{
  "url": "https://openlegislation.uk/eu-decision-2006-860/annex/annex-B",
  "json_url": "https://openlegislation.uk/eu-decision-2006-860/annex/annex-B.json",
  "legislation": "eudn/2006/860",
  "legislation_title": "Commission Decision of 7 November 2006 concerning a technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European high speed rail system and modifying Annex A to Decision 2006/679/EC concerning the technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European conventional rail system (notified under document number C(2006) 5211) (Text with EEA relevance) (2006/860/EC)",
  "legislation_url": "https://openlegislation.uk/eu-decision-2006-860",
  "path": "annex/annex/B",
  "kind": "appendix",
  "number": "ANNEX B",
  "heading": "CLASS B",
  "text": "USE OF ANNEX B\nThis Annex presents the train protection, control and warning systems and radio systems that pre-date the introduction of the Class A train control systems and radio systems and that are authorised for use on the European high speed and conventional network up to speed limits defined by the appropriate 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 migration 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 co-operation with the respective system supplier in accordance with both Control-Command TSIs for the trans-European high-speed and conventional rail systems.\nVehicles are not required to conform to all of the class B system specifications, but rather to conform to the requirements of the Member States in which they will operate. An approval for each country of operation, issued on the basis of the relevant national approval procedures will be required.\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 railway undertaking the advice necessary to obtain a safe installation compatible with the requirements of both TSIs 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.\nAnnex B Part 1: Class B Signalling Systems\nFor information only, systems not used in Member States:\nALSN\nAutomatic locomotive signalling of continues operation\nАвтоматическая Локомотивная Сигнализация Непрерывного действия (original Russian name),\nDescription:\nALSN is a system of in-cab signalling and train auto-stop equipment. It is installed on major lines of Latvian Railway and neighbouring countries: Lithuania and Estonia. (For information only: it is installed as well as on railways of Russian Federation and Belarus).\nThe system consists of coded track circuits (TC) and on-board equipment.\nThe track circuits are of rather conventional design with receivers based on relay technique.\nOpen lines are equipped with:\ncoded TC's of alternating current (AC) with frequency of 50, 75 or 25 Hz; or\ncontinuous TC's, which ensure switching-on coding mode towards an approaching train depending on the train direction:\nTC's with frequency of 50, 75 or 25 Hz of AC for continuous mode and with frequency of 50, 75 or 25 Hz for coding mode;\nDC TC's.\nStations are equipped with:\ncontinuous TC's which ensure switching-on coding mode towards an approaching train depending on the train direction:\nTC's with frequency of 50, 75, 25 Hz or audio-frequency of AC for continuous mode and with frequency of 50, 75 and 25 Hz for coding mode; or\nDC TC's.\nThe on-board equipment consists of an electronic amplifier; a relay-based decoder; an electro-pneumatic valve for switching on/off braking system; a light signal, representing aspects of field-side signals, and a vigilance handle for confirmation of received information by a driver.\nThe system is safety-related, not fail-safe since it is a supplement to field-side signals, but safe enough to supervise the driver.\nThe data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.\nThe system is intended to operate with train movement speed up to 160 km/h.\nMain Characteristics:\nData transmission to train:\n50, 25 or 75 Hz Carrier frequency\nNumerical code\nMinimal coding current in rails for ALSN operation is 1,2 A\n4 on-board signal aspects (3 codes and code absence)\nInformation available on-board (outside the ALSN): actual speed, length of passed route.\nDisplay to driver:\nAspect of on-board signal, corresponding to receive code\nSound announcement in case of code change to more restrictive one\nSupervision:\nAcknowledgement of a more restrictive by driver within 15 seconds\nContinuous speed supervision after passing the STOP field-side signal.\nAcknowledgement of code absence each 40 — 90 seconds.\nReaction:\nThe emergency brake is called in the case of:\nPassing the field-side signal with STOP aspect,\nOver-speed the value, allowed for actual signal aspect,\nWarning (sound announcement) is not acknowledged by the driver.\nResponsible Member States: Latvia, Estonia, Lithuania.\nASFA\nDescription:\nASFA is a cab signalling and ATP system installed on most lines of RENFE (1 668 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 track-side is tuned to a frequency representing the signal aspect. The magnetically coupled on-board PLL is locked to the track-side 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 track-side and on-board units are of conventional design.\nMain Characteristics:\n9 frequencies\nRange: 55 kHz to 115 kHz\n3 different train categories can be selected on-board\nSupervision:\nAcknowledgement of restrictive signal by driver within 3 seconds.\nContinuous speed supervision (160 km/hr or 180 km/hr) after passing restrictive signal.\nSpeed check (60 km/hr, 50 km/hr or 35 km/hr 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 pickup antennae above the rails.\nMain Characteristics:\nData transmission to trains:\n75 Hz Carrier frequency\nAM modulated speed codes\n6 speed codes (40, 60,80,130,140) km/hr\n1 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: The emergency brake is called in the case of overspeed and the driver does not react to an acoustic warning.\nResponsible Member State: Netherlands\nDescription of ATB New Generation:\nATC System partially installed on lines of NS.\nThe system consists of track-side 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 track-side 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: Netherlands\nATP-VR/RHK — AUTOMATIC TRAIN PROTECTION (ATP), JUNAKULUNVALVONTA (JKV)\nCommonly called ‘Junakulunvalvonta (JKV)’ (Finnish meaning Automatic train protection (ATP)).\nDescription:\nATP-VR/RHK system in Finland is a fail safe standard ATP system, which is based either on technology of Ebicab 900 with JGA balises or on technology of ATSS with Mini-transponder balises. The system consists of track-side balises and signal encoders or computers, and on-board computerised equipment.\nThe data transmission is between passive track side balises (2 per balise point) and on-board antenna underneath 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\n180 useful for total 256 bits\nLinking:\nAll permanent balises are linked\nTemporary balises may not be linked\nTrain characteristics are input by the driver:\nMaximum train speed\nTrain braking characteristics\nTrain length\nTrain weight\nPossibility to use higher speeds in curves\nTrain specific properties (e.g. retardation because of heavy axle load)\nSurface conditions\nDisplays to the driver:\nBy speedometer:\npermitted speed\ntarget speed\nBy numeric display:\ndistance to target point\nBy alphanumeric display with audible warning:\nover speed –alarm\nbrake –alarm\nbrake more -alarm\nATP breaking\nbrake release permitted\npassing signal with stop –aspect\nnext signal ‘expect danger’ and supervision speed to the signal\ntarget point beyond 2-3 blocks\nswitch as target point\nspeed restriction as target point\nreserved track\nfaults in way side or vehicle equipment\ncan be checked from system: e. g. retardation, brake-pipe pressure, speed, information received from last balises\nSupervisions:\nGeneral: All information about signals, switches and speed limitations is transferred to 2 400 or 3 600 m (depends on maximum line speed) distance from target point. System calculates brake curves to every target point and indicates the most restrictive information to driver:\nMaximum line speed or maximum train speed\n‘Expect danger’ beyond 2-3 blocks\nSupervision speed at signal with stop aspect\nSpeed restriction\nSpeed restriction in curves for traditional train and train with tilting body\nTrain specific restrictions\nSpeed restrictions in switches\nSpeed after switch\nAuthorised passing of signal at stop, 50 km/h supervised until next main signal\nSpeed after balise fault\nOther functions:\nShunting\nRoll away protection\nSlip compensation\nReaction:\nSupervision of speed limit: audible warning at 3 km/h over-speed (higher speeds: at 5 km/h over-speed), service brake 5 km/h after warning.\nSupervision of target point: System calculates brake curves which functions are audible prompt to apply brake, continuous audible prompt to apply more brake and service brake by system. Driver can release the service brake when speed is within limits. System will brake sufficiently regardless of driver action.\nEmergency brake applied by system if permitted speed exceeded by 15 km/h, by passing emergency brake curve or service brake is out of order. Emergency brake can be released after train has stopped.\nResponsible Member State: Finland\nBACC\nDescription:\nBACC is installed on all lines exceeding 200 km/hr 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 pickup antennae above the rails.\nMain Characteristics:\nData transmission to trains:\n50 Hz carrier frequency\nAM modulated speed codes\n5 speed codes\n178 Hz carrier frequency\nAM modulated speed codes\n4 additional speed codes\nTwo possible train categories on board (Speed code from wayside)\nDisplay to driver:\nSpeed corresponding to speed code\nSignal aspect (1 out of 10)\nSupervision:\nSpeed (continuous)\nStopping point\nReaction: Emergency brake in case of overspeed\nResponsible Member State: Italy\nCAWS AND ATP\n(installed on Iarnród Éireann)\nThe system consists of coded track circuits and on-board equipment. Transmission of code is via pick up coils mounted on front of train over each rail.\nCoded track circuits are installed on all high density Dublin Suburban routes and on Intercity routes to Cork, Limerick, Athlone and as far as border with UK towards Belfast.\nThe diesel powered fleet is fitted with Continuous Automatic Warning System equipment. Included are trains from UK operating into Republic of Ireland on a daily basis. This translates the received coded signal into a signal colour indication which is displayed to the driver.\nThe electric powered fleet is fitted with Automatic Train Protection equipment. This translates the received coded signal into a maximum speed which is displayed to the driver. The electric fleet operates only in Dublin Suburban Electrified Area.\nMain Characteristics: (Dublin Suburban Electrified Area)\n83 1/3 Hz carrier frequency.\npulsed square wave codes 50, 75, 120, 180, 270 and 420 CPM. Translated by ATP as 29 kph, 30 kph, 50kph, 50kph, 75kph, 100kph. Translated by CAWS as Yellow, Green, Yellow, Green, Double Yellow, Green.\nPermitted speeds are also based on signal aspect being displayed. Speeds limit is reduced to zero in steps approaching a red signal.\nMain Characteristics: (Outside Dublin Suburban Electrified Area)\n50 Hz carrier frequency\n3 pulsed square wave codes 50, 120 and 180 CPM. Translated by CAWS as Yellow, Double Yellow, Green.\nAutomatic Train Protection.\nDisplay to driver:\nCurrent permitted speed. Continuously updated to reflect changes in signal aspects ahead.\nContinuous audible tone to indicated overspeed.\nMomentary tone to indicate increase in permitted speed.\nIntermittent tone to indicate Running Release selected\nTest function when stationary.\nCharacteristics input by driver:\nRunning Release to permit movement in sidings and up to Red signals.\nSupervision:\nContinuous speed monitoring.\nReaction:\nIf the permitted speed is exceeded or a lower speed code is received, a service brake application occurs until the permitted speed is achieved and the driver has acknowledged the overspeed by moving the power controller into coast or brake. Failure to do so maintains the brake application.\nContinuous Automatic Warning System.\nDisplay to driver:\nAspect in lineside signal last passed until about 350 meters from signal ahead then aspect of signal ahead. Continuously updated to reflect changes in signal aspects ahead.\nContinuous audible tone to indicate more restrictive aspect indication received until acknowledged.\nMomentary audible ‘warble’ to indicate less restrictive aspect received.\nTest function when stationary.\nCarrier selected.\nCharacteristics input by driver:\nCarrier frequency.\nDisable red aspect display when outside coded track circuit areas.\nSupervision:\nAcknowledgement of change to more restrictive aspect. Once acknowledged no supervision of train until another change to more restrictive aspect.\nReaction:\nThe driver must acknowledge a change to a more restrictive signal aspect within seven seconds otherwise an emergency brake application occurs for one minute. This is not recoverable until the time has expired. Train should be at a stand within one minute.\nResponsible Member State: Republic Of Ireland.\nCROCODILE\nDescription:\nCrocodile is installed on all major lines of RFF, SNCB and CFL. On all lines under consideration for Interoperability Crocodile is found.\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 track-side 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 track side balises (2 to 5 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 over-speeding 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, 5 blocks may be supervised\nSpeed restrictions beyond first signal.\nTime to service brake intervention, 3 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 over-speeding 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 land slide 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 (2 to 4 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 in 140-300)\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 over-speeding 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 land slide 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\nEVM\nDescription:\nEVM is installed on all main lines on the network of Hungarian State Railways (MÁV). These lines are under consideration for interoperability. The major part of locomotive fleet is equipped.\nThe track-side 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 pickup antennae above the rails.\nMain characteristics:\nData transmission track to trains:\n75 Hz carrier frequency\nAmplitude modulated codes (100 %)\n7 codes (6 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 or\nin case 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 Member State: Hungary\nGW ATP SCHEME\nDescription:\nThe GW ATP is an Automatic Train Protection (ATP) system used in the UK on the Great Western (GW) lines between London (Paddington), Bristol Temple Meads, Bristol Parkway and Newbury. The system is based on similar hardware to the TBL system used in Belgium, although there are some differences both technically and in operation.\nThe system is only relevant for trains which run with a speed higher than 160 km/h.\nThe system provides the following core functions:\nFull automatic train protection where the train is fitted and operating over fitted infrastructure\nVehicle maximum speed supervision and roll-away protection where the train is fitted and operating over unfitted infrastructure\nData is transmitted from the track-side by beacons located adjacent to signals. Infill loops are provided where necessary to improve operational performance.\nMain characteristics\nData transmission to the trains\n100kHz ± 10kHz (FSK)\n25kbit/sec\n99 useful bits per telegram\nTrain characteristics as input by the driver\nTrain characteristics in terms of e.g. basic braking rates, maximum speed are set by a pre-programmed parameter plug fitted to the train hardware. Variations in train make-up and brake availability can be set by the driver at start-up.\nDriver interface\nVisual indications:\nThe maximum safe speed\nThe target speed\nThe expected status of the next approaching signal\nPresence of Emergency Speed Restrictions\nFault indications\nRoll away\nIntervention activation\nShunting operation mode\nPass stop signal mode\nSignal passed at danger\nSubsidiary signal passed (authorised movement onto an occupied line)\nAudible indications:\nShort advisory tone whenever the displayed information changes\nContinuous warning tone when the safe speed is being exceeded, or an emergency speed restriction has been encountered, or when a signal is passed at danger, or roll away is detected or a system fault is detected\nDriver controls:\nOn button/indicator\nAcknowledge button to regain control following system intervention\nShunting mode activation button\nPass Stop Signal button for passing a signal at danger under authority\nIsolation controls\nSupervision\nThe system supervises train movements using following parameters:\nMaximum safe speed (line speed and permanent speed restrictions)\nTemporary speed restrictions\nStopping point\nDynamic braking profile\nDirection of movement (including roll-away supervision)\nThe system initiates a full service brake application if:\nThe indicated safe maximum speed is exceeded by a set margin and the driver fails to respond to the audible warning\nAn emergency speed restriction is encountered\nA recoverable system fault occurs, e.g. failure to receive data from a track-side beacon when expected\nThe ATP system initiates an emergency brake application if:\nThe train passes a signal at danger (the train is brought to a stand, and the driver can then proceed in partial supervision, but is limited to 20 mph for 3 minutes or until the next beacon is passed)\nRoll away occurs (i.e. a movement of more than 10 metres or at more than 5 mph in a direction not corresponding to the position of the master controller)\nA non-recoverable system failure occurs\nResponsible Member State: United Kingdom\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 track-side and on-board transmit 1 out of 3 information 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:\n3 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 3 supervision categories)\nSupervision:\nHardware version (not for Germany):\n500 Hz: Immediate speed supervision\n1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervi sion 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. All electrified conventional lines are sprinkled with, for speed supervision, protection of dangerous points, and temporary speed restrictions. Implemented as 99 % on conventional lines. Partially installed on high speed lines for spot transmission and for supervision of temporary speed restrictions when speed levels are not provided by the TVM codes.\nThe system consists of track-side 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 track-side balises (2 to 9 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 (e.g. doors, radio channels).\nMoreover, the KVB can be completed by a continuous transmission, to allow in-fill functionality (like Euroloop):\nThe in-fill is realised with a continuous transmission. This is done by a shift frequency modulation (FSK) with two carriers Fp at 20 KHz and 25 KHz (one for each track). The data to transmit are of binary type, in groups of 80 bits (64 are useful). An in-fill message needs three elements of 80 bits, successively transmitted. This is a so-called ‘long’ message.\nThe transmission of a bit set to ‘1’ is made b the emission of the frequency Fp + 692 Hz, the transmission of one bit set to ‘0’ is made by the emission of the frequency Fp — 750 Hz.\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 4x8 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\nIn the last version of the KVB, only are provided indications for approaching a danger signal with a short overlap (000), the ‘b’ and ‘p’ for the preannounce. The speed indications are in no way provided.\nSupervision:\nLine speed, including permanent and temporary speed restrictions\nStopping point\nDynamic brake profile\nSpeed restrictions\nThe KVB controls the shunting and the transitions to some other systems (TVM), takes actions on the radio channels switching, on the opening of the circuit breaker, the lowering of the pantographs, the side selection for doors opening, the selection for the height of the steps, the command of air tightness through tunnels or across areas with chemical risk. Moreover, the KVB can be completed by a continuous transmission to allow infill functions (like Euroloop).\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\nLS\nDescription:\nLS is installed on all main lines on the network of Czech Railways (CD) and Railways of Slovak Republic (ZSR) and on other lines with a speed exceeding 100 km/h. These lines are under consideration for interoperability.\nThe track-side part of the system consists of coded track circuits which operate one carrier frequency. The carrier frequency is coded by 100 % amplitude modulation. Almost 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 pickup antennae above the rails.\nMain characteristics:\nData transmission to trains:\n75 Hz carrier frequency\nAM modulated codes\n4 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 Member States: Czech Republic, Slovak Republic\nLZB\n(Linienförmige Zugbeeinflussung)\nDescription:\nATC system which is installed on all lines in Germany exceeding 160 km/hr, 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 track-side 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 track-side and on-board is via track-side 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 over-speed 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 when 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\nMEMOR II+\nDescription:\nThe ATP system, which is installed on all lines of the Luxembourg railway network, is used for the protection of dangerous points and temporary speed restrictions. The MEMOR II+ is complementary to the Crocodile system.\nThe system is based on one respectively two iron bars in the track, which are physically contacted by brushes installed on board of the trains. The bars carry a tension of +/- 12 to +/- 20V depending on the signal aspect. The system is not considered fail safe, but safe enough to supervise the driver. It acts completely in background mode, that means that it doesn't give any indications to the driver about signal aspects, it only indicates that the train is supervised.\nMain Characteristics:\nTrackside DC powered bars (± 12 to +/- 20 V)\nOn board, no input of train characteristics by the driver, only one predefined speed curve stored on board.\nSupervision:\nIn case of caution signals or signals indicating speed restrictions, one positive trigger starts speed supervision, supervision of time and speed values for a certain distance compared to the stored speed curve.\nIn case of absolute stop signals, two positive triggers within a distance of 11 meters act an emergency brake.\nReaction:\nThe emergency brake is called if supervision is violated (no valid reaction from the driver). The emergency brake can be released after standstill.\nDisplays to the driver:\nState of supervision.\nState of emergency brake.\nOutlook:\nThe Luxembourg railway infrastructure network is being equipped with ECTS level I. The stepwise putting into service of ECTS will replace the MEMOR II and the crocodile system. This requests a transition period to adapt the engine side systems to ETCS. Finally the ECTS level I system will be the only valid system in use on the Luxembourg railway infrastructure network.\nResponsible Member State: Luxembourg.\nRETB\nDescription:\nRadio Electronic Token Block (RETB) is a signalling system used on a small number of lightly used lines in the UK within the scope of the conventional interoperability directive (three lines in Scotland and one in Wales).\nThe system provides the following core functions:\nIssuing of movement authorities from the signalling control centre to trains by means of electronic ‘tokens’, sent by radio to the trainborne equipment\nDisplay of the movement authority to the driver\nSurrendering the movement authority ‘token’ when the train has completed the authorised movement\nThe RETB system is operated in conjunction with procedures for the driver-signaller communications protocol, which are applied when requesting, issuing and surrendering the movement authority ‘tokens’.\nRETB does not include train protection functionality (therefore there is no interface between the train's RETB equipment and the braking system). However, train protection against overruns is provided by standard TPWS equipment, described elsewhere in Annex B. The trainborne TPWS equipment includes AWS functionality (also described in Annex B), which provides audible and visual indications to the driver on the approach to the limit of a movement authority and on the approach to speed restrictions.\nTrainborne equipment\nThe trainborne equipment comprises the radio equipment and the RETB Cab Display Unit (CDU).\nRadio equipment\nThe radio system used for transmission of the movement authority ‘tokens’ is a variant of the NRN system that is used in the UK (described elsewhere in Annex B). The radio equipment is used for both voice and data purposes.\nCab Display Unit (CDU)\nThe CDU comprises\na keyswitch for switching the trainborne equipment into operational mode\na ‘receive’ button for receiving movement authority tokens from the control centre in order that a train movement can be made\nan alphanumeric display, which displays the name of the section of line for which a movement authority token has been issued\na ‘send’ button for returning the movement authority token to the control centre when the train has completed its movement\nThe train must also be fitted with TPWS equipment (also including AWS functionality), for the purposes described above, but there is no interface between the TPWS and RETB equipment on the train.\nResponsible Member State: United Kingdom\nRSDD/SCMT\n(Ripetizione Segnali Discontinua Digitale/Sistema Controllo Marcia del Treno)\nDescription:\nRSDD/SCMT 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 co-ordinated way information coming from the different sources.\nThe system consists of track-side 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 purpose.\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: In normal condition (full supervision) the train controls the following characteristics: Line speed, depending on over-speeding 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 (e.g. fault) 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 line side 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 track-side and on-board is via semi-continuous track-side 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 over-speed can be released when the speed is within limits.\nResponsible Member States: Spain\nSHP\nSamoczynne Hamowanie Pociągu\nDescription:\nAWS system, which is installed in Poland on lines under consideration for Interoperability.\nMagnetically coupled resonant circuits track-side and on-board transmit 1 information to the train. The system is considered fail safe. It is integrated with on-board active vigilance system. The vigilance system is also protecting against uncontrolled vehicle movement (sliding) with speed above 10 % of the vehicle maximal allowed speed. It acts completely in background mode, that means that it does not give the driver any indications about signal aspects, it only indicates that the train is supervised.\nMain Characteristics:\nFrequency\n1 000 Hz\nSupervision:\n1 000 Hz: Acknowledgement of a signal\nResonant circuit location:\n200 m before line signals and station entrance signals\n0 m before (at) station exit signals\nReaction:\nOn-board signal lamp is activated, when train is passing resonant circuit (mounted track-side), requesting driver confirmation. If confirmation is not received within 3 s, an acoustic signal is activated. If confirmation is not received within 2 s after acoustic signal activation, system initiates emergency brake. The emergency brake can be released under special conditions.\nThe active vigilance system is activated when vehicle speed exceeds 10 % of vehicle maximal allowed speed. After 16 s signal lamp is activated and driver confirmation is required with the same timing as in SHP function. Then confirmation is required after each 60 s. The SHP supervision is retriggering 60 s vigilance check period.\nResponsible Member State: Poland\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 track-side 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 track-side 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\n5 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\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 (pre-determined 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 (one or more speed traps).\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 failsafe, 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.\nImmediately 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 8 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 s, 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 a cab signalling control command system. It is especially dedicated to the 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), through the Eurotunnel and on the Channel Tunnel Rail Link in the UK. 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 pickup 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, United Kingdom\nZUB 123\nDescription\nATC system which is installed extensively on lines in Denmark under consideration for Interoperability.\nThe system consists of the following parts:\nTrack-side 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 on-board 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:\n3 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 over-speed can be released when the speed is within a defined value limit.\nResponsible Member State: Denmark\nZUB 121\n(For 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 on-board 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 our 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 trainborne radio unit or the integrated trainborne information system (IBIS) to exchange vehicle data entered by the train driver.\nCharacteristics\n3 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 4-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:\nTrainborne 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: Radio\nThese systems are currently in use in Member States.\nFor information only, systems not used in Member States:\nUIC Radio Chapter 1-4\nDescription:\nThis Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 1.7.84. It is a minimum subset necessary for international railway traffic.\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), but not for selective calls and for data transmission:\nMain Characteristics:\nFrequencies:\nTrain to ground:\n457,45 MHz ..458,45 MHz.\nGround to train:\nBand A: 467,4 MHz ..468,45 MHz.\nBand B: 447,4 MHz ..448,45 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 on-board\nmanually by input of channel number\nautomatic, depending on receiver voltage\nOperating tones:\n—\nChannel free:\n2 280 Hz\n—\nListening:\n1 960 Hz\n—\nPilot:\n2 800 Hz\n—\nWarning:\n1 520 Hz\nResponsible Member States: France, Germany, Hungary, Luxembourg.\nUIC Radio Chapter 1- 4 + 6\nDescription:\nThis Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 1.7.84.\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:\nMain Characteristics:\nFrequencies:\nTrain to ground:\n457,45 MHz ..458,45 MHz.\nGround to train:\nBand A: 467,4 MHz ..468,45 MHz.\nBand B: 447,4 MHz ..448,45 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 on-board\nmanually by input of channel number\nautomatic, depending on receiver voltage\nOperating tones:\n—\nChannel free:\n2 280 Hz\n—\nListening:\n1 960 Hz\n—\nPilot:\n2 800 Hz\n—\nWarning:\n1 520 Hz\nTelegram structure:\nSync. header: 1111 1111 0010\n6 decimal train number BCD coded\n2 positions of information 4 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—\nSpeech\n08\n—\nEmergency stop\n09\n—\nTest\n00\n—\nRun faster\n04\n—\nRun slower\n02\n—\nAnnouncem. by loudspeaker\n0C\n—\nWritten order\n06\n—\nExtension of telegram\n03\nTrain to lineside:\n—\nCommunic. Desired\n08\n—\nAcknowl. of order\n0A\n—\nAdvice\n06\n—\nTest\n00\n—\nTrain staff wish to comm.\n09\n—\nTelephone link desired\n0C\n—\nExtension of telegram\n03\nResponsible Member States: Austria, Belgium, Denmark, Germany, Netherlands, Spain.\nUIC Radio Chapter 1- 4 + 6 (Irish system)\nDescription:\nThis Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 01.07.84.\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:\nMain Characteristics:\nFrequencies:\nTrain to ground:\n461,675 MHz ..461,95 MHz.\nGround to train:\n456,175 MHz ..456,45 MHz.\nFrequency spacing 25 kHz\nDuplex frequency couples 5,5 MHz apart\nGrouping of 4 channels\nSensitivity\n> 1 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, any polarisation\nFrequency deviation:\n< 1,75 kHz for operating tone\n< 2,25 kHz for voice\nModes of operation:\nMode A, duplex mode for voice and data transmission\nMode B, duplex mode for voice only transmission\nMode C, simplex mode for voice only transmission\nSwitchover of channels onboard\nmanually by input of channel number\nautomatic, depending on receiver voltage\nOperating tones:\n—\nLine free tone:\n2 280 Hz\n—\nGeneral Call tone:\n1 960 Hz\n—\nPilot tone:\n2 800 Hz\n—\nEmergency Call tone:\n1 520 Hz\nTelegram structure:\nSync. header: 1111 1111 0010\n6 decimal train number BCD coded\n2 positions of information 4 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\nLineside to train:\nCTC to Driver\nHot Box\nInstruction No.9 (used for remote PA on Class 8100 EMU's)\nStop at Next Signal\nStop at Next Station\nInstruction No.5 (currently unused)\nInstruction No.6 (currently unused)\nInstruction No.7 (currently unused)\nDanger Stop\nTest\nTrain to lineside:\nTest\nDriver\nGuard\nRegulator (PABX)\nObstruction on Line\nAcknowledge\nReady to Start\nBy Pass\nRunning Release\nReserved Message 1\nReserved Message 2\nEmergency Call\nMode B Call\nResponsible Member States: Republic of Ireland, Hungary\nFor information only: the same radio system is used in Norway\nUIC Radio Chapter 1- 4 + 6 + 7\nDescription:\nThis Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 01.07.84. Chapter 7 edition of 01.01.88.\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:\n457,45 MHz ..458,45 MHz.\nGround to train:\nBand A: 467,4 MHz ..468,45 MHz.\nBand B: 447,4 MHz ..448,45 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 on-board\nmanually by input of channel number\nautomatic, depending on receiver voltage\nOperating tones:\n—\nChannel free:\n2 280 Hz\n—\nListening:\n1 960 Hz\n—\nPilot:\n2 800 Hz\n—\nWarning:\n1 520 Hz\nTelegram structure:\nSync. header: 1111 1111 0010\n6 decimal train number BCD coded\n2 positions of information 4 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—\nSpeecha\n08\n—\nEmergency stop\n09\n—\nTest\n00\n—\nRun faster\n04\n—\nRun slower\n02\n—\nAnnouncem. by loudspeaker\n0C\n—\nWritten order\n06\n—\nExtension of telegram\n03\nTrain to lineside:\n—\nCommunic. Desired\n08\n—\nAcknowl. of order\n0A\n—\nAdvice\n06\n—\nTest\n00\n—\nTrain staff wish to comm.\n09\n—\nTelephone link desired\n0C\n—\nExtension 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 UK 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 SouthEast, including the existing Channel Tunnel Route from the coast to London Waterloo, are equipped with the Cab Secure System.\nMainline passenger trains and freight trains are fitted with NRN whilst suburban and some intermediate traffic equipped with CSR. In general trains are only equipped with one form of radio but a few trains that travel in areas of both NRN and CSR is equipped with both forms of radio. This in particular applies to trains which are equipped with CSR but spend parts of their operating cycle outside the CSR infrastructure area.\nBR 1845 Issues G and H (lineside) BR 1661 Issue A (trainborne) Commonly 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:\n300Hz 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 on-board\nmanually by input of channel number\nautomatic, depending on message sent from control centre\nOperating tones:\n—\nCTCSS:\nX, Y, Z, 203,5 Hz\n—\nEmergency call:\n1 520 Hz\nTelegram structure:\nSync. header: 00100011 11101011\nInformation elements\nSignalling telegrams (3 bytes)\nMessage Type (System free, System busy, General Call, Emergency ack., etc)\nArea Code\nChannel number\nData telegrams (8 bytes)\nMessage Type (System free, System busy, General Call, Emergency ack., etc)\nArea Code\nChannel number plus train number in 5 decimal character or 4 Alphanumeric character BCD coded format, or signal number (3 bytes).\nTrain Stock number (6 digits) (3 bytes)\n7 bit redundancy code, polynomial: 110011011 (H=4)\nTelegram transmission:\n1 200 bits/sec\nFFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz\nMessages (coding given in hexadecimal representation)\nLineside to train:\n—\nTest\n00\n—\nSpeech\n02\n—\nAnnouncem. by loudspeaker\n04\n—\nWait at Signal\n06\n—\nEmergency stop\n0A\n—\nChange area, system free\n0C\n—\nChange area, system busy\n0E\nTrain to lineside:\n—\nTest\n80\n—\nCommunic. Desired\n82\n—\nSet up Signal Number\n84\n—\nEmergency Answer\n86\n—\nBusy\n88\n—\nCancel call\n90\n—\nDSD Alarm\n96\nResponsible Member State: United Kingdom\nBR 1609 Issue 2 (Commonly 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 (trainborne) equipment.\nRadio systems following this basic subset allow for duplex voice communication (lineside), simplex voice communication (trainborne), 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 omni-directional (mobile)\n4 m above rail (mobile)\nomni-directional 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 data bases 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 co-operation 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, 3rd edition, 01.07.84. It is a minimum subset necessary for international railway traffic.\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 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:\n457,7 MHz ..457,8 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 4 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—\nChannel free:\n2 280 Hz\n—\nListening:\n1 960 Hz\n—\nPilot:\n2 800 Hz\n—\nWarning:\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 (trainborne) equipment.\nRadio system use digital selective call (according MPT 1327 — 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: 457,7 MHz ..457,8 MHz.\nGround to train: Band A: 467,625 MHz . 467,875 MHz\nFrequency spacing 12,5 kHz\nDuplex frequency couples 10 MHz apart\nGrouping of 4 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 200b/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 on-board\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\nThe PKP Radio System\nDescription:\nRadio system, which is installed in Poland on lines under consideration for Interoperability.\nThe PKP 150MHz band radio is an analogue radio, which consists of track-side, on-board and handheld equipment.\nRadio system allow for simplex voice communication and use of operating signals (tones) for selective calls and generally not for data transmission. The system has an integrated RADIOSTOP function.\nMain Characteristics:\nFrequencies:\nTrain to ground and ground to train:\n150 MHz ... 156 MHz.\nFrequency spacing: 25 kHz (to be changed to 12,5 kHz)\nSensitivity\n> 0,8 μV at > 20 dB signal to noise ratio\nRadiating power:\n6 W (track-side and on-board)\nAntenna characteristics:\nλ/4 omnidirectional (on-board)\nλ/2 omnidirectional (track-side)\nIn tunnels leaky cables (track-side)\nTerminating resistor 50 Ohms\nPolarisation:\nVertical\nIn tunnels, any polarisation\nModes of operation:\nsimplex mode\nSwitchover of channels:\nmanually by input of channel number\nAudio frequency range:\n300 Hz ... 3 000 Hz for voice (to be reduced below 2 700 Hz when introducing 12,5 kHz spacing)\nSelective call operating tones:\nTrains (vehicles), odd number: f1 = 1 160 Hz\nTrains (vehicles), even number: f2 = 1 400 Hz\nTrack-side (permanent operating posts): f3 = 1 670 Hz\nFrequency deviation:\n< 5 kHz for voice\nSelective group call:\nsingle operating tone longer than 1 s\nRADIOSTOP function\ncan be activated by pressing single button (sealed) both track-side and on-board,\ncauses vehicle emergency braking (if activated on-board) and sending continuous sequence of 3 × 100ms f1, f2 and f3 operating tones followed by 500ms space,\ninitiates vehicle emergency braking if the sequence (f1, f2 and f3) is received twice,\nis using valve in brake pneumatic system mounted in a second pneumatic channel (first channel is used by SHP AWS and vigilance system).\nNetwork equipped with automatic recording posts\ndata transmission limited to equipment identification number\nMember State: Poland.\nVR Train Radio\nCommonly called ‘Linjaradio’ (Finnish meaning Line Radio).\nDescription:\nThis Ground-train radio is a tailored VHF radio system and follows the technical regulations in Finnish Railways.\nThe Line radio network is an analogue radio which consists of lineside and mobile (trainborne) equipment.\nRadio systems following this basic subset allow for duplex voice communication (between lineside and train), semi-duplex voice communication (between drivers), and driver calls to controller by selective call tones.\nMain Characteristics:\nFrequencies:\nGrouping of 3 channels (numbers 1-3)\nTrain to ground:\n172,35 MHz ..173,1 MHz\nGround to train:\n167,7 MHz ..168,5 MHz\nFrequency spacing 25 kHz\nDuplex frequency couples 4,5 MHz or 4,65 MHz apart\nSensitivity:\n> 1 μV at > 20 dB signal to noise ratio (mobile)\n> 2 μV (lineside)\nRadiating power:\n15 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, any polarisation\nFrequency deviation:\n< 1,75 kHz for operating tone\n< 3,0 kHz for voice\nModes of operation:\nMode 1, duplex mode (driver-controller)\nMode 2, semi-duplex mode (driver-driver)\nSwitchover of channels on-board\nmanually by input of channel number\nautomatic inside the group, depending on receiver voltage\nOperating tones:\nNone\nSelective call tones:\n2 500 Hz, 2 900 Hz\nResponsible Member State: Finland\nTRS — The Czech Railways Radio System\nDescription:\nRailway Radio communication System TRS is designed for the operational duplex communication between the running engine driver and a dispatcher or a signaller by means of the ribbon network along the track.\nThe system TRS enables duplex communication for conversation, routine information (commands, reports), general call and emergency call transmission and semiduplex communication between drivers by means of the retransmission in the base station reach, namely conversation and emergency call transmission. The system concept enables creating the special outfitting set which can operate in the simplex network on frequencies in band 160 MHz for simplex communication of engine drivers and other subscribers on a beforehand selected channel.\nSelective calling with the train six-digits number shall be transmitted in the direction dispatcher (signaller) to driver, identification (by the train number) shall be transmitted in the direction train — dispatcher (signaller).\nRoutine information (commands and reports) transmission is realised by means of a telegram. System TRS is outfitted with the digital transmission in the coded form of a short telegram FFSK 1 200 bps in both directions. One of commands is assigned to the train remote stop that can be activated by a dispatcher or a signaller and causes vehicle emergency braking (if an adapter to ATP type LS 90 or driver vigilance equipment is present on-board).\nSystem TRS is fully compatible at the control signals level in accordance with mandatory recommendation UIC 751-3. It means it is possible to accomplish the conversation, general calling and emergency call among the TRS and systems manufactured by other producers. Communication is accomplished on four internationally co-ordinated frequencies in the band 450 MHz range A according to UIC.\nMain Characteristics:\nFrequencies:\nOperating mode: Duplex on groups of four frequencies Simplex in band 457,4 — 458,45 MHz\nSensitivity\n150 mV\nRadiating power:\n6 W\nModes of operation:\nMode 1, duplex mode\nMode 2, semiduplex mode\nOperating tones:\n—\nChannel free:\n2 280 Hz\n—\nListening:\n1 960 Hz\n—\nPilot:\n2 800 Hz\n—\nWarning:\n1 520 Hz\nResponsible State: Czech Republic\nThe LDZ Radio System\nDescription:\nThe Train Radio system (TRS) is an analogue simplex voice communication and used for operative train operation. All sections of LDZ network are equipped with this system.\nThe TRS is designed with use of track-side (distributive radio-sets (DRS), and up to 28 local radio-sets (LRS), connected to each other by a two-wires communication channel) and mobile (on-board radio-sets (BRS) and handheld radio-sets (HRS)) equipment.\nSix frequencies in the band of 1 000 — 1 700 Hz are used for selective connection of 28 LRS's.\nMain Characteristics:\nFrequencies:\nTrain to ground and ground to train: 2 130 kHz — basic, 2 150 kHz — subsidiary,\nSensitivity\n≤ 50 μkV at 20 dB signal to noise ratio\nRadiating power:\n≤ 12 W (track-side and on-board)\nAntenna characteristics:\nλ/4 omnidirectional (track-side)\nλ/12 omnidirectional (on-board)\nTerminating resistor 50 or 75 Ohms depending on radio-set type.\nPolarisation:\nVertical\nModes of operation:\nsimplex mode\nSwitchover of channels:\nmanually by mechanical switching\nAudio frequency range:\n300 Hz ... 3 000 Hz for voice, selective calls, operating signals\nSelective call operating tones:\n—\nBRS — LRS:\nf1 = 1 400 Hz\n—\nBRS — DRS\nf2 = 700 Hz\n—\nBRS — HRS (maintenance, movable unit)\nf3 = 2 100 Hz\n—\nBRS — BRS\nf4 = 1 000 Hz\n—\nDRS — BRS\nf4 = 1 000 Hz\n—\nLRS — BRS\nf3 = 1 000 Hz\nTransmission frequency deviation:\n≤ 3 kHz ≥ 1,5 kHz for selective calls\n≤ 3 kHz for voice\nNetwork equipped with automatic recording posts\nLRS antenna types\nГ — mode\nInclined ray\nInductive powering of open-wired power supply lines (not steel wires)\nSpecific handling of high voltage power supply lines (10 kV)\nSpecific wave guide\nBesides the TRS, there is used an intra-station radio-communication system, which includes shunting, maintenance-technological and special communication for emergency conditions. This system is designed based on zone principle and works in the ranges of 150 and 450 MHz in bands about 5 — 10 MHz.\nResponsible Member State: Latvia.\nCH — Greek Railways Radio System\nDescription:\nThis Ground-Train radio system partially follows the technical regulations prescribed in UIC code 751-3, 3rd edition, 01.07.84. It is a minimum subset necessary for national railway traffic. It is an analogue system supporting half-duplex voice communication. Selective calls, operating signals (tones) and data transmission have not been in use.\nMain Characteristics:\nFrequencies\nTrain to ground and ground to train:\n149,87 — 149,97 MHZ and 150,29 — 150,35 MHZ\nFrequency spacing 20 KHZ.\n10 channels have been implemented from the two above bands.\nSensitivity\n>1 μV at > 20 dB signal to noise ratio (trainborne)\n>2 μV (lineside)\nRadiating power:\n10 W (trainborne)\n18 W (lineside)\nAntenna characteristics:\nλ/4 (trainborne)\n3λ/4 (lineside)\nomnidirectional\nno coverage in tunnels\nTerminating resistor 50 Ohms\nPolarisation:\nVertical\nFrequency deviation:\n<2,3 kHz (for voice)\nMode of operation:\nhalf-duplex\nSwitchover of channels on-board:\nmanually by input of channel number\nResponsible Member State: Greek\nUIC Radio Chapter Bulgaria\n(for information only)\nDescription:\nThis Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 01.07.84. It is a minimum subset necessary for international railway traffic.\nThe UIC radio is an analogue radio, which consists of line-side 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:\n457,45 MHz ..458,45 MHz.\nGround to train:\nBand A: 467,4 MHz ..468,45 MHz\nFrequency spacing 25 kHz\nDuplex frequency couples 10 MHz apart\nGrouping of 4 channels, preferred 62 ... 65 for international traffic\nSensitivity\n> 2 μV (mobile)\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\nModes of operation:\nMode 1, duplex mode\nMode 2, semiduplex mode\nFrequency deviation:\n1,75 kHz for control signal\n1,75 kHz for voice\n3,5 kHz nominal\nSwitchover of channels onboard\nmanually by input of channel number\nautomatic inside the group\nOperating signals:\n—\nFree channel signal:\n2 280 Hz\n—\nListening signal:\n1 960 Hz\n—\nPilot tone:\n2 800 Hz\n—\nEmergency signal:\n1 520 Hz\n—\nStation master signal:\n1 840 Hz\n—\nTraction unit signal:\n2 984 Hz\n—\nIsland signal:\n1 669 Hz\nTelegram structure:\nTon frequency sequence call\nconsist of 8 tone frequency elements\nwith the following meaning:\n6 elements of 100 ms for train No.\n1 100 ms separating frequency\n1 element 100 ms order or message (from TU)\nand with variable length 400 ms … 1 400 ms order or message (to TU)\nResponsible State: Bulgaria\nEstonian Railways Train Communication Network\nEstonian Railways Train Communication Network has been equipped according to the Ministry of Transport and Communication of Estonia Declaration nr. 39 from 09.07.1999‘Technical regulations for railway operation’.\nRailways train radio communication network consists of two subsystems, namely track-to-train radio communication system and area (or regional) radio communication systems.\nTrack-to-train radio communication system provide voice communication with all types of trains and locomotives on main and branch lines within the country.\nArea radio communication systems provide full radio coverage within operational area of railway stations for station operators and locomotive drivers.\nWith the integrated train radio communication network are covered all the lines and railway station around the country.\nThe main system for track-to-train radio communications Estonian Railways operate with SmarTrunk II decentralised (scan based) digital trunking radio communication system. This modular system contains components like dispatcher's centre equipment, site repeaters, station operator radio terminals, mobile radios on trains and portable radios.\nTrunking system main data:\nVHF 146-174Mhz frequency band\n14 duplex channels\nsemi-duplex operation\nOn railway stations in local area communications Motorola GM350 and GM Pro series base radios operate on VHF simplex chanels.\nMotorola GM350 and GM160 radios on the trains can communicate with different radio infrastructures installed within the country, on main lines and in station areas.\nPersonnel responsible for safe and efficient railway operations have in use Motorola GP and P series portable radios.\nTo control rail traffic for trains coming from neighbour countries Latvia and Russia, Estonian Railways in parallel with the main communication network have still in operation special trans-regional train communication system on simplex channels 2 130 KHz and 2 150 KHz.\nResponsible Member State: Estonia\nLithuanian Railways Train radio System\nDescription:\nThe Train Radio System (TRS) is an analogue simplex voice communication and used for operative train operation. All sections of LG network are equipped with this system.\nThe TRS is designed with use of track-side (distributive radio-sets (DRS)), and up to local radio-sets (LRS), connected to each other by a two-wires communication channel) and mobile (on-board radio-sets (BRS)) equipment.\nSix frequencies in the band of 1 000 — 1 700 Hz are used for selective connection of LRS's.\nMain Characteristics:\nFrequencies:\nTrain to ground and ground to train:\n2 130 kHz — basic,\n2 150 kHz — subsidiary,\nSensitivity\n≤ 50 μkV at 20 dB signal to noise ratio\nRadiating power:\n≤ 12 W (track-side and on-board)\nAntenna characteristics:\nλ/4 omnidirectional (track-side)\nλ/12 omnidirectional (on-board)\nTerminating resistor 50 or 75 Ohms depending on radio-set type.\nPolarisation:\nVertical\nModes of operation:\nsimplex mode\nSwitchover of channels:\nmanually by mechanical switching\nAudio frequency range:\n300 Hz ... 3 000 Hz for voice, selective calls, operating signals\nSelective call operating tones:\n—\nBRS — LRS\nf1 = 1 400 Hz\n—\nBRS — DRS\nf2 = 700 Hz\n—\nBRS — BRS\nf4 = 1 000 Hz\n—\nDRS — BRS\nf4 = 1 000 Hz\n—\nLRS — BRS\nf3 = 1 000 Hz\nTransmission frequency deviation:\n≥1,5 kHz ≤ 3 kHz for selective calls\n≤ 3 kHz for voice\nNetwork equipped with automatic recording posts\nLRS antenna types\nГ — mode\nT — mode\nInclined ray\nInductive powering of open-wired power supply lines (not steel wires)\nSpecific handling of high voltage power supply lines (10 kV)\nSpecific wave guide\nShunting Radio Communication System\nDescription:\nFor shunting in bigger railway stations is used the simplex analogical radio communication system for voice transmission of 150 MHz diapason. Radio stations of this system are used only in local radio networks, which are not interconnected. The system allows the radio communication by open channel between stationary (traffic order operators), mobile (shunting locomotives) and portable (shunting crew) objects.\nMain Characteristics:\nFrequencies:\n150,375 — 155,8 MHZ and 150,29 — 150,35 MHz\nFrequency spacing 25 KHz.\nSensitivity\n> 1 μkV at 20 dB signal to noise ratio\nRadiating power:\n≤ 25 W (track-side)\n≤ 12 W (on-board)\n≤5 W (handheld)\nPolarisation:\nVertical\nModes of operation:\nsimplex mode\nSwitchover of channels:\nmanually by mechanical switching\nTransmission frequency deviation:\n≤ 3 kHz\nResponsible Member State: Lithuania.\nPart 3: Transition Matrix between Class A and B systems (signalling)\nPURPOSE OF THE MATRIX\nThis MATRIX is to provide a text concerning the scope of the transitions relevant for interoperability on the European high-speed and conventional rail networks.\nINTRODUCTION\nThe following matrix gives an overview of the possible transitions between different Class B-systems as defined in this Annex and between Class A and Class B systems.\nThe matrix does not mandate any technical solutions for either the ERTMS/ETCS-system or the concerned STMs defined in this Annex. Those are documented either in the technical specifications of the Control-Command Subsystem (referenced in chapter 5 of both Control-Command TSIs for the trans-European high-speed and conventional rail systems) or in the relevant national documentation of the Class B-systems or the STMs, respectively. It is important to note that the matrix does not define any additional technical requirements for either the ERTMS/ETCS system or the STMs. The matrix provides information only about transitions that could occur on the high-speed and conventional rail networks.\nThe matrix can serve as a tool to assist with technical and economical decisions in the implementation of the directives 96/48/EC and 2001/16/EC.\nAs far as transitions between two Class-B systems are concerned, the requirement for interoperability is that the technical solution for the transition is not in contradiction with the TSIs and, in particular, it is in line with the referenced documentation concerning the ERTMS/ETCS system. It must be stated, that the actual Class 1 specification only supports STM transitions (see SRS section 5.10 especially 5.10.3.11 and section 7.4.2.9). The operational regulation regarding transition between two Class B systems is regarded as national issue.\nTRANSITION MATRIX\nHow to read the matrix\nThe diagonal of the matrix lists the Class A and all Class B systems relevant for the High-speed and Conventional Trans European Rail Networks.\nEach field of the matrix is filled, either by a number (indicate that a transition is permissible between the systems in the column/row in which the field occurs) or by grey colour, to indicate that no transition exists, nor is any foreseen.\nThe number indicates the countries responsible for the specification of the transition and the associated procedures.\nThe transitions between the Class A and Class B systems (first column) shall be performed as described in the document SUBSET 035.\nExample:\nSystem Transitions\nWhere a transition is performed by ETCS STM, the terms defined in the document SUBSET-035 should be used.\nSystem transitions (Class A and B)\nThe matrix identifies the required operational transitions. An operational transition is one in which one system takes over the responsibility for train supervision from another system. At such a transition the driver usually experiences one ore more of the following:\nA change in the way the train movement is supervised\nA change in how the driver interacts with the system\nMember States responsible for transition.\n1 Netherlands, Belgium\n2 Italy, France\n3 Spain, Portugal\n4 Netherlands, Germany\n5 Italy, Austria\n6 France, Belgium, Luxembourg, Germany\n7 Italy, France\n8 France, Belgium, Luxembourg\n9 France Germany\n10 Spain\n11 Germany, Austria\n12 Italy\n13 Italy, France\n14 Austria, Italy\n15 France, Italy\n16 Spain\n17 Spain\n18 Netherlands, Belgium\n19 Belgium\n20 Belgium, Germany\n21 France, Belgium\n22 France\n23 France\n24 Belgium, France\n25 France, United Kingdom (transition occurs at UK end of Channel Tunnel)\n26 France\n27 France\n28 France\n29 Denmark, Sweden\n30 Germany, Denmark\n31 Austria, Hungary\n32 Austria, Czech Republic, Germany, Slovak Republic\n33 Hungary, Slovak Republic, Czech Republic\n34 France, Switzerland\n35 Germany, Switzerland\n36 France, Switzerland\n37 United Kingdom\n38 United Kingdom (only for trains with Vmax > 160km/h)\n39 Germany, Poland\n40 Poland. Czech Republic, Slovak Republic\n41 Republic of Ireland, United Kingdom\n42 Lithuania, Poland (between ALSN and SHP)\nPart 4: Electromagnetic characteristic of train detection systems used in member states:\nThe electromagnetic characteristics of train detection systems used in member states are listed here including the test specification.\nOpen point-",
  "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 2006/679/EC and 2006/860/EC concerning technical specifications for interoperability (notified under document C(2012) 4984) (Text with EEA relevance) (2012/463/EU)."
    },
    {
      "type": "footnote",
      "label": "f1",
      "text": "In Estonia only 50 Hz is used"
    }
  ],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eudn/2006/860/annex/annex/B",
    "retrieved_at": "2026-11-01T15:17:24.266188+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."
}