{
  "url": "https://openlegislation.uk/eu-decision-2002-731/annex/annex-B",
  "json_url": "https://openlegislation.uk/eu-decision-2002-731/annex/annex-B.json",
  "legislation": "eudn/2002/731",
  "legislation_title": "Commission Decision of 30 May 2002 concerning the technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Council Directive 96/48/EC (notified under document number C(2002) 1947) (Text with EEA relevance) (2002/731/EC)",
  "legislation_url": "https://openlegislation.uk/eu-decision-2002-731",
  "path": "annex/annex/B",
  "kind": "appendix",
  "number": "ANNEX B",
  "heading": "CLASS B",
  "text": "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.\nDuring 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.\nRailway undertakings needing to install one or more of these systems on their trains shall refer to the appropriate Member State.\nThe 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.\nThe class B installations shall include the fallback arrangements, as required by Annex C.\nFor 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.\nPART 1:\nSIGNALLING\nINDEX:\n0.. Use of Annex B\n1.. ASFA\n2.. ATB\n3.. BACC\n4.. Crocodile\n5.. Ebicab\n6.. Indusi/PZB\n7.. KVB\n8.. LZB\n9.. RSDD\n10.. SELCAB\n11.. TBL\n12.. TPWS\n13.. TVM\n14.. ZUB 123\nFor information only, systems not used in Member States:\n15.. EVM\n16.. LS\n17.. ZUB 121\nRemarks:\nThe selection of systems is based on the list elaborated in the EU research project EURET 1.2.\nSystem 9 (RSDD) was accepted as an additional system in the TSI meeting on 26 February 1998 in Paris.\nSystem 12 (TPWS) was accepted at the 26th AEIF Board meeting. TPWS on-board equipment includes the AWS functions.\nSystem 15 (EVM) is for information only, as Hungary is not a Member State.\nSystem 16 (LS) is for information only, as the Czech Republic and the Slovak Republic are not Member States.\nSystem 17 (ZUB 121) is for information only, as Switzerland is not a Member State.\nIt is accepted that systems 14 and 17 (ZUB 123 and ZUB 121) are not compatible for mechanical reasons and therefore have individual descriptions.\nASFA\nDescription:\nASFA 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.\nASFA is found on all lines being considered for interoperability.\nTrack-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.\nThe trackside and on-board units are of conventional design.\nMain characteristics\nNine frequencies\nrange: 55 kHz to 115 kHz\nThree different train categories can be selected on-board\nSupervision:\nacknowledgement of restrictive signal by driver within three seconds\ncontinuous speed supervision (160 km/h or 180 km/h) after passing restrictive signal\nspeed 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\ntrain trip at signal at danger\nline speed.\nReaction:\nthe emergency brake is called if any supervision is violated. The emergency brake can be released at standstill.\nResponsible Member State: Spain\nATB\nATB exists in two basic versions: ATB first generation and ATB new generation.\nDescription of ATB First Generation:\nATB first generation is installed on the vast majority of lines of NS.\nThe system consists of coded track circuits of rather conventional design and a computerised (ACEC) or conventional electronic (GRS) on-board equipment.\nThe data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pick-up antennae above the rails.\nMain characteristics\nData transmission to trains:\n75 Hz carrier frequency\nAM modulated speed codes\nsix speed codes (40, 60, 80, 130, 140) km/h\none exit code\nNo train characteristics on board (speed code from wayside)\nDisplay to driver:\nspeed corresponding to speed code\ngong in case of code change\nbell in case the system requests brake application\nSupervision:\nspeed (continuous)\nReaction:\nthe emergency brake is called in the case of overspeed and the driver does not react to an acoustic warning.\nResponsible Member State: the Netherlands\nDescription of ATB new generation:\nATC system partially installed on lines of NS.\nThe system consists of trackside balises and on-board equipment. An infill function based on a cable loop is also available.\nThe 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.\nATBNG on-board equipment is fully interoperable with ATB first generation trackside equipment.\nMain characteristics\nData transmission to trains:\n100 kHz +/- 10 kHz (FSK)\n25 kbit/sec\n119 useful bits per telegram\nTrain characteristics as input by the driver:\ntrain length\nmaximum train speed\ntrain braking characteristics\nDisplays to the driver:\nmaximum line speed\ntarget speed\ntarget distance\nbraking curve\nSupervision:\nline speed\nspeed restrictions\nstopping point\ndynamic brake profile\nReaction:\noptical pre warning\nacoustic warning\nThe emergency brake is called in the case of movement supervision is violated or the driver does not react to an acoustic warning.\nResponsible Member State: the Netherlands\nBACC\nDescription:\nBACC 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.\nThe 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.\nThe data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pick-up antennae above the rails.\nMain characteristics\nData transmission to trains:\n50 Hz carrier frequency\nAM modulated speed codes\nfive speed codes\n178 Hz carrier frequency\nAM modulated speed codes\nfour additional speed codes\nTwo possible train categories on board (speed code from wayside)\nDisplay to driver:\nspeed corresponding to speed code\nsignal aspect (one out of 10)\nSupervision:\nspeed (continuous)\nstopping point\nReaction:\nEmergency brake in case of overspeed\nResponsible Member State: Italy\nCrocodile\nDescription:\nCrocodile is installed on all major lines of RFF, SNCB and CFL. Crocodile is found on all lines under consideration for interoperability.\nThe 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.\nThe trackside and on-board units are of conventional design.\nMain characteristics\nDC powered bar (± 20 V)\nNo train characteristics on-board\nSupervision:\nacknowledgement by driver\nReaction:\nthe emergency brake is called if the warning is not acknowledged. The emergency brake can be released after standstill.\nResponsible Member States: Belgium, France, Luxembourg\nEbicab\nEbicab exists in two versions: Ebicab 700 and Ebicab 900.\nDescription of Ebicab 700:\nFail-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.\nThe system consists of track side, balises and signal encoders or serial communication with electronic interlocking, and on-board computerised equipment.\nThe 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.\nMain characteristics\nEnergising balises:\n27,115 MHz\namplitude modulation for clock pulses\n50 kHz pulse frequency\nData transmission to trains:\n4,5 MHz\n50 kb/s\n12 useful bits of total 32 bits\nLinking:\nsignals are linked\nboards, e.g. warning and speed boards are not necessarily linked, 50 % unlinked balises are acceptable for fail safety\nTrain characteristics can be input by the driver:\nmaximum train speed\ntrain length\ntrain braking characteristics\nspecific properties of train for either allowing overspeeding or enforcing slow driving on specific sections\nsurface conditions\nDisplays to the driver:\nmaximum line speed\ntarget speed\nadvanced information on secondary targets for distance-to-go signalling or speed step signalling, five blocks may be supervised\nspeed restrictions beyond first signal\ntime to service brake intervention, three warnings\nfaults in way side or vehicle equipment\nvalue of last retardation\nbrake pipe pressure and current speed\ninformation in last passed balise\nauxiliary information\nSupervision:\nline speed, depending on overspeeding track capability and vehicle performance or enforcement of low speed for specific trains\nmultiple targets including signal information without optical signals\npermanent, temporary and emergency speed restrictions may be implemented with unlinked balises\nstopping point\ndynamic brake profile\nlevel crossing and landslide detector status\nshunting\nroll-away protection\nslip compensation\nauthorised passing signal at stop, 40 km/h is supervised until the next main signal\nReaction:\naudible 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.\nImplemented options:\nradio block system with ‘ETCS Level 3 like’ functionality\ntrain-to-track communication\nResponsible Member States: Portugal, Sweden\nDescription of Ebicab 900:\nThe system consists of track-side, balises and signal encoders or serial communication with electronic interlocking, and on-board computerised equipment.\nThe 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.\nMain characteristics\nEnergising balises:\n27 MHz\namplitude modulation for clock pulses\n50 kHz pulse frequency\nData transmission to trains:\n4,5 MHz\n50 kb/s\n255 bits\nLinking:\nsignals are linked\nboards, e.g. warning and speed boards are not necessarily linked, 50 % unlinked balises are acceptable for fail safety\nTrain characteristics can be input by the driver:\ntrain identification\nmaximum train speed\ntrain length\ntrain braking characteristics\ntrain speed type (only if the train speed is between 140 km/h to 300 km/h)\ntrain pressurisation\nDisplays to the driver:\nlimit speed\ntarget speed\noverspeed\nefficacy\nASFA alarm\nbrake rearmament\nrunning past allowed\nEND\naudible warning\nbraking pre-warning\nred indicator\nalphanumeric display\nSupervision:\nline speed, depending on overspeeding track capability and vehicle performance or enforcement of low speed for specific trains\nmultiple targets including signal information without optical signals\npermanent, temporary and emergency speed restrictions may be implemented with unlinked balises\nstopping point\ndynamic brake profile\nlevel crossing and landslide detector status\nshunting\nroll away protection\nslip compensation\nauthorised passing signal at stop, 40 km/h is supervised until the next main signal\nReaction:\nAudible 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.\nResponsible Member State: Spain\nIndusi/PZB\n(Induktive Zugsicherung/Punktförmige Zugbeeinflussung)\nDescription\nATP system which is installed on lines in Austria and Germany under consideration for interoperability.\nMagnetically 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.\nMain characteristics\nThree frequencies:\n500 Hz\n1 000 Hz\n2 000 Hz\nTrain characteristics can be input by the driver:\nbraking characteristics (braking percentage and braking regime for three supervision categories)\nSupervision:\nhardware version (not for Germany):\n500 Hz: immediate speed supervision\n1 000 Hz: acknowledgement of restrictive signal aspect, speed supervision depends on type of train\n2 000 Hz: immediate stop\nmicroprocessor version:\n500 Hz: immediate speed supervision and following braking curve supervision\n1 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\n2 000 Hz: immediate stop\nReaction:\nthe emergency brake is called if supervision is violated. The emergency brake can be released under special conditions.\nResponsible Member States: Austria, Germany\nKVB\nDescription:\nStandard 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.\nThe system consists of trackside balises including signal encoders and on-board computerised equipment. The system is an overlay system to conventional signalling equipment.\nThe 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.).\nCharacteristics\nEnergising balises:\n27,115 MHz\namplitude modulation for clock pulses\n50 kHz pulse frequency\nData transmission to trains:\n4,5 MHz\n50 kbit/sec\n12 useful bits (total 4 × 8 bits) type analogue\n172 useful bits (total 256 bits) type digital\nExcept for trainsets, train characteristics must be input by the driver:\ntrain category\nmaximum train speed\ntrain length\ntrain braking characteristics\nDisplays to the driver:\nstate of speed supervision\nrelease speed\nSupervision:\nline speed\nstopping point\ndynamic brake profile\nspeed restrictions\nReaction:\nWarning 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.\nResponsible Member State: France\nLZB\n(Linienförmige Zugbeeinflussung)\nDescription\nATC 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.\nThe system consists of a trackside part, which again has the building parts:\nadaptation to interlocking systems and respective data transmission\ndata processing and MMI in LZB centre\ndata transmission to and from other LZB centres\ndata transmission system to and from trains\nThe on-board equipment normally has an integrated Indusi function.\nThe data transmission between trackside and on-board is via trackside inductive cable loop and on-board ferrite antennae.\nMain characteristics\nData transmission to trains:\n36 kHz ± 0,4 kHz (FSK)\n1 200 bit/sec\n83,5 steps per telegram\nData transmission from trains:\n56 kHz ± 0,2 kHz (FSK)\n600 bit/sec\n41 steps per telegram\nTrain characteristics can be input by the driver:\ntrain length\nmaximum train speed\ntrain braking characteristics (braking percentage and braking regime)\nDisplays to the driver:\nvalid operating mode, status of data transmission\nmaximum permitted speed/actual speed on a two pointer speedometer\ntarget speed\ndistance to target\nauxiliary indications\nSupervision:\nline speed (maximum speed, temporary and permanent speed limitations)\nmaximum train speed\nstopping point\ndirection of movement\ndynamic speed profile\nauxiliary functions, e.g. lowering of pantograph (see Annex C)\nReaction:\nthe 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.\nLZB operating rules:\nDB 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.\nResponsible Member States: Austria, Germany, Spain\nRSDD\n(Ripetizione Segnali Discontinua Digitale)\nDescription\nRSDD is an ATP system; it can be used alone or superimposed on the BACC infrastructure.\nThe on-board equipment is able to manage in a coordinated way information coming from the different sources.\nThe 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.\nFrom 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.\nThree types of balises are foreseen, all using the same frequencies for up- and downlink, but with different capacity:\nenergising frequency:\n27,115 MHz\ndata transmission to trains:\n4,5 MHz\n12/180 bit ASK modulation\n1 023 bit FSK modulation\ntrain characteristics:\nfixed 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.\nDisplays to the driver:\nmaximum permitted speed\ntarget speed\nactual train speed\nadvanced information on secondary targets\nwarnings before emergency brake intervention\nauxiliary information\nSupervision:\nIn normal condition (full supervision) the train controls the following characteristics:\nline speed, depending on overspeeding track capability and vehicle performances\npermanent and temporary speed restriction\nlevel Crossing\nstopping point\ndynamic brake profile\nshunting\nIf 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.\nReactions:\nservice brake\nemergency brake\nResponsible Member State: Italy\nSELCAB\nDescription\nATC 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.\nThe data transmission between trackside and on-board is via semi-continuous trackside inductive loop and on-board ferrite antennae.\nMain characteristics\nData transmission to trains:\n36 kHz ± 0,4 kHz (FSK)\n1 200 bit/sec\n83,5 steps per telegram\nTrain characteristics can be input by the driver:\ntrain length\nmaximum train speed\ntrain braking characteristics\nDisplays to the driver:\nmaximum permitted speed/actual speed as two pointer speedometer\ntarget speed\ndistance to target\nauxiliary indications\nSupervision:\nline speed\nstopping point\ndirection of movement\ndynamic brake profile\nspeed restrictions\nReaction:\nthe 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.\nResponsible Member States: Spain, United Kingdom\nTBL 1/2/3\nDescription\nTBL 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).\nThe 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.\nThe trackside part is designated TBL2 in case of interface to relay interlockings, and TBL3 in case of serial interface to electronic interlocking.\nThe trainborne equipment is called TBL2. It includes the TBL2, the TBL1 and the Crocodile functions.\nThe 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.\nMain characteristics\nData transmission to trains:\n100 kHz ± 10 kHz (FSK)\n25 kbit/sec\n119 useful bits per telegram for TBL2/3\nfive useful decimal data on 40 bits per telegram for TBL1\nTrain characteristics as input by the driver (TBL2):\ntrain length\nmaximum train speed\ntrain braking characteristics (brake weight, type of train, isolations, other specific parameters)\nlanguage selection, identification parameters\nDisplays to the driver:\nmaximum speed (braking curve)\ntarget speed\ntarget distance\ntrain speed\noperating mode\nauxiliary indications\nSupervision:\nline speed\nspeed restrictions (permanent and temporary)\nspecific restrictions for freight and other trains\nstopping point\ndynamic braking profile\ndirection of movement\nvigilance of the driver\nauxiliary functions (pantograph, radio commutation)\nReaction:\nacoustic and optical warnings\nthe emergency brake is called when the movement supervision is violated or the driver does not acknowledge the warning.\nResponsible Member States: Belgium, United Kingdom\nTPWS\nDescription\nTPWS 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.\nThe system assures the following functions.\nWarning to the driver at standard braking distance of the following restrictive conditions:\nsignals not at clear\npermanent speed restrictions\ntemporary speed restrictions\nTrain protection (predetermined train characteristics) under the following circumstances:\ntrain exceeding permitted line speed at specified speed restrictions (speed trap)\ntrain approaching a stop signal at excess speed (speed trap)\ntrain passing a signal at danger (train stop)\nThe 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.\nThe TPWS indicates visually to the driver:\nthe state of the last magnet, clear or restrictive (the ‘sunflower’ indicator),\nthat it is the cause of a brake application,\nits fault/isolation status.\nThe TPWS controls are:\nan acknowledgement button for the warning of a restrictive condition,\na button to pass a signal at danger valid only for a limited time after operation,\nisolation controls.\nThe TPWS audio indications are:\na ‘bell tone’ — signal at clear,\na ‘horn tone’ — restrictive condition, that must be acknowledged.\nThe TPWS system interfaces to the train brake system and provides a full emergency brake application if:\nthe ‘horn tone’ is not acknowledged within 2,5 seconds,\nimmediately the train passes the ‘speed trap’ at excess speed,\nimediately if the train passes a signal at danger.\nThe technology is not processor based, but this is not excluded.\nOther characteristics:\nSequence of magnetic fields (North Pole, South Pole) to provide details of signal clear or not clear\nOne 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)\nTrain 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\nDriver acknowledgement of a restrictive condition required within 2,5 seconds, otherwise the emergency brakes are called\nThe emergency brake is releasable one minute after the brake has been applied provided the brake demand has also been acknowledged\nResponsible Member State: United Kingdom\nTVM\nDescription\nTVM 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.\nTVM 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.\nThe data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pick-up antennae above the rails.\nMain characteristics\nData transmission to trains via track circuits:\nvarious carrier frequencies (1,7; 2,0; 2,3; 2,6) kHz\nFSK modulated speed codes\n18 speed codes (TVM 300)\n27 bits (TVM 430)\nData transmission to trains via inductive loops:\nTVM 300: 14 frequencies (1,3 to 3,8 kHz)\nTVM 430: PSK modulated signal, 125 kHz, 170 bits\nTrain characteristics on board introduced on locomotives for hauled trains in Eurotunnel (not on TGV, where fixed values are used)\nDisplay to driver:\nSpeed orders associated to colour light aspects\nSupervision:\nspeed (continuous)\nbraking triggering based on\nstepping curve for TVM 300\nparabolic curve for TVM 430\nstopping point\nReaction:\nthe emergency brake is called in the case of overspeed.\nResponsible Member States: Belgium, France\nZUB 123\nDescription\nATC system which is installed extensively on lines in Denmark under consideration for interoperability.\nThe system consists of the following parts:\ntrackside equipment:\na track coupling coil (transponder), which is mounted outside the rails,\nin certain locations loops are used for in-fill purpose,\na signal interface board which scans and derives the information to be transmitted,\non-board equipment\nthe onboard unit with processing logic and receiving/transmitting equipment. It acts through a brake interface unit on the brakes,\nthe vehicle coupling coil, mounted on the bogie, which receives data from the line,\nthe axle mounted odometer pulse generator which supplies information for the distance covered and the actual speed,\nthe cab display and operating panel.\nThe ZUB 123 on-board equipment is considered fail safe.\nMain characteristics\nThree frequencies:\n50 kHz checking channel\n100 kHz energy channel\n850 kHz data channel\nData transmission modes:\nTime-division multiplex for serial transmission of telegrams with up to 96 useful bits\nOn-board data processing:\nvital computer processing (enhanced performance level)\nDisplay to the driver:\nmaximum authorised speed\nactual speed\ntarget speed\ntarget distance\nAuxiliary indicators and buttons\nTrain data input:\nencoder panel, or\ndirectly into the on-board unit\nSupervision:\nline speed\nstopping point\nspeed restrictions\ndynamic brake profile\nReaction:\nthe emergency brake is called if the movement supervision is violated.\nthe emergency brake in the case of overspeed can be released when the speed is within a defined value limit.\nResponsible Member State: Denmark\nEVM\n(For information only)\nDescription\nEVM 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.\nThe 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.\nThe data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pick-up antennae above the rails.\nMain characteristics\nData transmission track to trains:\n75 Hz carrier frequency\namplitude modulated codes (100 %)\nseven codes (six speed codes)\nDisplay to driver:\ncab signal\nsignal aspects: stop, permitted speed at the next signal (15, 40, 80, 120, MAX), no transmission/failure, shunting mode\nSupervision:\nspeed limit\nvigilance check every 1 550 m in case of vactual < vtarget,\nvigilance check every 200 m in case of vactual > vtarget\nstop aspect\nshunting mode speed limitation\nReaction:\nthe emergency brake is triggered:\nin the case of driver reaction missing\nif the speed limit is still exceeded after vigilance signal\nin case of a stop signal being passed with a speed exceeding 15 km/h\nin shunting mode immediately after exceeding 40 km/h (the brake is activated in this case without any acoustic signal)\nAdditional functions:\nroll-away protection\ncomfort function (indication that the signal has been cleared when train is stationary)\nResponsible State: Hungary\nLS\n(For information only)\nDescription\nLS 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.\nThe 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.\nThe data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pick-up antennae above the rails.\nMain characteristics\nData transmission to trains:\n75 Hz carrier frequency\nAM modulated codes\nfour speed codes (including stop aspect)\nDisplay to driver:\ncab signal\nsignal aspects: stop, limited speed, caution (speed limit 100 km/h), full speed\nSupervision:\nspeed limit/may be overridden by vigilance control\nno distance supervision\nReaction:\nemergency brake in case of missing driver reaction if speed limit is received\nResponsible States: Czech Republic, Slovak Republic\nZUB 121\nFor information only\nDescription\nATC system which is installed extensively in Switzerland on lines by SBB and BLS under consideration for interoperability.\nThe system consists of the following parts:\nline equipment:\ndetermine travel direction to be influenced\na 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\na signal interface board which scans and derives the information to be transmitted (not fail safe)\non-board equipment:\nthe onboard unit with processing logic and receiving/transmitting equipment. It acts through a brake interface unit on the brakes.\nthe vehicle coupling coil, mounted on the bogie, which receives data from the line. (With this equipment only transmission track to train possible)\nthe axle-mounted odometer pulse generator, which supplies information for the distance covered, actual speed and driving direction\nthe cab display and operating panel\nan 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\nCharacteristics\nThree frequencies:\n50 kHz checking channel\n100 kHz energy channel\n850 kHz data channel\nData transmission modes:\nTime-division multiplex for serial transmission of telegrams with up to 104 usable data bits\nOn-board data processing (not fail safe)\nSingle computer processing (supplementary performance level)\nDisplay to the driver:\none four-digit LCD showing:\n‘8 -- -- 8’: no monitoring or\n‘8 8 8 8’: monitoring the maximum train speed or\n‘-- -- -- --’: monitoring the maximum authorised line speed or\n‘6 0’: target speed or\n‘I I I I’: information ‘proceed’ received by a loop\nLamps and horn:\nemergency brake applied\nequipment failure\nButtons:\ntesting button\nemergency stop reset\nrelease button (together with ‘Signum’ release button)\nTrain data input:\ntrain-borne radio-operating panel is used\nSupervision/commands:\nline speed\nstopping point\nspeed restrictions\ndynamic brake profile\ncontrol of radio channels\nReaction:\nthe emergency brake is called if the threshold speed is reached\nabort speed monitoring if movement supervision is violated\nResponsible State: Switzerland\nPART 2:\nRADIO\nINDEX:\n1.. UIC Radio Chapter 1 to 4\n2.. UIC Radio Chapter 1 to 4 and 6\n3.. UIC Radio Chapter 1 to 4 and 6 and 7\nIntroduction to UK Systems\n4.. BR 1845\n5.. BR 1609\n6.. FS ETACS and GSM\nThese systems are currently in use in Member States.\nUIC Radio Chapter 1 to 4\nDescription\nThis 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.\nThe UIC radio is an analogue radio, which consists of lineside and mobile (train-borne) equipment.\nRadio 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.\nMain characteristics\nFrequencies:\ntrain to ground:\n457,450 MHz..458,450 MHz.\nground to train:\nband A: 467,400 MHz..468,450 MHz.\nband B: 447,400 MHz..448,450 MHz (only to be used when band A is not available).\nfrequency spacing 25 kHz\nduplex frequency couples 10 MHz apart\ngrouping of 4 channels, preferred 62 ... 65 for international traffic\nagreement on frequencies used bilateral or multilateral\nSensitivity:\n> 1 μV at > 20 dB signal-to-noise ratio (mobile)\n> 2 μV (lineside)\nRadiating power:\n6 W mobile\n6 W lineside\nAntenna characteristics:\nλ/4 omnidirectional (mobile)\n4 m above rail (mobile)\nomnidirectional or directional (lineside)\nin tunnels leaky cables or very directional aerials (lineside)\nterminating resistor 50 Ohms\nPolarisation:\nvertical\nin tunnels, any polarisation\nFrequency deviation:\n< 1,75 kHz for operating tone\n< 2,25 kHz for voice\nModes of operation:\nmode 1, duplex mode\nmode 2, semiduplex mode\nSwitchover of channels onboard\nmanually by input of channel number\nautomatic, depending on receiver voltage\nOperating tones:\n— channel free:\n2 280 Hz\n— listening:\n1 960 Hz\n— pilot:\n2 800 Hz\n— warning:\n1 520 Hz\nResponsible Member States: France, Germany, Luxembourg\nUIC Radio Chapter 1 to 4 and 6\nDescription\nThis ground/train radio follows the technical regulations described in UIC code 751-3, third edition, 1.7.1984.\nThe UIC radio is an analogue radio, which consists of lineside and mobile (train-borne) equipment.\nRadio 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.\nMain characteristics\nFrequencies:\ntrain to ground:\n457,450 MHz..458,450 MHz.\nground to train:\nband A: 467,400 MHz..468,450 MHz.\nband B: 447,400 MHz..448,450 MHz (only to be used when band A is not available).\nfrequency spacing 25 kHz\nduplex frequency couples 10 MHz apart\ngrouping of 4 channels, preferred 62 ... 65 for international traffic\nagreement on frequencies used bilateral or multilateral\nSensitivity:\n> 1 μV at > 20 dB signal-to-noise ratio (mobile)\n> 2 μV (lineside)\nRadiating power:\n6 W mobile\n6 W lineside\nAntenna characteristics:\nλ/4 omnidirectional (mobile)\n4 m above rail (mobile)\nomnidirectional or directional (lineside)\nin tunnels leaky cables or very directional aerials (lineside)\nterminating resistor 50 Ohms\nPolarisation:\nvertical\nin tunnels, any polarisation\nFrequency deviation:\n< 1,75 kHz for operating tone\n< 2,25 kHz for voice\nModes of operation:\nmode 1, duplex mode\nmode 2, semi-duplex mode\nSwitchover of channels onboard\nmanually by input of channel number\nautomatic, depending on receiver voltage\nOperating tones:\n— channel free:\n2 280 Hz\n— listening:\n1 960 Hz\n— pilot:\n2 800 Hz\n— warning:\n1 520 Hz\nTelegram structure:\nsynchronisation header: 1111 1111 0010\n6-decimal train number BCD coded\ntwo positions of information four bits each\n7 bit redundancy code, polynomial: 1110 000 1 (H = 4)\nTelegram transmission:\n600 bits/sec\nFSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz\nMessages (coding given in hexadecimal representation)\nlineside to train:\n— speech\n08\n— emergency stop\n09\n— test\n00\n— run faster\n04\n— run slower\n02\n— announcement by loudspeaker\n0C\n— written order\n06\n— extension of telegram\n03\nTrain to lineside:\n— communication desired\n08\n— acknowledgement of order\n0A\n— advice\n06\n— test\n00\n— train staff wish to communicate\n09\n— telephone link desired\n0C\n— extension of telegram\n03\nResponsible Member States: Austria, Belgium, Denmark, Germany, the Netherlands, Norway, Spain\nUIC Radio Chapter 1 to 4 and 6 and 7\nDescription\nThis 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.\nThe UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.\nRadio 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.\nMain characteristics\nFrequencies:\nTrain to ground:\n457,450 MHz..458,450 MHz\nground to train:\nband A: 467,400 MHz..468,450 MHz.\nband B: 447,400 MHz..448,450 MHz (only to be used when band A is not available).\nfrequency spacing 25 kHz\nduplex frequency couples 10 MHz apart\ngrouping of 4 channels, preferred 62 ... 65 for international traffic\nagreement on frequencies used bilateral or multilateral\nSensitivity:\n> 1 μV at > 20 dB signal to noise ratio (mobile)\n> 2 μV (lineside)\nRadiating power:\n6 W mobile\n6 W lineside\nAntenna characteristics:\nλ/4 omnidirectional (mobile)\n4 m above rail (mobile)\nomnidirectional or directional (lineside)\nin tunnels leaky cables or very directional aerials (lineside)\nterminating resistor 50 Ohms\nPolarisation:\nvertical\nin tunnels, any polarisation\nFrequency deviation:\n< 1,75 kHz for operating tone\n< 2,25 kHz for voice\nModes of operation:\nmode 1, duplex mode\nmode 2, semi-duplex mode\nSwitchover of channels onboard:\nmanually by input of channel number\nautomatic, depending on receiver voltage\nOperating tones:\n— channel free:\n2280 Hz\n— listening:\n1960 Hz\n— pilot:\n2800 Hz\n— warning:\n1520 Hz\nTelegram structure:\nsync. header: 1111 1111 0010\n6-decimal train number BCD coded\ntwo positions of information four bits each\n7-bit redundancy code, polynomial: 1110 000 1 (H = 4)\nTelegram transmission:\n600 bits/sec\nFSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz\nMessages (coding given in hexadecimal representation)\nlineside to train:\n— speech\n08\n— emergency stop\n09\n— test\n00\n— run faster\n04\n— run slower\n02\n— announcement by loudspeaker\n0C\n— written order\n06\n— extension of telegram\n03\nTrain to lineside:\n— communication desired\n08\n— acknowledgement of order\n0A\n— advice\n06\n— test\n00\n— train staff wish to communicate\n09\n— telephone link desired\n0C\n— extension of telegram\n03\nExtension of telegram (only if requested by code 03)\nradiotelephone system with simultaneous digital message transmission\nduplex exchange of voice information\nduplex exchange of data messages of any length\nsimplex exchange of voice information between mobiles in the same radio section\nspeech-data time-division multiplexing (mobile to lineside):\n260 msec data transmission\n780 msec compressed speech\nHDLC frame structure according to ISO for data transmission (lineside to mobile)\n1 200 bit/sec\nFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz\nResponsible Member State: France\nIntroduction to United Kingdom systems\nThe 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:\nwest coast main line (London-Glasgow)\neast coast main line (London-Edinburgh)\nGreat Western main line (London-Bristol/South Wales)\nThe 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.\nOn 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.\nBR 1845 issues G and H (lineside)\nBR 1661 issue A (train-borne)\ncommonly called Cab secure radio\nDescription\nThis ground/train radio follows the technical regulations described in railtrack specifications (BR specification 1845 issues G and H and in BR 1661 issue A).\nThe Cab secure radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.\nRadio systems following this basic subset allow for duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission.\nMain characteristics\nFrequencies:\ntrain to ground:\n448,34375..448,48125 MHz. (Note: There are additional channels for which the information is to be obtained.)\nground to train:\n454,84375 MHz..454,98125 MHz.\nfrequency spacing 12,5 kHz\nduplex frequency couples 6,5 MHz apart\nagreement on frequencies used bilateral or multilateral\nSensitivity:\n1 μV at > 20 dB signal to noise ratio (mobile)\n< 2 μV (lineside)\nRadiating power:\n10 W mobile\n10 W lineside\nAntenna characteristics:\nλ/4 omnidirectional (mobile)\n4 m above rail (mobile)\nomnidirectional or directional (lineside)\nin tunnels leaky cables or very directional aerials (lineside)\nterminating resistor 50 Ohms\nPolarisation:\nvertical\nin tunnels, horizontal\nFrequency deviation:\n300 Hz for CTCSS tones\n1,5 kHz for data transmission\n1,75 kHz for emergency tone\n< 2,5 kHz for voice\nModes of operation:\nmode 1, duplex mode\nSwitchover of channels onboard:\nmanually by input of channel number\nautomatic, depending on message sent from control centre\nOperating tones:\nCTCSS: X, Y, Z, 203,5 Hz\nemergency call: 1 520 Hz\nTelegram structure:\nsynchronisation header: 00100011 11101011\ninformation elements\nsignalling telegrams (three bytes)\nmessage type (system free, system busy, general call, emergency acknowledgement, etc.)\narea code\nchannel number\ndata telegrams (eight bytes)\nmessage type (system free, system busy, general call, emergency acknowledgement, etc.)\narea Code\nchannel number plus train number in five decimal character or four-alphanumeric character BCD-coded format, or signal number (three bytes).\nTrain Stock number (6 digits) (three bytes)\n7-bit redundancy code, polynomial: 110011011 (H = 4)\nTelegram transmission:\n1 200 bit's\nFFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz\nMessages (coding given in hexadecimal representation)\nlineside to train:\n— test\n00\n— speech\n02\n— announcement by loudspeaker\n04\n— wait at signal\n06\n— emergency stop\n0A\n— change area, system free\n0C\n— change area, system busy\n0E\ntrain to lineside:\n— test\n80\n— communication desired\n82\n— set up signal number\n84\n— emergency answer\n86\n— busy\n88\n— cancel call\n90\n— DSD alarm\n96\nResponsible Member State: United Kingdom\nBR 1609 issue 2\nCommonly called national radio network (NRN)\nDescription\nThis ground/train radio follows the technical regulations described in Railtrack specification BR 1609, issue 2, August 1987.\nThe national radio network is an analogue radio which consists of lineside and mobile (train-borne) equipment.\nRadio 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.\nMain characteristics\nFrequencies: sub-band 2 of the 174 MHz to 225 MHz band\n196,85 to 198,3 MHz train to ground\n204,85 to 206,3 MHz ground to train\nfrequency spacing 12,5 kHz\nduplex frequency couples 8,0 MHz apart\nnot all the frequencies within the bands indicated are used\nSensitivity:\n< 0,6 μV at 12 dB signal-to-noise ratio (mobile)\n< 0,3 μV at 12 dB signal-to-noise ratio (lineside)\nRadiating power:\n> 25 W mobile\n> 25 W lineside\nAntenna characteristics:\nλ/4 omnidirectional (mobile)\n4 m above rail (mobile)\nomnidirectional or directional (lineside)\nterminating resistor 50 Ohms\nno coverage in tunnels\nPolarisation:\nvertical\nModes of operation:\nduplex mode (fixed to fixed)\nsimplex mode (fixed to mobile)\nSwitchover of channels on-board\nmanual 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\nautomatic change to voice channel following a message sent from control centre\nAudio frequency range:\n300 Hz ... 2 500 Hz for speech\nFrequency deviation:\n< 2,5 kHz\nMessage transmission:\n1 200 bits/sec\nFFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz\nMessage structure:\ndata modulation for all RF signalling shall conform to MPT1323 section 6, with message formats generally as defined in MPT1327\nMessage types from a train:\ncomplete number required. It will contain the identity of the radio. It is sent once after receipt of a ‘channel free’ telegram\nclear-down\nPTT telegram which is sent each time the transmitter is keyed. It gives the identity of the radio\nauto-reply telegram when the radio is selectively called. It contains the identity of the radio\nemergency call: It contains the identity of the radio. It does not require receipt of a free telegram\npriority call\nMessage types to a train:\nselective calling telegram: this initiates an auto-reply telegram\nchannel free telegram\ngo to channel telegram: this directs the radio to a particular channel, opens the loudspeaker and sounds an alert tone\nclear-down telegram: this clears the call, closes the loudspeaker and returns the radio to the call set-up channel\ncall fail telegram: this is the same as clear-down but also indicates call failure to the user\ngeneral call telegram: this is a special version of the ‘go to channel instruction’\nResponsible Member State: United Kingdom\nFS ETACS and GSM\nDescription\nThe 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:\naddressing of train and station calls through functional numbers in place of the terminal number\nclosed group features with specific barring conditions\nconfiguration and handling of specialised databases directly by FS people to characterise access rights to services for each kind of users, and so on.\nThanks 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.\nThe 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.\nResponsible Member State: Italy\nUIC Radio Chapter 1—4 (TTT radio system installed at Cascais line)\nDescription\nThis 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.\nThe UIC radio is an analogue radio, which consists of lineside and mobile (train-borne) equipment.\nRadio 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:\nMain characteristics\nFrequencies:\nTrain to ground:\n457,700 MHz..457,800 MHz.\nGround to train:\nBand A: 467,625 MHz. 467,875 MHz\nFrequency spacing 12,5 kHz\nDuplex frequency couples 10 MHz apart\nGrouping of four channels, preferred 62, 63, 73 and 75 for international traffic\nSensitivity:\n> 1 mV at > 20 dB signal-to-noise ratio (mobile)\n> 2 mV (lineside)\nRadiating power:\n6 W mobile\n6 W lineside\nAntenna characteristics:\nλ/4 omnidirectional (mobile)\n4 m above rail (mobile)\nomnidirectional or directional (lineside)\nin tunnels leaky cables or helical antennas (lineside)\nterminating resistor 50 Ohms\nPolarisation:\nvertical\nin tunnels, any polarisation\nFrequency deviation:\n0,9 *0,05 kHz for operating tone\n< 2,3 kHz for voice\nModes of operation:\nmode 1, half-duplex mode\nmode 1, simplex mode\nSwitchover of channels on board:\nmanually by input of group number\nautomatic inside the group, depending on receiver voltage\nOperating tones:\n— channel free:\n2 280 Hz\n— listening:\n1 960 Hz\n— pilot:\n2 800 Hz\n— warning:\n1 520 Hz\nResponsible Member State: Portugal\nTTT Radio System CP_N\nDescription\nThis TTT radio system is a tailored one, designed for voice and data communications and according CP requirements.\nThe CP_N radio is an analogue radio, which consists of lineside and mobile (train-borne) equipment.\nRadio system use digital selective call (according MPT 1 327 — 1 200 bit/s FFSK) and 50 baud subaudio FSK for base station signalling.\nThe radio allows simplex and half-duplex voice communication and half-duplex for selective calls and for data transmission.\nMain characteristics\nFrequencies:\ntrain to ground:\n457,700 MHz..457,800 MHz.\nground to train:\nBand A: 467,625 MHz. 467,875 MHz\nfrequency spacing 12,5 kHz\nduplex frequency couples 10 MHz apart\ngrouping of four channels, preferred 62, 63, 73 and 75 for international traffic\nSensitivity:\n1 mV at > 20 dB signal to noise ratio (mobile)\n2 mV (lineside)\nRadiating power:\n6 W mobile\n6 W lineside\nAntenna characteristics:\nλ/4 omnidirectional (mobile)\n4 m above rail (mobile)\nomnidirectional or directional (lineside)\nin tunnels leaky cables or helical antennas (lineside)\nterminating resistor 50 Ohms\nPolarisation:\nvertical\nin tunnels, any polarisation\nRF Modulation:\nradiomodem 1 200 b/s, FM\nradiomodem (Tx only) 50 baud subaudio, FM\nvoice in PM\nFrequency deviation:\n1,75 kHz for FFSK (1 200 bit/s)\n0,3 kHz for FSK (50 baud)\n< 2,3 kHz for voice\nModes of operation:\nmode 1, half-duplex mode\nmode 1, simplex mode\nSwitchover of channels onboard\nmanually by input of group number\nautomatic inside the group, depending on receiver voltage\nTelegram structure:\naccording MPT 1327\nTelegram transmission:\n1 200 bits/sec\nFFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz\nResponsible Member State: Portugal",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [
    {
      "type": "F",
      "label": "F1",
      "text": "Substituted by Commission Decision of 23 July 2012 amending Decisions 2002/731/EC, 2002/732/EC, 2002/733/EC, 2002/735/EC and 2006/66/EC and repealing Decision 2002/730/EC concerning technical specifications for interoperability (notified under document C(2012) 4982) (Text with EEA relevance) (2012/462/EU)."
    }
  ],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eudn/2002/731/annex/annex/B",
    "retrieved_at": "2026-11-01T15:18:30.359571+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}