# 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), Appendix ANNEX B: CLASS B

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

USE OF ANNEX B
This 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.
During 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.
Vehicles 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.
Railway undertakings needing to install one or more of these systems on their trains shall refer to the appropriate Member State.
The Member State shall provide to the railway undertaking the advice necessary to obtain a safe installation compatible with the requirements of both TSIs and Annex C.
The Class B installations shall include the fallback arrangements, as required by Annex C.
For the Class B systems, this Annex provides basic information. For each system listed, the Member State identified shall guarantee that its interoperability is maintained and shall provide the information required for the purposes of its application, in particular the information relevant to its approval.
Annex B Part 1: Class B Signalling Systems
For information only, systems not used in Member States:
ALSN
Automatic locomotive signalling of continues operation
Автоматическая Локомотивная Сигнализация Непрерывного действия (original Russian name),
Description:
ALSN 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).
The system consists of coded track circuits (TC) and on-board equipment.
The track circuits are of rather conventional design with receivers based on relay technique.
Open lines are equipped with:
coded TC's of alternating current (AC) with frequency of 50, 75 or 25 Hz; or
continuous TC's, which ensure switching-on coding mode towards an approaching train depending on the train direction:
TC'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;
DC TC's.
Stations are equipped with:
continuous TC's which ensure switching-on coding mode towards an approaching train depending on the train direction:
TC'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
DC TC's.
The 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.
The system is safety-related, not fail-safe since it is a supplement to field-side signals, but safe enough to supervise the driver.
The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.
The system is intended to operate with train movement speed up to 160 km/h.
Main Characteristics:
Data transmission to train:
50, 25 or 75 Hz Carrier frequency
Numerical code
Minimal coding current in rails for ALSN operation is 1,2 A
4 on-board signal aspects (3 codes and code absence)
Information available on-board (outside the ALSN): actual speed, length of passed route.
Display to driver:
Aspect of on-board signal, corresponding to receive code
Sound announcement in case of code change to more restrictive one
Supervision:
Acknowledgement of a more restrictive by driver within 15 seconds
Continuous speed supervision after passing the STOP field-side signal.
Acknowledgement of code absence each 40 — 90 seconds.
Reaction:
The emergency brake is called in the case of:
Passing the field-side signal with STOP aspect,
Over-speed the value, allowed for actual signal aspect,
Warning (sound announcement) is not acknowledged by the driver.
Responsible Member States: Latvia, Estonia, Lithuania.
ASFA
Description:
ASFA 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.
ASFA is found on all lines being considered for Interoperability.
Track-to-train communication is based on magnetically coupled resonant circuits in such a way that nine different data can be transmitted. A resonant circuit 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.
The track-side and on-board units are of conventional design.
Main Characteristics:
9 frequencies
Range: 55 kHz to 115 kHz
3 different train categories can be selected on-board
Supervision:
Acknowledgement of restrictive signal by driver within 3 seconds.
Continuous speed supervision (160 km/hr or 180 km/hr) after passing restrictive signal.
Speed 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.
Train trip at signal at danger
Line speed.
Reaction:
The emergency brake is called if any supervision is violated. The emergency brake can be released at standstill.
Responsible Member State: Spain
ATB
ATB exists in two basic versions: ATB First Generation and ATB New Generation.
Description of ATB First Generation:
ATB First Generation is installed on the vast majority of lines of NS.
The system consists of coded track circuits of rather conventional design and a computerised (ACEC) or conventional electronic (GRS) on-board equipment.
The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.
Main Characteristics:
Data transmission to trains:
75 Hz Carrier frequency
AM modulated speed codes
6 speed codes (40, 60,80,130,140) km/hr
1 exit code
No train characteristics on board (Speed code from wayside)
Display to driver:
Speed corresponding to speed code
Gong in case of code change
Bell in case the system requests brake application
Supervision:
Speed (continuous)
Reaction: The emergency brake is called in the case of overspeed and the driver does not react to an acoustic warning.
Responsible Member State: Netherlands
Description of ATB New Generation:
ATC System partially installed on lines of NS.
The system consists of track-side balises and on-board equipment. An infill function based on a cable loop is also available.
The data transmission is between the active balise and an antenna on-board. The system is direction sensitive, the balises are mounted between the rails with a small offset from the centre.
ATBNG on-board equipment is fully interoperable with ATB first generation track-side equipment.
Main Characteristics:
Data transmission to trains:
100 kHz +/- 10 kHz (FSK)
25 kbit/sec
119 useful bits per Telegram
Train characteristics as input by the driver
Train length
Maximum train speed
Train braking characteristics
Displays to the driver:
Maximum line speed
Target speed
Target distance
Braking curve
Supervision:
Line speed
Speed restrictions
Stopping point
Dynamic brake profile
Reaction:
Optical pre warning
Acoustic warning
The emergency brake is called in the case of movement supervision is violated or the driver does not react to an acoustic warning.
Responsible Member State: Netherlands
ATP-VR/RHK — AUTOMATIC TRAIN PROTECTION (ATP), JUNAKULUNVALVONTA (JKV)
Commonly called ‘Junakulunvalvonta (JKV)’ (Finnish meaning Automatic train protection (ATP)).
Description:
ATP-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.
The 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.
Main characteristics:
Energising balises:
27,115 MHz
Amplitude modulation for clock pulses
50 kHz pulse frequency
Data transmission to trains:
4,5 MHz
50 kb/s
180 useful for total 256 bits
Linking:
All permanent balises are linked
Temporary balises may not be linked
Train characteristics are input by the driver:
Maximum train speed
Train braking characteristics
Train length
Train weight
Possibility to use higher speeds in curves
Train specific properties (e.g. retardation because of heavy axle load)
Surface conditions
Displays to the driver:
By speedometer:
permitted speed
target speed
By numeric display:
distance to target point
By alphanumeric display with audible warning:
over speed –alarm
brake –alarm
brake more -alarm
ATP breaking
brake release permitted
passing signal with stop –aspect
next signal ‘expect danger’ and supervision speed to the signal
target point beyond 2-3 blocks
switch as target point
speed restriction as target point
reserved track
faults in way side or vehicle equipment
can be checked from system: e. g. retardation, brake-pipe pressure, speed, information received from last balises
Supervisions:
General: 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:
Maximum line speed or maximum train speed
‘Expect danger’ beyond 2-3 blocks
Supervision speed at signal with stop aspect
Speed restriction
Speed restriction in curves for traditional train and train with tilting body
Train specific restrictions
Speed restrictions in switches
Speed after switch
Authorised passing of signal at stop, 50 km/h supervised until next main signal
Speed after balise fault
Other functions:
Shunting
Roll away protection
Slip compensation
Reaction:
Supervision 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.
Supervision 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.
Emergency 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.
Responsible Member State: Finland
BACC
Description:
BACC 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.
The system consists of conventional coded track circuits which operate at two carrier frequencies to deal with two train classes. The on-board equipment is computerised.
The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.
Main Characteristics:
Data transmission to trains:
50 Hz carrier frequency
AM modulated speed codes
5 speed codes
178 Hz carrier frequency
AM modulated speed codes
4 additional speed codes
Two possible train categories on board (Speed code from wayside)
Display to driver:
Speed corresponding to speed code
Signal aspect (1 out of 10)
Supervision:
Speed (continuous)
Stopping point
Reaction: Emergency brake in case of overspeed
Responsible Member State: Italy
CAWS AND ATP
(installed on Iarnród Éireann)
The 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.
Coded 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.
The 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.
The 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.
Main Characteristics: (Dublin Suburban Electrified Area)
83 1/3 Hz carrier frequency.
pulsed 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.
Permitted speeds are also based on signal aspect being displayed. Speeds limit is reduced to zero in steps approaching a red signal.
Main Characteristics: (Outside Dublin Suburban Electrified Area)
50 Hz carrier frequency
3 pulsed square wave codes 50, 120 and 180 CPM. Translated by CAWS as Yellow, Double Yellow, Green.
Automatic Train Protection.
Display to driver:
Current permitted speed. Continuously updated to reflect changes in signal aspects ahead.
Continuous audible tone to indicated overspeed.
Momentary tone to indicate increase in permitted speed.
Intermittent tone to indicate Running Release selected
Test function when stationary.
Characteristics input by driver:
Running Release to permit movement in sidings and up to Red signals.
Supervision:
Continuous speed monitoring.
Reaction:
If 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.
Continuous Automatic Warning System.
Display to driver:
Aspect 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.
Continuous audible tone to indicate more restrictive aspect indication received until acknowledged.
Momentary audible ‘warble’ to indicate less restrictive aspect received.
Test function when stationary.
Carrier selected.
Characteristics input by driver:
Carrier frequency.
Disable red aspect display when outside coded track circuit areas.
Supervision:
Acknowledgement of change to more restrictive aspect. Once acknowledged no supervision of train until another change to more restrictive aspect.
Reaction:
The 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.
Responsible Member State: Republic Of Ireland.
CROCODILE
Description:
Crocodile is installed on all major lines of RFF, SNCB and CFL. On all lines under consideration for Interoperability Crocodile is found.
The system is based on an iron bar in the track which is physically contacted by a brush on-board the train. The bar carries a tension of +/- 20V from a battery depending on the signal aspect. There is an indication to the driver and the driver has to acknowledge the warning. If not acknowledged, an automatic brake action is triggered. Crocodile does not supervise any speed or distance. It only acts as a vigilance system.
The track-side and on-board units are of conventional design.
Main Characteristics:
DC powered bar (± 20 V)
No train characteristics on-board.
Supervision:
Acknowledgement by driver
Reaction:
The emergency brake is called if the warning is not acknowledged. The emergency brake can be released after standstill.
Responsible Member States: Belgium, France, Luxembourg
EBICAB
Ebicab exists in two versions: Ebicab 700 and Ebicab 900.
Description of Ebicab 700:
Fail safe standard ATP system in Sweden, Norway, Portugal and Bulgaria. Identical Software in Sweden and Norway enables cross-border trains without changing drivers or locomotives despite different signal systems and rules. Different software in Portugal and Bulgaria.
The system consists of track side, balises and signal encoders or serial communication with electronic interlocking, and on-board computerised equipment.
The data transmission is between passive 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.
Main Characteristics:
Energising Balises:
27,115 MHz
Amplitude modulation for clock pulses
50 kHz pulse frequency
Data transmission to trains:
4,5 MHz
50 kb/s
12 useful bits of total 32 bits
Linking
Signals are linked
Boards, e.g. warning and speed boards are not necessarily linked, 50 % unlinked balises are acceptable for fail safety
Train characteristics can be input by the driver:
Maximum train speed
Train length
Train braking characteristics
Specific properties of train for either allowing over-speeding or enforcing slow driving on specific sections
Surface conditions
Displays to the driver:
Maximum line speed
Target speed
Advanced information on secondary targets for distance-to-go signalling or speed step signalling, 5 blocks may be supervised
Speed restrictions beyond first signal.
Time to service brake intervention, 3 warnings
Faults in way side or vehicle equipment
Value of last retardation
Brake pipe pressure and current speed
Information in last passed balise
Auxiliary information
Supervision:
Line speed, depending on over-speeding track capability and vehicle performance or enforcement of low speed for specific trains
Multiple targets including signal information without optical signals
Permanent, temporary and emergency speed restrictions may be implemented with unlinked balises
Stopping point
Dynamic brake profile
Level crossing and land slide detector status
Shunting
Roll away protection
Slip compensation
Authorised passing signal at stop, 40 km/h is supervised until the next main signal
Reaction:
Audible warning when >5 km/h, service brake when >10 km/h over-speed. The service brake can be released by the driver when speed is within limits. Ebicab will brake sufficiently regardless of driver action. The emergency brake is only used in a real emergency e.g. where service braking is not sufficient. Release of emergency brake can occur when train is stationary.
Implemented options
Radio block system with ‘ETCS Level 3 like’ functionality
Train to track communication
Responsible Member States: Portugal, Sweden
Description of Ebicab 900:
The system consists of track side, balises and signal encoders or serial communication with electronic interlocking, and on-board computerised equipment.
The data transmission is between passive track side balises (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.
Main Characteristics:
Energising Balises:
27 MHz
Amplitude modulation for clock pulses
50 kHz pulse frequency
Data transmission to trains:
4,5 MHz
50 kb/s
255 bits
Linking:
Signals are linked
Boards, e.g. warning and speed boards are not necessarily linked, 50 % unlinked balises are acceptable for fail safety
Train characteristics can be input by the driver:
Train identification
Maximum train speed
Train length
Train braking characteristics
Train speed type (only if the train speed is in 140-300)
Train pressurisation
Displays to the driver:
Limit speed
Target speed
Overspeed
Efficacy
ASFA Alarm
Brake rearmament
Running past allowed
END
Audible warning
Braking pre-warning
Red Indicator
Alphanumeric display
Supervision:
Line speed, depending on over-speeding track capability and vehicle performance or enforcement of low speed for specific trains
Multiple targets including signal information without optical signals
Permanent, temporary and emergency speed restrictions may be implemented with unlinked balises
Stopping point
Dynamic brake profile
Level crossing and land slide detector status
Shunting
Roll away protection
Slip compensation
Authorised passing signal at stop, 40 km/h is supervised until the next main signal
Reaction:
Audible warning when >3 km/h, service brake when >5 km/h over-speed. The service brake can be released by the driver when speed is within limits. Ebicab will brake sufficiently regardless of driver action.
Responsible Member State: Spain
EVM
Description:
EVM 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.
The 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.
The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.
Main characteristics:
Data transmission track to trains:
75 Hz carrier frequency
Amplitude modulated codes (100 %)
7 codes (6 speed codes)
Display to driver:
Cab signal
Signal aspects: Stop, permitted speed at the next signal (15, 40, 80, 120, MAX), no transmission/failure, shunting mode
Supervision:
Speed limit
vigilance check every 1 550 m in case of vactual < vtarget,
vigilance check every 200 m in case of vactual > vtarget
Stop aspect
shunting mode speed limitation
Reaction:
The emergency brake is triggered
in the case of driver reaction missing
if the speed limit is still exceeded after vigilance signal or
in case a stop signal being passed with a speed exceeding 15 km/h
in shunting mode immediately after exceeding 40 km/h (the brake is activated in this case without any acoustic signal)
Additional functions:
Roll away protection
Comfort function (Indication that the signal has been cleared when train is stationary)
Responsible Member State: Hungary
GW ATP SCHEME
Description:
The 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.
The system is only relevant for trains which run with a speed higher than 160 km/h.
The system provides the following core functions:
Full automatic train protection where the train is fitted and operating over fitted infrastructure
Vehicle maximum speed supervision and roll-away protection where the train is fitted and operating over unfitted infrastructure
Data is transmitted from the track-side by beacons located adjacent to signals. Infill loops are provided where necessary to improve operational performance.
Main characteristics
Data transmission to the trains
100kHz ± 10kHz (FSK)
25kbit/sec
99 useful bits per telegram
Train characteristics as input by the driver
Train 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.
Driver interface
Visual indications:
The maximum safe speed
The target speed
The expected status of the next approaching signal
Presence of Emergency Speed Restrictions
Fault indications
Roll away
Intervention activation
Shunting operation mode
Pass stop signal mode
Signal passed at danger
Subsidiary signal passed (authorised movement onto an occupied line)
Audible indications:
Short advisory tone whenever the displayed information changes
Continuous 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
Driver controls:
On button/indicator
Acknowledge button to regain control following system intervention
Shunting mode activation button
Pass Stop Signal button for passing a signal at danger under authority
Isolation controls
Supervision
The system supervises train movements using following parameters:
Maximum safe speed (line speed and permanent speed restrictions)
Temporary speed restrictions
Stopping point
Dynamic braking profile
Direction of movement (including roll-away supervision)
The system initiates a full service brake application if:
The indicated safe maximum speed is exceeded by a set margin and the driver fails to respond to the audible warning
An emergency speed restriction is encountered
A recoverable system fault occurs, e.g. failure to receive data from a track-side beacon when expected
The ATP system initiates an emergency brake application if:
The 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)
Roll 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)
A non-recoverable system failure occurs
Responsible Member State: United Kingdom
INDUSI/PZB
(Induktive Zugsicherung/Punktförmige Zugbeeinflussung)
Description:
ATP system which is installed on lines in Austria and Germany under consideration for Interoperability.
Magnetically coupled resonant circuits 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.
Main Characteristics:
3 Frequencies
500 Hz
1 000 Hz
2 000 Hz
Train characteristics can be input by the driver:
Braking characteristics (Braking percentage and braking regime for 3 supervision categories)
Supervision:
Hardware version (not for Germany):
500 Hz: Immediate speed supervision
1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervi sion depends on type of train
2 000 Hz: Immediate stop
Microprocessor version:
500 Hz: Immediate speed supervision and following braking curve supervision
1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on program with different braking curves, supervision by means of time and speed values for a limited distance; braking curves (over time and distance) triggered by 1 000 Hz, additionally over distance triggered by 500 Hz
2 000 Hz: Immediate stop
Reaction:
The emergency brake is called if supervision is violated. The emergency brake can be released under special conditions.
Responsible Member States: Austria, Germany
KVB
Description:
Standard ATP system in France on the network of RFF. 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.
The system consists of track-side balises including signal encoders and on-board computerised equipment. The system is an overlay system to conventional signalling equipment.
The data transmission is between passive 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).
Moreover, the KVB can be completed by a continuous transmission, to allow in-fill functionality (like Euroloop):
The 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.
The 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.
Characteristics:
Energising Balises:
27,115 MHz
Amplitude modulation for clock pulses
50 kHz pulse frequency
Data transmission to trains:
4,5 MHz
50 kbit/sec
12 useful bits (total 4x8 bits) type analogue
172 useful bits (total 256 bits) type digital
Except for trainsets, train characteristics must be input by the driver:
Train category
Maximum train speed
Train length
Train braking characteristics
Displays to the driver:
state of speed supervision
release speed
In 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.
Supervision:
Line speed, including permanent and temporary speed restrictions
Stopping point
Dynamic brake profile
Speed restrictions
The 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).
Reaction:
Warning of the driver. The emergency brake is called if movement supervision is violated. Release of the emergency brake is possible only when the train is stationary.
Responsible Member State: France
LS
Description:
LS 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.
The 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.
The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.
Main characteristics:
Data transmission to trains:
75 Hz carrier frequency
AM modulated codes
4 speed codes (including stop aspect)
Display to driver:
Cab signal
Signal aspects: Stop, limited speed, caution (speed limit 100 km/h), full speed
Supervision:
Speed limit/may be overridden by vigilance control
no distance supervision
Reaction:
Emergency brake in case of missing driver reaction if speed limit is received
Responsible Member States: Czech Republic, Slovak Republic
LZB
(Linienförmige Zugbeeinflussung)
Description:
ATC 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.
The system consists of a track-side part, which again has the building parts:
Adaptation to interlocking systems and respective data transmission
Data processing and MMI in LZB-centre
Data transmission to and from other LZB-centres
Data transmission system to and from trains
The on-board equipment normally has an integrated Indusi function.
The data transmission between track-side and on-board is via track-side inductive cable loop and on-board ferrite antennae.
Main Characteristics:
Data transmission to trains:
36 kHz ± 0,4 kHz (FSK)
1 200 bit/sec
83,5 Steps per telegram
Data transmission from trains:
56 kHz ± 0,2 kHz (FSK)
600 bit/sec
41 Steps per telegram
Train characteristics can be input by the driver:
Train length
Maximum train speed
Train braking characteristics (braking percentage and braking regime)
Displays to the driver:
Valid operating mode, status of data transmission
Maximum permitted speed/actual speed on a two pointer speedometer
Target speed
Distance to target
Auxiliary indications
Supervision:
Line speed (maximum speed, temporary and permanent speed limitations)
Maximum train speed
Stopping point
Direction of movement
Dynamic speed profile
Auxiliary functions, e.g. lowering of pantograph (see Annex C).
Reaction:
The emergency brake is called if the movement supervision is violated. The emergency brake can be released in case of over-speed when speed is within limits.
LZB operating rules:
DB uses the system as fully safety-relevant Automatic Train Control, wayside signals are not required; in the case 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.
Responsible Member States: Austria, Germany, Spain
MEMOR II+
Description:
The 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.
The 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.
Main Characteristics:
Trackside DC powered bars (± 12 to +/- 20 V)
On board, no input of train characteristics by the driver, only one predefined speed curve stored on board.
Supervision:
In 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.
In case of absolute stop signals, two positive triggers within a distance of 11 meters act an emergency brake.
Reaction:
The emergency brake is called if supervision is violated (no valid reaction from the driver). The emergency brake can be released after standstill.
Displays to the driver:
State of supervision.
State of emergency brake.
Outlook:
The 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.
Responsible Member State: Luxembourg.
RETB
Description:
Radio 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).
The system provides the following core functions:
Issuing of movement authorities from the signalling control centre to trains by means of electronic ‘tokens’, sent by radio to the trainborne equipment
Display of the movement authority to the driver
Surrendering the movement authority ‘token’ when the train has completed the authorised movement
The 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’.
RETB 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.
Trainborne equipment
The trainborne equipment comprises the radio equipment and the RETB Cab Display Unit (CDU).
Radio equipment
The 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.
Cab Display Unit (CDU)
The CDU comprises
a keyswitch for switching the trainborne equipment into operational mode
a ‘receive’ button for receiving movement authority tokens from the control centre in order that a train movement can be made
an alphanumeric display, which displays the name of the section of line for which a movement authority token has been issued
a ‘send’ button for returning the movement authority token to the control centre when the train has completed its movement
The 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.
Responsible Member State: United Kingdom
RSDD/SCMT
(Ripetizione Segnali Discontinua Digitale/Sistema Controllo Marcia del Treno)
Description:
RSDD/SCMT is an ATP system; it can be used alone or superimposed on the BACC infrastructure.
The on-board equipment is able to manage in a co-ordinated way information coming from the different sources.
The 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.
From the logical point of view, two kinds of balises exist: ‘System Balises’ containing information on the line ahead, and ‘Signalling Balises’ containing information on the signals aspect.
Three types of balises are foreseen, all using the same frequencies for up- and downlink, but with different capacity:
Energising frequency:
27,115 MHz
Data transmission to trains:
4,5 MHz
12/180 bit ASK Modulation
1 023 bit FSK Modulation
Train characteristics:
Fixed train characteristics are loaded in maintenance facilities, while data depending on train composition are inserted by the driver. Special balises are used to calibrate the on board odometer system, before it can be used for train supervision purpose.
Displays to the driver:
Maximum permitted speed
Target speed
Actual train speed
Advanced information on secondary targets
Warnings before emergency brake intervention
Auxiliary information
Supervision: In normal condition (full supervision) the train controls the following characteristics: Line speed, depending on over-speeding track capability and vehicle performances
Permanent and temporary speed restriction
Level Crossing
Stopping point
Dynamic brake profile
Shunting
If one or more characteristics of line cannot be sent to the on board system (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.
Reactions:
Service brake
Emergency brake
Responsible Member State: Italy
SELCAB
Description:
ATC system which is installed on the high speed line Madrid-Seville as an extension of LZB in station areas. The on-board equipment LZB 80 (Spain) can also process SELCAB information.
The data transmission between track-side and on-board is via semi-continuous track-side inductive loop and on-board ferrite antennae.
Main Characteristics:
Data transmission to trains:
36 kHz ± 0,4 kHz (FSK)
1 200 bit/sec
83,5 Steps per telegram
Train characteristics can be input by the driver:
Train length
Maximum train speed
Train braking characteristics
Displays to the driver:
Maximum permitted speed/actual speed as two pointer speedometer
Target speed
Distance to target
Auxiliary indications
Supervision:
Line speed
Stopping point
Direction of movement
Dynamic brake profile
Speed restrictions
Reaction:
The emergency brake is called if the movement supervision is violated. The emergency brake in the case of over-speed can be released when the speed is within limits.
Responsible Member States: Spain
SHP
Samoczynne Hamowanie Pociągu
Description:
AWS system, which is installed in Poland on lines under consideration for Interoperability.
Magnetically 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.
Main Characteristics:
Frequency
1 000 Hz
Supervision:
1 000 Hz: Acknowledgement of a signal
Resonant circuit location:
200 m before line signals and station entrance signals
0 m before (at) station exit signals
Reaction:
On-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.
The 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.
Responsible Member State: Poland
TBL 1/2/3
Description:
TBL is an ATC system partially installed on lines of NMBS/SNCB (presently: 1 200 beacons and 120 trainborne equipment TBL1, 200 beacons and 300 trainborne equipment TBL2, all lines for speeds higher than 160 km/h equipped with TBL2)
The system consists of a 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.
The track-side part is designated TBL2 in case of interface to relay interlockings, and TBL3 in case of serial interface to electronic interlocking.
The trainborne equipment is called TBL2. It includes the TBL2, the TBL1 and the crocodile functions.
The data transmission is between the active balise and a set of air coil antennae on-board. The system is direction sensitive, the balises are mounted between the rails with a small offset from the centre.
Main Characteristics:
Data transmission to trains:
100 kHz ± 10 kHz (FSK)
25 kbit/sec
119 useful bits per telegram for TBL2/3
5 useful decimal data on 40 bits per telegram for TBL1
Train characteristics as input by the driver (TBL2)
Train length
Maximum train speed
Train braking characteristics (brake weight, type of train, isolations, other specific parameters)
Language selection, identification parameters
Displays to the driver:
Maximum speed (braking curve)
Target speed
Target distance
Train speed
Operating mode
Auxiliary indications
Supervision:
Line speed
Speed restrictions (permanent and temporary)
Specific restrictions for freight and other trains
Stopping point
Dynamic braking profile
Direction of movement
Vigilance of the driver
Auxiliary functions (pantograph, radio commutation)
Reaction:
Acoustic and optical warnings
The emergency brake is called when the movement supervision is violated or the driver does not acknowledge the warning.
Responsible Member States: Belgium
TPWS
Description:
TPWS is to improve safety, principally at junctions. It includes the functionality of AWS, shown in italics. TPWS applies to all lines considered to be interoperable.
The system assures the following functions:
Warning to the driver at standard braking distance of the following restrictive conditions:
Signals not at clear.
Permanent speed restrictions
Temporary speed restrictions
Train protection (pre-determined train characteristics) under the following circumstances:
Train exceeding permitted line speed at specified speed restrictions (speed trap).
Train approaching a stop signal at excess speed (one or more speed traps).
Train passing a signal at danger (train stop).
The system is based on permanent magnets and coils generating fields in the track. The system is not considered failsafe, but incorporates measures and principles to reduce the probability of misleading the driver as low as reasonably practicable.
The TPWS indicates visually to the driver:
The state of the last magnet, clear or restrictive (the ‘sunflower’ indicator).
That it is the cause of a brake application.
Its fault/isolation status.
The TPWS controls are:
An acknowledgement button for the warning of a restrictive condition.
A button to pass a signal at danger valid only for a limited time after operation.
Isolation controls.
The TPWS audio indications are:
A ‘bell tone’ — signal at clear.
A ‘horn tone’ — restrictive condition, that must be acknowledged.
The TPWS system interfaces to the train brake system and provides a full emergency brake application if:
the ‘horn tone’ is not acknowledged within 2,5 seconds.
Immediately the train passes the ‘speed trap’ at excess speed.
Immediately if the train passes a signal at danger.
The technology is not processor based, but this is not excluded.
Other Characteristics:
Sequence of magnetic fields (North Pole, South Pole) to provide details of signal clear or not clear.
One of a selection of sinusoidal electromagnetic fields in the region of 60 kHz for the speed trap and train stop functions (up to 8 frequencies used).
Train characteristics in terms of braking capacity are set by train wiring and give different maximum speeds at speed traps. No train characteristics input presently in service, but can be envisaged.
Driver acknowledgement of a restrictive condition required within 2,5 s, otherwise the emergency brakes are called.
The emergency brake is releasable one minute after the brake has been applied provided the brake demand has also been acknowledged.
Responsible Member State: United Kingdom
TVM
Description:
TVM is 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.
TVM 300 and TVM 430 are based on coded track circuits as continuous transmission means and inductive loops or balises (KVB or TBL type) as spot transmission means.
The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails.
Main Characteristics:
Data transmission to trains via track circuits:
various carrier frequencies (1,7; 2,0; 2,3; 2,6) kHz
FSK modulated speed codes
18 speed codes (TVM 300)
27 bits (TVM 430)
Data transmission to trains via inductive loops
TVM 300: 14 frequencies (1,3 to 3,8 kHz)
TVM 430: PSK modulated signal, 125 kHz, 170 bits
Train characteristics on board introduced on locomotives for hauled trains in Eurotunnel (not on TGV, where fixed values are used)
Display to driver:
Speed orders associated to colour light aspects
Supervision:
Speed (continuous)
Braking triggering based on
stepping curve for TVM 300
parabolic curve for TVM 430
Stopping point
Reaction:
The emergency brake is called in the case of overspeed.
Responsible Member States: Belgium, France, United Kingdom
ZUB 123
Description
ATC system which is installed extensively on lines in Denmark under consideration for Interoperability.
The system consists of the following parts:
Track-side equipment
A track coupling coil (transponder), which is mounted outside the rails.
In certain locations loops are used for in-fill purpose.
A signal interface board which scans and derives the information to be transmitted.
On-board equipment
The on-board unit with processing logic and receiving/transmitting equipment. It acts through a brake interface unit on the brakes.
The vehicle coupling coil, mounted on the bogie, which receives data from the line.
The axle mounted odometer pulse generator which supplies information for the distance covered and the actual speed.
The cab display and operating panel.
The ZUB 123 on-board equipment is considered fail safe.
Main Characteristics:
3 frequencies:
50 kHz checking channel
100 kHz energy channel
850 kHz data channel
Data transmission modes:
Time – division multiplex for serial transmission of telegrams with up to 96 useful bits.
On-board data processing:
Vital computer processing (enhanced performance level)
Display to the driver:
Maximum authorised speed
Actual speed
Target speed
Target distance
Auxiliary indicators and buttons
Train data input:
Encoder panel, or
Directly into the on-board unit
Supervision:
Line speed
Stopping point
Speed restrictions
Dynamic brake profile
Reaction:
The emergency brake is called if the movement supervision is violated.
The emergency brake in the case of over-speed can be released when the speed is within a defined value limit.
Responsible Member State: Denmark
ZUB 121
(For information only)
Description
ATC system which is installed extensively in Switzerland on lines by SBB and BLS under consideration for Interoperability.
The system consists of the following parts:
Line equipment
determine travel direction to be influenced.
A track coupling coil (transponder), which is mounted inside the rails, lying off centre to coupling loop, which is mounted inside the rails, laying off centre. A previous coupling coil determines travel direction to be influenced by the following loop.
A signal interface board which scans and derives the information to be transmitted.(Not fail-safe)
On-board equipment
The on-board unit with processing logic and receiving/transmitting equipment. It acts through a brake interface unit on the brakes.
The vehicle coupling coil, mounted on the bogie, which receives data from the line. (With our equipment only transmission track to train possible)
The axle mounted odometer pulse generator, which supplies information for the distance covered, actual speed and driving direction.
The cab display and operating panel.
An input/output interface to the trainborne radio unit or the integrated trainborne information system (IBIS) to exchange vehicle data entered by the train driver.
Characteristics
3 frequencies:
50 kHz checking channel
100 kHz energy channel
850 kHz data channel
Data transmission modes:
Time – division multiplex for serial transmission of telegrams with up to 104 usable data bits.
On-board data processing: (Not fail-safe)
Single computer processing (supplementary performance level)
Display to the driver:
One 4-digit LCD showing:
‘8 — — 8’; no monitoring or
‘8 8 8 8’; monitoring the maximum train speed or
‘— — — —’; monitoring the maximum authorised line speed or
‘ 6 0’; target speed or
‘I I I I’; information ‘proceed’ received by a loop
Lamps and horn:
Emergency brake applied
Equipment failure
Buttons:
Testing button
Emergency stop reset
Release button (together with ‘Signum’ release button)
Train data input:
Trainborne radio operating panel is used
Supervision/Commands:
Line speed
Stopping point
Speed restrictions
Dynamic brake profile
Control of radio channels
Reaction:
The emergency brake is called if the threshold speed is reached
Abort speed monitoring if movement supervision is violated
Responsible State: Switzerland
Part 2: Radio
These systems are currently in use in Member States.
For information only, systems not used in Member States:
UIC Radio Chapter 1-4
Description:
This 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.
The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.
Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), but not for selective calls and for data transmission:
Main Characteristics:
Frequencies:
Train to ground:
457,45 MHz ..458,45 MHz.
Ground to train:
Band A: 467,4 MHz ..468,45 MHz.
Band B: 447,4 MHz ..448,45 MHz (only to be used when band A is not available).
Frequency spacing 25 kHz
Duplex frequency couples 10 MHz apart
Grouping of 4 channels, preferred 62 ... 65 for international traffic
Agreement on frequencies used bilateral or multilateral
Sensitivity
> 1 μV at > 20 dB signal to noise ratio (mobile)
> 2 μV (lineside)
Radiating power:
6 W mobile
6 W lineside
Antenna characteristics:
λ/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or very directional aerials (lineside)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, any polarisation
Frequency deviation:
< 1,75 kHz for operating tone
< 2,25 kHz for voice
Modes of operation:
Mode 1, duplex mode
Mode 2, semiduplex mode
Switchover of channels on-board
manually by input of channel number
automatic, depending on receiver voltage
Operating tones:
—
Channel free:
2 280 Hz
—
Listening:
1 960 Hz
—
Pilot:
2 800 Hz
—
Warning:
1 520 Hz
Responsible Member States: France, Germany, Hungary, Luxembourg.
UIC Radio Chapter 1- 4 + 6
Description:
This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 1.7.84.
The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.
Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission:
Main Characteristics:
Frequencies:
Train to ground:
457,45 MHz ..458,45 MHz.
Ground to train:
Band A: 467,4 MHz ..468,45 MHz.
Band B: 447,4 MHz ..448,45 MHz (only to be used when band A is not available).
Frequency spacing 25 kHz
Duplex frequency couples 10 MHz apart
Grouping of 4 channels, preferred 62 ... 65 for international traffic
Agreement on frequencies used bilateral or multilateral
Sensitivity
> 1 μV at > 20 dB signal to noise ratio (mobile)
> 2 μV (lineside)
Radiating power:
6 W mobile
6 W lineside
Antenna characteristics:
λ/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or very directional aerials (lineside)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, any polarisation
Frequency deviation:
< 1,75 kHz for operating tone
< 2,25 kHz for voice
Modes of operation:
Mode 1, duplex mode
Mode 2, semiduplex mode
Switchover of channels on-board
manually by input of channel number
automatic, depending on receiver voltage
Operating tones:
—
Channel free:
2 280 Hz
—
Listening:
1 960 Hz
—
Pilot:
2 800 Hz
—
Warning:
1 520 Hz
Telegram structure:
Sync. header: 1111 1111 0010
6 decimal train number BCD coded
2 positions of information 4 bits each
7 bit redundancy code, polynomial: 1110 000 1 (H=4)
Telegram transmission:
600 bits/sec
FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz
Messages (coding given in hexadecimal representation)
Lineside to train:
—
Speech
08
—
Emergency stop
09
—
Test
00
—
Run faster
04
—
Run slower
02
—
Announcem. by loudspeaker
0C
—
Written order
06
—
Extension of telegram
03
Train to lineside:
—
Communic. Desired
08
—
Acknowl. of order
0A
—
Advice
06
—
Test
00
—
Train staff wish to comm.
09
—
Telephone link desired
0C
—
Extension of telegram
03
Responsible Member States: Austria, Belgium, Denmark, Germany, Netherlands, Spain.
UIC Radio Chapter 1- 4 + 6 (Irish system)
Description:
This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 01.07.84.
The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.
Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission:
Main Characteristics:
Frequencies:
Train to ground:
461,675 MHz ..461,95 MHz.
Ground to train:
456,175 MHz ..456,45 MHz.
Frequency spacing 25 kHz
Duplex frequency couples 5,5 MHz apart
Grouping of 4 channels
Sensitivity
> 1 μV at > 20 dB signal to noise ratio (mobile)
> 2 μV (lineside)
Radiating power:
10 W mobile
10 W lineside
Antenna characteristics:
λ/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or very directional aerials (lineside)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, any polarisation
Frequency deviation:
< 1,75 kHz for operating tone
< 2,25 kHz for voice
Modes of operation:
Mode A, duplex mode for voice and data transmission
Mode B, duplex mode for voice only transmission
Mode C, simplex mode for voice only transmission
Switchover of channels onboard
manually by input of channel number
automatic, depending on receiver voltage
Operating tones:
—
Line free tone:
2 280 Hz
—
General Call tone:
1 960 Hz
—
Pilot tone:
2 800 Hz
—
Emergency Call tone:
1 520 Hz
Telegram structure:
Sync. header: 1111 1111 0010
6 decimal train number BCD coded
2 positions of information 4 bits each
7 bit redundancy code, polynomial: 1110 000 1 (H=4)
Telegram transmission:
600 bits/sec
FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz
Messages
Lineside to train:
CTC to Driver
Hot Box
Instruction No.9 (used for remote PA on Class 8100 EMU's)
Stop at Next Signal
Stop at Next Station
Instruction No.5 (currently unused)
Instruction No.6 (currently unused)
Instruction No.7 (currently unused)
Danger Stop
Test
Train to lineside:
Test
Driver
Guard
Regulator (PABX)
Obstruction on Line
Acknowledge
Ready to Start
By Pass
Running Release
Reserved Message 1
Reserved Message 2
Emergency Call
Mode B Call
Responsible Member States: Republic of Ireland, Hungary
For information only: the same radio system is used in Norway
UIC Radio Chapter 1- 4 + 6 + 7
Description:
This 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.
The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.
Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission. The data transmission capabilities are extended. This feature is not considered mandatory in the UIC leaflet. If it cannot be assured by bilateral or multilateral agreement, it should be used on a national basis only.
Main Characteristics:
Frequencies:
Train to ground:
457,45 MHz ..458,45 MHz.
Ground to train:
Band A: 467,4 MHz ..468,45 MHz.
Band B: 447,4 MHz ..448,45 MHz (only to be used when band A is not available).
Frequency spacing 25 kHz
Duplex frequency couples 10 MHz apart
Grouping of 4 channels, preferred 62 ... 65 for international traffic
Agreement on frequencies used bilateral or multilateral
Sensitivity
> 1 μV at > 20 dB signal to noise ratio (mobile)
> 2 μV (lineside)
Radiating power:
6 W mobile
6 W lineside
Antenna characteristics:
λ/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or very directional aerials (lineside)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, any polarisation
Frequency deviation:
< 1,75 kHz for operating tone
< 2,25 kHz for voice
Modes of operation:
Mode 1, duplex mode
Mode 2, semiduplex mode
Switchover of channels on-board
manually by input of channel number
automatic, depending on receiver voltage
Operating tones:
—
Channel free:
2 280 Hz
—
Listening:
1 960 Hz
—
Pilot:
2 800 Hz
—
Warning:
1 520 Hz
Telegram structure:
Sync. header: 1111 1111 0010
6 decimal train number BCD coded
2 positions of information 4 bits each
7 bit redundancy code, polynomial: 1110 000 1 (H=4)
Telegram transmission:
600 bits/sec
FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz
Messages (coding given in hexadecimal representation)
Lineside to train:
—
Speecha
08
—
Emergency stop
09
—
Test
00
—
Run faster
04
—
Run slower
02
—
Announcem. by loudspeaker
0C
—
Written order
06
—
Extension of telegram
03
Train to lineside:
—
Communic. Desired
08
—
Acknowl. of order
0A
—
Advice
06
—
Test
00
—
Train staff wish to comm.
09
—
Telephone link desired
0C
—
Extension of telegram
03
Extension of telegram (only if requested by code 03)
Radiotelephone system with simultaneous digital message transmission
Duplex exchange of voice information
Duplex exchange of data messages of any length
Simplex exchange of voice information between mobiles in the same radio section
Speech-data time-division multiplexing (mobile to lineside):
260 msec data transmission
780 msec compressed speech
HDLC frame structure according to ISO for data transmission (lineside to mobile)
1 200 bit/sec
FSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz
Responsible Member State: France
Introduction to UK Systems
The system called NRN (National Radio Network) is installed over the whole of the UK rail network including the high-speed lines which are the backbone of the UK High Speed Network. These consist of:
West Coast Main Line (London-Glasgow)
East Coast Main Line (London-Edinburgh)
Great Western Main Line (London-Bristol/South Wales)
The system called Cab Secure is installed in high traffic suburban areas around London, Liverpool and Glasgow, some of which may include lines forming part of the High Speed Network. In addition, all main lines in the SouthEast, including the existing Channel Tunnel Route from the coast to London Waterloo, are equipped with the Cab Secure System.
Mainline 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.
BR 1845 Issues G and H (lineside) BR 1661 Issue A (trainborne) Commonly called Cab Secure Radio
Description:
This Ground-Train radio follows the technical regulations described in Railtrack Specifications (BR Specification 1845 Issues G and H and in BR 1661 Issue A).
The Cab Secure radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.
Radio systems following this basic subset allow for duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission.
Main Characteristics:
Frequencies:
Train to ground:
448,34375 ..448,48125 MHz. (Note: There are additional channels for which the information is to be obtained)
Ground to train:
454,84375 MHz ..454,98125 MHz.
Frequency spacing 12,5 kHz
Duplex frequency couples 6,5 MHz apart
Agreement on frequencies used bilateral or multilateral
Sensitivity
1 μV at > 20 dB signal to noise ratio (mobile)
<2 μV (lineside)
Radiating power:
10 W mobile
10 W lineside
Antenna characteristics:
λ/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or very directional aerials (lineside)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, horizontal
Frequency deviation:
300Hz for CTCSS tones
1,5 kHz for data transmission
1,75 kHz for emergency tone
< 2,5 kHz for voice
Modes of operation:
Mode 1, duplex mode
Switchover of channels on-board
manually by input of channel number
automatic, depending on message sent from control centre
Operating tones:
—
CTCSS:
X, Y, Z, 203,5 Hz
—
Emergency call:
1 520 Hz
Telegram structure:
Sync. header: 00100011 11101011
Information elements
Signalling telegrams (3 bytes)
Message Type (System free, System busy, General Call, Emergency ack., etc)
Area Code
Channel number
Data telegrams (8 bytes)
Message Type (System free, System busy, General Call, Emergency ack., etc)
Area Code
Channel number plus train number in 5 decimal character or 4 Alphanumeric character BCD coded format, or signal number (3 bytes).
Train Stock number (6 digits) (3 bytes)
7 bit redundancy code, polynomial: 110011011 (H=4)
Telegram transmission:
1 200 bits/sec
FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz
Messages (coding given in hexadecimal representation)
Lineside to train:
—
Test
00
—
Speech
02
—
Announcem. by loudspeaker
04
—
Wait at Signal
06
—
Emergency stop
0A
—
Change area, system free
0C
—
Change area, system busy
0E
Train to lineside:
—
Test
80
—
Communic. Desired
82
—
Set up Signal Number
84
—
Emergency Answer
86
—
Busy
88
—
Cancel call
90
—
DSD Alarm
96
Responsible Member State: United Kingdom
BR 1609 Issue 2 (Commonly called National Radio Network (NRN))
Description:
This Ground-Train radio follows the technical regulations described in Railtrack Specification BR 1609, Issue 2, August 1987.
The National Radio Network is an analogue radio which consists of lineside and mobile (trainborne) equipment.
Radio 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.
Main Characteristics:
Frequencies: Sub — band 2 of the 174 MHz to 225 MHz band
196,85 to 198,3 MHz Train to Ground
204,85 to 206,3 MHz Ground to Train
Frequency spacing 12,5 kHz
Duplex frequency couples 8,0 MHz apart
Not all the frequencies within the bands indicated are used
Sensitivity
< 0,6 μV at 12 dB signal to noise ratio (mobile)
< 0,3 μV at 12 dB signal to noise ratio (lineside)
Radiating power:
> 25 W mobile
> 25 W lineside
Antenna characteristics:
λ/4 omni-directional (mobile)
4 m above rail (mobile)
omni-directional or directional (lineside)
Terminating resistor 50 Ohms
No coverage in tunnels
Polarisation:
Vertical
Modes of operation:
Duplex mode (fixed to fixed)
Simplex mode (fixed to mobile)
Switchover of channels on-board
Manual input of common signalling channel. Most journeys in the UK are within one area and the driver enters it at the start of the journey.
Automatic change to voice channel following a message sent from control centre.
Audio frequency range:
300 Hz ... 2 500 Hz for speech
Frequency deviation:
< 2,5 kHz
Message transmission:
1 200 bits/sec
FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz
Message Structure
Data modulation for all RF signalling shall conform to MPT1323 Section 6, with message formats generally as defined in MPT1327
Message Types from a train:
Complete number required. It will contain the identity of the radio. It is sent once after receipt of a ‘channel free’ telegram
Clear-down
PTT Telegram which is sent each time the transmitter is keyed. It gives the identity of the radio
Auto-reply Telegram when the radio is selectively called. It contains the identity of the radio
Emergency Call. It contains the identity of the radio. It does not require receipt of a free telegram
Priority Call
Message Types to a train:
Selective Calling Telegram. This initiates an auto-reply telegram.
Channel Free Telegram.
Go To Channel Telegram. This directs the radio to a particular channel, opens the loudspeaker and sounds an alert tone
Clear-down Telegram. This clears the call, closes the loudspeaker and returns the radio to the call set-up channel.
Call Fail Telegram. This is the same as clear-down but also indicates call failure to the user.
General Call Telegram. This is a special version of the Go To Channel Instruction
Responsible Member State: United Kingdom
FS ETACS and GSM
Description:
The solution for radio train to ground communication working today at FS is primarily based on the use of services supplied by the public operator on the analogue (ETACS) and the digital (GSM) mobile cellular networks in the 900 MHz band. These networks have been implemented with an external Subsystem, developed by the operator together with FS in order to manage some special features as requested by FS, related for example to:
addressing of train and station calls through functional numbers in place of the terminal number;
closed group features with specific barring conditions;
configuration and handling of specialised data bases directly by FS people to characterise access rights to services for each kind of users, and so on.
Thanks to the wide radio coverage supplied by the two public cellular systems on the FS railway network, the general train to ground communication needs can be satisfied in this way.
The additional features were negotiated and implemented by FS in 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.
Responsible Member State: Italy
UIC Radio Chapter 1-4 (TTT radio system installed at Cascais line)
Description:
This Ground-Train radio follows the technical regulations described in UIC code 751-3, 3rd edition, 01.07.84. It is a minimum subset necessary for international railway traffic.
The UIC radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.
Radio systems following this basic subset allow for simplex and half-duplex voice communication and use of operating signals (tones), but not for selective calls and for data transmission:
Main Characteristics:
Frequencies:
Train to ground:
457,7 MHz ..457,8 MHz.
Ground to train:
Band A: 467,625 MHz . 467,875 MHz
Frequency spacing 12,5 kHz
Duplex frequency couples 10 MHz apart
Grouping of 4 channels, preferred 62; 63; 73 and 75 for international traffic
Sensitivity:
> 1 mV at > 20 dB signal to noise ratio (mobile)
> 2 mV (lineside)
Radiating power:
6 W mobile
6 W lineside
Antenna characteristics:
λ/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or helical antennas (lineside)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, any polarisation
Frequency deviation:
0,9 *0,05 kHz for operating tone
< 2,3 kHz for voice
Modes of operation:
Mode 1, half-duplex mode
Mode 1, simplex mode
Switchover of channels on-board
manually by input of group number
automatic inside the group, depending on receiver voltage
Operating tones:
—
Channel free:
2 280 Hz
—
Listening:
1 960 Hz
—
Pilot:
2 800 Hz
—
Warning:
1 520 Hz
Responsible Member State: Portugal
TTT Radio System CP_N
Description:
This TTT radio system is a tailored one, designed for voice and data communications and according CP requirements.
The CP_N radio is an analogue radio, which consists of lineside and mobile (trainborne) equipment.
Radio system use digital selective call (according MPT 1327 — 1 200 bit/s FFSK) and 50 baud subaudio FSK for base station signalling.
The radio allows simplex and half-duplex voice communication and half-duplex for selective calls and for data transmission.
Main Characteristics:
Frequencies:
Train to ground: 457,7 MHz ..457,8 MHz.
Ground to train: Band A: 467,625 MHz . 467,875 MHz
Frequency spacing 12,5 kHz
Duplex frequency couples 10 MHz apart
Grouping of 4 channels, preferred 62; 63; 73 and 75 for international traffic
Sensitivity
1 mV at > 20 dB signal to noise ratio (mobile)
2 mV (lineside)
Radiating power:
6 W mobile
6 W lineside
Antenna characteristics:
λ/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or helical antennas (lineside)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, any polarisation
RF Modulation
Radiomodem 1 200b/s, FM
Radiomodem (Tx only) 50 baud subaudio, FM
Voice in PM
Frequency deviation:
1,75 kHz for FFSK (1 200 bit/s)
0,3 kHz for FSK (50 baud)
< 2,3 kHz for voice
Modes of operation:
Mode 1, half-duplex mode
Mode 1, simplex mode
Switchover of channels on-board
manually by input of group number
automatic inside the group, depending on receiver voltage
Telegram structure:
According MPT 1327
Telegram transmission:
1 200 bits/sec
FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz
Responsible Member State: Portugal
The PKP Radio System
Description:
Radio system, which is installed in Poland on lines under consideration for Interoperability.
The PKP 150MHz band radio is an analogue radio, which consists of track-side, on-board and handheld equipment.
Radio 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.
Main Characteristics:
Frequencies:
Train to ground and ground to train:
150 MHz ... 156 MHz.
Frequency spacing: 25 kHz (to be changed to 12,5 kHz)
Sensitivity
> 0,8 μV at > 20 dB signal to noise ratio
Radiating power:
6 W (track-side and on-board)
Antenna characteristics:
λ/4 omnidirectional (on-board)
λ/2 omnidirectional (track-side)
In tunnels leaky cables (track-side)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, any polarisation
Modes of operation:
simplex mode
Switchover of channels:
manually by input of channel number
Audio frequency range:
300 Hz ... 3 000 Hz for voice (to be reduced below 2 700 Hz when introducing 12,5 kHz spacing)
Selective call operating tones:
Trains (vehicles), odd number: f1 = 1 160 Hz
Trains (vehicles), even number: f2 = 1 400 Hz
Track-side (permanent operating posts): f3 = 1 670 Hz
Frequency deviation:
< 5 kHz for voice
Selective group call:
single operating tone longer than 1 s
RADIOSTOP function
can be activated by pressing single button (sealed) both track-side and on-board,
causes vehicle emergency braking (if activated on-board) and sending continuous sequence of 3 × 100ms f1, f2 and f3 operating tones followed by 500ms space,
initiates vehicle emergency braking if the sequence (f1, f2 and f3) is received twice,
is using valve in brake pneumatic system mounted in a second pneumatic channel (first channel is used by SHP AWS and vigilance system).
Network equipped with automatic recording posts
data transmission limited to equipment identification number
Member State: Poland.
VR Train Radio
Commonly called ‘Linjaradio’ (Finnish meaning Line Radio).
Description:
This Ground-train radio is a tailored VHF radio system and follows the technical regulations in Finnish Railways.
The Line radio network is an analogue radio which consists of lineside and mobile (trainborne) equipment.
Radio 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.
Main Characteristics:
Frequencies:
Grouping of 3 channels (numbers 1-3)
Train to ground:
172,35 MHz ..173,1 MHz
Ground to train:
167,7 MHz ..168,5 MHz
Frequency spacing 25 kHz
Duplex frequency couples 4,5 MHz or 4,65 MHz apart
Sensitivity:
> 1 μV at > 20 dB signal to noise ratio (mobile)
> 2 μV (lineside)
Radiating power:
15 W mobile
10 W lineside
Antenna characteristics:
λ/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or very directional aerials (lineside)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, any polarisation
Frequency deviation:
< 1,75 kHz for operating tone
< 3,0 kHz for voice
Modes of operation:
Mode 1, duplex mode (driver-controller)
Mode 2, semi-duplex mode (driver-driver)
Switchover of channels on-board
manually by input of channel number
automatic inside the group, depending on receiver voltage
Operating tones:
None
Selective call tones:
2 500 Hz, 2 900 Hz
Responsible Member State: Finland
TRS — The Czech Railways Radio System
Description:
Railway 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.
The 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.
Selective 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).
Routine 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).
System 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.
Main Characteristics:
Frequencies:
Operating mode: Duplex on groups of four frequencies Simplex in band 457,4 — 458,45 MHz
Sensitivity
150 mV
Radiating power:
6 W
Modes of operation:
Mode 1, duplex mode
Mode 2, semiduplex mode
Operating tones:
—
Channel free:
2 280 Hz
—
Listening:
1 960 Hz
—
Pilot:
2 800 Hz
—
Warning:
1 520 Hz
Responsible State: Czech Republic
The LDZ Radio System
Description:
The 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.
The 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.
Six frequencies in the band of 1 000 — 1 700 Hz are used for selective connection of 28 LRS's.
Main Characteristics:
Frequencies:
Train to ground and ground to train: 2 130 kHz — basic, 2 150 kHz — subsidiary,
Sensitivity
≤ 50 μkV at 20 dB signal to noise ratio
Radiating power:
≤ 12 W (track-side and on-board)
Antenna characteristics:
λ/4 omnidirectional (track-side)
λ/12 omnidirectional (on-board)
Terminating resistor 50 or 75 Ohms depending on radio-set type.
Polarisation:
Vertical
Modes of operation:
simplex mode
Switchover of channels:
manually by mechanical switching
Audio frequency range:
300 Hz ... 3 000 Hz for voice, selective calls, operating signals
Selective call operating tones:
—
BRS — LRS:
f1 = 1 400 Hz
—
BRS — DRS
f2 = 700 Hz
—
BRS — HRS (maintenance, movable unit)
f3 = 2 100 Hz
—
BRS — BRS
f4 = 1 000 Hz
—
DRS — BRS
f4 = 1 000 Hz
—
LRS — BRS
f3 = 1 000 Hz
Transmission frequency deviation:
≤ 3 kHz ≥ 1,5 kHz for selective calls
≤ 3 kHz for voice
Network equipped with automatic recording posts
LRS antenna types
Г — mode
Inclined ray
Inductive powering of open-wired power supply lines (not steel wires)
Specific handling of high voltage power supply lines (10 kV)
Specific wave guide
Besides 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.
Responsible Member State: Latvia.
CH — Greek Railways Radio System
Description:
This 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.
Main Characteristics:
Frequencies
Train to ground and ground to train:
149,87 — 149,97 MHZ and 150,29 — 150,35 MHZ
Frequency spacing 20 KHZ.
10 channels have been implemented from the two above bands.
Sensitivity
>1 μV at > 20 dB signal to noise ratio (trainborne)
>2 μV (lineside)
Radiating power:
10 W (trainborne)
18 W (lineside)
Antenna characteristics:
λ/4 (trainborne)
3λ/4 (lineside)
omnidirectional
no coverage in tunnels
Terminating resistor 50 Ohms
Polarisation:
Vertical
Frequency deviation:
<2,3 kHz (for voice)
Mode of operation:
half-duplex
Switchover of channels on-board:
manually by input of channel number
Responsible Member State: Greek
UIC Radio Chapter Bulgaria
(for information only)
Description:
This 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.
The UIC radio is an analogue radio, which consists of line-side and mobile (train-borne) equipment.
Radio systems following this basic subset allow for simplex and duplex voice communication and use of operating signals (tones), and for selective calls and for data transmission.
Main Characteristics:
Frequencies:
Train to ground:
457,45 MHz ..458,45 MHz.
Ground to train:
Band A: 467,4 MHz ..468,45 MHz
Frequency spacing 25 kHz
Duplex frequency couples 10 MHz apart
Grouping of 4 channels, preferred 62 ... 65 for international traffic
Sensitivity
> 2 μV (mobile)
Radiating power:
6 W mobile
6 W lineside
Antenna characteristics:
λ/4 omnidirectional (mobile)
4 m above rail (mobile)
omnidirectional or directional (lineside)
In tunnels leaky cables or very directional aerials (lineside)
Terminating resistor 50 Ohms
Polarisation:
Vertical
In tunnels, any polarisation
Modes of operation:
Mode 1, duplex mode
Mode 2, semiduplex mode
Frequency deviation:
1,75 kHz for control signal
1,75 kHz for voice
3,5 kHz nominal
Switchover of channels onboard
manually by input of channel number
automatic inside the group
Operating signals:
—
Free channel signal:
2 280 Hz
—
Listening signal:
1 960 Hz
—
Pilot tone:
2 800 Hz
—
Emergency signal:
1 520 Hz
—
Station master signal:
1 840 Hz
—
Traction unit signal:
2 984 Hz
—
Island signal:
1 669 Hz
Telegram structure:
Ton frequency sequence call
consist of 8 tone frequency elements
with the following meaning:
6 elements of 100 ms for train No.
1 100 ms separating frequency
1 element 100 ms order or message (from TU)
and with variable length 400 ms … 1 400 ms order or message (to TU)
Responsible State: Bulgaria
Estonian Railways Train Communication Network
Estonian 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’.
Railways train radio communication network consists of two subsystems, namely track-to-train radio communication system and area (or regional) radio communication systems.
Track-to-train radio communication system provide voice communication with all types of trains and locomotives on main and branch lines within the country.
Area radio communication systems provide full radio coverage within operational area of railway stations for station operators and locomotive drivers.
With the integrated train radio communication network are covered all the lines and railway station around the country.
The 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.
Trunking system main data:
VHF 146-174Mhz frequency band
14 duplex channels
semi-duplex operation
On railway stations in local area communications Motorola GM350 and GM Pro series base radios operate on VHF simplex chanels.
Motorola GM350 and GM160 radios on the trains can communicate with different radio infrastructures installed within the country, on main lines and in station areas.
Personnel responsible for safe and efficient railway operations have in use Motorola GP and P series portable radios.
To 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.
Responsible Member State: Estonia
Lithuanian Railways Train radio System
Description:
The 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.
The 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.
Six frequencies in the band of 1 000 — 1 700 Hz are used for selective connection of LRS's.
Main Characteristics:
Frequencies:
Train to ground and ground to train:
2 130 kHz — basic,
2 150 kHz — subsidiary,
Sensitivity
≤ 50 μkV at 20 dB signal to noise ratio
Radiating power:
≤ 12 W (track-side and on-board)
Antenna characteristics:
λ/4 omnidirectional (track-side)
λ/12 omnidirectional (on-board)
Terminating resistor 50 or 75 Ohms depending on radio-set type.
Polarisation:
Vertical
Modes of operation:
simplex mode
Switchover of channels:
manually by mechanical switching
Audio frequency range:
300 Hz ... 3 000 Hz for voice, selective calls, operating signals
Selective call operating tones:
—
BRS — LRS
f1 = 1 400 Hz
—
BRS — DRS
f2 = 700 Hz
—
BRS — BRS
f4 = 1 000 Hz
—
DRS — BRS
f4 = 1 000 Hz
—
LRS — BRS
f3 = 1 000 Hz
Transmission frequency deviation:
≥1,5 kHz ≤ 3 kHz for selective calls
≤ 3 kHz for voice
Network equipped with automatic recording posts
LRS antenna types
Г — mode
T — mode
Inclined ray
Inductive powering of open-wired power supply lines (not steel wires)
Specific handling of high voltage power supply lines (10 kV)
Specific wave guide
Shunting Radio Communication System
Description:
For 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.
Main Characteristics:
Frequencies:
150,375 — 155,8 MHZ and 150,29 — 150,35 MHz
Frequency spacing 25 KHz.
Sensitivity
> 1 μkV at 20 dB signal to noise ratio
Radiating power:
≤ 25 W (track-side)
≤ 12 W (on-board)
≤5 W (handheld)
Polarisation:
Vertical
Modes of operation:
simplex mode
Switchover of channels:
manually by mechanical switching
Transmission frequency deviation:
≤ 3 kHz
Responsible Member State: Lithuania.
Part 3: Transition Matrix between Class A and B systems (signalling)
PURPOSE OF THE MATRIX
This MATRIX is to provide a text concerning the scope of the transitions relevant for interoperability on the European high-speed and conventional rail networks.
INTRODUCTION
The 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.
The 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.
The 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.
As 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.
TRANSITION MATRIX
How to read the matrix
The diagonal of the matrix lists the Class A and all Class B systems relevant for the High-speed and Conventional Trans European Rail Networks.
Each 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.
The number indicates the countries responsible for the specification of the transition and the associated procedures.
The transitions between the Class A and Class B systems (first column) shall be performed as described in the document SUBSET 035.
Example:
System Transitions
Where a transition is performed by ETCS STM, the terms defined in the document SUBSET-035 should be used.
System transitions (Class A and B)
The 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:
A change in the way the train movement is supervised
A change in how the driver interacts with the system
Member States responsible for transition.
1 Netherlands, Belgium
2 Italy, France
3 Spain, Portugal
4 Netherlands, Germany
5 Italy, Austria
6 France, Belgium, Luxembourg, Germany
7 Italy, France
8 France, Belgium, Luxembourg
9 France Germany
10 Spain
11 Germany, Austria
12 Italy
13 Italy, France
14 Austria, Italy
15 France, Italy
16 Spain
17 Spain
18 Netherlands, Belgium
19 Belgium
20 Belgium, Germany
21 France, Belgium
22 France
23 France
24 Belgium, France
25 France, United Kingdom (transition occurs at UK end of Channel Tunnel)
26 France
27 France
28 France
29 Denmark, Sweden
30 Germany, Denmark
31 Austria, Hungary
32 Austria, Czech Republic, Germany, Slovak Republic
33 Hungary, Slovak Republic, Czech Republic
34 France, Switzerland
35 Germany, Switzerland
36 France, Switzerland
37 United Kingdom
38 United Kingdom (only for trains with Vmax > 160km/h)
39 Germany, Poland
40 Poland. Czech Republic, Slovak Republic
41 Republic of Ireland, United Kingdom
42 Lithuania, Poland (between ALSN and SHP)
Part 4: Electromagnetic characteristic of train detection systems used in member states:
The electromagnetic characteristics of train detection systems used in member states are listed here including the test specification.
Open point-

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Source: https://www.legislation.gov.uk/eudn/2006/860/annex/annex/B (the official version)
Page: https://openlegislation.uk/eu-decision-2006-860/annex/annex-B
Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives.