations of infrastructure assets or on
factory-fit2 of rolling-stock assets. This shall allow for the reduction of the implementation cost
of full-fledged ERTMS/ETCS or GSM-R facilities complying Class A requirements at a later
stage. However, the scope of ERTMS readiness has to set against the specificities of each
project from a technical, operational and economic viewpoint as well as to the time horizon
for the installation of the Class A compliant facilities.
It is therefore deemed necessary to establish a hierarchical approach to pre-fitment based on
the concept of Pre-fitment Stages. It is expected these should range from the simple
reservation of space, ducting, and fitment of mechanical fixtures (Stage 1) upwards to the
installation of all components that are not affected by obsolescence within the nominal
lifetime of the installation (Stage 3). The details of pre-fitment are to be defined by subset 57
(on-board) and subset 59 (trackside equipment) to be appended to Annex A.
7.2.2.5
ERTMS/ETCS Implementation Rules
All the implications enumerated in the previous paragraph are to be eventually qualified as
follows:
Trackside installations:
The fitting of ERTMS/ETCS is mandatory in the case of:
o New installations of train protection part of a CCS assembly;
o An upgrade of train protection part of a CCS assembly already in service that
changes the functions or the performance of the subsystem.
for the set of railway infrastructure projects falling within one of the following criteria:
o
Be part of the set of conventional rail priority projects established under the
Trans-European Network guidelines included in Annex II of the Decision of the
2 This includes the factory-fit like operations associated to major maintenance exercises.
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Council and EP 884/2004/EC;

Command a financial support from Structural Funds (EC Regulation
1260/1999) and/or Cohesion Funds (EC Regulation 1264/1999) in excess of
30% of the total project costs.
For any other new or upgrade projects not encompassed under these latter criteria
and that are part of the Trans-European conventional rail network, as defined by the
corrigendum of 7 June 2004 to the Decision of the Council and EP 884/2004/EC, the
pre-fitting of equipment to Pre-fitment Stage 1 as defined under Paragraphs 7.2.2.4.4
and 7.2.3.2 shall be performed. Those lines included in the ETCS-Net backbone which
are outside of the Inception Kernel shall comply with a Pre-fitment Stage 3 in what
regards such a pre-fitting.
In order to enable a pro-active implementation, Member States are also encouraged to
promote and support the fitting of ERTMS/ETCS in any renewal or maintenancerelated work of the infrastructure that entails investments at least one order of
magnitude higher than those associated with the installation of ERTMS/ETCS
facilities.
On-board installations:
The fitment of rolling stock intended for operation on the conventional rail
infrastructures where the fitting of ERTMS/ETCS is mandatory shall be in accordance
with the national migration strategy once this is reconciled with the EU Master Plan as
described in paragraph 7.2.2.6 with the exception referred to underneath.
The fitting of ERTMS/ETCS, complemented where necessary by the relevant Specific
Transmission Modules (STM) to enable operation on Class B systems, is mandatory
on.
o New installations of the train protection part of a CCS assembly;
o An upgrade of the train protection part of a CCS assembly already in service
that changes the functions or the performance of the subsystem;
o Any major retrofitting of rolling stock already in service3.
for rolling-stock for cross-border operations within the Inception Kernel.
A pre-fitting ERTMS/ETCS to Pre-fitment Stage 1 as defined under Paragraphs
7.2.2.4.4 and 7.2.4.4 on
o
o
New installations of the train protection part of a CCS assembly;

An upgrade of the train protection part of a CCS assembly already in service
that changes the functions or the performance of the subsystem.
for those rolling stock assets earmarked for operation in the Trans-European Transport
conventional rail network as defined by the corrigendum of 7 June 2004 to the
Decision of the Council and EP 884/2004/EC. Pre-fitment Stage 3 shall apply for those
assets earmarked for operation on the ETCS-Net backbone.
Legacy systems:
3 For purposes of fitment of ETCS equipment major retrofitting is defined as those maintenance operations that
entail an investment at least 10 times higher than the value of fitting the ETCS equipment on that specific type of
rolling-stock.
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Member States shall ensure that the functionality of the legacy systems referred to in
Annex B to the TSI as well as their interfaces is to remain 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 the
necessary information regarding their legacy systems that is required for purposes of
development and safety-certification of apparatus allowing interoperability of Class A
equipment with their legacy Class B facilities.
7.2.2.6 National ERTMS Implementation Plans and EU Master Plan

Set against the deployment rationale expos above and the mandatory rules specified in
sections 7.2.2.3 and 7.2.2.4.4 Member States are deemed to prepare a formal national
ERTMS implementation plan for the conventional rail network addressing the deployment of
both ERTMS/ETCS and GSM-R.
Regarding ERTMS/ETCS the realisation of the ETCS-Net backbone as described in
paragraph 7.2.2.4 shall constitute the reference baseline for the elaboration of such a
national plan. The ultimate goal for the latter is to define a tailor-made set of obligations
regarding ERTMS/ETCS deployment in lieu of the generic prescriptions now embodied in
the Inception Kernel. However, such built-in flexibility cannot detract from the level of
obligation4 already embodied in the Inception Kernel.
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. This applies notably to the national sections of the
trans-national corridors earmarked in the ETCS-net blueprint 5. Appropriate
consideration is to be given in this context to the national ERTMS/ETCS
implementation plans notified under Commission Decision 2002/731/EC in what
refers to the high-speed sections covered by the ETCS-Net backbone;
Technical requirements: the essential technical characteristics of the different

implementations (e.g. voice or data-quality network for GSM-R implementations,
Functional Level of ERTMS/ETCS, ERTMS/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 of the earmarked national lines or sections (e.g.
superposition of Class A and Class B systems, switch from Class B to Class A
facilities at a planned date, migration based on the implementation of ETCS-based
gap-filling solutions such as SCMT6 or Limited Supervision);
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).
4 The level of obligation is to be defined in terms of the following criteria: (i) market relevance of the corridors
targeted for ERTMS/ETCS implementation; (ii) line coverage by ERTMS/ETCS.

5 It is expected this will be the result of a corridor-by-corridor analysis to be jointly performed by the relevant
stakeholders namely Member States, infrastructure managers, railway undertakings and potentially the supply
industry.
6 Sistema Controllo Marcia Treno. An Italian Class B system built upon ETCS components.
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These national plans are to be finally aggregated within an EU Master Plan within six months
of their notification. Such a Master Plan should aim at providing an appropriate knowledge
base for decision support to the different stakeholders in particular, to the Commission in
the allocation of its financial support to railway projects and, where appropriate, at
reconciling the different national implementations in terms of time or implementation
strategies where this is deemed necessary for the achievement of a coherent whole. This
overall process can be represented as depicted below:
ETCS-Net
National ERTMS
Implementation Plan
National ERTMS
Implementation Plan
National ERTMS
Implementation Plan
National ERTMS
Implementation Plan
Reconciliation
EU Master Plan
In addition, the EU Master Plan shall include the outline of a rolling-programme to underpin
the range of foreseen implementation activities from planning-through-to-realisation.
The EU Master Plan will be appended to this TSI through a revision procedure replacing the
field of mandatory implementations now defined in the Inception Kernel. Subsequently,
All activities related to installation of Control-command subsystems have to be

justified by the awarding entities against this EU Master Plan in addition to all other
applicable legislative requirements that are in force.
Member States will be requested to punctually adapt their national ERTMS

implementation plans where this is deemed necessary to ensure reconciliation with
the EU Master Plan. In particular, such a revision shall ensure that the migration
strategy adopted by a Member State notably for rolling stock - does not hamper the
fulfilment of the ETCS-Net strategic goal and the access of new entrants in
accordance with the timing and requirements called for by the EU Master Plan.
Whenever the reconciliation of a national plan and the EU Master Plan is not feasible
the mandatory prescriptions of the Inception Kernel shall remain of application for that
particular Member State.
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Necessarily, the EU Master Plan and the National ERTMS implementation plans will be
evolving documents that will have to be updated in order to reflect the real evolution of the
deployment in each Member State and throughout the European rail network.
7.2.3 Implementation: Infrastructure (stationary equipment)

The following requirements apply to the categories of lines defined in Directive 2001/16/EC:
-
Lines intended for passenger services;

Lines intended for mixed traffic (passengers and freight);
Lines specially designed or upgraded for freight services;
Passenger hubs;
Freight hubs including intermodal terminals;
Lines connecting the above mentioned components.
The Control-Command Subsystem concerns two classes (A and B) of train protection and
radio communication systems. The lines mentioned above presently not equipped with
Class A shall be equipped either:
with Class A functions and interfaces according to the specifications referenced in

Annex A, or
Annex A and with Class B functions and interfaces according to Annex B or,
with Class B functions and interfaces according to Annex B and pre-fitting for Class A
or
only with Class B functions and interfaces according to Annex B.
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 7 the availability of an
STM cannot be ensured within the appropriate time frame 8 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.
7.2.3.1
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
7 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.
8 31 December 2007
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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.
7.2.3.2
Pre-fitting for Class A
The track side pre-fitting is defined as the installation of any ETCS and GSM-R equipment or
other enabling equipment for ETCS and GSM-R (e.g. installation of cabling and wiring,
interlocking interfaces, LEU or fibre optic backbones) which is fitted but not necessarily put in
service aimed at reducing the implementation cost of full-fledged ERTMS/ETCS or GSM-R
facilities complying with Class A requirements at a later stage. For ETCS the scope of the
pre-fitting for the three-tiered structure of Pre-fitment Stages defined in paragraph 7.2.2.4.4
should adhere with the requirements set out in Index 59 of Annex A (pending).
The extent of the pre-fitting to be performed should be established during the implementation
planning of the signalling or telecommunication facilities that are to be deployed. In particular,
the network planning for GSM-R has to take into account at the earliest stage the inclusion of
all services that have to be foreseen also in the future (voice, non safety critical data, ETCS).
7.2.3.3
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.
7.2.3.4
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 (9) 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.,
9
function classification: see section 4

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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.
7.2.4 Implementation: Rolling Stock (on-board equipment)

According to the 2001/16/EC Directive each of the categories of rolling stock which are likely
to travel on all or part of the trans-European conventional rail network must be subdivided
into:
- rolling stock for international use,
- rolling stock for national use,
taking due account of the local, regional or long-distance use of the stock.
Rolling stock mentioned above shall be equipped either:
Annex A, or
Annex A and with Class B functions and interfaces according to Annex B or,
with Class B functions and interfaces according to Annex B and pre-fitment for
Class A or
only with Class B functions and interfaces according to Annex B or,
as in section 7.2.5.2.
such as to allow it to travel on any line on which it is expected to operate.
7.2.4.1
Rolling stock with Class A equipment only
The Class A assembly shall ensure that the onboard functions, interfaces and minimum
performance required by this TSI are matched to the lines concerned as described in
Annex C. Installation of Class A equipment may take advantage from additional interface
specifications between rolling stock and control-command.
7.2.4.2
Rolling stock with Class B equipment only
The Class B equipment shall ensure that the onboard functions, interfaces and minimum
performance required by this TSI are matched to the lines concerned as described in
Annex C.
7.2.4.3
Rolling stock with 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 Class A assembly (external STM), or
built into the Class A assembly.
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 owners 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.
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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.
7.2.4.4
Pre-fitting for Class A
The on-board pre-fitting is defined as the installation of any ETCS and GSM-R equipment or
other enabling equipment for ETCS and GSM-R (e.g. installation of cabling and wiring,
antennas, sensors, power supply or installation fixtures) which is fitted but not necessarily put
in service aimed at reducing the implementation cost of full-fledged ERTMS/ETCS or GSM-R
facilities complying with the Class A requirements at a later stage. For ETCS the scope of the
pre-fitting for the three-tiered structure of Pre-fitment Stages defined in paragraph 7.2.2.4.4
should adhere with the requirements set out in Index 57 of Annex A (pending).
The extent of the pre-fitting to be performed should be established during the engineering
phase of the on-board signalling or telecommunication facilities. Pre-fitting may take
advantage from additional interface specifications between the sub systems rolling stock and
control-command.
7.2.4.5
Reverse STM
See section 7.2.5.2.
7.2.4.6
Upgrading or renewal the Control-Command On-board Assembly or parts

of it
Upgrading or renewal of the on-board assembly may concern separately:

radio-system (Class B to Class A),
train protection system (Class B to Class A).
Therefore different parts of the Control-Command On-board Assembly may be performed or
upgraded 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);
After the upgrade to Class A system, the existing Class B equipment may remain in use
simultaneously with Class A.
7.2.4.7
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.
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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 ( 10) functions
and identifying constraints on train configuration.
7.2.5 Particular Migration Paths

7.2.5.1
Specific solution for partial additional use of Class A system
In a migration phase when only part of the fleet is equipped with an onboard system able to
handle Class A, it may be necessary to have both systems fully or partially installed on a
line.
For ETCS there is no functional link between the two onboard systems except to manage
transitions during train operation (and with exception to satisfy the needs of the STMs for
Class B systems when STMs are used).
For ETCS from a purely functional point, a system may also be built combining components
from the unified and a pre-unified system. An example is the combination of an ETCS Level 1
using Eurobalise as a spot transmission means and an infill function not based on a unified
solution, but on a national system. This solution requires an on-board data link between the
unified and the pre-unified system. Therefore, the solution is not in accordance with either
Class A or Class B and is not interoperable.
There is, however, the possibility to use the combination as a national enhancement of an
interoperable line. This is only permitted if trains not equipped with the data link between
both systems can operate either on the unified or on the pre-unified system without
information from the other system. If this is not possible, the line cannot be declared
interoperable for the Control-Command Subsystem.
7.2.5.2 Specific solution for partial alternative use of ETCS Class A airgap
An infrastructure may also be used for the movement of trains not compliant with the
requirements of this TSI, according to Article 5(6) of Directive 2001/16/EC, provided this does
not create prejudice to the fulfilment of essential requirements.
Such trains receive information from a Class B signalling infrastructure via Class A track-totrain communication.
7.2.5.3 Competition criteria

Any action to allow the movement of interoperable trains on other infrastructures or the
movement of not interoperable trains on interoperable infrastructures shall ensure that free
competition between suppliers is not prejudiced.
Specially, knowledge about relevant interfaces between already installed equipment and new
equipment to be purchased shall be put at the disposal of all the interested suppliers.
7.2.6 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 functionality not classified as
10
function classification: see section 4

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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.
7.3
Management of Change
7.3.1 Introduction
Change is a facet inherent to any kind of computer-based systems used in real-world
environments. It is prompted by the emergence of new requirements or by changes to
existing requirements either due to errors reported in operation or the need of improvements
in performance or other non-functional characteristics.
But change has to be managed as it is underpinned by safety-critical considerations and by
backward compatibility objectives so as to provoke minimal time and cost overheads to the
operation of already deployed ERTMS11 equipment (i.e. legacy ERTMS facilities). It is
therefore crucial to define a clear strategy of how to implement and manage change to
legacy ERTMS equipment to avoid disruption to railway operations without undermining the
underlying objectives of guaranteeing safety and interoperability. Two main issues underpin
the definition of such a strategy:
o
The establishment of a Configuration Management framework defining the standards

and procedures for managing system evolution. This should include how to record
and process proposed system changes, how to relate these changes to system
components and how to track system releases.
A policy for release of system baselines.
7.3.2 Baselining
System stability is essential so that actual implementation and deployment can be realistic.
This need for stability is akin to all parties:
11
Both ERTMS/ETCS and GSM-R.

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the infrastructure managers and the railway operators that will have to handle various
versions of ERTMS/ETCS or GSM-R.
the industry that needs time to specify, develop and prove continued interoperability.
A baseline in essence embodies the concept of a stable kernel in terms of system

functionality, performance and other non-functional characteristics (e.g. RAMS) 12. However,
past experience with this type of systems has shown that a number of version releases 13 are
needed to achieve a stable and implementation-suitable baseline. This can be illustrated as a
cascade process as follows:
Through its feedback loops such a process is highly intertwined. This precludes putting
several of those processes in parallel an approach that would lead to unstable and confusing
and operationally hampering situations. Baselines have then to be processed in a series
rather than in a parallel manner as illustrated below for the specific case of ERTMS/ETCS14:
12
A baseline acts as a reference starting point for a controlled management of the system evolution.
A version release is a version of the system that is distributed to railway customers. Versions of the
system may have different functionality, performance or may repair system faults or safety or security
shortcomings.
14 Additional elements regarding this issue are included in the paragraphs below.
13
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7.3.3 The ERTMS consolidation phase

The first baseline of the ERTMS specifications (both ETCS and GSM-R) was appended to
the TSI Command/Control and Signalling for high-speed (reference Commission Decision
2002/731). A new version release of these specifications was issued recently (Commission
Decision 2004/447). It included minor functional and system changes whereas laying down
the foundation of a structured approach for conformity assessment of the on-board
command/control equipment.
The current on-going consolidation process for ERTMS (both ETCS and GSM-R) is clearly
focused on two main issues:
o
the consolidation of the current baseline in order it becomes a more robust reference
for interoperability; and
the closure of a number of still standing operational and technical open points.
This work relies on the feedback from current pilots, early commercial applications as well as
on structured program of cross-tests with products from different suppliers. It should
eventually lead to the release of a new baseline to be put under configuration management
during the first half of 2005.
During this phase it may be necessary to make special, mutual agreements between
Infrastructure Managers and Railway Undertakings for using Class A systems.
7.3.4 Baseline release

Based on current experience the timing between different baselines can be estimated to be
circa four to five years for ETCS and circa two years for GSM-R.
A new baseline should in principle be linked with significant modifications of the system
functionality or system performance. This could include aspects such as:
o
o
o
The incorporation of set of todays national functions, where these can be

generalized, within the interoperable kernel
The set-up of additional interoperability constituents on the ETCS on-board and
trackside
GSM-R-based value-added services
Each baseline should also embrace the functionality of the previous baseline. Debugging
versions to repair system faults or safety shortcomings should be handled as a version
release of a particular baseline. Unless prevented by safety implications such version
releases within the same baseline are to be backward compatible.
The added functionality that might be embodied in different baselines necessarily implies that
different baselines are not backward compatible. However, in order to facilitate migration and
in the extent possible from a technical view point, different baselines should encompass a
common core of functionality for which backward compatibility should be ensured. Such a
common core should provide a minimum kernel to enable interoperable operation under
acceptable performance.
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7.3.5 Deployment of New Baselines

Infrastructure managers and railway operators will never be in a position to switch from one
baseline to the next over night. Henceforth, each baseline has to developed hand-in-hand
with an appropriate migration strategy. This is to address problems such as co-existence of
ETCS and GSM-R facilities compliant with different versions of the ETCS or GSM-R
specifications, preferred paths of migration (viz. trackside priority, rolling-stock priority or
simultaneous) as well as the indicative timeframes and the priorities for the migration.
7.3.6 Change Management Process The Requirements

As discussed earlier change is a fact of life for large software based systems. Henceforth,
change management procedures should be designed to ensure that the costs and benefits of
change are properly analyzed and that changes are implemented in a controlled way. This
requires the defined change management process and associated tools to ensure that
changes are recorded and applied to the specifications in a cost-effective manner. Whatever
the specific details of such a process might eventually be the latter should be broadly
mapped on a structured approach as follows:
Formalisation
of CR
Analysis
of CR
CCB
Approval
of CR
y
Changes to
Specifications
Traceability
of Changes
n
CR valid
CR rejected
y
Implementation
Strategy
Cost of
Changes
File CR in DB
Quality
Approval
New Version
of Specifications
CR Change Request
CCB Change Control Board
A configuration management plan embodying the set of standards and procedures for
change management should underpin the whole of the change management process as
described above. The generic requirements for such a plan are described in paragraph 7.3.7
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below. The implementation strategy for the approved changes should be formalised (on the
basis of due process and due documentation) into a change management plan that includes
notably
o
o
o
o
The identification of the technical constraints underpinning the change;

A statement of who takes responsibility for the change implementation procedures;
The validation procedure for the changes to be implemented;
The policy for change management, release, migration and roll-out.
7.3.7 Configuration Management Plan The Requirements

The configuration management plan should describe the set of standards and procedures for
change management encompassing notably:
o
The definition of what entities are to be managed and a formal scheme for identifying
these entities;
A statement of who takes responsibility for the configuration management

procedures and for submitting controlled entities to the configuration management
decision structure;
The configuration management policies that are to be used for change control and
version management;
A description of the records of the configuration management process which should

be maintained;
A description of the tools to be used for configuration management and the process
to be applied when using these tools;
A definition of the configuration database which will be used to record configuration

information.
The specific details of the Configuration Management processes for ETCS and GSM-R are
to be formalised through specifications to be incorporated in the list included under Annex A
to this TSI, respectively, under index 60 (for ETCS) and index 61 (for GSM-R).
7.3.8 Governance
The management of change of the ERTMS/ETCS and GSM-R specifications is to be placed
under the aegis of the European Railway Agency (ERA) established by the EC Regulation
881/2004. The ERA will be responsible for mastering the change management process,
including the delivery of the specifications, its quality assurance and configuration
management.
This way the ERA will play the centre role of System Authority centralising and ensuring the
overall coherence of a process that is nowadays fragmented through a number of different
parties as evidenced in the table below:
Responsibility
Delivery of specifications
ERTMS/ETCS
GSM-R
ERTMS Users Group, UIC EIRENE group, ERIG and
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Quality assurance
and UNISIG
ERTMS Users Group
Configuration management
GSM-R Industry Group

EIRENE group, ERIG and
ERTMS Users Group
AEIF
In its role of System Authority the ERA will ensure the cooperation of a representative crosssection of the stakeholders in the process viz. infrastructure managers, railway
undertakings, supply industry, notified bodies and safety authorities - for the performance of
its duties. These parties should notably:
i.
Provide input for the process in terms of:

Specification of functional and operational interoperability requirements. This will
be primarily the role to be played by the railway undertakings and infrastructure
managers;
Definition of technical standards including those assuring technical interoperability
for ERTMS/ETCS and GSM-R emerging from representative industrial groupings
such as UNISIG and the GSM-R Industry Group.
ii.
Be part of the Change Control Board (CCB) to be established for the management of
Change Requests as referred to in paragraph 7.3.6. The CCB should ensure a
system perspective on the changes that are to be made and a global assessment of
their implications.
A coordinated handover needs to be ensured between the current AEIF-led and the ERA-led
change management structures. For this handover to happen in a smooth manner it is
deemed essential
-
To formalise and document the current change management process within the set of
documentation referred to in Annex A in order this is taken as baseline for ensuring
the continuity and the quality of the change management work;
To foresee a period of transition of circa 12 months where the two structures will
operate in parallel following a modus operandi to be agreed between the two
parties.
The ERA will start-up its formal change management activity from the 2005 baseline
emerging from the consolidation phase as referred to in paragraph 7.3.3.
7.4
Specific Cases
7.4.1 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")15.
15Other
dates (Tx) may be specified depending on the TSI and the specific case.
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In this TSI temporary case "T3" is defined as temporary cases which will still exists after
2020.
7.4.2 List of specific cases

7.4.2.1
Nr.
1
5.
6.
7.
. Category of each specific case is given in Annex A, Appendix 1.

Specific Case
Interdependence
between
axle
distance and wheel diameter of
vehicles operating in Germany is
given in Annex A, Appendix 1
paragraph 2.1.5
Maximum
length
of
vehicle
overhang (nose) operating in Poland
is given in Annex A, Appendix 1
paragraph 2.1.6
Minimum distances between first 5
axles of trains operating in Germany
is given in Annex A, Appendix 1
paragraph 2.1.7
Minimum distance between the first
and last axle of a lone vehicle or
trainset operating on high speed
lines in France and on high speed
line L1 in Belgium is given in
Annex A, Appendix 1 paragraph
2.1.8
Minimum distance between the first
and last axle of a lone vehicle or
trainset operating in Belgium is
given in TSI CCS CR Annex A,
Appendix 1 paragraph 2.1.9
Minimum diameter of wheels of
vehicles operating in France is given
2.2.2
Minimum axle load for vehicles
operating in Germany, Austria,
Sweden is given in Annex A,
Justification
Duration
Existing
axle
counter P
equipment, identified in the
infrastructure register.
Existing geometry of track T3
circuit equipment
Relevant on lines with level T3
crossing
according
to
Existing
track
circuit France
equipment, identified in the Belgium
Existing
track
circuit T3
Existing
axle
counter T3
Minimum
axle
load T3
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.
To be completed for Austria
and Sweden
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8.
9.
10.
11.
12.
13.
14.
15.
Specific Case
Minimum mass of a lone vehicle or
trainset operating on high speed
lines in France and on high speed
line L1 in Belgium is given in
3.1.4.
Minimum mass of a lone vehicle or
train-set operating on high speed
lines in Belgium (except high speed
line L1) is given in TSI CCS CR
3.1.5
Justification
Existing
track
equipment
Duration
circuit France
Belgium
The rolling stock is more T3

homogeneous on the highspeed lines. The running
surface on the rail is more
limited
than
on
the
conventional network. The
detection of the presence of
any type of circulation when
running or at standstill is
granted anytime if the mass
of a lone vehicle or train-set
is greater than 90 tons.
Minimum dimension of metal mass Relevant on lines with level Germany
and approval conditions of vehicles crossing
with
detection Poland
operating in Germany and Poland loops
according
to
are given in Annex A, Appendix
paragraph 3.3.1
Maximum
reactance
between Existing
track
circuit T3
running surfaces of a wheelset of equipment
vehicles operating in Poland is given
in Annex A, Appendix 1 paragraph
3.5.3
Maximum
reactance
between Existing
track
circuit T3
running surfaces of a wheelset of equipment
vehicles operating in France is given
in Annex A, Appendix 1 paragraph
3.5.4
Additional requirements on shunting Existing low voltage track T3
parameters of a vehicle operating in circuit equipment, identified
Netherlands are given in Annex A, in the infrastructure register.
Minimum
impedance
between Existing Class B equipment T3
pantograph and wheels of vehicles
operating in Belgium is given in
3.6.1
The magnetic brake and eddy Relevant on lines with level T3
current brake is not permitted at the crossing
according
to
first bogie of a leading vehicle infrastructure register.
operating in Germany, defined in
5.2.3
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16.
7.4.2.2
Specific Case
Sanding for traction purposes on
multiple units is not permitted ahead
of the leading axle below 40km/h in
the United Kingdom, as defined in
4.1.4
Justification
Duration
Track circuits cannot be T3
relied upon to operate
safely when sanding ahead
of a leading axle on a
multiple unit
Specific case for Greece
Category T1- temporary: rolling stock for track gauge 1000 mm or less, and lines with track
gauge 1000 mm or less. National rules shall apply on these lines.
7.4.2.3
Specific case for the Baltic States (Latvia, Lithuania, Estonia)
Category T open the functional and technical upgrading of the current class B facilities
deployed on the 1520mm 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 on-board equipment of the latter is excluded from compliance
with the requirements of paragraph 7.2.2.5. Such corridors are to be mentioned in the
7.5
Transitional provisions
The open points indicated in this TSI will be managed in the revision process.
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ANNEX A
LIST OF MANDATORY SPECIFICATIONS **
Index N
Reference
Document Name
Version
UIC ETCS FRS
ERTMS/ETCS Functional Requirement Specification
4.29 *
99E 5362
ERTMS/ETCS Functional Statements
2.0.0
UNISIG SUBSET-023
Glossary of Terms and Abbreviations
2.0.0
UNISIG SUBSET-026
System Requirement Specification
2.2.2
UNISIG SUBSET-027
FFFIS Juridical Recorder-Downloading Tool
2.0.0
UNISIG SUBSET-033
FIS for Man-Machine Interface
2.0.0
UNISIG SUBSET-034
FIS for the Train Interface
2.0.0
UNISIG SUBSET-035
Specific Transmission Module FFFIS
2.1.1
UNISIG SUBSET-036
FFFIS for Eurobalise
2.2.1
10
UNISIG SUBSET-037
Euroradio FIS
2.2.5
11
UNISIG SUBSET-038
Key Management FIS
2.0.0
12
UNISIG SUBSET-039
FIS for the RBC/RBC Handover
2.0.0
13
UNISIG SUBSET-040
Dimensioning and Engineering rules
2.0.0
14
UNISIG SUBSET-041
Performance Requirements for Interoperability
2.0.0
15
Intentionally Deleted
16
UNISIG SUBSET-044
FFFIS for Euroloop sub-system
See Annex G
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
UNISIG SUBSET-093
GSM-R Interfaces Class 1 requirements
2.2.6
23
UNISIG SUBSET-054
Assignment of Values to ETCS variables
2.0.0
24
UNISIG SUBSET-055
Clarification and amendment specification
2.2.2
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 2.2.2

in Levels 1 & 2
28
Reserved
Reliability Availability Requirements
29
Intentionally deleted
Environmental Physical Conditions
30
Essential requirements for data recording
31
UNISIG SUBSET-094
Functional Requirements for an On-board Reference Test 1.0.0

Facility
32
EIRENE FRS
GSM-R Functional Requirements Specification
33
EIRENE SRS
GSM-R System Requirements Specification
14
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.
36
Reserved
STM Test Specification
UNISIG SUBSET-074
37a
UNISIG SUBSET-076-5-1
ERTMS ETCS Class 1 Feature List
2.2.1
37b
Test cases related to features
2.2.1
37c
Test sequences
1.0.0
37d
UNISIG SUBSET-076-7
Scope of the test specifications
1.0.0
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Index N
Reference
Document Name
Version
38
39
40
UNISIG SUBSET-092-1
ERTMS EuroRadio Conformance Requirements
2.2.5
UNISIG SUBSET-092-2
ERTMS EuroRadio Test cases Safety Layer
41
Reserved (UNISIG SUBSET JRU Test Specification

028)
2.2.5
42
Reserved
Requirements for vigilance
43
UNISIG SUBSET 085
Test Specification for Eurobalise FFFIS
44
Reserved
Odometry FIS
45
Reserved
K interface
46
47
04E085
Requirements on risk and hazard analysis for interoperability
48
Reserved
Test specification for mobile equipment GSM-R
49
50
Reserved
Test specification for EUROLOOP
51
Reserved (EEIG)
Ergonomic aspects of the DMI
52
UNISIG SUBSET-058
FFFIS STM Application Layer
53
Reserved (L-TR-001)
ETCS values of variables controlled by UIC
54
Reserved
(provisionally))
55
Reserved
Juridical recorder baseline requirements
57
Reserved
Requirements on pre-fitting of ERTMS on-board equipment
58
Reserved
RBC safety communication interface
59
Reserved
Requirements on pre-fitting of ERTMS track side equipment
60
Reserved
ETCS version management
61
Reserved
GSM-R version management
(04E117 Quality of Service user requirements (provisionally)
* Version to be updated (TSI Control-Command CR change requests on FRS forwarded to CCM)

** ERTMS references are to be reviewed after the consolidation phase.
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2.1.1
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LIST OF MANDATORY EN STANDARDS
Index N
Reference
Document Name and comments
A1
EN 50126
Railway applications The specification and demonstration of 1999

reliability, availability, maintainability and safety (RAMS)
A2
EN 50128
Railway applications Communication, signalling and 2001

processing systems Software for railway control and
protection systems
A3
EN 50129
Railway applications Communication, signalling and 2003

processing systems Safety related electronic systems for
signalling
A4
EN 50125-1
Railway applications Environmental conditions for equipment 1999

Part 1: equipment on board rolling stock
A5
EN 50125-3
Railway applications Environmental conditions for equipment 2003

Part 3: equipment for signalling and telecommunications
A6
EN 50121-3-2
Railway applications Electromagnetic compatibility - Part 3-2: 2000

Rolling stock Apparatus
A7
EN 50121-4
Railway applications - Electromagnetic compatibility - Part 4: 2000

Emission
and
immunity
of
the
signalling
and
telecommunications apparatus
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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
referred in chapter 4.
Index N Reference
Document Name
Version Type
B1
EEIG 02S126
RAM requirements (chapter 2 only)
2 (index 28)
B2
EEIG 97S066
2 (index A5)
B3
EEIG 97E832
Degraded Situations
B4
EEIG 97E267
ODOMETER FFFIS
1 (Index 44)
B5
O_2475
ERTMS GSM-R QoS Test Specification
1.0.0
B6
UNISIG SUBSET 050
Description of Euroloop subsystem
2.0.0
2 (Index 16)
B7
intentionally deleted
B8
UNISIG SUBSET 059
STM performance requirements
2.0.0
B9
UNISIG SUBSET 076_0
ERTMS/ETCS Class 1, Test plan
2.2.2
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
ERTMS ETCS Class 1 States for Test Sequences
1.0.0
2 (Index 37)
B14
On-Board Data Dictionary
2.2.0
2 (Index 37)
B15
SRS v.2.2.2 Traceability
2.2.1
2 (Index 37)
B16
UNISIG test data base
1.0.0
2 (Index 37)
B17
Test Cases Coverage
1.0.0
2 (Index 37)
B18
Test data base
1.0.0
2 (Index 37)
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
Analysis
Effects 2.2.2
2 (Index 27)
B24
UNISIG SUBSET 088
ETCS Application Levels 1&2 -Safety Analysis
2.2.2
2 (Index 27)
B25
EN50xxx
Railway applications -European Rail Traffic Management

System
Driver
Machine
Interface"
part 1 - Ergonomic principles of ERTMS/ETCS/GSM-R
Information
2 (Index 51)
B26
EN50xxx

System
Driver
Machine
Interface"
part 2 - Ergonomic arrangements of ERTMS/ETCS
Information
2 (Index 51)
B27
EN50xxx

System
Driver
Machine
Interface"
part 3 - Ergonomic arrangements of ERTMS/GSM-R
Information
2 (Index 51)
B28
EN50xxx

System
Driver
Machine
Interface"
part 4 - Data Entry Procedure
2 (Index 51)
B29
EN50xxx
2 (Index 51)
system:
Failure
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Index N Reference
Document Name
System
part 5 Symbols
Driver
Version Type
Machine
Interface"
B30
EN50xxx

System
Driver
Machine
Interface"
part 6 - Audible Information
2 (Index 51)
B31
EN50xxx

System
Driver
Machine
Interface"
part 7 - Specific Transmission Modules
2(Index 51)
B32
Guideline for references
B33
EN 310 515
Draft
available
Global System for Mobile communication (GSM); 2.1.0

Requirements for GSM operation in railways.
ANNEX A - APPENDIX 1
Train detection systems characteristics necessary

to be compatible with rolling stock
1.
General
1.1
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 (Functional and technical specifications of the interfaces to other
Subsystems) of TSI CCS ensures the conformity of TSI-compliant vehicles with the
requirements of this Appendix.
1.2
The longitudinal vehicle dimensions are defined as:

ai =
bx =
L=
distance between following axles, where i = 1, 2, 3, , n-1, where n is

total number of axles of the vehicle
longitudinal distance from first axle (b1) or last axle (b2) to the nearest
end of the vehicle, i.e. nearest buffer/nose
total length of the vehicle
Figure 6 shows an example for a three-axle twin-bogie vehicle (n=6).

b1
a1
a2
a3
a4
a5
b2
Fig. 6.
1.3
The term wheelset shall apply to any pair of opposite wheels, even without common
axle. Any references to wheelsets concern centre of wheels.
1.4
For definition of wheel dimensions the Fig. 7 applies, where:

D = wheel diameter
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BR = width of the rim

Sd = thickness of the flange
Sh = height of the flange
Other dimensions in Fig. 7 are not relevant in this TSI
1.5
The values quoted are absolute limit values including any measurement tolerances.
1.6
Infrastructure manager may permit less restrictive limits, which shall be stated in the
Infrastructure register.
Fig. 7
2.
Vehicle Geometry
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2.1
Axle distances
2.1.1
The distance ai (Fig. 6.) shall not exceed 17500 mm for existing lines, 20000 mm for
use on new lines.
2.1.2
The distance bx (Fig. 6.) shall not exceed 4200 mm.
2.1.3
The distance ai (Fig. 6.) 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.
2.1.4
The distance L (b1 + b2) (Fig. 6.) shall not be less than 3000 mm.
2.1.5
Specific case Germany:

Limitations on the relationship between axle distance (ai, Fig 1) and wheel diameter
are still to be defined.
- Open point -
2.1.6
Specific case Poland and Belgium:

The distance bx (Fig. 6.) shall not exceed 3500 mm.
2.1.7

The distance ai (Fig. 6.) 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 1000 mm if speed does not exceed
140 km/h; for higher speeds the Article 2.1.3 applies.
2.1.8
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 15000 mm.
2.1.9
Specific case Belgium:

The distance L (b1 + b2) (Fig. 6.) shall not be less than 6000 mm
2.2
Wheel geometry
2.2.1
The dimension BR (Fig. 7) shall not be less than 133 mm
2.2.2
The dimension D (Fig. 7) shall not be less than:
2.2.3
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.
The dimension Sd (Fig. 7) shall not be less than 20 mm.

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2.2.4
The range of the dimension Sh (Fig. 7) shall be 27.5 - 36 mm.
Specific case Lithuania:

The dimension Sh (Fig. 7) shall not be less than 26,25 mm
3.
3.1
3.2
Vehicle design
Vehicle Mass
3.1.1
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.
3.1.2
The axle load shall be at least 3.5 t for use on new or upgraded lines.
3.1.3
Specific
case
Austria,
Germany,
Sweden
and
Belgium
The axle load shall be at least 5 t on certain lines specified in the
3.1.4
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 16000 mm, a lone vehicle or trainset mass shall be
greater than 90 t. When this distance is less than 16000 mm, and greater or
equal to 15000 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 16000 mm.
3.1.5
Specific case Belgium high speed TEN (except "L1"):

A lone vehicle or trainset mass shall be at least 90 t.
Metal-free space around wheels
3.2.1 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 -
3.3
Metal-mass of vehicle
3.3.1
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 -
3.4
Wheel material
3.4.1
The wheels shall have ferromagnetic characteristics.
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3.5
Impedance between wheels
3.5.1
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
3.5.2
The resistance is measured by a measuring voltage that is between 1.8 V DC and 2.0
VDC (Open voltage)
3.5.3
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.
3.5.4
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)
3.5.5
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 -
3.6
Vehicle impedance
3.6.1
The minimum impedance between pantograph and wheels of the rolling

stock has to be :
more than 0.45 Ohm inductive at 75 Hz for 1500 VDC traction systems
Specific case Belgium:

more than 1.0 Ohm inductive at 50 Hz for 3 kVDC traction systems
Isolating Emissions
4.1
Use of Sanding Equipment
4.1.1 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
4.1.2 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
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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-
4.1.3 Specific case United Kingdom

Sanding for traction purposes on multiple units is not permitted ahead of the leading axle
below 40km/h.
- Open point -
4.2
Use of composite brake blocks
4.2.1
Conditions for use of composite brake blocks will have to be defined by a survey
group by end 2005.
- Open point-
Electromagnetic Interferences
5.1
Traction current
5.1.1
Limits and accompanying explanation in a separate document that is under

preparation.
- Open point-
5.2
Use of electric/magnetic brakes
5.2.1
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.
5.2.2
If stated in the Infrastructure Register eddy current brakes and magnetic brakes may
be used for service braking.
5.2.3

The magnetic brake and eddy current brake is not permitted at the first bogie of a
leading vehicle unless defined in the Infrastructure Register.
5.3
Electric, magnetic, electromagnetic fields
5.3.1
Open point -.
Specific Characteristics on the lines with a gauge 1520/1524

mm
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1.
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.
2.
The distance ai shall not exceed 19000 mm.
3.
The dimension BR shall not be less than 130 mm.
4.
Electrical resistance between the running surfaces of the opposite wheels of a wheelset shall not exceed 0.06 Ohm.
5.
The number of active sanding devices in loco-hauled trains shall not exceed 6
sanding devices per rail.
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ANNEX A - APPENDIX 2
Requirements on Hot Axle Box Detection

- Open point -
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ANNEX B
CLASS B
TABLE of CONTENTS
Use of Annex B
Part 1: Signalling
Part 2: Radio
Part 3: Transition Matrix
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ANNEX B
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 ControlCommand TSIs for the trans-European high-speed and conventional rail systems.
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 ControlCommand 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.
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Part 1: Signalling
Index:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15
16.
17.
18.
19.
20.
21.
22.
23.
ALSN
ASFA
ATB
ATP-VR/RHK
BACC
CAWS and ATP
Crocodile
Ebicab
EVM
GW ATP
Indusi / PZB
KVB
LS
LZB
MEMOR II+
RETB
RSDD/SCMT
SELCAB
SHP
TBL
TPWS
TVM
ZUB 123
For information only, systems not used in Member States:

23.
ZUB 121
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ALSN
Automatic locomotive signalling of continues operation
(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 TCs of alternating current (AC) with frequency of 501, 75 or 25 Hz; or
continuous TCs, which ensure switching-on coding mode towards an approaching

train depending on the train direction:
o TCs 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;
o DC TCs.
Stations are equipped with:
continuous TCs which ensure switching-on coding mode towards an approaching

train depending on the train direction:
o TCs 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
o DC TCs.
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)
In Estonia only 50 Hz is used

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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.
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ASFA
Description:
ASFA is a cab signalling and ATP system installed on most lines of RENFE (1 676 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.
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
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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.
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
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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.
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
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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 onboard computerised equipment.
The data transmission is between passive track side balises (2 per balise point) and onboard 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
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 length
Train weight
Possibility to use higher speeds in curves
Train specific properties (e.g. retardation because of heavy axle load )
Surface conditions
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
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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
2400 or 3600 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
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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.

50 Hz carrier frequency
5 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
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CAWS and ATP (installed on Iarnrd ireann)

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)
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.
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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.
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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 onboard 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.
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
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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 onboard antenna underneath the vehicle which also supplies the balise with energy when
passing. The coupling between balise and on-board is inductive.
Energising Balises:
27,115 MHz

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

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.
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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
Level crossing and land slide detector status
Shunting
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
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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 onboard antenna underneath the vehicle which also supplies the balise with energy when
passing. The coupling between balise and on-board is inductive.
Energising Balises:
27 MHz

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 identification
Maximum train speed
Train length
Train speed type (only if the train speed is in 140-300)
Train pressurisation

Limit speed
Target speed
Overspeed
Efficacy
ASFA Alarm
Brake rearmament
Running past allowed
END
Audible warning
Braking pre-warning
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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

Level crossing and land slide detector status
Shunting
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
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EVM
Description:
EVM is installed on all main lines on the network of Hungarian State Railways (MV). 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.
Data transmission track to trains:
Amplitude modulated codes (100%)
7 codes (6 speed codes)
Display to driver:
Cab signal
Signal aspects: Stop, permitted speed at the next signal (15, 40, 80, 120, MAX), no
transmission/failure, shunting mode
Supervision:
Speed limit
vigilance check every 1550 m in case of vactual < vtarget,
vigilance check every 200 m in case of vactual > vtarget
Stop aspect
shunting mode speed limitation
Reaction:
The emergency brake is triggered
in the case of driver reaction missing
if the speed limit is still exceeded after vigilance signal or
in case a stop signal being passed with a speed exceeding 15 km/h
in shunting mode immediately after exceeding 40 km/h (the brake is activated in this
case without any acoustic signal)
Additional functions:
Comfort function (Indication that the signal has been cleared when train is stationary)
Responsible Member State: Hungary
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GW ATP Scheme
Description:
The GW ATP is an Automatic Train Protection (ATP) system used in the UK on the Great
Western (GW) lines between London (Paddington), Bristol Temple Meads, Bristol Parkway
and Newbury. The system is based on similar hardware to the TBL system used in Belgium,
although there are some differences both technically and in operation.
The system is only relevant for trains which run with a speed higher than 160 km/h.
The system provides the following core functions:
-
Full automatic train protection where the train is fitted and operating over fitted
infrastructure
Vehicle maximum speed supervision and roll-away protection where the train is fitted
and operating over unfitted infrastructure
Data is transmitted from the track-side by beacons located adjacent to signals. Infill loops are
provided where necessary to improve operational performance.
Main characteristics
Data transmission to the trains
100kHz 10kHz (FSK)

25kbit/sec
99 useful bits per telegram
Train characteristics as input by the driver
Train characteristics in terms of e.g. basic braking rates, maximum speed are set by a
pre-programmed parameter plug fitted to the train hardware. Variations in train make-up
and brake availability can be set by the driver at start-up.
Driver interface
Visual indications:
The maximum safe speed
The target speed
The expected status of the next approaching signal
Presence of Emergency Speed Restrictions
Fault indications
Roll away
Intervention activation
Shunting operation mode
Pass stop signal mode
Signal passed at danger
Subsidiary signal passed (authorised movement onto an occupied line)

Audible indications:
Short advisory tone whenever the displayed information changes
Continuous warning tone when the safe speed is being exceeded, or an emergency
speed restriction has been encountered, or when a signal is passed at danger, or roll
away is detected or a system fault is detected
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Driver controls:
On button/indicator
Acknowledge button to regain control following system intervention
Shunting mode activation button
Pass Stop Signal button for passing a signal at danger under authority
Isolation controls
Supervision
The system supervises train movements using following parameters:
Maximum safe speed (line speed and permanent speed restrictions)
Temporary speed restrictions
Stopping point
Dynamic braking profile
Direction of movement (including roll-away supervision)

The system initiates a full service brake application if:
The indicated safe maximum speed is exceeded by a set margin and the driver fails
to respond to the audible warning
An emergency speed restriction is encountered
A recoverable system fault occurs, e.g. failure to receive data from a track-side
beacon when expected
The ATP system initiates an emergency brake application if:
The train passes a signal at danger (the train is brought to a stand, and the driver can
then proceed in partial supervision, but is limited to 20mph for 3 minutes or until the next
beacon is passed)
Roll away occurs (i.e. a movement of more than 10 metres or at more than 5mph in a
direction not corresponding to the position of the master controller)
A non-recoverable system failure occurs

Responsible Member State: United Kingdom
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Indusi / PZB
(Induktive Zugsicherung / Punktfrmige Zugbeeinflussung)
Description:
ATP system which is installed on lines in Austria and Germany under consideration for
Interoperability.
Magnetically coupled resonant circuits track-side and on-board transmit 1 out of 3
information to the train. The system is not considered fail safe, but safe enough to supervise
the driver. It acts completely in background mode, that means that is does not give the driver
any indications about signal aspects, it only indicates that the train is supervised.
3 Frequencies
500 Hz
1 000 Hz
2 000 Hz
Braking characteristics (Braking percentage and braking regime for 3 supervision categories)
Supervision:
Hardware version (not for Germany):
500 Hz: Immediate speed supervision
1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision
depends on type of train
2 000 Hz: Immediate stop
Microprocessor version:
500 Hz: Immediate speed supervision and following braking curve
supervision
1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision
depends on program with different braking curves, supervision by means of
time and speed values for a limited distance; braking curves (over time and
distance) triggered by 1 000 Hz, additionally over distance triggered by 500
Hz
2 000 Hz: Immediate stop
Reaction:
The emergency brake is called if supervision is violated. The emergency brake can be
released under special conditions.
Responsible Member States: Austria, Germany
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KVB
Description:
Standard ATP system in France on the network of RFF. All electrified conventional lines are
sprinkled with, for speed supervision, protection of dangerous points, and temporary speed
restrictions. Implemented as 99% on conventional lines. Partially installed on high speed
lines for spot transmission and for supervision of temporary speed restrictions when speed
levels are not provided by the TVM codes.
The system consists of track-side balises including signal encoders and on-board
computerised equipment. The system is an overlay system to conventional signalling
equipment.
The data transmission is between passive track-side balises (2 to 9 per signal) and an onboard antenna underneath the vehicle which also supplies the balise with energy when
passing. The coupling between balise and on-board is inductive. This data transmission is
also used for spot information not related to ATP (e.g. doors, radio channels).
Moreover, the KVB can be completed by a continuous transmission, to allow in-fill
functionality (like Euroloop):
The in-fill is realised with a continuous transmission. This is done by a shift frequency
modulation (FSK) with two carriers Fp at 20 KHz and 25 KHz (one for each track). The data
to transmit are of binary type, in groups of 80 bits (64 are useful). An in-fill message needs
three elements of 80 bits, successively transmitted. This is a so-called long message.
The transmission of a bit set to 1 is made b the emission of the frequency Fp + 692 Hz, the
transmission of one bit set to 0 is made by the emission of the frequency Fp 750 Hz.
Characteristics:
Energising Balises:
27,115 MHz

4.5 MHz
50 kbit/sec
12 useful bits (total 4x8 bits) type analogue
172 useful bits ( total 256 bits) type digital
Except for trainsets, train characteristics must be input by the driver:

Train category
Maximum train speed
Train length

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state of speed supervision

release speed
In the last version of the KVB, only are provided indications for approaching a danger signal
with a short overlap (000), the b and p for the preannounce. The speed indications
are in no way provided.
Supervision:
Line speed, including permanent and temporary speed restrictions

Stopping point
Speed restrictions
The KVB controls the shunting and the transitions to some other systems (TVM),
takes actions on the radio channels switching, on the opening of the circuit
breaker, the lowering of the pantographs, the side selection for doors opening, the
selection for the height of the steps, the command of air tightness through tunnels
or across areas with chemical risk. Moreover, the KVB can be completed by a
continuous transmission to allow infill functions (like Euroloop).
Reaction:
Warning of the driver. The emergency brake is called if movement supervision is violated.
Release of the emergency brake is possible only when the train is stationary.
Responsible Member State: France
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LS
Description:
LS is installed on all main lines on the network of Czech Railways (CD) and Railways of
Slovak Republic (ZSR) and on other lines with a speed exceeding 100 km/h. These lines are
under consideration for interoperability.
The track-side part of the system consists of coded track circuits which operate one carrier
frequency. The carrier frequency is coded by 100% amplitude modulation. Almost entire fleet
of locomotives is equipped by the on-board equipment. The on-board part of the system has
been upgraded and so the equipment is partly computerised.

AM modulated codes
4 speed codes (including stop aspect)

Display to driver:
Cab signal
Signal aspects: Stop, limited speed, caution (speed limit 100 km/h), full speed
Supervision:
Speed limit / may be overridden by vigilance control
no distance supervision
Reaction:
Emergency brake in case of missing driver reaction if speed limit is received
Responsible Member States: Czech Republic, Slovak Republic
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LZB
(Linienfrmige Zugbeeinflussung)
Description:
ATC system which is installed on all lines in Germany exceeding 160 km/hr, which are
significant parts of the lines under consideration for Interoperability. LZB is also installed on
lines in Austria and Spain.
The system consists of a track-side part, which again has the building parts:
Adaptation to interlocking systems and respective data transmission
Data processing and MMI in LZB-centre
Data transmission to and from other LZB-centres
Data transmission system to and from trains
The on-board equipment normally has an integrated Indusi function.

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

36 kHz 0,4 kHz (FSK)
1 200 bit/sec
83,5 Steps per telegram
Data transmission from trains:

600 bit/sec
41 Steps per telegram

Train length
Maximum train speed
Train braking characteristics (braking percentage and braking regime)

Valid operating mode, status of data transmission
Maximum permitted speed/actual speed on a two pointer speedometer
Target speed
Distance to target
Auxiliary indications
Supervision:
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Line speed (maximum speed, temporary and permanent speed limitations)

Maximum train speed
Stopping point
Direction of movement
Dynamic speed profile
Auxiliary functions, e.g. lowering of pantograph (see Annex C).
Reaction:
The emergency brake is called if the movement supervision is violated. The emergency
brake can be released in case of over-speed when speed is within limits.
LZB operating rules:

DB uses the system as fully safety-relevant Automatic Train Control, wayside signals are
not required; in the case when wayside signals exist because of non-equipped trains,
these signals are not valid for LZB-guided trains. LZB is typically connected with
automatic motor and brake control.
Responsible Member States: Austria, Germany, Spain
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MEMOR II+
Description:
The ATP system, which is installed on all lines of the Luxembourg railway network, is used
for the protection of dangerous points and temporary speed restrictions. The MEMOR II+ is
complementary to the Crocodile system.
The system is based on one respectively two iron bars in the track, which are physically
contacted by brushes installed on board of the trains. The bars carry a tension of +/- 12 to +/20V depending on the signal aspect. The system is not considered fail safe, but safe enough
to supervise the driver. It acts completely in background mode, that means that it doesn't give
any indications to the driver about signal aspects, it only indicates that the train is supervised.
Trackside DC powered bars ( 12 to +/- 20 V)
On board, no input of train characteristics by the driver, only one predefined speed
curve stored on board.
Supervision:
In case of caution signals or signals indicating speed restrictions, one positive trigger
starts speed supervision, supervision of time and speed values for a certain distance
compared to the stored speed curve.
In case of absolute stop signals, two positive triggers within a distance of 11 meters act an
emergency brake.
Reaction:
The emergency brake is called if supervision is violated (no valid reaction from the
driver).
The emergency brake can be released after standstill.

State of supervision.
State of emergency brake.
Outlook:
The Luxembourg railway infrastructure network is being equipped with ECTS level I. The
stepwise putting into service of ECTS will replace the MEMOR II and the crocodile system.
This requests a transition period to adapt the engine side systems to ETCS. Finally the
ECTS level I system will be the only valid system in use on the Luxembourg railway
infrastructure network.
Responsible Member State: Luxembourg.
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RETB
Description:
Radio Electronic Token Block (RETB) is a signalling system used on a small number of lightly
used lines in the UK within the scope of the conventional interoperability directive (three lines
in Scotland and one in Wales).
The system provides the following core functions:
Issuing of movement authorities from the signalling control centre to trains by means
of electronic tokens, sent by radio to the trainborne equipment
Display of the movement authority to the driver
Surrendering the movement authority token when the train has completed the
authorised movement
The RETB system is operated in conjunction with procedures for the driver-signaller
communications protocol, which are applied when requesting, issuing and surrendering the
movement authority tokens.
RETB does not include train protection functionality (therefore there is no interface between
the trains RETB equipment and the braking system). However, train protection against
overruns is provided by standard TPWS equipment, described elsewhere in Annex B. The
trainborne TPWS equipment includes AWS functionality (also described in Annex B), which
provides audible and visual indications to the driver on the approach to the limit of a
movement authority and on the approach to speed restrictions.
Trainborne equipment
The trainborne equipment comprises the radio equipment and the RETB Cab Display Unit
(CDU).
Radio equipment
The radio system used for transmission of the movement authority tokens is a variant of the
NRN system that is used in the UK (described elsewhere in Annex B). The radio equipment
is used for both voice and data purposes.
Cab Display Unit (CDU)
The CDU comprises
a keyswitch for switching the trainborne equipment into operational mode

a receive button for receiving movement authority tokens from the control centre in
order that a train movement can be made
an alphanumeric display, which displays the name of the section of line for which a
movement authority token has been issued
a send button for returning the movement authority token to the control centre when
the train has completed its movement
The train must also be fitted with TPWS equipment (also including AWS functionality), for the
purposes described above, but there is no interface between the TPWS and RETB
equipment on the train.
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RSDD/SCMT
(Ripetizione Segnali Discontinua Digitale/Sistema Controllo Marcia del Treno)
Description:
RSDD/SCMT is an ATP system; it can be used alone or superimposed on the BACC
infrastructure.
The on-board equipment is able to manage in a co-ordinated way information coming from
the different sources.
The system consists of track-side balises and encoders, and an on-board antenna which
also supplies the balise with energy when passing. The coupling is inductive.
From the logical point of view, two kinds of balises exist: System Balises containing
information on the line ahead, and Signalling Balises containing information on the signals
aspect.
Three types of balises are foreseen, all using the same frequencies for up- and downlink, but
with different capacity:
Energising frequency:
27,115 MHz
4,5 MHz
12/180 bit ASK Modulation
1 023 bit FSK Modulation
Train
characteristics:
Fixed train characteristics are loaded in maintenance facilities, while data depending on
train composition are inserted by the driver. Special balises are used to calibrate the on
board odometer system, before it can be used for train supervision purpose.
Maximum permitted speed
Target speed
Actual train speed
Advanced information on secondary targets
Warnings before emergency brake intervention
Auxiliary information
Supervision:
In normal condition (full supervision) the train controls the following characteristics:
Line speed, depending on over-speeding track capability and vehicle
performances
Permanent and temporary speed restriction
Level Crossing
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Stopping point
Shunting
If one or more characteristics of line cannot be sent to the on board system (e.g. fault)
it is possible to use the system in partial supervision. In this case the MMI is switched
off and the driver has to drive according to line side signals.
Reactions:
Service brake
Emergency brake
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SELCAB
Description:
ATC system which is installed on the high speed line Madrid-Seville as an extension of LZB
in station areas. The on-board equipment LZB 80 (Spain) can also process SELCAB
information.
The data transmission between track-side and on-board is via semi-continuous track-side
inductive loop and on-board ferrite antennae.

1 200 bit/sec
83,5 Steps per telegram

Train length
Maximum train speed

Maximum permitted speed/actual speed as two pointer speedometer
Target speed
Distance to target
Supervision:
Line speed
Stopping point
Speed restrictions
Reaction:
The emergency brake is called if the movement supervision is violated. The emergency
brake in the case of over-speed can be released when the speed is within limits.
Responsible Member States: Spain
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SHP
Samoczynne Hamowanie Pocigu
Description:
AWS system, which is installed in Poland on lines under consideration for Interoperability.
Magnetically coupled resonant circuits track-side and on-board transmit 1 information to the
train. The system is considered fail safe. It is integrated with on-board active vigilance
system. The vigilance system is also protecting against uncontrolled vehicle movement
(sliding) with speed above 10% of the vehicle maximal allowed speed. It acts completely in
background mode, that means that it does not give the driver any indications about signal
aspects, it only indicates that the train is supervised.
Frequency
1000 Hz
Supervision:
1000 Hz: Acknowledgement of a signal
Resonant circuit location:

200 m before line signals and station entrance signals
0 m before (at) station exit signals
Reaction:
On-board signal lamp is activated, when train is passing resonant circuit (mounted trackside), requesting driver confirmation. If confirmation is not received within 3 s, an acoustic
signal is activated. If confirmation is not received within 2 s after acoustic signal activation,
system initiates emergency brake. The emergency brake can be released under special
conditions.
The active vigilance system is activated when vehicle speed exceeds 10% of vehicle
maximal allowed speed. After 16 s signal lamp is activated and driver confirmation is required
with the same timing as in SHP function. Then confirmation is required after each 60 s. The
SHP supervision is retriggering 60 s vigilance check period.
Responsible Member State: Poland
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TBL 1/2/3
Description:
TBL is an ATC system partially installed on lines of NMBS/SNCB (presently: 1 200 beacons
and 120 trainborne equipment TBL1, 200 beacons and 300 trainborne equipment TBL2, all
lines for speeds higher than 160 km/h equipped with TBL2)
The system consists of a track-side balise at each signal and an on-board equipment. The
TBL1 is a warning system, TBL2/3 is a cab signal system. For TBL2/3, there are in-fill
balises, and an infill cable loop is also available.
The track-side part is designated TBL2 in case of interface to relay interlockings, and TBL3 in
case of serial interface to electronic interlocking.
The trainborne equipment is called TBL2. It includes the TBL2, the TBL1 and the crocodile
functions.
The data transmission is between the active balise and a set of air coil antennae on-board.
The system is direction sensitive, the balises are mounted between the rails with a small
offset from the centre.

100 kHz 10 kHz (FSK)
25 kbit/sec
119 useful bits per telegram for TBL2/3
5 useful decimal data on 40 bits per telegram for TBL1
Train characteristics as input by the driver (TBL2)

Train length
Maximum train speed
Train braking characteristics (brake weight, type of train, isolations, other specific
parameters)
Language selection, identification parameters

Maximum speed (braking curve)
Target speed
Target distance
Train speed
Operating mode
Supervision:
Line speed
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Speed restrictions (permanent and temporary)

Specific restrictions for freight and other trains
Stopping point
Dynamic braking profile
Vigilance of the driver
Auxiliary functions (pantograph, radio commutation)
Reaction:
Acoustic and optical warnings
The emergency brake is called when the movement supervision is violated or the
driver does not acknowledge the warning.
Responsible Member States: Belgium
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TPWS
Description:
TPWS is to improve safety, principally at junctions. It includes the functionality of AWS,
shown in italics. TPWS applies to all lines considered to be interoperable.
The system assures the following functions:
Warning to the driver at standard braking distance of the following restrictive
conditions:
Signals not at clear.
Permanent speed restrictions
Temporary speed restrictions
Train protection
circumstances:
(pre-determined
train
characteristics)
under
the
following
Train exceeding permitted line speed at specified speed restrictions (speed

trap).
Train approaching a stop signal at excess speed (one or more speed traps).
Train passing a signal at danger (train stop).
The system is based on permanent magnets and coils generating fields in the track. The
system is not considered failsafe, but incorporates measures and principles to reduce the
probability of misleading the driver as low as reasonably practicable.
The TPWS indicates visually to the driver:
The state of the last magnet, clear or restrictive (the sunflower indicator).
That it is the cause of a brake application.
Its fault/isolation status.
The TPWS controls are:
An acknowledgement button for the warning of a restrictive condition.
A button to pass a signal at danger valid only for a limited time after operation.
Isolation controls.
The TPWS audio indications are:
A bell tone - signal at clear.
A horn tone - restrictive condition, that must be acknowledged.
The TPWS system interfaces to the train brake system and provides a full emergency brake
application if:
the horn tone is not acknowledged within 2,5 seconds.
Immediately the train passes the speed trap at excess speed.
Immediately if the train passes a signal at danger.
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The technology is not processor based, but this is not excluded.
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Other Characteristics:
Sequence of magnetic fields (North Pole, South Pole) to provide details of signal clear
or not clear.
One of a selection of sinusoidal electromagnetic fields in the region of 60 kHz for the
speed trap and train stop functions (up to 8 frequencies used).
Train characteristics in terms of braking capacity are set by train wiring and give
different maximum speeds at speed traps. No train characteristics input presently in
service, but can be envisaged.
Driver acknowledgement of a restrictive condition required within 2,5 s, otherwise the

emergency brakes are called.
The emergency brake is releasable one minute after the brake has been applied
provided the brake demand has also been acknowledged.
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TVM
Description:
TVM is a cab signalling control command system. It is especially dedicated to the high speed
lines of RFF. The older version TVM 300 is installed on the line Paris-Lyon (LGV SE) and
Paris-Tours/Le Mans (LGV A) lines. The later version TVM 430 on the line Paris-Lille-Calais
(LGV N), on the SNCB part towards Brussels, on the line Lyon-Marseilles/Nimes
(LGV Mediterrane), through the Eurotunnel and on the Channel Tunnel Rail Link in the UK.
TVM 430 is compatible with TVM 300.
TVM 300 and TVM 430 are based on coded track circuits as continuous transmission means
and inductive loops or balises (KVB or TBL type) as spot transmission means.
Data transmission to trains via track circuits:
various carrier frequencies (1,7; 2,0; 2,3; 2.6) kHz
FSK modulated speed codes
18 speed codes (TVM 300)
27 bits (TVM 430)

Data transmission to trains via inductive loops
TVM 300: 14 frequencies (1,3 to 3,8 kHz)
TVM 430: PSK modulated signal, 125 kHz, 170 bits
Train characteristics on board introduced on locomotives for hauled trains in

Eurotunnel (not on TGV, where fixed values are used)
Display to driver:
Speed orders associated to colour light aspects
Supervision:
Speed (continuous)
Braking triggering based on

stepping curve for TVM 300
parabolic curve for TVM 430
Stopping point
Reaction:
The emergency brake is called in the case of overspeed.
Responsible Member States: Belgium, France, United Kingdom
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ZUB 123
Description
ATC system which is installed extensively on lines in Denmark under consideration for
Interoperability.
The system consists of the following parts:
Track-side equipment
A track coupling coil (transponder), which is mounted outside the rails.
In certain locations loops are used for in-fill purpose.
A signal interface board which scans and derives the information to be transmitted.
On-board equipment
The on-board unit with processing logic and receiving/transmitting equipment. It acts
through a brake interface unit on the brakes.
The vehicle coupling coil, mounted on the bogie, which receives data from the line.
The axle mounted odometer pulse generator which supplies information for the
distance covered and the actual speed.

The cab display and operating panel.
The ZUB 123 on-board equipment is considered fail safe.

3 frequencies:
50 kHz checking channel
100 kHz energy channel
850 kHz data channel
Data transmission modes:

Time - division multiplex for serial transmission of telegrams with up to 96 useful
bits.
On-board data processing:

Vital computer processing (enhanced performance level )
Display to the driver:

Maximum authorised speed
Actual speed
Target speed
Target distance
Auxiliary indicators and buttons
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Train data input:

Encoder panel, or
Directly into the on-board unit
Supervision:
Line speed
Stopping point
Speed restrictions
Reaction:
The emergency brake is called if the movement supervision is violated.
The emergency brake in the case of over-speed can be released when the speed is
within a defined value limit.
Responsible Member State: Denmark
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ZUB 121
(For information only)
Description
ATC system which is installed extensively in Switzerland on lines by SBB and BLS under
consideration for Interoperability.
The system consists of the following parts:
Line equipment
determine travel direction to be influenced.
A track coupling coil (transponder), which is mounted inside the rails, lying off centre
to coupling loop, which is mounted inside the rails, laying off centre. A previous
coupling coil determines travel direction to be influenced by the following loop.
A signal interface board which scans and derives the information to be transmitted.
(Not fail-safe)
On-board equipment
The on-board unit with processing logic and receiving / transmitting equipment. It acts
through a brake interface unit on the brakes.
The vehicle coupling coil, mounted on the bogie, which receives data from the line.
(With our equipment only transmission track to train possible)
The axle mounted odometer pulse generator, which supplies information for the
distance covered, actual speed and driving direction.
The cab display and operating panel.
An input / output interface to the trainborne radio unit or the integrated trainborne
information system (IBIS) to exchange vehicle data entered by the train driver.
Characteristics
3 frequencies:
50 kHz checking channel
100 kHz energy channel
850 kHz data channel
Data transmission modes:

Time - division multiplex for serial transmission of telegrams with up to 104 usable
data bits.
On-board data processing: (Not fail-safe)

Single computer processing (supplementary performance level)
Display to the driver:
One 4-digit LCD showing:
- '8 -- -- 8'; no monitoring or
- '8 8 8 8'; monitoring the maximum train speed or
- '-- -- -- --'; monitoring the maximum authorised line speed or
-'
6 0'; target speed or
- ' I I I I '; information proceed received by a loop
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Lamps and horn:

Emergency brake applied
Equipment failure
Buttons:
Testing button
Emergency stop reset
Release button (together with Signum release button)
Train data input:
Trainborne radio operating panel is used
Supervision / Commands:
Line speed
Stopping point
Speed restrictions
Control of radio channels
Reaction:
The emergency brake is called if the threshold speed is reached
Abort speed monitoring if movement supervision is violated
Responsible State: Switzerland
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Part 2: Radio
Index:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
16
17
UIC Radio Chapter 1-4

UIC Radio Chapter 1-4+6
UIC Radio Chapter 1- 4 + 6 (Irish system)
UIC Radio Chapter 1-4+6+7
Introduction to UK Systems
BR 1845
BR 1609
FS ETACS and GSM
UIC Radio Chapter 1-4 (TTT radio system installed at Cascais line)
TTT Radio System CP_N
PKP Radio System
VR Train Radio
TRS The Czech Railways Radio System
LDZ radio system
CH - Greek Railways Radio System
The Estonian Radio System
The Lithuanian Radio System
These systems are currently in use in Member States. For detailed information reference has
to be made to the Register of Infrastructure as defined in Annex C.
For information only, systems not used in Member States:
15.
UIC Radio Chapter Bulgaria
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UIC Radio Chapter 1-4

Description:
This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3 rd
edition, 01.07.84. It is a minimum subset necessary for international railway traffic.
The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne)
equipment.
Radio systems following this basic subset allow for simplex and duplex voice communication
and use of operating signals (tones), but not for selective calls and for data transmission:
Frequencies:
Train to ground:
457,450 MHz ..458,450 MHz.
Ground to train:
Band A: 467,400 MHz ..468,450 MHz.
Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not
available).
Frequency
spacing 25 kHz
Duplex frequency couples 10 MHz apart

Grouping of 4 channels, preferred 62 ... 65 for international traffic
Agreement on frequencies used bilateral or multilateral
Sensitivity
> 1 V at > 20 dB signal to noise ratio (mobile)
> 2 V (lineside)
Radiating power:
6 W mobile
6 W lineside
Antenna characteristics:
/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or very directional aerials (lineside)
Terminating resistor 50 Ohms

Polarisation:
Vertical
In tunnels, any polarisation
Frequency deviation:
< 1,75 kHz for operating tone
< 2,25 kHz for voice
Modes of operation:
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Mode 1, duplex mode

Mode 2, semiduplex mode
Switchover of channels on-board

manually by input of channel number
automatic, depending on receiver voltage
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Operating tones:
Channel free:
2 280 Hz
Listening:
Pilot:
1 960 Hz
Warning:
1 520 Hz
2 800 Hz
Responsible Member States: France, Germany, Hungary, Luxembourg.
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UIC Radio Chapter 1- 4 + 6

Description:
edition, 01.07.84.
equipment.
and use of operating signals (tones), and for selective calls and for data transmission:
Frequencies:
Train to ground:
457,450 MHz ..458,450 MHz.
Ground to train:
Band A: 467,400 MHz ..468,450 MHz.
available).
Frequency
spacing 25 kHz

Sensitivity
> 2 V (lineside)
Radiating power:
6 W mobile
6 W lineside

Polarisation:
Vertical
Modes of operation:
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Mode 1, duplex mode


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Operating tones:
Channel free:
2 280 Hz
Listening:
Pilot:
1 960 Hz
Warning:
Telegram structure:
1 520 Hz
2 800 Hz
Sync. header: 1111 1111 0010

6 decimal train number BCD coded
2 positions of information 4 bits each
7 bit redundancy code, polynomial: 1110 000 1 (H=4)
Telegram transmission:
600 bits/sec
FSK, 0 = 1 700 Hz, 1 = 1 300 Hz
Messages (coding given in hexadecimal representation)

Lineside to train:
Speech
08
Emergency stop
Test
09
Run faster
Run slower
04
Announcem. by loudspeaker
Written order
0C
00
02
Extension of telegram
Train to lineside:
Communic. desired
06
03
08
Acknowl. of order
Advice
0A
Test
Train staff wish to comm.
00
Telephone link desired

0C
06
09
03
Responsible Member States: Austria, Belgium, Denmark, Germany, Netherlands, Spain.
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UIC Radio Chapter 1- 4 + 6 (Irish system)

Description:
edition, 01.07.84.
equipment.
and use of operating signals (tones), and for selective calls and for data transmission:
Frequencies:
Train to ground:
461,675 MHz ..461,950 MHz.
Ground to train:
456,175 MHz ..456,450 MHz.
Frequency spacing 25 kHz
Duplex frequency couples 5.5 MHz apart
Grouping of 4 channels
Sensitivity

> 2 V (lineside)
Radiating power:
10 W mobile
10 W lineside
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Polarisation:
Vertical
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Modes of operation:
Mode A, duplex mode for voice and data transmission

Mode B, duplex mode for voice only transmission
Mode C, simplex mode for voice only transmission
Switchover of channels onboard

Operating tones:
Line free tone:
General Call tone:
2 280 Hz
Pilot tone:
Emergency Call tone:
2 800 Hz
1 960 Hz
1 520 Hz
Telegram structure:
Sync. header: 1111 1111 0010

600 bits/sec
FSK, 0 = 1 700 Hz, 1 = 1 300 Hz
Messages
Lineside to train:
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CTC to Driver
Hot Box
Instruction No.9 ( used for remote PA on Class 8100 EMUs )
Stop at Next Signal
Stop at Next Station
Instruction No.5 ( currently unused )
Danger Stop
Test
Train to lineside:
Test
Driver
Guard
Regulator ( PABX )
Obstruction on Line
Acknowledge
Ready to Start
By Pass
Running Release
Reserved Message 1
Reserved Message 2
Emergency Call
Mode B Call
Responsible Member States: Republic of Ireland, Hungary
For information only: the same radio system is used in Norway
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UIC Radio Chapter 1- 4 + 6 + 7

Description:
edition, 01.07.84. Chapter 7 edition of 01.01.88.
equipment.
and use of operating signals (tones), and for selective calls and for data transmission. The
data transmission capabilities are extended. This feature is not considered mandatory in the
UIC leaflet. If it cannot be assured by bilateral or multilateral agreement, it should be used on
a national basis only.
Frequencies:
Train to ground:
457,450 MHz ..458,450 MHz.
Ground to train:
Band A: 467,400 MHz ..468,450 MHz.
available).
Sensitivity
> 2 V (lineside)
Radiating power:
6 W mobile
6 W lineside

Polarisation:
Vertical
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Modes of operation:
Mode 1, duplex mode

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Operating tones:
Channel free:
2 280 Hz
Listening:
Pilot:
1 960 Hz
Warning:
Telegram structure:
1 520 Hz
2 800 Hz
Sync. header: 1111 1111 0010

600 bits/sec
FSK, 0 = 1 700 Hz, 1 = 1 300 Hz

Lineside to train:
Speech
08
Emergency stop
Test
09
Run faster
Run slower
04
Written order
0C
00
02
Train to lineside:
Communic. desired
06
03
08
Acknowl. of order
Advice
0A
Test
Train staff wish to comm.
00
Telephone link desired

0C
06
09
03
Extension of telegram (only if requested by code 03)

Radiotelephone system with simultaneous digital message transmission
Duplex exchange of voice information
Duplex exchange of data messages of any length
Simplex exchange of voice information between mobiles in the same radio
section
Speech-data time-division multiplexing (mobile to lineside):
260 msec data transmission
780 msec compressed speech
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HDLC frame structure according to ISO for data transmission (lineside to

mobile)
1 200 bit/sec
FSK, 0 = 1 800 Hz, 1 = 1 200 Hz
Responsible Member State: France
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Introduction to UK Systems
The system called NRN (National Radio Network) is installed over the whole of the UK rail
network including the high-speed lines which are the backbone of the UK High Speed
Network. These consist of:
West Coast Main Line (London-Glasgow)

East Coast Main Line (London-Edinburgh)
Great Western Main Line (London-Bristol/South Wales)
The system called Cab Secure is installed in high traffic suburban areas around London,
Liverpool and Glasgow, some of which may include lines forming part of the High Speed
Network. In addition, all main lines in the SouthEast, including the existing Channel Tunnel
Route from the coast to London Waterloo, are equipped with the Cab Secure System.
Mainline passenger trains and freight trains are fitted with NRN whilst suburban and some
intermediate traffic equipped with CSR. In general trains are only equipped with one form of
radio but a few trains that travel in areas of both NRN and CSR is equipped with both forms
of radio. This in particular applies to trains which are equipped with CSR but spend parts of
their operating cycle outside the CSR infrastructure area.
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BR 1845 Issues G and H (lineside)

BR 1661 Issue A (trainborne)
Commonly called Cab Secure Radio
Description:
This Ground-Train radio follows the technical regulations described in Railtrack
Specifications (BR Specification 1845 Issues G and H and in BR 1661 Issue A).
The Cab Secure radio is an analogue radio, which consists of lineside and mobile
(trainborne) equipment.
Radio systems following this basic subset allow for duplex voice communication and use of
operating signals (tones), and for selective calls and for data transmission.
Frequencies:
Train to ground:
448,34375 ..448,48125MHz. ( Note: There are additional channels for which the
information is to be obtained)
Ground to train:
454,84375 MHz ..454,98125 MHz.
Frequency spacing 12,5 kHz
Duplex frequency couples 6,5 MHz apart

Sensitivity
Radiating power:
1 V at > 20 dB signal to noise ratio (mobile)

<2 V (lineside)
10 W mobile
10 W lineside

Polarisation:
Vertical
In tunnels, horizontal
300Hz for CTCSS tones
1,5kHz for data transmission
1,75kHz for emergency tone
< 2,5 kHz for voice
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Modes of operation:
Mode 1, duplex mode

automatic, depending on message sent from control centre
Operating tones:
CTCSS:
Emergency call:
X, Y, Z, 203.5 Hz
1 520 Hz
Telegram structure:
Sync. header: 00100011 11101011
Information elements
Signalling telegrams (3 bytes)
Message Type ( System free, System busy, General Call, Emergency ack.,
etc)
Area Code
Channel number
Data telegrams (8 bytes)
Message Type ( System free, System busy, General Call, Emergency ack.,
etc)
Area Code
Channel number plus train number in 5 decimal character or 4
Alphanumeric character BCD coded format, or signal number (3 bytes).
Train Stock number (6 digits) (3 bytes)
7
bit
redundancy code, polynomial: 110011011 (H=4)
1 200 bits/sec
FFSK, 0 = 1 800 Hz, 1 = 1 200 Hz

Lineside to train:
Test
00
Speech
02
Wait at Signal
Emergency stop
06
Change area, system free

Change area, system busy
0C
04
0A
Train
to lineside:
Test
0E
80
Communic. desired
Set up Signal Number
82
84
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Emergency Answer
Busy
86
Cancel call
DSD Alarm
90
88
96
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BR 1609 Issue 2
Commonly called National Radio Network (NRN)
Description:
This Ground-Train radio follows the technical regulations described in Railtrack Specification
BR 1609, Issue 2, August 1987.
The National Radio Network is an analogue radio which consists of lineside and mobile
Radio systems following this basic subset allow for duplex voice communication (lineside),
simplex voice communication (trainborne), broadcast mode and use of operating signals
(tones), for selective calls and for data transmission.
Frequencies: Sub - band 2 of the 174 MHz to 225 MHz band

196,85 to 198,3 MHz Train to Ground
204,85 to 206,3 MHz Ground to Train
Duplex frequency couples 8,0 MHz apart
Not all the frequencies within the bands indicated are used
Sensitivity
< 0.6 V at 12 dB signal to noise ratio (mobile)
< 0.3 V at 12 dB signal to noise ratio (lineside)
Radiating power:
> 25 W mobile
> 25 W lineside
/4 omni-directional (mobile)
omni-directional or directional (lineside)
No coverage in tunnels
Polarisation:
Vertical
Modes of operation:
Duplex mode (fixed to fixed)
Simplex mode (fixed to mobile)

Manual input of common signalling channel. Most journeys in the UK are within
one area and the driver enters it at the start of the journey.
Automatic change to voice channel following a message sent from control centre.
Audio frequency range:
300 Hz ... 2 500 Hz for speech

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< 2,5 kHz

Message transmission:
1 200 bits/sec
FFSK, 0 = 1 800 Hz, 1 = 1 200 Hz
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Message Structure
Data modulation for all RF signalling shall conform to MPT1323 Section 6, with
message formats generally as defined in MPT1327
Message Types from a train:

Complete number required. It will contain the identity of the radio. It is sent once after
receipt of a channel free telegram
Clear-down
PTT Telegram which is sent each time the transmitter is keyed. It gives the identity of
the radio
Auto-reply Telegram when the radio is selectively called. It contains the identity of the
radio
Emergency Call. It contains the identity of the radio. It does not require receipt of a
free telegram
Priority Call
Message Types to a train:

Selective Calling Telegram. This initiates an auto-reply telegram.
Channel Free Telegram.
Go To Channel Telegram. This directs the radio to a particular channel, opens the
loudspeaker and sounds an alert tone
Clear-down Telegram. This clears the call, closes the loudspeaker and returns the
radio to the call set-up channel.
Call Fail Telegram. This is the same as clear-down but also indicates call failure to the
user.
General Call Telegram. This is a special version of the Go To Channel Instruction
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FS ETACS and GSM

Description:
The solution for radio train to ground communication working today at FS is primarily based
on the use of services supplied by the public operator on the analogue (ETACS) and the
digital (GSM) mobile cellular networks in the 900 MHz band. These networks have been
implemented with an external Subsystem, developed by the operator together with FS in
order to manage some special features as requested by FS, related for example to:
- addressing of train and station calls through functional numbers in place of the terminal
number;
- closed group features with specific barring conditions;
- configuration and handling of specialised data bases directly by FS people to
characterise access rights to services for each kind of users, and so on.
Thanks to the wide radio coverage supplied by the two public cellular systems on the FS
railway network, the general train to ground communication needs can be satisfied in this
way.
The additional features were negotiated and implemented by FS in co-operation with the
public service provider. They are implemented in highly reliable distributed computer
systems. They are therefore part of the application layer in the ISO/OSI layer model.
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UIC Radio Chapter 1-4 (TTT radio system installed at Cascais line)
Description:
This Ground-Train radio follows the technical regulations described in UIC code 751-3,
3rd edition, 01.07.84. It is a minimum subset necessary for international railway traffic.
equipment.
Radio systems following this basic subset allow for simplex and half-duplex voice
communication and use of operating signals (tones), but not for selective calls and for data
transmission:
Frequencies:
*
Train to ground:
457,700 MHz ..457,800 MHz.
*
Ground to train:
Band A: 467,625 MHz . 467,875 MHz
*
*
*
Grouping of 4 channels, preferred 62; 63; 73 and 75 for international traffic
Sensitivity
*
> 1 mV at > 20 dB signal to noise ratio (mobile)
*
> 2 mV (lineside)
Radiating power:
*
6 W mobile
*
6 W lineside
*
*
*
*
In tunnels leaky cables or helical antennas (lineside)
*
Polarisation:
*
Vertical
*
*
0,9 *0,05 kHz for operating tone
*
< 2,3 kHz for voice
Modes of operation:
*
Mode 1, half-duplex mode
*
Mode 1, simplex mode
*
manually by input of group number
*
automatic inside the group, depending on receiver voltage
Operating tones:
*
Channel free:
2 280 Hz
*
Listening:
1 960 Hz
*
Pilot:
2 800 Hz
*
Warning:
1 520 Hz
Responsible Member State: Portugal
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TTT Radio System CP_N

Description:
This TTT radio system is a tailored one, designed for voice and data communications and
according CP requirements.
The CP_N radio is an analogue radio, which consists of lineside and mobile (trainborne)
equipment.
Radio system use digital selective call ( according MPT 1327 1 200 bit/s FFSK) and
50 baud subaudio FSK for base station signalling.
The radio allows simplex and half-duplex voice communication and half-duplex for selective
calls and for data transmission.
Frequencies:
Train to ground:
457,700 MHz ..457,800 MHz.
Ground to train:
Band A: 467,625 MHz . 467,875 MHz
Grouping of 4 channels, preferred 62; 63; 73 and 75 for international traffic
Sensitivity
1 mV at > 20 dB signal to noise ratio (mobile)
2 mV (lineside)
Radiating power:
6 W mobile
6 W lineside
In tunnels leaky cables or helical antennas (lineside)
Polarisation:
Vertical
RF Modulation
Radiomodem 1 200b/s, FM
Radiomodem ( Tx only) 50 baud subaudio, FM
Voice in PM
1,75 kHz for FFSK ( 1 200 bit/s)
0,3 kHz for FSK ( 50 baud)
< 2,3 kHz for voice
Modes of operation:
Mode 1, half-duplex mode
Mode 1, simplex mode
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manually by input of group number

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Telegram structure:
According MPT 1327
1 200 bits/sec
FFSK, 0 = 1 800 Hz, 1 = 1 200 Hz
Responsible Member State: Portugal
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The PKP Radio System

Description:
Radio system, which is installed in Poland on lines under consideration for Interoperability.
The PKP 150MHz band radio is an analogue radio, which consists of track-side, on-board
and handheld equipment.
Radio system allow for simplex voice communication and use of operating signals (tones) for
selective calls and generally not for data transmission. The system has an integrated
RADIOSTOP function.
Frequencies:
Train to ground and ground to train:

150 MHz ... 156 MHz.
Frequency spacing: 25 kHz (to be changed to 12,5 kHz)
Sensitivity
> 0,8 V at > 20 dB signal to noise ratio

Radiating power:
6 W (track-side and on-board)

/4 omnidirectional (on-board)
/2 omnidirectional (track-side)
In tunnels leaky cables (track-side)
Polarisation:
Vertical
Modes of operation:
simplex mode
Switchover of channels:

300 Hz ... 3 000 Hz for voice (to be reduced below 2 700 Hz when introducing 12,5
kHz spacing)
Selective call operating tones:
Trains (vehicles), odd number:
Trains (vehicles), even number:
f1 = 1 160 Hz
f2 = 1 400 Hz
Track-side (permanent operating posts): f3 = 1 670 Hz

< 5 kHz for voice

Selective group call:
single operating tone longer than 1 s
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RADIOSTOP function
can be activated by pressing single button (sealed) both track-side and on-board,
causes vehicle emergency braking (if activated on-board) and sending continuous
sequence of 3x100ms f1, f2 and f3 operating tones followed by 500ms space,
initiates vehicle emergency braking if the sequence (f1, f2 and f3) is received twice,
is using valve in brake pneumatic system mounted in a second pneumatic channel
(first channel is used by SHP AWS and vigilance system).
Network equipped with automatic recording posts
data transmission limited to equipment identification number
Responsible Member State: Poland.
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VR Train Radio Commonly called Linjaradio (Finnish meaning Line Radio).

Description:
This Ground-train radio is a tailored VHF radio system and follows the technical regulations
in Finnish Railways.
The Line radio network is an analogue radio which consists of lineside and mobile
Radio systems following this basic subset allow for duplex voice communication (between
lineside and train), semi-duplex voice communication (between drivers), and driver calls to
controller by selective call tones.
Frequencies:
Grouping of 3 channels (numbers 1-3)
Train to ground:
172,350 MHz ..173,100 MHz
Ground to train:
167,700 MHz ..168,500 MHz
Duplex frequency couples 4,50 MHz or 4,65 MHz apart
Sensitivity:
> 2 V (lineside)
Radiating power:
15 W mobile
10 W lineside

Polarisation:
Vertical

< 3,0 kHz for voice

Modes of operation:
Mode 1, duplex mode (driver-controller)
Mode 2, semi-duplex mode (driver-driver)

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Operating tones:
None
Selective call tones:
2 500 Hz, 2900 Hz
Responsible Member State: Finland

TRS The Czech Railways Radio System
Description:
Railway Radio communication System TRS is designed for the operational duplex
communication between the running engine driver and a dispatcher or a signaller by means
of the ribbon network along the track.
The system TRS enables duplex communication for conversation, routine information
(commands, reports), general call and emergency call transmission and semiduplex
communication between drivers by means of the retransmission in the base station reach,
namely conversation and emergency call transmission. The system concept enables creating
the special outfitting set which can operate in the simplex network on frequencies in band
160 MHz for simplex communication of engine drivers and other subscribers on a
beforehand selected channel.
Selective calling with the train six-digits number shall be transmitted in the direction
dispatcher (signaller) to driver, identification (by the train number) shall be transmitted in the
direction train dispatcher (signaller).
Routine information (commands and reports) transmission is realised by means of a
telegram. System TRS is outfitted with the digital transmission in the coded form of a short
telegram FFSK 1200 bps in both directions. One of commands is assigned to the train
remote stop that can be activated by a dispatcher or a signaller and causes vehicle
emergency braking (if an adapter to ATP type LS 90 or driver vigilance equipment is present
on-board).
System TRS is fully compatible at the control signals level in accordance with mandatory
recommendation UIC 751-3. It means it is possible to accomplish the conversation, general
calling and emergency call among the TRS and systems manufactured by other producers.
Communication is accomplished on four internationally co-ordinated frequencies in the band
450 MHz range A according to UIC.
Frequencies:
Operating mode: Duplex on groups of four frequencies

Simplex in band 457,400 - 458,450 MHz
Sensitivity
150 mV
Radiating power:
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6W
Modes of operation:
Mode 1, duplex mode
Operating tones:
Channel free:
Listening:
Pilot:
Warning:
2 280 Hz
1 960 Hz
2 800 Hz
1 520 Hz
Responsible State: Czech Republic
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The LDZ Radio System

Description:
The Train Radio system (TRS) is an analogue simplex voice communication and used for
operative train operation. All sections of LDZ network are equipped with this system.
The TRS is designed with use of track-side (distributive radio-sets (DRS), and up to 28 local
radio-sets (LRS), connected to each other by a two-wires communication channel) and
mobile (on-board radio-sets (BRS) and handheld radio-sets (HRS)) equipment.
Six frequencies in the band of 1000 1700 Hz are used for selective connection of 28 LRSs.
Frequencies:
Sensitivity
2130 kHz basic,

2150 kHz subsidiary,
50 kV at 20 dB signal to noise ratio

Radiating power:
Terminating resistor 50 or 75 Ohms depending on radio-set type.

Polarisation:
Vertical
Modes of operation:
simplex mode
manually by mechanical switching
300 Hz ... 3000 Hz for voice, selective calls, operating signals

f1 = 1400 Hz
BRS LRS:
BRS DRS
BRS HRS (maintenance, movable unit)
f2 = 700 Hz
BRS BRS
DRS BRS
f4 = 1000 Hz
f3 = 2100 Hz
f4 = 1000 Hz
LRS BRS
Transmission frequency deviation:
3 kHz 1,5 kHz for selective calls
f3 = 1000 Hz
3 kHz for voice

LRS antenna types
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mode
Inclined ray
Inductive powering of open-wired power supply lines (not steel wires)
Specific handling of high voltage power supply lines (10 kV)
Specific wave guide
Besides the TRS, there is used an intra-station radio-communication system, which
includes shunting, maintenance-technological and special communication for emergency
conditions. This system is designed based on zone principle and works in the ranges of
150 and 450 MHz in bands about 5 10 MHz.
Responsible Member State: Latvia.
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CH - Greek Railways Radio System

Description:
This Ground-Train radio system partially follows the technical regulations prescribed in UIC
code 751-3, 3rd edition, 01.07.84. It is a minimum subset necessary for national railway
traffic. It is an analogue system supporting half-duplex voice communication. Selective
calls, operating signals (tones) and data transmission have not been in use.
Frequencies
Train to ground and ground to train :
149.870 149.970 MHZ and 150.290 150.350 MHZ
Frequency spacing 20 KHZ.
10 channels have been implemented from the two above bands.
Sensitivity
>1 V at > 20 dB signal to noise ratio (trainborne)

>2 V (lineside)
Radiating power:
10 W (trainborne)
18 W (lineside)
Antenna characteristics :
/4 (trainborne)
3/4 (lineside)
omnidirectional
no coverage in tunnels
Polarisation:
Vertical
<2,3 kHz ( for voice )
Mode of operation :
half-duplex
Switc hover of channels on-board :
Responsible Member State: Greek
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UIC Radio Chapter Bulgaria

(for information only)
Description:
edition, 01.07.84. It is a minimum subset necessary for international railway traffic.
The UIC radio is an analogue radio, which consists of line-side and mobile (train-borne)
equipment.
and use of operating signals (tones), and for selective calls and for data transmission.
Frequencies:
Train to ground:
457,450 MHz ..458,450 MHz.
Ground to train:
Band A: 467,400 MHz ..468,450 MHz.
Sensitivity
> 2 V (mobile)
Radiating power:
6 W mobile
6 W lineside
Polarisation:
Vertical
Modes of operation:
Mode 1, duplex mode
1,75 kHz for control signal
1,75 kHz for voice
3,50 kHz nominal
Switchover of channels onboard
automatic inside the group
Operating signals:
Free channel signal:
2 280 Hz
Listening signal:
1 960 Hz
Pilot tone:
2 800 Hz
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Emergency signal:
Station master signal:
Traction unit signal:
Island signal:
1 520 Hz
1 840 Hz
2 984 Hz
1 669 Hz
Telegram structure:
Ton frequency sequence call
consist of 8 tone frequency elements
with the following meaning:
6 elements of 100 ms for train No.
1 100 ms separating frequency
1 element 100 ms order or message ( from TU)
and with variable length 400 ms 1400 ms order or message (to TU)
Responsible State: Bulgaria
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Estonian Railways Train Communication Network

Estonian Railways Train Communication Network has been equipped according to the
Ministry of Transport and Communication of Estonia Declaration nr. 39 from 09.07.1999
Technical regulations for railway operation.
Railways train radio communication network consists of two subsystems, namely track-totrain radio communication system and area (or regional) radio communication systems.
Track-to-train radio communication system provide voice communication with all types of
trains and locomotives on main and branch lines within the country.
Area radio communication systems provide full radio coverage within operational area of
railway stations for station operators and locomotive drivers.
With the integrated train radio communication network are covered all the lines and railway
station around the country.
The main system for track-to-train radio communications Estonian Railways operate with
SmarTrunk II decentralised (scan based) digital trunking radio communication system. This
modular system contains components like dispatchers centre equipment, site repeaters,
station operator radio terminals, mobile radios on trains and portable radios.
Trunking system main data:
VHF
146-174Mhz frequency band
14 duplex channels
semi-duplex operation
On railway stations in local area communications Motorola GM350 and GM Pro series base
radios operate on VHF simplex chanels.
Motorola GM350 and GM160 radios on the trains can communicate with different radio
infrastructures installed within the country, on main lines and in station areas.
Personnel responsible for safe and efficient railway operations have in use Motorola GP and
P series portable radios.
To control rail traffic for trains coming from neighbour countries Latvia and Russia, Estonian
Railways in parallel with the main communication network have still in operation special
trans-regional train communication system on simplex channels 2130 KHz and 2150 KHz.
Responsible Member State: Estonia
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Lithuanian Railways Train radio System

Description:
The Train Radio System (TRS) is an analogue simplex voice communication and used for
operative train operation. All sections of LG network are equipped with this system.
The TRS is designed with use of track-side (distributive radio-sets (DRS)), and up to local
radio-sets (LRS), connected to each other by a two-wires communication channel) and
mobile (on-board radio-sets (BRS)) equipment.
Six frequencies in the band of 1000 1700 Hz are used for selective connection of LRSs.
Frequencies:
2130 kHz basic,

2150 kHz subsidiary,
Sensitivity
50 kV at 20 dB signal to noise ratio

Radiating power:

Terminating resistor 50 or 75 Ohms depending on radio-set type.
Polarisation:
Vertical
Modes of operation:
simplex mode
300 Hz ... 3000 Hz for voice, selective calls, operating signals
BRS LRS
f1 = 1400 Hz
BRS DRS
f2 = 700 Hz
BRS BRS
f4 = 1000 Hz
DRS BRS
f4 = 1000 Hz
LRS BRS
f3 = 1000 Hz
1,5 kHz 3 kHz for selective calls
3 kHz for voice
LRS antenna types

mode
T mode
Inclined ray
Inductive powering of open-wired power supply lines (not steel wires)
Specific handling of high voltage power supply lines (10 kV)
Specific wave guide
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Shunting Radio Communication System

Description:
For shunting in bigger railway stations is used the simplex analogical radio communication
system for voice transmission of 150 MHz diapason. Radio stations of this system are used
only in local radio networks, which are not interconnected. The system allows the radio
communication by open channel between stationary (traffic order operators), mobile
(shunting locomotives) and portable (shunting crew) objects.
Frequencies:
150,375 155.800 MHZ and 150.290 150.350 MHz
Frequency spacing 25 KHz.
Sensitivity
> 1 kV at 20 dB signal to noise ratio

Radiating power:
25 W (track-side)
12 W (on-board)
5 W (handheld)
Polarisation:
Vertical
Modes of operation:
simplex mode

3 kHz
Responsible Member State: Lithuania.
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Part 3 : Transition Matrix between Class A and B systems (signalling)
PURPOSE OF THE MATRIX

This MATRIX is to provide a text concerning the scope of the transitions relevant for interoperability on the
European high-speed and conventional rail networks.
INTRODUCTION
The following matrix gives an overview of the possible transitions between different Class Bsystems as defined in this Annex and between Class A and Class B systems.
The matrix does not mandate any technical solutions for either the ERTMS/ETCS-system or
the concerned STMs defined in this Annex. Those are documented either in the technical
specifications of the Control-Command Subsystem (referenced in chapter 5 of both ControlCommand TSIs for the trans-European high-speed and conventional rail systems) or in the
relevant national documentation of the Class B-systems or the STMs, respectively. It is
important to note that the matrix does not define any additional technical requirements for
either the ERTMS/ETCS system or the STMs. The matrix provides information only about
transitions that could occur on the high-speed and conventional rail networks.
The matrix can serve as a tool to assist with technical and economical decisions in the
implementation of the directives 96/48/EC and 2001/16/EC.
As far as transitions between two Class-B systems are concerned, the requirement for
interoperability is that the technical solution for the transition is not in contradiction with the
TSIs and, in particular, it is in line with the referenced documentation concerning the
ERTMS/ETCS system. It must be stated, that the actual Class 1 specification only supports
STM transitions (see SRS section 5.10 especially 5.10.3.11 and section 7.4.2.9 ). The
operational regulation regarding transition between two Class B systems is regarded as
national issue.
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TRANSITION MATRIX
How to read the matrix
The diagonal of the matrix lists the Class A and all Class B systems relevant for the Highspeed and Conventional Trans European Rail Networks.
Each field of the matrix is filled, either by a number (indicate that a transition is permissible
between the systems in the column/row in which the field occurs) or by grey colour, to
indicate that no transition exists, nor is any foreseen.
The number indicates the countries responsible for the specification of the transition and the
associated procedures.
The transitions between the Class A and Class B systems (first column) shall be performed
as described in the document SUBSET 035.
Example:
ETCS
Level 1-3
System A
3
System B
System C
System Transitions
Where a transition is performed by ETCS STM, the terms defined in the document SUBSET-035
should be used.
System transitions (Class A and B)

The matrix identifies the required operational transitions. An operational transition is one in
which one system takes over the responsibility for train supervision from another system. At
such a transition the driver usually experiences one ore more of the following:
A change in the way the train movement is supervised
A change in how the driver interacts with the system
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ETCS
L1-3
ASFA
ATB
BACC
Croco
EBICAB
3
4
Indusi
PZB
10
KVB
LZB
11
12 13
RSDD
SCMT
14 15
17
18
19
20 21
SELCAB
TBL
1/2/3
TPWS
22
23
26
27
24 25
28
TVM
300
ZUB
123
29 30
34
TVM
430
31
EVM
Info
only
32
33
LS
Info
only
ZUB
121
Info only
ATPVR/
RHK
35 36
RETB
37
GW
ATP
38
39
40
41
SHP
for
info
I
CAWS
I
ATP
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Member States responsible for transition.

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
Netherlands, Belgium
Italy, France
Spain, Portugal
Netherlands, Germany
Italy, Austria
France, Belgium, Luxembourg, Germany
Italy, France
France, Belgium, Luxembourg
France Germany
Spain
Germany, Austria
Italy
Italy, France
Austria, Italy
France, Italy
Spain
Spain
Netherlands, Belgium
Belgium
Belgium, Germany
France, Belgium
France
France
Belgium, France
France, United Kingdom (Transition occurs at UK end of Channel Tunnel)
France
France
France
Denmark, Sweden
Germany, Denmark
Austria, Hungary
Austria, Czech Republic, Germany, Slovak Republic
Hungary, Slovak Republic, Czech Republic
France, Switzerland
Germany, Switzerland
France, Switzerland
United Kingdom
United Kingdom (only for trains with Vmax > 160km/h)
Germany, Poland
Poland. Czech Republic, Slovak Republic
Republic of Ireland, United Kingdom
Lithuania, Poland (between ALSN and SHP)
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Part 4 : Electromagnetic characteristic of train detection systems used in
member states:
The electromagnetic characteristics of train detection systems used in member states are
listed here including the test specification.
-Open point-
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ANNEX C
LINE SPECIFIC CHARACTERISTICS
AND
TRAIN SPECIFIC CHARACTERISTICS
TO BE PUT IN THE REGISTERS according to Art. 24 of the Directive 2001/16/EC
General requirements
As stated in Chapter 7, the line-specific characteristics defined in this Annex shall be
included in the Register of Infrastructure by the infrastructure manager.
As stated in Chapter 7, the train-specific characteristics defined in this Annex shall be
included in the Register of Rolling Stock by the railway undertaking.
As stated in section 6.2 (Control-Command Subsystem), as a pre-condition for operating a
train, the corresponding Register of Rolling Stock and Register of Infrastructure have to be
cross-checked for interoperability.
Annex C deals with those aspects of the Control-Command Assemblies which are covered
neither by Annex A nor by Annex B, and with the options permitted for Class A and Class B
systems and interfaces (see Annex D, Figure 8).
Information on specific conditions on RS for operation of train detection systems must be
indicated in the Registers.
Register of Infrastructure
This TSI allows some options of equipment, functions and infrastructure-related values. In
addition, where TSI requirements do not cover the whole Control-Command Track-side
Assembly, special requirements in the context of existing technical systems and in particular
the use of specific operational requirements are possible and are the responsibility of the
Infrastructure Manager.
Such information concerns for example:
- choices in the frame of technical compatibility requirements listed in Annex A,
- choices in the frame of technical compatibility requirements listed in Annex B,
- EMC-values (because of the use of equipment which is not covered by TSI requirements,
for instance axle-counter-systems),
- climatic conditions and physical conditions along the line.
This information has to be available for and used by the railway undertakings in the form of a
line specific handbook (Register of Infrastructure) which can also contain other particularities
of other TSI's (e.g., the TSI Traffic Operation and Management contains in the Rule Book
Annex B systems and degraded modes)
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The Register of Infrastructure may be specific to one line or a group of lines having the same
characteristics.
The objective is that the requirements and characteristics stated in the Register of
Infrastructure and in the Register of Rolling Stock accord with the TSIs; particularly they must
not be a hindrance to interoperability.
Register of Rolling Stock

In the frame of this TSI, for the railway undertaking, some choices of equipment, functions
and values related to the type of train are foreseen. In addition, because TSI requirements do
not cover the whole Control-Command On-board Assembly the infrastructure manager needs
additional information concerning the use of Class B systems, and the characteristics of the
train which are relevant for track-side non Class B systems. This information concerns, for
example:
- choices in the frame of technical compatibility requirements listed in Annex A,
- choices in the frame of technical compatibility requirements listed in Annex B,
- EMC-values (because of the use on the lines concerned of equipment which is not
covered by TSI requirements,
- geometric and electrical 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, maximal electrical
resistance between the wheels of an axle (in context with Annex A Appendix 1 (rolling
stock characteristics necessary to be compatible with train detection systems) because of
the track-circuit design arrangement),
- braking parameters for Class A system
- braking parameters for Class B systems
- general braking parameters
- types of brakes
- eddy current brake installed
- magnetic brake installed
- climatic conditions and physical conditions in which the train is specified to operate.
This information has to be available for and to be used by the infrastructure managers by
means of a train specific handbook (Register of Rolling Stock) which can also address the
possibility or the need of auxiliary functions for the train to be manageable or to be managed
by Control-Command functions, e.g., for passage of neutral sections, speed reduction in
special circumstances depending of the train and line characteristics (tunnels) and
particularities of other TSIs.
The Register of Rolling Stock can be specific to one train or a category of trains having the
same characteristics
Lists of specific characteristics and requirements
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The following list is the mandatory requirement for the Register of Infrastructure and for the
Register of Rolling Stock in order to describe sufficiently the specific characteristics and
requirements, and to facilitate interoperability. The list deals only with technical issues, the
operational issues are contained in the TSI Traffic Operation and Management.
The requirements may be satisfied by the application of a standard. In this case, the
reference concerned must be given in these handbooks.
Otherwise, any special requirements (methods of measurement) must be inserted into or
appended to the Register of Rolling Stock and the Register of Infrastructure.
For Class B systems, the measures implemented in the context of the responsible Member
State given in Annex B apply. The Register of Infrastructure shall include the following items:
- responsible Member State,
- name of Annex B sub-system,
- version and placing into service date,
- speed restrictions and other Class B specific conditions/requirements, due to system
limitations,
- further details according to the lists below.
List of specific technical characteristics and the requirements associated with an
interoperable line and with an interoperable train
N
Infrastructure register
Rolling Stock register)
Infrastructure manager1
Country1
Line segment extremity 11
Line segment extremity 21
For each of the different parts of the
CCS track-side assembly (EIRENE
functions and interfaces , ETCS/ERTMS
functions and interfaces, Train detection
system, Hot axle box detector, EMC)
when installed in steps:
EC verification (yes or no)
date of the certificate of conformity
(display first/last one)
notified body: first/last
date of EC declaration of verification
(display first/last one)
date or placing in service (display
first/last one)
Comments (if no EC verification,
1
Keeper1
national number of the train set or of the
vehicle1
if its a train set, national number of each
vehicle of the train set1
For each of the different parts of the CCS onboard assembly (EIRENE functions and
interfaces, ETCS/ERTMS functions and
interfaces) when installed in steps:
EC verification (yes or no)
date of the certificate of conformity of
the Control-Command On-board
Assembly (display first/last one)
notified body: first/last
date of EC declaration of verification
of the Control-Command On-board
date or placing in service of the
Control-Command
On-board
1 For information only, this will be part of the introduction of the relevant register and will be deleted when the
register exists
1
1
1
1
1
1
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specific cases, )
a) ERTMS/ETCS level(s) of application, a)

optional functions installed track-side
and required on-board, functionality
not
installed
track-side
(e.g.
shunting), national values to be used b)
and
system
version
number
including the placing in service date
of this version,
b) ERTMS/GSM-R radio, optional
functions as specified in the FRS,
and the system version number
including placing in service date of
this version.

Comments (if no EC verification,
specific cases, )
ERTMS/ETCS level of application,

optional functions installed and system
version number including placing in
service date of this version,
ERTMS/GSMR radio, optional functions
according to the FRS and system
version number including placing in
service date of this version.
3
For ERTMS/ETCS Level 1 with infillfunction:
which technical implementation is
required of Rolling Stock
For ERTMS/ETCS Level 1 with infill-function:

which technical implementation is used.
Indicate for
a)each Class B train protection, control
and warning system, and
b)each Class B radio system
installed on the interoperable line, the
versions (including period of validity of
these version, and if there is a need for
more than one system to be active
simultaneously and the responsible
Member State).
Indicate for
a)each Class B train protection, control and
warning system, and
b)each Class B radio system
installed on the interoperable train, the
versions (including period of validity of
theses version and if there is a need of more
than one system to be active simultaneously
and the responsible Member State).
Special technical conditions required to Special conditions implemented on-board to

switch over between different Class B switch over between different Class B train
train protection, control and warning protection, control and warning systems.
systems.
Special technical conditions required to
switch over between ERTMS/ETCS and
Class B systems.
Special technical conditions required to

switch over between different radio
Special conditions implemented on-board to

switch over between different radio systems.
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systems.
7
Technical degraded modes of:

a)ERTMS/ETCS,
b)Class B train protection, control and
warning systems,
c) Class B radio systems
d)lineside signalling.
Available technical degraded modes for:

a)ERTMS/ETCS,
b)Class B train protection, control and
warning systems,
c) ,Class B radio systems
Speed limits applied because of limited a)Speed limits related to train characteristics
braking performance, e.g. because of
and to be supervised by Controlbraking distances available and because
Command,
of gradients:
b)Braking characteristics input data for
a)to ERTMS/ETCS operating modes,
ERTMS/ETCS and Class B train
b) to Class B train protection, control
protection, control and warning systems.
and warning systems.
National technical rules for operating
Class B systems, relevant for the
trains (e.g. requirements on braking
performances, data corresponding
with UIC leaflet 512 (8th edition of
1.1.79 and 2 Amendments), ).
Susceptibility of track-side ControlCommand equipment to emission from

trains in terms of electromagnetic
compatibility with respect to admission
of trains. To be specified where available
according to European Standards (prEN
50238 and other future standards - to be
defined) to meet safety and
reliability/availability targets.
Permissibility to use eddy-current brake
(types)
Permissibility to use magnetic brake
(types)
Electromagnetic emission of the train with

respect to admission of the train in terms of
electromagnetic compatibility. To be specified
where available according to European
Standards (prEN 50238 and other future
standards - to be defined) to meet safety and
reliability/availability targets.
Eddy-current brake installed (type)
Magnetic brake installed (type)
10
11
Climatic conditions and physical

conditions along the line. In accordance
with Annex A, index A5
The requirements for technical solutions
concerning implemented derogations
according Directive 96/48/EC
and2001/16/EC have to be described.
Climatic conditions and physical conditions in

which the On-board Assembly can work. In
accordance with Annex A, index A4
The rules for technical solutions concerning
implemented derogations according
Directive 96/48/EC and2001/16/EC have to
be described.
12
HABD
13
Minimum length of track section
Maximum distance between adjacent

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Minimum distance between end of track

section and fouling point
Minimum differential distance of the
opposite ends of adjacent tracks
sections
Minimum shunting sensitivity of track
circuit
Use of eddy current brakes
Use of magnetic brakes
wheelsets
Maximum distance between front end and
wheelset
Minimum wheelbase
Minimum axlebase
Minimum wheel width
Minimum height of tyre
Minimum flange width
Minimum flange height
Minimum axle load
Wheel material
Maximum resistance between opposite
wheels of a wheelset
Minimum vehicle impedance
Maximum sanding output
Possibility of sanding override by driver
Use of eddy current brakes
Equipped with two pairs of rail friction-shoe
whose electrical base is greater or equal to
16000 mm.
Unrestricted sanding permitted (yes or

description of restrictions)
14
Specific cases
Limitations on the relationship between
axle distance and wheel diameter
(Germany)
Longitudinal distance from first axle or
last axle to the nearest end of the
vehicle not bigger than 3500mm
(Poland, Belgium)
The distance between each of the first 5
axles of a train (or all axles if the train
has less than 5) not less than 1000 mm
(Germany)
The distance between first and last axle
of a vehicle not less than 6 000 mm
(Belgium)
The distance between first and last axle
of a lone vehicle or train-set bigger than
15000 mm (France, Belgium)
Minimum diameter of wheels not smaller
than 450 mm (France)
Minimum axle load not less than 5t
(Germany, Austria, Sweden, Belgium)
Minimum vehicle mass not less than 90t
(Belgium)
When the distance between first and last
axle of a lone vehicle or train-set greater
or equal to 16000 mm, a lone vehicle or
train-set mass shall be greater than 90 t.
When this distance is less than 16000
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mm, and greater or equal to 15000 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 16000 mm (France,
Belgium)
Minimum dimension of metal mass of a
vehicle (Germany, Poland)
Maximum reactance between running
surfaces of a wheel-set (Poland, France)
Additional requirements on shunting
parameter of a vehicle (Netherlands)
Required impedance between
pantograph and wheels more than 1.0
Ohm inductive at 50 Hz for 3 kVDC
(Belgium)
No sanding ahead of the leading axle on
multiple units below 40km/h (United
Kingdom)
The magnetic brake and eddy current
brake is not permitted at the first bogie
of a leading vehicle (Germany).
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ANNEX D
TSI Control Command (Conventional Rail System)

This figure shows the principle only
Control-Command and Signalling

TSI Control-Command Subsystem
National part of CC onboard
On-board Assembly
Track-side Assembly
CC onboard
(Annex A)
CC trackside
(Annex A)
CC onboard
(Annex B)
CC trackside
(Annex B)
CC onboard
(Annex C)
CC trackside
(Annex C)
Onboard
National part of CC trackside
Trackside
Figure 8
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ANNEX E
Modules for Interoperability Constituents
Module B : Type Examination
1. This module describes that part of the procedure by which a notified body ascertains and attests
that a type, representative of the production envisaged, meets the provisions of the TSI that
apply to it.
2. The application for the EC type-examination must be lodged by the manufacturer or his authorised
representative established within the Community.
The application must include:
the name and address of the manufacturer and also, if the application is lodged by the
authorised representative, his name and address ,
a written declaration that the same application has not been lodged with any other
notified body,
the technical documentation, as described in point 3.
The applicant must place at the disposal of the notified body a specimen, representative of
the production envisaged and hereinafter called 'type'.
A type may cover several versions of the Interoperability Constituent provided that the
differences between the versions do not affect the provisions of the TSI.
The notified body may request further specimens if needed for carrying out the test
programme.
If no type tests are requested within the type examination procedure, and the type is
sufficiently defined by the technical documentation, as described in point 3, the notified
body may agree, that no specimens are placed at its disposal.
3. The technical documentation must enable the conformity of the interoperability constituent
with the requirements of the TSI to be assessed. It must, as far as relevant for such
assessment, cover the design, manufacture, maintenance and operation of the
interoperability constituent.
The technical documentation must contain:
a general type-description,
conceptual design and manufacturing information, for example drawings and schemes
of components, sub-assemblies, circuits, etc.,
descriptions and explanations necessary for the understanding of the design and
manufacturing information, maintenance and the operation of the interoperability
constituent,
conditions of integration of the interoperability constituent in its system environment
(sub-assembly, assembly, subsystem) and the necessary interface conditions,
conditions for use and maintenance of the interoperability constituent (restrictions of
running time or distance, wear limits etc),
the technical specifications, including European specifications1 with relevant clauses,
applied in full or in part,
1 the definition of an European specification is indicated in the directives 96/48/EC and 01/16/EC. The guide for application of HS TSIs
explains the way to use the European Specifications
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descriptions of the solutions adopted to meet the requirements of the TSI in cases
where the European specifications have not been applied in full,
results of design calculations made, examinations carried out, etc.,
test reports.
4
The notified body must:

4.1. examine the technical documentation,
4.2. verify that any specimen(s) required for test has (have) been manufactured in
conformity with the technical documentation, and carry out or have carried out the type
tests in accordance with the provisions of the TSI and/or the relevant European
specifications,
4.3. where a design review is requested in the TSI, perform an examination of the design
methods, the design tools and the design results to evaluate their capability to fulfil the
requirements for conformity for the interoperability constituent at the completion of the
design process,
4.4. where a review of the manufacturing process is requested in the TSI, perform an
examination of the manufacturing process devised for manufacturing the interoperability
constituent, to evaluate its contribution to product conformity, and/or examine the review
carried out by the manufacturer at the completion of the design process,
4.5. identify the elements which have been designed in accordance with the relevant
provisions of the TSI and the European specifications as well as the elements which
have been designed without applying the relevant provisions of those European
Specifications;
4.6. perform or have performed the appropriate examinations and necessary tests in
accordance with points 4.2., 4.3. and 4.4 to establish whether, where the manufacturer
has chosen to apply the relevant European specifications, these have actually been
applied;
4.7. perform or have performed the appropriate examinations and necessary tests in
accordance with points 4.2., 4.3. and 4.4. to establish whether, where the relevant
European specifications have not been applied, the solutions adopted by the
manufacturer meet the requirements of the TSI;
4.8. agree with the applicant the location where the examinations and necessary tests will
be carried out.
5.
Where the type meets the provisions of the TSI, the notified body must issue a typeexamination certificate to the applicant. The certificate must contain the name and address
of the manufacturer, conclusions of the examination, conditions for its validity and the
necessary data for identification of the approved type.
The time period of validity shall be no longer than 5 years.
A list of the relevant parts of the technical documentation must be annexed to the
certificate and a copy kept by the notified body.
If the manufacturer or his authorised representative established within the Community is
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denied a type-examination certificate, the notified body must provide detailed reasons for
such denial.
Provision must be made for an appeals procedure.
6.
The applicant must inform the notified body that holds the technical documentation
concerning the type-examination certificate of all modifications to the approved product
which must receive additional approval where such changes may affect the conformity with
the requirements of the TSI or the prescribed conditions for use of the product. In this case
the notified body shall perform only those examinations and tests that are relevant and
necessary to the change(s).This additional approval may be given either in the form of an
addition to the original type-examination certificate, or, by the issue of a new certificate
after withdrawal of the old one.
7.
If no modifications as in point 6 have been made, the validity of an expiring certificate can
be extended for another period of validity. The applicant will apply for such a prolongation
by a written confirmation that no such modifications have been made, and the notified
body issues a prolongation for another period of validity as in point 5, if no contrary
information exists. This procedure can be reiterated.
8.
Each notified body must communicate to the other notified bodies the relevant information
concerning the type-examination certificates and additions issued, withdrawn or refused.
9.
The other notified bodies may receive, on request, copies of the type-examination
certificates issued and/or their additions. The annexes to the certificates (see 5) must be
kept at the disposal of the other notified bodies.
10. The manufacturer or his authorised representative established within the Community must
keep with the technical documentation copies of type-examination certificates and their
additions for a period of 10 years after the last interoperability constituent has been
manufactured. Where neither the manufacturer nor his authorised representative is
established within the Community, the obligation to keep the technical documentation
available is the responsibility of the person who places the interoperability constituent on
the Community market.
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Module D : Production Quality Management System
1. This module describes the procedure whereby the manufacturer or his authorised representative
established within the Community who satisfies the obligations of point 2 ensures and declares
that the interoperability constituent concerned is in conformity with the type as described in the
type-examination certificate and satisfies the requirements of the TSI that apply to it.
2. The manufacturer must operate an approved quality management system for production, final
product inspection and testing as specified in point 3 and is subject to monitoring as specified in
point. 4.
3. Quality management system
3.1. The manufacturer must lodge an application for assessment of his quality management
system with a notified body of his choice, for the interoperability constituents concerned.
all relevant information for the product category representative for the interoperability
constituents envisaged,
the documentation concerning the quality management system,
the technical documentation of the approved type and a copy of the type-examination
certificate, issued after the completion of the type examination procedure of Module B
(type examination).
notified body,
3.2. The quality management system must ensure compliance of the interoperability
constituents with the type as described in the type-examination certificate and with the
requirements of the TSI that apply to them. All the elements, requirements and provisions
adopted by the manufacturer shall be documented in a systematic and orderly manner in
the form of written policies, procedures and instructions. The quality management system
documentation must permit a consistent interpretation of the quality programmes, plan,
manuals and records.
It must contain in particular an adequate description of:
the quality objectives and the organisational structure,
responsibilities and powers of the management with regard to product quality,
the manufacturing, quality control and quality management techniques, processes
and systematic actions that will be used,
the examinations, checks and tests that will be carried out before, during and after
manufacture, and the frequency with which they will be undertaken,
the quality records, such as inspection reports and test data, calibration data,
qualification reports of the personnel concerned, etc.,
the means to monitor the achievement of the required product quality and the effective
operation of the quality management system.
1.1.
The notified body assesses the quality management system to determine

whether it satisfies the requirements of point 3.2. It presumes compliance with these
requirements if the manufacturer implements a quality system for production, final product
inspection and testing in respect of the Standard EN/ISO 9001-2000, which take into
consideration the specificity of the interoperability constituent for which it is implemented.
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When the manufacturer operates a certified quality management system, the notified
body shall take this into account in the assessment.
The audit must be specific for the product category, which is representative for the
interoperability constituent. The auditing team must have at least one member
experienced as an assessor in the product technology concerned. The evaluation
procedure must include an inspection visit to the manufacturer's premises.
The decision must be notified to the manufacturer. The notification must contain the
conclusions of the examination and the reasoned assessment decision.
3.4. The manufacturer must undertake to fulfil the obligations arising out of the quality
management system as approved and to uphold it so that it remains adequate and
efficient.
The manufacturer or his authorised representative established within the Community shall
keep the notified body that has approved the quality management system informed of any
intended updating of the quality management system.
The notified body must evaluate the modifications proposed and decide whether the
amended quality management system will still satisfy the requirements of point 3.2 or
whether a re-assessment is required.
It must notify its decision to the manufacturer. The notification must contain the
4.Surveillance of the quality management system under the responsibility of the notified body.
4.1. The purpose of surveillance is to make sure that the manufacturer duly fulfils the
obligations arising out of the approved quality management system.
4.2. The manufacturer must allow the notified body entrance for inspection purposes to the
locations of manufacture, inspection and testing, and storage and must provide it with
all necessary information, in particular:
the quality management system documentation,
the quality records such as inspection reports and test data, calibration data,
qualification reports of the personnel concerned, etc.
4.3. The notified body must periodically carry out audits to make sure that the manufacturer
maintains and applies the quality management system and must provide an audit report
to the manufacturer.
The frequency of the audits shall be at least once a year.
When the manufacturer operates a certified quality management system, the notified
body shall take this into account in the surveillance.
4.4. Additionally the notified body may pay unexpected visits to the manufacturer. During
such visits the notified body may carry out, or cause to be carried out, tests to verify
that the quality management system is functioning correctly, if necessary. The notified
body must provide the manufacturer with a visit report and, if a test has taken place,
with a test report.
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5. Each notified body must communicate to the other notified bodies the relevant information
concerning the quality management system approvals, issued, withdrawn or refused.
The other notified bodies may receive on request copies of the quality management system
approvals issued.
6. The manufacturer must, for a period of 10 years after the last product has been
manufactured, keep at the disposal of the national authorities:
the documentation referenced to in the second indent of point 3.1,
the updating referenced to in the second paragraph of point 3.4,
the decisions and reports from the notified body in the final paragraph of points 3.4, 4.3
and 4.4.
7
The manufacturer or his authorised representative established within the Community must
draw up the EC declaration of conformity of the interoperability constituent.
The content of this declaration shall include at least the information indicated in Annex IV (3)
of Directives 96/48/EC or 01/16/EC. The EC declaration of conformity and the
accompanying documents must be dated and signed.
The declaration must be written in the same language as the technical documentation and
must contain the following:
the Directive references (Directives 96/48/EC or 01/16/EC and other directives to which
the interoperability constituent may be subject),
the name and address of the manufacturer or his authorised representative established
within the Community (give trade name and full address and in the case of an authorised
representative also give the trade name of the manufacturer or constructor),
description of the interoperability constituent (make, type, etc)
description of the procedure (module) followed in order to declare conformity,
all of the relevant descriptions met by the interoperability constituent and in particular
any conditions of use,
name and address of notified body (bodies) involved in the procedure followed in respect
of conformity and date of certificates together with the duration and conditions of validity
of the certificates,
reference to the TSI and any other relevant TSI and where appropriate reference to
European specification1,
identification of the signatory empowered to enter into commitments on behalf of the
manufacturer or of his authorised representative established within the Community.
The certificates to be referred to are:
the quality management system approval indicated in point 3,
the type-examination certificate and its additions,
The manufacturer or his authorised representative established within the Community must
keep a copy of the EC declaration of conformity for a period of 10 years after the last
interoperability constituent has been manufactured.
Where neither the manufacturer nor his authorised representative is established within the
Community, the obligation to keep the technical documentation available is the responsibility
of the person who places the interoperability constituent on the Community market.
If additional to the EC declaration of conformity an EC declaration of suitability for use for the
interoperability constituent is requested in the TSI, this declaration has to be added, after
being issued by the manufacturer under the conditions of Module V.
1 the definition of an European specification is indicated in the directives 96/48/EC and 01/16/EC. The guide for application of HS TSIs
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Module F : Product Verification
1. This module describes the procedure whereby a manufacturer or his authorised representative
established within the Community checks and attests that the interoperability constituent
concerned and subject to the provisions of point 3 is in conformity with the type as described in the
EC type examination certificate and satisfies the requirements of the TSI that apply to it.
2. The manufacturer must take all measures necessary in order that the manufacturing process
ensures conformity of each interoperability constituents with the type as described in the typeexamination certificate and with the requirements of the TSI that apply to it.
3. The notified body must carry out the appropriate examinations and tests in order to check the
conformity of the interoperability constituent with the type as described in the EC type examination
certificate and with the requirements of the TSI. The manufacturer 2 can choose either an
examination and testing of every interoperability constituent as specified in point 4 or an
examination and testing of interoperability constituents on a statistical basis, as specified in point
5..
4. Verification
by
examination
and
testing
of
every
interoperability
constituent
4.1. Each product shall be individually examined and appropriate tests shall be carried out in
order to verify the product conformity with the type as described in the type-examination
certificate and with the requirements of the TSI that apply to it. When a test is not set out
in the TSI, (or in an European Standard quoted in the TSI), the relevant European
Specifications3, or equivalent tests are to be used.
4.2. The notified body must draw up a written certificate of conformity for the approved
products relating to the tests carried out.
4.3. The manufacturer or his authorised representative must ensure that he is able to supply
the notified body's certificates of conformity on request.
5. Statistical verification
5.1. The manufacturer must present his interoperability constituents in the form of
homogeneous lots and shall take all measures necessary in order that the manufacturing
process ensures the homogeneity of each lot produced.
5.2. All interoperability constituents must be available for verification in the form of
homogeneous lots. A random sample shall be drawn from each lot. Each interoperability
constituents in a sample shall be individually examined and appropriate tests shall be
carried out to ensure the product conformity with the type as described in the typeexamination certificate and with the requirements of the TSI which apply to it and to
determine whether the lot is accepted or rejected. When a test is not set out in the TSI
(or in an European Standard quoted in the TSI), the relevant European Specifications or
equivalent tests are to be used.
5.3. The statistical procedure must use appropriate elements (statistical method, sampling
plan etc), depending on the characteristics to be assessed, as specified in the TSI.
5.4. In the case of accepted lots, the notified body shall draw up a written certificate of
conformity relating to the tests carried out. All interoperability constituents in the lot may
2 The manufacturers discretion may be limited in specific TSIs
3 The definition of an European specification is indicated in the directives 96/48/EC and 01/16/EC. The guide for application of HS TSIs
be placed on the market except those interoperability constituents from the sample,
which were found not to be in conformity.
If a lot is rejected, the notified body or the competent authority must take appropriate
measures to prevent placing of that lot on the market. In the event of frequent rejection of
lots the notified body may suspend the statistical verification.
5.5. The manufacturer or his authorised representative established within the Community
must ensure that he is able to supply the notified body's certificates of conformity on
request.
6. The manufacturer or his authorised representative established within the Community must draw up
the EC declaration of conformity of the interoperability constituent.
The content of this declaration shall include at least the information indicated in Annex IV (3) of
Directives 96/48/EC or 01/16/EC. The EC declaration of conformity and the accompanying
documents must be dated and signed.
The declaration must be written in the same language as the technical documentation and must
contain the following:
the Directive references (Directives 96/48/EC or 01/16/EC and other directives to which the
interoperability constituent may be subject),
the name and address of the manufacturer or his authorised representative established
within the Community (give trade name and full address and in the case of an authorised
description of interoperability constituent (make, type, etc)
all of the relevant descriptions met by the interoperability constituent and in particular any
conditions of use,
name and address of notified body (bodies) involved in the procedure followed in respect of
conformity and date of certificates together with the duration and conditions of validity of the
certificates,
reference to the TSI and any other relevant TSI and where appropriate reference to
European specifications,

the type-examination certificate and its additions,
the certificate of conformity as mentioned in points 4 or 5.
7. The manufacturer or his authorised representative established within the Community must keep a
copy of the EC declaration of conformity for a period of 10 years after the last interoperability
constituent has been manufactured.
Community, the obligation to keep the technical documentation available is the responsibility of the
person who places the interoperability constituent on the Community market.
8. If additional to the EC declaration of conformity an EC declaration of suitability for use for the
interoperability constituent is requested in the TSI, this declaration has to be added, after being
issued by the manufacturer under the conditions of Module V.

Module H2: Full Quality Management System With Design Examination
1. This module describes the procedure whereby a notified body carries out an examination of the
design of an interoperability constituent and the manufacturer or his authorised representative
established within the Community who satisfies the obligations of point 2 ensures and declares
that the interoperability constituent concerned satisfies the requirements of the TSI that apply to it.
2. The manufacturer must operate an approved quality management system for design, production
and final product inspection and testing as specified in point 3 and shall be subject to surveillance
as specified in point. 4.
3. Quality management system.
3.1. The manufacturer must lodge an application for assessment of his quality
management system with a notified body of his choice, for the interoperability
constituents concerned.
all relevant information for the product category representative for the
interoperability constituent envisaged,
the quality management system's documentation.
notified body,
3.2. The quality management system must ensure compliance of the interoperability constituent
with the requirements of the TSI that apply to it. All the elements, requirements and provisions
adopted by the manufacturer must be documented in a systematic and orderly manner in the
form of written policies, procedures and instructions. This quality management system
documentation shall ensure a common understanding of the quality policies and procedures
such as quality programmes, plans, manuals and records.
It must contain in particular an adequate description of:
responsibilities and powers of the management with regard to design and product quality,
the technical design specifications, including European specifications4, that will be applied,
and, where the European specifications will not be applied in full, the means that will be
used to ensure that the requirements of the TSI that apply to the interoperability
constituent will be met,
the design control and design verification techniques, processes and systematic actions
that will be used when designing the interoperability constituents pertaining to the product
category covered,
the corresponding manufacturing, quality control and quality management system
techniques, processes and systematic actions that will be used,
manufacture, and the frequency with which they will be undertaken,
the quality records, such as inspection reports and test data, calibration data, qualification
reports of the personnel concerned, etc.,
the means to monitor the achievement of the required design and product quality and the
effective operation of the quality management system.
4the definition of an European specification is indicated in the directives 96/48/EC and 01/16/EC. The guide for application of HS TSIs
The quality policies and procedures shall cover in particular the assessment phases, such as
design review, review of manufacturing processes and type tests, as they are specified in the
TSI, for different characteristics and performances of the interoperability constituent.
3.3. The notified body must assess the quality management system to determine whether it
satisfies the requirements of point 3.2. It presumes compliance with these requirements if the
manufacturer implements a quality system for design, production, final product inspection and
testing in respect of the standard EN/ISO 9001-2000, which takes into consideration the
specificity of the interoperability constituent for which it is implemented.
When the manufacturer operates a certified quality management system, the notified body
shall take this into account in the assessment.
The audit must be specific for the product category, which is representative for the
interoperability constituent. The auditing team must have at least one member experienced as
an assessor in the product technology concerned. The evaluation procedure shall include an
assessment visit to the manufacturer's premises.
The decision must be notified to the manufacturer. The notification must contain the
conclusions of the audit and the reasoned assessment decision.
3.4. The manufacturer must undertake to fulfil the obligations arising out of the quality
management system as approved and to uphold it so that it remains adequate and efficient.
The manufacturer or his authorised representative established within the Community shall
keep the notified body that has approved the quality management system informed of any
intended updating of the quality management system.
The notified body must evaluate the modifications proposed and decide whether the amended
quality management system will still satisfy the requirements of point 3.2 or whether a reassessment is required.
It must notify its decision to the manufacturer. The notification shall contain the conclusions of
the evaluation and the reasoned assessment decision.
4. Surveillance of the quality management system under the responsibility of the notified body
4.1. The purpose of surveillance is to make sure that the manufacturer duly fulfils the obligations
arising out of the approved quality management system.
4.2. The manufacturer must allow the notified body entrance for inspection purposes to the
locations of design, manufacture, inspection and testing, and storage, and shall provide it with
all necessary information, including:
the quality management system documentation,
the quality records as foreseen by the design part of the quality management system, such
as results of analyses, calculations, tests, etc.,
the quality records as foreseen by the manufacturing part of the quality management
system, such as inspection reports and test data, calibration data, qualification reports of
the personnel concerned, etc.
4.3. The notified body must periodically carry out audits to make sure that the manufacturer
maintains and applies the quality management system and shall provide an audit report to the
manufacturer. When the manufacturer operates a certified quality management system, the
notified body shall take this into account in the surveillance.
The frequency of the audits shall be at least once a year.
4.4. Additionally the notified body may pay unexpected visits to the manufacturer. At the time of
such visits, the notified body may carry out tests or have them carried out in order to check the
proper functioning of the quality management system where necessary. It must provide the
manufacturer with a visit report and, if a test has been carried out, with a test report.
5. The manufacturer must, for a period of 10 years after the last product has been manufactured,
keep at the disposal of the national authorities:
the documentation referenced in the second indent of the second subparagraph of point 3.1,
the updating referenced to in the second subparagraph of point 3.4,
the decisions and reports from the notified body in the final subparagraph of points 3.4, 4.3
and 4.4.
6 Design examination
6.1. The manufacturer must lodge an application for examination of the design of the
interoperability constituent with a notified body of his choice
6.2. The application must enable the design, manufacture, maintenance and operation of the
interoperability constituent to be understood, and shall enable conformity with the
requirements of the TSI to be assessed.
It must include:
a general type-description,
the technical design specifications, including European specifications, with relevant
clauses, that have been applied in full or in part,
any necessary supporting evidence for their adequacy, in particular where the European
specifications and the relevant clauses have not been applied.
the test programme
conditions for integration of the interoperability constituent in its system environment (subassembly, assembly, subsystem) and the necessary interface conditions,
conditions for use and maintenance of the interoperability constituent (restrictions of
running time or distance, wear limits etc),
a written declaration that the same application has not been lodged with any other notified
body.
6. 3 The applicant shall present the results of tests5, including type tests when required, carried out
by its appropriate laboratory or on their behalf.
6.4.The notified body must examine the application and assess the results of the tests. Where the
design meets the provisions of the TSI that apply to it, the notified body must issue an EC
design examination certificate to the applicant. The certificate shall contain the conclusions of
the examination, conditions for its validity, the necessary data for identification of the approved
design
and,
if
relevant,
a
description
of
the
product's
functioning.
The time period of validity shall be no longer than 5 years.
6.5. The applicant must keep the notified body that has issued the EC design examination
certificate informed of any modification to the approved design. Modifications to the approved
design must receive additional approval from the notified body that issued the EC design
examination certificate where such changes may affect the conformity with the requirements
of the TSI or the prescribed conditions for use of the product. In this case the notified body
shall perform only those examinations and tests that are relevant and necessary to the
change(s). This additional approval shall be given in the form of an addition to the original EC
design examination certificate.
6.6. If no modifications as in point 6.4. have been made, the validity of an expiring certificate can
be extended for another period of validity. The applicant will apply for such a prolongation by a
written confirmation that no such modifications have been made, and the notified body issues
5 The presentation of the results of the tests can be at the same time as the application or later.
a prolongation for another period of validity as in point 6.3. if no contrary information exists.
This procedure can be reiterated.
7 Each notified body must communicate to the other notified bodies the relevant information
concerning the quality management system approvals and the EC design examination certificates,
which it has issued, withdrawn or refused.
The other notified bodies may receive on request copies of:
the quality management system approvals and additional approvals issued and
the EC design examination certificates and additions issued
.
8 The manufacturer or his authorised representative established within the Community must draw up
the EC declaration of conformity of the interoperability constituent.
The content of this declaration shall include at least the information indicated in Annex IV (3) of
Directives 96/48/EC or 01/16/EC. The EC declaration of conformity and its accompanying
documents must be dated and signed.
The declaration must be written in the same language as the technical documentation and must
contain the following:
the Directive references (Directives 96/48/EC or 01/16/EC and other directives to which the
interoperability constituent may be subject),
the name and address of the manufacturer or his authorised representative established within
the Community (give trade name and full address and in the case of an authorised
description of interoperability constituent (make, type, etc)
all of the relevant descriptions met by the interoperability constituent and in particular any
conditions of use,
name and address of notified body (bodies) involved in the procedure followed in respect of
conformity and date of certificates together with the duration and conditions of validity of the
certificates,
reference to the TSI and any other relevant TSI and where appropriate to European
specifications,

the quality management system approval and surveillance reports indicated in point 3 and 4,
the EC design examination certificate and its additions.
9. The manufacturer or his authorised representative established within the Community must keep a
copy of the EC declaration of conformity for a period of 10 years after the last interoperability
constituent has been manufactured.
Community, the obligation to keep the technical documentation available is the responsibility of
the person who places the interoperability constituent on the Community market.
10. If additional to the EC declaration of conformity an EC declaration of suitability for use for the
interoperability constituent is requested in the TSI, this declaration has to be added, after being
issued by the manufacturer under the conditions of Module V.
Modules for the EC Verification of Subsystems

Module SB : Type Examination
1. This module describes the EC verification procedure whereby a notified body checks and
certifies at the request of an contracting entity or its authorised representative established
within the Community, that a type of a Control-Command Subsystem , representative of the
production envisaged,
complies with this TSI and any other relevant TSI, which demonstrate that the essential
requirements6 of Directive 01/16/EC7 have been met
complies with the other regulations deriving from the Treaty.
The type examination defined by this module could include specific assessment phases design review, type test or review of manufacturing process, which are specified in the relevant
TSI.
2.
The contracting entity8 must lodge an application for EC verification (through type examination)
of the subsystem with a notified body of his choice.
The application must include :
name and address of the contracting entity or its authorised representative
the technical documentation, as described in point 3.
3. The applicant must place at the disposal of the notified body a specimen of the
subsystem , representative of the production envisaged and hereinafter called 'type'.
9
A type may cover several versions of the subsystem provided that the differences
between the versions do not affect the provisions of the TSI.
The notified body may request further specimens if needed for carrying out the test
programme.
If so required for specific test or examination methods and specified in the TSI or in the
European specification referenced to in the TSI, a specimen or specimens of a
subassembly or assembly or a specimen of the subsystem in a pre-assembled condition
shall to be provided.
10
The technical documentation and specimen(s) must enable the design, manufacture,
installation, maintenance and operation of the subsystem to be understood, and shall
enable conformity with the provisions of the TSI to be assessed.
The technical documentation must include:
a general description of the subsystem, overall design and structure,

the Infrastructure and/or Rolling Stock(subsystem) register, including all information as
specified in the TSI
6 The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in
Chapter 4 of the TSI.
7 This module could be used in the future when the TSIs of the HS directive 96/48/EC are updated.
8 In the module, the contracting entity means the subsystem contracting entity, as defined in the directive. or his authorised
9 The relevant section of a TSI may define specific requirements in this regard.
10 The definition of an European specification is indicated in the directives 96/48/EC and 01/16/EC. The guide for application of HS TSIs
conceptual design and manufacturing information, for example drawings, schemes of

components, subassemblies, assemblies, circuits, etc.,
descriptions and explanations necessary for the understanding of the design and
manufacturing information, the maintenance and the operation of the subsystem,
the technical specifications, including European specifications, that have been applied,
any necessary supporting evidence for the use of the above specifications, in particular
where European specifications and the relevant clauses have not been applied in full,
a list of the interoperability constituents to be incorporated into the subsystem,
copies of the EC declarations of conformity or suitability for use of interoperability
constituents and all the necessary elements defined in annex VI of the directives,
evidence of conformity with regulations deriving from the treaty (including certificates)
technical documentation regarding the manufacture and the assembly of the subsystem,
a list of manufacturers, involved in the subsystems design, manufacturing, assembly and
installation,
conditions for use of the subsystem (restrictions of running time or distance, wear limits etc),
conditions for maintenance and technical documentation regarding the maintenance of the
subsystem
any technical requirement that must be taken into account during production, maintenance
or operation of the subsystem
test reports.
If the TSI requires further information for the technical documentation, this shall be included.
4.
The notified body must:

4.1. Examine the technical documentation.
4.2. Verify that the specimen(s) of the subsystem or of assemblies or subassemblies of the
subsystem, has (have) been manufactured in conformity with the technical documentation,
and carry out or have carried out the type tests in accordance with the provisions of the TSI
and the appropriate European specifications. Such manufacture shall be verified using an
appropriate assessment module.
4.3. Where a design review is requested in the TSI, perform an examination of the design
methods, the design tools and the design results to evaluate their capability to fulfil the
requirements for conformity for the subsystem at the completion of the design process
4.4. Identify the elements which have been designed in accordance with the relevant provisions
of the TSI and the European specifications as well as the elements which have been
designed without applying the relevant provisions of those European specifications;
4.5. Perform or have performed the appropriate examinations and necessary tests in accordance
with points 4.2. and 4.3 to establish where the relevant European specifications have been
chosen, these have actually been applied;
4.6. Perform or have performed the appropriate examinations and necessary tests in accordance
with point 4.2. and 4.3. to establish whether the solutions adopted meet the requirements of
the TSI when the appropriate European specifications have not been applied.
4.7. Agree with the applicant the location where the examinations and necessary tests will be
carried out.
5. Where the type meets the provisions of the TSI, the notified body shall issue a type-examination
certificate to the applicant. The certificate shall contain the name and address of the
contracting entity and the manufacturer(s) indicated in the technical documentation,
conclusions of the examination, conditions for its validity and the necessary data for
identification of the approved type.
A list of the relevant parts of the technical documentation must be annexed to the certificate
and a copy kept by the notified body.
If the contracting entity is denied a type-examination certificate, the notified body must provide
detailed reasons for such denial.
concerning the type-examination certificates issued, withdrawn or refused.
7. The other notified bodies may receive on request copies of the type-examination certificates
issued and/or their additions. The annexes to the certificates must be kept at the disposal of
the other notified bodies.
8. The contracting entity must keep with the technical documentation copies of type-examination
certificates and any additions throughout the service life of the subsystem. It must be sent to
any other Member State which so requests.
9. The applicant must inform the notified body that holds the technical documentation concerning
the type-examination certificate of all modifications which may affect the conformity with the
requirements of the TSI or the prescribed conditions for use of the subsystem. The subsystem
must receive additional approval in such cases. This additional approval may be given either in
the form of an addition to the original type-examination certificate, or by issue of a new
certificate after withdrawal of the old certificate.

Module SD : Production Quality Management System
certifies, at the request of an contracting entity or its authorised representative established
within the Community, that a Control-Command Subsystem, for which already a typeexamination certificate has been issued by a notified body,
complies with the other regulations deriving from the Treaty,
and may be placed in service.

2. The notified body carries out the procedure, under the condition, that :
the type examination certificate issued prior to the assessment remains valid for the
subsystem subject to the application,
the contracting entity13 and the main contractors involved are satisfying the obligations of
point 3.
The " main contractors refers to companies, whose activities contribute to fulfil the
essential requirements of the TSI. It concerns:
the company responsible for the whole subsystem project (including in
particular responsibility for subsystem integration),
other companies only involved in a part of the subsystem project, (performing
for example assembly or installation of the subsystem).
It does not refer to manufacturer sub contractors supplying components and
interoperability constituents.
3. For the subsystem that is subject of the EC verification procedure, the contracting entity, or the
main contractors when employed, shall operate an approved quality management system for
manufacture and final product inspection and testing as specified in point 5 and which shall be
subject to surveillance as specified in point 6.
When the contracting entity itself is responsible for the whole subsystem project (including in
particular responsibility for subsystem integration), or the contracting entity is directly involved
in the production (including assembly and installation), it has to operate an approved quality
management system for those activities, which shall be subject to surveillance as specified in
point 6.
If a main contractor is responsible for the whole subsystem project (including in particular
responsibility for subsystem integration), it must operate in any case an approved quality
management system for manufacture and final product inspection and testing, which shall be
subject to surveillance as specified in point 6.
4 EC verification procedure
4.1 The contracting entity must lodge an application for EC verification of the subsystem
(through production quality management system), including co-ordination of the
surveillance of the quality management systems, as under point 5.3 and 6.5. with a
notified body of its choice. The contracting entity must inform the manufacturers involved
of this choice and of the application.
4.2 The application must enable the design, manufacture, assembly, installation, maintenance
and operation of the subsystem to be understood, and shall enable conformity with the
type as described in the type-examination certificate and the requirements of the TSI to be
assessed.
the technical documentation regarding the approved type, including the type
examination certificate, as issued after completion of the procedure defined in Module
SB (type-examination),
and, if not included in this documentation,
a general description of the subsystem, its overall design and structure,
the technical specifications, including European specifications, that have been applied,
any necessary supporting evidence for the use of the above specifications, in
particular where these European specifications, and the relevant clauses have not
been applied in full. This supporting evidence must include the results of tests carried
out by the appropriate laboratory of the manufacturer or on his behalf.
The Infrastructure and/or Rolling Stock(subsystem) register, including all information

as specified in the TSI,
the technical documentation regarding the manufacture and the assembly of the
subsystem,
evidence of conformity to other regulations deriving from the treaty (including
certificates) for the production phase
copies of the EC declarations of conformity or suitability for use with which the
constituents must be provided, and all the necessary elements defined in annex VI of
the directives,
a list of manufacturers, involved in the subsystem's design, manufacturing, assembly
and installation,
the demonstration, that all stages, as mentioned under point 5.2, are covered by
quality management systems of the contracting entity, if involved, and/or of the main
contractors , and the evidence of their effectiveness,
indication of the notified body, responsible for the approval and surveillance of these
quality management systems.
4.3 The notified body shall fist examine the application concerning the validity of the type
examination and the type examination certificate.
If the notified body considers the type examination certificate no longer remains valid or is
not appropriate and that a new type examination is necessary, it shall justify its decision.
Quality management system

5.1 The contracting entity, if involved, and the main contractors, when employed, must lodge
an application for assessment of their quality management systems with a notified body of
their
choice.
all relevant information for the subsystem envisaged,
the quality management system documentation.
the technical documentation of the approved type and a copy of the type examination
certificate, issued after the completion of the type examination procedure of Module
SB (type-examination).
For those only involved in a part of the subsystem project, the information to be provided
is only that for the relevant part.
5.2 For the contracting entity or the main contractor responsible for the whole subsystem
project, the quality management systems shall ensure overall compliance of the
subsystem with the type as described in the type-examination certificate and overall
compliance of the subsystem with the requirements of the TSI. For other main contractor,
their quality management system(s) has (have) to ensure compliance of their relevant
contribution to the subsystem with the type as described in the type-examination
certificate and with the requirements of the TSI.
All the elements, requirements and provisions adopted by the applicant(s) must be
documented in a systematic and orderly manner in the form of written policies, procedures
and instructions. This quality management system documentation shall ensure a common
understanding of the quality policies and procedures such as quality programmes, plans,
It must contain in particular an adequate description of the following items for all
applicant(s):
the corresponding manufacturing, quality control and quality management techniques,
processes and systematic actions that will be used,
manufacture, assembly and installation, and the frequency with which they will be
carried out,
qualification reports of the personnel concerned, etc.,
and also for the contracting entity or the main contractor responsible for the whole
subsystem project:
responsibilities and powers of the management with regard to overall subsystem
quality, including in particular the subsystem integration management.
The examinations, tests and checking shall cover all of the following stages:
structure of subsystem, including, in particular, civil-engineering activities, constituent
assembly, final adjustment,
final testing of the subsystem,
and, where specified in the TSI, the validation under full operation conditions.
5.3 The notified body chosen by the contracting entity must examine, if all stages of the
subsystem as mentioned under point 5.2 are sufficiently and properly covered by the
approval and surveillance of the quality management system(s) of the applicant(s)14.
If the conformity of the subsystem with the type as described in the type-examination
certificate and the compliance of the subsystem with the requirements of the TSI is based
on more than one quality management system, the notified body shall examine in
particular,
if the relations and interfaces between the quality management systems are clearly
documented
and if overall responsibilities and powers of the management for the compliance of the
whole entire subsystem for the main contractors are sufficiently and properly defined.
5.4 The notified body referenced to in point 5.1. must assess the quality management system
to determine whether it satisfies the requirements referenced in point 5.2. It presumes
compliance with these requirements if the manufacturer implements a quality system for
14 For the rolling stock TSI, the notified body may participate to the final in service test of locomotives or train set in the conditions specified
in the relevant chapter of the TSI.
production, final product inspection and testing in respect of the standard EN/ISO 9001 2000, which takes into consideration the specificity of the interoperability constituent
which it is implemented.
When an applicant operates a certified quality management system, the notified body
shall take this into account in the assessment.
The audit shall be specific for the subsystem concerned, taking into consideration the
specific contribution of the applicant to the subsystem. The auditing team must have at
least one member experienced as an assessor in the subsystem technology concerned.
The evaluation procedure shall include an assessment visit to the applicant's premises.
The decision must be notified to the applicant. The notification must contain the
6.5. The contracting entity, if involved, and the main contractors shall undertake to fulfil the
obligations arising out of the quality management system as approved and to uphold it so
that it remains adequate and efficient.
They must keep the notified body that has approved the quality management system,
informed of any significant change that will affect the fulfilment of the TSI requirements by
the subsystem.
The notified body must evaluate the modifications proposed and decide whether the
amended quality management system will still satisfy the requirements referenced in point
5.2 or whether a re-assessment is required.
lt must notify its decision to the applicant. The notification shall contain the conclusions of
the examination and the reasoned assessment decision.
Surveillance of the quality management system(s) under the responsibility of the notified body
6.1. The purpose of surveillance is to make sure that the contracting entity, if involved, and the
main contractors, duly fulfil the obligations arising out of the approved quality management
system.
6.2. The contracting entity, if involved, and the main contractors must send to the notified body
referenced in point 5.1 (or have sent) all the documents needed for that purpose including
the implementation plans and technical records concerning the subsystem (as far as
relevant for the specific contribution of the applicants to the subsystem), in particular:
the quality management system documentation, including the particular means
implemented to ensure that:
for the contracting entity or main contractor, responsible for the whole
subsystem project, overall responsibilities and powers of the management
for the compliance of the whole entire subsystem are sufficiently and
properly defined,
for each applicant, the quality management system is correctly managed for
achieving integration at subsystem level,
the quality records as foreseen by the manufacturing part (including assembly and
installation) of the quality management system, such as inspection reports and test
data, calibration data, qualification reports of the personnel concerned, etc.
6.3. The notified body must periodically carry out audits to make sure that the contracting entity,
if involved, and the main contractors, maintain and apply the quality management system
and must provide an audit report to them. When those operate a certified quality
management system, the notified body shall take this into account in the surveillance.
The frequency of the audits shall be at least once a year, with at least one audit during the
time period of performing relevant activities (manufacture, assembly or installation) of the
subsystem being the subject of the EC verification procedure mentioned under point 8.
6.4. Additionally the notified body may pay unexpected visits to the relevant sites of the
applicant(s). At the time of such visits, the notified body may conduct complete or partial
audits and may carry out or cause to be carried out tests, in order to check the proper
functioning of the quality management system where necessary. It must provide the
applicant(s) with an inspection report and also, audit and/or test reports, as appropriate.
6.5. The notified body chosen by the contracting entity and responsible for the EC verification,
if not carrying out the surveillance of all the quality management system(s) concerned,
must co ordinate the surveillance activities of any other notified body responsible for that
task, in order:
to be ensured that correct management of interfaces between the different quality
management systems relating to subsystem integration has been performed,
to collect, in liaison with the contracting entity, the necessary elements for the
assessment to guarantee the consistency and the overall supervision of the
different quality management systems.
This co ordination includes the rights of the notified body:
to receive all documentation (approval and surveillance), issued by the other

notified bodies,
to witness the surveillance audits in point 6.3,
to initiate additional audits as in point 6.4 under its responsibility and together with
the other notified bodies.
7. The notified body as referenced in point 5.1. must have entrance for inspection purposes, audit
and surveillance to the locations of building sites, production workshops, locations of assembly
and installations, storage areas and where appropriate, prefabrication and testing facilities and,
more general, to all premises which it considers necessary in order to carry out its tasks, in
accordance with the applicant's specific contribution to the subsystem project.
8. The contracting entity, if involved, and the main contractors must, for a period of 10 years after
the last subsystem has been manufactured, keep at the disposal of the national authorities:
the documentation referenced in the second indent of the second subparagraph of point
5.1,
the updating referenced in the second subparagraph of point 5.5,
the decisions and reports from the notified body, which are, referenced in points 5.4, 5.5
and 6.4.
9. Where the subsystem meets the requirements of the TSI, the notified body must then, based on
the type examination and the approval and surveillance of the quality management system(s),
draw up the certificate of conformity intended for the contracting entity, who shall in turn draw
up the EC declaration of verification intended for the supervisory authority in the Member State
within which the subsystem is located and/or operates.
The EC declaration of verification and the accompanying documents must be dated and signed.
The declaration must be written in the same language of the technical file and must contain at
least the information included in Annex V of the Directive.
10. The notified body chosen by the contracting entity shall be responsible for compiling the
technical file that has to accompany the EC declaration of verification. The technical file shall
include at least the information indicated in the Art 18 (3) of the Directive, and in particular as
follows:
all necessary documents relating to the characteristics of the subsystem,
a list of interoperability constituents incorporated into the subsystem,
copies of the EC declarations of conformity and, where appropriate, of the EC
declarations of suitability for use, which said constituents must be provided in
accordance with Article 13 of the Directive, accompanied, where appropriate, by the
corresponding documents (certificates, quality management system approvals and
surveillance documents) issued by the notified bodies,
all elements relating to the maintenance, the conditions and limits for use of the
subsystem,
all elements relating to the instructions concerning servicing, constant or routine
monitoring, adjustment and maintenance,
the type-examination certificate for the subsystem and the accompanying technical
documentation as defined in the Module SB (type-examination),
evidence of conformity with other regulations deriving from the treaty (including
certificates)
certificate of conformity of the notified body as mentioned under point 9, accompanied
by corresponding calculation notes and countersigned by itself, stating that the project
complies with the Directive and the TSI, and mentioning, where appropriate,
reservations recorded during performance of the activities and not withdrawn. The
certificate should also be accompanied by the inspection and audit reports drawn up in
connection with the verification, as mentioned in points 6.3 and 6.4 and in particular:
the Infrastructure and/or Rolling Stock (subsystem) register, including all information
as specified in the TSI.
11 Each notified body must communicate to the other notified bodies the relevant information
concerning the quality management system approvals issued, withdrawn or refused.
The other notified bodies may receive on request copies of the quality management system
approvals issued.
12 The records accompanying the certificate of conformity must be lodged with the contracting
entity.
The contracting entity within the Community must keep a copy of the technical file throughout
the service life of the subsystem; it must be sent to any other Member State which so requests.

Module SF: Product Verification
certifies at the request of an contracting entity or its authorised representative established
within the Community, that a Control-Command Subsystem, for which a type-examination
certificate has already been issued by a notified body,
complies with the other regulations deriving from the Treaty
and may be placed into service
2.
The contracting entity17 must lodge an application for EC verification (through product
verification) of the subsystem with a notified body of his choice.
The application shall include:
The name and address of the contracting entity or its authorised representative
the technical documentation.
3. Within that part of the procedure the contracting entity checks and attests that the subsystem
concerned is in conformity with the type as described in the type examination certificate and
satisfies the requirements of the TSI that apply to it.
The notified body shall carrying out the procedure under the condition that the type examination
certificate issued prior to the assessment remains valid for the subsystem subject to the
application.
4. The contracting entity must take all measures necessary in order that the manufacturing process
(including assembly and integration of interoperability constituents by main contractors18 when
employed) ensures conformity of the subsystem with the type as described in the typeexamination certificate and with the requirements of the TSI that apply to it.
5. The application must enable the design, manufacture, installation, maintenance and operation of
the subsystem to be understood, and shall enable conformity with the type as described in the
type-examination certificate and the requirements of the TSI to be assessed.
the technical documentation regarding the approved type, including the type
examination certificate, as issued after completion of the procedure defined in Module
SB (type-examination),
and, if not included in this documentation,
the Infrastructure and/or Rolling Stock (subsystem) register, including all information as
specified in the TSI,
conceptual design and manufacturing information, for example drawings, schemes of
components, subassemblies, assemblies, circuits, etc.,
the technical documentation regarding the manufacture and the assembly of the
subsystem,
15 The essential requirements are reflected in the technical parameters, interfaces and performance requirements set out in Chapter 4 of
the TSI.
18 The " main contractors refers to companies, whose activities contribute to fulfil essential requirements of the TSI. It concerns the
company that can be responsible for the whole subsystem project or other companies only involved in a part of the subsystem project,
(performing for example assembly or installation of the subsystem).
the technical specifications, including European specification, that have been applied,
any necessary supporting evidence for the use of the above specifications, in particular
where these European specification and the relevant clauses have not been applied in
full,
certificates) for the production phase
a list of the Interoperability Constituents, to be incorporated into the subsystem,
copies of the EC declarations of conformity or suitability for use with which said
constituents must be provided and all the necessary elements defined in annex VI of the
directives,
a list of manufacturers involved in the subsystems design, manufacture, assembly and
installation,
If the TSI requires further information for the technical documentation, this shall be included.
6. The notified body shall first examine the application concerning the validity of the type
examination and the type examination certificate.
If the notified body considers the type examination certificate no longer remains valid or is not
appropriate and that a new type examination is necessary, it shall justify its decision.
The notified body must carry out the appropriate examinations and tests in order to check the
conformity of the subsystem with the type, as described in the type examination certificate and
with the requirements of the TSI. The notified body shall examine and testing of every
subsystem manufactured as a serial product, as specified in point 4
7. Verification
by examination
and testing of every subsystem
(as a serial
product)
7.1 The notified body must carry out the tests, examinations and verifications, to ensure
conformity of the subsystems, as serial products as provided for in the TSI. The
examinations, tests and checking shall extend to the stages as provided for in the TSI:
7.2 Each subsystem (as serial product) must be individually examined, tested and verified 19 in
order to verify its conformity with the type as described in the type-examination certificate
and the requirements of the TSI that apply to it. When a test is not set out in the TSI, (or in
an European Standard quoted in the TSI), the relevant European Specifications or
equivalent tests are to be used.
8. The notified body may agree with the contracting entity (and the main contractors) the locations
where the tests will be carried out and may agree that final testing of the subsystem and,
whenever required in the TSI, tests or validation under full operating conditions, are carried out
by the contracting entity under direct supervision and attendance of the notified body.
The notified body shall have entrance for testing and verification purposes to production
workshops, locations of assembly and installations, and where appropriate, prefabrication and
testing facilities in order to carry out its tasks as provided for in the TSI.
9. Where the subsystem meets the requirements of the TSI, the notified body must, draw up the
certificate of conformity intended for the contracting entity, which in turn draws up the EC
declaration of verification intended for the supervisory authority in the Member State where the
subsystem is located and/or operates.
19 In particular, for the rolling stock TSI, the notified body will participate in the final in service testing of rolling stock or train set. This will
be indicated in the relevant chapter of the TSI
These NB activities shall be based on the type examination and the tests, verifications and
checks carried out on all serial products as indicated in point 7 and required in the TSI and/or in
the relevant European specification,
10. The notified body shall be responsible for compiling the technical file that has to accompany the
EC declaration of verification. The technical file shall include at least the information indicated in
Art.18 (3) of the Directives, and in particular as follows :
all necessary documents relating to the characteristics of the subsystem

the Infrastructure and/or Rolling Stock (subsystem) register, including all information as
specified in the TSI,
the list of interoperability constituents incorporated into the subsystem,
declarations of suitability for use, which the constituents must be provided in
accordance with Article13 of the Directive, accompanied, where appropriate, by the
corresponding documents (certificates, quality management system approvals and
surveillance documents ) issued by the notified bodies,
subsystem,
monitoring, adjustment and maintenance,
the type-examination certificate for the subsystem and accompanying technical
documentation, as defined in the Module SB (type-examination)
certificate of conformity of the notified body as mentioned in point 9, accompanied by
corresponding calculation notes and countersigned by itself, stating that the project
complies with the directive and the TSI, and mentioning, where appropriate,
reservations recorded during performance of activities and not withdrawn. The
certificate should also be accompanied, if relevant, by the inspection and audit reports
drawn up in connection with the verification.
11. The records accompanying the certificate of conformity must be lodged with the contracting
entity.
The contracting entity must keep a copy of the technical file throughout the service life of the
subsystem; it must be sent to any other Member State which so requests.

Module SH2 : Full Quality Management System with Design Examination
certifies, at the request of an contracting entity or its authorised representative established
within the Community, that a Control-Command Subsystem
complies with this TSI and any other relevant TSI, ,which demonstrate that the essential
complies with the other regulations deriving from the Treaty.
2.
The notified body shall carry out the procedure, including a design examination of the
subsystem, under the condition, that the contracting entity22 and the main contractors involved
are satisfying the obligations of point. 3
The "main contractors refers to companies, whose activities contribute to fulfil the essential
requirements of the TSI. It concerns the company:
responsible for the whole subsystem project (including in particular responsibility for
subsystem integration),
other companies only involved only in a part of the subsystem project (performing for
example design, assembly or installation of the subsystem).
It does not refer to manufacturer sub contractors supplying components and interoperability
constituents.
3. For the subsystem that is subject of the EC verification procedure, the contracting entity or the
main contractors, when employed, shall operate an approved quality management system for
design, manufacture and final product inspection and testing as specified in point 5 and which
shall be subject to surveillance as specified in point 6.
The main contractor responsible for the whole subsystem project (including in particular
responsibility for subsystem integration), must operate in any case an approved quality
management system for design, manufacture and final product inspection and testing, which
shall be subject to surveillance as specified in point 6.
In the case that the contracting entity itself is responsible for the whole subsystem project
(including in particular responsibility for subsystem integration) or that the contracting entity is
directly involved in the design and/or production (including assembly and installation), it shall
operate an approved quality management system for those activities, which shall be subject to
surveillance as specified in point 6.
Applicants which are only involved in assembly and installation, may operate only an approved
quality management system for manufacture and final product inspection and testing
4. EC verification procedure
4.1. The contracting entity must lodge an application for EC verification of the subsystem
(through full quality management system with design examination), including co
ordination of surveillance of the quality management systems as in points 5.4. and 6.6.,
with a notified body of its choice. The contracting entity must inform the manufacturers
involved of his choice and of the application.
4.2 The application must enable the design, manufacture, assembly, installation, maintenance
and operation of the subsystem to be understood, and shall enable conformity with the
requirements of the TSI to be assessed.
name and address of the contracting entity or its authorised representative,
the technical documentation including:
the technical design specifications, including European specifications, that have
been applied,
particular where the European specifications and the relevant clauses have not
been applied in full.
the test programme
the Infrastructure and/or Rolling Stock (subsystem) register, including all
information as specified in the TSI,
the technical documentation regarding the manufacture, the assembly of the
subsystem,
copies of the EC declarations of conformity or suitability for use with which the
constituents must be provided and all the necessary elements defined in annex
VI of the directives,
certificates)
a list of all manufacturers, involved in the subsystem's design, manufacturing,
assembly and installation,
conditions for use of the subsystem (restrictions of running time or distance, wear
limits etc),
conditions for maintenance and technical documentation regarding the
maintenance of the subsystem
any technical requirement that must be taken into account during production,
maintenance or operation of the subsystem
the explanation, of how all stages, as mentioned in point 5.2, are covered by
quality management systems of the mains contractor(s) and/or of the contracting
entity, if involved, and the evidence of their effectiveness,
indication of the notified body (ies) responsible for the approval and surveillance of
these quality management systems.
4.3 The contracting entity shall present the results of examinations, checking and tests 23,
including type tests when required, carried out by its appropriate laboratory or on their
behalf.
4.4 The notified body must examine the application concerning the design examination and
assess the results of the tests. Where the design meets the provisions of the Directive
and of the TSI that apply to it must issue a design examination report to the applicant.
The report shall contain the conclusions of the design examination, conditions for its
validity, the necessary data for identification of the design examined and, if relevant, a
description of the subsystem's functioning.
If the contracting entity is denied a design examination report, the notified body must
provide detailed reasons for such denial.
23 The presentation of the results of the tests can be at the same time as the application or later.

5
Quality management system

5.1. The contracting entity, if involved, and the main contractors, when employed, must lodge
an application for assessment of their quality management systems with a notified body of
their choice.
all relevant information for the subsystem envisaged,
the quality management system documentation.
For those only involved in a part of the subsystem project, the information to be provided is
only that for the relevant part.
5.2 For the contracting entity or the main contractor responsible for the whole subsystem
project, the quality management system shall ensure overall compliance of the subsystem
with the requirements of the TSI.
The quality management system(s), for other main contractor(s), has (have) to ensure
compliance of their relevant contribution to the subsystem, with the requirements of the
TSI.
All the elements, requirements and provisions adopted by the applicants must be
documented in a systematic and orderly manner in the form of written policies, procedures
and instructions. This quality management system documentation shall ensure a common
understanding of the quality policies and procedures such as quality programmes, plans,
The system must contain in particular an adequate description of the following items :
for all applicants:
the corresponding manufacturing, quality control and quality management
techniques, processes and systematic actions that will be used,
the examinations, checking and tests that will be carried out before, during
and after design, manufacture, assembly and installation and the frequency
with which they will be carried out,
qualification
reports
of
the
personnel
concerned,
etc.,
for the main contractors, as far as relevant for their contribution to the design of the
subsystem :
the technical design specifications, including European specifications 24, that
will be applied and, where the European specifications will not be applied in
full, the means that will be used to ensure that the requirements of the TSI that
apply to the subsystem will be met,
the design control and design verification techniques, processes and
systematic actions that will be used when designing the subsystem,
the means to monitor the achievement of the required design and subsystem
quality and the effective operation of the quality management systems in all
phases including production.
and also for the contracting entity or the main contractor responsible for the whole
subsystem project:
24 The definition of an European specification is indicated in the directives 96/48/EC and 01/16/EC and in the guidelines for application of
HS TSIs
responsibilities and powers of the management with regard to overall

subsystem quality, including in particular the subsystem integration
management.
The examinations, tests and checking shall cover all of the following stages:
overall design,
structure of the subsystem, including, in particular, civil-engineering activities,
constituent assembly, final adjustment,
final testing of the subsystem,
and, where specified in the TSI, the validation under full operation conditions.
5.3 The notified body chosen by the contracting entity must examine, if all stages of the
subsystem as mentioned in point 5.2 are sufficiently and properly covered by the approval
and surveillance of the quality management system(s) of the applicant(s)25.
If the compliance of the subsystem with the requirements of the TSI is based on more than
one quality management system, the notified body shall examine in particular,
if the relations and interfaces between the quality management systems are clearly
documented
and if overall responsibilities and powers of the management for the compliance of the
whole entire subsystem for the main contractor are sufficiently and properly defined.
5.4 The notified body referenced in point 5.1. must assess the quality management system to
determine whether it satisfies the requirements of point 5.2. It presumes compliance with
these requirements if the manufacturer implements a quality system for design, production,
final product inspection and testing in respect of the harmonised standard EN/ISO
9001/2000, which takes into consideration the specificity of the interoperability constituent
for which it is implemented.
When an applicant operates a certified quality management system, the notified body shall
take this into account in the assessment.
The audit shall be specific for the subsystem concerned, taking into consideration the
specific contribution of the applicant to the subsystem. The auditing team must have at
least one member experienced as an assessor in the subsystem technology concerned.
The evaluation procedure shall include an assessment visit to the applicant's premises.
The decision must be notified to the applicant. The notification must contain the
5.5 The contracting entity, if involved, and the main contractors shall undertake to fulfil the
obligations arising out of the quality management system as approved and to uphold it so
that it remains adequate and efficient.
They must keep the notified body that has approved their quality management system
informed of any significant change that will affect the fulfilment of the requirements by the
subsystem.
The notified body must evaluate any modifications proposed and decide whether the
amended quality management system will still satisfy the requirements of point 5.2 or
whether a re-assessment is required.
It shall notify its decision to the applicant. The notification shall contain the conclusions of
the examination and the reasoned assessment decision.
25 For the rolling stock TSI, the notified body may participate to the final in service test of rolling stock or train set in the conditions specified
in the relevant chapter of the TSI.
6 Surveillance of the quality management system(s) under the responsibility of the notified body
6.1 The purpose of surveillance is to make sure that the contracting entity, if involved, and the
main contractors duly fulfil the obligations arising out of the approved quality management
system(s).
6.2 The contracting entity, if involved, and the main contractors must send the notified body
referenced in point 5.1. (or have sent) all the documents needed for that purpose and in
particular the implementation plans and technical records concerning the subsystem (as far
as relevant for the specific contribution of the applicant to the subsystem), including:
the quality management system documentation, including the particular means
implemented to ensure that
for the contracting entity or the main contractor, responsible for the whole
subsystem project, overall responsibilities and powers of the management for
the compliance of the whole entire subsystem are sufficiently and properly
defined,
for each applicant, the quality management system is correctly managed for
achieving integration at subsystem level,
the quality records as foreseen by the design part of the quality management
system, such as results of analyses, calculations, tests, etc.,
the quality records as foreseen by the manufacturing part (including assembly,
installation and integration) of the quality management system, such as inspection
reports and test data, calibration data, competency records of the personnel
concerned, etc.
6.3 The notified body must periodically carry out audits to make sure that the contracting entity,
if involved, and the main contractors maintain and apply the quality management system
and shall provide an audit report to them. When they operate a certified quality
management system, the notified body shall take this into account in the surveillance.
The frequency of the audits shall be at least once a year, with at least one audit during the
time period of performing the relevant activities (design, manufacture, assembly or
installation) for the subsystem being the subject of the EC verification procedure mentioned
in point 7.
6.4. Additionally the notified body may pay unexpected visits to the sites mentioned in point 5.2
of the applicant(s). At the time of such visits, the notified body may conduct complete or
partial audits and may carry out or cause to be carried out tests in order to check the proper
functioning of the quality management system where necessary. It must provide the
applicant(s) with an inspection report and, audit and/or test reports as appropriate.
6.5. The notified body chosen by the contracting entity and responsible for the EC verification, if
not carrying out the surveillance of all the quality management system(s) concerned as
under point 5, must co ordinate the surveillance activities of any other notified bodies
responsible for that task, in order :
to be ensured that correct management of interfaces between the different quality
management systems relating to subsystem integration has been performed.
to collect, in liaison with the contracting entity, the necessary elements for the
assessment to guarantee the consistency and the overall supervision of the different
quality management systems.
This co ordination includes the right of the notified body
to receive all documentation (approval and surveillance), issued by the other notified
body(s),
to witness the surveillance audits as in point 5.4.,
to initiate additional audits as in point 5.5. under its responsibility and together with
the other notified body(s).
7. The notified body as referenced under point 5.1. must have entrance for inspection purposes,
audit and surveillance to the locations of design, building sites, production workshops, locations
of assembly and installation, storage areas and. where appropriate, prefabrication or testing
facilities and, more general, to all premises which it considers necessary for its task, in
accordance with the applicant's specific contribution to the subsystem project.
8. The contracting entity, if involved, and the main contractors must, for a period of 10 years after
the last subsystem has been manufactured, keep at the disposal of the national authorities:
the documentation referenced in the second indent of the second subparagraph of point
5.1,
the updating referenced in the second subparagraph of point 5.5,
the decisions and reports from the notified body which are referenced in the points 5.4, 5.5
and 6.4
9. Where the subsystem meets the requirements of the TSI, the notified body must then, based on
the design examination and the approval and surveillance of the quality management system
(s), draw up the certificate of conformity intended for the contracting entity, who shall in turn
draw up the EC declaration of verification intended for the supervisory authority in the Member
State within which the subsystem is located and/or operates.
10.The notified body chosen by the contracting entity shall be responsible for compiling the
technical file that has to accompany the EC declaration of verification. The technical file shall
include at least the information indicated in Art 18 (3) of The Directive, and in particular as
follows:

accordance with Article 13 of the Directive, accompanied, where appropriate, by
the corresponding documents (certificates, quality management system approvals
and surveillance documents) issued by the notified,

certificates)
subsystem,
monitoring, adjustment and maintenance
certificate of conformity of the notified body as mentioned under point 9,

accompanied by corresponding calculation notes and countersigned by itself,
stating that the project complies with the Directive and the TSI, and mentioning,
where appropriate, reservations recorded during performance of the activities and
not
withdrawn.
The certificate should also be accompanied, if relevant, by the inspection and audit
reports drawn up in connection with the verification, as mentioned in points 6.4.
and 6.5.;

information as specified in the TSI.
concerning the quality management system approvals and the EC design examination reports,
which it has issued, withdrawn or refused.
The other notified bodies may receive on request copies of:
the quality management system approvals and additional approvals issued and
the EC design examination reports and additions issued
12. The records accompanying the certificate of conformity must be lodged with the contracting entity
The contracting entity must keep a copy of the technical file throughout the service life of the
subsystem; it must be sent to any other Member State which so requests.

Module SG : Unit Verification
certifies, at the request of an contracting entity or its authorised representative
established within the Community, that a Control-Command Subsystem
complies with this TSI and any other relevant TSI, which demonstrate that the
essential requirements26 of Directive 01/16/EC27 have been met
complies with the other regulations deriving from the Treaty,

2. The contracting entity28 must lodge an application for EC verification (through unit
verification) of the subsystem with a notified body of his choice.
The application shall include :
the technical documentation.
3. The technical documentation must enable the design, manufacture, installation and
operation of the subsystem to be understood, and shall enable conformity assessment
with the requirements of the TSI.
The technical documentation must include:
a general description of the subsystem, its overall design and structure,
information as specified in the TSI,
conceptual design and manufacturing information, for example drawings,
schemes of components, sub-assemblies, assemblies, circuits, etc.,
descriptions and explanations necessary for the understanding of the design
and manufacturing information and the operation of the subsystem,
the technical specifications, including European specifications29, that have been
applied,
particular where European specifications and the relevant clauses have not
been applied in full,
copies of the EC declarations of conformity or suitability for use with which said
constituents must be provided and all the necessary elements defined in annex
VI of the directives,
evidence of conformity with other regulations deriving from the treaty (including
certificates)
technical documentation regarding the manufacture and the assembly of the
subsystem,
a list of manufacturers involved in the subsystems design, manufacturing,
assembly and installation,
26 The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are
set out in Chapter 4 of the TSI.
29 The definition of an European specification is indicated in the directives 96/48/EC and 01/16/EC and in the guidelines for
application of HS TSIs
conditions for use of the subsystem (restrictions of running time or distance,

wear limits etc),
conditions for maintenance and technical documentation regarding the
maintenance of the subsystem
any technical requirement that must be taken into account during production,
maintenance or operation of the subsystem
all other appropriate technical evidences, which can demonstrate that previous
checking or tests have been successfully performed, under comparable
conditions, by independent and competent bodies
all other appropriate technical evidences, which can demonstrate that previous
checking or tests have been successfully performed, under comparable
conditions, by independent and competent bodies
If the TSI requires further information for the technical documentation, this shall be
included.
4. The notified body must examine the application and the technical documentation, and
identify the elements which have been designed in accordance with the relevant
provisions of the TSI and the European specifications, as well as the elements which
have been designed without applying the relevant provisions of those European
specifications.
The notified body must examine the subsystem and perform (or participate to) the
appropriate and necessary tests to establish whether, where the relevant
European specifications have been chosen, these have actually been applied or
whether the solutions adopted meet the requirements of the TSI when the
appropriate European specifications have not been applied;
The examinations, tests and checks shall extend to the following stages as provided for in
the TSI:
overall design
structure of the subsystem, including, in particular and when relevant, civilengineering activities, constituent assembly, overall adjustments
final testing of the subsystem
and, whenever specified in the TSI, the validation under full operational
conditions.
The notified body shall take into account previous checking or tests that have been
successfully performed, under comparable conditions by other independent and
competent bodies30. The notified body will then decide as to whether it shall use the
results of these checks or tests. If it accepts, then the notified body shall investigate the
evidences of these previous checking or test and shall establish the conformity of their
results with the requirement of the TSI. In all case the notified body keeps the final
responsibility of them.
4. The notified body may agree with the contracting entity the locations where the tests will
be carried out and may agree that final subsystem tests and, whenever required in the
TSI, tests in full operating conditions, are carried out by the contracting entity under
30 The conditions to entrust previous checking and tests must be similar than the conditions, respected by a notified body to
subcontract activities (see 6.5 of the Blue Guide on the New Approach); in particular, the notified body is allowed to take into
account these appropriate evidences can be solely if these bodies shall respect the same criteria of independence and
competence than the notified bodies
direct supervision and attendance of the notified body.

5. The notified body must have entrance for testing and verification purposes to the
locations of design, building sites, production workshops, locations of assembly and

installations, and where appropriate, prefabrication and testing facilities in order to carry
out its tasks as provided for in the TSI.
6. Where the subsystem meets the requirements of the TSI, the notified body must then,
based on the tests, verifications and checks carried out as required in the TSI and/or in
the relevant European specifications, draw up the certificate of conformity intended for
the contracting entity, who shall in turn draw up the EC declaration of verification
intended for the supervisory authority in the Member State where the subsystem is
located and/or operates.
The EC declaration of verification and the accompanying documents must be dated and
signed. The declaration must be written in the same language as the technical file and
must contain at least the information included in Annex V of the Directive.
7. The notified body shall be responsible for compiling the technical file that has to
accompany the EC declaration of verification. The technical file has to include at least
the information indicated in Art.18 (3) of the Directive, and in particular as follows :

accordance with Article13 of the Directive, accompanied, where appropriate,
by the corresponding documents (certificates, quality management system
approvals and surveillance documents ) issued by the notified bodies,
all elements relating to the maintenance, the conditions and limits for use of
the subsystem,
all elements relating to the instructions concerning servicing, constant or
routine monitoring, adjustment and maintenance,
certificate of conformity of the notified body as mentioned in point 7,
accompanied by corresponding calculation notes and countersigned by itself,
stating that the project complies with the directive and the TSI, and
mentioning, where appropriate, reservations recorded during performance of
activities and not withdrawn ; the certificate should also be accompanied, if
relevant, by the inspection and audit reports drawn up in connection with the
verification,
evidence of conformity with other regulations deriving from the treaty
(including certificates)
information as specified in the TSI.
9 The records accompanying the certificate of conformity must be lodged with the
contracting entity. The contracting entity must keep a copy of the technical file
throughout the service life of the subsystem; it must be sent to any other Member State
which so requests.
ANNEX F
Conformity Assessment Procedure
Assessment of Maintenance Arrangements
1. This conformity assessment procedure describes that part of the procedure by which a
Body authorised by the MS ascertains and attests that the maintenance arrangements,
representative of the maintenance envisaged, meet the provisions of the relevant TSI and
ensure the respect of the basic parameters and essential requirements during the
subsystem life.
2. The application for assessment of the maintenance arrangements must be lodged by the
contracting entity (or his authorised representative established within the Community),
which proposes the maintenance arrangements, with the body authorised by the MS.
The application shall include:
the name and address of the contracting entity and if the application is lodged
by the authorised representative, his name and address in addition;
a written declaration that the same application has not been lodged with any
other Body;
any technical requirement, resulting from the design phase, that must be
taken into account during maintenance
the maintenance arrangements documentation, as described in point 3;
the technical documentation as described in point 4.
The copy of the maintenance arrangement documentation submitted shall be the
final version approved by the applicant.
The body authorised by the MS may request further copies if needed for carrying out
the assessment.
3. The maintenance arrangements documentation shall contain at least the following
elements :
a description of how the maintenance arrangements shall be implemented,
used and controlled;
details of all maintenance required to be carried out, including its frequency;
operational scenarios showing how necessary feedback information (and all
other information relating to the maintenance) flows around the subsystem
and other product/subsystems to support the process of maintenance;
procedures (or reference to procedures) for specific processes according to
the product/subsystem maintenance operations ;
a procedure for the management of modifications and updating of the
maintenance arrangements;
a description of any hardware and software required to read the maintenance
arrangements;
a description of all necessary elements to make the maintenance
arrangements operational 1.
1 For this, it is necessary that the maintenance arrangements define for example :
the procedures and instructions for implementation;
the training or qualifications needs;
checks, validation, surveillance, inspections, tests, records and the criteria of acceptance of the subsystem when the
different stages of the maintenance operations shall be carried out;
conditions of use of specific tools or utilities for maintenance operations or tests.
4. The technical documentation must enable assessment of conformity of the maintenance

arrangements with the provisions of the TSI. It must, as far as relevant for such
assessment, cover the different phases of development of the maintenance
arrangements.
The technical documentation, which justifies the maintenance arrangements, shall
contain:
a general type-description, (overview of how the subsystem works and a

description of the technical functionality);
a specification stating the conditions and the context within which the subsystem
shall be used and maintained;
demonstration of consistency between the requirements of the TSI the

maintenance organisation, the technical functionality and the maintenance
arrangements ;
descriptions, explanations and all the records necessary for understanding the
development of the maintenance arrangements;
records of the work done to validate the maintenance arrangements;
records of the analysis of equipment used and people affected by the

maintenance arrangements;
conditions for use and maintenance of the interoperability constituent

(restrictions of running time or distance, wear limits etc);
a list of the technical specifications, against which the maintenance

arrangements of the subsystem have been validated.
5. The body authorised by the MS must :
identify the relevant provisions of the TSI with which the maintenance
arrangement must comply;
check that the maintenance arrangements documentation and technical

documentation are complete and in accordance with the points 3 and 4;
perform an examination of each development phase of the maintenance

arrangements and their results to evaluate:
if each phase has been managed in a controlled manner;
the capability to fulfil the requirements for conformity for the maintenance
arrangements;
document its findings with regards to compliance of the maintenance

arrangement with the TSI provisions.
6. Where the maintenance arrangements meet the provisions of the TSI, the body
authorised by the MS shall issue the maintenance arrangements examination report to
the applicant. The report shall contain the name and address of the contracting entity,
conclusions of the examination, conditions for its validity, reference to the subsystem
maintained and the necessary data for identification of the maintenance arrangements.
The relevant parts of the technical documentation, including the description of
maintenance arrangements and their conditions of implementation, must be annexed to
the report and a copy kept by the body authorised by the MS.
If the contracting entity is denied a maintenance arrangements examination report, the
body authorised by the MS must provide detailed reasons for such denial.
ANNEX G
Open points
Priority of an open point

It shall be distinguished between 2 priorities
Priority 1 (P1): The most urgent part
Priority 2 (P2):The least urgent part
Interfaces
Section 4.3
Level crossing functionality (P1)
Interfaces with OPE TSI (P1)
Interfaces with TSI Rolling Stock Traction Units and coaches (P1)
Annex A
Index 1 FRS (for the subject of Level Crossings) (P1 linked to LX)
Index 16
The FFFIS for Euroloop is currently available as a draft only (UNISIG SUBSET-044
version 2.1.0) due to the shift of the frequency band. It shall become legally binding
once the open issues (e.g. frequency allocation, compatibility with existing systems,
cross tests) have been resolved and a final version produced. All parties involved are
committed to support the work to have a final version available by mid-2005.
Index 24
Clarification and amendment specification, for awakening (P1)
Index B32
Guideline for references (P1)
Index 36
STM test specification (P1)
Index 28
Reliability Availability Requirements (P1)
Index 41
JRU Test Specification (P1) linked to Index 55
Index 42
Requirements for vigilance (P2)
Index 44
Odometry FIS (P2)
Index 45
K interface (P1)
Index 47
Requirements on risk and hazard analysis for interoperability (P1)
Index 48
Test specification for mobile equipment GSM-R(P1)
Index 50
Test specification for EUROLOOP (P1)
Index 51
Ergonomic aspects of the DMI (P1)
Index 53
ETCS values of variables controlled by UIC (P1)
Index 54
Quality of Service user requirements (provisionally) (P1)
Index 55
Juridical recorder baseline requirements (P1 for the overall )
Index 57
Requirements on pre-fitting of ERTMS on-board equipment (P1)
Index 58
RBC RBC interface (P1)
Index 59
Requirements on pre-fitting of ERTMS track side equipment (P1)
Index 60
ETCS version management (P1)
Index 61
GSM-R version management (P1)
GSM-R:
Interconnection and roaming between GSM-R networks (P1)
Border crossing (P1)
Definition of operational rules for GSM-R (P1)
GPRS and ASCI (P2)
GSM-R version Management (Change Control Management) (P1)
Annex A Appendix 1: (P1)

2.1.5
3.2.1
3.3.1
3.5.5
4.1
4.2.1
5.1.1
5.3.1
Relation between axle distance and wheel diameter

Metal free space around wheels
Metal mass of a vehicle
Additional requirements on locomotives and multiple units
Use of sanding equipment
Use of composite brake blocks
Electromagnetic interferences (Traction current)
Electromagnetic interferences (Electric, magnetic, electromagnetic fields)
Annex A appendix 2: (P1)

HABD
Annex B, part 4.
ETCS Class 1 CCM related open points
Specification of some of the ETCS variables (P1)
Additional interfaces
Functionality and interfaces of staff protection systems to the signalling system (P2)
Interface with service brake. This will have to be examined during the elaboration of the TSI for rolling
stock.
ANNEX H
Synthesis of ETCS-Net Corridors

ETCS-Net conventional rail sections in Annex II of the Decision of the
Council and EP 884/2004/EC1
Railway axis Berlin-Verona/Milano-Bologna-Napoli-Messina-Palermo
Halle/Leipzig-Nrnberg
Nrnberg-Mnchen
Mnchen-Kufstein
Kufstein-Innsbruck
Brenner tunnel, cross-border section;
Verona-Napoli
Milano-Bologna
Betuwe line
Railway axis Lyon-Trieste-Divaa/Koper-Divaa-Ljubljana-Budapest-Ukrainian
border
Lyon-St Jean de Maurienne
Mont-Cenis tunnel, cross-border section;
Bussoleno-Torino
Torino-Venezia
Venezia-Ronchi Sud-Trieste Divaa
Koper- Divaa -Ljubljana
Ljubljana-Budapest
Multimodal axis Portugal/Spain-rest of Europe
La Corua Porto
Porto -Valladolid
Nordic triangle railway/road axis
Railway projects in Sweden including Stockholm-Malm, StockholmCharlottenberg (Norwegian border) and Kornsj (Norwegian border)-GteborgMalm.
Kerava-Lahti
Helsinki-Vainikkala (Russian border)
Freight railway axis Sines-Madrid-Paris
New high-capacity rail axis across the Pyrenees;
Sines-Badajoz
Algeciras-Bobadilla
Railway axis Paris-Strasbourg-Stuttgart-Wien-Bratislava
Baudrecourt-Strasbourg-Stuttgart with the Kehl bridge as cross-border section
Stuttgart-Ulm
Mnchen-Salzburg, cross-border section;
Salzburg-Wien
Wien-Bratislava, cross-border section
1 The implementation of ERTMS/ETCS in the high-speed rail sections of projects included in this list
are covered by Commission Decision 2002/731/EC.
Fehmarn Belt railway axis

Fehmarn Belt fixed rail/road link
Railway for access in Denmark from resund
Railway for access in Germany from Hamburg
Railway Hannover-Hamburg/Bremen
Railway axis Athina-Sofia-Budapest-Wien-Praha-Nrnberg/ Dresden
Greek/Bulgarian border-Kulata-Sofia-Vidin/Calafat
Curtici-Brasov (towards Bucuresti and Constanta)
Budapest-Wien, cross-border section;
Beclav-Praha-Nrnberg, with Nrnberg-Praha as cross-border section.
Railway axis Praha-Linz
Railway axis Gdansk-Warszawa-Brno/Bratislava-Wien
Railway Gdansk-Warszawa-Katowice
Railway Katowice-Beclav
Railway Katowice-Zilina-Nove Mesto n.V.
Railway axis Lyon/Genova-Basel-Duisburg-Rotterdam/Antwerpen
Lyon-Mulhouse-Mlheim2, with Mulhouse-Mlheim as cross-border section
Genova-Milano/Novara-Swiss border
Basel-Karlsruhe
Frankfurt (or Mainz)-Mannheim;
Duisburg-Emmerich
"Iron Rhine" Rheidt-Antwerpen, cross-border section
Railway/road axis Ireland/United Kingdom/continental Europe
Felixstowe-Nuneaton
Crewe-Holyhead
Rail Baltica" axis Warsaw-Kaunas-Riga-Tallinn-Helsinki
Warsaw-Kaunas - Vilnius
Kaunas-Riga
Riga-Tallinn
"Eurocaprail" on the Brussels-Luxembourg-Strasbourg railway axis
Brussels-Luxembourg-Strasbourg (2012).
ETCS-Net conventional rail sections not covered by Annex II of the

Decision of the Council and EP 884/2004/EC. Set I 3
TEN Corridor II E20 in the Berlin-Warsaw axis, Poland
TEN Corridor III E30 between western border (Zgorzelec) and Cracow,
Poland
TINA/AGTC double track line CE-59 north south traffic from Scandinavia to
Balkans, Poland.
Budapest Bukarest Constanta (part of Pan-European Corridor IV).
Ljubljana Zagreb/ Belgrade /Bar/ Skoppie Thessaloniki (part of PanEuropean Corridor X).
2 Including the TGV Rhin-Rhne, minus the western branch.
3 Projects wholly or partly situated in Member States where EC Regulation 1260/1999 and EC
Regulation 1264/1999 (Cohesion Funds) does apply.
ETCS-Net conventional rail sections not covered by Annex II of the

Decision of the Council and EP 884/2004/EC. Set II
Antwerp-Athus/Bettembourg-Basel-Milano
Hallsberg/Mjlby, Sweden
ETCS on Oresund connection through Denmark over Storebelt link
Aachen Horka/Frankfurt (O), Germany
Germany
Kehl-Salzburg
Flensburg Kufstein
Emmerich Basel some parts through Germany
Hambourg Bad Schandau
Darmstart Passau
France
Metz Dijon Lion Avignon Perpignan (Spanish border)
Le Havre Rouen Amien Arras
Paris Tours Bordeaux Dax
Paris Remis Metz (TGV EST)
Paris Macon Lion (TGV Sud-Est)
Calais Metz
Stockholm-Nyland-Umea
ETCS-Net high-speed rail sections4

High-speed railway axis Paris-Bruxelles/Brussel-Kln-Amsterdam-London
Channel tunnel-London
Bruxelles/Brussel-Lige-Kln
Bruxelles/Brussel-Rotterdam-Amsterdam
High-speed railway axis of south-west Europe
Lisboa/Porto-Madrid
Madrid-Barcelona
Cordoba - Sevilla
Barcelona-Figueras-Perpignan
Perpignan-Montpellier
Montpellier-Nmes
Madrid-Vitoria-Irn/Hendaye
Irn/Hendaye-Dax, cross-border section
Dax-Bordeaux
Bordeaux-Tours
High-speed railway axis east
Paris-Baudrecourt
Metz-Luxembourg
Saarbrcken-Mannheim
4 Implementation covered by Commission Decision 2002/731/EC.
West coast main line

High-speed rail interoperability on the Iberian peninsula
Madrid-Andaluca
North-east
Madrid-Levante and Mediterranean
North/North-west corridor, including Vigo-Porto
Extremadura
END
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01/16-ST02EN07 CCS

Directive 2001/16 - Interoperability of the trans-European

Draft Technical Specification for Interoperability

"Control-Command and Signalling" Sub-System

SUBSYSTEM DEFINITION AND SCOPE...................................................................................27

THE ESSENTIAL REQUIREMENTS OF THE CONTROL-COMMAND SUBSYSTEM...............29

CHARACTERISATION OF THE SUBSYSTEM.........................................................................212

INFRASTRUCTURE AND ROLLING STOCK REGISTERS..............................................................229

IMPLEMENTATION OF THE TSI CONTROL-COMMAND........................................................266

ANNEX A........................................................................................................................................... 293

ANNEX F.......................................................................................................................................... 2232

Content of this TSI

In accordance with Article 5(3) of Directive 2001/16/EC, this TSI:

as well as for the implementation of the TSI Chapter 4 (Characterisation of the

SUBSYSTEM DEFINITION AND SCOPE

The level of PERFORMANCE required to meet the essential requirements.

2.2.2 Classes of Control-Command Systems

The unified Control-Command system.

2.2.3 Levels of Application

Data transmission is achieved by spot transmission (Eurobalise) and in some

Data transmission is achieved by continuous radio transmission (GSM-R). For

Data transmission is achieved by continuous radio transmission (GSM-R). For

2.2.4 Infrastructure Network Borders

Specific Aspects for the Control-Command Subsystem

3.2.2 Reliability and Availability

3.2.4 Environmental Protection

The Control-Command equipment shall be subject to the European legislation in force

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

3.2.5 Technical Compatibility

Railway Internal Electromagnetic Compatibility

CHARACTERISATION OF THE SUBSYSTEM

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

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

Functional and technical specifications of the Subsystem

4.2.1 Control-Command safety characteristics relevant to interoperability

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

4.2.2 On-board ETCS functionality

The safety requirements for ERTMS/ETCS Level 3 still have to be established.

Communicating with the Control-Command Track-side Assembly. The in-fill data

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

Euroloop reception. See Annex A, index 15, 16, 50.

Radio transmission and radio messages protocol management. See Annex A,