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23.2.2012 Official
Journal
of
the
European
Union
L
51/1
II
(Non-legislative acts)
DECISIONS
COMMISSION DECISION
of 25 January 2012
on the technical specification for interoperability relating to the control-command and signalling
subsystems of the trans-European rail system
(notified under document C(2012) 172)
(Text with EEA relevance)
(2012/88/EU)
THE EUROPEAN COMMISSION,
for assessing the conformity or the suitability for use of
the interoperability constituents or the ‘EC’ verification of
their control-command and signalling subsystems.
Having regard to the Treaty on the Functioning of the European
Union,
(4) The
implementation
strategies
should
remain
specific
to
each type of network and the existing requirements for
Having regard to Directive 2008/57/EC of the European
the conventional trans-European network and for the
Parliament and of the Council of 17 June 2008 on the inter
high-speed trans-European network should remain
operability of the rail system within the Community (
unchanged. The European railway agency (‘Agency’) was

1 ), and in
particular the second subparagraph of Article 6(1) thereof,
given a framework mandate to perform certain activities.
Whereas:
(5) On
31
January
2011
the
Agency
gave
its
recommen

dation on the technical specification for interoperability
relating to the subsystems ‘control-command and
signalling’ of the trans-European rail system ( 4 ). This
(1) Commission
Decision
2006/679/EC
of
28
March
2006
Decision is based on that recommendation.
concerning the technical specification for interoperability
relating to the control-command and signalling
subsystem of the trans-European conventional rail
(6) In
the
interest
of
clarity,
Decisions
2006/679/EC
and
system ( 2 ) laid down the technical specifications for inter
2006/860/EC should therefore be replaced by this
operability (‘TSI’) relating to the control-command and
Decision.
signalling subsystem of the trans-European conventional
rail system.
(7) The
changes
introduced
regarding
safety
requirements
(Section 4.2.1 of Annex III) are based on the analysis
(2) Commission
Decision
2006/860/EC
of
7
November
that the text in the CCS TSIs in force leaves room for
2006 concerning a technical specification for interoper
interpretations. The introduced changes have no negative
ability relating to the control-command and signalling
impact in the overall safety level.
subsystem of the trans-European high speed rail
system ( 3 ) lays down the TSI relating to the control-
command and signalling subsystem of the trans-
(8) The
fitting
of
ERTMS/ETCS
should
be
mandatory
in
the
European high-speed rail system.
case of new installations or upgrade of the train
protection part of a CCS assembly for railway infra
structure projects benefiting from EU financial support.
(3) The
essential
requirements
for
both
the
conventional
and
Such fitting should in principle be carried out in the
the high-speed networks must be identical, as must their
frame of the EU funded project. In certain cases, it is
functional and technical specifications, their interoper
however necessary to grant a derogation to this imple
ability constituents and interfaces, and the procedures
mentation rule. The scope of such derogation is limited
to the implementation strategy of the ‘control-command
and signalling TSI’.
( 1 ) OJ L 191, 18.7.2008, p. 1.
( 2 ) OJ L 284, 16.10.2006, p. 1.
( 3 ) OJ L 342, 7.12.2006, p. 1.
( 4 ) ERA/REC/2011-03/ERTMS.

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Official Journal of the European Union
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(9) The
Agency
has
listed
in
the
technical
document
‘List
of 2. Member States shall ensure that the functionality,
CCS Class B systems’ the national legacy control-
performance and interfaces of the Class B systems remain as
command and signalling systems (‘Class B systems’).
currently specified, except where modifications are needed to
Those systems may still be requested on board loco
mitigate safety-related flaws in those systems.
motives and traction units to run on certain lines.
Article 3
(10) The
Class
B
systems
significantly
hamper
the
interoper
ability of locomotives and traction units but play an
Each Member State shall notify to the other Member States and
important role in maintaining the high level of safety
to the Commission, with regard to Class B systems and to those
of the trans-European network. For this reason, it is
issues identified as open points in Appendix G to the TSI
important to avoid creating additional obstacles to inter
adopted by this Decision, within 6 months of the notification
operability by, for example, altering these national legacy
of this Decision, the following:
systems or by introducing new systems.
(a) the list of applicable technical rules;
(11) To
avoid
creating
additional
obstacles
to
interoperability,
Member States should ensure that the functionality of the
legacy Class B systems and their interfaces remain as
(b) the conformity assessment and checking procedures to be
currently specified, except where modifications are
used for ensuring that the applicable technical rules are
needed to mitigate safety-related flaws in these systems.
indeed applied;
Member States should also ensure that systems not
included in the list of Class B systems do not constitute
additional barriers to interoperability.
(c) the bodies it appoints for carrying out those conformity-
assessment and checking procedures.
(12) The availability of the GSM-R frequencies is essential for
safe and interoperable railway operations.
If these elements have already been notified in the context of
Decisions 2006/679/EC and 2006/860/EC this obligation is
considered fulfilled.
(13) Decisions 2006/679/EC and 2006/860/EC should
therefore be repealed.
Article 4
1. The Commission may grant a derogation to the obligation
(14) The
measures provided for in this Decision are in
laid down in Section 7.3.2.4 of Annex III concerning the
accordance with the opinion of the Committee, referred
mandatory equipment of lines with the European Train
to in Article 29(1) of Directive 2008/57/EC,
Control System (ETCS) in the context of EU funded projects
(Section 7.3.2.4), when signalling is renewed on short (less than
150 km) and discontinuous sections of a line and provided that
HAS ADOPTED THIS DECISION:
ETCS is installed before the earlier of these two dates:
Article 1
— 5 years after the end of the project,
1. The
technical
specification
for
interoperability
(‘TSI’)
relating to the ‘track-side control-command and signalling’
subsystem and ‘on-board control-command and signalling
— the time by which the section of the line is connected to
subsystems’ of the trans-European rail system, as set out in
another ETCS equipped line.
Annex III, is adopted.
2. The
Member
State
concerned
shall
forward
a
file
2. The
TSI
set
out
in
Annex
III
to
this
Decision
shall
apply
to concerning the project to the Commission. This file shall
the track-side control-command and signalling subsystem as
contain an economic analysis showing that there is a substantial
described in point 2.3 and to the on-board control-command
economic and/or technical advantage in putting ERTMS into
and signalling subsystem as described in point 2.4 of Annex II
service at the earlier of the two dates mentioned in paragraph
to Directive 2008/57/EC.
1 rather than during the course of the EU-funded project.
Article 2
3. The
Commission
shall
examine
the
file
sent
to
it
and
the
measures proposed by the Member State and shall notify the
1. Member States shall ensure that, whenever a national
results of its examination to the Committee referred to in
protection control-command system is requested on board
Article 29 of Directive 2008/57/EC. If a derogation is
rolling stock to run on a given line or part of the trans-
granted, the Member State shall ensure that ERTMS is
European network, this system is included in the list of Class
installed before the earlier of the two dates mentioned in
B systems, having equal legal value as annexes to the TSI.
paragraph 1.

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Article 5
Article 7
Commission Decision 2011/291/EU of 26 April 2011
Decisions 2006/679/EC and 2006/860/EC are hereby repealed.
concerning a technical specification for interoperability
Their provisions shall however continue to apply in relation to
relating to the rolling stock sub-system – ‘Locomotives and
maintenance of projects authorised in accordance with the TSIs
Passenger rolling stock’ of the trans-European conventional
annexed to those Decisions and, unless the applicant requests to
rail system ( 1 ) is amended as follows:
apply this Decision, to projects for new, renewed or upgraded
subsystems which are at an advanced stage of development or
the subject of a contract in course of performance at the date of
(1) the second indent under the headline ‘Legislative measures
notification of the present Decision.
in force’ in Section 1.4 ‘Referenced documents’ of the
Annex is replaced by ‘Control-Command and Signalling
TSI’;
Article 8
This Decision shall apply 6 months after its notification to the
(2) Section 4.2.3.3.1 is replaced by Annex I to this Decision;
Member States.
(3) Table 10 in Section 4.3.4 is replaced by Annex II to this
Article 9
Decision.
This Decision is addressed to the Member States.
Article 6
Done at Brussels, 25 January 2012.
The ERA technical document ERTMS/ETCS System Requirement
Specification (SRS), document reference ‘subset-026’ in version
3.2.0, dated 22 December 2010, can be used as a basis to
For the Commission
tender the equipment of lines with ETCS and to carry out
tests, but before the entry into force of the so-called baseline
Siim KALLAS
3, the fitment of trains with baseline 3 cannot be requested.
Vice-President
( 1 ) OJ L 139, 26.5.2011, p. 1.

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ANNEX I
‘4.2.3.3.1. R o l l i n g S t o c k c h a r a c t e r i s t i c s f o r t h e c o m p a t i b i l i t y w i t h t r a i n d e t e c t i o n
s y s t e m s
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 b 1 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.

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— 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 b 1 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.’

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

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ANNEX III
TABLE OF CONTENTS
1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
1.1.
Technical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
1.2.
Geographical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
1.3.
Content of this TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
2.
Subsystem definition and scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
2.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
2.2.
Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
2.3.
Application Levels (ERTMS/ETCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
3.
The Essential Requirements for the Control-Command and Signalling Subsystems . . . . . . . . . . . . . . . . . . .
12
3.1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
3.2.
Specific Aspects of the Control-Command and Signalling Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
3.2.1.
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
3.2.2.
Reliability and Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
3.2.3.
Health . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
3.2.4.
Environmental Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
3.2.5.
Technical Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
3.2.5.1.
Engineering Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
3.2.5.1.1. Physical environmental conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
3.2.5.1.2. Railway Internal Electromagnetic Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
3.2.5.2.
Control-Command and Signalling Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
4.
Characterisation of the Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
4.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
4.2.
Functional and technical specifications of the Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
4.2.1.
Control-Command and Signalling safety characteristics relevant to interoperability . . . . . . . . . . . . . . . . . . . 15
4.2.1.1.
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
4.2.1.2.
Availability/Reliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
4.2.2.
On-board ERTMS/ETCS functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
4.2.3.
Track-side ERTMS/ETCS functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
17
4.2.4.
Mobile communication functions for railways GSM-R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
4.2.4.1.
Basic communication function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
4.2.4.2.
Voice and operational communication applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18

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4.2.4.3.
Data communication applications for ETCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
4.2.5.
ERTMS/ETCS and GSM-R air gap interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.2.5.1.
Radio communications with the train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.2.5.2.
Eurobalise communication with the train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.2.5.3.
Euroloop communication with the train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.2.6.
On-Board Interfaces Internal to Control-Command and Signalling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.2.6.1.
ERTMS/ETCS and Class B train protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.2.6.2.
Interface between GSM-R Radio Data Communication and ERTMS/ETCS . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.2.6.3.
Odometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.7.
Track-side Interfaces Internal to Control-Command and Signalling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.7.1.
Functional interface between RBCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.7.2.
RBC/RBC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.7.3.
GSM-R/track-side ETCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.7.4.
Eurobalise/LEU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.7.5.
Euroloop/LEU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.8.
Key Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.9.
ETCS-ID Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.10.
Track-side Train Detection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.2.11. Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling track-side
equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.2.12.
ERTMS/ETCS DMI (Driver Machine Interface) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.2.13.
GSM-R DMI (Driver-Machine Interface) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.2.14.
Interface to Data Recording for Regulatory Purposes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.2.15.
Visibility of track-side Control-Command and Signalling objects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.2.16.
Environmental conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.3.
Functional and technical specifications of the interfaces to other Subsystems . . . . . . . . . . . . . . . . . . . . . . . 22
4.3.1.
Interface to the Traffic Operation and Management Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
4.3.2.
Interface to the Rolling Stock Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
4.3.3.
Interfaces to Infrastructure Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
4.3.4.
Interfaces to Energy Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
4.4.
Operating rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
4.5.
Maintenance rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
4.5.1.
Responsibility of the manufacturer of equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
4.5.2.
Responsibility of the applicant for subsystem verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
4.6.
Professional competences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
4.7.
Health and safety conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
4.8.
Registers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26

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EN
23.2.2012 Official
Journal
of
the
European
Union
L
51/9
5.
Interoperability Constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
5.1.
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
5.2.
List of interoperability constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
5.2.1.
Basic interoperability constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
5.2.2.
Grouping of interoperability constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
5.3.
Constituents’ performance and specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
6.
Assessing the conformity and/or suitability for use of the constituents and verifying the subsystems . . . . .
31
6.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
6.1.1.
General principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
6.1.2.
Principles for testing ERTMS/ETCS and GSM-R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
6.2.
Interoperability constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32
6.2.1.
Assessment procedures for Control-Command and Signalling Interoperability Constituents . . . . . . . . . . . . .
32
6.2.2.
Modules for Control-Command and Signalling Interoperability Constituents . . . . . . . . . . . . . . . . . . . . . . . . 32
6.2.3.
Assessment requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
33
6.2.4.
Special issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
6.2.4.1.
The on-board ERTMS/ETCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
6.2.4.2.
The Specific Transmission Module (STM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
6.2.4.3.
Content of the ‘EC’ Declaration of conformity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
6.3.
Control-Command and Signalling Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
6.3.1.
Assessment procedures for Control-Command and Signalling Subsystems . . . . . . . . . . . . . . . . . . . . . . . . .
35
6.3.2.
Modules for Control-Command and Signalling Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
6.3.2.1.
On-board Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
6.3.2.2.
Track-side Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
6.3.2.3.
Conditions for using modules for On-board and Track-side Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6.3.3.
Assessment requirements for an On-board Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36
6.3.4.
Assessment requirements for a Track-side Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
38
6.4.
Provisions for partial conformity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
6.4.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
6.4.2.
Assessment of parts of Control-Command and Signalling Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.4.3.
Partial conformity of Control-Command and Signalling Subsystems due to restricted conditions of use of its
interoperability constituent(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
7.
Implementing the TSI Control-Command and Signalling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
7.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42

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Official Journal of the European Union
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7.2.
Generally applicable rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
7.2.1.
Upgrading or renewing the Control-Command Track-side Subsystem or parts of it . . . . . . . . . . . . . . . . . .
42
7.2.2.
Legacy systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
7.2.3.
Availability of Specific Transmission Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
7.2.4.
Additional Class B equipment on a line equipped with Class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
7.2.5.
Rolling stock with Class A and Class B equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
43
7.2.6.
Conditions for mandatory and optional functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
43
7.2.7.
GSM-R specific implementation rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
43
7.2.7.1.
Track-side installations: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
43
7.2.7.2.
On-board installations: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
43
7.2.8.
Train detection systems specific implementation rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
7.2.9.
Specific cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
7.2.9.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
7.2.9.2.
Belgium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
7.2.9.3.
United Kingdom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
45
7.2.9.4.
France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
45
7.2.9.5.
Poland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
46
7.2.9.6.
Lithuania, Latvia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
46
7.2.9.7.
Sweden . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
7.2.9.8.
Luxembourg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
7.3.
Rules for ERTMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
7.3.1.
The ERTMS European Deployment Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
7.3.2.
ERTMS Track-side Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
7.3.2.1.
Corridors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
7.3.2.2. Connection to the main European ports, marshalling yards, freight terminals and freight transport areas 48
7.3.2.3.
High-speed network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
48
7.3.2.4.
EU-funded projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
48
7.3.2.5.
Notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
48
7.3.2.6.
Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
48
7.3.3.
ERTMS – On-board implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
49
7.3.3.1.
High-speed network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
49
7.3.4.
Specific lines constituting the corridors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
50
7.3.5.
Main European ports, marshalling yards, freight terminals and freight transport areas . . . . . . . . . . . . . . . .
56

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EN
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Journal
of
the
European
Union L
51/11
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.
1.2. Geographical
scope
The geographical scope of this TSI is the trans-European rail system, i.e. the trans-European conventional and
high-speed rail systems as set out in points 1 and 2 of Annex I to Directive 2008/57/EC (Railway Inter
operability Directive).
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 specifi
cations, 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 ( 1 );
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 ) Degraded modes are modes of operation designed to deal with faults. They have been taken into account when designing the Control-
Command and Signalling Subsystems.

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Official Journal of the European Union
23.2.2012
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.
Class B systems are a limited set of train protection legacy control-command and signalling systems that were
in use before 20 April 2001. The list of Class B systems is established in the European Railway Agency
technical document ‘List of CCS Class B systems’, ERA/TD/2011-11, version 1.0.
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.

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Union L
51/13
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 ( 1 ) (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.
( 1 ) OJ L 108, 29.4.2009, p. 4.

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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. E n g i n e e r i n g C o m p a t i b i l i t y
3.2.5.1.1. P h y s i c a l e n v i r o n m e n t a l c o n d i t i o n s
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. R a i l w a y I n t e r n a l E l e c t r o m a g n e t i c C o m p a t i b i l i t y
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. C o n t r o l - C o m m a n d a n d S i g n a l l i n g C o m p a t i b i l i t y .
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)

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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 communi
cation 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 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
and Signalling On-
board
radio communication 4.2.4, 4.2.5, 4.2.6, 4.2.13, 4.2.14, 4.2.16
Control-Command train protection
4.2.3, 4.2.5, 4.2.7, 4.2.8, 4.2.9, 4.2.15, 4.2.16
and Signalling
Track-side
radio communication 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 Relia
bility).
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.

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4.2.1.1. S
a
f
e
t
y
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.
4.2.1.2. A v a i l a b i l i t y / R e l i a b i l i t y
The Control-Command and Signalling On-board and Track-side subsystems shall respect the requirements
stated in this TSI. The availability/reliability requirements are defined in Annex A 4.2.1.b.
The level of risk shall be controlled during the life of the assemblies. The requirements for maintenance stated
in Section 4.5 (Maintenance rules) shall be respected.
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 func
tionality 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);

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(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 func
tionality 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:

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(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. B a s i c c o m m u n i c a t i o n f u n c t i o n
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. V o i c e a n d o p e r a t i o n a l c o m m u n i c a t i o n a p p l i c a t i o n s
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. D a t a c o m m u n i c a t i o n a p p l i c a t i o n s f o r E T C S
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.

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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. R a d i o c o m m u n i c a t i o n s w i t h t h e t r a i n
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. E u r o b a l i s e c o m m u n i c a t i o n w i t h t h e t r a i n
Eurobalise communication interfaces shall comply with Annex A 4.2.5.d.
4.2.5.3. E u r o l o o p c o m m u n i c a t i o n w i t h t h e t r a i n
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. E R T M S / E T C S a n d C l a s s B t r a i n p r o t e c t i o n
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. I n t e r f a c e b e t w e e n G S M - R R a d i o D a t a C o m m u n i c a t i o n a n d E R T M S / E T C S
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.

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4.2.6.3. O
d
o
m
e
t
r
y
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. F u n c t i o n a l i n t e r f a c e b e t w e e n R B C s
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. R B C / R B C
This is the technical interface between two RBCs. The requirements are specified in Annex A 4.2.7.b.
4.2.7.3. G S M - R / t r a c k - s i d e E T C S
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. E
u
r
o
b
a
l
i
s
e
/
L
E
U
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. E u r o l o o p / L E U
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.

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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.

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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 4.4 Rule
book 4.2.1.2.1
conditions)
Operating rules 4.4
Visibility of track-side Control-Command 4.2.15 Signal
and
line-side
marker
4.2.2.8
and Signalling objects
sighting
Train braking performance and character 4.2.2 Braking
performance 4.2.2.6
istics
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 Regu 4.2.14 Data
recording
on-board 4.2.3.5
latory Purposes
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 4.2.10 Rolling
stock
HS RS TSI
track-side train
characteristics to
wheelset location 4.2.7.9.2
detection systems:
be compatible with
vehicle design
train detection
axle load 4.2.3.2
systems based on
sanding 4.2.3.10
track circuits
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
HS RS TSI
characteristics to
wheelset geometry 4.2.7.9.2
be compatible with
train detection
wheels 4.2.7.9.3
systems based on
axle counters
LOC & PAS TSI 4.2.3.3.1.2
Wagon TSI 4.2.3.3.1

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23.2.2012 Official
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European
Union L
51/23
Interface with Rolling Stock TSIs
Reference CCS TSI Reference
Rolling
Stock
TSIs
Parameter Clause Parameter Clause
Rolling stock
HS RS TSI None
characteristics to
be compatible with
loop equipment
LOC & PAS TSI 4.2.3.3.1.3
Wagon TSI None
Electromagnetic
4.2.11 Rolling
stock
HS RS TSI 4.2.6.6.1
compatibility
characteristics to
between rolling
be compatible with
stock and Control-
train detection
LOC & PAS TSI 4.2.3.3.1
Command and
systems based on
Signalling track-
track circuits
side equipment
Wagon TSI None
Rolling stock
HS RS TSI 4.2.6.6.1
characteristics to
be compatible with
train detection
LOC & PAS TSI 4.2.3.3.2
systems based on
axle counters
Wagon TSI None
Train braking
4.2.2 Emergency
braking HS RS TSI
performance and
performance
Emergency braking 4.2.4.1
characteristics
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
4.2.2 Kinematic
gauge HS
RS
TSI 4.2.3.1
Control-Command
and Signalling on-
LOC & PAS TSI 4.2.3.1
board antennas
Wagon TSI None
Isolation of on-
4.2.2 Operating
rules HS
RS
TSI 4.2.7.9.1
board
ERTMS/ETCS func
LOC & PAS TSI 4.2.12.3
tionality
Wagon TSI None
Data interfaces 4.2.2 Monitoring
and HS RS TSI 4.2.7.10
diagnostic concepts
LOC & PAS TSI 4.2.1.1
Wagon TSI None
Visibility of track- 4.2.15 External
visibility HS RS TSI 4.2.7.4.1.1
side Control-
Head lights
Command and
Signalling objects
LOC & PAS TSI 4.2.7.1.1
Wagon TSI None

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Interface with Rolling Stock TSIs
Reference CCS TSI Reference
Rolling
Stock
TSIs
Parameter Clause Parameter Clause
Driver’s external
HS RS TSI
field of view
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
4.2.14 Recording
device HS
RS
TSI 4.2.7.10
recording for regu
latory purposes
LOC & PAS TSI 4.2.9.6
Wagon TSI None
Commands to
4.2.2 Phase
separation HS
RS
TSI 4.2.8.3.6.7
rolling stock
equipment
4.2.3 LOC
&
PAS
TSI 4.2.8.2.9.8
Wagon TSI None
Emergency braking 4.2.2 Emergency
braking HS RS TSI None
command
command
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
4.2.10 Minimum
infrastructure
gauge HS 4.2.3
systems (space for
installation)
Structure gauge CR 4.2.4.1
Eurobalise
4.2.5.2 Minimum
infrastructure
gauge HS 4.2.3
communication
(space for instal
lation)
Structure gauge CR 4.2.4.1
Euroloop
4.2.5.3 Minimum
infrastructure
gauge HS 4.2.3
communication
(space for instal
lation)
Structure gauge CR 4.2.4.1

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23.2.2012 Official
Journal
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European
Union L
51/25
Interface with Infrastructure TSI
Reference CCS TSI Reference
Infrastructure
TSI
Parameter Clause Parameter Clause
Visibility of track- 4.2.15 Minimum
infrastructure
gauge HS 4.2.3
side Control-
Command and
Signalling objects
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
4.2.2 Phase
separation HS ENE TSI 4.2.21
rolling stock
sections
equipment
4.2.3
System separation
4.2.22
sections
Phase separation
CR ENE TSI 4.2.19
sections
System separation
4.2.20
sections
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;

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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 ( 1 ) and Commission Implementing Decision
2011/633/EU ( 2 ).
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.
( 1 ) OJ L 264, 8.10.2011, p. 32.
( 2 ) OJ L 256, 1.10.2011, p. 1.

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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
Specific
requirements to
N Interoperability
constituent
IC Characteristics
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
Reliability, Availability, Maintainability, Safety (RAMS)
4.2.1
4.5.1
Note: SIM card, antenna, Note: no requirement for safety
connecting cables and
filters are not part of this Basic communication functions 4.2.4.1
interoperability constituent
Voice and operational communication applications 4.2.4.2

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Specific
requirements to
N Interoperability
constituent
IC Characteristics
be assessed by
reference to
Chapter 4
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 Reliability, Availability, Maintainability, Safety (RAMS)
4.2.1
Radio
4.5.1
Note: no requirement for safety
Note: SIM card, antenna,
connecting cables and Basic communication functions 4.2.4.1
filters are not part of this
interoperability constituent
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
Specific
requirements to
N
Group of Interoperability
constituents
Characteristics
be assessed by
reference to
Chapter 4
1 ERTMS/ETCS
on-board
Reliability, Availability, Maintainability, Safety (RAMS) 4.2.1
Odometry equipment
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

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23.2.2012 Official
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Table 5.2.a
Basic interoperability constituents in the Control-Command and Signalling Track-side Subsystem
Specific
requirements to
N Interoperability
constituent
IC Characteristics
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 4.2.3
communication via Eurobalises, radio in-fill and
Euroloop)
ERTMS/ETCS and GSM-R air gap interfaces: only radio 4.2.5.1
communication with train
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 4.2.3
communication via Eurobalises, Euroloop and level 2/3
functionality)
ERTMS/ETCS and GSM-R air gap interfaces: only radio 4.2.5.1
communication with train
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 Euro 4.2.5.2
balise communication with train
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 4.2.5.3
Euroloop communication with train

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

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23.2.2012 Official
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Specific
requirements to
N
Group of interoperability
constituents
Characteristics
be assessed by
reference to
Chapter 4
Track-side ERTMS/ETCS functionality, (excluding 4.2.3
communication via Eurobalise and level 2 and level 3
functionality)
ERTMS/ETCS and GSM-R air gap interfaces: only 4.2.5.3
Euroloop communication with train
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.
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. See Annex A 4.2.2.c;

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3. shall, unless otherwise specified in Annex A 4.2.2.c, 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 ( 1 ).
6.2.2. Modules
for
Control-Command
and
Signalling
Interoperability
Constituents
For assessing interoperability constituents within the Control-Command and Signalling Subsystems, the manu
facturer 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 ( 2 ).
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.
( 1 ) Checking that an Interoperability Constituent is used appropriately is part of the overall EC verification of Control-Command and
Signalling On-board and Track-side Subsystems, as explained in 6.3.3 and 6.3.4.
( 2 ) OJ L 319, 4.12.2010, p. 1.

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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
Check that all mandatory functions, Design documentation and running of
and performances
interfaces and performances as test cases and test scenarios, as
described in the basic parameters described in the basic parameters
referenced in the relevant table of referenced in the relevant table of
Chapter 5 are implemented and that Chapter 5
they comply with the requirements of
this TSI
Check which optional functions and Design documentation and running of
interfaces as described in the basic test cases and test scenarios, as
parameters referenced in the relevant described in the basic parameters
table of Chapter 5 are implemented referenced in the relevant table of
and that they comply with the Chapter 5
requirements of this TSI
Check which additional functions and Impact analysis
interfaces (not specified in this TSI) are
implemented and that they do not lead
to conflicts with implemented functions
specified in this TSI
Environment Check
compliance
with
mandatory
envi Tests, to ensure that the requirements of
ronmental conditions, where specified the basic parameters referenced in the
in the basic parameters referenced in relevant table of Chapter 5 are satisfied
the relevant table of Chapter 5
In addition, check that the interoper Tests according to the applicant’s specifi
ability constituent functions correctly cations
in the environmental conditions for
which it is designed
Reliability, Availability, Check compliance with the safety 1. Calculations
for
the
THRs
caused
Maintainability, Safety requirements described in the basic
by random failures, based on
(RAMS)
parameters referenced in the relevant
supportable sources of reliability
table of Chapter 5, i.e.:
data.
1. respect for quantitative Tolerable 2.1. The manufacturer’s quality and
Hazard Rates (THRs) caused by
safety management throughout
random failures;
design, manufacturing and testing
conforms to a recognised standard
2. the development process is able to
(see Note).
detect and eliminate systematic
failures.
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).

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Aspect What
to
assess supporting
evidence
2.3. The safety verification and vali
dation 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 Calculations
target indicated by the applicant is met
Check compliance with maintenance Document check
requirements – Section 4.5.1
6.2.4. Special
issues
6.2.4.1. T h e o n - b o a r d E R T M S / E T C S
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 ( 1 ).
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.
( 1 ) OJ L 218, 13.8.2008, p. 30.

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6.2.4.2. T h e S p e c i f i c T r a n s m i s s i o n M o d u l e ( S T M )
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. C o n t e n t o f t h e ‘ E C ’ D e c l a r a t i o n o f c o n f o r m i t y
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. O n - b o a r d S u b s y s t e m
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. T r a c k - s i d e S u b s y s t e m
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).

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6.3.2.3. C o n d i t i o n s f o r u s i n g m o d u l e s f o r O n - b o a r d a n d T r a c k - s i d e S u b s y s t e m s
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 Check whether the interoperability constituents Existence and content of docu
constituents
to be integrated into the subsystem are all ments
covered by an ‘EC’ Declaration of conformity
and a corresponding certificate.
Check restrictions on the use of Interoperability Analysis by document check
Constituents against the characteristics of the
subsystem and of the environment
For interoperability constituents that have been Impact analysis by document
certified against older versions of the CCS TSI, checks
check that the certificate still ensures
compliance with the requirements of the TSI
currently in force.
Integration of
Check the correct installation and functioning Checks according to specifica
interoperability
of the internal interfaces of the subsystem – tions
constituents in the
Basic parameters 4.2.6
subsystem
Check that additional functions (not specified in Impact analysis
this TSI) do not impact the mandatory ones
Check that the values of ETCS IDs are within Check of design specifications
the allowed range – Basic parameter 4.2.9
Integration with rolling Check the correct installation of equipment – Results of checks (according to
stock
Basic Parameters 4.2.2, 4.2.4, 4.2.14 and specifications referenced in the
conditions for installation of equipment, as Basic Parameters and the manu
specified by the manufacturer
facturer’s installation rules)
Check that the Control-Command and Document check (certificates of
Signalling On-board Subsystem is compatible interoperability constituents and
with the rolling stock environment
possible integration methods
checked against characteristics of
rolling stock)

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Aspect What
to
assess supporting
evidence
Check that parameters (e.g. braking parameters) Document check (values of
are correctly configured and that they are parameters checked against char
within the allowed range
acteristics of rolling stock)
Integration with Class B Check that the external STM is connected to Nothing to test: there is a
on-board ERTMS/ETCS with TSI-compliant standard interface already tested
interfaces
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 Nothing to test: everything has
the on-board ERTMS/ETCS – Basic parameter already been tested at interoper
4.2.6.1 – create no additional requirements for ability constituent level
the Control-Command and Signalling Track-
side Subsystem due to transitions
Check that separate Class B equipment which is Nothing to test: no interface ( 1 )
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 transi
tions
Check that separate Class B equipment Impact analysis
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 tran
sitions. Also check that ERTMS/ETCS
functions are not affected
Integration with
Check that Eurobalise telegrams can be read Test using a certified Eurobalise:
Control-Command and (scope of this test is limited to checking that the ability to read correctly the
Signalling Track-side
the antenna has been appropriately installed. telegram is the supporting
Subsystems
The tests already carried out at Interoperability evidence.
Constituent level should not be repeated) –
Basic Parameter 4.2.5
Check that Euroloop telegrams (if applicable) Test using a certified Euroloop:
can be read – Basic Parameter 4.2.5
the ability to read correctly the
telegram is the supporting
evidence.
Check that the equipment can handle a GSM-R Test with a certified GSM-R
call for voice and data (if applicable) – Basic network. The ability to set up,
Parameter 4.2.5
maintain and disconnect a
connection is the supporting
evidence.
Reliability, Availability, Check that the equipment complies with safety Application of procedures
Maintainability, Safety
requirements – Basic Parameter 4.2.1
specified in the Common Safety
(RAMS)
Method

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Aspect What
to
assess supporting
evidence
Check that the quantitative reliability target is Calculations
met – Basic Parameter 4.2.1
Check the compliance with requirements about Documents check
maintenance – Section 4.5.2
Integration with
Test the behaviour of the subsystem under as Reports of test runs.
Control-Command and many different operational conditions as
Signalling Track-side
reasonably possible (e.g. line gradient, train
Subsystems and other
speed, vibrations, traction power, weather Note: Indicate in the certificate
subsystems:
conditions, design of Control-Command and which conditions have been
Signalling track-side functionality). The test tested, which standards have
must be able to verify:
been applied and the criteria for
tests under operational
considering the tests terminated
conditions
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.
( 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.

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Table 6.3
Aspect What
to
assess supporting
evidence
Use of interoperability Check that all interoperability constituents to be Existence and content of docu
constituents
integrated into the subsystem are covered by an ments
EC declaration of conformity and the corre
sponding certificate.
Check restrictions on the use of interoperability Impact analysis by documents
constituents against the characteristics of the check
subsystem and of the environment
For interoperability constituents that have been Impact analysis by comparison
certified against older versions of the Control- of specifications referenced in
Command and Signalling TSI, check that the the TSI and certificates of the
certificate still ensures compliance with the interoperability constituents
requirements of the TSI currently in force
Use of train detection
Check that the selected types comply with Document check
systems
Control-Command and Signalling TSI
requirements – Basic parameters 4.2.10, 4.2.11
Integration of
Check that the internal interfaces of the Checks according to specifica
interoperability
subsystem have been installed properly and tions
constituents in the
function properly – Basic parameters 4.2.5,
subsystem
4.2.7
Check that additional functions (not specified in Impact analysis
this TSI) do not impact the mandatory ones
Check that the values of ETCS IDs are within Check of design specifications
the allowed range – Basic Parameter 4.2.9
Integration with
Check that the equipment has been properly Results of checks (according to
infrastructure
installed – Basic parameters 4.2.3, 4.2.4 and specifications referenced in the
conditions for installation specified by the basic parameters and manu
manufacturer
facturer’s installation rules)
Check that the Control-Command and Document check (certificates of
Signalling Track-side subsystem equipment is interoperability constituents and
compatible with the track-side environment
possible methods of integration
checked against track-side char
acteristics)
Integration with track- Check that all functions required by the appli Document check (applicant’s
side signalling
cation are implemented in accordance with design specification and
specifications referenced in this TSI – Basic certificates of interoperability
parameter 4.2.3
constituents)
Check the correct configuration of parameters Document check (values of
(Eurobalise telegrams, RBC messages, marker parameters checked against char
boards positions, etc.)
acteristics of track-side and of
signalling)

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Aspect What
to
assess supporting
evidence
Check that the interfaces are correctly installed Design verification and tests
and function properly.
according to information
supplied by the applicant
Check that the Control-Command and Design verification and tests
Signalling Track-side subsystem operates according to the information
correctly according to information at the supplied by the applicant
interfaces with track-side signalling (e.g. appro
priate generation of Eurobalise telegrams by a
LEU or of message by RBC)
Integration with
Check the GSM-R coverage – Basic Parameter On-site measurements
Control-Command and 4.2.4
Signalling On-board
Subsystems and with
rolling stock
Check the compliance of the train detection On-site measurements
systems with the requirements of this TSI –
Basic Parameter 4.2.10
Check that the train detection systems comply Check evidence from existing
with the requirements of this TSI – Basic installations (for systems already
parameters 4.2.10 and 4.2.11
in use); perform tests according
to standards for new types
Check that all functions required by the appli Reports of tests of the oper
cation are implemented in accordance with ational scenarios specified in
specifications referenced in this TSI – basic Section 6.1.2 with different
parameters 4.2.3, 4.2.4 and 4.2.5
certified Control-Command and
Signalling On-board Subsystems.
The report shall indicate which
operational scenarios have been
tested, which on-board
equipment has been used and
whether tests have been
performed in laboratories, test
lines or real implementation.
Reliability, Availability, Check compliance with safety requirements – Application of procedures
Maintainability, Safety
Basic Parameter 4.2.1
specified in the Common Safety
(RAMS)
Method
Check that quantitative reliability targets are Calculations
respected – Basic Parameter 4.2.1
Check the compliance with requirements about Document check
maintenance – Section 4.5.2
Integration with
Test the behaviour of the subsystem under such Reports of test runs.
Control-Command and different operational conditions as reasonably
Signalling On-board
feasible (e.g. train speed, number of trains on Note: Indicate in the certificate
Subsystems and rolling the line, weather conditions). The test must be which conditions have been
stock:
able to verify:
tested, which standards have
tests under operational
been applied and the criteria for
conditions
1. the performance of train detection systems – considering the tests terminated.
Basic parameters 4.2.10, 4.2.11,

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Aspect What
to
assess supporting
evidence
2. that the Control-Command and Signalling
Track-side subsystem is compatible with
track-side environment – Basic parameter
4.2.16
These tests will also increase confidence in the
absence of systematic failures.
The scope of these tests excludes tests already
done in previous steps: tests performed at the
level of interoperability constituents and tests
performed on the subsystem in a simulated
environment shall be taken into account.
6.4. Provisions
for
partial
conformity
6.4.1. Introduction
Pursuant to Article 18(4) of the Railway Interoperability Directive, ‘the Notified Body may issue Intermediate
Statement Verifications (ISVs) to cover certain stages of the verification procedure or certain parts of the
subsystem’.
As pointed out in Section 2.2 (Scope) of this TSI, the Control-Command and Signalling Subsystems include
three parts, which are specified in Section 4.1 (Introduction).
Section 6.4.2 deals with the verification of these parts of the Control-Command and Signalling Subsystems.
Section 6.4.3 deals with the verification of partial conformity of Control-Command and Signalling Subsystems
when there are restricted conditions of use of its interoperability constituent(s).
6.4.2.
Assessment of parts of Control-Command and Signalling Subsystems
Assessing whether a Control-Command and Signalling Track-side or On-board Subsystem complies with the
requirements of this TSI is a process that may be performed in successive steps – one for each of the three
parts. At each step, the assessor checks only whether that particular part complies with the TSI requirements.
Regardless of which module is chosen, the Notified Body shall verify that:
1. the TSI requirements for the part in question have been respected;
2. the TSI requirements already assessed are not prejudiced.
Functions already assessed and unchanged and which are not affected by this step do not need to be checked
again.
6.4.3.
Partial conformity of Control-Command and Signalling Subsystems due to restricted conditions of use of its interoperability
constituent(s)
A partial certificate of conformity for an interoperability constituent can be issued even if some function,
interface or performance has not been implemented, provided that:
1. The non-implemented function, interface or performance is not required for integrating the interoperability
constituent into a subsystem because of specific conditions of use, for example ( 1 ):
(a) the on-board ERTMS/ETCS interface to STM if the interoperability constituent is intended for installation
on vehicles where no external STM is needed;
(b) the RBC interface to other RBCs, if the RBC is intended for use in an application where no neighbouring
RBCs are planned.
2. The certificate indicates which functions, interfaces or performance are not implemented and states the
corresponding restrictions on the use of the interoperability constituent. This information will make it
possible to identify the conditions under which the interoperability constituent can be used and the
restrictions that will apply to the interoperability of a subsystem incorporating it.
( 1 ) The procedures described in this Chapter do not prejudice the possibility of grouping constituents together.

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In any event, the conditions for issuing such certificates with restrictions shall be coordinated between the
Notified Bodies and the Agency in a working group set up pursuant to Article 21a(5) of Regulation (EC) No
881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway
Agency (Agency Regulation) ( 1 ).
When the interoperability constituent is integrated into a Control-Command and Signalling On-board or
Track-side Subsystem, if the missing functions, interfaces, or performances do not allow to assess whether
the subsystem fully complies with the requirements of this TSI, only an Intermediate Statement of Verification
may be issued. It shall indicate which requirements have been assessed and shall state the corresponding
restrictions on the use of the subsystem and its compatibility with other subsystems.
7. IMPLEMENTING
THE
TSI
CONTROL-COMMAND
AND
SIGNALLING
7.1. Introduction
This chapter outlines the strategy and the associated technical measures for implementing the TSI, and in
particular the conditions for migrating to Class A systems.
Account must be taken of the fact that the implementation of a TSI occasionally has to be coordinated with
the implementation of other TSIs.
7.2. Generally
applicable
rules
7.2.1. Upgrading
or
renewing
the
Control-Command
Track-side
Subsystem
or
parts
of
it
Upgrading or renewing the Control-Command and Signalling Track-side Subsystem may concern any or all of
the following:
1. Train protection
2. Radio communication
3. Train detection
These different parts of the Control-Command and Signalling Track-side Subsystem may therefore be upgraded
or renewed separately if interoperability is not jeopardised. The work involved will concern:
1. GSM-R functions and interfaces
2. ERTMS/ETCS functions and interfaces
3. Train detection system compatibility with rolling stock
See Chapter 4.1 (Introduction) for the definition of the basic parameters for each part.
7.2.2. Legacy
systems
Member States shall ensure that the functionality of the legacy systems and their interfaces remains unchanged,
except where modifications are needed to mitigate safety-related flaws in these systems.
7.2.3. Availability
of
Specific
Transmission
Modules
If lines that fall within the scope of this TSI are not equipped with Class A train protection systems, the
Member State shall make every effort to ensure the availability of an external Specific Transmission Module
(STM) for its legacy Class B train protection system or systems.
In this context, due regard is to be given to ensuring an open market for STMs under fair commercial
conditions. If, for technical or commercial reasons ( 2 ) the availability of an STM cannot be ensured, the
Member State concerned shall inform the Committee of the underlying reasons for the problem and of the
mitigation measures that it intends to put into place in order to allow operators — and in particular foreign
operators — access to its infrastructure.
7.2.4.
Additional Class B equipment on a line equipped with Class A
On a line equipped with ERTMS/ETCS and/or GSM-R, additional Class B equipment may be installed in order
to allow the operation of rolling stock not compatible with Class A during the migration phase. Class B
equipment may be used on-board as a fallback arrangement for a Class A system. However an infrastructure
manager is not entitled to require the interoperable trains running on such a line to have Class B systems on
board.
( 1 ) OJ L 164, 30.4.2004, p. 1.
( 2 ) E.g. the feasibility of the external STM concept cannot be technically guaranteed or potential issues relating to the ownership of the
intellectual property rights of the Class B systems prevent the timely development of an STM product.

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In addition, track-side shall support transitions between Class A and Class B without imposing on the Control-
Command and Signalling On-board Subsystem requirements additional to those specified in this TSI.
7.2.5. Rolling
stock
with
Class
A
and
Class
B
equipment
Rolling stock may be equipped with both Class A and Class B systems to enable operation on several lines.
The Member State concerned may restrict the use of an on-board Class B system on lines where the corre
sponding system is not installed track-side.
When running on a line which is equipped with both Class A and Class B systems, a train that is also equipped
with both Class A and Class B systems may use the Class B systems as a fallback arrangement. This cannot be a
requirement for interoperability.
The Class B train protection systems may be implemented:
1. using an STM operating via the standard interface (‘external STM’); or
2. integrated within the ERTMS/ETCS equipment or connected via a non-standard interface; or
3. independently from the ERTMS/ETCS equipment, for example via a system that enables switching between
equipment. The Railway Undertaking must then ensure that the transitions between Class A and Class B
train protection are carried out in conformity with the requirements of this TSI and with the national rules
for the Class B system.
7.2.6. Conditions
for
mandatory
and
optional
functions
Depending on the characteristics of the Control-Command and Signalling Track-side Sub-system and its
interfaces with other sub-systems, some track-side functionalities not classified as mandatory may necessarily
have to be implemented in certain applications to comply with the essential requirements.
The track-side implementation of national or optional-functions must not prevent the use of that infrastructure
by a train that complies only with the mandatory requirements of the On-board Class A system except as
required for the following on-board optional functions:
— an ETCS Level 3 Track-side application requires train integrity supervision on board,
— an ETCS Level 1 Track-side application with in-fill requires corresponding in-fill functionality on board if
the release speed is set to zero for safety reasons (e.g. protection of danger points),
— when ETCS requires data transmission by radio, the data transmission services of GSM-R must fulfil the
ETCS data transmission requirements,
— an on-board assembly, which incorporates a KER STM, may make it necessary to implement the K-
interface.
7.2.7. GSM-R
specific
implementation
rules
7.2.7.1. T r a c k - s i d e i n s t a l l a t i o n s
The fitting of GSM-R is mandatory when:
1. installing for the first time the radio part of a Control-Command and Signalling Track-side Subsystem;
2. upgrading the radio part of a Control-Command and Signalling Track-side Subsystem already in service in
such a way that it changes the functions or the performance of the subsystem. This does not include the
modifications deemed necessary to mitigate safety-related defects in the legacy installation.
7.2.7.2. O n - b o a r d i n s t a l l a t i o n s
The fitting of GSM-R in rolling stock intended for use on a line including at least one section equipped with
Class A interfaces (even if superimposed to a Class B system), is mandatory when:
1. installing for the first time the radio part of a Control-Command and Signalling On-board Subsystem;

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2. upgrading the radio part of a Control-Command and Signalling On-board Subsystem already in service in
such a way that it changes the functions or the performance of the subsystem. This does not apply to
modifications deemed necessary to mitigate safety-related defects in the legacy installation.
7.2.8. Train
detection
systems
specific
implementation
rules
In the context of this TSI, train detection system means the equipment installed track-side, which detects the
presence or absence of vehicles either on an entire line of route or on a local section of it.
Track-side systems (e.g. interlocking or level crossing control systems) which use information from detection
equipment are not considered parts of the train detection system.
This TSI specifies the requirements for the interface with rolling stock only to the extent necessary to ensure
compatibility between TSI-compliant rolling stock and the infrastructure.
Implementing a train detection system that is compliant with the requirements of the Control-Command and
Signalling Subsystems TSI can be done independently of the installation of ERTMS/ETCS or GSM-R, but can be
dependent on the Class B signalling systems or on special requirements, e.g. for level crossing equipment.
The requirements of this TSI relating to train detection systems shall be respected when:
1. upgrading the train detection system;
2. renewing the train detection system, provided that respecting the requirements of this TSI does not imply
unwanted modifications or upgrades of other track-side or on-board systems;
3. renewing the train detection system, where this is required by the upgrade or renewal of track-side systems
that use information from the train detection system;
4. removing Class B train protection systems (where the train detection and train protection systems are
integrated).
In the migration phase care shall be taken to ensure that installing a TSI compliant train detection system has a
minimal negative impact on the existing non-TSI compliant rolling stock.
To achieve this, it is recommended that the Infrastructure Manager selects a TSI compliant train detection
system that, at the same time, is compatible with the non-TSI compliant rolling stock already operating on that
infrastructure.
7.2.9. Specific
cases
7.2.9.1. I n t r o d u c t i o n
The following special provisions are permitted in the specific cases below.
These specific cases belong to two categories: the provisions apply either permanently (case ‘P’) or temporarily
(case ‘T’).
In this TSI, temporary case ‘T3’ is defined as temporary cases which will still exist after 2020.
The specific cases set out in Sections 7.2.9.2 to 7.2.9.7 should be read in conjunction with the relevant
sections of Chapter 4 and/or specifications referenced there.
The specific cases replace the corresponding requirements set out in Chapter 4.
Where the requirements set out in the relevant section of Chapter 4 are not subject to a specific case, those
requirements have not been duplicated in Sections 7.2.9.2 to 7.2.9.7 and continue to apply unmodified.
7.2.9.2. B
e
l
g
i
u
m
Specific case Category Notes
4.2.10 Track-side Train Detection Systems
T3 Applicable
on
HS
L1
Index 77, Section 3.1.2.4:
This Specific Case is
linked with the use of
The distance between first and last axle L – (b
TVM
1 + b 2 )
(Figure 1) is at least 15 000 mm

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EN
23.2.2012 Official
Journal
of
the
European
Union L
51/45
Specific case Category Notes
4.2.10 Track-side Train Detection Systems
T3 Applicable
on
HS
L1,
L2, L3, L4
Index 77, Section 3.1.8:
This Specific Case is
The weight of an isolated vehicle or a trainset is at least
linked with the use of
40 t.
TVM
If the weight of an isolated vehicle or a trainset is inferior
to 90 t, the vehicle should have a system ensuring the
shunting which has an electrical basis superior or equal
to 16 000 mm
7.2.9.3. U n i t e d K i n g d o m
Specific case Category Notes
4.2.10 Track-side Train Detection Systems
T3 Applicable
on
High-
Speed L 1
Index 77, Section 3.1.2.4:
This Specific Case is
The distance between first and last axle L – (b
linked with the use of
1 + b 2 )
(Figure 1) is at least 15 000 mm
TVM
4.2.10 – Track-side Train Detection Systems
T3
Index 77, Section 3.1.4.1:
In addition to the requirements in Section 3.1.4.1, sanding
for traction purposes on multiple units:
(a) is not permitted ahead of the leading axle below
40 km/h; and
(b) is only permitted where it can be demonstrated that at
least a further six axles of the multiple unit are beyond
the laying position.
4.2.12 ERTMS/ETCS DMI (Driver Machine Interface)
T3 This
specific
case
is
needed as soon as the
Index 51:
open point related to
the DMI specification
It is permissible to use an alphanumeric keyboard to enter
is closed.
the train running number if support for alphanumeric
train running numbers is required by the technical rule
There is no impact on
notified for this purpose.
interoperability
4.2.12 ERTMS/ETCS DMI (Driver Machine Interface)
T3 This
specific
case
is
needed as soon as the
Index 51:
open point related to
the DMI specification
It is permissible for the ETCS DMI to display dynamic
is closed.
train speed information in miles per hour (and indicate
‘mph’) when operating on parts of the GB mainline
There is no impact on
network.
interoperability
7.2.9.4. F
r
a
n
c
e
Specific case Category Notes
4.2.10 Track-side Train Detection Systems
T3 This
Specific
Case
is
linked with the use of
Index 77, Section 3.1.2.4:
TVM
The distance between first and last axle L – (b 1 + b 2 )
(Figure 1) is at least 15 000 mm

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L 51/46
EN
Official Journal of the European Union
23.2.2012
Specific case Category Notes
4.2.10 Track-side Train Detection Systems
T3 This
specific
case
may
be revised when the
Index 77, Section 3.1.9:
open point related to
the frequency manage
The electrical resistance between the running surfaces of
ment for track circuits
the opposite wheels of a wheelset does not exceed 0,05
is closed
Ohm, measured by a voltage between 1,8 VDC and 2,0
VDC (open circuit).
In addition, the electrical reactance between the running
surfaces of the opposite wheels of a wheelset does not
exceed f/100 mOhm when f is between 500 Hz and 40
kHz, under a measuring current of at least 10 ARMS and
open voltage of 2 VRMS.
4.2.10 – Track-side Train Detection Systems
T3 This
Specific
Case
is
linked with the use of
Index 77, Section 3.1.8:
TVM
The weight of an isolated vehicle or a trainset is at least
40 t.
If the weight of an isolated vehicle or a trainset is inferior
to 90 t, the vehicle should have a system ensuring the
shunting which has an electrical basis superior or equal
to 16 000 mm.
4.2.10 – Track-side Train Detection Systems
5 years
Index 77, Section 3.1.3.2:
Dimension D (Figure 2) is not less than:
450 mm independently of the speed
7.2.9.5. P
o
l
a
n
d
Specific case Category Notes
4.2.10 Track-side Train Detection Systems
T3 This
specific
case
may
be revised when the
Index 77, Section 3.1.9:
open point related to
the frequency manage
The electrical resistance between the running surfaces of
ment for track circuits
the opposite wheels of a wheelset does not exceed 0,05
is closed
Ohm, measured by a voltage between 1,8 VDC and 2,0
VDC (open circuit).
In addition, the electrical reactance between the running
surfaces of the opposite wheels of a wheelset does not
exceed f/100 mOhm when f is between 500 Hz and 40
kHz, under a measuring current of at least 10 ARMS and
open voltage of 2 VRMS.
7.2.9.6. L i t h u a n i a , L a t v i a
Specific case Category Notes
4.2.10 Track-side Train Detection Systems
T3 This
specific
case
is
needed as long as ME
Index 77, Section 3.1.3.4:
locomotives operate on
Lithuania 1
520
mm
The range of the dimension S
network
h (Figure 2) is not less than
26,25 mm

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EN
23.2.2012 Official
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of
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European
Union L
51/47
7.2.9.7. S w e d e n
Specific case Category Notes
4.2.4 Mobile communication functions for railways – GSM-R
P No
impact
on
inter
operability
Index 65, statement 4.2.3:
It is permissible to put in service on-board Control-
Command and Signalling Subsystems including 2 Watt
GSM-R voice cab radios and ETCS data only radios. The
subsystems shall be able to operate in networks with -
82 dBm.
7.2.9.8. L
u
x
e
m
b
o
u
r
g
Specific case Category Notes
4.2.10 Track-side Train Detection Systems
T3
Index 77, Section 3.1.2.4:
1. The output of the sanding devices fitted to the vehicle
shall not exceed 0,3 l per minute per rail.
2. The sanding in the stations identified in the infra
structure register is prohibited.
3. The sanding in the area of switches is prohibited.
4. For emergency braking, no restrictions shall apply
7.3. Rules
for
ERTMS
7.3.1. The
ERTMS
European
Deployment
Plan
This section outlines the strategy (ERTMS European Deployment Plan) for implementing the TSI. It specifies the
stages to be completed in order to make a gradual transition from the existing situation to the final situation in
which compliance with the TSIs shall be the norm.
The ERTMS European Deployment Plan does not apply to lines located in the territory of a Member State
when its rail network is separated or isolated by the sea or separated as a result of special geographical
conditions or of different track gauge from the rail network of the rest of the Community.
7.3.2. ERTMS
Track-side
Implementation
The aim of the ERTMS European Deployment Plan is to ensure that locomotives, railcars and other railway
vehicles equipped with ERTMS can gradually have access to an increasing number of lines, ports, terminals and
marshalling yards without needing national equipment in addition to ERTMS.
This does not mean that existing Class B systems have to be removed from the lines included in the plan.
However, by the date specified in the implementation plan, locomotives, railcars and other railway vehicles
equipped with ERTMS must be given access to lines included in the deployment plan without requiring those
vehicles to be equipped with a Class B system.
Terminal areas such as ports, or specific lines in a port, which are not equipped with a Class B system fulfil the
requirements set out in Section 7.3.2.2 provided railway vehicles are given access to these terminal areas
without any requirement as regards equipment with an Automatic Train Protection system being imposed.
A line consisting of two or more tracks shall be considered equipped as soon as two of the tracks are equipped
so as to allow traffic in both directions. When there is more than one line on a section of a corridor, at least
one of the lines on this section must be equipped and the whole corridor shall be considered equipped as soon
as at least one line is equipped over the whole length of the corridor.
7.3.2.1. C o r r i d o r s
The six corridors described in Section 7.3.4 shall be equipped with ERTMS according to the timetable indicated
in that section ( 1 ).
( 1 ) Section 7.3.4 lays down the deadlines for equipping these corridors, with a view to building a consistent ERTMS network step by step.
In a number of cases, there are voluntary agreements on an earlier deadline.

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EN
Official Journal of the European Union
23.2.2012
7.3.2.2. C o n n e c t i o n t o t h e m a i n E u r o p e a n p o r t s , m a r s h a l l i n g y a r d s , f r e i g h t t e r m i n a l s
a n d f r e i g h t t r a n s p o r t a r e a s
The ports, marshalling yards, freight terminals and freight transport areas listed in 7.3.5 shall be linked to at
least one of the six corridors specified in 7.3.4 at the date and under the conditions specified in 7.3.5.
7.3.2.3. H i g h - s p e e d n e t w o r k
It is mandatory to fit ERTMS/ETCS track-side when:
1. installing for the first time the train protection part of a Control-Command and Signalling Track-side
Subsystem (with or without a Class B system); or
2. upgrading the existing train protection part of a Control-Command and Signalling Track-side Subsystem,
where this would change the functions, performance and/or interoperability-relevant interfaces (air gaps) of
the existing legacy system. This does not apply to modifications deemed necessary to mitigate safety-related
defects in the legacy installation.
It is recommended that ERTMS/ETCS be installed whenever the infrastructure or energy sub-system of a section
of line already in service is to be upgraded, renewed or maintained, provided the installation of ERTMS/ETCS
on that section of line represents less than 10 % of the total upgrade/renewal/maintenance investment.
7.3.2.4. E U - f u n d e d p r o j e c t s
Without prejudice to Sections 7.3.2.1, 7.3.2.2 and 7.3.2.3, in the case of railway infrastructure projects
receiving financial support from European Regional Development Funds and/or Cohesion Funds (Council
Regulation (EC) No 1083/2006 of 11 July 2006 laying down general provisions on the European Regional
Development Fund, the European Social Fund and the Cohesion Fund ( 1 )) and/or the TEN-T funds (Decision No
1692/96/EC of the European Parliament and of the Council ( 2 )) the fitting of ERTMS/ETCS is mandatory when:
1. installing for the first time the train protection part of a Control-Command and Signalling Subsystem; or
2. upgrading the train protection part of a Control-Command and Signalling Subsystem already in service,
where this changes the functions or the performance of the subsystem.
7.3.2.5. N o t i f i c a t i o n
For each corridor section described in 7.3.4, Member States shall either notify to the Commission a detailed
timeline for equipping that corridor section with ERTMS or confirm that the corridor section is already
equipped. The information shall be notified to the Commission no later than 3 years before the deadline
for equipping that corridor section, as specified in 7.3.4.
For each port, marshalling yard, freight terminal or freight transport area listed in 7.3.5, Member States shall
notify the specific lines to be used to connect it with one of the corridors listed in 7.3.4. This information shall
be notified to the Commission no later than 3 years before the date specified in 7.3.5 and shall indicate the
deadline for equipping this port, marshalling yard, freight terminal or freight transport area. If necessary, the
Commission may request adjustments, in particular to ensure consistency between equipped lines at the
borders. Member States shall either notify to the Commission a detailed timeline for equipping these
specific lines with ERTMS or confirm that these specific lines are already equipped. This information shall
be notified to the Commission no later than 3 years before the date specified in 7.3.5 and shall indicate the
deadline for equipping this port, marshalling yard, freight terminal or freight transport area.
The detailed timelines shall in particular indicate the date by which the tender for equipping of the line will be
concluded, the procedures put in place in order to ensure interoperability with the neighbouring countries on
the corridor and the main milestones relating to the project. Every 12 months, Member States shall inform the
Commission of the progress made in equipping these lines sending an updated timeline.
7.3.2.6. D
e
l
a
y
s
When a Member State reasonably expects delays in fulfilling the deadlines laid down in this Decision, it shall
immediately inform the Commission. It shall send the Commission a file containing a technical description of
the project and an up-to-date implementation plan. The file shall also explain the reasons for the delay and
shall indicate the corrective measures the Member State has taken.
( 1 ) OJ L 210, 31.7.2006, p. 25.
( 2 ) OJ L 228, 9.9.1996, p. 1.

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A deadline extension of no more than 3 years can be granted to a Member State when the delay is due to
causes beyond the Member State’s reasonable control such as failure of suppliers or problems regarding the
authorisation process due to the absence of appropriate test vehicles. Such an extension can be advocated by a
Member State only when the following conditions are fulfilled:
1. the notifications, if needed, referred to in Section 7.3.2.5 were received in time and were comprehensive;
2. the file referred to in Section 7.3.2.6, first paragraph, contains clear evidence that the causes for the delay
were beyond the Member State’s control;
3. a competent authority is responsible for coordinating on-board and track-side suppliers and for integrating
and testing of products;
4. appropriate use has been made of existing laboratories;
5. evidence is given that appropriate measures have been taken to minimise the additional delay.
The Commission shall examine the file sent to it and the measures proposed by the Member State and shall
notify the result of its examination to the committee referred to in Article 29 of Directive 2008/57/EC.
7.3.3. ERTMS
–
On-board
implementation
New locomotives, new railcars and other new railway vehicles able to run without traction equipped with a
driving cab, ordered after 1 January 2012 or put into service after 1 January 2015, shall be equipped with
ERTMS.
This requirement does not apply to new shunting locomotives or to other new locomotives, new railcars and
other new railway vehicles equipped with a driving cab, if they are designed exclusively for national service or
regional border crossing service. Member States may however introduce additional requirements at national
level, in particular with a view to:
1. allowing only ERTMS equipped locomotives to access ERTMS-equipped lines, so that existing national
systems can be decommissioned;
2. requesting that new shunting locomotives and/or other new railway vehicles equipped with a driving cab,
even if designed exclusively for national service or regional border crossing service, be equipped with
ERTMS.
7.3.3.1. H i g h - s p e e d n e t w o r k
It is mandatory to fit ERTMS/ETCS on board when:
1. installing any new train protection part of a Control-Command and Signalling On-board Subsystem; or
2. upgrading any existing train protection part of a Control-Command and Signalling On-board Subsystem,
where this would change the functions, performances and/or interoperability-relevant interfaces of the
existing legacy system. This does not apply to modifications deemed necessary to mitigate safety related
defects in the legacy system.

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EN
Official Journal of the European Union
23.2.2012
7.3.4. Specific
lines
constituting
the
corridors
Corridor A – to be equipped by 2015

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EN
23.2.2012 Official
Journal
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European
Union L
51/51
Corridor B ( 1 )
( 1 ) Without prejudice of the legislation applicable to the trans-European high-speed network, links can be provided through stretches of
high-speed lines, provided paths are allocated to freight trains. At least one ERTMS-equipped link will be provided by 2020 between
Denmark and Germany (Flensburg-Hamburg or Rdby-Puttgarden) but not necessarily two. The Brenner base tunnel will be equipped
with ERTMS once the infrastructure work is completed (target date 2020).

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L 51/52
EN
Official Journal of the European Union
23.2.2012
Corridor C ( 1 )
( 1 ) A link between Nancy and Réding will be provided by 2020.

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EN
23.2.2012 Official
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the
European
Union L
51/53
Corridor D ( 1 )
( 1 ) Two additional branches will be equipped by 2020: Montmélian – Grenoble – Valence and Lyon – Valence – Arles – Miramas (left
bank of the Rhne).

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EN
Official Journal of the European Union
23.2.2012
Corridor E

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EN
23.2.2012 Official
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of
the
European
Union L
51/55
Corridor F

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L 51/56
EN
Official Journal of the European Union
23.2.2012
7.3.5.
Main European ports, marshalling yards, freight terminals and freight transport areas
Country Freight
transport
area Date Remark
Belgium Antwerpen 31.12.2015 A
link
to
Rotterdam
shall
also
be
provided by 2020.
Gent 31.12.2020
Zeebrugge 31.12.2020
Bulgaria Burgas 31.12.2020 The
connection
to
corridor
E
implies equipping the Burgas-
Sofia section and the Sofia-
Vidin-Calafat and Calafat-Curtici
sections in Romania (PP22).
Czech Republic Praha 31.12.2015
Lovosice 31.12.2020
Denmark Taulov 31.12.2020 Connecting
this
terminal
implies
that the Flensburg-Padborg line is
chosen to be an ERTMS equipped
link – see corridor B footnote.
Germany Dresden
( 1 ) 31.12.2020 By
2020,
a
direct
link
between
corridor E and corridor F (from
Dresden to Hannover) shall also
be ensured.
Lübeck 31.12.2020
Duisburg 31.12.2015
Hamburg ( 2 ) 31.12.2020
Kln 31.12.2015
München 31.12.2015
Hannover 31.12.2015
Rostock 31.12.2015
Ludwigshafen/
31.12.2015
Mannheim
Nürnberg 31.12.2020
Greece Pireás 31.12.2020 The
connection
to
Corridor
E
implies equipping the Kulata-
Sofia section in Bulgaria.
Spain Algeciras 31.12.2020
Madrid 31.12.2020

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EN
23.2.2012 Official
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of
the
European
Union L
51/57
Country Freight
transport
area Date Remark
Pamplona 31.12.2020 Three
connections
are
requested.
A connection to Paris via
Hendaye, a connection from
Pamplona to Madrid and a
connection from Pamplona to
corridor D via Zaragoza.
Zaragoza 31.12.2020
Tarragona 31.12.2020
Barcelona 31.12.2015
Valencia 31.12.2020
France Marseille 31.12.2020
Perpignan 31.12.2015
Avignon 31.12.2015
Lyon 31.12.2015
Le Havre 31.12.2020
Lille 31.12.2020
Dunkerque 31.12.2020
Paris 31.12.2020 By
2020
the
following
connections will be provided: (i)
Hendaye; (ii) Channel Tunnel; (iii)
Dijon; and (iv) Metz via Epernay
and Chlons-en-Champagne.
Italy La
Spezia 31.12.2020
Genova 31.12.2015
Gioia Tauro 31.12.2020
Verona 31.12.2015
Milano 31.12.2015
Taranto 31.12.2020
Bari 31.12.2020
Padova 31.12.2015
Trieste 31.12.2015
Novara 31.12.2015

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L 51/58
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Official Journal of the European Union
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Country Freight
transport
area Date Remark
Venezia 31.12.2020
Bologna 31.12.2020
Roma 31.12.2020
Luxembourg Bettembourg 31.12.2015
Hungary Budapest 31.12.2015
Netherlands Amsterdam 31.12.2020
Rotterdam 31.12.2015 A
link
to
Antwerpen
shall
also
be
provided by 2020.
Austria Graz 31.12.2020
Wien 31.12.2020
Poland Gdynia 31.12.2015
Katowice 31.12.2020
Wrocaw 31.12.2015 By
2020
the
Wrocaw-Legnica
line, shall be equipped in order
to ensure a direct link to the
German border (Grlitz).
Gliwice 31.12.2015
Pozna 31.12.2015
Warszawa 31.12.2015
Portugal Sines 31.12.2020
Lisboa 31.12.2020
Romania Constana 31.12.2015
Slovenia Koper 31.12.2015
Ljubljana 31.12.2015
Slovakia Bratislava 31.12.2015
United Kingdom Bristol This
terminal
will
be
connected
as corridor C is extended to the
Channel Tunnel.
( 1 ) Germany will do its best to equip the corridor E section from Dresden to the Czech border at an earlier date.
( 2 ) Germany will equip a rail link to Hamburg but the harbour area may be only partly equipped by 2020.

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EN
23.2.2012 Official
Journal
of
the
European
Union L
51/59
ANNEX A
References
For each reference made in the basic parameters (Chapter 4 of this TSI) the following table indicates the corresponding
mandatory specifications, via the Index in Table 2.
Table A 1
Reference in Chapter 4 Index
number
(See
Table
A
2)
Reference in Chapter 4
Index number (See Table A 2)
4.1
4.2.4 e 73,
74
4.1a
1
4.2.4 f 32,
33
4.1b 32
4.2,4 g 48
4.1c
3
4.2,4 h 69,
70
4.2.4 j 71,
72
4.2.1
4.2.4 k 75,
76
4.2.1 a 27,
78
4.2.1 b 28
4.2.5
4.2.5 a 64,
65
4.2.2
4.2.5 b 10,
39,
40
4.2.2.a 14
4.2.5c 19,
20
4.2.2.b
1, 4, 13, 15
4.2.5 d 9,
43
4.2.2.c 31,
37
4.2.5 e 16,
50
4.2.2.d 18,
20
4.2.2.e 6,
4.2.6
4.2.2.f
7
4.2.6 a
8, 25, 26, 49
4.2.6 b 45
4.2.3
4.2.6 c 46
4.2.3 a 14
4.2.6 d 34
4.2.3 b
1, 4, 13, 15
4.2.6 e 20
4.2.3 c 31,
37
b,
c,
d
4.2.6 f 44
4.2.3 d 18,
21
4.2.7
4.2.4
4.2.7 a 12
4.2.4 a 64,
65
4.2.7 b 62,
63
4.2.4 b 66
4.2.7 c 34
4.2.4 c 67
4.2.7 d
9
4.2.4 d 68
4.2.7 e 16

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Official Journal of the European Union
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Reference in Chapter 4 Index
number
(See
Table
A
2)
Reference in Chapter 4
Index number (See Table A 2)
4.2.8
4.2.12
4.2.8 a 11
4.2.12 a 51
4.2.9
4.2.13
4.2.9 a 23
4.2.13 a 32,
33,
51
4.2.10
4.2.14
4.2.10 a 77
(Section
3.1)
4.2.14 a
5
4.2.11
4.2.15
4.2.11 a 77
(Section
3.2)
4.2.15 a 38
Specifications
For the purposes of applying this TSI, all specifications listed in Table A 2 below shall be legally binding in the version
indicated in Table A 2. Documents referred to within a specification listed in Table A 2 shall be considered as being for
information only, unless otherwise stated Table A 2.
In cases where statements within the specifications listed in Table A 2 contradict the abovementioned provisions, the
latter shall take precedence.
Note: specifications indicated as ‘Reserved’ in Table A 2 correspond to the open points listed in Annex G.
Table A 2
List of mandatory specifications
Index N Reference Name
of
Specification Version Notes
1 ERA/ERTMS/003204 ERTMS/ETCS
Functional
requirement
specification 5.0
2 Intentionally
deleted
3 UNISIG
SUBSET-023 Glossary
of
terms
and
abbreviations 2.0.0
4 UNISIG
SUBSET-026 System
requirement
specification 2.3.0
5 UNISIG
SUBSET-027 FFFIS
Juridical
recorder-downloading
tool 2.3.0 Note
1
6 UNISIG
SUBSET-033 FIS
for
man-machine
interface 2.0.0
7 UNISIG
SUBSET-034 FIS
for
the
train
interface 2.0.0
8 UNISIG
SUBSET-035 Specific
transmission
module
FFFIS 2.1.1
9 UNISIG
SUBSET-036 FFFIS
for
Eurobalise 2.4.1
10 UNISIG
SUBSET-037 EuroRadio
FIS 2.3.0
11 UNISIG
SUBSET-038 Offline
key
management
FIS 2.3.0
12 UNISIG
SUBSET-039 FIS
for
the
RBC/RBC
handover 2.3.0

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Index N Reference Name
of
Specification Version Notes
13 UNISIG
SUBSET-040 Dimensioning
and
engineering
rules 2.3.0
14 UNISIG
SUBSET-041 Performance
requirements
for
interoperability 2.1.0
15 ERA
SUBSET-108 Interoperability
related
consolidation
on
TSI
Annex
A
1.2.0
documents
16 UNISIG
SUBSET-044 FFFIS
for
Euroloop
subsystem 2.3.0
17 Intentionally
deleted
18 UNISIG
SUBSET-046 Radio
in-fill
FFFS 2.0.0
19 UNISIG
SUBSET-047 Track-side-trainborne
FIS
for
radio
in-fill 2.0.0
20 UNISIG
SUBSET-048 Trainborne
FFFIS
for
radio
in-fill 2.0.0
21 UNISIG
SUBSET-049 Radio
in-fill
FIS
with
LEU/interlocking 2.0.0
22 Intentionally
deleted
23 UNISIG
SUBSET-054 Assignment
of
values
to
ETCS
variables 2.1.0
24 Intentionally
deleted
25 UNISIG
SUBSET-056 STM
FFFIS
Safe
time
layer 2.2.0
26 UNISIG
SUBSET-057 STM
FFFIS
Safe
link
layer 2.2.0
27 UNISIG
SUBSET-091 Safety
requirements
for
the
technical
interoperability
2.5.0
of ETCS in levels 1 and 2
28 Reserved Reliability
—
availability
requirements
29 UNISIG
SUBSET-102 Test
specification
for
interface
‘K’ 1.0.0
30 Intentionally
deleted
31 UNISIG
SUBSET-094 Functional
requirements
for
an
on-board
reference
test
2.0.2
facility
32 EIRENE
FRS GSM-R
Functional
requirements
specification
7
33 EIRENE
SRS GSM-R
System
requirements
specification 15
34 A11T6001
12 (MORANE)
Radio
transmission
FFFIS
for
EuroRadio 12
35 Intentionally
deleted
36 a Intentionally
deleted
36 b Intentionally
deleted
36 c UNISIG
SUBSET-074-2 FFFIS
STM
Test
cases
document 1.0.0
37 a Intentionally
deleted
37 b UNISIG
SUBSET-076-5-2 Test
cases
related
to
features 2.3.1
37 c UNISIG
SUBSET-076-6-3 Test
sequences 2.3.1
37 d UNISIG
SUBSET-076-7 Scope
of
the
test
specifications 1.0.2

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L 51/62
EN
Official Journal of the European Union
23.2.2012
Index N Reference Name
of
Specification Version Notes
37 e Intentionally
deleted
38 06E068 ETCS
Marker-board
definition 2.0
39 UNISIG
SUBSET-092-1 ERTMS
EuroRadio
conformance
requirements 2.3.0
40 UNISIG
SUBSET-092-2 ERTMS
EuroRadio
test
cases
safety
layer 2.3.0
41 Intentionally
deleted
42 Intentionally
deleted
43 UNISIG
SUBSET
085 Test
specification
for
Eurobalise
FFFIS 2.2.2
44 Reserved Odometry
FIS
45 UNISIG
SUBSET-101 Interface
‘K’
specification 1.0.0
46 UNISIG
SUBSET-100 Interface
‘G’
specification 1.0.1
47 Intentionally
deleted
48 Reserved Test
specification
for
mobile
equipment
GSM-R
49 UNISIG
SUBSET-059 Performance
requirements
for
STM 2.1.1
50 UNISIG
SUBSET-103 Test
specification
for
Euroloop 1.0.0
51 Reserved Ergonomic
aspects
of
the
DMI
52 UNISIG
SUBSET-058 FFFIS
STM
Application
layer 2.1.1
53 Intentionally
deleted
54 Intentionally
deleted
55 Intentionally
deleted
56 Intentionally
deleted
57 Intentionally
deleted
58 Intentionally
deleted
59 Intentionally
deleted
60 Intentionally
deleted
61 Intentionally
deleted
62 Reserved
RBC-RBC Test specification for safe communication
UNISIG SUBSET-099
interface
63 UNISIG
SUBSET-098 RBC-RBC
Safe
communication
interface 1.0.0
64 EN
301
515 Global
System
for
Mobile
Communication
(GSM);
2.3.0 Note
2
Requirements for GSM operation on railways
65 TR
102
281 Detailed
requirements
for
GSM
operation
on
railways 1.0.0 Note
3
66 (MORANE)
A
01
T
0004
1 ASCI
Options
for
Interoperability
1
67 (MORANE)
P
38
T
9001 FFFIS
for
GSM-R
SIM
Cards 4.1

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EN
23.2.2012 Official
Journal
of
the
European
Union L
51/63
Index N Reference Name
of
Specification Version Notes
68 ETSI
TS
102
610 Railway
Telecommunication;
GSM;
Usage
of
the
UUIE
1.1.0
for GSM operation on railways
69 (MORANE)
F
10
T
6002 FFFS
for
Confirmation
of
High-Priority
Calls
4
70 (MORANE)
F
12
T
6002 FIS
for
Confirmation
of
High-Priority
Calls
4
71 (MORANE)
E
10
T
6001 FFFS
for
Functional
Addressing
4
72 (MORANE)
E
12
T
6001 FIS
for
Functional
Addressing 5.1
73 (MORANE)
F
10
T6001 FFFS
for
Location
Dependent
Addressing
4
74 (MORANE)
F
12
T6001 FIS
for
Location
Dependent
Addressing
3
75 (MORANE)
F
10
T
6003 FFFS
for
Presentation
of
Functional
Numbers
to
Called
4
and Calling Parties
76 (MORANE)
F
12
T
6003
FIS for Presentation of Functional Numbers to Called 4
and Calling Parties
77 ERA/ERTMS/033281 Interfaces
between
CCS
track-side
and
other
1.0
subsystems
78 Reserved Safety
requirements
for
ETCS
DMI
functions
Note 1: only the functional description of information to be recorded is mandatory, not the technical characteristics of
the interface.
Note 2: the specifications listed in Section 2.1 of EN 301 515 are mandatory.
Note 3: the change requests (CRs) listed in Tables 1 and 2 of TR 102 281 are mandatory.
Table A 3
List of mandatory standards
The standards listed in the table below shall be applied in the certification process, without prejudice for the provisions of
Chapters 4 and 6 of this TSI.
No Reference Document
name
and
comments Version
A1 EN
50126 Railway
applications
—
The
specification
and
demonstration
1999
of reliability, availability, maintainability and safety (RAMS)
A2 EN
50128 Railway
applications
—
Communication,
signalling
and
2001
processing systems — Software for railway control and
protection systems
A3 EN
50129 Railway
applications
—
Communication,
signalling
and
2003
processing systems — Safety related electronic systems for
signalling
A4 EN
50159-1 Railway
applications
—
Communication,
signalling
and
2001
processing systems — Part 1
A5 EN
50159-2 Railway
applications
—
Communication,
signalling
and
2001
processing systems — Part 2: Safety related communication
in open transmission systems

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L 51/64
EN
Official Journal of the European Union
23.2.2012
ANNEX B
Intentionally deleted
ANNEX C
Intentionally deleted
ANNEX D
Intentionally deleted
ANNEX E
Intentionally deleted
ANNEX F
Intentionally deleted

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EN
23.2.2012 Official
Journal
of
the
European
Union L
51/65
ANNEX G
OPEN POINTS
Open Point Notes
Braking aspects This
open
point
will
be
solved
by
ERTMS/ETCS
baseline
3.
The harmonised braking model is already included for
information purposes in Annex A, Table A 2, Index 15.
Index 28 availability Frequent
occurrence
of
degraded
situations
caused
by
failures
of Control-Command and Signalling equipment will decrease
the system safety. To avoid this, minimum reliability/avail
ability requirements that shall be specified.
Index 78 safety requirements for ETCS DMI functions This
open
point
is
related
to
the
interface
between
ETCS
on-
board and driver, i.e. errors in displaying information and in
entering data and commands
Index 51 Ergonomic aspects of the DMI This
open
point
will
be
solved
by
ERTMS/ETCS
baseline
3.
A
specification for information purposes already exists.
Minimum wheel diameter for speed greater than See Annex A, Table A 2, Index 77
350 km/h
Minimum axle distance for speed greater than 350 km/h See
Annex
A,
Table
A
2,
Index
77
Metal and inductive components free space between See Annex A, Table A 2, Index 77
wheels
This is not an open point for freight wagons
Characteristics of sand applied to tracks See
Annex
A,
Table
A
2,
Index
77
Vehicle metal mass See
Annex
A,
Table
A
2,
Index
77
Combination of rolling stock characteristics for the See Annex A, Table A 2, Index 77
purpose of adequate dynamic shunting impedance
Electromagnetic interferences (traction current) See
Annex
A,
Table
A
2,
Index
77
Electromagnetic interferences (electromagnetic fields) See
Annex
A,
Table
A
2,
Index
77
This is not an open point for power systems other than DC
DC and low frequency components of traction current See
Annex
A,
Table
A
2,
Index
77
Use of magnetic/eddy current brakes See
Annex
A,
Table
A
2,
Index
77

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Document Outline

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