2012D0088 — MT — 01.07.2015 — 002.001

Dan id-dokument ġie magħmul bil-ħsieb li jintuża bħala għodda ta’ dokumentazzjoni u l-istituzzjonijiet ma jassumu l-ebda responsabbiltà għall-kontenut tiegħu

►B DEĊIŻJONI TAL-KUMMISSJONI tal-25 ta’ Jannar 2012 dwar l-ispeċifikazzjoni teknika għall-interoperabbiltà relatata mas-subsistemi tal-kontroll-kmand u s-sinjalazzjoni tas-sistema ferrovjarja trans-Ewropea (notifikata bid-dokument numru C(2012) 172) (Test b’relevanza għaż-ŻEE) (2012/88/UE) (ĠU L 051 23.2.2012, p. 1)

Emendat bi:









▼B

▼M2

DEĊIŻJONI TAL-KUMMISSJONI

tal-25 ta’ Jannar 2012

dwar l-ispeċifikazzjoni teknika għall-interoperabbiltà relatata mas-subsistemi tal-kontroll-kmand u s-sinjalazzjoni tas-sistema ferrovjarja trans-Ewropea

▼B

(notifikata bid-dokument numru C(2012) 172)

(Test b’relevanza għaż-ŻEE)

(2012/88/UE)







IL-KUMMISSJONI EWROPEA, Wara li kkunsidrat it-Trattat dwar il-Funzjonament tal-Unjoni Ewropea, Wara li kkunsidrat id-Direttiva 2008/57/KE tal-Parlament Ewropew u tal-Kunsill tas-17 ta’ Ġunju 2008 dwar l-interoperabbiltà tas-sistema ferrovjarja fil-Komunità ( 1 ), u b'mod partikolari t-tieni subparagrafu tal-Artikolu 6(1) tagħha, Billi: (1) Id-Deċiżjoni tal-Kummissjoni 2006/679/KE tat-28 ta’ Marzu 2006 dwar l-ispeċifikazzjoni teknika għall-interoperabbiltà fir-rigward tas-subsistema ta’ kontroll u ta’ sinjalar tas-sistema ferrovjarja konvenzjonali trans-Ewropea ( 2 ) stipulat l-ispeċifikazzjonijiet tekniċi għall-interoperabbiltà (“TSI”) relatati mas-subsistema tal-“kontroll-kmand u s-sinjalazzjoni” għas-sistemi ferrovjarji konvenzjonali trans-Ewropej. (2) Id-Deċiżjoni tal-Kummissjoni 2006/860/KE tas-7 ta’ Novembru 2006 li tikkonċerna speċifikazzjoni teknika għall-interoperabbiltà relatata mas-subsistema ta’ kontroll u l-kmand u sinjalazzjoni tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja ( 3 ) stipulat l-ispeċifikazzjoni teknika għall-interoperabbiltà (TSI) relatata mas-subsistema tal-“kontroll-kmand u sinjalazzjoni” tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja. (3) Ir-rekwiżiti essenzjali għan-netwerks konvenzjonali u dawk għan-netwerks ta’ veloċità għolja għandhom ikunu identiċi, kif iridu jkunu wkoll l-ispeċifikazzjonijiet funzjonali u tekniċi tagħhom, il-kostitwenti tal-interoperabbiltà u l-interfaċċi tagħhom, u l-proċeduri li jintużaw għall-evalwazzjoni tal-konformità jew tal-adegwatezza għall-użu tal-kostitwenti tal-interoperabbiltà jew il-verifika tal-“KE” tas-subsistemi tal-“kontroll-kmand u sinjalazzjoni” tagħhom. (4) L-istrateġiji ta’ implimentazzjoni għandhom jibqgħu speċifiċi għal kull tip ta’ netwerk, u r-rekwiżiti eżistenti għan-netwerk trans-Ewropew konvenzjonali u għan-netwerk trans-Ewropea ta’ veloċità għolja għandhom jibqgħu l-istess. L-Aġenzija Ferrovjarja Ewropea (“Aġenzija”) ingħatat mandat ta’ qafas biex twettaq ċerti attivitajiet. (5) Fil-31 ta’ Jannar 2011, l-Aġenzija pproponiet ir-rakkomandazzjoni tagħha dwar l-ispeċifikazzjoni teknika għall-interoperabbiltà relatata mas-subsistemi tal-“kontroll-kmand u sinjalazzjoni” tas-sistema ferrovjarja trans-Ewropea ( 4 ). Din id-Deċiżjoni hija bbażata fuq dik ir-rakkomandazzjoni. (6) Għalhekk, fl-interess taċ-ċarezza, id-Deċiżjonijiet 2006/679/KE u 2006/860/KE għandhom jiġu sostitwiti b'din id-Deċiżjoni. (7) It-tibdil li ddaħħal fir-rigward tar-rekwiżiti tas-sikurezza (it-Taqsima 4.2.1 tal-Anness III) huwa bbażat fuq il-fatt li t-test tat-TSIs tas-CSS li jinsabu fis-seħħ iħalli lok għal interpretazzjonijiet differenti. It-tibdil li ddaħħal ma għandux impatt negattiv fuq il-livell globali tas-sikurezza. (8) Għall-proġetti ta’ infrastruttura ferrovjarja li jibbenifikaw minn appoġġ finanzjarju tal-UE, l-istallazzjoni tal-ERTMS/ETCS għandha tkun obbligatorja fil-każ ta’ stallazzjonijiet ġodda jew ta’ titjib ta’ komponenti li jikkontrollaw il-veloċità ta’ sistema CCS. Din l-istallazzjoni, fi prinċipju, għandha ssir fl-ambitu tal-proġett iffinanzjat mill-UE. Madankollu, f'ċerti każijiet ikun meħtieġ li tingħata deroga minn din ir-regola ta’ implimentazzjoni. L-ambitu ta’ din id-deroga huwa limitat għall-istrateġija ta’ implimentazzjoni tat-TSI tal-“kontroll-kmand u s-sinjalazzjoni”. (9) Fid-dokument tekniku “Lista tas-sistemi tal-Klassi B tas-CCS”, l-Aġenzija elenkat is-sistemi eżistenti nazzjonali ta’ kmand-kontroll u sinjalazzjoni (“sistemi tal-Klassi B”). Dawn is-sistemi jistgħu jiġu mitluba abbord lokomottivi u unitajiet tat-trazzjon sabiex ikunu jistgħu jaħdmu fuq ċerti linji. (10) Is-sistemi tal-Klassi B, minkejja li joffru ostakli pjuttost sinifikanti għall-interoperabbiltà tal-lokomottivi u tal-unitajiet tat-trazzjoni, iwettqu rwol importanti fiż-żamma ta’ livell għoli ta’ sikurezza fin-netwerk trans-Ewropew. Minħabba f'hekk, huwa importanti li jiġi evitat il-ħolqien ta’ ostakli addizzjonali għall-interoperabbiltà, pereżempju, permezz ta’ tibdil f'dawn is-sistemi storiċi nazzjonali jew bl-introduzzjoni ta’ sistemi ġodda. (11) Biex jiġi evitat il-ħolqien ta’ ostakli addizzjonali għall-interoperabbiltà, l-Istati Membri għandhom jiżguraw li l-funzjonalità tas-sistemi storiċi tal-Klassi B u l-interfaċċi tagħhom jibqgħu kif speċifikat attwalment, għajr fejn ikunu meħtieġa modifiki biex jitnaqqsu d-difetti relatati mas-sikurezza ta’ dawn is-sistemi. L-Istati Membri għandhom jiżguraw ukoll li s-sistemi li mhumiex inklużi fil-lista ta’ sistemi tal-Klassi B ma jikkostitwixxux ostakli addizzjonali għall-interoperabbiltà. (12) Id-disponibbiltà tal-frekwenzi tal-GSM-R hija essenzjali għall-operazzjoni sikura u interoperabbli tal-ferroviji. (13) Id-Deċiżjonijiet 2006/679/KE u 2006/860/KE għandhom għalhekk jiġu mħassra. (14) Il-miżuri previsti f'din id-Deciżjoni huma skont l-opinjoni tal-Kumitat imsemmi fl-Artikolu 29(1) tad-Direttiva 2008/57/KE; Billi: ADOTTAT DIN ID-DEĊIŻJONI:







Artikolu 1

1. L-ispeċifikazzjoni teknika għall-interoperabbiltà (“TSI”) relatata mas-subsistema tal-“kontroll-kmand u sinjalazzjoni ta’ maġenb il-binarji” u s-subsistema tal-“kontroll-kmand u sinjalazzjoni abbord” tas-sistema ferrovjarja trans-Ewropea, kif stipulata fl-Anness III hija adottata.

2. It-TSI stipulata fl-Anness III għal din id-Deċiżjoni għandha tiġi applikata għas-subsistema tal-“kontroll-kmand u sinjalazzjoni ta’ maġenb il-binarji” kif deskritta fil-punt 2.3 u s-subsistema tal-“kontroll-kmand u sinjalazzjoni abbord” kif deskritta fil-punt 2.4 tal-Anness II għad-Direttiva 2008/57/KE.

Artikolu 2

1. L-Istati Membri għandhom jiżguraw li, kull meta sistema nazzjonali tal-“kontroll-kmand” ta’ protezzjoni tintalab biex tiġi installata fuq vettura ferrovjarja biex din tkun tista' taħdem fuq linja speċifika jew fuq parti min-netwerk Trans-Ewropew, din is-sistema tkun inkluża fil-lista tas-sistemi tal-Klassi B, li għandha l-istess valur legali bħall-annessi tat-TSI.

2. L-Istati Membri għandhom jiżguraw li l-funzjonalità, il-prestazzjoni u l-interfaċċi tas-sistemi tal-Klassi B jibqgħu l-istess bħalma huma speċifikati attwalment, għajr meta jkunu meħtieġa modifiki biex jitnaqqsu d-difetti relatati mas-sikurezza ta’ dawn is-sistemi.

Artikolu 3

Kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni, fir-rigward tas-sistemi tal-Klassi B u tal-kwistjonijiet identifikati bħala kwistjonijiet pendenti fl-Appendiċi G tat-TSI adottata b'din id-Deċiżjoni, fi żmien sitt xhur min-notifika ta’ din id-Deċiżjoni, b'dan li ġej:

(a) il-lista ta’ regoli tekniċi applikabbli;

(b) il-proċeduri għall-evalwazzjoni tal-konformità u għall-verifika li għandhom jintużaw biex jiġi żgurat li r-regoli tekniċi applikabbli qed jiġu applikati verament;

(c) il-korpi li jaħtar biex iwettqu dawk il-proċeduri għall-evalwazzjoni tal-konformità u għall-verifika.

F'każ li dawn l-elementi jkunu diġà ġew innotifikati fil-kuntest tad-Deċiżjonijiet 2006/679/KE u 2006/860/KE, dan l-obbligu jitqies li ġie ssodisfat.

Artikolu 4

1. Il-Kummissjoni tista' tagħti deroga mill-obbligu stipulat fit-taqsima 7.2.3.4 tal-Anness III fir-rigward tat-tagħmir obbligatorju tal-linji bis-Sistema Ewropea ta’ Kontroll tal-Ferroviji (ETCS) fil-kuntest ta’ proġetti ffinanzjati mill-UE (taqsima 7.3.2.4), meta s-sinjalazzjoni tiġi mġedda fuq sezzjonijiet qosra (inqas minn 150 km) u mhux kontinwi tal-linja u sakemm l-ETCS tkun installata qabel l-aktar data kmieni minn dawn it-tnejn:

— 5 snin wara t-tmiem tal-proġett,

— id-data meta l-parti tal-linja tkun konnessa ma’ linja l-oħra diġà mgħammra bl-ETCS,

2. L-Istat Membru kkonċernat għandu jibgħat fajl dwar il-proġett lill-Kummissjoni. Dan il-fajl għandu jinkludi analiżi ekonomika li turi li jista' jinkiseb vantaġġ ekonomiku u/jew tekniku sostanzjali meta l-ERTMS jitqiegħed fis-servizz qabel l-aktar data kmieni mit-tnejn imsemmija fil-paragrafu 1 minflok matul it-twettiq tal-proġett iffinanzjat mill-UE.

3. Il-Kummissjoni għandha tanalizza l-fajl li jintbagħatilha u l-miżuri proposti mill-Istat Membru u għandha tinnotifika r-riżultat tal-analiżi lill-Kumitat imsemmi fl-Artikolu 29 tad-Direttiva 2008/57/KE. Meta tingħata deroga, l-Istat Membru għandu jiżgura li l-ERTMS jiġi installat qabel l-aktar data kmieni mit-tnejn imsemmija fil-paragrafu 1.

Artikolu 5

Deċiżjoni tal-Kummissjoni 2011/291/UE tas-26 ta’ April 2011 dwar speċifikazzjoni teknika għall-interoperabilità fir-rigward tas-subsistema – “Lokomotivi u vetturi ferrovjarji għat-trasport tal-passiġġieri” tas-sistema konvenzjonali trans-Ewropea tal-ferroviji ( 5 ) hija emendata kif ġej:

(1) It-tieni inċiż taħt it-titolu “Legislative measures in force” fit-Taqsima 1.4 “Referenced documents” tal-Anness jiġi mibdul bi “Control Command and Signalling TSI”.

(2) It-Taqsima 4.2.3.3.1 tinbidel bl-Anness I ta’ din id-Deċiżjoni.

(3) It-Tabella 10 tat-taqsima 4.3.4 tinbidel bl-Anness II ta’ din id-Deċiżjoni.

▼M1 —————

▼M1

Artikolu 6a

Meta jiġu implimentati l-ispeċifikazzjonijiet tekniċi għall-interoperabbiltà [TSI] stabbiliti fl-Anness III għal din id-Deċiżjoni, għandu jiġi applikat wieħed miż-żewġ settijiet ta’ speċifikazzjonijiet elenkati fit-Tabella A-2 tal-Anness A. L-ispeċifikazzjonijiet tal-Bażi ta’ Referenza 3 għandhom jinżammu sabiex jiġi żgurat li l-ferroviji mgħammra b’ERTMS/ETCS konformi mal-Bażi ta’ Referenza 3 jkunu jistgħu jitħaddmu fuq linji ERTMS/ETCS konformi mal-Bażi ta’ Referenza 2 mingħajr l-ebda restrizzjonijiet tekniċi jew operattivi addizzjonali.

▼B

Artikolu 7

Id-Deċiżjonijiet 2006/679/KE u 2006/860/KE huma b'hekk imħassra. Id-dispożizzjonijiet tagħhom għandhom madankollu jkomplu japplikaw fir-rigward tal-manutenzjoni ta’ proġetti awtorizzati skont it-TSI annessa ma’ dawk id-Deċiżjonijiet u, sakemm l-applikant ma jitlobx l-applikazzjoni ta’ din id-Deċiżjoni, ta’ proġetti għal subsistemi ġodda, imġedda jew imtejba li huma fi stadju avvanzat tal-iżvilupp jew is-suġġett ta’ kuntratt li qed iseħħ fid-data tan-notifika ta’ din id-Deċiżjoni.

▼M2

Artikolu 7a

1. Sal-1 ta' Lulju 2015, l-Aġenzija Ferrovjarja Ewropea għandha tippubblika l-ispeċifikazzjonijiet obbligatorji msemmija fit-Tabella A2 tal-Anness A għal din id-Deċiżjoni, fl-Indiċi 37b u 37c, kolonna “Set of specifications # 2”.

Qabel il-pubblikazzjoni tagħhom, għandha tibgħat lill-Kummissjoni opinjoni teknika dwar l-inklużjoni ta' dawn id-dokumenti fit-Tabella A2 tal-Anness A għal din id-Deċiżjoni, b'referenza, l-isem u l-verżjoni. Il-Kummissjoni għandha tgħarraf skont dan lill-Kumitat stabbilit skont l-Artikolu 29 tad-Direttiva 2008/57/KE.

2. L-Aġenzija Ferrovjarja Ewropea għandha tippubblika l-ispeċifikazzjonijiet relatati mal-interfaċċa tal-ferroviji (FFFIS — Form Fit Functional Interface Specification — Indiċi 81 u 82 tat-Tabella A2 tal-Anness A għal din id-Deċiżjoni) meta tqis li huma maturi. L-Aġenzija Ferrovjarja Ewropea għandha tirrapporta regolarment dwar l-istima ta' din il-maturità lill-Kumitat stabbilit taħt l-Artikolu 29 tad-Direttiva 2008/57/KE. Qabel il-pubblikazzjoni tagħhom, għandha tibgħat lill-Kummissjoni opinjoni teknika dwar l-inklużjoni ta' dawn id-dokumenti fit-Tabella A2 tal-Anness A għal din id-Deċiżjoni, b'referenza, l-isem u l-verżjoni. Il-Kummissjoni għandha tgħarraf skont dan lill-Kumitat stabbilit skont l-Artikolu 29 tad-Direttiva 2008/57/KE.

▼B

Artikolu 8

Din id-Deċiżjoni għandha tibda tapplika sitt xhur wara li tiġi nnotifikata lill-Istati Membri.

Artikolu 9

Din id-Deċiżjoni hija indirizzata lill-Istati Membri.









ANNEX I

‘4.2.3.3.1. Rolling Stock characteristics for the compatibility with train detection systems

The set of rolling stock characteristics for compatibility with train detection target systems are given in clauses 4.2.3.3.1.1, 4.2.3.3.1.2 and 4.2.3.3.1.3.

Reference is made to clauses of the specification referenced in Annex A, Index 77 of CCS TSI'

The set of characteristics the rolling stock is compatible with shall be recorded in the rolling stock register as defined in clause 4.8 of this TSI.

4.2.3.3.1.1. ROLLING STOCK CHARACTERISTICS FOR COMPATIBILITY WITH TRAIN DETECTION SYSTEM BASED ON TRACK CIRCUITS

— Vehicle geometry — — The maximum distance between two consecutive axles is specified in the specification referenced in clause 3.1.2 of Annex A, Index 77 of CCS TSI (distance ai in Figure 1). — The maximum distance between buffer end and first axle is specified in the specification referenced in clause 3.1.2 of Annex A, Index 77 of CCS TSI (distance b1 in Figure 1).

— Vehicle design — — The minimum axle load in all load conditions is specified in the specification referenced in clause 3.1.7 of Annex A, Index 77 of CCS TSI. — The electrical resistance between the running surfaces of the opposite wheels of a wheelset is specified in the specification referenced in clause 3.1.9 of Annex A, Index 77 of CCS TSI and the method to measure is specified in the same clause. — For electric units equipped with a pantograph, the minimum impedance between pantograph and each wheel of the train is an open point in the specification referenced in clause 3.2.2 of Annex A, Index 77 of CCS TSI.

— Isolating emissions — — The limitations of use of sanding equipment are given in the specification referenced in clause 3.1.4 of Annex A, Index 77 of CCS TSI. — The limitations of use of composite brake blocks are given in the specification referenced in clause 3.1.6 of Annex A, Index 77 of CCS TSI.

— EMC — — The requirements related to electromagnetic compatibility are open points in the specification referenced in clauses 3.2.1 and 3.2.2 of Annex A, Index 77 of CCS TSI. — The electromagnetic interference limit levels rising from traction currents are an open point in the specification referenced in clause 3.2.2 of Annex A, Index 77 of CCS TSI.

4.2.3.3.1.2. ROLLING STOCK CHARACTERISTICS FOR COMPATIBILITY WITH TRAIN DETECTION SYSTEM BASED ON AXLE COUNTERS

— Vehicle geometry — — The maximum distance between two consecutive axles is specified in the specification referenced in clause 3.1.2, Annex A, Index 77 of CCS TSI. — The minimum distance between two consecutive axles of the train is specified in the specification referenced in clause 3.1.2, Annex A, Index 77 of CCS TSI. — At the end of a unit intended to be coupled, the minimum distance between end and first axle of the unit is half of the value specified in the specification referenced in clause 3.1.2, Annex A, Index 77 of CCS TSI. — The maximum distance between end and first axle is specified in the specification referenced in clause 3.1.2, Annex A, Index 77 of CCS TSI (distance b1 in Figure 1). — The minimum distance between end axles of a unit is specified in the specification referenced in clause 3.1.2, Annex A, Index 77 of CCS TSI.

— Wheel geometry — — Wheel geometry is specified in the clause 4.2.3.5.2.2 of the present TSI. — The minimum wheel diameter (speed dependant) is specified in the specification referenced in clause 3.1.3, Annex A, Index 77 of CCS TSI.

— Vehicle design — — The metal-free space around wheels is an open point in the specification referenced in clause 3.1.3.5, Annex A, Index 77 of CCS TSI. — The characteristics of the wheel material regarding magnetic field is specified in the specification referenced in clause 3.1.3.6, Annex A, Index 77 of CCS TSI.

— EMC — — The requirements related to electromagnetic compatibility are specified in the specification referenced in clauses 3.2.1 and 3.2.2 of Annex A, Index 77 of CCS TSI. — The electromagnetic interference limit levels rising from the use of eddy current or magnetic track brakes are an open point in the specification referenced in clause 3.2.3 of Annex A, Index 77 of CCS TSI.

4.2.3.3.1.3. ROLLING STOCK CHARACTERISTICS FOR COMPATIBILITY WITH LOOP EQUIPMENT

— Vehicle design — The metal-mass of vehicles is an open point in the specification referenced in clause 3.1.7.2 of Annex A, Index 77 of CCS TSI.’









ANNEX II







‘Table 10 Interface with the Control, command and signaling subsystem Reference Conventional Rail LOC & PAS TSI Reference Rail CCS TSI Parameter Clause Parameter Clause Rolling stock characteristics compatible with train detection system based on track circuits 4.2.3.3.1.1 Vehicle geometry Vehicle design Isolating emissions EMC Specification referenced in Annex A, Index 77 of CCS TSI Rolling stock characteristics compatible with train detection system based on axle counters 4.2.3.3.1.2 Vehicle geometry Wheel geometry Vehicle design EMC Specification referenced in Annex A, Index 77 of CCS TSI Rolling stock characteristics compatible with loop equipment 4.2.3.3.1.3 Vehicle design Specification referenced in Annex A, Index 77 of CCS TSI Emergency Braking command 4.2.4.4.1 On-board ETCS functionality 4.2.2 Emergency braking performance 4.2.4.5.2 Guaranteed train braking performance and characteristics 4.2.2 External visibility 4.2.9.1.3 Visibility of track-side Control-command objects 4.2.15’









ANNEX III

TABLE OF CONTENTS 1. Introduction 1.1. Technical scope 1.2. Geographical scope 1.3. Content of this TSI 2. Subsystem definition and scope 2.1. Introduction 2.2. Scope 2.3. Application Levels (ERTMS/ETCS) 3. The Essential Requirements for the Control-Command and Signalling Subsystems 3.1. General 3.2. Specific Aspects of the Control-Command and Signalling Subsystems 3.2.1. Safety 3.2.2. Reliability and Availability 3.2.3. Health 3.2.4. Environmental Protection 3.2.5. Technical Compatibility 3.2.5.1. Engineering Compatibility 3.2.5.1.1. Physical environmental conditions 3.2.5.1.2. Railway Internal Electromagnetic Compatibility 3.2.5.2. Control-Command and Signalling Compatibility 4. Characterisation of the Subsystems 4.1. Introduction 4.2. Functional and technical specifications of the Subsystems 4.2.1. Control-Command and Signalling safety characteristics relevant to interoperability 4.2.1.1. Safety 4.2.1.2. Availability/Reliability 4.2.2. On-board ERTMS/ETCS functionality 4.2.3. Track-side ERTMS/ETCS functionality 4.2.4. Mobile communication functions for railways GSM-R 4.2.4.1. Basic communication function 4.2.4.2. Voice and operational communication applications 4.2.4.3. Data communication applications for ETCS 4.2.5. ERTMS/ETCS and GSM-R air gap interfaces 4.2.5.1. Radio communications with the train 4.2.5.2. Eurobalise communication with the train 4.2.5.3. Euroloop communication with the train 4.2.6. On-Board Interfaces Internal to Control-Command and Signalling 4.2.6.1. ERTMS/ETCS and Class B train protection 4.2.6.2. Interface between GSM-R Radio Data Communication and ERTMS/ETCS 4.2.6.3. Odometry 4.2.7. Track-side Interfaces Internal to Control-Command and Signalling 4.2.7.1. Functional interface between RBCs 4.2.7.2. RBC/RBC 4.2.7.3. GSM-R/track-side ETCS 4.2.7.4. Eurobalise/LEU 4.2.7.5. Euroloop/LEU 4.2.8. Key Management 4.2.9. ETCS-ID Management 4.2.10. Track-side Train Detection Systems 4.2.11. Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling track-side equipment 4.2.12. ERTMS/ETCS DMI (Driver Machine Interface) 4.2.13. GSM-R DMI (Driver-Machine Interface) 4.2.14. Interface to Data Recording for Regulatory Purposes 4.2.15. Visibility of track-side Control-Command and Signalling objects 4.2.16. Environmental conditions 4.3. Functional and technical specifications of the interfaces to other Subsystems 4.3.1. Interface to the Traffic Operation and Management Subsystem 4.3.2. Interface to the Rolling Stock Subsystem 4.3.3. Interfaces to Infrastructure Subsystem 4.3.4. Interfaces to Energy Subsystem 4.4. Operating rules 4.5. Maintenance rules 4.5.1. Responsibility of the manufacturer of equipment 4.5.2. Responsibility of the applicant for subsystem verification 4.6. Professional competences 4.7. Health and safety conditions 4.8. Registers 5. Interoperability Constituents 5.1. Definition 5.2. List of interoperability constituents 5.2.1. Basic interoperability constituents 5.2.2. Grouping of interoperability constituents 5.3. Constituents’ performance and specifications 6. Assessing the conformity and/or suitability for use of the constituents and verifying the subsystems 6.1. Introduction 6.1.1. General principles 6.1.2. Principles for testing ERTMS/ETCS and GSM-R 6.2. Interoperability constituents 6.2.1. Assessment procedures for Control-Command and Signalling Interoperability Constituents 6.2.2. Modules for Control-Command and Signalling Interoperability Constituents 6.2.3. Assessment requirements 6.2.4. Special issues 6.2.4.1. The on-board ERTMS/ETCS 6.2.4.2. The Specific Transmission Module (STM) 6.2.4.3. Content of the ‘EC’ Declaration of conformity 6.3. Control-Command and Signalling Subsystems 6.3.1. Assessment procedures for Control-Command and Signalling Subsystems 6.3.2. Modules for Control-Command and Signalling Subsystems 6.3.2.1. On-board Subsystem 6.3.2.2. Track-side Subsystem 6.3.2.3. Conditions for using modules for On-board and Track-side Subsystems 6.3.3. Assessment requirements for an On-board Subsystem 6.3.4. Assessment requirements for a Track-side Subsystem 6.4. Provisions in case of the partial fulfilment TSI requirements 6.4.1. Assessment of parts of control-command and signalling subsystems 6.4.2. Control-command and signalling subsystems' partial fulfilment of the requirements due to limited application of the TSI 6.4.3. Intermediate Statement of Verification 7. Implementing the TSI Control-Command and Signalling 7.1. Introduction 7.2. Generally applicable rules 7.2.1. Upgrading or renewing the Control-Command Track-side Subsystem or parts of it 7.2.2. Legacy systems 7.2.3. Availability of Specific Transmission Modules 7.2.4. Additional Class B equipment on a line equipped with Class A 7.2.5. Rolling stock with Class A and Class B equipment 7.2.6. Conditions for mandatory and optional functions 7.2.7. GSM-R specific implementation rules 7.2.7.1. Track-side installations: 7.2.7.2. On-board installations: 7.2.8. Train detection systems specific implementation rules 7.2.9. Specific cases 7.2.9.1. Introduction 7.2.9.2. Belgium 7.2.9.3. United Kingdom 7.2.9.4. France 7.2.9.5. Poland 7.2.9.6. Lithuania, Latvia and Estonia 7.2.9.7. Sweden 7.2.9.8. Luxembourg 7.3. Rules for ERTMS 7.3.1. The ERTMS European Deployment Plan 7.3.2. ERTMS Track-side Implementation 7.3.2.1. Corridors 7.3.2.2. Connection to the main European ports, marshalling yards, freight terminals and freight transport areas 7.3.2.3. High-speed network 7.3.2.4. EU-funded projects 7.3.2.5. Notification 7.3.2.6. Delays 7.3.3. ERTMS – On-board implementation 7.3.3.1. New vehicles 7.3.3.2. Upgrading and renewal of existing vehicles 7.3.3.3. Additional requirements 7.3.4. Specific lines constituting the corridors 7.3.5. Main European ports, marshalling yards, freight terminals and freight transport areas

1. INTRODUCTION

1.1. Technical scope

This TSI concerns the Control-Command and Signalling On-board Subsystem and the Control-Command and Signalling Track-side Subsystem.

▼M2

Din it-TSI hija applikabbli għal subsistemi tal-kmand tal-kontroll u s-sinjalazzjoni maġenb il-binarji tan-netwerk ferrovjarju definiti fit-Taqsima 1.2. (Geographical scope) ta' din it-TSI u għas-subsistemi tal-kmand tal-kontroll u s-sinjalazzjoni abbord il-vetturi li huma (jew maħsuba li jiġu) mħaddma fuqu. Dawn il-vetturi huma ta' wieħed mit-tipi li ġejjin (kif definit fl-Anness I, taqsimiet 1.2. u 2.2. tad-Direttiva 2008/57/KE):

(1) ferroviji b'awtopropulsjoni termali jew elettrika;

(2) unitajiet tal-ġbid termali jew elettriċi;

(3) vaguni tal-passiġġieri, jekk mgħammra b'kabina tas-sewqan;

(4) tagħmir mobbli għall-bini u l-manutenzjoni ta' infrastruttura ferrovjarja, jekk mgħammar b'kabina tas-sewqan u maħsub biex jintuża f'mod ta' trasport fuq ir-roti tiegħu stess.

▼B

1.2. Geographical scope

▼M2

the geographical scope of this TSI is the network of the whole rail system, composed of:

(1) the trans-European conventional rail system network (TEN) as described in Annex I section 1.1 ‘Network’ of Directive 2008/57/KE;

(2) the trans-European high-speed rail system network (TEN) as described in Annex I section 2.1 ‘Network’ of Directive 2008/57/KE;

(3) other parts of the network of the whole rail system, following the extension of scope as described in Annex I section 4 of Directive 2008/57/KE.

and excludes the cases referred to in Article 1(3) of Directive 2008/57/KE.

The TSI shall apply to networks with 1 435 mm, 1 520 mm, 1 524 mm, 1 600 mm and 1 668 mm track gauges. However, it shall not apply to short border crossing lines with 1 520 mm track gauges that are connected to the network of third countries.

▼B

1.3. Content of this TSI

In accordance with Article 5(3) of the Railway Interoperability Directive, this TSI:

1. indicates its intended scope — Chapter 2 (Subsystem Definition and Scope);

2. lays down essential requirements for the Control-Command and Signalling Subsystems and their interfaces vis-à-vis other subsystems — Chapter 3 (The Essential Requirements of the Control-Command and Signalling Subsystems);

3. lays down the functional and technical specifications to be met by the Subsystems and their interfaces with other subsystems — Chapter 4 (Characterisation of the Subsystem);

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

5. states, in each case under consideration, which procedures are to be used to assess the conformity or the suitability for use of the interoperability constituents and for the ‘EC’ verification of the subsystems — Chapter 6 (Assessing the Conformity and/or Suitability For Use of the Constituents and Verifying the Subsystems);

6. indicates the strategy for implementing this TSI — Chapter 7 (Implementing the Control-Command and Signalling Subsystems TSI);

7. indicates the professional competences and health and safety conditions at work required for the staff operating and maintaining these subsystems and implementing the TSI — Chapter 4 (Characterisation of the Subsystem).

In accordance with Article 5(5) of the Railway Interoperability Directive, provisions for specific cases are indicated in Chapter 7 (Implementing the Control-Command and Signalling Subsystems TSI).

This TSI also sets out, in Chapter 4 (Characterisation of the Subsystems), the operating and maintenance rules which specifically apply to the scope indicated in paragraphs 1.1 and 1.2 above.

2. SUBSYSTEM DEFINITION AND SCOPE

2.1. Introduction

The Control-Command and Signalling Subsystems are defined in Annex II to the Railway Interoperability Directive as ‘all the equipment required to ensure safety and to command and control movements of trains authorised to travel on the network’.

The features of the Control-Command and Signalling Subsystems are:

1. the functions that are essential for the safe control of railway traffic, and that are essential for its operation, including those required for degraded modes ( 6 );

2. the interfaces;

3. the level of performance required to meet the essential requirements.

2.2. Scope

The Control-Command and Signalling Subsystems TSI specifies only those requirements which are necessary to assure the interoperability of the trans-European rail system and compliance with the essential requirements.

The Control-Command and Signalling Subsystems include the following parts:

1. train protection;

2. radio communication;

3. train detection.

The Class A train protection system is ERTMS/ETCS whilst the Class A radio system is GSM-R.

For Class A train detection this TSI specifies only the requirements for the interface with other subsystems.

▼M2

Class B systems for the trans-European rail system network are a limited set of legacy control-command and signalling systems that were in use in the trans- European rail network before 20 April 2001.

Class B systems for other parts of the network of the rail system in the European Union are a limited set of legacy control-command and signalling systems that were in use in that networks before 1 July 2015.

The list of Class B systems is established in the European Railway Agency technical documents ‘List of CCS Class B systems’, ERA/TD/2011-11, version 2.0.

▼B

The requirements for the Control-Command and Signalling On-board Subsystem are specified in relation to Class A radio mobiles and train protection.

The requirements for the Control-Command and Signalling Track-side Subsystem are specified in relation to:

1. the Class A radio network;

2. Class A train protection;

3. the interface requirements for train detection systems, to ensure their compatibility with rolling stock.

2.3. Application levels (ERTMS/ETCS)

The interfaces specified by this TSI define the means of data transmission to, and (where appropriate) from trains. The ERTMS/ETCS specifications referenced by this TSI provide application levels from which a track-side implementation may choose the means of transmission that meet its requirements.

This TSI defines the requirements for all application levels.

A train equipped with Class A on-board train protection for a given application level must be able to operate on that level and any lower one. As a consequence:

— a train equipped with Class A on-board train protection for level 2 must be able to operate on that level and on level 1 lines,

— a train equipped with Class A on-board train protection for level 1 need not be equipped with a GSM-R data radio but must already implement all level 2 functions so as to ensure that the mere connection of a GSM-R data radio at a later stage will ensure it is equipped for level 2.

3. THE ESSENTIAL REQUIREMENTS FOR THE CONTROL-COMMAND AND SIGNALLING SUBSYSTEMS

3.1. General

The Railway Interoperability Directive requires that the 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:

1. Safety;

2. Reliability and Availability;

3. Health;

4. Environmental Protection;

5. Technical compatibility.

The essential requirements for Class A systems are described below.

The requirements for Class B systems are the responsibility of the relevant Member State.

3.2. Specific Aspects of the Control-Command and Signalling Subsystems

3.2.1. Safety

Every project to which this specification is applied shall take the measures necessary to ensure that the level of risk of an incident occurring within the scope of the Control-Command and Signalling Subsystems, is not higher than the objective for the service. For this purpose Commission Regulation (EC) No 352/2009 of 24 April 2009 on the adoption of a common safety method on risk evaluation and assessment as referred to in Article 6(3)(a) of Directive 2004/49/EC of the European Parliament and of the Council ( 7 ) (Common Safety Method) applies.

To ensure that the measures taken to achieve safety do not jeopardise interoperability, the requirements of the basic parameter defined in Section 4.2.1 (Control-Command and Signalling safety characteristics relevant to interoperability) shall be respected.

For the ERTMS/ETCS Class A system the safety objective is apportioned between the Control-Command and Signalling On-board and Track-side Subsystems. The detailed requirements are specified in the basic parameter defined in Section 4.2.1 (Control-Command and Signalling 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).

3.2.2. Reliability and Availability

For the Class A system, the reliability and availability objectives are apportioned between the Control-Command and Signalling On-board and Track-side Subsystems. The detailed requirements are specified in the basic parameter defined in Section 4.2.1 (Control-Command and Signalling safety characteristics relevant to interoperability).

The level of risk shall be monitored as constituents of the subsystem age and wear. The requirements for maintenance stated in Section 4.5 shall be respected.

3.2.3. Health

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

3.2.4. Environmental Protection

In accordance with EU regulations and with national regulations that are compatible with European legislation:

1. the Control-Command and Signalling 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;

2. the Control-Command and Signalling equipment shall not contain substances which may abnormally contaminate the environment during their normal use;

3. the Control-Command and Signalling 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;

4. the Control-Command and Signalling equipment shall comply with existing regulations on noise pollution;

5. the Control-Command and Signalling 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:

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

2. The second category describes how the Control-Command and Signalling Subsystems have to be applied technically and what functions they have to perform to ensure interoperability. This category is defined in Chapter 4.

3. The third category describes how the Control-Command and Signalling Subsystems have to be operated in order that interoperability is achieved. This category is defined in Chapter 4.

3.2.5.1. Engineering Compatibility

3.2.5.1.1. Physical environmental conditions

Control-Command and Signalling equipment shall be capable of operating under the climatic and physical conditions which characterise the area in which the relevant part of the trans-European rail system is located.

The requirements of basic parameter 4.2.16 (Environmental conditions) shall be respected.

3.2.5.1.2. Railway Internal Electromagnetic Compatibility

In accordance with EU regulations and with national regulations that are compatible with the European legislation, the Control-Command and Signalling equipment shall neither interfere with nor be interfered with by other control-command and signalling equipment or other subsystems.

The basic parameter related for electromagnetic compatibility between rolling stock and control-command and signalling track-side equipment is described in Section 4.2.11 (Electromagnetic Compatibility).

3.2.5.2. Control-Command and Signalling Compatibility.

Chapter 4 defines the requirements for the interoperability of the Control-Command and Signalling Subsystems.

In addition, where the Control-Command and Signalling Subsystems are concerned, this TSI ensures technical interoperability between trans-European high-speed rail and conventional rail systems when both are fitted with Class A systems.

4. CHARACTERISATION OF THE SUBSYSTEMS

4.1. Introduction

In accordance with the relevant essential requirements, the Control-Command and Signalling Subsystems are characterised by the following basic parameters:

1. Control-Command and Signalling safety characteristics relevant to interoperability (Section 4.2.1)

2. On-board ERTMS/ETCS functionality (Section 4.2.2)

3. Track-side ERTMS/ETCS functionality (Section 4.2.3)

4. Mobile communication functions for railways – GSM-R (Section 4.2.4)

5. ERTMS/ETCS and GSM-R air gap interfaces (Section 4.2.5)

6. On-board interfaces Internal to Control-Command and Signalling (Section 4.2.6)

7. Track-side interfaces Internal to Control-Command and Signalling (Section 4.2.7)

8. Key management (Section 4.2.8)

9. ETCS-ID management (Section 4.2.9)

10. Train detection systems (Section 4.2.10)

11. Electromagnetic compatibility between rolling stock and Control-Command and Signalling track-side equipment (Section 4.2.11)

12. ERTMS/ETCS DMI (driver machine interface) (Section 4.2.12)

13. GSM-R DMI (driver machine interface) (Section 4.2.13)

14. Interface to data recording for regulatory purposes (Section 4.2.14)

15. Visibility of track-side Control-Command and Signalling objects (Section 4.2.15)

16. Environmental conditions (Sections 4.2.16)

All requirements in Section 4.2 (Functional and technical specifications of the Subsystems) to meeting these basic parameters shall be applied to the Class A system.

Requirements for Class B systems and for STMs (which enable the Class A On-board system to operate on Class B infrastructure) are the responsibility of the appropriate Member State.

This TSI is based on the principles of enabling the Control-Command and Signalling Track-side Subsystem to be compatible with TSI compliant Control-Command and Signalling On-board Subsystems. To achieve this goal:

1. functions, interfaces and performances of the Control-Command and Signalling On-board Subsystem are standardised, ensuring that every train will react in a predictable way to data received from track-side;

2. for the Control-Command and Signalling Track-side Subsystem, track-to-train and train-to-track communication are fully standardised in this TSI. The specifications referenced in the sections below allow Control-Command and Signalling track-side functionality to be applied in a flexible way, so that it can be optimally integrated into the railway system. This flexibility shall be exploited without limiting the movement of TSI-compliant on-board subsystems.

The Control-Command and Signalling functions are classified in categories indicating whether they are optional (O) or mandatory (M). The categories are defined in Annex A 4.1a for ERTMS/ETCS and Annex A 4.1b for GSM-R and these texts also state how the functions are classified.

Annex A 4.1c provides the Glossary of ERTMS/ETCS terms and definitions, which are used in the specifications referred to in Annex A.

According to Section 2.2 (Scope) the Control-Command and Signalling Subsystems include three parts.

The following table indicates which basic parameters are relevant for each subsystem and for each part.







Subsystem Part Basic parameters Control-Command and Signalling On-board train protection 4.2.1, 4.2.2, 4.2.5, 4.2.6, 4.2.8, 4.2.9, 4.2.12, 4.2.14, 4.2.16 radio communication ►M2 4.2.1.2, ◄ 4.2.4, 4.2.5, 4.2.6, 4.2.13, 4.2.14, 4.2.16 Control-Command and Signalling Track-side train protection ►M2 4.2.1, ◄ 4.2.3, 4.2.5, 4.2.7, 4.2.8, 4.2.9, 4.2.15, 4.2.16 radio communication ►M2 4.2.1.2, ◄ 4.2.4, 4.2.5, 4.2.7, 4.2.16 train detection 4.2.10, 4.2.11, 4.2.16

With respect to the essential requirements set out in Chapter 3, the functional and technical specifications of the Control-Command and Signalling Subsystems are as follows.

4.2. Functional and technical specifications of the Subsystems

4.2.1. Control-Command and Signalling safety characteristics relevant to interoperability

This basic parameter describes the requirements for the Control-Command and Signalling On-board Subsystem and Track-side subsystem with reference to Section 3.2.1 (Safety) and Section 3.2.2 (Availability and Reliability).

In order to achieve interoperability, when implementing Control-Command and Signalling On-board and Track-side subsystems the following provisions shall be respected:

1. The design, implementation and use of a Control-Command and Signalling On-board or Track-side subsystem shall not export any requirements: (a) across the interface between Control-Command and Signalling On-board and Track-side subsystems in addition to the requirements specified in this TSI; (b) to any other subsystem in addition to the requirements specified in the corresponding TSIs.

2. The requirements set out in Sections 4.2.1.1 and 4.2.1.2 below shall be respected.

4.2.1.1. Safety

The Control-Command and Signalling On-board and Track-side subsystems shall respect the requirements for ERTMS/ETCS equipment and installations stated in this TSI.

For the hazard ‘exceeding speed and/or distance limits advised to ERTMS/ETCS’ the tolerable rate (THR) is 10– 9 h– 1 for random failures, for on-board ERTMS/ETCS and for track-side ERTMS/ETCS. See Annex A 4.2.1.a.

To achieve interoperability, the on-board ERTMS/ETCS shall fully respect all requirements specified in Annex A 4.2.1. Nevertheless, less stringent safety requirements are acceptable for track-side ERTMS/ETCS provided that, in combination with TSI-compliant Control-Command and Signalling On-board subsystems, the safety level for the service is met.

Requirements for hazards related to errors at the interface between driver and on-board ERTMS/ETCS are an open point.

▼M2

4.2.1.2 Availability/Reliability

This section refers to the occurrence of failure modes not causing safety hazards but creating degraded situations, the management of which could decrease the overall safety of the system.

In the context of this parameter, ‘failure’ means the termination of the ability of an item to perform a required function with the required performance and ‘failure mode’ means the effect by which the failure is observed.

To ensure that the relevant infrastructure managers and railway undertakings are given all the information they need to define appropriate procedures for managing degraded situations, the technical file accompanying the EC declaration of verification for an on-board or track-side CCS subsystem shall contain the calculated availability/reliability values related to failure modes having an impact on the capability of the CCS subsystem to supervise the safe movement of one or more vehicles or to establish radio voice communication between traffic control and the train drivers.

Compliance with the following calculated values shall be ensured:

(1) Mean time of hours of operation between failures of a CCS on-board subsystem requiring the isolation of the train protection functions: [open point];

(2) Mean time of hours of operation between failures of a CCS on-board subsystem preventing radio voice communication between traffic control and the train driver: [open point].

To allow the infrastructure managers and railway undertakings to monitor, during the life of the subsystems, the level of risk and the respect of the reliability/availability values used for the definition of procedures to manage degraded situations, the requirements for maintenance stated in Section 4.5 (Maintenance rules) shall be respected.

▼B

4.2.2. On-board ERTMS/ETCS functionality

The basic parameter for ERTMS/ETCS on-board functionality describes all of the functions needed to run a train in a safe way. The primary function is to provide automatic train protection and cab signalling:

1. setting the train characteristics (e.g. maximum train speed, braking performance);

2. selecting the supervision mode on the basis of information from track-side;

3. performing odometry functions;

4. locating the train in a coordinate system based on Eurobalise locations;

5. calculating the dynamic speed profile for its mission on the basis of train characteristics and of information from track-side;

6. supervising the dynamic speed profile during the mission;

7. providing the intervention function.

These functions shall be implemented in accordance with Annex A 4.2.2.b and their performance shall conform to Annex A 4.2.2.a.

The requirements for tests are specified in Annex A 4.2.2.c.

The ETCS identities of equipment shall be managed in accordance with Section 4.2.9 (ETCS-ID management).

The main functionality is supported by other functions, to which Annex A 4.2.2.a and Annex A 4.2.2.b also apply, together with the additional specifications indicated below:

1. Communication with the Control-Command and Signalling Track-side Subsystem. (a) Eurobalise data transmission. See Section 4.2.5.2 (Eurobalise communication with the train); (b) Euroloop data transmission. See Section 4.2.5.3 (Euroloop communication with the train). This functionality is optional on-board unless Euroloop is installed track-side in ERTMS/ETCS Level 1 and the release speed is set to zero for safety reasons (e.g. protection of danger points); (c) Radio data transmission for radio in-fill. See Annex A 4.2.2.d, Section 4.2.5.1 (Radio communications with the train), Section 4.2.6.2 (Interface between GSM-R Radio Data Communication and ERTMS/ETCS) and Section 4.2.8 (Key Management). This functionality is optional on-board unless radio data transmission for radio in-fill is installed track-side in ERTMS/ETCS Level 1 and the release speed is set to zero for safety reasons (e.g. protection of danger points); (d) Radio data transmission. See Section 4.2.5.1 (Radio communications with the train), Section 4.2.6.2 (Interface between GSM-R Radio Data Communication and ERTMS/ETCS) and Section 4.2.8 (Key Management). Only mandatory on-board for ERTMS/ETCS Level 2 or ETCS Level 3 applications.

2. Communicating with the driver. See Annex A 4.2.2.e and Section 4.2.12 (ERTMS/ETCS DMI).

3. Communicating with the STM. See Section 4.2.6.1 (Interface between ERTMS/ETCS and STM). This function includes: (a) managing the STM output; (b) providing data to be used by the STM; (c) managing STM transitions.

4. Managing information about the completeness of the train (train integrity) — mandatory for level 3, not required for level 1 or 2.

5. Equipment health monitoring and degraded mode support. This function includes: (a) initialising the on-board ERTMS/ETCS functionality; (b) providing degraded mode support; (c) isolating the on-board ERTMS/ETCS functionality.

6. Support data recording for regulatory purposes. See Section 4.2.14 (Interface to Data Recording for Regulatory Purposes).

7. Forwarding information/orders and receiving state information from rolling stock: (a) to the DMI. See Section 4.2.12 (ERTMS/ETCS DMI); (b) to/from the train interface unit. See Annex A 4.2.2.f.

4.2.3. Track-side ERTMS/ETCS functionality

This Basic parameter describes the ERTMS/ETCS track-side functionality. It contains all ERTMS/ETCS functionality to provide a safe path to a specific train.

The main functionality is:

1. locating a specific train in a coordinate system based on Eurobalise locations (levels 2 and 3);

2. translating the information from track-side signalling equipment into a standard format for the Control-Command and Signalling On-board Subsystem;

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

These functions shall be implemented in accordance with Annex A 4.2.3.b and their performance shall conform to Annex A 4.2.3.a.

The requirements for tests are specified in Annex A 4.2.3.c.

The ETCS identities of equipment shall be managed in accordance with Section 4.2.9 (ETCS-ID management).

The main functionality is supported by other functions, to which Annex A 4.2.3.a and Annex A 4.2.3.b also apply, together with the additional specifications indicated below:

1. Communicating with the Control-Command and Signalling On-board Subsystem. This includes: (a) Eurobalise data transmission. See Section 4.2.5.2 (Eurobalise communication with the train) and Section 4.2.7.4 (Eurobalise/Line-side Electronic Unit (LEU)); (b) Euroloop data transmission. See Section 4.2.5.3 (Euroloop communication with the train) and Section 4.2.7.5 (Euroloop/LEU). Euroloop is only relevant in level 1, in which it is optional; (c) Radio data transmission for radio in-fill. See Annex A 4.2.3.d, Section 4.2.5.1 (Radio communications with the train), Section 4.2.7.3 (GSM-R/track-side ETCS functionality) and Section 4.2.8 (Key Management). Radio in-fill is only relevant in level 1, in which it is optional; (d) Radio data transmission. See Section 4.2.5.1 (Radio communications with the train), Section 4.2.7.3 (GSM-R/track-side ETCS functionality) and Section 4.2.8 (Key Management). Radio data transmission is only relevant to levels 2 and 3.

2. Generating information/orders to the on-board ERTMS/ETCS, e.g. information related to closing/opening the air flaps, lowering/raising the pantograph, opening/closing the main power switch, changing from traction system A to traction system B. Implementation of this functionality is optional for track-side.

3. Managing the transitions between areas supervised by different Radio Block Centres (RBCs) (only relevant for levels 2 and 3). See Section 4.2.7.1 (Functional interface between RBCs) and Section 4.2.7.2 (Technical interface between RBCs).

4.2.4. Mobile communication functions for railways GSM-R

This basic parameter describes the radio communication functions. Such functions shall be implemented in the Control-Command and Signalling On-board and Track-side subsystems, according to the specifications indicated below.

4.2.4.1. Basic communication function

The general requirements are specified in Annex A 4.2.4.a.

In addition, the following specifications shall be respected:

1. ASCI features; Annex A 4.2.4.b;

2. SIM card; Annex A 4.2.4.c;

3. User-to-User Signalling; Annex A 4.2.4.d;

4. location-dependent addressing; Annex A 4.2.4.e.

4.2.4.2. Voice and operational communication applications

The general requirements are defined in Annex A 4.2.4.f.

The requirements for tests are specified in Annex A 4.2.4.g.

In addition, the following specifications shall be respected:

1. confirmation of high-priority calls; Annex A 4.2.4.h;

2. functional addressing; Annex A 4.2.4.j;

3. presentation of functional numbers; Annex A 4.2.4.k.

4.2.4.3. Data communication applications for ETCS

The general requirements are defined in Annex A 4.2.4.f.

The requirements for tests are specified in Annex A 4.2.4.g.

This functionality is mandatory only in the case of ETCS levels 2 and 3 and radio in-fill applications.

4.2.5. ERTMS/ETCS and GSM-R air gap interfaces

This basic parameter specifies the requirements for the air gap between Control-Command and Signalling Track-side and On-board subsystems and has to be taken into account in conjunction with the requirements for the interfaces between ERTMS/ETCS and GSM-R equipment, as specified in Section 4.2.6 (On-board Interfaces Internal to Control-Command and Signalling) and Section 4.2.7 (Track-side Interfaces Internal to Control-Command and Signalling).

This basic parameter includes:

1. the physical, electrical and electromagnetic values to be respected to allow safe functioning;

2. the communication protocol to be used;

3. the availability of the communication channel.

The applicable specifications are listed below.

4.2.5.1. Radio communications with the train

Class A radio communication interfaces shall operate in the GSM-R Band – see Annex A 4.2.5.a.

The protocols shall comply with Annex A 4.2.5.b.

Where radio in-fill is implemented, the requirements stated in Annex A 4.2.5.c shall be respected.

4.2.5.2. Eurobalise communication with the train

Eurobalise communication interfaces shall comply with Annex A 4.2.5.d.

4.2.5.3. Euroloop communication with the train

Euroloop communication interfaces shall comply with Annex A 4.2.5.e.

4.2.6. On-Board Interfaces Internal to Control-Command and Signalling

This Basic Parameter consists of three parts.

4.2.6.1. ERTMS/ETCS and Class B train protection

Where ERTMS/ETCS and Class B train protection functions are installed on-board, the transitions between them can be managed with a standardised interface as specified in Annex A 4.2.6.a.

Annex A 4.2.6.b specifies the K-interface (to allow certain STMs to read information from Class B balises through the ERTMS/ETCS on-board antenna) and Annex A 4.2.6.c the G interface (air gap between ETCS on-board antenna and Class B balises).

Implementation of Interface ‘K’ is optional, but if done it must be in accordance with Annex A 4.2.6.b.

Furthermore, if Interface ‘K’ is implemented, the on-board transmission channel functionality must be able to handle the properties of Annex A 4.2.6.c.

If the transitions between ERTMS/ETCS and Class B train protection on-board are not managed using the standardised interface specified in Annex A 4.2.6.a, steps must be taken to ensure that the method used does not impose any additional requirements on the Control-Command and Signalling Track-side Subsystem.

4.2.6.2. Interface between GSM-R Radio Data Communication and ERTMS/ETCS

The requirements for the interface between the Class A radio and the on-board ERTMS/ETCS functionality are specified in Annex A 4.2.6.d.

Where radio in-fill is implemented the requirements stated in Annex A 4.2.6.e shall be respected.

4.2.6.3. Odometry

The interface between the odometry function and on-board ETCS shall meet the requirements of Annex A 4.2.6.f. This interface contributes to this Basic Parameter only when odometry equipment is supplied as a separate interoperability constituent (see Section 5.2.2, Grouping of interoperability constituents).

4.2.7. Track-side Interfaces Internal to Control-Command and Signalling

This Basic Parameter consists of five parts.

4.2.7.1. Functional interface between RBCs

This interface defines the data to be exchanged between neighbouring RBCs to allow the safe movement of a train from one RBC area to the next:

1. information from the ‘Handing Over’ RBC to the ‘Accepting’ RBC;

2. information from the ‘Accepting’ RBC to the ‘Handing Over’ RBC.

The requirements are specified in Annex A 4.2.7.a.

4.2.7.2. RBC/RBC

This is the technical interface between two RBCs. The requirements are specified in Annex A 4.2.7.b.

4.2.7.3. GSM-R/track-side ETCS

This is the interface between the Class A radio system and the track-side ETCS functionality. The requirements are specified in Annex A 4.2.7.c.

4.2.7.4. Eurobalise/LEU

This is the interface between Eurobalise and the LEU. The requirements are specified in Annex A 4.2.7.d.

This interface contributes to this basic parameter only when Eurobalise and LEU 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. The requirements are specified in Annex A 4.2.7.e.

This interface contributes to this Basic Parameter only when Euroloop and LEU are supplied as separate interoperability constituents (see Section 5.2.2, Grouping of interoperability constituents).

4.2.8. Key Management

This basic parameter specifies requirements for the management of cryptographic keys used for the protection of data transmitted via radio.

The requirements are specified in Annex A 4.2.8.a. Only requirements related to the interfaces of Control-Command and Signalling equipment fall within the scope of this TSI.

4.2.9. ETCS-ID Management

This basic parameter concerns the ETCS-identities (ETCS-IDs) for equipment in Control-Command and Signalling Track-side and On-board Subsystems.

The requirements are specified in Annex A 4.2.9.a.

4.2.10. Track-side Train Detection Systems

This basic parameter specifies the interface requirements between the track-side train detection systems and rolling stock.

The interface requirements to be respected by the train detection systems are specified in Annex A 4.2.10.a.

4.2.11. Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling track-side equipment

This basic parameter specifies the interface requirements for electromagnetic compatibility between rolling stock and track-side Control-Command and Signalling equipment.

The interface requirements to be respected by the train detection system are specified in Annex A 4.2.11.a

4.2.12. ERTMS/ETCS DMI (Driver Machine Interface)

This basic parameter describes the information provided from ERTMS/ETCS to the driver and entered into the on-board ERTMS/ETCS by the driver. See Annex A 4.2.12.a.

It includes:

1. ergonomics (including visibility);

2. ERTMS/ETCS functions to be displayed;

3. ERTMS/ETCS functions triggered by driver input.

4.2.13. GSM-R DMI (Driver-Machine Interface)

This basic parameter describes the information provided from GSM-R to the driver and entered into the GSM-R on-board by the driver. See Annex A 4.2.13.a.

It includes:

1. ergonomics (including visibility);

2. GSM-R functions to be displayed;

3. call-related information outgoing;

4. call-related information incoming.

4.2.14. Interface to Data Recording for Regulatory Purposes

This basic parameter describes:

1. data exchange between the on-board ERTMS/ETCS and the rolling stock recording device;

2. communication protocols;

3. physical interface.

See Annex A 4.2.14.a.

4.2.15. Visibility of track-side Control-Command and Signalling objects

This basic parameter describes:

1. the characteristics of retro-reflecting signs to ensure correct visibility;

2. the characteristics of interoperable marker boards.

See Annex A 4.2.15.a.

In addition, the installation of track-side Control-Command and Signalling objects shall be compatible with the driver’s field of view and the infrastructure requirements.

4.2.16. Environmental conditions

The environmental conditions mandated in the specifications referenced in this TSI shall be respected.

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

4.3.1. Interface to the Traffic Operation and Management Subsystem







Interface with Traffic Operation and Management TSI Reference CCS TSI Reference Traffic Operation and Management TSI Parameter Clause Parameter Clause Operating rules (normal and degraded conditions) 4.4 Rule book 4.2.1.2.1 Operating rules 4.4 Visibility of track-side Control-Command and Signalling objects 4.2.15 Signal and line-side marker sighting 4.2.2.8 Train braking performance and characteristics 4.2.2 Braking performance 4.2.2.6 Use of sanding equipment On-board flange lubrication 4.2.10 Rule book 4.2.1.2.1 Use of composite brake blocks Interface to Data Recording for Regulatory Purposes 4.2.14 Data recording on-board 4.2.3.5 ETCS DMI 4.2.12 Train running number 4.2.3.2.1 GSM-R DMI 4.2.13 Train running number 4.2.3.2.1

4.3.2. Interface to the Rolling Stock Subsystem







Interface with Rolling Stock TSIs Reference CCS TSI Reference Rolling Stock TSIs Parameter Clause Parameter Clause Compatibility with track-side train detection systems: vehicle design 4.2.10 Rolling stock characteristics to be compatible with train detection systems based on track circuits HS RS TSI wheelset location 4.2.7.9.2 axle load 4.2.3.2 sanding 4.2.3.10 electrical resistance between wheels 4.2.3.3.1 LOC & PAS TSI 4.2.3.3.1.1 Wagon TSI 4.2.3.2 Rolling stock characteristics to be compatible with train detection systems based on axle counters HS RS TSI wheelset geometry 4.2.7.9.2 wheels 4.2.7.9.3 LOC & PAS TSI 4.2.3.3.1.2 Wagon TSI 4.2.3.3.1 Rolling stock characteristics to be compatible with loop equipment HS RS TSI None LOC & PAS TSI 4.2.3.3.1.3 Wagon TSI None ▼M2 Electromagnetic compatibility between rolling stock and Control-Command and Signalling track-side equipment 4.2.11 Rolling stock characteristics to be compatible with train detection systems based on track circuits HS RS TSI LOC & PAS TSI Wagon TSI 4.2.6.6.1 4.2.3.3.1.1 None Rolling stock characteristics to be compatible with train detection systems based on axle counters HS RS TSI LOC & PAS TSI Wagon TSI 4.2.6.6.1 4.2.3.3.1.2 None ▼B Train braking performance and characteristics 4.2.2 Emergency braking performance HS RS TSI Emergency braking 4.2.4.1 Service braking 4.2.4.4 LOC & PAS TSI Emergency braking 4.2.4.5.2 Service braking 4.2.4.5.3 Wagon TSI 4.2.4.1.2 Position of Control-Command and Signalling on-board antennas 4.2.2 Kinematic gauge HS RS TSI 4.2.3.1 LOC & PAS TSI 4.2.3.1 Wagon TSI None Isolation of on-board ERTMS/ETCS functionality 4.2.2 Operating rules HS RS TSI 4.2.7.9.1 LOC & PAS TSI 4.2.12.3 Wagon TSI None Data interfaces 4.2.2 Monitoring and diagnostic concepts HS RS TSI 4.2.7.10 LOC & PAS TSI 4.2.1.1 Wagon TSI None Visibility of track-side Control-Command and Signalling objects 4.2.15 External visibility Head lights HS RS TSI 4.2.7.4.1.1 LOC & PAS TSI 4.2.7.1.1 Wagon TSI None Driver’s external field of view HS RS TSI line of sight 4.2.2.6 b windscreen 4.2.2.7 LOC & PAS TSI line of sight 4.2.9.1.3.1 windscreen 4.2.9.2 Wagon TSI None Interface to data recording for regulatory purposes 4.2.14 Recording device HS RS TSI 4.2.7.10 LOC & PAS TSI 4.2.9.6 Wagon TSI None Commands to rolling stock equipment 4.2.2 Phase separation HS RS TSI 4.2.8.3.6.7 4.2.3 LOC & PAS TSI 4.2.8.2.9.8 Wagon TSI None Emergency braking command 4.2.2 Emergency braking command HS RS TSI None LOC & PAS TSI 4.2.4.4.1 Wagon TSI None

4.3.3. Interfaces to Infrastructure Subsystem







Interface with Infrastructure TSI Reference CCS TSI Reference Infrastructure TSI Parameter Clause Parameter Clause Train detection systems (space for installation) 4.2.10 Minimum infrastructure gauge HS 4.2.3 Structure gauge CR 4.2.4.1 Eurobalise communication (space for installation) 4.2.5.2 Minimum infrastructure gauge HS 4.2.3 Structure gauge CR 4.2.4.1 Euroloop communication (space for installation) 4.2.5.3 Minimum infrastructure gauge HS 4.2.3 Structure gauge CR 4.2.4.1 Visibility of track-side Control-Command and Signalling objects 4.2.15 Minimum infrastructure gauge HS 4.2.3 Structure gauge CR 4.2.4.1

4.3.4. Interfaces to Energy Subsystem







Interface with Energy TSI Reference CCS TSI Reference Energy TSI Parameter Clause Parameter Clause Commands to rolling stock equipment 4.2.2 Phase separation sections HS ENE TSI 4.2.21 4.2.3 System separation sections 4.2.22 Phase separation sections CR ENE TSI 4.2.19 System separation sections 4.2.20

4.4. Operating rules

The rules for operating a railway service with ERTMS/ETCS are specified in the Traffic Operation and Management TSI.

4.5. Maintenance rules

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

The entity in charge of the Control-Command and Signalling Subsystems shall set up maintenance rules to achieve the above objectives. To assist with the preparation of these rules, the following requirements shall be respected.

4.5.1. Responsibility of the manufacturer of equipment

The manufacturer of equipment incorporated in the subsystem shall specify:

1. all maintenance requirements and procedures (including health monitoring, diagnosis of events, test methods and tools and also the required professional competence) necessary for achieving essential requirements and values quoted in the mandatory requirements of this TSI throughout the equipment life-cycle (transport and storage before installation, normal operation, failures, repair work, checking and maintenance, decommissioning, etc.);

2. the health and safety risks that may affect the public and the maintenance staff;

3. 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 procedures for replacing failed LRUs, and the conditions for storing LRUs and for repairing failed LRUs;

4. the checks to be carried out if equipment is subject to exceptional stress (e.g. adverse environmental conditions or abnormal shocks);

5. the checks to be carried out when maintaining equipment other than Control-Command and Signalling equipment and which influences the Control-Command and Signalling Subsystems (e.g. changing the wheel diameter).

4.5.2. Responsibility of the applicant for subsystem verification

The applicant shall:

1. ensure that the maintenance requirements as described in Section 4.5.1 (Responsibility of the Manufacturer of Equipment) are defined for all components within the scope of this TSI regardless of whether or not they are interoperability constituents;

2. complete the above requirements taking into account the risks arising from interactions between different components of the subsystem and interfaces to other subsystems.

4.6. Professional competences

The manufacturers of the equipment and of the subsystem shall provide information sufficient to define the professional competences required for the installation, final inspection and maintenance of the Control-Command and Signalling Subsystems. See Section 4.5 (Maintenance rules).

4.7. Health and safety conditions

Care shall be taken to ensure health and safety for maintenance and operations staff, in accordance with EU regulations and the national regulations that are compatible with the European legislation.

Manufacturers shall indicate the risks for health and safety that arise from using and maintaining their equipment and subsystems. See Section 4.4 (Operating rules) and Section 4.5 (Maintenance rules).

4.8. Registers

The data to be provided for the registers provided for in Articles 34 and 35 of Directive 2008/57/EC are those indicated in Commission Implementing Decision 2011/665/EU ( 8 ) and Commission Implementing Decision 2011/633/EU ( 9 ).

5. INTEROPERABILITY CONSTITUENTS

5.1. Definition

According to Article 2(f) of the Railway Interoperability Directive, 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 rail system depends either directly or indirectly. The concept of a constituent covers both tangible objects and intangible objects such as software.’

5.2. List of interoperability constituents

5.2.1. Basic interoperability constituents

The basic interoperability constituents in the Control-Command and Signalling Subsystems are defined in:

1. Table 5.1.a for the Control-Command and Signalling On-board Subsystem;

2. Table 5.2.a for the Control-Command and Signalling Track-side Subsystem.

5.2.2. Grouping of interoperability constituents

The functions of basic interoperability constituents may be combined to form a group. This group is then defined by those functions and by its remaining external interfaces. If a group is formed in this way, it shall be considered as an interoperability constituent.

1. Table 5.1.b lists the groups of interoperability constituents of the Control-Command and Signalling On-board Subsystem.

2. Table 5.2.b lists the groups of interoperability constituents of the Control-Command and Signalling Track-side Subsystem.

5.3. Constituents’ performance and specifications

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

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

2. in column 4, the mandatory specifications for the conformity assessment of each function or interface (where applicable) by reference to the relevant section of Chapter 4.

Table 5.1.a

Basic interoperability constituents in the Control-Command and Signalling On-board Subsystem







N Interoperability constituent IC Characteristics Specific requirements to be assessed by reference to Chapter 4 1 ERTMS/ETCS on-board Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 On-board ETCS functionality (excluding odometry) 4.2.2 ERTMS/ETCS and GSM-R air gap interfaces 4.2.5 — RBC (levels 2 and 3) 4.2.5.1 — Radio in-fill unit (optional level 1) 4.2.5.1 — Eurobalise air gap 4.2.5.2 — Euroloop air gap (optional level 1) 4.2.5.3 Interfaces — STM (implementation of interface K optional) 4.2.6.1 — ERTMS/ETCS GSM-R on-board 4.2.6.2 — Odometry 4.2.6.3 — Key management system 4.2.8 — ETCS ID Management 4.2.9 — ERTMS/ETCS Driver-Machine Interface 4.2.12 — Train interface 4.2.2 — On-board recording device 4.2.14 Physical environmental conditions 4.2.16 2 Odometry equipment Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 On-board ERTMS/ETCS functionality: only Odometry 4.2.2 Interfaces — On-board ERTMS/ETCS 4.2.6.3 Environmental conditions 4.2.16 3 Interface of External STM Interfaces — On-board ERTMS/ETCS 4.2.6.1 4 GSM-R voice cab radio Note: SIM card, antenna, connecting cables and filters are not part of this interoperability constituent Reliability, Availability, Maintainability, Safety (RAMS) Note: no requirement for safety 4.2.1 4.5.1 Basic communication functions 4.2.4.1 Voice and operational communication applications 4.2.4.2 Interfaces — GSM-R air gap 4.2.5.1 — GSM-R Driver-Machine Interface 4.2.13 Environmental conditions 4.2.16 5 GSM-R ETCS Data only Radio Note: SIM card, antenna, connecting cables and filters are not part of this interoperability constituent Reliability, Availability, Maintainability, Safety (RAMS) Note: no requirement for safety 4.2.1 4.5.1 Basic communication functions 4.2.4.1 ETCS data communication applications 4.2.4.3 Interfaces — On-board ERTMS/ETCS 4.2.6.2 — GSM-R air gap 4.2.5.1 Environmental conditions 4.2.16 6 GSM-R SIM card Basic communication functions 4.2.4.1 Environmental conditions 4.2.16

Table 5.1.b

Groups of interoperability constituents in the Control-Command and Signalling On-board Subsystem

This table is an example to show the structure. Other groups are allowed







N Group of Interoperability constituents Characteristics Specific requirements to be assessed by reference to Chapter 4 1 ERTMS/ETCS on-board Odometry equipment Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 On-board ERTMS/ETCS functionality 4.2.2 ERTMS/ETCS and GSM-R air gap interfaces 4.2.5 — RBC (levels 2 and 3) 4.2.5.1 — Radio in-fill unit (optional level 1) 4.2.5.1 — Eurobalise air gap 4.2.5.2 — Euroloop air gap (optional level 1) 4.2.5.3 Interfaces — STM (implementation of interface K optional) 4.2.6.1 — On-board ERTMS/ETCS – GSM-R 4.2.6.2 — Key management system 4.2.8 — ETCS-ID Management 4.2.9 — ERTMS/ETCS Driver Machine Interface 4.2.12 — Train interface 4.2.2 — On-board recording device 4.2.14 Physical environmental conditions 4.2.16

Table 5.2.a

Basic interoperability constituents in the Control-Command and Signalling Track-side Subsystem







N Interoperability constituent IC Characteristics Specific requirements to be assessed by reference to Chapter 4 1 RBC Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 Track-side ERTMS/ETCS functionality (excluding communication via Eurobalises, radio in-fill and Euroloop) 4.2.3 ERTMS/ETCS and GSM-R air gap interfaces: only radio communication with train 4.2.5.1 Interfaces — Neighbouring RBC 4.2.7.1, 4.2.7.2 — ERTMS/ETCS GSM-R track-side 4.2.7.3 — Key management system 4.2.8 — ETCS-ID Management 4.2.9 Environmental conditions 4.2.16 2 Radio in-fill unit Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 Track-side ERTMS/ETCS functionality (excluding communication via Eurobalises, Euroloop and level 2/3 functionality) 4.2.3 ERTMS/ETCS and GSM-R air gap interfaces: only radio communication with train 4.2.5.1 Interfaces — ERTMS/ETCS- GSM-R track-side 4.2.7.3 — Key management system 4.2.8 — ETCS-ID Management 4.2.9 — Interlocking and LEU 4.2.3 Environmental conditions 4.2.16 3 Eurobalise Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 ERTMS/ETCS and GSM-R air gap interfaces: only Eurobalise communication with train 4.2.5.2 Interfaces — LEU – Eurobalise 4.2.7.4 Environmental conditions 4.2.16 4 Euroloop Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 ERTMS/ETCS and GSM-R air gap interfaces: only Euroloop communication with train 4.2.5.3 Interfaces — LEU – Euroloop 4.2.7.5 Environmental conditions 4.2.16 5 LEU Eurobalise Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 Track-side ERTMS/ETCS functionality (excluding communication via radio in-fill, Euroloop and level 2 and level 3 functionality) 4.2.3 Interfaces — LEU – Eurobalise 4.2.7.4 Environmental conditions 4.2.16 6 LEU Euroloop Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 Track-side ERTMS/ETCS functionality (excluding communication via radio in-fill, Eurobalise and level 2 and level 3 functionality) 4.2.3 Interfaces — LEU – Euroloop 4.2.7.5 Environmental conditions 4.2.16

Table 5.2.b

Groups of interoperability constituents in the Control-Command and Signalling Track-side Subsystem

This table is an example to show the structure. Other groups are allowed







N Group of interoperability constituents Characteristics Specific requirements to be assessed by reference to Chapter 4 1 Eurobalise LEU Eurobalise Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 Track-side ERTMS/ETCS functionality (excluding communication via Euroloop and level 2 and level 3 functionality) 4.2.3 ERTMS/ETCS and GSM-R air gap interfaces: only Eurobalise communication with train 4.2.5.2 Environmental conditions 4.2.16 2 Euroloop LEU Euroloop Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1 4.5.1 Track-side ERTMS/ETCS functionality, (excluding communication via Eurobalise and level 2 and level 3 functionality) 4.2.3 ERTMS/ETCS and GSM-R air gap interfaces: only Euroloop communication with train 4.2.5.3 Environmental conditions 4.2.16

6. ASSESSING THE CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFYING THE SUBSYSTEMS

6.1. Introduction

6.1.1. General principles

Fulfilment of the essential requirements set out in Chapter 3 of this TSI shall be ensured through compliance with the basic parameters specified in Chapter 4.

This compliance shall be demonstrated by:

1. assessing the conformity of the interoperability constituents specified in Chapter 5 (see Section 6.2);

2. verifying the subsystems (see Section 6.3).

In certain cases, however, some of the essential requirements may be met by national rules, because of:

1. the use of Class B systems;

2. open points in the TSI;

3. derogations pursuant to Article 9 of the Railway Interoperability Directive;

4. specific cases described in Section 7.2.9.

In such cases, assessment of conformity with those rules shall be carried out under the responsibility of the Member States concerned according to notified procedures.

▼M2

With regard to checking if essential requirements are fulfilled through compliance with the basic parameters, and without prejudice to the obligations set out in Chapter 7 of this TSI, control-command and signalling interoperability constituents and subsystems that do not implement all functions, performance and interfaces as specified in Chapter 4 (including the specifications referred to in Annex A), can obtain EC certificates of conformity or, respectively, EC certificates of verification, under the following conditions for issuing and using the certificates:

(1) The applicant for EC verification of a track-side control-command and signalling subsystem is responsible for deciding which functions, performance and interfaces need to be implemented to meet the objectives for the service and to ensure that no requirements contradicting or exceeding the TSIs are exported to the on-board control-command and signalling subsystems;

(2) The operation of an on-board control-command and signalling subsystem, that does not implement all functions, performance and interfaces specified in this TSI, may be subject to conditions or restrictions due to compatibility and/or safe integration with track-side control-command and signalling subsystems. Without prejudice to the tasks of a notified body described in respective EU legislation and related documents, the applicant for EC verification is responsible for ensuring that the technical file provides all the information that an operator needs to identify such conditions and restrictions;

(3) The Member State may refuse for duly justified reasons the authorisation for placing in service, or place conditions and restrictions on the operation, of control-command and signalling subsystems that do not implement all functions, performance and interfaces specified in this TSI.

If some essential requirements are fulfilled by national rules or if a control-command and signalling interoperability constituent or subsystem does not implement all functions, performance and interfaces specified in this TSI, the provisions of section 6.4.2 shall apply.

▼B

6.1.2. Principles for testing ERTMS/ETCS and GSM-R

A Control-Command and Signalling On-board Subsystem covered by an ‘EC’ declaration of verification should be able to run on every Control-Command and Signalling Track-side Subsystem covered by an ‘EC’ Declaration of verification, under the conditions specified in this TSI, with no additional verifications.

Achievement of this goal is facilitated by:

1. rules for the design and installation of the Control-Command and Signalling On-board and the Track-side subsystems;

2. test specifications to prove that the Control-Command and Signalling On-board and Track-side Subsystems comply with the requirements of this TSI and are mutually compatible.

To make the conformity assessment of ERTMS/ETCS and GSM-R equipment more effective and to help achieve the goal mentioned above, each Member State shall make available to the Commission the operational test scenarios for checking the ERTMS/ETCS and GSM-R part of the Control-Command and Signalling Track-side Subsystem and its interaction with the corresponding part of the Control-Command and Signalling On-board Subsystem. The test scenarios in question:

1. shall be consistent with the specifications referenced in this TSI and provide a technical description of functions and performances (e.g. reaction times) where these are relevant for the interaction between on-board and track-side subsystems;

2. shall be submitted in a standard format ►M2 ————— ◄ ;

3. shall ►M2 ————— ◄ , cover at least the start of mission, the transition between levels, transition between modes that may be used on the line, the main identified degraded situations, the sending of emergency messages and any other relevant aspects specific to the line.

The European Railway Agency:

1. shall make a preliminary publication of the operational test scenarios, allowing all interested parties to comment on the consistency of the test scenarios with the specifications referenced in this TSI and their impact on other implementations or developments. The period for comments shall be defined with each publication and shall not exceed 6 months;

2. if the comments are negative, shall coordinate the efforts of the parties involved, in order to find an agreement, e.g. by changing the operational test scenarios;

3. shall progressively build and make publicly available a database of test scenarios that have successfully passed the step described above and representing the situations which occur in different implementations;

4. shall use the abovementioned data base to assess whether further mandatory test specifications are needed and whether it is necessary to draw up additional engineering rules for the Control-Command and Signalling On-board and Track-side subsystems.

6.2. Interoperability constituents

6.2.1. Assessment procedures for Control-Command and Signalling Interoperability Constituents

Before placing on the market an interoperability constituent and/or groups of interoperability constituents the manufacturer or his authorised representative established within the European Union shall draw up an ‘EC’ declaration of conformity in accordance with Article 13(1) and Annex IV to the Railway Interoperability Directive.

The assessment procedure shall be carried out using one of the modules specified in Section 6.2.2 (Modules for Control-Command and Signalling Interoperability Constituents).

An ‘EC’ declaration of suitability for use is not required for Control-Command and Signalling interoperability constituents, because they have to fully comply with all the relevant basic parameters. This compliance is demonstrated by the ‘EC’ Declaration of conformity and is sufficient for placing them on the market ( 10 ).

6.2.2. Modules for Control-Command and Signalling Interoperability Constituents

For assessing interoperability constituents within the Control-Command and Signalling Subsystems, the manufacturer or his authorised representative established within the European Union, may choose:

1. either the type-examination procedure (Module CB) for the design and development phase in combination with the production quality management system procedure (Module CD) for the production phase; or

2. the type-examination procedure (Module CB) for the design and development phase in combination with the product verification procedure (Module CF); or

3. the full quality management system with design examination procedure (Module CH1).

In addition, for checking the SIM card Interoperability Constituent, the manufacturer or his representative may choose module CA.

The modules are described in detail in Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability for use and ‘EC’ verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC of the European Parliament and of the Council ( 11 ).

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

1. with reference to Chapter 2 of the ‘Module CB’, ‘EC’-type examination must be carried out through a combination of production type and design type;

2. with reference to Chapter 3 of the ‘Module CF’ (product verification) statistical verification is not allowed, i.e. all interoperability constituents must be individually examined.

6.2.3. Assessment requirements

Independently of the selected module:

1. the requirements stated in Section 6.2.4.1 of this TSI shall be respected for the ‘On-board ERTMS/ETCS’ interoperability constituent;

2. the activities shown in Table 6.1 shall be carried out when assessing the conformity of an interoperability constituent or a group of interoperability constituents as defined in Chapter 5 of this TSI. All verifications shall be carried out by reference to the applicable table in Chapter 5 and the basic parameters indicated there.







Table 6.1 Aspect What to assess supporting evidence Functions, interfaces and performances Check that all mandatory functions, interfaces and performances as described in the basic parameters referenced in the relevant table of Chapter 5 are implemented and that they comply with the requirements of this TSI Design documentation and running of test cases and test scenarios, as described in the basic parameters referenced in the relevant table of Chapter 5 Check which optional functions and interfaces as described in the basic parameters referenced in the relevant table of Chapter 5 are implemented and that they comply with the requirements of this TSI Design documentation and running of test cases and test scenarios, as described in the basic parameters referenced in the relevant table of Chapter 5 Check which additional functions and interfaces (not specified in this TSI) are implemented and that they do not lead to conflicts with implemented functions specified in this TSI Impact analysis Environment Check compliance with mandatory environmental conditions, where specified in the basic parameters referenced in the relevant table of Chapter 5 Tests, to ensure that the requirements of the basic parameters referenced in the relevant table of Chapter 5 are satisfied In addition, check that the interoperability constituent functions correctly in the environmental conditions for which it is designed Tests according to the applicant’s specifications Reliability, Availability, Maintainability, Safety (RAMS) Check compliance with the safety requirements described in the basic parameters referenced in the relevant table of Chapter 5, i.e.: 1. respect for quantitative Tolerable Hazard Rates (THRs) caused by random failures; 2. the development process is able to detect and eliminate systematic failures. 1. Calculations for the THRs caused by random failures, based on supportable sources of reliability data. 2.1. The manufacturer’s quality and safety management throughout design, manufacturing and testing conforms to a recognised standard (see Note). 2.2. The software development life-cycle, the hardware development life-cycle and the integration of hardware and software have each been undertaken in accordance with a recognised standard (see Note). 2.3. The safety verification and validation process has been undertaken in accordance with a recognised standard (see Note) and respects the safety requirements described in the basic parameters referenced in the relevant table of Chapter 5. 2.4. The functional and technical safety requirements (correct operation under fault-free conditions, effects of faults and of external influences) are verified in accordance with a recognised standard (see Note). Note: The standard shall satisfy at least the following requirements: 1. be widely acknowledged in the railway domain. If this is not the case, the standard will have to be justified and be acceptable to the notified body; 2. be relevant for the control of the considered hazards in the system under assessment; 3. be publicly available for all actors who want to use it. See Annex A, Table A 3. Check that the quantitative reliability target indicated by the applicant is met Calculations Check compliance with maintenance requirements – Section 4.5.1 Document check

6.2.4. Special issues

6.2.4.1. The on-board ERTMS/ETCS

Particular attention shall be given to assessing the conformity of the on-board ERTMS/ETCS interoperability constituent, since it is complex and plays a key role in achieving interoperability.

Regardless of whether module CB or CH1 is chosen, the Notified Body shall check that a specimen of the interoperability constituent has passed the full set of mandatory test sequences referenced in Section 4.2.2 (on-board ERTMS/ETCS functionality) and that these tests were carried out in a laboratory accredited to carry out this type of tests in accordance with Regulation (EC) No 765/2008 of the European Parliament and of the Council of 9 July 2008 setting out the requirements for accreditation and market surveillance relating to the marketing of products and repealing Regulation (EEC) No 339/93 ( 12 ).

In addition, to increase confidence that the on-board ERTMS/ETCS can be correctly operated with different track-side applications, it is recommended that the on-board ERTMS/ETCS be tested using scenarios from the data base managed by the Agency and which are not part of the mandatory test specifications; see Section 6.1.2 (Principles for testing ERTMS/ETCS and GSM-R). The documentation accompanying the certificate shall indicate the database scenarios against which the interoperability constituent has been checked.

6.2.4.2. The Specific Transmission Module (STM)

Each Member State shall be responsible for verifying that STMs conform to its national requirements.

Verification of the STM interface to the on-board ERTMS/ETCS requires a conformity assessment carried out by a Notified Body.

6.2.4.3. Content of the ‘EC’ Declaration of conformity

The ‘EC’ Declaration of conformity specified in Annex IV to the Railway Interoperability Directive shall include the following details concerning the interoperability constituent:

1. which optional and additional functions are implemented;

2. the applicable environmental conditions.

6.3. Control-Command and Signalling Subsystems

6.3.1. Assessment procedures for Control-Command and Signalling Subsystems

This chapter deals with the ‘EC’ declaration of verification for the Control-Command and Signalling On-board Subsystem and the ‘EC’ declaration of verification for the Control-Command and Signalling Track-side Subsystem.

At the request of the applicant the Notified Body shall carry an ‘EC’ verification of a Control-Command and Signalling On-board or Track-side Subsystem in accordance with Annex VI to the Railway Interoperability Directive.

The applicant shall draw up the ‘EC’ declaration of verification for the Control-Command and Signalling On-board or Track-side Subsystem in accordance with Article 18(1) and Annex V to the Railway Interoperability Directive.

The content of the ‘EC’ declaration of verification shall conform to Annex V to the Railway Interoperability Directive.

The assessment procedure shall be carried out by using one of the modules as specified in Section 6.3.2 (Modules for Control-Command and Signalling Subsystems).

The ‘EC’ declarations of verification for a Control-Command and Signalling On-board Subsystem and of a Control-Command and Signalling Track-side Subsystem, together with the certificates of conformity, shall be deemed sufficient to ensure that the subsystems are compatible under the conditions specified in this TSI.

6.3.2. Modules for Control-Command and Signalling Subsystems

All modules indicated below are specified in the Decision 2010/713/EU.

6.3.2.1. On-board Subsystem

For verifying the Control-Command and Signalling On-board Subsystem, the applicant may choose either:

1. 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

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

3. the full quality management system with design examination procedure (Module SH1).

6.3.2.2. Track-side Subsystem

For verifying the Control-Command and Signalling Track-side Subsystem, the applicant may choose either:

1. the unit verification procedure (Module SG); or

2. 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

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

4. the full quality management system with design examination procedure (Module SH1).

6.3.2.3. Conditions for using modules for On-board and Track-side Subsystems

With reference to Section 4.2 of Module SB (type-examination), design review is requested.

With reference to Section 4.2 of Module SH1 (full quality management system with design examination), a type test is required.

6.3.3. Assessment requirements for an On-board Subsystem

Table 6.2 shows the checks that must be carried out when verifying a Control-Command and Signalling On-board Subsystem and the basic parameters that must be respected.

Independently of the module chosen:

1. verification shall demonstrate that the Control-Command and Signalling On-board Subsystem complies with basic parameters when it is integrated into the vehicle;

2. the functionality and performances of interoperability constituents already covered by their EC Declaration of conformity do not require additional verifications.







Table 6.2 Aspect What to assess supporting evidence Use of interoperability constituents Check whether the interoperability constituents to be integrated into the subsystem are all covered by an ‘EC’ Declaration of conformity and a corresponding certificate. Existence and content of documents Check restrictions on the use of Interoperability Constituents against the characteristics of the subsystem and of the environment Analysis by document check For interoperability constituents that have been certified against older versions of the CCS TSI, check that the certificate still ensures compliance with the requirements of the TSI currently in force. Impact analysis by document checks Integration of interoperability constituents in the subsystem Check the correct installation and functioning of the internal interfaces of the subsystem – Basic parameters 4.2.6 Checks according to specifications Check that additional functions (not specified in this TSI) do not impact the mandatory ones Impact analysis Check that the values of ETCS IDs are within the allowed range – Basic parameter 4.2.9 Check of design specifications Integration with rolling stock Check the correct installation of equipment – Basic Parameters 4.2.2, 4.2.4, 4.2.14 and conditions for installation of equipment, as specified by the manufacturer Results of checks (according to specifications referenced in the Basic Parameters and the manufacturer’s installation rules) Check that the Control-Command and Signalling On-board Subsystem is compatible with the rolling stock environment Document check (certificates of interoperability constituents and possible integration methods checked against characteristics of rolling stock) Check that parameters (e.g. braking parameters) are correctly configured and that they are within the allowed range Document check (values of parameters checked against characteristics of rolling stock) Integration with Class B Check that the external STM is connected to on-board ERTMS/ETCS with TSI-compliant interfaces Nothing to test: there is a standard interface already tested at interoperability constituent level. Its functioning has already been tested when checking the integration of interoperability constituents in the subsystem Check that Class B functions implemented in the on-board ERTMS/ETCS – Basic parameter 4.2.6.1 – create no additional requirements for the Control-Command and Signalling Track-side Subsystem due to transitions Nothing to test: everything has already been tested at interoperability constituent level Check that separate Class B equipment which is not connected to the on-board ERTMS/ETCS – Basic Parameter 4.2.6.1 – creates no additional requirements for Control-Command and Signalling Track-side Subsystem due to transitions Nothing to test: no interface (1) Check that separate Class B equipment connected on-board ERTMS/ETCS using (partly) non-TSI compliant interfaces – basic parameter 4.2.6.1 – creates no additional requirements for the Control-Command and Signalling Track-side Subsystem due to transitions. Also check that ERTMS/ETCS functions are not affected Impact analysis Integration with Control-Command and Signalling Track-side Subsystems Check that Eurobalise telegrams can be read (scope of this test is limited to checking that the antenna has been appropriately installed. The tests already carried out at Interoperability Constituent level should not be repeated) – Basic Parameter 4.2.5 Test using a certified Eurobalise: the ability to read correctly the telegram is the supporting evidence. Check that Euroloop telegrams (if applicable) can be read – Basic Parameter 4.2.5 Test using a certified Euroloop: the ability to read correctly the telegram is the supporting evidence. Check that the equipment can handle a GSM-R call for voice and data (if applicable) – Basic Parameter 4.2.5 Test with a certified GSM-R network. The ability to set up, maintain and disconnect a connection is the supporting evidence. Reliability, Availability, Maintainability, Safety (RAMS) Check that the equipment complies with safety requirements – Basic Parameter 4.2.1 Application of procedures specified in the Common Safety Method Check that the quantitative reliability target is met – Basic Parameter 4.2.1 Calculations Check the compliance with requirements about maintenance – Section 4.5.2 Documents check Integration with Control-Command and Signalling Track-side Subsystems and other subsystems: tests under operational conditions Test the behaviour of the subsystem under as many different operational conditions as reasonably possible (e.g. line gradient, train speed, vibrations, traction power, weather conditions, design of Control-Command and Signalling track-side functionality). The test must be able to verify: 1. that odometry functions are correctly performed – basic parameter 4.2.2 2. that the on-board Control-Command and Signalling Subsystem is compatible with the rolling stock environment – basic parameter 4.2.16 These tests must also be such as to increase confidence that there will be no systematic failures. The scope of these tests excludes tests already carried out at earlier stages: tests performed on the interoperability constituents and tests performed on the subsystem in a simulated environment shall be taken into account. Tests under operational conditions are not necessary for on-board GSM-R voice equipment. Reports of test runs. Note: Indicate in the certificate which conditions have been tested, which standards have been applied and the criteria for considering the tests terminated (1) In this case, the assessment of the management of transitions shall be according to national specifications.

6.3.4. Assessment requirements for a Track-side Subsystem

The purpose of assessments carried out within the scope of this TSI is to verify that the equipment complies with the requirements stated in Chapter 4.

However, for the design of the ERTMS/ETCS part of the Control-Command and Signalling Track-side Subsystem, application-specific information is needed; This should include:

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

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

This TSI does not cover checks to assess whether the application-specific information is correct:

Regardless of the module chosen:

1. Table 6.3 shows the checks that must be carried out to verify a Control-Command and Signalling Track-side Subsystem and the basic parameters that must be respected;

2. functionality and performances that have already been checked at the level of the interoperability constituents do not require additional verification.