Appendix ANNEX B CLASS B

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

During the transition phase in which these systems will be gradually replaced by the unified system, there will be a need to manage the engineering specifications in the interests of interoperability. This is the responsibility of the Member State concerned or its representative in cooperation with the respective system supplier in accordance with point 7.2.1.5 of this TSI.

F1Railway undertakings needing to install one or more of these systems on their trains shall refer to the appropriate Member State.

The Member State shall provide to the train operator the advice necessary to obtain a safe installation compatible with the requirements of this TSI and Annex C.

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

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

1. 0..

   Use of Annex B

2. 1..

   ASFA

3. 2..

   ATB

4. 3..

   BACC

5. 4..

   Crocodile

6. 5..

   Ebicab

7. 6..

   Indusi/PZB

8. 7..

   KVB

9. 8..

   LZB

10. 9..

    RSDD

11. 10..

    SELCAB

12. 11..

    TBL

13. 12..

    TPWS

14. 13..

    TVM

15. 14..

    ZUB 123

For information only, systems not used in Member States:

1. 15..

   EVM

2. 16..

   LS

3. 17..

   ZUB 121

ASFA is a cab-signalling and ATP system installed on most lines of RENFE (1 676 mm), on metre gauge lines of FEVE, and on the new European gauge NAFA line.

ASFA is found on all lines being considered for interoperability.

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

The trackside and on-board units are of conventional design.

• Nine frequencies

  range: 55 kHz to 115 kHz

• Three different train categories can be selected on-board

• Supervision:

  • acknowledgement of restrictive signal by driver within three seconds

  • continuous speed supervision (160 km/h or 180 km/h) after passing restrictive signal

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

  • train trip at signal at danger

  • line speed.

• Reaction:

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

• Responsible Member State: Spain

ATB exists in two basic versions: ATB first generation and ATB new generation.

ATB first generation is installed on the vast majority of lines of NS.

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

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

• Data transmission to trains:

  • 75 Hz carrier frequency

  • AM modulated speed codes

  • six speed codes (40, 60, 80, 130, 140) km/h

  • one exit code

• No train characteristics on board (speed code from wayside)

• Display to driver:

  • speed corresponding to speed code

  • gong in case of code change

  • bell in case the system requests brake application

• Supervision:

  • speed (continuous)

• Reaction:

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

• Responsible Member State: the Netherlands

ATC system partially installed on lines of NS.

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

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

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

• Data transmission to trains:

  • 100 kHz +/- 10 kHz (FSK)

  • 25 kbit/sec

  • 119 useful bits per telegram

• Train characteristics as input by the driver:

  • train length

  • maximum train speed

  • train braking characteristics

• Displays to the driver:

  • maximum line speed

  • target speed

  • target distance

  • braking curve

• Supervision:

  • line speed

  • speed restrictions

  • stopping point

  • dynamic brake profile

• Reaction:

  • optical pre warning

  • acoustic warning

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

• Responsible Member State: the Netherlands

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

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

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

• Data transmission to trains:

  • 50 Hz carrier frequency

    • AM modulated speed codes

    • five speed codes

  • 178 Hz carrier frequency

    • AM modulated speed codes

    • four additional speed codes

• Two possible train categories on board (speed code from wayside)

• Display to driver:

  • speed corresponding to speed code

  • signal aspect (one out of 10)

• Supervision:

  • speed (continuous)

  • stopping point

• Reaction:

  Emergency brake in case of overspeed

• Responsible Member State: Italy

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

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

The trackside and on-board units are of conventional design.

• DC powered bar (± 20 V)

• No train characteristics on-board

• Supervision:

  acknowledgement by driver

• Reaction:

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

• Responsible Member States: Belgium, France, Luxembourg

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

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

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

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

• Energising balises:

  • 27,115 MHz

  • amplitude modulation for clock pulses

  • 50 kHz pulse frequency

• Data transmission to trains:

  • 4,5 MHz

  • 50 kb/s

  • 12 useful bits of total 32 bits

• Linking:

  • signals are linked

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

• Train characteristics can be input by the driver:

  • maximum train speed

  • train length

  • train braking characteristics

  • specific properties of train for either allowing overspeeding or enforcing slow driving on specific sections

  • surface conditions

• Displays to the driver:

  • maximum line speed

  • target speed

  • advanced information on secondary targets for distance-to-go signalling or speed step signalling, five blocks may be supervised

  • speed restrictions beyond first signal

  • time to service brake intervention, three warnings

  • faults in way side or vehicle equipment

  • value of last retardation

  • brake pipe pressure and current speed

  • information in last passed balise

  • auxiliary information

• Supervision:

  • line speed, depending on overspeeding track capability and vehicle performance or enforcement of low speed for specific trains

  • multiple targets including signal information without optical signals

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

  • stopping point

  • dynamic brake profile

  • level crossing and landslide detector status

  • shunting

  • roll-away protection

  • slip compensation

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

• Reaction:

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

• Implemented options:

  • radio block system with ‘ETCS Level 3 like’ functionality

  • train-to-track communication

• Responsible Member States: Portugal, Sweden

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

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

• Energising balises:

  • 27 MHz

  • amplitude modulation for clock pulses

  • 50 kHz pulse frequency

• Data transmission to trains:

  • 4,5 MHz

  • 50 kb/s

  • 255 bits

• Linking:

  • signals are linked

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

• Train characteristics can be input by the driver:

  • train identification

  • maximum train speed

  • train length

  • train braking characteristics

  • train speed type (only if the train speed is between 140 km/h to 300 km/h)

  • train pressurisation

• Displays to the driver:

  • limit speed

  • target speed

  • overspeed

  • efficacy

  • ASFA alarm

  • brake rearmament

  • running past allowed

  • END

  • audible warning

  • braking pre-warning

  • red indicator

  • alphanumeric display

• Supervision:

  • line speed, depending on overspeeding track capability and vehicle performance or enforcement of low speed for specific trains

  • multiple targets including signal information without optical signals

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

  • stopping point

  • dynamic brake profile

  • level crossing and landslide detector status

  • shunting

  • roll away protection

  • slip compensation

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

• Reaction:

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

• Responsible Member State: Spain

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

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

• Three frequencies:

  • 500 Hz

  • 1 000 Hz

  • 2 000 Hz

• Train characteristics can be input by the driver:

  braking characteristics (braking percentage and braking regime for three supervision categories)

• Supervision:

  • hardware version (not for Germany):

    • 500 Hz: immediate speed supervision

    • 1 000 Hz: acknowledgement of restrictive signal aspect, speed supervision depends on type of train

    • 2 000 Hz: immediate stop

  • microprocessor version:

    • 500 Hz: immediate speed supervision and following braking curve supervision

    • 1 000 Hz: acknowledgement of restrictive signal aspect, speed supervision depends on program with different braking curves, supervision by means of time and speed values for a limited distance; braking curves (over time and distance) triggered by 1 000 Hz, additionally over distance triggered by 500 Hz

    • 2 000 Hz: immediate stop

• Reaction:

  the emergency brake is called if supervision is violated. The emergency brake can be released under special conditions.

• Responsible Member States: Austria, Germany

Standard ATP system in France on the network of RFF; technically similar to Ebicab; partially installed on high-speed lines for some spot transmission and for supervision of temporary speed restrictions when speed levels are not provided by TVM codes.

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

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

• Energising balises:

  • 27,115 MHz

  • amplitude modulation for clock pulses

  • 50 kHz pulse frequency

• Data transmission to trains:

  • 4,5 MHz

  • 50 kbit/sec

  • 12 useful bits (total 4 × 8 bits) type analogue

  • 172 useful bits (total 256 bits) type digital

• Except for trainsets, train characteristics must be input by the driver:

  • train category

  • maximum train speed

  • train length

  • train braking characteristics

• Displays to the driver:

  • state of speed supervision

  • release speed

• Supervision:

  • line speed

  • stopping point

  • dynamic brake profile

  • speed restrictions

• Reaction:

  Warning of the driver. The emergency brake is called if movement supervision is violated. Release of the emergency brake is possible only when the train is stationary.

• Responsible Member State: France

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

The system consists of a trackside part, which again has the building parts:

• adaptation to interlocking systems and respective data transmission

• data processing and MMI in LZB centre

• data transmission to and from other LZB centres

• data transmission system to and from trains

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

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

• Data transmission to trains:

  • 36 kHz ± 0,4 kHz (FSK)

  • 1 200 bit/sec

  • 83,5 steps per telegram

• Data transmission from trains:

  • 56 kHz ± 0,2 kHz (FSK)

  • 600 bit/sec

  • 41 steps per telegram

• Train characteristics can be input by the driver:

  • train length

  • maximum train speed

  • train braking characteristics (braking percentage and braking regime)

• Displays to the driver:

  • valid operating mode, status of data transmission

  • maximum permitted speed/actual speed on a two pointer speedometer

  • target speed

  • distance to target

  • auxiliary indications

• Supervision:

  • line speed (maximum speed, temporary and permanent speed limitations)

  • maximum train speed

  • stopping point

  • direction of movement

  • dynamic speed profile

  • auxiliary functions, e.g. lowering of pantograph (see Annex C)

• Reaction:

  the emergency brake is called if the movement supervision is violated. The emergency brake can be released in case of overspeed when speed is within limits.

• LZB operating rules:

  DB uses the system as fully safety-relevant automatic train control, wayside signals are not required; in the case where wayside signals exist because of non-equipped trains, these signals are not valid for LZB-guided trains. LZB is typically connected with automatic motor and brake control.

• Responsible Member States: Austria, Germany, Spain

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

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

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

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

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

• energising frequency:

  27,115 MHz

• data transmission to trains:

  • 4,5 MHz

  • 12/180 bit ASK modulation

  • 1 023 bit FSK modulation

• train characteristics:

  fixed train characteristics are loaded in maintenance facilities, while data depending on train composition are inserted by the driver. Special balises are used to calibrate the on-board odometer system, before it can be used for train supervision purposes.

• Displays to the driver:

  • maximum permitted speed

  • target speed

  • actual train speed

  • advanced information on secondary targets

  • warnings before emergency brake intervention

  • auxiliary information

• Supervision:

  In normal condition (full supervision) the train controls the following characteristics:

  • line speed, depending on overspeeding track capability and vehicle performances

  • permanent and temporary speed restriction

  • level Crossing

  • stopping point

  • dynamic brake profile

  • shunting

  If one or more characteristics of line cannot be sent to the on-board system (fault, etc.) it is possible to use the system in partial supervision. In this case the MMI is switched off and the driver has to drive according to lineside signals.

• Reactions:

  • service brake

  • emergency brake

• Responsible Member State: Italy

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

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

• Data transmission to trains:

  • 36 kHz ± 0,4 kHz (FSK)

  • 1 200 bit/sec

  • 83,5 steps per telegram

• Train characteristics can be input by the driver:

  • train length

  • maximum train speed

  • train braking characteristics

• Displays to the driver:

  • maximum permitted speed/actual speed as two pointer speedometer

  • target speed

  • distance to target

  • auxiliary indications

• Supervision:

  • line speed

  • stopping point

  • direction of movement

  • dynamic brake profile

  • speed restrictions

• Reaction:

  the emergency brake is called if the movement supervision is violated. The emergency brake in the case of overspeed can be released when the speed is within limits.

• Responsible Member States: Spain, United Kingdom

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

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

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

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

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

• Data transmission to trains:

  • 100 kHz ± 10 kHz (FSK)

  • 25 kbit/sec

  • 119 useful bits per telegram for TBL2/3

  • five useful decimal data on 40 bits per telegram for TBL1

• Train characteristics as input by the driver (TBL2):

  • train length

  • maximum train speed

  • train braking characteristics (brake weight, type of train, isolations, other specific parameters)

  • language selection, identification parameters

• Displays to the driver:

  • maximum speed (braking curve)

  • target speed

  • target distance

  • train speed

  • operating mode

  • auxiliary indications

• Supervision:

  • line speed

  • speed restrictions (permanent and temporary)

  • specific restrictions for freight and other trains

  • stopping point

  • dynamic braking profile

  • direction of movement

  • vigilance of the driver

  • auxiliary functions (pantograph, radio commutation)

• Reaction:

  • acoustic and optical warnings

  • the emergency brake is called when the movement supervision is violated or the driver does not acknowledge the warning.

• Responsible Member States: Belgium, United Kingdom

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

The system assures the following functions.

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

  • signals not at clear

  • permanent speed restrictions

  • temporary speed restrictions

• Train protection (predetermined train characteristics) under the following circumstances:

  • train exceeding permitted line speed at specified speed restrictions (speed trap)

  • train approaching a stop signal at excess speed (speed trap)

  • train passing a signal at danger (train stop)

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

The TPWS indicates visually to the driver:

• the state of the last magnet, clear or restrictive (the ‘sunflower’ indicator),

• that it is the cause of a brake application,

• its fault/isolation status.

The TPWS controls are:

• an acknowledgement button for the warning of a restrictive condition,

• a button to pass a signal at danger valid only for a limited time after operation,

• isolation controls.

The TPWS audio indications are:

• a ‘bell tone’ — signal at clear,

• a ‘horn tone’ — restrictive condition, that must be acknowledged.

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

• the ‘horn tone’ is not acknowledged within 2,5 seconds,

• immediately the train passes the ‘speed trap’ at excess speed,

• imediately if the train passes a signal at danger.

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

• Sequence of magnetic fields (North Pole, South Pole) to provide details of signal clear or not clear

• One of a selection of sinusoidal electromagnetic fields in the region of 60 kHz for the speed trap and train stop functions (up to eight frequencies used)

• Train characteristics in terms of braking capacity are set by train wiring and give different maximum speeds at speed traps; no train characteristics input presently in service, but can be envisaged

• Driver acknowledgement of a restrictive condition required within 2,5 seconds, otherwise the emergency brakes are called

• The emergency brake is releasable one minute after the brake has been applied provided the brake demand has also been acknowledged

• Responsible Member State: United Kingdom

TVM is installed on high-speed lines of RFF. The older version TVM 300 is installed on the line Paris-Lyon (LGV SE) and Paris-Tours/Le Mans (LGV A) lines; the later version TVM 430 on the line Paris-Lille-Calais (LGV N), on the SNCB part towards Brussels, on the line Lyon-Marseilles/Nimes (LGV Mediterranée) and through the Eurotunnel. TVM 430 is compatible with TVM 300.

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

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

• Data transmission to trains via track circuits:

  • various carrier frequencies (1,7; 2,0; 2,3; 2,6) kHz

  • FSK modulated speed codes

  • 18 speed codes (TVM 300)

  • 27 bits (TVM 430)

• Data transmission to trains via inductive loops:

  • TVM 300: 14 frequencies (1,3 to 3,8 kHz)

  • TVM 430: PSK modulated signal, 125 kHz, 170 bits

• Train characteristics on board introduced on locomotives for hauled trains in Eurotunnel (not on TGV, where fixed values are used)

• Display to driver:

  Speed orders associated to colour light aspects

• Supervision:

  • speed (continuous)

  • braking triggering based on

    • stepping curve for TVM 300

    • parabolic curve for TVM 430

  • stopping point

• Reaction:

  the emergency brake is called in the case of overspeed.

• Responsible Member States: Belgium, France

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

The system consists of the following parts:

• trackside equipment:

  • a track coupling coil (transponder), which is mounted outside the rails,

  • in certain locations loops are used for in-fill purpose,

  • a signal interface board which scans and derives the information to be transmitted,

• on-board equipment

  • the onboard unit with processing logic and receiving/transmitting equipment. It acts through a brake interface unit on the brakes,

  • the vehicle coupling coil, mounted on the bogie, which receives data from the line,

  • the axle mounted odometer pulse generator which supplies information for the distance covered and the actual speed,

  • the cab display and operating panel.

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

• Three frequencies:

  • 50 kHz checking channel

  • 100 kHz energy channel

  • 850 kHz data channel

• Data transmission modes:

  • Time-division multiplex for serial transmission of telegrams with up to 96 useful bits

• On-board data processing:

  • vital computer processing (enhanced performance level)

• Display to the driver:

  • maximum authorised speed

  • actual speed

  • target speed

  • target distance

• Auxiliary indicators and buttons

  Train data input:

  • encoder panel, or

  • directly into the on-board unit

• Supervision:

  • line speed

  • stopping point

  • speed restrictions

  • dynamic brake profile

• Reaction:

  • the emergency brake is called if the movement supervision is violated.

  • the emergency brake in the case of overspeed can be released when the speed is within a defined value limit.

• Responsible Member State: Denmark

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

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

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

• Data transmission track to trains:

  • 75 Hz carrier frequency

  • amplitude modulated codes (100 %)

  • seven codes (six speed codes)

• Display to driver:

  • cab signal

  • signal aspects: stop, permitted speed at the next signal (15, 40, 80, 120, MAX), no transmission/failure, shunting mode

• Supervision:

  • speed limit

  • vigilance check every 1 550 m in case of v_actual < v_target,

  • vigilance check every 200 m in case of v_actual > v_target

  • stop aspect

  • shunting mode speed limitation

• Reaction:

  the emergency brake is triggered:

  • in the case of driver reaction missing

  • if the speed limit is still exceeded after vigilance signal

  • in case of a stop signal being passed with a speed exceeding 15 km/h

  • in shunting mode immediately after exceeding 40 km/h (the brake is activated in this case without any acoustic signal)

• Additional functions:

  • roll-away protection

  • comfort function (indication that the signal has been cleared when train is stationary)

• Responsible State: Hungary

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

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

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

• Data transmission to trains:

  • 75 Hz carrier frequency

    • AM modulated codes

    • four speed codes (including stop aspect)

• Display to driver:

  • cab signal

  • signal aspects: stop, limited speed, caution (speed limit 100 km/h), full speed

• Supervision:

  • speed limit/may be overridden by vigilance control

  • no distance supervision

• Reaction:

  emergency brake in case of missing driver reaction if speed limit is received

• Responsible States: Czech Republic, Slovak Republic

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

The system consists of the following parts:

• line equipment:

  • determine travel direction to be influenced

  • a track coupling coil (transponder), which is mounted inside the rails, lying off centre to coupling loop, which is mounted inside the rails, laying off centre. A previous coupling coil determines travel direction to be influenced by the following loop

  • a signal interface board which scans and derives the information to be transmitted (not fail safe)

• on-board equipment:

  • the onboard unit with processing logic and receiving/transmitting equipment. It acts through a brake interface unit on the brakes.

  • the vehicle coupling coil, mounted on the bogie, which receives data from the line. (With this equipment only transmission track to train possible)

  • the axle-mounted odometer pulse generator, which supplies information for the distance covered, actual speed and driving direction

  • the cab display and operating panel

  • an input/output interface to the train-borne radio unit or the integrated train-borne information system (IBIS) to exchange vehicle data entered by the train driver

• Three frequencies:

  • 50 kHz checking channel

  • 100 kHz energy channel

  • 850 kHz data channel

• Data transmission modes:

  • Time-division multiplex for serial transmission of telegrams with up to 104 usable data bits

  • On-board data processing (not fail safe)

  • Single computer processing (supplementary performance level)

• Display to the driver:

  • one four-digit LCD showing:

    • ‘8 -- -- 8’: no monitoring or

    • ‘8 8 8 8’: monitoring the maximum train speed or

    • ‘-- -- -- --’: monitoring the maximum authorised line speed or

    • ‘6 0’: target speed or

    • ‘I I I I’: information ‘proceed’ received by a loop

• Lamps and horn:

  • emergency brake applied

  • equipment failure

• Buttons:

  • testing button

  • emergency stop reset

  • release button (together with ‘Signum’ release button)

• Train data input:

  train-borne radio-operating panel is used

• Supervision/commands:

  • line speed

  • stopping point

  • speed restrictions

  • dynamic brake profile

  • control of radio channels

• Reaction:

  • the emergency brake is called if the threshold speed is reached

  • abort speed monitoring if movement supervision is violated

• Responsible State: Switzerland

1. 1..

   UIC Radio Chapter 1 to 4

2. 2..

   UIC Radio Chapter 1 to 4 and 6

3. 3..

   UIC Radio Chapter 1 to 4 and 6 and 7

   Introduction to UK Systems

4. 4..

   BR 1845

5. 5..

   BR 1609

6. 6..

   FS ETACS and GSM

These systems are currently in use in Member States.

This ground/train radio follows the technical regulations described in UIC code 751-3, third edition, 1.7.1984. It is a minimum subset necessary for international railway traffic.

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

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

• Frequencies:

  • train to ground:

    457,450 MHz..458,450 MHz.

  • ground to train:

    • band A: 467,400 MHz..468,450 MHz.

    • band B: 447,400 MHz..448,450 MHz (only to be used when band A is not available).

  • frequency spacing 25 kHz

  • duplex frequency couples 10 MHz apart

  • grouping of 4 channels, preferred 62 ... 65 for international traffic

  • agreement on frequencies used bilateral or multilateral

• Sensitivity:

  • > 1 μV at > 20 dB signal-to-noise ratio (mobile)

  • > 2 μV (lineside)

• Radiating power:

  • 6 W mobile

  • 6 W lineside

• Antenna characteristics:

  • λ/4 omnidirectional (mobile)

  • 4 m above rail (mobile)

  • omnidirectional or directional (lineside)

  • in tunnels leaky cables or very directional aerials (lineside)

  • terminating resistor 50 Ohms

• Polarisation:

  • vertical

  • in tunnels, any polarisation

• Frequency deviation:

  • < 1,75 kHz for operating tone

  • < 2,25 kHz for voice

• Modes of operation:

  • mode 1, duplex mode

  • mode 2, semiduplex mode

• Switchover of channels onboard

  • manually by input of channel number

  • automatic, depending on receiver voltage

• Operating tones:

  — channel free:	2 280 Hz
  — listening:	1 960 Hz
  — pilot:	2 800 Hz
  — warning:	1 520 Hz

• Responsible Member States: France, Germany, Luxembourg

This ground/train radio follows the technical regulations described in UIC code 751-3, third edition, 1.7.1984.

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

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

• Frequencies:

  • train to ground:

    457,450 MHz..458,450 MHz.

  • ground to train:

    • band A: 467,400 MHz..468,450 MHz.

    • band B: 447,400 MHz..448,450 MHz (only to be used when band A is not available).

  • frequency spacing 25 kHz

  • duplex frequency couples 10 MHz apart

  • grouping of 4 channels, preferred 62 ... 65 for international traffic

  • agreement on frequencies used bilateral or multilateral

• Sensitivity:

  • > 1 μV at > 20 dB signal-to-noise ratio (mobile)

  • > 2 μV (lineside)

• Radiating power:

  • 6 W mobile

  • 6 W lineside

• Antenna characteristics:

  • λ/4 omnidirectional (mobile)

  • 4 m above rail (mobile)

  • omnidirectional or directional (lineside)

  • in tunnels leaky cables or very directional aerials (lineside)

  • terminating resistor 50 Ohms

• Polarisation:

  • vertical

  • in tunnels, any polarisation

• Frequency deviation:

  • < 1,75 kHz for operating tone

  • < 2,25 kHz for voice

• Modes of operation:

  • mode 1, duplex mode

  • mode 2, semi-duplex mode

• Switchover of channels onboard

  • manually by input of channel number

  • automatic, depending on receiver voltage

• Operating tones:

  — channel free:	2 280 Hz
  — listening:	1 960 Hz
  — pilot:	2 800 Hz
  — warning:	1 520 Hz

• Telegram structure:

  • synchronisation header: 1111 1111 0010

  • 6-decimal train number BCD coded

  • two positions of information four bits each

  • 7 bit redundancy code, polynomial: 1110 000 1 (H = 4)

• Telegram transmission:

  • 600 bits/sec

  • FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz

• Messages (coding given in hexadecimal representation)

  • lineside to train:

    — speech	08
    — emergency stop	09
    — test	00
    — run faster	04
    — run slower	02
    — announcement by loudspeaker	0C
    — written order	06
    — extension of telegram	03

  • Train to lineside:

    — communication desired	08
    — acknowledgement of order	0A
    — advice	06
    — test	00
    — train staff wish to communicate	09
    — telephone link desired	0C
    — extension of telegram	03

• Responsible Member States: Austria, Belgium, Denmark, Germany, the Netherlands, Norway, Spain

This ground/train radio follows the technical regulations described in UIC code 751-3, third edition, 1.7.1984. Chapter 7 of the edition of 1.1.1988.

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

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

• Frequencies:

  • Train to ground:

    457,450 MHz..458,450 MHz

  • ground to train:

    • band A: 467,400 MHz..468,450 MHz.

    • band B: 447,400 MHz..448,450 MHz (only to be used when band A is not available).

  • frequency spacing 25 kHz

  • duplex frequency couples 10 MHz apart

  • grouping of 4 channels, preferred 62 ... 65 for international traffic

  • agreement on frequencies used bilateral or multilateral

• Sensitivity:

  • > 1 μV at > 20 dB signal to noise ratio (mobile)

  • > 2 μV (lineside)

• Radiating power:

  • 6 W mobile

  • 6 W lineside

• Antenna characteristics:

  • λ/4 omnidirectional (mobile)

  • 4 m above rail (mobile)

  • omnidirectional or directional (lineside)

  • in tunnels leaky cables or very directional aerials (lineside)

  • terminating resistor 50 Ohms

• Polarisation:

  • vertical

  • in tunnels, any polarisation

• Frequency deviation:

  • < 1,75 kHz for operating tone

  • < 2,25 kHz for voice

• Modes of operation:

  • mode 1, duplex mode

  • mode 2, semi-duplex mode

• Switchover of channels onboard:

  • manually by input of channel number

  • automatic, depending on receiver voltage

• Operating tones:

  — channel free:	2280 Hz
  — listening:	1960 Hz
  — pilot:	2800 Hz
  — warning:	1520 Hz

• Telegram structure:

  • sync. header: 1111 1111 0010

  • 6-decimal train number BCD coded

  • two positions of information four bits each

  • 7-bit redundancy code, polynomial: 1110 000 1 (H = 4)

• Telegram transmission:

  • 600 bits/sec

  • FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz

• Messages (coding given in hexadecimal representation)

  • lineside to train:

    — speech	08
    — emergency stop	09
    — test	00
    — run faster	04
    — run slower	02
    — announcement by loudspeaker	0C
    — written order	06
    — extension of telegram	03

  • Train to lineside:

    — communication desired	08
    — acknowledgement of order	0A
    — advice	06
    — test	00
    — train staff wish to communicate	09
    — telephone link desired	0C
    — extension of telegram	03

• Extension of telegram (only if requested by code 03)

  • radiotelephone system with simultaneous digital message transmission

    • duplex exchange of voice information

    • duplex exchange of data messages of any length

    • simplex exchange of voice information between mobiles in the same radio section

    • speech-data time-division multiplexing (mobile to lineside):

      • 260 msec data transmission

      • 780 msec compressed speech

    • HDLC frame structure according to ISO for data transmission (lineside to mobile)

    • 1 200 bit/sec

    • FSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz

• Responsible Member State: France

The system called NRN (national radio network) is installed over the whole of the UK rail network including the high-speed lines which are the backbone of the UK high-speed network. These consist of:

• west coast main line (London-Glasgow)

• east coast main line (London-Edinburgh)

• Great Western main line (London-Bristol/South Wales)

The system called ‘Cab secure’ is installed in high traffic suburban areas around London, Liverpool and Glasgow, some of which may include lines forming part of the high-speed network. In addition, all main lines in the south-east, including the existing channel tunnel route from the coast to London Waterloo, are equipped with the cab secure system.

On lines where both systems exist, the main line passenger trains, plus freight and national trains are equipped with Cab secure radio. Trains are not equipped with both types of radio.

This ground/train radio follows the technical regulations described in railtrack specifications (BR specification 1845 issues G and H and in BR 1661 issue A).

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

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

• Frequencies:

  • train to ground:

    448,34375..448,48125 MHz. (Note: There are additional channels for which the information is to be obtained.)

  • ground to train:

    454,84375 MHz..454,98125 MHz.

  • frequency spacing 12,5 kHz

  • duplex frequency couples 6,5 MHz apart

  • agreement on frequencies used bilateral or multilateral

• Sensitivity:

  • 1 μV at > 20 dB signal to noise ratio (mobile)

  • < 2 μV (lineside)

• Radiating power:

  • 10 W mobile

  • 10 W lineside

• Antenna characteristics:

  • λ/4 omnidirectional (mobile)

  • 4 m above rail (mobile)

  • omnidirectional or directional (lineside)

  • in tunnels leaky cables or very directional aerials (lineside)

  • terminating resistor 50 Ohms

• Polarisation:

  • vertical

  • in tunnels, horizontal

• Frequency deviation:

  • 300 Hz for CTCSS tones

  • 1,5 kHz for data transmission

  • 1,75 kHz for emergency tone

  • < 2,5 kHz for voice

• Modes of operation:

  • mode 1, duplex mode

• Switchover of channels onboard:

  • manually by input of channel number

  • automatic, depending on message sent from control centre

• Operating tones:

  • CTCSS: X, Y, Z, 203,5 Hz

  • emergency call: 1 520 Hz

• Telegram structure:

  • synchronisation header: 00100011 11101011

  • information elements

    • signalling telegrams (three bytes)

      • message type (system free, system busy, general call, emergency acknowledgement, etc.)

      • area code

      • channel number

    • data telegrams (eight bytes)

      • message type (system free, system busy, general call, emergency acknowledgement, etc.)

      • area Code

      • channel number plus train number in five decimal character or four-alphanumeric character BCD-coded format, or signal number (three bytes).

      • Train Stock number (6 digits) (three bytes)

  • 7-bit redundancy code, polynomial: 110011011 (H = 4)

• Telegram transmission:

  • 1 200 bit's

  • FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz

• Messages (coding given in hexadecimal representation)

  • lineside to train:

    — test	00
    — speech	02
    — announcement by loudspeaker	04
    — wait at signal	06
    — emergency stop	0A
    — change area, system free	0C
    — change area, system busy	0E

  • train to lineside:

    — test	80
    — communication desired	82
    — set up signal number	84
    — emergency answer	86
    — busy	88
    — cancel call	90
    — DSD alarm	96

• Responsible Member State: United Kingdom

This ground/train radio follows the technical regulations described in Railtrack specification BR 1609, issue 2, August 1987.

The national radio network is an analogue radio which consists of lineside and mobile (train-borne) equipment.

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

• Frequencies: sub-band 2 of the 174 MHz to 225 MHz band

  • 196,85 to 198,3 MHz train to ground

  • 204,85 to 206,3 MHz ground to train

  • frequency spacing 12,5 kHz

  • duplex frequency couples 8,0 MHz apart

  • not all the frequencies within the bands indicated are used

• Sensitivity:

  • < 0,6 μV at 12 dB signal-to-noise ratio (mobile)

  • < 0,3 μV at 12 dB signal-to-noise ratio (lineside)

• Radiating power:

  • > 25 W mobile

  • > 25 W lineside

• Antenna characteristics:

  • λ/4 omnidirectional (mobile)

  • 4 m above rail (mobile)

  • omnidirectional or directional (lineside)

  • terminating resistor 50 Ohms

  • no coverage in tunnels

• Polarisation:

  • vertical

• Modes of operation:

  • duplex mode (fixed to fixed)

  • simplex mode (fixed to mobile)

• Switchover of channels on-board

  • manual input of common signalling channel. Most journeys in the UK are within one area and the driver enters it at the start of the journey

  • automatic change to voice channel following a message sent from control centre

• Audio frequency range:

  • 300 Hz ... 2 500 Hz for speech

• Frequency deviation:

  • < 2,5 kHz

• Message transmission:

  • 1 200 bits/sec

  • FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz

• Message structure:

  • data modulation for all RF signalling shall conform to MPT1323 section 6, with message formats generally as defined in MPT1327

• Message types from a train:

  • complete number required. It will contain the identity of the radio. It is sent once after receipt of a ‘channel free’ telegram

  • clear-down

  • PTT telegram which is sent each time the transmitter is keyed. It gives the identity of the radio

  • auto-reply telegram when the radio is selectively called. It contains the identity of the radio

  • emergency call: It contains the identity of the radio. It does not require receipt of a free telegram

  • priority call

• Message types to a train:

  • selective calling telegram: this initiates an auto-reply telegram

  • channel free telegram

  • go to channel telegram: this directs the radio to a particular channel, opens the loudspeaker and sounds an alert tone

  • clear-down telegram: this clears the call, closes the loudspeaker and returns the radio to the call set-up channel

  • call fail telegram: this is the same as clear-down but also indicates call failure to the user

  • general call telegram: this is a special version of the ‘go to channel instruction’

• Responsible Member State: United Kingdom

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

• addressing of train and station calls through functional numbers in place of the terminal number

• closed group features with specific barring conditions

• configuration and handling of specialised databases directly by FS people to characterise access rights to services for each kind of users, and so on.

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

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

• Responsible Member State: Italy

This ground/train radio follows the technical regulations described in UIC code 751-3, third edition, 1.7.1984. It is a minimum subset necessary for international railway traffic.

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

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

Frequencies:

• Train to ground:

  457,700 MHz..457,800 MHz.

• Ground to train:

  Band A: 467,625 MHz. 467,875 MHz

• Frequency spacing 12,5 kHz

• Duplex frequency couples 10 MHz apart

• Grouping of four channels, preferred 62, 63, 73 and 75 for international traffic

Sensitivity:

• > 1 mV at > 20 dB signal-to-noise ratio (mobile)

• > 2 mV (lineside)

Radiating power:

• 6 W mobile

• 6 W lineside

Antenna characteristics:

• λ/4 omnidirectional (mobile)

• 4 m above rail (mobile)

• omnidirectional or directional (lineside)

• in tunnels leaky cables or helical antennas (lineside)

• terminating resistor 50 Ohms

Polarisation:

• vertical

• in tunnels, any polarisation

Frequency deviation:

• 0,9 *0,05 kHz for operating tone

• < 2,3 kHz for voice

Modes of operation:

• mode 1, half-duplex mode

• mode 1, simplex mode

Switchover of channels on board:

• manually by input of group number

• automatic inside the group, depending on receiver voltage

Operating tones:

Responsible Member State: Portugal

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

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

Radio system use digital selective call (according MPT 1 327 — 1 200 bit/s FFSK) and 50 baud subaudio FSK for base station signalling.

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

Frequencies:

• train to ground:

  457,700 MHz..457,800 MHz.

• ground to train:

  Band A: 467,625 MHz. 467,875 MHz

• frequency spacing 12,5 kHz

• duplex frequency couples 10 MHz apart

• grouping of four channels, preferred 62, 63, 73 and 75 for international traffic

Sensitivity:

• 1 mV at > 20 dB signal to noise ratio (mobile)

• 2 mV (lineside)

Radiating power:

• 6 W mobile

• 6 W lineside

Antenna characteristics:

• λ/4 omnidirectional (mobile)

• 4 m above rail (mobile)

• omnidirectional or directional (lineside)

• in tunnels leaky cables or helical antennas (lineside)

• terminating resistor 50 Ohms

Polarisation:

• vertical

• in tunnels, any polarisation

RF Modulation:

• radiomodem 1 200 b/s, FM

• radiomodem (Tx only) 50 baud subaudio, FM

• voice in PM

Frequency deviation:

• 1,75 kHz for FFSK (1 200 bit/s)

• 0,3 kHz for FSK (50 baud)

• < 2,3 kHz for voice

Modes of operation:

• mode 1, half-duplex mode

• mode 1, simplex mode

Switchover of channels onboard

• manually by input of group number

• automatic inside the group, depending on receiver voltage

Telegram structure:

• according MPT 1327

Telegram transmission:

• 1 200 bits/sec

• FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz

Responsible Member State: Portugal