# 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), Appendix ANNEX B: CLASS B

Extent: E+W+S+N.I.

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.
Railway 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.
PART 1:
SIGNALLING
INDEX:
0.. Use of Annex B
1.. ASFA
2.. ATB
3.. BACC
4.. Crocodile
5.. Ebicab
6.. Indusi/PZB
7.. KVB
8.. LZB
9.. RSDD
10.. SELCAB
11.. TBL
12.. TPWS
13.. TVM
14.. ZUB 123
For information only, systems not used in Member States:
15.. EVM
16.. LS
17.. ZUB 121
Remarks:
The selection of systems is based on the list elaborated in the EU research project EURET 1.2.
System 9 (RSDD) was accepted as an additional system in the TSI meeting on 26 February 1998 in Paris.
System 12 (TPWS) was accepted at the 26th AEIF Board meeting. TPWS on-board equipment includes the AWS functions.
System 15 (EVM) is for information only, as Hungary is not a Member State.
System 16 (LS) is for information only, as the Czech Republic and the Slovak Republic are not Member States.
System 17 (ZUB 121) is for information only, as Switzerland is not a Member State.
It is accepted that systems 14 and 17 (ZUB 123 and ZUB 121) are not compatible for mechanical reasons and therefore have individual descriptions.
ASFA
Description:
ASFA is a cab-signalling and ATP system installed on most lines of RENFE (1 676 mm), on metre gauge lines of FEVE, and on the new European gauge NAFA line.
ASFA is found on all lines being considered for interoperability.
Track-to-train communication is based on magnetically coupled resonant circuits in such a way that nine different data can be transmitted. A resonant circuit 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.
Main characteristics
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
ATB exists in two basic versions: ATB first generation and ATB new generation.
Description of ATB First Generation:
ATB first generation is installed on the vast majority of lines of NS.
The system consists of coded track circuits of rather conventional design and a computerised (ACEC) or conventional electronic (GRS) on-board equipment.
The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pick-up antennae above the rails.
Main characteristics
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
Description of ATB new generation:
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.
Main characteristics
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
Description:
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.
Main characteristics
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
Description:
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.
Main characteristics
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
Ebicab exists in two versions: Ebicab 700 and Ebicab 900.
Description of Ebicab 700:
Fail-safe standard ATP system in Sweden, Norway, Portugal and Bulgaria. Identical software in Sweden and Norway enables cross-border trains without changing drivers or locomotives despite different signal systems and rules; different software in Portugal and Bulgaria.
The system consists of track side, balises and signal encoders or serial communication with electronic interlocking, and on-board computerised equipment.
The data transmission is between passive 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.
Main characteristics
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
Description of Ebicab 900:
The system consists of track-side, balises and signal encoders or serial communication with electronic interlocking, and on-board computerised equipment.
The data transmission is between passive track side balises (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.
Main characteristics
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
Indusi/PZB
(Induktive Zugsicherung/Punktförmige Zugbeeinflussung)
Description
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.
Main characteristics
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
KVB
Description:
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.).
Characteristics
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
LZB
(Linienförmige Zugbeeinflussung)
Description
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.
Main characteristics
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
(Ripetizione Segnali Discontinua Digitale)
Description
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
SELCAB
Description
ATC system which is installed on the high speed line Madrid-Seville as an extension of LZB in station areas. The on-board equipment LZB 80 (Spain) can also process SELCAB information.
The data transmission between trackside and on-board is via semi-continuous trackside inductive loop and on-board ferrite antennae.
Main characteristics
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 1/2/3
Description
TBL is an ATC system partially installed on lines of NMBS/SNCB (presently: 1 200 beacons and 120 trainborne equipment TBL1, 200 beacons and 300 trainborne equipment TBL2, all lines for speeds higher than 160 km/h equipped with TBL2).
The system consists of a 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.
Main characteristics
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
Description
TPWS is to improve safety, principally at junctions. It includes the functionality of AWS, shown in italics. TPWS applies to all lines considered to be interoperable.
The system assures the following functions.
Warning to the driver at standard braking distance of the following restrictive conditions:
signals not at clear
permanent speed restrictions
temporary speed restrictions
Train protection (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.
Other characteristics:
Sequence of magnetic fields (North Pole, South Pole) to provide details of signal clear or not clear
One of a selection of sinusoidal electromagnetic fields in the region of 60 kHz for the speed trap and train stop functions (up to 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
Description
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.
Main characteristics
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
ZUB 123
Description
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.
Main characteristics
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
(For information only)
Description
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.
Main characteristics
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 vactual < vtarget,
vigilance check every 200 m in case of vactual > vtarget
stop aspect
shunting mode speed limitation
Reaction:
the emergency brake is triggered:
in the case of driver reaction missing
if the speed limit is still exceeded after vigilance signal
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
(For information only)
Description
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.
Main characteristics
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
ZUB 121
For information only
Description
ATC system which is installed extensively in Switzerland on lines by SBB and BLS under consideration for interoperability.
The system consists of the following parts:
line equipment:
determine travel direction to be influenced
a track coupling coil (transponder), which is mounted inside the rails, lying off centre to coupling loop, which is mounted inside the rails, laying off centre. A previous coupling coil determines travel direction to be influenced by the following loop
a signal interface board which scans and derives the information to be transmitted (not fail safe)
on-board equipment:
the 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
Characteristics
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
PART 2:
RADIO
INDEX:
1.. UIC Radio Chapter 1 to 4
2.. UIC Radio Chapter 1 to 4 and 6
3.. UIC Radio Chapter 1 to 4 and 6 and 7
Introduction to UK Systems
4.. BR 1845
5.. BR 1609
6.. FS ETACS and GSM
These systems are currently in use in Member States.
UIC Radio Chapter 1 to 4
Description
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.
Main characteristics
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
UIC Radio Chapter 1 to 4 and 6
Description
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.
Main characteristics
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
UIC Radio Chapter 1 to 4 and 6 and 7
Description
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.
Main characteristics
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
Introduction to United Kingdom systems
The system called NRN (national radio network) is installed over the whole of the UK rail network including the high-speed lines which are the backbone of the UK high-speed network. These consist of:
west coast main line (London-Glasgow)
east coast main line (London-Edinburgh)
Great Western main line (London-Bristol/South Wales)
The system called ‘Cab secure’ is installed in high traffic suburban areas around London, Liverpool and Glasgow, some of which may include lines forming part of the high-speed network. In addition, all main lines in the 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.
BR 1845 issues G and H (lineside)
BR 1661 issue A (train-borne)
commonly called Cab secure radio
Description
This ground/train radio follows the technical regulations described in railtrack specifications (BR specification 1845 issues G and H and in BR 1661 issue A).
The Cab secure radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.
Radio systems following this basic subset allow for duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission.
Main characteristics
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
BR 1609 issue 2
Commonly called national radio network (NRN)
Description
This ground/train radio follows the technical regulations described in Railtrack specification BR 1609, issue 2, August 1987.
The national radio network is an analogue radio which consists of lineside and mobile (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.
Main characteristics
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
FS ETACS and GSM
Description
The solution for radio train-to-ground communication working today at FS is primarily based on the use of services supplied by the public operator on the analogue (ETACS) and the digital (GSM) mobile cellular networks in the 900 MHz band. These networks have been implemented with an external subsystem, developed by the operator together with FS in order to manage some special features as requested by FS, related for example to:
addressing of train and station calls through functional numbers in place of the terminal number
closed group features with specific barring conditions
configuration and handling of specialised 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
UIC Radio Chapter 1—4 (TTT radio system installed at Cascais line)
Description
This ground/train radio follows the technical regulations described in UIC code 751-3, 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:
Main characteristics
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:
— channel free:
2 280 Hz
— listening:
1 960 Hz
— pilot:
2 800 Hz
— warning:
1 520 Hz
Responsible Member State: Portugal
TTT Radio System CP_N
Description
This TTT radio system is a tailored one, designed for voice and data communications and according CP requirements.
The CP_N radio is an analogue radio, which consists of lineside and mobile (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.
Main characteristics
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

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Source: https://www.legislation.gov.uk/eudn/2002/731/annex/annex/B (the official version)
Page: https://openlegislation.uk/eu-decision-2002-731/annex/annex-B
Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives.