16.10.2006

EN

Official Journal of the European Union

L 284/1

(1)	In accordance with Article 2(c) of Directive 2001/16/EC, the trans-European conventional rail system is subdivided into structural or functional subsystems. Each of these subsystems is to be covered by a technical specification for interoperability (TSI).

(2)	The first step in establishing a TSI is to have a draft TSI drawn up by the European Association for Railway Interoperability (AEIF) which was appointed as the joint representative body.

(3)

The AEIF has been given a mandate to draw up a draft TSI for the control-command and signalling subsystem in accordance with Article 6(1) of Directive 2001/16/EC. The basic parameters for this draft TSI were adopted by Commission Decision 2004/447/EC of 29 April 2004 modifying Annex A to Decision 2002/731/EC of 30 May 2002 and establishing the main characteristics of the Class A system (ERTMS) of the control-command and signalling subsystem of the trans-European conventional rail system referred to in Directive 2001/16/EC of the European Parliament and of the Council(2).

(4)	The draft TSI set up on the basis of the basic parameters was accompanied by an introductory report containing a cost-benefit analysis as provided for in Article 6(5) of the Directive.

(5)	The draft TSI has been examined by the Committee set up by Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system(3)

(6)

As is required by Article 1 of Directive 2001/16/EC, the conditions for achieving interoperability of the trans-European conventional rail system concern the design, construction, commissioning, upgrading, renewal and operation of the infrastructures and rolling stock contributing to the functioning of the system to be put into service . With regard to the infrastructures and rolling stock already in service at the time of entry into force of this TSI, the TSI should be applied from the time when work is envisaged on these infrastructures and rolling stock. However, the degree to which the TSI is applied will vary according to the scope and extent of the planned work and the costs and the benefits generated by the intended applications. In order for such piecemeal tasks to achieve full interoperability, they need to be underpinned by a coherent implementation strategy. In this context, a distinction should be made between upgrading, renewal and maintenance-related replacement.

(7)

Directive 2001/16/EC and the TSIs do apply to renewals but not to maintenance-related replacements. However, Member States should be encouraged, where they are able to do so and where it is justified by the scope of the maintenance-related work, to apply the TSIs to maintenance-related replacements.

(8)

Existing conventional lines and rolling stock are already equipped with control-command and signalling systems meeting the essential requirements of Directive 2001/16/EC. Such ‘legacy’ systems were developed and implemented according to national rules. Basic information concerning legacy systems is provided in Annex B of the TSI. Given that verification of interoperability of the legacy systems has to be established by reference to the requirements of the TSI, in accordance with Article 16(2) of Directive 2001/16/EC, it is necessary, during the transitional period between the publication of a Decision and the full implementation of the attached TSI, to lay down the conditions with which the legacy systems have to comply in addition to those explicitly referred to in the TSI. Member States are to provide each other and the Commission with information on the relevant national technical rules in use for achieving interoperability and meeting the essential requirements of Directive 2001/16/EC, on the bodies it appoints for carrying out the procedure for the assessment of conformity or suitability for use, and on the checking procedure for use in verifying the interoperability of subsystems pursuant to Article 16(2) of Directive 2001/16/EC.

(9)

For this purpose, Member States should apply, as far as possible, the principles and criteria provided for in Directive 2001/16/CE for the implementation of Article 16(2), making use of the bodies notified under Article 20 of Directive 2001/16/EC. The Commission should carry out an analysis of the information forwarded by the Member States, in the form of national rules, procedures, bodies in charge of implementing procedures, and duration of the procedures and, where appropriate, should discuss with the Committee the need for the adoption of any further measures.

(10)	A similar procedure should also apply with regard to those issues classified as ‘Open Points’ in Annex G of the TSI.

(11)	The TSI should not demand the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European conventional rail system.

(12)

The TSI is based on best available expert knowledge at the time of preparation of the corresponding draft. Developments in technology, operational, safety or social requirements may make it necessary to amend or supplement this TSI. For this purpose, a Change Control Management process has been devised to consolidate and update the requirements of Annex A of the TSI. This updating process, which is currently placed under the auspices of the AEIF as joint representative body will be transferred to the European Railway Agency established under Regulation (EC) No 881/2004 of the European Parliament and of the Council(4)once this is operational. Where appropriate, a deeper and more comprehensive review or updating procedure which entails modifications to the due process identified in this TSI will be initiated in accordance with Article 6(3) of Directive 2001/16/EC.

(13)

The application of the TSI to be adopted by this Decision should take into account specific criteria relating to technical and operational compatibility between the infrastructures and the rolling stock to be placed in service and the network into which they are to be integrated. These compatibility requirements entail a complex technical and economical analysis that should be conducted on a case-by-case basis for specific applications. Such analysis should take into account the interfaces between the different subsystems referred to in Directive 2001/16/EC, the different categories of lines and rolling stock referred to in that Directive, and the technical and operational environments of the existing network.

(14)

It is essential that such an analysis develops against a framework of coherent implementation rules and guidelines. The latter necessitates the establishment by Member States of a national strategy for the implementation of the TSI which is the subject of this Decision, which should indicate the stages required to move towards an interoperable network. Such national strategies should be brought together and reconciled within the framework of an EU master plan setting the reference for the implementation of the TSI in a EU-wide perspective.

(15)

The target system described in the attached TSI (Class A system) builds upon computer-based technology with a life expectancy significantly lower than current traditional railway signalling and telecommunication facilities. As such, it calls for a pro-active rather than reactive deployment strategy to avoid potential system obsolescence before system deployment reaches maturity. In addition, the adoption of too fragmented a deployment throughout the European rail system would give rise to major costs and operational overheads. The development of a coherent trans-European implementation plan for the target system would contribute to a harmonious development of the whole of the trans-European rail system in compliance with the Community strategy for the TEN transport network. Such a plan should build upon the corresponding national implementation plans and should provide an appropriate knowledge base for decision support by the different stakeholders, and in particular by the Commission in the allocation of financial support to railway projects. The Commission should co-ordinate the development of such a plan, in accordance with Article 155(2) of the Treaty.

(16)

The migration towards the Class A target system as defined in the TSI requires appropriate measures to be taken at national level in order to facilitate such a migration. Such measures should aim to permit the operation of Class A equipment compliant with existing legacy systems or to facilitate implementation of pro-active approaches serving to reduce the time-to-deployment of Class A facilities. As regards the former, particular relevance has to be given to external Specific Transmission Modules for the national legacy Class B command-and-control systems.

(17)	The TSI relating to the control-command and signalling subsystem of the trans-European conventional rail system should therefore be adopted. In consequence, Decision 2004/447/EC should be amended accordingly.

(18)	The measures provided for in this Decision are in accordance with the opinion of the Committee set up by Directive 96/48/EC,

(a)	the list of applicable technical rules mentioned in paragraph 1 for the ‘Open points’ referred to in Annex G of the TSI;

(b)	the conformity assessment and checking procedures to be applied with regard to the application of the applicable technical rules referred to in paragraph 1;

(c)	the bodies it appoints for carrying out those conformity-assessment and checking procedures.

1.

INTRODUCTION

4

1.1.

TECHNICAL SCOPE

4

1.2.

GEOGRAPHICAL SCOPE

4

1.3.

CONTENT OF THIS TSI

4

2.

SUBSYSTEM DEFINITION AND SCOPE

6

2.1.

GENERAL

6

2.2.

OVERVIEW

6

2.2.1.

Interoperability

6

2.2.2.

Classes of control-command systems

6

2.2.3.

Levels of application

7

2.2.4.

Infrastructure network borders

7

3.

THE ESSENTIAL REQUIREMENTS OF THE CONTROL-COMMAND SUBSYSTEM

8

3.1.

GENERAL

8

3.2.

SPECIFIC ASPECTS OF THE CONTROL-COMMAND SUBSYSTEM

8

3.2.1.

Safety

8

3.2.2.

Reliability and availability

8

3.2.3.

Health

9

3.2.4.

Environmental protection

9

3.2.5.

Technical compatibility

9

4.

CHARACTERISATION OF THE SUBSYSTEM

11

4.1.

Introduction

11

4.2.

FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE SUBSYSTEM

12

4.2.1.

Control-command safety characteristics relevant to interoperability

12

4.2.2.

On-board ETCS functionality

12

4.2.3.

Track-side ETCS functionality

14

4.2.4.

EIRENE functions

14

4.2.5.

ETCS and EIRENE air gap interfaces

14

4.2.6.

On-board interfaces internal to control-command

15

4.2.7.

Trackside interfaces internal to control-command

15

4.2.8.

Key management

16

4.2.9.

ETCS-ID management

16

4.2.10.

HABD (hot axle box detector)

17

4.2.11.

Compatibility with tTrack-side train detection systems

17

4.2.12.

Electromagnetic compatibility

18

4.2.13.

ETCS DMI (Driver machine interface)

19

4.2.14.

EIRENE DMI (Driver machine interface)

19

4.2.15.

Interface to data recording for regulatory purposes

19

4.2.16.

Visibility of track-side control-command objects

19

4.3.

FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE INTERFACES TO OTHER SUBSYSTEMS

20

4.3.1.

Interface to the subsystem traffic operation and management

20

4.3.2.

Interface to the subsystem rolling stock

22

4.3.3.

Interfaces to subsystem infrastructure

25

4.3.4.

Interfaces to subsystem energy

26

4.4.

OPERATING RULES

26

4.5.

MAINTENANCE RULES

26

4.5.1.

Responsibility of manufacturer of equipment

26

4.5.2.

Responsibility of contracting entities

27

4.5.3.

Responsibility of infrastructure manager or railway undertaking

27

4.5.4.

Maintenance plan

27

4.6.

PROFESSIONAL QUALIFICATIONS

28

4.7.

HEALTH AND SAFETY CONDITIONS

28

4.8.

INFRASTRUCTURE AND ROLLING STOCK REGISTERS

28

5.

INTEROPERABILITY CONSTITUENTS

29

5.1.

DEFINITIONS

29

5.2.

LIST OF INTEROPERABILITY CONSTITUENTS

29

5.2.1.

Basic interoperability constituents

29

5.2.2.

Grouping of interoperability constituents

29

5.3.

CONSTITUENTS PERFORMANCES AND SPECIFICATIONS

30

6.

ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM

45

6.0.

INTRODUCTION

45

6.1.

INTEROPERABILITY CONSTITUENTS

45

6.1.1.

Assessment procedures

45

6.1.2.

Modules

46

6.2.

CONTROL-COMMAND SUBSYSTEM

48

6.2.1.

Assessment procedures

48

6.2.2.

Modules

51

7.

IMPLEMENTATION OF THE TSI CONTROL-COMMAND

62

7.1.

GENERAL

62

7.2.

SPECIFIC ISSUES OF IMPLEMENTATION OF THE TSI CONTROL-COMMAND

62

7.2.1.

General migration criteria

62

7.2.2.

Timing criteria

66

7.2.3.

Implementation: infrastructure (stationary equipment)

74

7.2.4.

Implementation: rolling stock (on-board equipment)

76

7.2.5.

Particular migration paths

78

7.2.6.

Conditions under which optional functions are required

79

7.3.

MANAGEMENT OF CHANGE

80

7.3.1.

Introduction

80

7.3.2.

Baselining

84

7.3.3.

The ERTMS consolidation phase

81

7.3.4.

Baseline release

82

7.3.5.

Deployment of new baselines

82

7.3.6.

Change management process — the requirements

82

7.3.7.

Configuration management plan — the requirements

83

7.3.8.

Governance

84

7.4.

SPECIFIC CASES

85

7.4.1.

Introduction

85

7.4.2.

List of specific cases

85

7.5.

TRANSITIONAL PROVISIONS

88

ANNEX A

89

ANNEX A — APPENDIX 1

89

ANNEX A — APPENDIX 2

100

ANNEX B

101

ANNEX C

179

GENERAL REQUIREMENTS

179

REGISTER OF INFRASTRUCTURE

179

REGISTER OF ROLLING STOCK

180

LISTS OF SPECIFIC CHARACTERISTICS AND REQUIREMENTS

180

ANNEX D

187

ANNEX E

188

ANNEX F

223

ANNEX G

225

ANNEX H

227

(a)	indicates its intended scope (part of the network or rolling stock referred to in Annex I to the Directive; subsystem or part of subsystem referred to in Annex II to the Directive) — Chapter 2 (Subsystem definition and scope);

(b)	lays down essential requirements for the control-command subsystem concerned and its interfaces vis-à-vis other subsystems — Chapter 3 (The Essential Requirements Of The control-command subsystem);

(c)

establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or rolling stock provided for in Annex I to the Directive — Chapter 4 (Characterisation of the subsystem);

(d)	determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system — Chapter 5 (Interoperability constituents);

(e)

states, in each case under consideration, the procedures for the assessment of conformity or suitability for use. This includes in particular the modules defined in Decision 93/465/EEC or, where appropriate, the specific procedures to be used to assess either the conformity or the suitability for use of interoperability constituents and EC verification of subsystems — Chapter 6 (Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem);

(f)

indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm — Chapter 7 (Implementation of the TSI control-command);

(g)	indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem concerned, as well as for the implementation of the TSI — Chapter 4 (Characterisation of the subsystem).

1.	The FUNCTIONS that are essential for the safe control of the railway traffic, and that are essential for the operation, including those required under degraded conditions.

2.	INTERFACES.

3.	The level of PERFORMANCE required to meet the essential requirements.

Class A:	The unified Control-command system.
Class B:	Control-command systems and applications existing before entry into force of the Directive 2001/16/EC, limited to those described in Annex B.

—	the Class A radio and data communication interfaces to the infrastructure, in case of operation with Class A infrastructure,

—

the Class B radio and data communication interfaces to the infrastructure, in case of operation with Class B infrastructure. For signalling data, this can be achieved with the use of a specific transmission module (STM) that allows a Class A On-board system to operate on lines fitted with Class B track-side system using the Class B data. The interface between the Class A on-board system and STM’s is defined in this TSI.

Level 1:	Data transmission is achieved by spot transmission (Eurobalise) and in some cases by semi-continuous transmission (Euroloop or radio in-fill). The detection of trains is achieved by track-based equipment, usually track-circuits or axle counters. Signalling information is communicated to the driver by equipment in the driving cab and, optionally, lineside signals.
Level 2:	Data transmission is achieved by continuous radio transmission (GSM-R). For some functions, the radio transmission requires complementing by spot transmission (Eurobalise). The detection of trains is achieved by track-based equipment, usually track-circuits or axle counters. Signalling information is communicated to the driver by equipment in the driving cab and, optionally, lineside signals.
Level 3:	Data transmission is achieved by continuous radio transmission (GSM-R). For some functions, the radio transmission requires complementing by spot transmission (Eurobalise). The detection of trains is achieved by equipment on-board, reporting to the control-command track-side assembly. Signalling information is communicated to the driver by equipment in the driving cab.

—

safety,

—	reliability and availability,

—

health,

—	environmental protection,

—	technical compatibility.

—	ensure that the Class B system design meets national safety targets,

—	ensure that the application of the Class B system meets national safety targets,

—	define the safe operating parameters and conditions of use of the Class B system (including, but not limited to, maintenance and degraded modes).

(a)

For Class A system, the global reliability and availability objectives for the subsystem are apportioned between the On-board and Track-side Assemblies. The detailed requirements are specified inthe Basic Parameter defined in section 4.2.1 (control-command safety characteristics relevant to interoperability).

(b)

The quality of the maintenance organisation for all systems comprising the control-command subsystem shall ensure that the level of risk is controlled as constituents age and wear. The quality of the maintenance shall ensure that safety is not prejudiced because of these activities. See section 4.5 (Maintenance rules).

—	the control-command equipment, if subjected to excessive heat or fire, shall not exceed limits for the emission of fumes or gases which are harmful to the environment,

—	the control-command equipment shall not contain substances which may during their normal use abnormally contaminate the environment,

—	the control-command equipment shall be subject to the European legislation in force controlling the limits to the emission of and the susceptibility to electromagnetic interference along the boundaries of railway property,

—	the control-command equipment shall comply with existing regulations on noise pollution,

—	the control-command equipment shall not give rise to any inadmissible level of vibration which could jeopardise the integrity of the infrastructure (when the infrastructure is in the correct state of maintenance).

—	the first category sets out the general engineering requirements for interoperability, that is environmental conditions, internal electromagnetic compatibility (EMC) within the railway boundaries, and installation. These compatibility requirements are defined in this Chapter,

—	the second category describes how the control-command subsystem has to be applied and what functions it has to perform in order that interoperability is achieved. This category is defined in Chapter 4,

—	the third category describes how the control-command subsystem has to be operated in order that interoperability is achieved. This category is defined in Chapter 4.

—	control-command safety characteristics relevant to interoperability (section 4.2.1),

—	on-board ETCS functionality (section 4.2.2),

—	track-side ETCS functionality (section 4.2.3),

—	EIRENE functions (section 4.2.4),

—	ETCS and EIRENE air gap interfaces (section 4.2.5),

—	on-board Interfaces Internal to Control Command (section 4.2.6),

—	track-side Interfaces Internal to Control Command (section 4.2.7),

—	key management (section 4.2.8),

—	ETCS-ID management (section 4.2.9),

—	HABD (hot axle box detector) (section 4.2.10),

—	compatibility with track-side Train Detection Systems (section 4.2.11),

—	Electromagnetic compatibility (section 4.2.12),

—	ETCS DMI (driver machine interface) (section 4.2.13)

—	EIRENE DMI (driver machine interface) (section 4.2.14)

—	interface to data recording for regulatory purposes (section 4.2.15)

—	Visibility of track-side control-command objects (section 4.2.16)

—	4.2.10 (HABD (Hot axle box detector)),

—	4.2.11 (Compatibility with track-side train detection systems),

—	4.2.12 (Electromagnetic compatibility),

—	4.2.16 (Visibility of track-side Control-command objects)

—	on-board standard functions, ensuring that every train will react to data received from track-side in a predictable way,

—	track-side standard functions, able to process data from national interlocking and signalling systems and to translate such data into standard messages for the trains,

—	standard interfaces for track-to-train and train-to-track communication.

—	to ensure that the solutions to achieve safety do not jeopardise interoperability the requirements of Annex A, Index 47 shall be respected,

—

for the safety related part of one on-board assembly as well as for one track-side assembly, the safety requirement for ETCS level 1 or level 2(1)is: tolerable hazard rate (THR) of 10-9/hour (for random failures) corresponding to Safety Integrity Level 4. The detailed requirements for Class A equipment are specified in Annex A, Index 27. Less restrictive safety requirements on THR values for track-side equipment may be adopted, provided that the safety objective for the service is met.

—	The reliability and availability requirements of Annex A, Index 28 shall be respected.

—	Communicating with the control-command track-side assembly. The in-fill data transmission function in ETCS Level 1 applications is only mandatory on-board under the conditions defined in Chapter 7. Data radio functionality for ETCS is only mandatory for ETCS Level 2 or ETCS Level 3 applications.—Eurobalise reception. See Annex A, Index 9, 36, 43—Euroloop reception. See Annex A, Index 15, 16, 50—Radio transmission and radio messages protocol management. See Annex A, Index 10, 11, 12, 18, 19, 22, 39, 40.	—	Eurobalise reception. See Annex A, Index 9, 36, 43	—	Euroloop reception. See Annex A, Index 15, 16, 50	—	Radio transmission and radio messages protocol management. See Annex A, Index 10, 11, 12, 18, 19, 22, 39, 40.
—	Eurobalise reception. See Annex A, Index 9, 36, 43
—	Euroloop reception. See Annex A, Index 15, 16, 50
—	Radio transmission and radio messages protocol management. See Annex A, Index 10, 11, 12, 18, 19, 22, 39, 40.

—	Eurobalise reception. See Annex A, Index 9, 36, 43

—	Euroloop reception. See Annex A, Index 15, 16, 50

—	Radio transmission and radio messages protocol management. See Annex A, Index 10, 11, 12, 18, 19, 22, 39, 40.

—	Communicating with the driver—Supporting driving. See Annex A, Index 51—Providing odometry information. See Annex A, Index 51.	—	Supporting driving. See Annex A, Index 51	—	Providing odometry information. See Annex A, Index 51.
—	Supporting driving. See Annex A, Index 51
—	Providing odometry information. See Annex A, Index 51.

—	Supporting driving. See Annex A, Index 51

—	Providing odometry information. See Annex A, Index 51.

—	Communicating with the STM’s. See Annex A, Index 8, 25, 26, 36, 52. This function includes:—Managing the STM’s output—Providing data to be used by the STM—Managing STM transitions.	—	Managing the STM’s output	—	Providing data to be used by the STM	—	Managing STM transitions.
—	Managing the STM’s output
—	Providing data to be used by the STM
—	Managing STM transitions.

—	Managing the STM’s output

—	Providing data to be used by the STM

—	Managing STM transitions.

—

Providing the automatic train protection function and cab-signalling. See Annex A, Index 6, 7, 31, 37. This function includes:—Locating the train in a Eurobalise co-ordination system, which is the basis for supervising the dynamic speed profile—Calculating the dynamic speed profile for its mission—Supervising the dynamic speed profile during its mission—Selecting the speed supervision mode—Supervising the train according national values—Defining and providing the intervention function—Setting the train characteristics.

—

Locating the train in a Eurobalise co-ordination system, which is the basis for supervising the dynamic speed profile

—

Calculating the dynamic speed profile for its mission

—

Supervising the dynamic speed profile during its mission

—

Selecting the speed supervision mode

—

Supervising the train according national values

—

Defining and providing the intervention function

—

Setting the train characteristics.

—

Locating the train in a Eurobalise co-ordination system, which is the basis for supervising the dynamic speed profile

—

Calculating the dynamic speed profile for its mission

—

Supervising the dynamic speed profile during its mission

—

Selecting the speed supervision mode

—

Supervising the train according national values

—

Defining and providing the intervention function

—

Setting the train characteristics.

—	Locating the train in a Eurobalise co-ordination system, which is the basis for supervising the dynamic speed profile

—	Calculating the dynamic speed profile for its mission

—	Supervising the dynamic speed profile during its mission

—	Selecting the speed supervision mode

—	Supervising the train according national values

—	Defining and providing the intervention function

—	Setting the train characteristics.

—	Demonstrating the completeness of the train (train integrity) — mandatory for level 3, not required for level 1 or 2.

—	Equipment health monitoring and failure mode support. This function includes:—Initialising the on-board ETCS functionality—Providing failure mode support.—Isolation of the on-board ETCS functionality.	—	Initialising the on-board ETCS functionality	—	Providing failure mode support.	—	Isolation of the on-board ETCS functionality.
—	Initialising the on-board ETCS functionality
—	Providing failure mode support.
—	Isolation of the on-board ETCS functionality.

—	Initialising the on-board ETCS functionality

—	Providing failure mode support.

—	Isolation of the on-board ETCS functionality.

—	Support data recording for regulatory purposes. See Annex A, Index 5, 41, 55.

—	The vigilance function. See Annex A, Index 42. Implementation may be:—Outside the ERTMS/ETCS On-board, interoperability constituent (see Chapter 5), with an optional interface to the ERTMS/ETCS On-board, or—Inside the ERTMS/ETCS On-board.	—	Outside the ERTMS/ETCS On-board, interoperability constituent (see Chapter 5), with an optional interface to the ERTMS/ETCS On-board, or	—	Inside the ERTMS/ETCS On-board.
—	Outside the ERTMS/ETCS On-board, interoperability constituent (see Chapter 5), with an optional interface to the ERTMS/ETCS On-board, or
—	Inside the ERTMS/ETCS On-board.

—	Outside the ERTMS/ETCS On-board, interoperability constituent (see Chapter 5), with an optional interface to the ERTMS/ETCS On-board, or

—	Inside the ERTMS/ETCS On-board.

—	Communication with track-side signalling equipment (interlocking, signal)

—	Locating a specific train in a Eurobalise co-ordination system (levels 2 and 3)

—	Translating the information from track-side signalling equipment into a standard format for the control-command On-board Assembly.

—	Generating movement authorities including track description and orders assigned to a specific train.

—	Communicating with the Control-command On-board Assembly. This includes:—Eurobalise transmission. See Annex A, Index 9, 43—Radio in-fill. See Annex A, Index 18, 19, 21. Radio in-fill is only relevant in level 1 in which it is optional. (see also section 7.2.6)—Euroloop. See Annex A, Index 16, 50. Euroloop is only relevant in level 1 in which it is optional (see also section 7.2.6)—RBC radio communication. See Annex A, Index 10, 11, 12, 39, 40. RBC radio communication is only relevant to level 2 and level 3.	—	Eurobalise transmission. See Annex A, Index 9, 43	—	Radio in-fill. See Annex A, Index 18, 19, 21. Radio in-fill is only relevant in level 1 in which it is optional. (see also section 7.2.6)	—	Euroloop. See Annex A, Index 16, 50. Euroloop is only relevant in level 1 in which it is optional (see also section 7.2.6)	—	RBC radio communication. See Annex A, Index 10, 11, 12, 39, 40. RBC radio communication is only relevant to level 2 and level 3.
—	Eurobalise transmission. See Annex A, Index 9, 43
—	Radio in-fill. See Annex A, Index 18, 19, 21. Radio in-fill is only relevant in level 1 in which it is optional. (see also section 7.2.6)
—	Euroloop. See Annex A, Index 16, 50. Euroloop is only relevant in level 1 in which it is optional (see also section 7.2.6)
—	RBC radio communication. See Annex A, Index 10, 11, 12, 39, 40. RBC radio communication is only relevant to level 2 and level 3.

—	Eurobalise transmission. See Annex A, Index 9, 43

—	Radio in-fill. See Annex A, Index 18, 19, 21. Radio in-fill is only relevant in level 1 in which it is optional. (see also section 7.2.6)

—	Euroloop. See Annex A, Index 16, 50. Euroloop is only relevant in level 1 in which it is optional (see also section 7.2.6)

—	RBC radio communication. See Annex A, Index 10, 11, 12, 39, 40. RBC radio communication is only relevant to level 2 and level 3.

—	Providing track clearance information to the interlocking. This function is only required for level 3.

—	Driver call related functions

—	Operational radio functions

—	Data communication.

—	specification of the protocols for the transport of information from/to ERTMS functions and for ensuring safety in the communication.

—	specification of the interfaces between pieces of equipment. The interfaces between the equipment are described in:—Section 4.2.6 (on-board interfaces internal to control-command) for on-board—Section 4.2.7 (trackside interfaces internal to control-command) for track-side	—	Section 4.2.6 (on-board interfaces internal to control-command) for on-board	—	Section 4.2.7 (trackside interfaces internal to control-command) for track-side
—	Section 4.2.6 (on-board interfaces internal to control-command) for on-board
—	Section 4.2.7 (trackside interfaces internal to control-command) for track-side

—	Section 4.2.6 (on-board interfaces internal to control-command) for on-board

—	Section 4.2.7 (trackside interfaces internal to control-command) for track-side

—	the physical, electrical and electromagnetic values to be respected to allow a safe functioning,

—	the communication protocol to be used,

—	the availability of the communication channel.

—	radio communications with the train.Class A radio communication interfaces shall operate in the R-GSM Band. See Annex A, Index 35. The protocols shall comply with Annex A Index 10, 18, 19, 39, 40

—	Eurobalise and Euroloop communication with the train.Eurobalise communication interfaces shall comply with Annex A Index 9, 43. Euroloop communication interfaces shall comply with Annex A Index 16, 50.

—	information from the ‘handing over’ RBC to the ‘accepting’ RBC,

—	information from the ‘accepting’ RBC to the ‘handing over’ RBC

—	between the key management systems of different infrastructure managers,

—	between the key management systems of railway undertakings and the infrastructure managers,

—	between the key management system and the on-board and track-side ETCS equipment.

Parameter	Appendix 1 TSI control-command	TSI rolling stock HS	TSI rolling stock freight wagons	TSI rolling stock traction units –locos, EMUs, DMUs- and coaches	TSI operations and traffic management (HS)	TSI operations and traffic management (CR)
Axle distances	2.1 incl. Figure 6	Not yet specified	4.2.3.2	?		—
Wheel geometry	2.2 incl. Figure 7	4.2.10	5.4.2.3	?		—
Vehicle mass (minimum axle load)	3.1	4.1.2	4.2.3.2	?		—
Metal-free space around wheels	3.2	Not yet specified	Chapter 6(2)	?		—
Metal-mass of vehicle	3.3	Not yet specified	Open point	?		—
Wheel material	3.4	Not yet specified	5.4.2.3	?		—
Impedance between wheels	3.5	4.2.10e	4.2.3.3.1	?		—
Vehicle impedance	3.6	Not yet specified	None	?		—
Use of sanding equipment	4.1	Not yet specified	None	?		Not yet addressed
Use of composite brake blocks	4.2	Not yet specified	Open point	?		—
Traction current	5.1	Not yet specified	None	?		—
Use of electric/magnetic brakes	5.2	4.1.5, 4.2.15, 4.3.6	None	?		(3)
Electric, magnetic, electromagnetic fields	5.3	4.1.9	None	?		—

—	ergonomics (including visibility),

—	ETCS functions to be displayed,

—	ETCS functions triggered by driver input.

—	ergonomics (including visibility),

—	EIRENE functions to be displayed,

—	call related information outgoing,

—	call related information incoming.

—	data exchange between the juridical recorder and the downloading tool,

—	communication protocols,

—	physical interface,

—	functional requirements for, and use of, data-recording.

—	the characteristics of retro-reflecting signs,

—	driver’s external field of view. Track-side control-command objects that need to be observed by the driver must be sited taking into account the driver’s external field of view as defined in the TSI Traffic Operations and Management.

—	TSI Rolling stock freight wagons: not concerned.

—	TSI Rolling stock HS: Section

—	TSI Rolling stock traction units and coaches

—	TSI Rolling stock freight wagons: Section 4.2.3.3.2

—	TSI Rolling stock HS: Section 4.2.11, 4.3.13

—	TSI Rolling stock traction units and coaches

—

all maintenance requirements and procedures (including supervision of well functioning, diagnosis and test methods and tools) necessary for the achievement of essential requirements and values quoted in the mandatory requirements of this TSI during the whole equipment life-cycle (transport and storage before installation, normal operation, failures, repair actions, verifications and maintenance interventions, de-commissioning etc.),

—	all the risk for health and safety that may affect the public and the maintenance staff,

—	the conditions for first line maintenance (i.e. the definition of line replaceable units (LRUs), the definition of approved compatible versions of hardware and software, the substitution of failed LRUs, and e.g. the conditions for storage of LRUs and for repair of failed LRUs,

—	the technical conditions for running a train with failed equipment to the end of its mission or to the workshop (degraded mode from a technical point of view, e.g. functions partially or fully switched off, isolation from other functions etc.).

—	the verifications to be performed in case equipment is subject to exceptional stress (e.g. exceedance of environmental conditions or abnormal shocks)

—	ensure that, for all components within the scope of this TSI (regardless if interoperability constituents or not), the maintenance requirements as described in section 4.5.1 (Responsibility of manufacturer of equipment) are defined.

—	set up the necessary maintenance rules relevant for all components within the scope of this TSI taking account of risks due to interactions of different equipment inside the subsystem and interfaces to other subsystems.

—	Shall set up a maintenance plan as specified in section 4.5.4 (Maintenance plan).

—	conditions for the use of equipment, according to the requirements indicated by the manufacturers,

—

specification of the maintenance programs (e.g. definition of preventive and corrective maintenance categories, maximum time between preventive maintenance actions and corresponding precautions to be taken for the safety of the subsystem and the maintenance staff, considering interference of maintenance actions with the operation of the Control-command subsystem),

—	requirements for the storage of spare parts,

—	definition of first line maintenance,

—	rules for the management of failed equipment,

—	requirements related to the minimum competence of maintenance staff, with reference to the risks for health and safety,

—	definition of responsibilities and authorisation of maintenance staff (e.g. for access to equipment, management of limitations and/or interruptions of system operation, replacement of LRUs, repair of failed LRUs, restore of normal system operation),

—	procedures for the management of ETCS-identities. See section 4.2.9 (ETCS-ID Management),

—	methods for reporting to the manufacturer of equipment information on safety-critical defects and frequent system failures.

—	the on-board assembly,

—	the track-side assembly.

—	Table 5.1.a for the on-board assembly,

—	Table 5.2.a for the track-side assembly.

—	Table 5.1.b lists the groups of interoperability constituents of the on-board assembly

—	Table 5.2.b lists the groups of interoperability constituents of the track-side assembly

—	in column 3, the functions and interfaces. Note that some interoperability constituents have functions and/or interfaces that are optional,

—	in column 4, the mandatory specifications for the conformity assessment of each function or interface, as far as relevant, by reference to the relevant section of chapter 4,

—	in column 5, the modules to be applied for conformity assessment, which are described in chapter 6 of this TSI.

1	2	3	4	5
No	Interoperability constituent IC	Characteristics	Specific requirements to be assessed by reference to Annex A Index n	Module
1.	ERTMS ETCS on-board	Safety	4.2.1
On-board ETCS functionality	4.2.2	H2orB with DorB with F
Excluding:—Odometry—Data recording for regulatory purposes	—	Odometry	—	Data recording for regulatory purposes
—	Odometry
—	Data recording for regulatory purposes
ETCS and EIRENE air gap interfaces	4.2.5
RBC (level 2 and 3)
Radio in-fill unit (optional level 1)
Eurobalise airgap
Euroloop airgap (optional level 1)
Interfaces
STM (implementation of interface K optional)	4.2.6.1
ERTMS GSM-R on-board	4.2.6.2
Odometry	4.2.6.3
Key management system	4.2.8
ETCS ID Management	4.2.9
ETCS Driver Machine Interface	4.2.13
Key Management	4.3.1.7
Physical environmental conditions	4.3.2.5
EMC	4.3.2.6
Data interface. This also includes vigilance (optional) and train integrity (only level 3)	4.3.2.8
Safety Information recorder	none
2.	Safety platform on-board	Safety	4.2.1	H2or B with Dor B with F
3.	Safety information recorder	On-board ETCS functionality	4.2.2	H2or B with Dor B with F
Only Data recording for regulatory purposes
Interfaces
JRU downloading tool	4.2.15
ERTMS/ETCS on-board	none
Environmental conditions	4.3.2.5
EMC	4.3.2.6
4.	Odometry	Safety	4.2.1	H2or B with Dor B with F
On-board ETCS functionality	4.2.2
Only odometry
Interfaces
ERTMS ETCS on-board	4.2.6.3
Environmental conditions	4.3.2.5
EMC	4.3.2.6
5.	External STM	Functions and safety	none	H2or B with Dor B with F
According to national specifications
Interfaces
ERTMS ETCS on-board	4.2.6.1
Class B system air gapAccording to national specifications	none
Environmental conditionsAccording to national specifications	none
EMCAccording to national specifications	none
6.	ERTMS/GSM-R on-board	EIRENE functions	4.2.4	H2or B with Dor B with F
Data communication only in level 2 or 3 or level 1 with radio in-fill
Interfaces
ERTMS ETCS on-boardOnly in level 2 or 3 or level 1 with radio in-fill	4.2.6.2
GSM-R	4.2.5
EIRENE Driver Machine Interface	4.2.14
Environmental conditions	4.3.2.5
EMC	4.3.2.6

—

Odometry

—	Data recording for regulatory purposes

1	2	3	4	5
No	Interoperability constituent IC	Characteristics	Specific requirements to be assessed by reference to Annex A Index n	Module
1.	Safety platform on-boardERTMS ETCS on-boardsafety information recorderOdometry	Safety	4.2.1
On-board ETCS functionality	4.2.2	H2orB with DorB with F
ETCS and EIRENE air gap interfaces	4.2.5
RBC (level 2 and 3)
Radio in-fill unit (optional level 1)
Eurobalise airgap
Euroloop airgap (optional level 1)
Interfaces
STM (implementation of interface K optional)	4.2.6.1
ERTMS GSM-R on-board	4.2.6.2
Key management system	4.2.8
ETCS ID Management	4.2.9
ETCS Driver machine Interface	4.2.13
Physical environmental conditions	4.3.2.5
EMC	4.3.2.6
JRU downloading tool	4.2.15
Data interface. This also includes vigilance (optional) and train integrity (only level 3)	4.3.2.8

1	2	3	4	5
No	Interoperability constituent IC	Characteristics	Specific requirements to be assessed by reference to chapter 4	Module
1.	RBC	Safety	4.2.1
Track-side ETCS functionality	4.2.3	H2or B with Dor B with F
Excluded communication via Eurobalises, radio in-fill and Euroloop
ETCS and EIRENE air gap interfaces	4.2.5
Only radio communication with train
Interfaces
Neighbouring RBC	4.2.7.1, 4.2.7.2
ERTMS GSM-R track-side	4.2.7.3
Key management system	4.2.8
ETCS-ID Management	4.2.9
Interlocking	none
Environmental conditions	4.3.3.3
EMC	4.3.3.4
2.	Radio in-fill unit	Safety	4.2.1
Track-side ETCS functionality	4.2.3	H2or B with Dor B with F
Excluded communication via Eurobalises, Euroloop and level 2/3 functionality
ETCS and EIRENE air gap interfaces	4.2.5
Only radio communication with train
Interfaces
ERTMS GSM-R track-side	4.2.7.3
Key management system	4.2.8
ETCS-ID Management	4.2.9
Interlocking and LEU	4.2.3
Environmental conditions	4.3.3.3
EMC	4.3.3.4
3.	Eurobalise	Safety	4.2.1
ETCS and EIRENE air gap interfaces	4.2.5	H2or B with Dor B with F
Only Eurobalise communication with train
Interfaces
LEU Eurobalise	4.2.7.4
ETCS-ID Management	4.2.9
Environmental conditions	4.3.3.3
EMC	4.3.3.4
4.	Euroloop	Safety	4.2.1
ETCS and EIRENE air gap interfaces	4.2.5	H2or B with Dor B with F
Only Euroloop communication with train
Interfaces
LEU Euroloop	4.2.7.5
ETCS-ID Management	4.2.9
Environmental conditions	4.3.3.3
EMC	4.3.3.4
5.	LEU Eurobalise	Safety	4.2.1
Track-side ETCS functionality	4.2.3	H2or B with Dor B with F
Excluded communication via radio in-fill, Euroloop and level 2 and level 3 functionality
Interfaces
Track-side signalling	None
Eurobalise	4.2.7.4
ETCS-ID Management	4.2.9
Environmental conditions	4.3.3.3
EMC	4.3.3.4
6.	LEU Euroloop	Safety	4.2.1
Track-side ETCS functionality	4.2.3	H2or B with Dor B with F
Excluded communication via radio in-fill, Eurobalise and level 2 and level 3 functionality
Interfaces
Track-side signalling	None
Euroloop	4.2.7.5
ETCS-ID Management	4.2.9
Environmental conditions	4.3.3.3
EMC	4.3.3.4
7.	Safety platform track-side	Safety	4.2.1	H2or B with Dor B with F

1	2	3	4	5
No	Interoperability constituent IC	Characteristics	Specific requirements to be assessed by reference to chapter 4	Module
1.	Safety platform track-sideEurobaliseLEU Eurobalise	Safety	4.2.1
Track-side ETCS functionality	4.2.3	H2or B with Dor B with F
Excluded communication via Euroloop and level 2 and level 3 functionality
ETCS and EIRENE air gap interfaces	4.2.5
Only Eurobalise communication with train
Interfaces
Track-side signalling	None
ETCS-ID Management	4.2.9
Environmental conditions	4.3.3.3
EMC	4.3.3.4
2.	Safety platform track-sideEuroloopLEU Euroloop	Safety	4.2.1
Track-side ETCS functionality	4.2.3	H2or B with Dor B with F
Excluded communication via Eurobalise and level 2 and level 3 functionality
ETCS and EIRENE air gap interfaces	4.2.5
Only Euroloop communication with train
Interfaces
Track-side signalling	None
ETCS-ID Management	4.2.9
Environmental conditions	4.3.3.3
EMC	4.3.3.4

(a)	use of Class B systems (including national functions in STMs);

(b)	open points in the TSI;

(c)	derogation’s under Article 7 of Directive 2001/16/EC;

(d)	specific cases described in Section 7.3.

—	verify that all mandatory functions relevant to the interoperability constituent are implemented;

—	verify which optional functions are implemented,

—	either the type-examination procedure (Module B) for the design and development phase in combination with the production quality management system procedure (Module D) for the production phase, or

—	the type-examination procedure (Module B) for the design and development phase in combination with the product verification procedure (Module F), or

—	the full quality management system with design examination procedure (Module H2).

—	with reference to Chapter 4 of the Module B (type examination) description in Annex E:(a)design review is requested;(b)review of manufacturing process is not requested if Module B (type examination) is used together with Module D (production quality management system);(c)review of manufacturing process is requested if Module B (type examination) is used together with Module F (product verification),	(a)	design review is requested;	(b)	review of manufacturing process is not requested if Module B (type examination) is used together with Module D (production quality management system);	(c)	review of manufacturing process is requested if Module B (type examination) is used together with Module F (product verification),
(a)	design review is requested;
(b)	review of manufacturing process is not requested if Module B (type examination) is used together with Module D (production quality management system);
(c)	review of manufacturing process is requested if Module B (type examination) is used together with Module F (product verification),

(a)	design review is requested;

(b)	review of manufacturing process is not requested if Module B (type examination) is used together with Module D (production quality management system);

(c)	review of manufacturing process is requested if Module B (type examination) is used together with Module F (product verification),

—	With reference to chapter 3 of the Module F (product verification) description in Annex E, statistical verification is not allowed, i.e., all interoperability constituents shall be individually examined,

—	With reference to section 6.3 of the Module H2 (full quality management system with design examination), a type test is required.

—	the on-board assembly,

—	the track-side assembly.

—	verify that all mandatory functions required to the Assembly are implemented,

—	verify that all optional functions required by the track-side or on-board specific implementation are implemented.

—	correctness of installation of the control-command on-board assembly (e.g. compliance with engineering rules, co-operation of interconnected equipment, absence of unsafe interactions and, where required, storage of application specific data),

—	correctness of operations at the interfaces with rolling stock (e.g. train brakes, vigilance, train integrity),

—	ability to interface with control-command track-side assembly with corresponding characteristics (e.g. ETCS application level, optional functions installed),

—	ability of reading and storing in the safety data recorder all required information (also provided by non-ETCS systems, if required).

—	the description of the line, characteristics such as gradients, distances, positions of route elements and Eurobalises/Euroloops, locations to be protected, etc.

—	the signalling data and rules required to be handled by the ERTMS/ETCS system.

—	between the Class A radio system and the ERTMS/ETCS (RBC or radio in-fill unit, if relevant),

—	between Eurobalise and the LEU,

—	between Euroloop and the LEU,

—	between neighbouring RBCs,

—	between the ERTMS/ETCS (RBC, LEU, radio in-fill unit) and interlocking or national signalling, as relevant.

—

correctness of installation of the ERTMS/ETCS part of the control-command track-side assembly (e.g. compliance with engineering rules, co-operation of interconnected pieces of equipment, absence of unsafe interactions and, where required, storage of application specific data according to the above mentioned national specifications),

—	correctness of operations at the interfaces with national track-side equipment,

—	ability to interface with an on-board assembly with corresponding characteristics (e.g. ETCS application level).

—	the TSI requirements relevant for this step are respected,

—	the TSI requirements already assessed are not prejudiced.

—	the type-examination procedure (Module SB) for the design and development phase in combination with the production quality management system procedure (Module SD) for the production phase, or

—	the type-examination procedure (Module SB) for the design and development phase in combination with the product verification procedure (Module SF), or

—	the full quality management system with design examination procedure (Module SH2).

—	the unit verification procedure (Module SG), or

—	the type-examination procedure (Module SB) for the design and development phase in combination with the production quality management system procedure (Module SD)) for the production phase, or

—	the type-examination procedure (Module SB) for the design and development phase in combination with the product verification procedure (Module SF), or

—	the full quality management system with design examination procedure (Module SH2).

—	Section 5.2 of Module SD (production quality management system),

—	Chapter 7 of Module SF (product verification),

—	Chapter 4 of Module SG (unit verification),

—	Section 5.2 of Module SH2 (full quality management system with design examination), validation under full operational conditions is defined in section 0 (on-board assembly validation) and section 0 (track-side assembly validation).

—	performances of the odometry functions,

—	compatibility of the control-command assembly with rolling stock equipment and environment (e.g. EMC) in order to be able to multiply the implementation of the On-board assembly on other locomotives of the same type,

—	compatibility of the rolling stock with control-command Track-side assembly (e.g. EMC aspects, operation of track circuits and axle counters).

1	2	2a	3	4	5
No	Description	Remarks	CC interfaces	Interfacing TSI subsystems	Characteristics to be assessed by reference to Chapter 4 of this TSI
1.	Safety	The notified body shall ensure the completeness of the safety approval process, including safety case			4.2.1
2.	On-board ETCS functionality	This functionality is performed by ERTMS/ETCS on-board IC			4.2.2
Notes:
Vigilance supervision	If the vigilance supervision is external, an interface between vigilance device and ERTMS/ETCS on-board for suppressing may exist	OPERST	4.3.1.94.3.2.11
Train integrity supervision: In the case, where the train is configured for Level 3, the train integrity supervision function must be supported via detection equipment rolling stock-side	Interface between ERTMS/ETCS on-board and detection equipment	RST	4.3.2.8
3.	EIRENE functions	This functionality is performed by ERTMS/GSM-R on-board IC			4.2.4
Data communication only for level 1 with radio in-fill (optional) or level 2 and level 3
4.	ETCS and EIRENE air gap interfaces	This functionality is performed by ERTMS/ETCS on-board andERTMS/GSM-R on-board IC’s	CC trackside assembly		4.2.5
Radio communication with the train only for level 1 with radio in-fill (optional) or level 2 and level 3
Euroloop communication is optional
5.	Key management	Security policy for key management		OPE	4.2.84.3.1.7
6.	ETCS-ID management	Policy for ETCS-ID management		OPE	4.2.9
7.	Interfaces
	STM	The notified body shall verify that the integration test requirements issued by the appropriate Member State have been met	ERTMS/ETCS on-board and external STM IC’s		4.2.6.1
	ERTMS/GSM-R on-board		ERTMS/ETCS on-board and ERTMS/GSM-R on-board IC’s		4.2.6.2
	Odometry	This interface is not relevant if equipment is delivered as grouping of constituents	ERTMS/ETCS on-board and odometry IC’s	MR	4.2.6.3
4.3.2.12
	ETCS DMI	Part of ERTMS/ETCS on-board IC		OPE	4.2.13
	EIRENE DMI	Part of ERTMS/GSM-R on-board IC			4.3.1.24.2.14
			OPE	4.3.1.3
	Interface to data recording for regulatory purposes	Part of safety information recorder IC			4.2.15
			OPE	4.3.1.4
			RST	4.3.2.13
	Train braking performances	Verification of adaptation to the concerned rolling stock		OPE	4.3.1.5
	RST	4.3.2.3
	isolation			OPE	4.3.1.6
	RST	4.3.2.7
	Antennae installation			RST	4.3.2.4
	Environmental conditions	Verification of correct operation off control-command assembly in the environmental conditions.This check has to be done in the validation under full operational conditions.		RST	4.3.2.5
	EMC	Verification of correct operation off control-command assembly in the environmental conditionsThis check has to be done in the validation under full operational conditions.		RST	4.3.2.6
	data interfaces	Part of ERTMS/ETCS on-board IC.		RST	4.3.2.8; 4.3.2.11
	Correct operation of the interface to the trainThis interface includes vigilance (optional) and train integrity (only level 3)		OPE	4.3.1.9

1	2	2a	3	4	5
No	Description	Remarks	CC Interfaces	Interfacing TSI subsystems	Characteristics to be assessed by reference to chapter 4 of this TSI
1.	Safety	The notified body shall ensure the completeness of the safety approval process, including safety case			4.2.1
2.	Track side ETCS functionality	This functionality is performed by RBC’s, LEU’s and radio in-fill units IC’s, according to the implementation			4.2.3
3.	EIRENE functions	Data communication only for level 1 with radio in-fill or level 2/3			4.2.4
4.	ETCS and EIRENE air gap interfaces	This functionality is performed by RBC’s, radio in-fill units, Eurobalises, Euroloop’s and GSM-R trackside equipment, according to the implementation.	CC on-board assembly		4.2.5
Radio communication with the train only for level 1 with radio in-fill (optional) or level 2/3
Euroloop communication is optional
5.	Key management	Security policy for key management		OPE	4.2.84.3.1.7
6.	ETCS ID management	Policy for ETCS-ID management		OPE	4.2.9
7.	HABD			OPE	4.2.10
RST	4.3.1.84.3.2.9
8.	InterfacesRBC/RBC	Only for level 2/3	Between neighbouring RBC’s		4.2.7.1
GSM-R track-side	Only for level 2/3 or level 1 with radio in-fill (optional)	Between RBC’s or radio In-fill units and GSM-R trackside		4.2.7.3
Eurobalise/LEU	This interface is not relevant if equipment is delivered as grouping of constituents	Between Control-command IC’s		4.2.7.4
Euroloop/LEU	Euroloop is optional	Between control-command IC’s		4.2.7.5
This interface is not relevant if equipment is delivered as grouping of constituents
Antennae installation			IN	4.3.3.2
Environmental conditions	Verification of correct operation off control-command assembly in the environmental conditionsThis check has to be done in the validation under full operational conditions		IN	4.3.3.3
EMC	Verification of correct operation off control-command assembly in the environmental conditionsThis check has to be done in the validation under full operational conditions		INENE	4.3.3.44.3.4.1
9.	Compatibility of train detection systems	Characteristics to be activated by rolling stock		RST	4.2.114.3.1.10
IN	4.3.2.14.3.3.1
10.	EM compatibility between rolling stock and train detection systems			RST	4.2.12.24.3.2.2
Compatibility with train headlights	Characteristics of retro reflecting line-side signals and clothing		RST	4.2.164.3.2.10
Compatibility with driver’s external field of view	Installation of trackside equipment that must be seen by the driver		OPE	4.2.164.3.1.11

—

within ERTMS/ETCS provision is made for modules known as STMs (Specific Transmission Modules) to be added to ETCS to enable a train fitted with appropriate STMs to operate over existing pre-unified infrastructure. Another solution is that an infrastructure may be equipped with both Class A and Class B systems,

—

the implementation of GSM-R systems on a nation-wide basis has already started in a significant number of countries of the former EU15. The first inter-connections of these national networks are due in 2004. Other networks will follow shortly. Some railways have chosen a solution where mobile equipment is designed in such a way that it can work in both systems (dual-mode = GSM-R and >=1 analogue radio), others have taken the solution to have a double coverage on network-side but only single equipment on the trains. GSM-R does not have ‘STMs’. Cab radios that have additional interface-units for Class B radio systems (Dual-mode) are able to work also on lines in a Class B network if specially designed. This solution is only an interim solution to allow early exchange of international trains.

—	train radio (from Class B to Class A),

—	train protection (from Class B to Class A),

—	the train detection system,

—	the hot axle-box detection system,

—

EMC.

—	to ensure the continuity of GSM-R service across borders avoiding the establishment of ‘black spots’ within some regions of the Community,

—	to reconcile the migration timings throughout Europe in order to significantly reduce the cost and time overheads associated with the potential needs to sustain double analogue/digital telecommunication infrastructures and on-board facilities,

—	to avoid a ‘two speed’ Europe between the former EU15 and the new Member States. Convergence needs to be achieved a target that is facilitated by the on-going programmes for major upgrading of the railway networks of the new Member States.

—	new installations of radio part of a CCS assembly,

—	an upgrade of radio part of a CCS assembly already in service that changes the functions or the performance of the subsystem.

—	new installations of the radio part of a CCS assembly,

—	an upgrade of the radio part of a CCS assembly already in service that changes the functions or the performance of the subsystem.

(i)

to enable the creation of an interoperable rail backbone across Europe (coined hereafter as ETCS-Net) enabling the development of new and improved quality rail services that can ultimately heighten the competitive profile of rail transport notably in those market segments of major growth potential — e.g. international freight transport;

(ii)	to constitute a focus for trans-national co-ordination efforts and for concentration of financing instruments in view of an accelerated and wider-ranging deployment of ERTMS/ETCS across the main routes of the trans-European rail network;

(iii)

to move towards the conditions of ‘critical mass’ for ERTMS/ETCS to emerge as the natural market selection solution for new and upgrade signalling projects of the conventional rail network across Europe.

—	new installations of train protection as part of a CCS assembly,

—	an upgrade of train protection as part of a CCS assembly already in service that changes the functions or the performance of the subsystem.

—	being part of the set of conventional rail priority projects established under the Trans-European Network guidelines included in Annex II of the Decision No 884/2004/EC,

—	commanding a financial support from Structural Funds (Regulation (EC) No 1260/1999) and/or Cohesion Funds (Regulation (EC) No 1264/1999) in excess of 30 % of the total project costs.

—	new installations of the train protection part of a CCS assembly,

—	an upgrade of the train protection part of a CCS assembly already in service that changes the functions or the performance of the subsystem,

—	any ‘major retrofitting’ of rolling stock already in service(9);

—	New installations of the train protection part of a CCS assembly;

—	An upgrade of the train protection part of a CCS assembly already in service that changes the functions or the performance of the subsystem.

—

target lines: a clear identification of the national lines or sections which are earmarked for implementation. This applies notably to the national sections of the trans-national corridors earmarked in the ETCS-net blueprint(11). Appropriate consideration is to be given in this context to the national ERTMS/ETCS implementation plans notified under Decision 2002/731/EC in what refers to the high-speed sections covered by the ETCS-Net backbone,

—	technical requirements: the essential technical characteristics of the different implementations (e.g. voice or data-quality network for GSM-R implementations, functional level of ERTMS/ETCS, ERTMS/ETCS-only or overlaid installations),

—	deployment strategy and planning: an outline of the implementation plan (including sequencing and timing of the works),

—

migration strategy: the strategy envisaged for the migration of both the infrastructure and rolling-stock subsystems of the earmarked national lines or sections (e.g. superposition of Class A and Class B systems, switch from Class B to Class A facilities at a planned date, migration based on the implementation of ETCS-based gap-filling solutions such as SCMT(12)or limited supervision),

—	potential constraints: an overview of potential elements that might impact on fulfilment of the implementation plan (e.g. signalling works integrating larger scope infrastructure works, assurance of continuity of service across borders).

—	all activities related to installation of control-command subsystems have to be justified by the awarding entities against this EU Master Plan in addition to all other applicable legislative requirements that are in force,

—

Member States will be requested to punctually adapt their national ERTMS implementation plans where this is deemed necessary to ensure reconciliation with the EU Master Plan. In particular, such a revision shall ensure that the migration strategy adopted by a Member State — notably for rolling stock — does not hamper the fulfilment of the ETCS-Net strategic goal and the access of new entrants in accordance with the timing and requirements called for by the EU master plan,

—	whenever the reconciliation of a national plan and the EU master plan is not feasible the mandatory prescriptions of the Inception Kernel shall remain of application for that particular Member State.

—	lines intended for passenger services,

—	lines intended for mixed traffic (passengers and freight),

—	lines specially designed or upgraded for freight services,

—	passenger hubs,

—	freight hubs including intermodal terminals,

—	lines connecting the above mentioned components.

—	with Class A functions and interfaces according to the specifications referenced in Annex A, or

—	with Class A functions and interfaces according to the specifications referenced in Annex A and with Class B functions and interfaces according to Annex B, or

—	with Class B functions and interfaces according to Annex B and pre-fitting for Class A, or

—	only with Class B functions and interfaces according to Annex B.

—	radio-system (for class B, only renewal is possible) ,

—	train protection system,

—	train detection system interface,

—	hot axle box detection system,

—	EMC characteristics.

—	EIRENE functions and interfaces (see sections 4.2.4 and 4.2.5),

—	ETCS/ERTMS functions and interfaces (see sections 4.2.1, 4.2.3, 4.2.5, 4.2.7, 4.2.8),

—	train detection system (see section 4.2.11),

—	hot axle-box detector (see section 4.2.10),

—	EMC characteristics (see section 4.2.12).

—	rolling stock for international use,

—	rolling stock for national use,

—	with Class A functions and interfaces according to the specifications referenced in Annex A, or

—	with Class A functions and interfaces according to the specifications referenced in Annex A and with Class B functions and interfaces according to Annex B, or

—	with Class B functions and interfaces according to Annex B and pre-fitment for Class A, or

—	only with Class B functions and interfaces according to Annex B, or

—	as in section 7.2.5.2.

—	using an STM that may be plugged into the Class A assembly (external STM), or

—	built into the Class A assembly.

—	radio-system (Class B to Class A),

—	train protection system (Class B to Class A).

—	EIRENE functions and interfaces (see sections 4.2.4 and 4.2.5),

—	ETCS/ERTMS functions and interfaces (see sections 4.2.1, 4.2.3, 4.2.5, 4.2.7, 4.2.8).

—	an ETCS Level 3 Track-side application requires train integrity supervision onboard,

—	an ETCS Level 1 Track-side application with infill requires corresponding in-fill functionality onboard if the release speed is set to zero for safety reasons (e.g. protection of danger points),

—	when ETCS requires data transmission by radio, the data transmission services of GSM-R must fulfil the ETCS data transmission requirements,

—	an onboard assembly, which incorporates a KER STM, may require to implement the K-interface.

—	the establishment of a Configuration Management framework defining the standards and procedures for managing system evolution. This should include how to record and process proposed system changes, how to relate these changes to system components and how to track system releases,

—	a policy for release of system baselines.

—	the infrastructure managers and the railway operators that will have to handle various versions of ERTMS/ETCS or GSM-R,

—	the industry that needs time to specify, develop and prove continued interoperability.

—	the consolidation of the current baseline in order it becomes a more robust reference for interoperability, and

—	the closure of a number of still standing operational and technical open points.

—	the incorporation of a set of today's national functions, where these can be generalised, within the interoperable kernel,

—	the set-up of additional interoperability constituents on the ETCS on-board and trackside,

—	GSM-R-based value-added services.

—	the identification of thetechnical constraintsunderpinning the change,

—	a statement of who takesresponsibilityfor the change implementation procedures,

—	thevalidationprocedure for the changes to be implemented,

—	thepolicyfor change management, release, migration and roll-out.

—	the definition of whatentitiesare to be managed and a formal scheme for identifying these entities,

—	a statement of who takesresponsibilityfor the configuration management procedures and for submitting controlled entities to the configuration management decision structure,

—	theconfiguration managementpolicies that are to be used for change control and version management,

—	a description of therecordsof the configuration management process which should be maintained,

—	a description of thetoolsto be used for configuration management and the process to be applied when using these tools,

—	a definition of theconfiguration databasewhich will be used to record configuration information.

Responsibility	ERTMS/ETCS	GSM-R
Delivery of specifications	ERTMS users’ group, UIC and UNISIG	EIRENE group, ERIG and GSM-R industry group
Quality assurance	ERTMS users’ group	EIRENE group, ERIG and ERTMS users’ group
Configuration management	AEIF

(i)	Provide input for the process in terms of:—specification of functional and operational interoperability requirements. This will be primarily the role to be played by the railway undertakings and infrastructure managers,—definition of technical standards including those assuring technical interoperability for ERTMS/ETCS and GSM-R emerging from representative industrial groupings such as UNISIG and the GSM-R industry group.	—	specification of functional and operational interoperability requirements. This will be primarily the role to be played by the railway undertakings and infrastructure managers,	—	definition of technical standards including those assuring technical interoperability for ERTMS/ETCS and GSM-R emerging from representative industrial groupings such as UNISIG and the GSM-R industry group.
—	specification of functional and operational interoperability requirements. This will be primarily the role to be played by the railway undertakings and infrastructure managers,
—	definition of technical standards including those assuring technical interoperability for ERTMS/ETCS and GSM-R emerging from representative industrial groupings such as UNISIG and the GSM-R industry group.

—	specification of functional and operational interoperability requirements. This will be primarily the role to be played by the railway undertakings and infrastructure managers,

—	definition of technical standards including those assuring technical interoperability for ERTMS/ETCS and GSM-R emerging from representative industrial groupings such as UNISIG and the GSM-R industry group.

(ii)	Be part of the change control board (CCB) to be established for the management of change requests as referred to in paragraph 7.3.6. The CCB should ensure a system perspective on the changes that are to be made and a global assessment of their implications.

—	to formalise and document the current change management process within the set of documentation referred to in Annex A in order this is taken as baseline for ensuring the continuity and the quality of the change management work,

—	to foresee a period of transition of approximately 12 months where the two structures will operate in parallel following amodus operandito be agreed between the two parties.

No	Specific case	Justification	Duration
1	Interdependence between axle distance and wheel diameter of vehicles operating in Germany is given in Annex A, Appendix 1 paragraph 2.1.5	Existing axle counter equipment, identified in the infrastructure register.	P
2	Maximum length of vehicle overhang (nose) operating in Poland is given in Annex A, Appendix 1 paragraph 2.1.6	Existing geometry of track circuit equipment	T3
3	Minimum distances between first 5 axles of trains operating in Germany is given in Annex A, Appendix 1 paragraph 2.1.7	Relevant on lines with level crossing according to infrastructure register.	T3
4	Minimum distance between the first and last axle of a lone vehicle or trainset operating on high speed lines in France and on high speed line L1 in Belgium is given in Annex A, Appendix 1 paragraph 2.1.8	Existing track circuit equipment, identified in the infrastructure register.	France T3Belgium T3
5.	Minimum distance between the first and last axle of a lone vehicle or trainset operating in Belgium is given in TSI CCS CR Annex A, Appendix 1 paragraph 2.1.9	Existing track circuit equipment, identified in the infrastructure register.	T3
6.	Minimum diameter of wheels of vehicles operating in France is given Annex A, Appendix 1 paragraph 2.2.2	Existing axle counter equipment, identified in the infrastructure register.	T3
7.	Minimum axle load for vehicles operating in Germany, Austria, Sweden is given in Annex A, Appendix 1 paragraph 3.1.3	Minimum axle load necessary to shunt certain track circuits is determined in a requirement of EBA (Eisenbahn-Bundesamt), relevant on some main lines in Germany in the area of former DR (Deutsche Reichsbahn) with 42 Hz and 100 Hz track circuits according to the infrastructure register. No renewal.To be completed for Austria and Sweden	T3
8.	Minimum mass of a lone vehicle or trainset operating on high speed lines in France and on high speed line L1 in Belgium is given in Annex A, Appendix 1 paragraph 3.1.4.	Existing track circuit equipment	France T3Belgium T3
9.	Minimum mass of a lone vehicle or train-set operating on high speed lines in Belgium (except high speed line L1) is given in TSI CCS CR Annex A, Appendix 1 paragraph 3.1.5	The rolling stock is more homogeneous on the high-speed lines. The running surface on the rail is more limited than on the conventional network. The detection of the presence of any type of circulation when running or at standstill is granted anytime if the mass of a lone vehicle or train-set is greater than 90 tons.	T3
10.	Minimum dimension of metal mass and approval conditions of vehicles operating in Germany and Poland are given in Annex A, Appendix paragraph 3.3.1	Relevant on lines with level crossing with detection loops according to infrastructure register.	Germany PPoland P
11.	Maximum reactance between running surfaces of a wheelset of vehicles operating in Poland is given in Annex A, Appendix 1 paragraph 3.5.3	Existing track circuit equipment	T3
12.	Maximum reactance between running surfaces of a wheelset of vehicles operating in France is given in Annex A, Appendix 1 paragraph 3.5.4	Existing track circuit equipment	T3
13.	Additional requirements on shunting parameters of a vehicle operating in Netherlands are given in Annex A, Appendix 1 paragraph 3.5.5	Existing low voltage track circuit equipment, identified in the infrastructure register.	T3
14.	Minimum impedance between pantograph and wheels of vehicles operating in Belgium is given in Annex A, Appendix 1 paragraph 3.6.1	Existing Class B equipment	T3
15.	The magnetic brake and eddy current brake is not permitted at the first bogie of a leading vehicle operating in Germany, defined in Annex A, Appendix 1 paragraph 5.2.3	Relevant on lines with level crossing according to infrastructure register.	T3
16.	Sanding for traction purposes on multiple units is not permitted ahead of the leading axle below 40km/h in the United Kingdom, as defined in Annex A, Appendix 1 paragraph 4.1.4	Track circuits cannot be relied upon to operate safely when sanding ahead of a leading axle on a multiple unit	T3

Index No	Reference	Document name	Version
1	UIC ETCS FRS	ERTMS/ETCS Functional Requirement Specification	4.29(1)
2	99E 5362	ERTMS/ETCS Functional Statements	2.0.0
3	UNISIG SUBSET-023	Glossary of Terms and Abbreviations	2.0.0
4	UNISIG SUBSET-026	System Requirement Specification	2.2.2
5	UNISIG SUBSET-027	FFFIS Juridical Recorder-Downloading Tool	2.2.9
6	UNISIG SUBSET-033	FIS for Man-Machine Interface	2.0.0(*2)
7	UNISIG SUBSET-034	FIS for the Train Interface	2.0.0
8	UNISIG SUBSET-035	Specific Transmission Module FFFIS	2.1.1
9	UNISIG SUBSET-036	FFFIS for Eurobalise	2.3.0
10	UNISIG SUBSET-037	Euroradio FIS	2.3.0
11	Reserved 05E537	Off line key management FIS
12	UNISIG SUBSET-039	FIS for the RBC/RBC Handover	2.1.2
13	UNISIG SUBSET-040	Dimensioning and Engineering rules	2.1.0
14	UNISIG SUBSET-041	Performance Requirements for Interoperability	2.1.0
15	UNISIG SUBSET-108	Interoperability-related consolidation on TSI Annex A documents (mainly SUBSET-026 v2.2.2)	1.0.0
16	UNISIG SUBSET-044	FFFIS for Euroloop subsystem	2.2.0(2)
17	Intentionally Deleted
18	UNISIG SUBSET-046	Radio In-fill FFFS	2.0.0
19	UNISIG SUBSET-047	Track-side-Train-borne FIS for Radio In-Fill	2.0.0
20	UNISIG SUBSET-048	Train-borne FFFIS for Radio In-Fill	2.0.0
21	UNISIG SUBSET-049	Radio In-fill FIS with LEU/Interlocking	2.0.0
22	Intentionally deleted
23	UNISIG SUBSET-054	Assignment of Values to ETCS variables	2.0.0
24	Intentionally deleted
25	UNISIG SUBSET-056	STM FFFIS Safe Time Layer	2.2.0
26	UNISIG SUBSET-057	STM FFFIS Safe Link Layer	2.2.0
27	UNISIG SUBSET-091	Safety Requirements for the Technical Interoperability of ETCS in Levels 1 and 2	2.2.11
28	Reserved	Reliability — Availability Requirements
29	UNISIG SUBSET-102	Test specification for Interface K	1.0.0
30	Intentionally deleted
31	UNISIG SUBSET-094	Functional Requirements for an On-board Reference Test Facility	2.0.0
32	EIRENE FRS	GSM-R Functional Requirements Specification	7
33	EIRENE SRS	GSM-R System Requirements Specification	15
34	A11T6001 12	(MORANE) Radio Transmission FFFIS for EuroRadio	12
35	ECC/DC(02)05	ECC Decision of 5 July 2002 on the designation and availability of frequency bands for railway purposes in the 876-880 and 921-925 MHz bands.
36a	Intentionally deleted
36b	Intentionally deleted
36c	UNISIG SUBSET-074-2	FFFIS STM Test cases document	1.0.0
37a	Intentionally deleted
37b	UNISIG SUBSET-076-5-2	Test cases related to features	2.2.2
37c	UNISIG SUBSET-076-6-3	Test sequences	2.0.0
37d	UNISIG SUBSET-076-7	Scope of the test specifications	1.0.0
37e	Intentionally deleted
38	Reserved	Marker boards
39	UNISIG SUBSET-092-1	ERTMS EuroRadio Conformance Requirements	2.2.5
40	UNISIG SUBSET-092-2	ERTMS EuroRadio Test cases Safety Layer	2.2.5
41	ReservedUNISIG SUBSET 028	JRU Test Specification
42	Intentionally deleted
43	UNISIG SUBSET 085	Test Specification for Eurobalise FFFIS	2.1.2
44	Reserved	Odometry FIS
45	UNISIG SUBSET-101	Interface K Specification	1.0.0
46	UNISIG SUBSET-100	Interface G” specification	1.0.1
47	Intentionally deleted
48	Reserved	Test specification for mobile equipment GSM-R
49	UNISIG SUBSET-059	Performance requirements for STM	2.1.1
50	Reserved	Test specification for EUROLOOP
51	ReservedUNISIG	Ergonomic aspects of the DMI
52	UNISIG SUBSET-058	FFFIS STM Application Layer	2.1.1
53	ReservedAEIF-ETCS-Variables-Manual	AEIF-ETCS-Variables-Manual
54	Intentionally deleted
55	Reserved	Juridical recorder baseline requirements
56	Reserved05E538	ERTMS Key Management Conformance Requirements
57	ReservedUNISIG SUBSET-107	Requirements on pre-fitting of ERTMS on-board equipment
58	ReservedUNISIG SUBSET-097	Requirements for RBC-RBC Safe Communication Interface
59	ReservedUNISIG SUBSET-105	Requirements on pre-fitting of ERTMS track side equipment
60	ReservedUNISIG SUBSET-104	ETCS version management
61	Reserved	GSM-R version management
62	ReservedUNISIG SUBSET-099	RBC-RBC Test specification for Safe Communication Interface
63	ReservedUNISIG SUBSET-098	RBC-RBC Safe Communication Interface

Index No	Reference	Document name and comments	Version
A1	EN 50126	Railway applications — The specification and demonstration of reliability, availability, maintainability and safety (RAMS)	1999
A2	EN 50128	Railway applications — Communication, signalling and processing systems — Software for railway control and protection systems	2001
A3	EN 50129	Railway applications — Communication, signalling and processing systems — Safety related electronic systems for signalling	2003
A4	EN 50125-1	Railway applications — Environmental conditions for equipment — Part 1: equipment on board rolling stock	1999
A5	EN 50125-3	Railway applications — Environmental conditions for equipment — Part 3: equipment for signalling and telecommunications	2003
A6	EN 50121-3-2	Railway applications — Electromagnetic compatibility — Part 3-2: Rolling stock — Apparatus	2000
A7	EN 50121-4	Railway applications — Electromagnetic compatibility — Part 4: Emission and immunity of the signalling and telecommunications apparatus	2000
A8	EN 50238	Railway applications — Compatibility between rolling stock and train detection systems	2003

Index No	Reference	Document name	Version	Type
B1	EEIG 02S126	RAM requirements (chapter 2 only)	6	2 (Index 28)
B2	EEIG 97S066	Environmental conditions	5	2 (Index A5)
B3	UNISIG SUBSET-074-1	Methodology for testing FFFIS STM	1.0.0	2 (Index 36)
B4	EEIG 97E267	ODOMETER FFFIS	5	1 (Index 44)
B5	O_2475	ERTMS GSM-R QoS Test Specification	1.0.0	2
B6	UNISIG SUBSET-038	Off-line Key Management FIS	1 (Index11)	1.
B7	ReservedUNISIG SUBSET-074-3	FFFIS STM test specification traceability of test cases with Specific Transmission Module FFFIS	1.0.0	2 (Index 36)
B8	UNISIG SUBSET-074-4	FFFIS STM Test Specification Traceability of testing the packets specified in the FFFIS STM Application Layer	1.0.0	2 (Index 36)
B9	UNISIG SUBSET 076_0	ERTMS/ETCS Class 1, Test plan	2.2.3	2 (Index 37)
B10	UNISIG SUBSET 076_2	Methodology to prepare features	2.2.1	2 (Index 37)
B11	UNISIG SUBSET 076_3	Methodology of testing	2.2.1	2 (Index 37)
B12	UNISIG SUBSET 076_4_1	Test sequence generation: Methodology and Rules	1.0.0	2 (Index 37)
B13	UNISIG SUBSET 076_4_2	ERTMS ETCS Class 1 States for Test Sequences	1.0.0	2 (Index 37)
B14	UNISIG SUBSET 076_5_3	On-Board Data Dictionary	2.2.0	2 (Index 37)
B15	UNISIG SUBSET 076_5_4	SRS v.2.2.2 Traceability	2.2.2	2 (Index 37)
B16	UNISIG SUBSET 076_6_1	UNISIG test data base	2.2.2.	2 (Index 37)
B17	UNISIG SUBSET 076_6_4	Test Cases Coverage	2.0.0	2 (Index 37)
B18
B19	UNISIG SUBSET 077	UNISIG Causal Analysis Process	2.2.2	2 (Index 27)
B20	UNISIG SUBSET 078	RBC interface: Failure modes and effects analysis	2.2.2	2 (Index 27)
B21	UNISIG SUBSET 079	MMI: Failure Modes and Effects Analysis	2.2.2	2 (Index 27)
B22	UNISIG SUBSET 080	TIU: Failure Modes and Effects Analysis	2.2.2	2 (Index 27)
B23	UNISIG SUBSET 081	Transmission system: Failure Modes and Effects Analysis	2.2.2	2 (Index 27)
B24	UNISIG SUBSET 088	ETCS Application Levels 1&2 -Safety Analysis	2.2.10	2 (Index 27)
B25	TS50459-1	Railway applications — European Rail Traffic Management System — Driver Machine Interface" part 1 — Ergonomic principles of ERTMS/ETCS/GSM-R Information	2005	2 (Index 51)
B26	TS50459-2	Railway applications — Communication, signalling and processing systems — European Rail Traffic Management System — Driver Machine Interface" part 2 — Ergonomic arrangements of ERTMS/ETCS Information	2005	2 (Index 51)
B27	TS50459-3	Railway applications — Communication, signalling and processing systems -European Rail Traffic Management System — Driver Machine Interface" part 3 — Ergonomic arrangements of ERTMS/GSM-R Information	2005	2 (Index 51)
B28	TS50459-4	Railway applications — Communication, signalling and processing systems -European Rail Traffic Management System — Driver Machine Interface" part 4 — Data entry for the ERTMS/ETCS/GSM-R systems	2005	2 (Index 51)
B29	TS50459-5	Railway applications — Communication, signalling and processing systems -European Rail Traffic Management System — Driver Machine Interface" part 5 — Symbols	2005	2 (Index 51)
B30	TS50459-6	Railway applications — Communication, signalling and processing systems -European Rail Traffic Management System — Driver Machine Interface" part 6 — Audible Information	2005	2 (Index 51)
B31	EN50xxx	Railway applications — European Rail Traffic Management System — Driver Machine Interface" part 7 — Specific Transmission Modules		2 (Index 51)
B32	Reserved	Guideline for references		Non
B33	EN 310515	Global System for Mobile communication (GSM); Requirements for GSM operation in railways.	2.1.0
B34	05E466	Operational DMI information	1	1 (Index 51)
B35	ReservedUNISIG SUBSET-069	ERTMS Key Management Conformance Requirements		1 (Index 56)
B36	04E117	ETCS/GSM-R Quality of Service user requirements — Operational Analysis		2 (Index 22)
B37	UNISIG SUBSET-093	GSM-R Interfaces — Class 1 requirements	2..3.0	1 (Index 32, 33)
B38	UNISIG SUBSET-107A	Requirements on pre-fitting of ERTMS on-board equipment	1.0.0	2 (Index 57)
B39	UNISIG SUBSET-076-5-1	ERTMS ETCS Class 1 Feature List	2.2.2	2 (Index 37)
B40	UNISIG SUBSET-076-6-7	Test Sequences Evaluation and Validation	1.0.0	2 (Index 37)
B41	UNISIG SUBSET-076-6-8	Generic train data for test Sequences	1.0.0	2 (Index 37)
B42	UNISIG SUBSET-076-6-10	Test Sequence Viewer (TSV)	2.10	2 (Index 37)
B43	04E083	Safety Requirements and Requirements to Safety Analysis for Interoperability for the control-command and signalling subsystem	1.0	1
B44	04E084	Justification Report for the Safety Requirements and Requirements to Safety Analysis for Interoperability for the control-command and signalling subsystem.	1.0	2(Index B43)

1.1.

Train detection systems shall be designed in such a way that they are able to detect in a safe and reliable way a vehicle with the limit values specified in this Appendix. Section 4.3 (Functional and technical specifications of the interfaces to other subsystems) of TSI CCS ensures the conformity of TSI-compliant vehicles with the requirements of this Appendix.

	1.2.	The longitudinal vehicle dimensions are defined as:ai=distance between following axles, where i = 1, 2, 3, …, n-1, where n is total number of axles of the vehiclebx=longitudinal distance from first axle (b1) or last axle (b2) to the nearest end of the vehicle, i.e. nearest buffer/noseL=total length of the vehicleFigure 6 shows an example for a three-axle twin-bogie vehicle (n=6).	ai=	distance between following axles, where i = 1, 2, 3, …, n-1, where n is total number of axles of the vehicle	bx=	longitudinal distance from first axle (b1) or last axle (b2) to the nearest end of the vehicle, i.e. nearest buffer/nose	L=	total length of the vehicle
ai=	distance between following axles, where i = 1, 2, 3, …, n-1, where n is total number of axles of the vehicle
bx=	longitudinal distance from first axle (b1) or last axle (b2) to the nearest end of the vehicle, i.e. nearest buffer/nose
L=	total length of the vehicle

ai=	distance between following axles, where i = 1, 2, 3, …, n-1, where n is total number of axles of the vehicle
bx=	longitudinal distance from first axle (b1) or last axle (b2) to the nearest end of the vehicle, i.e. nearest buffer/nose
L=	total length of the vehicle

1.3.

The term wheelset shall apply to any pair of opposite wheels, even without common axle. Any references to wheelsets concern centre of wheels.

	1.4.	For definition of wheel dimensions the Figure 7 applies, where:D=wheel diameterBR=width of the rimSd=thickness of the flangeSh=height of the flangeOther dimensions in Figure 7 are not relevant in this TSI	D=	wheel diameter	BR=	width of the rim	Sd=	thickness of the flange	Sh=	height of the flange
D=	wheel diameter
BR=	width of the rim
Sd=	thickness of the flange
Sh=	height of the flange

D=	wheel diameter
BR=	width of the rim
Sd=	thickness of the flange
Sh=	height of the flange

1.5.

The values quoted are absolute limit values including any measurement tolerances.

1.6.

Infrastructure manager may permit less restrictive limits, which shall be stated in the Infrastructure register.

2.1.1.

The distanceai(Figure 6) shall not exceed 17 500 mm for existing lines, 20 000 mm for use on new lines.

2.1.2.

The distancebx(Figure 6) shall not exceed 4 200 mm.

2.1.3.

The distanceai(Figure 6) shall not be less than:ai= vx7,2wherevis vehicle maximum speed in km/h and distanceaiis in mmif the vehicle maximum speed does not exceed 350 km/h; for higher speeds the limits will have to be defined when necessary.

2.1.4.

The distanceL — (b1+ b2)(Figure 6) shall not be less than 3 000 mm.

2.2.1.

The dimensionBR(Figure 7) shall not be less than 133 mm

	2.2.2.	The dimensionD(Figure 7) shall not be less than:—330 mm if the vehicle maximum speed does not exceed 100 km/h—D = 150 + 1,8xv [mm]wherevis vehicle maximum speed in km/h: 100 < v ≤ 250 km/h—D = 50 + 2,2xv [mm]wherevis vehicle maximum speed in km/h: 250 < v ≤ 350 km/hfor higher speeds the limits will have to be defined when necessary.—600 mm in the case of spoke wheels (spoke wheels of the design existing when the TSI enters in force only) if the vehicle maximum speed does not exceed 250 km/h.—Specific case France:450 mm independently of a speed.	—	330 mm if the vehicle maximum speed does not exceed 100 km/h	—	D = 150 + 1,8xv [mm]wherevis vehicle maximum speed in km/h: 100 < v ≤ 250 km/h	—	D = 50 + 2,2xv [mm]wherevis vehicle maximum speed in km/h: 250 < v ≤ 350 km/hfor higher speeds the limits will have to be defined when necessary.	—	600 mm in the case of spoke wheels (spoke wheels of the design existing when the TSI enters in force only) if the vehicle maximum speed does not exceed 250 km/h.	—	Specific case France:450 mm independently of a speed.
—	330 mm if the vehicle maximum speed does not exceed 100 km/h
—	D = 150 + 1,8xv [mm]wherevis vehicle maximum speed in km/h: 100 < v ≤ 250 km/h
—	D = 50 + 2,2xv [mm]wherevis vehicle maximum speed in km/h: 250 < v ≤ 350 km/hfor higher speeds the limits will have to be defined when necessary.
—	600 mm in the case of spoke wheels (spoke wheels of the design existing when the TSI enters in force only) if the vehicle maximum speed does not exceed 250 km/h.
—	Specific case France:450 mm independently of a speed.

—	330 mm if the vehicle maximum speed does not exceed 100 km/h

—	D = 150 + 1,8xv [mm]wherevis vehicle maximum speed in km/h: 100 < v ≤ 250 km/h

—	D = 50 + 2,2xv [mm]wherevis vehicle maximum speed in km/h: 250 < v ≤ 350 km/hfor higher speeds the limits will have to be defined when necessary.

—	600 mm in the case of spoke wheels (spoke wheels of the design existing when the TSI enters in force only) if the vehicle maximum speed does not exceed 250 km/h.

—	Specific case France:450 mm independently of a speed.

2.2.3.

The dimensionSd(Figure 7) shall not be less than 20 mm.

	2.2.4.	The range of the dimensionSh(Figure 7) shall be 27,5 — 36 mm.—Specific case LithuaniaThe dimensionSh(Figure 7) shall not be less than 26,25 mm	—	Specific case LithuaniaThe dimensionSh(Figure 7) shall not be less than 26,25 mm
—	Specific case LithuaniaThe dimensionSh(Figure 7) shall not be less than 26,25 mm

—	Specific case LithuaniaThe dimensionSh(Figure 7) shall not be less than 26,25 mm

3.1.1.

The axle load shall be at least 5 tonnes unless the braking force of the vehicle is provided by brake blocks, in which case the axle load shall be at least 3,5 tonnes for use on existing lines.

3.1.2.

The axle load shall be at least 3,5 tonnes for use on new or upgraded lines.

3.2.1.

The space where only wheels and their parts (gearboxes, brake parts, sanding tube) or non-ferromagnetic components can be mounted are to be defined.- Open point –

3.4.1.

The wheels shall have ferromagnetic characteristics.

	3.5.1.	Electrical resistance between the running surfaces of the opposite wheels of a wheelset shall not exceed:—0,01 Ohm for new or reassembled wheelsets,—0,05 Ohm after overhaul of wheel sets.	—	0,01 Ohm for new or reassembled wheelsets,	—	0,05 Ohm after overhaul of wheel sets.
—	0,01 Ohm for new or reassembled wheelsets,
—	0,05 Ohm after overhaul of wheel sets.

—	0,01 Ohm for new or reassembled wheelsets,

—	0,05 Ohm after overhaul of wheel sets.

3.5.2.

The resistance is measured by a measuring voltage that is between 1,8 VDCand 2,0 VDC(open voltage)

	3.6.1.	The minimum impedance between pantograph and wheels of the rolling stock has to be :—more than 0,45 Ohm inductive at 75 Hz for 1 500 VDCtraction systems,—Specific case Belgiummore than 1,0 Ohm inductive at 50 Hz for 3 kVDCtraction systems.	—	more than 0,45 Ohm inductive at 75 Hz for 1 500 VDCtraction systems,	—	Specific case Belgiummore than 1,0 Ohm inductive at 50 Hz for 3 kVDCtraction systems.
—	more than 0,45 Ohm inductive at 75 Hz for 1 500 VDCtraction systems,
—	Specific case Belgiummore than 1,0 Ohm inductive at 50 Hz for 3 kVDCtraction systems.

—	more than 0,45 Ohm inductive at 75 Hz for 1 500 VDCtraction systems,

—	Specific case Belgiummore than 1,0 Ohm inductive at 50 Hz for 3 kVDCtraction systems.

	4.1.1.	For improving braking and traction performances, it is permissible to apply sand on the tracks. The allowed amount of sand per sanding device within 30 seconds is—for speeds of V < 140 km/h: 400 g + 100 g—for speeds of V ≥ 140 km/h: 650 g + 150 g	—	for speeds of V < 140 km/h: 400 g + 100 g	—	for speeds of V ≥ 140 km/h: 650 g + 150 g
—	for speeds of V < 140 km/h: 400 g + 100 g
—	for speeds of V ≥ 140 km/h: 650 g + 150 g

—	for speeds of V < 140 km/h: 400 g + 100 g

—	for speeds of V ≥ 140 km/h: 650 g + 150 g

	4.1.2.	The number of active sanding devices shall not exceed the following:—For multiple units with distributed sanding devices: first and last car and intermediate cars with a minimum of seven intermediate axles, between two sanding devices that are not sanded. It is permissible to couple such multiple units and to operate all sanding devices at the coupled ends.—For loco-hauled trains—For emergency and full service braking: all available sanding devices—In all other cases: a maximum of four sanding devices per rail—The sand shall have the following characteristics:- Open point –	—	For multiple units with distributed sanding devices: first and last car and intermediate cars with a minimum of seven intermediate axles, between two sanding devices that are not sanded. It is permissible to couple such multiple units and to operate all sanding devices at the coupled ends.	—	For loco-hauled trains	—	For emergency and full service braking: all available sanding devices	—	In all other cases: a maximum of four sanding devices per rail	—	The sand shall have the following characteristics:- Open point –
—	For multiple units with distributed sanding devices: first and last car and intermediate cars with a minimum of seven intermediate axles, between two sanding devices that are not sanded. It is permissible to couple such multiple units and to operate all sanding devices at the coupled ends.
—	For loco-hauled trains
—	For emergency and full service braking: all available sanding devices
—	In all other cases: a maximum of four sanding devices per rail
—	The sand shall have the following characteristics:- Open point –

—	For multiple units with distributed sanding devices: first and last car and intermediate cars with a minimum of seven intermediate axles, between two sanding devices that are not sanded. It is permissible to couple such multiple units and to operate all sanding devices at the coupled ends.

—	For loco-hauled trains

—	For emergency and full service braking: all available sanding devices

—	In all other cases: a maximum of four sanding devices per rail

—	The sand shall have the following characteristics:- Open point –

4.2.1.

Conditions for use of composite brake blocks will have to be defined by a survey group by end 2005.– Open point-

5.1.1.

Limits and accompanying explanation in a separate document that is under preparation.- Open point –

5.2.1.

The use of magnetic brakes and eddy current brakes is only allowed for an emergency brake application or at standstill. The Infrastructure Register may forbid the use of magnetic brakes and eddy current brakes for an emergency brake application.

5.2.2.

If stated in the Infrastructure Register eddy current brakes and magnetic brakes may be used for service braking.

5.3.1.

-Open point-

1.

Train detection systems installed on the lines with a gauge 1 520/1 524 mm have to have characteristics listed above except of those listed in this Chapter.

2.

The distance aishall not exceed 19 000 mm.

3.

The dimension BRshall not be less than 130 mm.

4.

Electrical resistance between the running surfaces of the opposite wheels of a wheel-set shall not exceed 0,06 Ohm.

5.

The number of active sanding devices in loco-hauled trains shall not exceed six sanding devices per rail.

—

Use of Annex B

—

Part 1: Signalling

—

Part 2: Radio

—

Part 3: Transition matrix

1.

ALSN

2.

ASFA

3.

ATB

4.

ATP-VR/RHK

5.

BACC

6.

CAWS and ATP

7.

Crocodile

8.

Ebicab

9.

EVM

10.

GW ATP

11.

Indusi/PZB

12.

KVB

13.

LS

14.

LZB

15.

MEMOR II+

16.

RETB

17.

RSDD/SCMT

18.

SELCAB

19.

SHP

20.

TBL

21.

TPWS

22.

TVM

23.

ZUB 123

23.

ZUB 121

—	coded TC's of alternating current (AC) with frequency of 50(1), 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.	—	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.
—	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.

—	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.

—	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.	—	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.
—	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.

—	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.

—	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—four on-board signal aspects (three codes and code absence)	—	50, 25 or 75 Hz Carrier frequency	—	Numerical code	—	Minimal coding current in rails for ALSN operation is 1,2 A	—	four on-board signal aspects (three codes and code absence)
—	50, 25 or 75 Hz Carrier frequency
—	Numerical code
—	Minimal coding current in rails for ALSN operation is 1,2 A
—	four on-board signal aspects (three codes and code absence)

—	50, 25 or 75 Hz Carrier frequency

—	Numerical code

—	Minimal coding current in rails for ALSN operation is 1,2 A

—	four on-board signal aspects (three 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.	—	Aspect of on-board signal, corresponding to receive code,	—	Sound announcement in case of code change to more restrictive one.
—	Aspect of on-board signal, corresponding to receive code,
—	Sound announcement in case of code change to more restrictive one.

—	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 to 90 seconds.	—	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 to 90 seconds.
—	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 to 90 seconds.

—	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 to 90 seconds.

—	Reaction:The emergency brake is called in the case of:—Passing the field-side signal with STOP aspect,—Over-speeding the value, allowed for actual signal aspect,—Warning (sound announcement) is not acknowledged by the driver.	—	Passing the field-side signal with STOP aspect,	—	Over-speeding the value, allowed for actual signal aspect,	—	Warning (sound announcement) is not acknowledged by the driver.
—	Passing the field-side signal with STOP aspect,
—	Over-speeding the value, allowed for actual signal aspect,
—	Warning (sound announcement) is not acknowledged by the driver.

—	Passing the field-side signal with STOP aspect,

—	Over-speeding the value, allowed for actual signal aspect,

—	Warning (sound announcement) is not acknowledged by the driver.

—	Nine frequenciesRange: 55 kHz to 115 kHz

—	Three different train categories can be selected on-board

—	Supervision:—Acknowledgement of restrictive signal by driver within three seconds—Continuous speed supervision (160 km/h or 180 km/h) after passing restrictive signal—Speed check (60 km/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.	—	Acknowledgement of restrictive signal by driver within three seconds	—	Continuous speed supervision (160 km/h or 180 km/h) after passing restrictive signal	—	Speed check (60 km/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.
—	Acknowledgement of restrictive signal by driver within three seconds
—	Continuous speed supervision (160 km/h or 180 km/h) after passing restrictive signal
—	Speed check (60 km/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.

—	Acknowledgement of restrictive signal by driver within three seconds

—	Continuous speed supervision (160 km/h or 180 km/h) after passing restrictive signal

—	Speed check (60 km/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.

—	Data transmission to trains:—75 Hz Carrier frequency—AM modulated speed codes—Six speed codes (40,60,80,130,140) km/hr—One exit code	—	75 Hz Carrier frequency	—	AM modulated speed codes	—	Six speed codes (40,60,80,130,140) km/hr	—	One exit code
—	75 Hz Carrier frequency
—	AM modulated speed codes
—	Six speed codes (40,60,80,130,140) km/hr
—	One exit code

—	75 Hz Carrier frequency

—	AM modulated speed codes

—	Six speed codes (40,60,80,130,140) km/hr

—	One exit code

—	No train characteristics on board (Speed code from wayside)

—	Display to driver:—Speed corresponding to speed code—Gong in case of code change—Bell in case the system requests brake application	—	Speed corresponding to speed code	—	Gong in case of code change	—	Bell in case the system requests brake application
—	Speed corresponding to speed code
—	Gong in case of code change
—	Bell in case the system requests brake application

—	Speed corresponding to speed code

—	Gong in case of code change

—	Bell in case the system requests brake application

—	Supervision:—Speed (continuous)	—	Speed (continuous)
—	Speed (continuous)

—	Speed (continuous)

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

—	Data transmission to trains:—100 kHz +/- 10 kHz (FSK)—25 kbit/sec—119 useful bits per Telegram	—	100 kHz +/- 10 kHz (FSK)	—	25 kbit/sec	—	119 useful bits per Telegram
—	100 kHz +/- 10 kHz (FSK)
—	25 kbit/sec
—	119 useful bits per Telegram

—	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	—	Train length	—	Maximum train speed	—	Train braking characteristics
—	Train length
—	Maximum train speed
—	Train braking characteristics

—	Train length

—	Maximum train speed

—	Train braking characteristics

—	Displays to the driver:—Maximum line speed—Target speed—Target distance—Braking curve	—	Maximum line speed	—	Target speed	—	Target distance	—	Braking curve
—	Maximum line speed
—	Target speed
—	Target distance
—	Braking curve

—	Maximum line speed

—	Target speed

—	Target distance

—	Braking curve

—	Supervision:—Line speed—Speed restrictions—Stopping point—Dynamic brake profile	—	Line speed	—	Speed restrictions	—	Stopping point	—	Dynamic brake profile
—	Line speed
—	Speed restrictions
—	Stopping point
—	Dynamic brake profile

—	Line speed

—	Speed restrictions

—	Stopping point

—	Dynamic brake profile

—	Reaction:—Optical pre warning—Acoustic warningThe emergency brake is called in the case of movement supervision is violated or the driver does not react to an acoustic warning.	—	Optical pre warning	—	Acoustic warning
—	Optical pre warning
—	Acoustic warning

—	Optical pre warning

—	Acoustic warning

—	Energising balises:—27,115 MHz—Amplitude modulation for clock pulses—50 kHz pulse frequency	—	27,115 MHz	—	Amplitude modulation for clock pulses	—	50 kHz pulse frequency
—	27,115 MHz
—	Amplitude modulation for clock pulses
—	50 kHz pulse frequency

—	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	—	4,5 MHz	—	50 kb/s	—	180 useful for total 256 bits
—	4,5 MHz
—	50 kb/s
—	180 useful for total 256 bits

—

4,5 MHz

—

50 kb/s

—	180 useful for total 256 bits

—	Linking:—All permanent balises are linked—Temporary balises may not be linked	—	All permanent balises are linked	—	Temporary balises may not be linked
—	All permanent balises are linked
—	Temporary balises may not be linked

—	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

—

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

—

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

—	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 two or three 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

—

By speedometer:—permitted speed—target speed

—

permitted speed

—

target speed

—

By numeric display:—distance to target point

—

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 two or three 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

—

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 two or three 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

—

By speedometer:—permitted speed—target speed

—

permitted speed

—

target speed

—

permitted speed

—

target speed

—

By numeric display:—distance to target point

—

distance to target point

—

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 two or three 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

—

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 two or three 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

—

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 two or three 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

—	By speedometer:—permitted speed—target speed	—	permitted speed	—	target speed
—	permitted speed
—	target speed

—	permitted speed

—	target speed

—	By numeric display:—distance to target point	—	distance to target point
—	distance to target point

—	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 two or three 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

—

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 two or three 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

—

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 two or three 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

—	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 two or three 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 two to three 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

—

Maximum line speed or maximum train speed

—

‘Expect danger’ beyond two to three 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

—

Maximum line speed or maximum train speed

—

‘Expect danger’ beyond two to three 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

—	Maximum line speed or maximum train speed

—	‘Expect danger’ beyond two to three 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	—	Shunting	—	Roll away protection	—	Slip compensation
—	Shunting
—	Roll away protection
—	Slip compensation

—

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.	—	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.
—	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.

—	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.

—

Data transmission to trains:—50 Hz carrier frequency—AM modulated speed codes—five speed codes—78 Hz carrier frequency—AM modulated speed codes—four additional speed codes

—

50 Hz carrier frequency—AM modulated speed codes—five speed codes

—

AM modulated speed codes

—

five speed codes

—

78 Hz carrier frequency—AM modulated speed codes—four additional speed codes

—

AM modulated speed codes

—

four additional speed codes

—

50 Hz carrier frequency—AM modulated speed codes—five speed codes

—

AM modulated speed codes

—

five speed codes

—

AM modulated speed codes

—

five speed codes

—

78 Hz carrier frequency—AM modulated speed codes—four additional speed codes

—

AM modulated speed codes

—

four additional speed codes

—

AM modulated speed codes

—

four additional speed codes

—	50 Hz carrier frequency—AM modulated speed codes—five speed codes	—	AM modulated speed codes	—	five speed codes
—	AM modulated speed codes
—	five speed codes

—	AM modulated speed codes

—	five speed codes

—	78 Hz carrier frequency—AM modulated speed codes—four additional speed codes	—	AM modulated speed codes	—	four additional speed codes
—	AM modulated speed codes
—	four additional speed codes

—	AM modulated speed codes

—	four additional speed codes

—	Two possible train categories on board (Speed code from wayside)

—	Display to driver:—Speed corresponding to speed code—Signal aspect (one out of 10)	—	Speed corresponding to speed code	—	Signal aspect (one out of 10)
—	Speed corresponding to speed code
—	Signal aspect (one out of 10)

—	Speed corresponding to speed code

—	Signal aspect (one out of 10)

—	Supervision:—Speed (continuous)—Stopping point	—	Speed (continuous)	—	Stopping point
—	Speed (continuous)
—	Stopping point

—	Speed (continuous)

—	Stopping point

—	Reaction:Emergency brake in case of overspeed

—	83 1/3 Hz carrier frequency.

—	pulsed square wave codes 50, 75, 120, 180, 270 and 420 CPM. Translated by ATP as 29 km/h, 30 km/h, 50 km/h, 50 km/h, 75 km/h, 100 km/h. 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

—	50 Hz carrier frequency

—	Three pulsed square wave codes 50, 120 and 180 CPM. Translated by CAWS as yellow, double yellow, green

—	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.	—	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.
—	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.

—	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.	—	Running release to permit movement in sidings and up to Red signals.
—	Running release to permit movement in sidings and up to Red signals.

—	Running release to permit movement in sidings and up to Red signals.

—	Supervision:—Continuous speed monitoring.	—	Continuous speed monitoring.
—	Continuous speed monitoring.

—	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.	—	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.
—	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.

—	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.

—	Display to driver:—Aspect in lineside signal last passed until about 350 metres 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.	—	Aspect in lineside signal last passed until about 350 metres 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.
—	Aspect in lineside signal last passed until about 350 metres 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.

—	Aspect in lineside signal last passed until about 350 metres 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.	—	Carrier frequency.	—	Disable red aspect display when outside coded track circuit areas.
—	Carrier frequency.
—	Disable red aspect display when outside coded track circuit areas.

—	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.	—	Acknowledgement of change to more restrictive aspect. Once acknowledged — no supervision of train until another change to more restrictive aspect.
—	Acknowledgement of change to more restrictive aspect. Once acknowledged — no supervision of train until another change to more restrictive aspect.

—	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.	—	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.
—	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.

—	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.

—	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.

—	Energising Balises:—27,115 MHz—Amplitude modulation for clock pulses—50 kHz pulse frequency	—	27,115 MHz	—	Amplitude modulation for clock pulses	—	50 kHz pulse frequency
—	27,115 MHz
—	Amplitude modulation for clock pulses
—	50 kHz pulse frequency

—	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	—	4,5 MHz	—	50 kb/s	—	12 useful bits of total 32 bits
—	4,5 MHz
—	50 kb/s
—	12 useful bits of total 32 bits

—

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

—	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	—	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
—	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

—	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, five blocks may be supervised—Speed restrictions beyond first signal.—Time to service brake intervention, three warnings—Faults in way side or vehicle equipment—Value of last retardation—Brake pipe pressure and current speed—Information in last passed balise—Auxiliary information

—

Maximum line speed

—

Target speed

—

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

—

Speed restrictions beyond first signal.

—

Time to service brake intervention, three warnings

—

Faults in way side or vehicle equipment

—

Value of last retardation

—

Brake pipe pressure and current speed

—

Information in last passed balise

—

Auxiliary information

—

Maximum line speed

—

Target speed

—

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

—

Speed restrictions beyond first signal.

—

Time to service brake intervention, three warnings

—

Faults in way side or vehicle equipment

—

Value of last retardation

—

Brake pipe pressure and current speed

—

Information in last passed balise

—

Auxiliary information

—	Maximum line speed

—	Target speed

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

—	Speed restrictions beyond first signal.

—	Time to service brake intervention, three warnings

—	Faults in way side or vehicle equipment

—	Value of last retardation

—	Brake pipe pressure and current speed

—	Information in last passed balise

—	Auxiliary information

—

Supervision:—Line speed, depending on 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

—

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

—

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

—	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	—	Radio block system with ‘ETCS Level 3 like’ functionality	—	Train to track communication
—	Radio block system with ‘ETCS Level 3 like’ functionality
—	Train to track communication

—	Radio block system with ‘ETCS Level 3 like’ functionality

—	Train to track communication

—	Energising balises:—27 MHz—Amplitude modulation for clock pulses—50 kHz pulse frequency	—	27 MHz	—	Amplitude modulation for clock pulses	—	50 kHz pulse frequency
—	27 MHz
—	Amplitude modulation for clock pulses
—	50 kHz pulse frequency

—

27 MHz

—	Amplitude modulation for clock pulses

—	50 kHz pulse frequency

—	Data transmission to trains:—4,5 MHz—50 kb/s—255 bits	—	4,5 MHz	—	50 kb/s	—	255 bits
—	4,5 MHz
—	50 kb/s
—	255 bits

—

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

—	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

—

Train identification

—

Maximum train speed

—

Train length

—

Train braking characteristics

—

Train speed type (only if the train speed is in 140-300)

—

Train pressurisation

—

Train identification

—

Maximum train speed

—

Train length

—

Train braking characteristics

—

Train speed type (only if the train speed is in 140-300)

—

Train pressurisation

—	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

—

Limit speed

—

Target speed

—

Overspeed

—

Efficacy

—

ASFA Alarm

—

Brake rearmament

—

Running past allowed

—

END

—

Audible warning

—

Braking pre-warning

—

Red Indicator

—

Alphanumeric display

—

Limit speed

—

Target speed

—

Overspeed

—

Efficacy

—

ASFA Alarm

—

Brake rearmament

—

Running past allowed

—

END

—

Audible warning

—

Braking pre-warning

—

Red Indicator

—

Alphanumeric display

—	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

—

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

—

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

—	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.

—	Data transmission track to trains:—75 Hz carrier frequency—Amplitude modulated codes (100 %)—Seven codes (six speed codes)	—	75 Hz carrier frequency	—	Amplitude modulated codes (100 %)	—	Seven codes (six speed codes)
—	75 Hz carrier frequency
—	Amplitude modulated codes (100 %)
—	Seven codes (six speed codes)

—	75 Hz carrier frequency

—	Amplitude modulated codes (100 %)

—	Seven codes (six speed codes)

—	Display to driver:—Cab signal—Signal aspects: Stop, permitted speed at the next signal (15, 40, 80, 120, MAX), no transmission/failure, shunting mode	—	Cab signal	—	Signal aspects: Stop, permitted speed at the next signal (15, 40, 80, 120, MAX), no transmission/failure, shunting mode
—	Cab signal
—	Signal aspects: Stop, permitted speed at the next signal (15, 40, 80, 120, MAX), no transmission/failure, shunting mode

—	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	—	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
—	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

—	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)	—	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)	—	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)
—	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)	—	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)
—	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)

—	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)	—	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)
—	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)

—	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)	—	Roll away protection	—	Comfort function (indication that the signal has been cleared when train is stationary)
—	Roll away protection
—	Comfort function (indication that the signal has been cleared when train is stationary)

—	Roll away protection

—	Comfort function (indication that the signal has been cleared when train is stationary)

—	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 transmission to the trains:—100 kHz ± 10 kHz (FSK)—25 kbit/sec—99 useful bits per telegram	—	100 kHz ± 10 kHz (FSK)	—	25 kbit/sec	—	99 useful bits per telegram
—	100 kHz ± 10 kHz (FSK)
—	25 kbit/sec
—	99 useful bits per telegram

—	100 kHz ± 10 kHz (FSK)

—	25 kbit/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.	—	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.
—	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.

—	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

—

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)

—

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

—

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

—

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

—

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)

—

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)

—

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

—

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

—

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

—

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

—

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

—

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)

—

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)

—

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)

—	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	—	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
—	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

—	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	—	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
—	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

—	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

—

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)

—

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 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

—

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

—

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)

—

Maximum safe speed (line speed and permanent speed restrictions)

—

Temporary speed restrictions

—

Stopping point

—

Dynamic braking profile

—

Direction of movement (including roll-away supervision)

—

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 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 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

—

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

—

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

—	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)	—	Maximum safe speed (line speed and permanent speed restrictions)	—	Temporary speed restrictions	—	Stopping point	—	Dynamic braking profile	—	Direction of movement (including roll-away supervision)
—	Maximum safe speed (line speed and permanent speed restrictions)
—	Temporary speed restrictions
—	Stopping point
—	Dynamic braking profile
—	Direction of movement (including roll-away supervision)

—	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 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 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 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	—	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
—	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

—	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

—	Three frequencies—500 Hz—1 000 Hz—2 000 Hz	—	500 Hz	—	1 000 Hz	—	2 000 Hz
—	500 Hz
—	1 000 Hz
—	2 000 Hz

—

500 Hz

—

1 000 Hz

—

2 000 Hz

—	Train characteristics can be input by the driver:Braking characteristics (braking percentage and braking regime for three supervision categories)

—

Supervision:—Hardware version (not for Germany):—500 Hz: Immediate speed supervision—1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on type of train—2 000 Hz: Immediate stop—Microprocessor version:—500 Hz: Immediate speed supervision and following braking curve supervision—1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on program with different braking curves, supervision by means of time and speed values for a limited distance; braking curves (over time and distance) triggered by 1 000 Hz, additionally over distance triggered by 500 Hz—2 000 Hz: Immediate stop

—

Hardware version (not for Germany):—500 Hz: Immediate speed supervision—1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on type of train—2 000 Hz: Immediate stop

—

500 Hz: Immediate speed supervision

—

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

—

2 000 Hz: Immediate stop

—

Microprocessor version:—500 Hz: Immediate speed supervision and following braking curve supervision—1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on program with different braking curves, supervision by means of time and speed values for a limited distance; braking curves (over time and distance) triggered by 1 000 Hz, additionally over distance triggered by 500 Hz—2 000 Hz: Immediate stop

—

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

—

Hardware version (not for Germany):—500 Hz: Immediate speed supervision—1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on type of train—2 000 Hz: Immediate stop

—

500 Hz: Immediate speed supervision

—

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

—

2 000 Hz: Immediate stop

—

500 Hz: Immediate speed supervision

—

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

—

2 000 Hz: Immediate stop

—

Microprocessor version:—500 Hz: Immediate speed supervision and following braking curve supervision—1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on program with different braking curves, supervision by means of time and speed values for a limited distance; braking curves (over time and distance) triggered by 1 000 Hz, additionally over distance triggered by 500 Hz—2 000 Hz: Immediate stop

—

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

—

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

—	Hardware version (not for Germany):—500 Hz: Immediate speed supervision—1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on type of train—2 000 Hz: Immediate stop	—	500 Hz: Immediate speed supervision	—	1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on type of train	—	2 000 Hz: Immediate stop
—	500 Hz: Immediate speed supervision
—	1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on type of train
—	2 000 Hz: Immediate stop

—	500 Hz: Immediate speed supervision

—	1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on type of train

—	2 000 Hz: Immediate stop

—	Microprocessor version:—500 Hz: Immediate speed supervision and following braking curve supervision—1 000 Hz: Acknowledgement of restrictive signal aspect, speed supervision depends on program with different braking curves, supervision by means of time and speed values for a limited distance; braking curves (over time and distance) triggered by 1 000 Hz, additionally over distance triggered by 500 Hz—2 000 Hz: Immediate stop	—	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
—	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

—	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.

—	Energising balises:—27,115 MHz—Amplitude modulation for clock pulses—50 kHz pulse frequency	—	27,115 MHz	—	Amplitude modulation for clock pulses	—	50 kHz pulse frequency
—	27,115 MHz
—	Amplitude modulation for clock pulses
—	50 kHz pulse frequency

—	27,115 MHz

—	Amplitude modulation for clock pulses

—	50 kHz pulse frequency

—	Data transmission to trains:—4,5 MHz—50 kbit/sec—12 useful bits (total 4×8 bits) type analogue—172 useful bits (total 256 bits) type digital	—	4,5 MHz	—	50 kbit/sec	—	12 useful bits (total 4×8 bits) type analogue	—	172 useful bits (total 256 bits) type digital
—	4,5 MHz
—	50 kbit/sec
—	12 useful bits (total 4×8 bits) type analogue
—	172 useful bits (total 256 bits) type digital

—

4,5 MHz

—	50 kbit/sec

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

—	172 useful bits (total 256 bits) type digital

—	Except for trainsets, train characteristics must be input by the driver:—Train category—Maximum train speed—Train length—Train braking characteristics	—	Train category	—	Maximum train speed	—	Train length	—	Train braking characteristics
—	Train category
—	Maximum train speed
—	Train length
—	Train braking characteristics

—	Train category

—	Maximum train speed

—	Train length

—	Train braking characteristics

—	Displays to the driver:—State of speed supervision—Release speed	—	State of speed supervision	—	Release speed
—	State of speed supervision
—	Release speed

—	State of speed supervision

—	Release speed

—	Supervision:—Line speed, including permanent and temporary speed restrictions—Stopping point—Dynamic brake profile—Speed restrictionsThe 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).	—	Line speed, including permanent and temporary speed restrictions	—	Stopping point	—	Dynamic brake profile	—	Speed restrictionsThe 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).
—	Line speed, including permanent and temporary speed restrictions
—	Stopping point
—	Dynamic brake profile
—	Speed restrictionsThe 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).

—	Line speed, including permanent and temporary speed restrictions

—	Stopping point

—	Dynamic brake profile

—

Speed restrictionsThe 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.

—	Data transmission to trains:—75 Hz carrier frequency—AM modulated codes—four speed codes (including stop aspect)	—	75 Hz carrier frequency—AM modulated codes—four speed codes (including stop aspect)	—	AM modulated codes	—	four speed codes (including stop aspect)
—	75 Hz carrier frequency—AM modulated codes—four speed codes (including stop aspect)	—	AM modulated codes	—	four speed codes (including stop aspect)
—	AM modulated codes
—	four speed codes (including stop aspect)

—	75 Hz carrier frequency—AM modulated codes—four speed codes (including stop aspect)	—	AM modulated codes	—	four speed codes (including stop aspect)
—	AM modulated codes
—	four speed codes (including stop aspect)

—	AM modulated codes

—	four speed codes (including stop aspect)

—	Display to driver:—Cab signal—Signal aspects: stop, limited speed, caution (speed limit 100 km/h), full speed	—	Cab signal	—	Signal aspects: stop, limited speed, caution (speed limit 100 km/h), full speed
—	Cab signal
—	Signal aspects: stop, limited speed, caution (speed limit 100 km/h), full speed

—	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	—	Speed limit/may be overridden by vigilance control	—	no distance supervision
—	Speed limit/may be overridden by vigilance control
—	no distance 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

—	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

—	Data transmission to trains:—36 kHz ± 0,4 kHz (FSK)—1 200 bit/sec—83,5 steps per telegram	—	36 kHz ± 0,4 kHz (FSK)	—	1 200 bit/sec	—	83,5 steps per telegram
—	36 kHz ± 0,4 kHz (FSK)
—	1 200 bit/sec
—	83,5 steps per telegram

—	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	—	56 kHz ± 0,2 kHz (FSK)	—	600 bit/sec	—	41 Steps per telegram
—	56 kHz ± 0,2 kHz (FSK)
—	600 bit/sec
—	41 Steps per telegram

—	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)	—	Train length	—	Maximum train speed	—	Train braking characteristics (braking percentage and braking regime)
—	Train length
—	Maximum train speed
—	Train braking characteristics (braking percentage and braking regime)

—	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	—	Valid operating mode, status of data transmission	—	Maximum permitted speed/actual speed on a two pointer speedometer	—	Target speed	—	Distance to target	—	Auxiliary indications
—	Valid operating mode, status of data transmission
—	Maximum permitted speed/actual speed on a two pointer speedometer
—	Target speed
—	Distance to target
—	Auxiliary indications

—	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).

—

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).

—

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).

—	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.

—	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 metres act an emergency brake.	—	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 metres act an emergency brake.
—	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 metres act an emergency brake.

—	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 metres 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.	—	The emergency brake is called if supervision is violated (no valid reaction from the driver).	—	The emergency brake can be released after standstill.
—	The emergency brake is called if supervision is violated (no valid reaction from the driver).
—	The emergency brake can be released after standstill.

—	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.	—	State of supervision.	—	State of emergency brake.
—	State of supervision.
—	State of emergency brake.

—	State of supervision.

—	State of emergency brake.

—	Issuing of movement authorities from the signalling control centre to trains by means of electronic tokens, sent by radio to the train-borne equipment

—	Display of the movement authority to the driver

—	Surrendering the movement authority token when the train has completed the authorised movement

—	a key switch for switching the train-borne 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

—	Energising frequency:—27,115 MHz	—	27,115 MHz
—	27,115 MHz

—	27,115 MHz

—	Data transmission to trains:—4,5 MHz—12/180 bit ASK Modulation—1 023 bit FSK Modulation	—	4,5 MHz	—	12/180 bit ASK Modulation	—	1 023 bit FSK Modulation
—	4,5 MHz
—	12/180 bit ASK Modulation
—	1 023 bit FSK Modulation

—

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

—

Maximum permitted speed

—

Target speed

—

Actual train speed

—

Advanced information on secondary targets

—

Warnings before emergency brake intervention

—

Auxiliary information

—

Maximum permitted speed

—

Target speed

—

Actual train speed

—

Advanced information on secondary targets

—

Warnings before emergency brake intervention

—

Auxiliary information

—	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—ShuntingIf 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.

—

Line speed, depending on over-speeding track capability and vehicle performances

—

Permanent and temporary speed restriction

—

Level Crossing

—

Stopping point

—

Dynamic brake profile

—

Shunting

—

Line speed, depending on over-speeding track capability and vehicle performances

—

Permanent and temporary speed restriction

—

Level Crossing

—

Stopping point

—

Dynamic brake profile

—

Shunting

—	Line speed, depending on over-speeding track capability and vehicle performances

—	Permanent and temporary speed restriction

—	Level Crossing

—	Stopping point

—	Dynamic brake profile

—

Shunting

—	Reactions:—Service brake—Emergency brake	—	Service brake	—	Emergency brake
—	Service brake
—	Emergency brake

—	Service brake

—	Emergency brake

—	Data transmission to trains:—36 kHz ± 0,4 kHz (FSK)—1 200 bit/sec—83,5 steps per telegram	—	36 kHz ± 0,4 kHz (FSK)	—	1 200 bit/sec	—	83,5 steps per telegram
—	36 kHz ± 0,4 kHz (FSK)
—	1 200 bit/sec
—	83,5 steps per telegram

—	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	—	Train length	—	Maximum train speed	—	Train braking characteristics
—	Train length
—	Maximum train speed
—	Train braking characteristics

—	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	—	Maximum permitted speed/actual speed as two pointer speedometer	—	Target speed	—	Distance to target	—	Auxiliary indications
—	Maximum permitted speed/actual speed as two pointer speedometer
—	Target speed
—	Distance to target
—	Auxiliary indications

—	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	—	Line speed	—	Stopping point	—	Direction of movement	—	Dynamic brake profile	—	Speed restrictions
—	Line speed
—	Stopping point
—	Direction of movement
—	Dynamic brake profile
—	Speed restrictions

—	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.

—	Frequency:—1 000 Hz	—	1 000 Hz
—	1 000 Hz

—

1 000 Hz

—	Supervision:—1 000 Hz: Acknowledgement of a signal	—	1 000 Hz: Acknowledgement of a signal
—	1 000 Hz: Acknowledgement of a signal

—	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	—	200 m before line signals and station entrance signals	—	0 m before (at) station exit signals
—	200 m before line signals and station entrance signals
—	0 m before (at) station exit signals

—	200 m before line signals and station entrance signals

—	0 m before (at) station exit signals

—	Data transmission to trains:—100 kHz ± 10 kHz (FSK)—25 kbit/sec—119 useful bits per telegram for TBL2/3—Five useful decimal data on 40 bits per telegram for TBL1	—	100 kHz ± 10 kHz (FSK)	—	25 kbit/sec	—	119 useful bits per telegram for TBL2/3	—	Five useful decimal data on 40 bits per telegram for TBL1
—	100 kHz ± 10 kHz (FSK)
—	25 kbit/sec
—	119 useful bits per telegram for TBL2/3
—	Five useful decimal data on 40 bits per telegram for TBL1

—	100 kHz ± 10 kHz (FSK)

—	25 kbit/sec

—	119 useful bits per telegram for TBL2/3

—	Five useful decimal data on 40 bits per telegram for TBL1

—	Train characteristics as input by the driver (TBL2):—Train length—Maximum train speed—Train braking characteristics (brake weight, type of train, isolations, other specific parameters)—Language selection, identification parameters	—	Train length	—	Maximum train speed	—	Train braking characteristics (brake weight, type of train, isolations, other specific parameters)	—	Language selection, identification parameters
—	Train length
—	Maximum train speed
—	Train braking characteristics (brake weight, type of train, isolations, other specific parameters)
—	Language selection, identification parameters

—	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

—

Maximum speed (braking curve)

—

Target speed

—

Target distance

—

Train speed

—

Operating mode

—

Auxiliary indications

—

Maximum speed (braking curve)

—

Target speed

—

Target distance

—

Train speed

—

Operating mode

—

Auxiliary indications

—	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)

—

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)

—

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)

—	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.	—	Acoustic and optical warnings	—	The emergency brake is called when the movement supervision is violated or the driver does not acknowledge the warning.
—	Acoustic and optical warnings
—	The emergency brake is called when the movement supervision is violated or the driver does not acknowledge the warning.

—	Acoustic and optical warnings

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

—	Warning to the driver at standard braking distance of the following restrictive conditions:—Signals not at clear—Permanent speed restrictions—Temporary speed restrictions	—	Signals not at clear	—	Permanent speed restrictions	—	Temporary speed restrictions
—	Signals not at clear
—	Permanent speed restrictions
—	Temporary speed restrictions

—	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).	—	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).
—	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).

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

—	That it is the cause of a brake application.

—	Its fault/isolation status.

—	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.

—	A bell tone — signal at clear.

—	A horn tone — restrictive condition, that must be acknowledged.

—	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.

—	Sequence of magnetic fields (north pole, south pole) to provide details of signal clear or not clear.

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

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

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

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

—	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)	—	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)
—	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)

—	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	—	TVM 300: 14 frequencies (1,3 to 3,8 kHz)	—	TVM 430: PSK modulated signal, 125 kHz, 170 bits
—	TVM 300: 14 frequencies (1,3 to 3,8 kHz)
—	TVM 430: PSK modulated signal, 125 kHz, 170 bits

—	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	—	Speed (continuous)	—	Braking triggering based on—stepping curve for TVM 300—parabolic curve for TVM 430	—	stepping curve for TVM 300	—	parabolic curve for TVM 430	—	Stopping point
—	Speed (continuous)
—	Braking triggering based on—stepping curve for TVM 300—parabolic curve for TVM 430	—	stepping curve for TVM 300	—	parabolic curve for TVM 430
—	stepping curve for TVM 300
—	parabolic curve for TVM 430
—	Stopping point

—	Speed (continuous)

—	Braking triggering based on—stepping curve for TVM 300—parabolic curve for TVM 430	—	stepping curve for TVM 300	—	parabolic curve for TVM 430
—	stepping curve for TVM 300
—	parabolic curve for TVM 430

—	stepping curve for TVM 300

—	parabolic curve for TVM 430

—	Stopping point

—	Reaction:The emergency brake is called in the case of overspeed.

—	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	—	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
—	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

—	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 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 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 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

—	Three frequencies:—50 kHz checking channel—100 kHz energy channel—850 kHz data channel	—	50 kHz checking channel	—	100 kHz energy channel	—	850 kHz data channel
—	50 kHz checking channel
—	100 kHz energy channel
—	850 kHz data channel

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

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

—	On-board data processing:—Vital computer processing (enhanced performance level)	—	Vital computer processing (enhanced performance level)
—	Vital computer processing (enhanced performance level)

—	Vital computer processing (enhanced performance level)

—	Display to the driver:—Maximum authorised speed—Actual speed—Target speed—Target distance	—	Maximum authorised speed	—	Actual speed	—	Target speed	—	Target distance
—	Maximum authorised speed
—	Actual speed
—	Target speed
—	Target distance

—	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	—	Encoder panel, or	—	Directly into the on-board unit
—	Encoder panel, or
—	Directly into the on-board unit

—	Encoder panel, or

—	Directly into the on-board unit

—	Supervision:—Line speed—Stopping point—Speed restrictions—Dynamic brake profile	—	Line speed	—	Stopping point	—	Speed restrictions	—	Dynamic brake profile
—	Line speed
—	Stopping point
—	Speed restrictions
—	Dynamic brake profile

—	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	—	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
—	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

—	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

—	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)	—	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)
—	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)

—	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 train-borne radio unit or the integrated train-borne information system (IBIS) to exchange vehicle data entered by the train driver	—	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 train-borne radio unit or the integrated train-borne information system (IBIS) to exchange vehicle data entered by the train driver
—	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 train-borne radio unit or the integrated train-borne information system (IBIS) to exchange vehicle data entered by the train driver

—	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 train-borne radio unit or the integrated train-borne information system (IBIS) to exchange vehicle data entered by the train driver

—	Three frequencies:—50 kHz checking channel—100 kHz energy channel—850 kHz data channel	—	50 kHz checking channel	—	100 kHz energy channel	—	850 kHz data channel
—	50 kHz checking channel
—	100 kHz energy channel
—	850 kHz data channel

—	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)	—	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)
—	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)

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

—	On-board data processing: (Not fail-safe)

—	Single computer processing (supplementary performance level)

—

Display to the driver:—One four-digit LCD showing:—‘8 — — 8’; no monitoring or—‘8 8 8 8’; monitoring the maximum train speed or—‘— — — —’; monitoring the maximum authorised line speed or—‘ 6 0’; target speed or—‘ / / / / ’; information ‘proceed’ received by a loop

—

One four-digit LCD showing:—‘8 — — 8’; no monitoring or—‘8 8 8 8’; monitoring the maximum train speed or—‘— — — —’; monitoring the maximum authorised line speed or—‘ 6 0’; target speed or—‘ / / / / ’; information ‘proceed’ received by a loop

—

‘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

—

‘ / / / / ’; information ‘proceed’ received by a loop

—

One four-digit LCD showing:—‘8 — — 8’; no monitoring or—‘8 8 8 8’; monitoring the maximum train speed or—‘— — — —’; monitoring the maximum authorised line speed or—‘ 6 0’; target speed or—‘ / / / / ’; information ‘proceed’ received by a loop

—

‘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

—

‘ / / / / ’; information ‘proceed’ received by a loop

—

‘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

—

‘ / / / / ’; information ‘proceed’ received by a loop

—	One four-digit LCD showing:—‘8 — — 8’; no monitoring or—‘8 8 8 8’; monitoring the maximum train speed or—‘— — — —’; monitoring the maximum authorised line speed or—‘ 6 0’; target speed or—‘ / / / / ’; information ‘proceed’ received by a loop	—	‘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	—	‘ / / / / ’; information ‘proceed’ received by a loop
—	‘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
—	‘ / / / / ’; information ‘proceed’ received by a loop

—	‘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

—	‘ / / / / ’; information ‘proceed’ received by a loop

—	Lamps and horn:—Emergency brake applied—Equipment failure	—	Emergency brake applied	—	Equipment failure
—	Emergency brake applied
—	Equipment failure

—	Emergency brake applied

—	Equipment failure

—	Buttons:—Testing button—Emergency stop reset—Release button (together with ‘Signum’ release button)	—	Testing button	—	Emergency stop reset	—	Release button (together with ‘Signum’ release button)
—	Testing button
—	Emergency stop reset
—	Release button (together with ‘Signum’ release button)

—	Testing button

—	Emergency stop reset

—	Release button (together with ‘Signum’ release button)

—	Train data input:Train-borne radio operating panel is used

—	Supervision/Commands:—Line speed—Stopping point—Speed restrictions—Dynamic brake profile—Control of radio channels	—	Line speed	—	Stopping point	—	Speed restrictions	—	Dynamic brake profile	—	Control of radio channels
—	Line speed
—	Stopping point
—	Speed restrictions
—	Dynamic brake profile
—	Control of radio channels

—	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	—	The emergency brake is called if the threshold speed is reached	—	Abort speed monitoring if movement supervision is violated
—	The emergency brake is called if the threshold speed is reached
—	Abort speed monitoring if movement supervision is violated

—	The emergency brake is called if the threshold speed is reached

—	Abort speed monitoring if movement supervision is violated

1.

UIC Radio Chapter 1-4

2.

UIC Radio Chapter 1-4+6

3.

UIC Radio Chapter 1- 4 + 6 (Irish system)

4.

UIC Radio Chapter 1-4+6+7

Introduction to UK systems

5.

BR 1845

6.

BR 1609

7.

FS ETACS and GSM

8.

UIC Radio Chapter 1-4 (TTT radio system installed at Cascais line)

9.

TTT radio system CP_N

10.

PKP radio system

11.

VR trainr

12.

TRS — The Czech Railways radio system

13.

LDZ radio system

14.

CH — Greek Railways radio system

16.

The Estonian radio system

17.

The Lithuanian radio system

15.

UIC Radio Chapter Bulgaria

—

Frequencies:—Train to ground:457,450 MHz ..458,450 MHz—Ground to train:—Band A: 467,400 MHz ..468,450 MHz—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)—Frequency spacing 25 kHz—Duplex frequency couples 10 MHz apart—Grouping of four channels, preferred 62 … 65 for international traffic—Agreement on frequencies used bilateral or multilateral

—

Train to ground:457,450 MHz ..458,450 MHz

—

Ground to train:—Band A: 467,400 MHz ..468,450 MHz—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)

—

Band A: 467,400 MHz ..468,450 MHz

—

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

—

Frequency spacing 25 kHz

—

Duplex frequency couples 10 MHz apart

—

Grouping of four channels, preferred 62 … 65 for international traffic

—

Agreement on frequencies used bilateral or multilateral

—

Train to ground:457,450 MHz ..458,450 MHz

—

Ground to train:—Band A: 467,400 MHz ..468,450 MHz—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)

—

Band A: 467,400 MHz ..468,450 MHz

—

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

—

Band A: 467,400 MHz ..468,450 MHz

—

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

—

Frequency spacing 25 kHz

—

Duplex frequency couples 10 MHz apart

—

Grouping of four channels, preferred 62 … 65 for international traffic

—

Agreement on frequencies used bilateral or multilateral

—	Train to ground:457,450 MHz ..458,450 MHz

—	Ground to train:—Band A: 467,400 MHz ..468,450 MHz—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)	—	Band A: 467,400 MHz ..468,450 MHz	—	Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)
—	Band A: 467,400 MHz ..468,450 MHz
—	Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)

—	Band A: 467,400 MHz ..468,450 MHz

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

—	Frequency spacing 25 kHz

—	Duplex frequency couples 10 MHz apart

—	Grouping of four 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)	—	> 1 μV at > 20 dB signal to noise ratio (mobile)	—	> 2 μV (lineside)
—	> 1 μV at > 20 dB signal to noise ratio (mobile)
—	> 2 μV (lineside)

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

—	> 2 μV (lineside)

—	Radiating power:—6 W mobile—6 W lineside	—	6 W mobile	—	6 W lineside
—	6 W mobile
—	6 W lineside

—	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	—	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
—	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

—	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	—	Vertical	—	In tunnels, any polarisation
—	Vertical
—	In tunnels, any polarisation

—

Vertical

—	In tunnels, any polarisation

—	Frequency deviation:—< 1,75 kHz for operating tone—< 2,25 kHz for voice	—	< 1,75 kHz for operating tone	—	< 2,25 kHz for voice
—	< 1,75 kHz for operating tone
—	< 2,25 kHz for voice

—	< 1,75 kHz for operating tone

—	< 2,25 kHz for voice

—	Modes of operation:—Mode 1, duplex mode—Mode 2, semiduplex mode	—	Mode 1, duplex mode	—	Mode 2, semiduplex mode
—	Mode 1, duplex mode
—	Mode 2, semiduplex mode

—	Mode 1, duplex mode

—	Mode 2, semiduplex mode

—	Switchover of channels on-board:—manually by input of channel number—automatic, depending on receiver voltage	—	manually by input of channel number	—	automatic, depending on receiver voltage
—	manually by input of channel number
—	automatic, depending on receiver voltage

—	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

—Channel free:

—

Channel free:

2 280 Hz

—Listening:

—

Listening:

1 960 Hz

—Pilot:

—

Pilot:

2 800 Hz

—Warning:

—

Warning:

1 520 Hz

—Channel free:

—

Channel free:

2 280 Hz

—

Channel free:

—Listening:

—

Listening:

1 960 Hz

—

Listening:

—Pilot:

—

Pilot:

2 800 Hz

—

Pilot:

—Warning:

—

Warning:

1 520 Hz

—

Warning:

—Channel free:	—	Channel free:	2 280 Hz
—	Channel free:
—Listening:	—	Listening:	1 960 Hz
—	Listening:
—Pilot:	—	Pilot:	2 800 Hz
—	Pilot:
—Warning:	—	Warning:	1 520 Hz
—	Warning:

—	Channel free:

—	Listening:

—

Pilot:

—

Warning:

—

Frequencies:—Train to ground:457,450 MHz ..458,450 MHz.—Ground to train:—Band A: 467,400 MHz ..468,450 MHz.—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available).—Frequency spacing 25 kHz—Duplex frequency couples 10 MHz apart—Grouping of four channels, preferred 62 … 65 for international traffic—Agreement on frequencies used bilateral or multilateral

—

Train to ground:457,450 MHz ..458,450 MHz.

—

Ground to train:—Band A: 467,400 MHz ..468,450 MHz.—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available).

—

Band A: 467,400 MHz ..468,450 MHz.

—

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

—

Frequency spacing 25 kHz

—

Duplex frequency couples 10 MHz apart

—

Grouping of four channels, preferred 62 … 65 for international traffic

—

Agreement on frequencies used bilateral or multilateral

—

Train to ground:457,450 MHz ..458,450 MHz.

—

Ground to train:—Band A: 467,400 MHz ..468,450 MHz.—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available).

—

Band A: 467,400 MHz ..468,450 MHz.

—

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

—

Band A: 467,400 MHz ..468,450 MHz.

—

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

—

Frequency spacing 25 kHz

—

Duplex frequency couples 10 MHz apart

—

Grouping of four channels, preferred 62 … 65 for international traffic

—

Agreement on frequencies used bilateral or multilateral

—	Train to ground:457,450 MHz ..458,450 MHz.

—	Ground to train:—Band A: 467,400 MHz ..468,450 MHz.—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available).	—	Band A: 467,400 MHz ..468,450 MHz.	—	Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available).
—	Band A: 467,400 MHz ..468,450 MHz.
—	Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available).

—	Band A: 467,400 MHz ..468,450 MHz.

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

—	Frequency spacing 25 kHz

—	Duplex frequency couples 10 MHz apart

—	Grouping of four 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)	—	> 1 μV at > 20 dB signal to noise ratio (mobile)	—	> 2 μV (lineside)
—	> 1 μV at > 20 dB signal to noise ratio (mobile)
—	> 2 μV (lineside)

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

—	> 2 μV (lineside)

—	Radiating power:—6 W mobile—6 W lineside	—	6 W mobile	—	6 W lineside
—	6 W mobile
—	6 W lineside

—	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	—	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
—	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

—	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	—	Vertical	—	In tunnels, any polarisation
—	Vertical
—	In tunnels, any polarisation

—

Vertical

—	In tunnels, any polarisation

—	Frequency deviation:—< 1,75 kHz for operating tone—< 2,25 kHz for voice	—	< 1,75 kHz for operating tone	—	< 2,25 kHz for voice
—	< 1,75 kHz for operating tone
—	< 2,25 kHz for voice

—	< 1,75 kHz for operating tone

—	< 2,25 kHz for voice

—	Modes of operation:—Mode 1, duplex mode—Mode 2, semiduplex mode	—	Mode 1, duplex mode	—	Mode 2, semiduplex mode
—	Mode 1, duplex mode
—	Mode 2, semiduplex mode

—	Mode 1, duplex mode

—	Mode 2, semiduplex mode

—	Switchover of channels on-board—manually by input of channel number—automatic, depending on receiver voltage	—	manually by input of channel number	—	automatic, depending on receiver voltage
—	manually by input of channel number
—	automatic, depending on receiver voltage

—	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

—Channel free:

—

Channel free:

2 280 Hz

—Listening:

—

Listening:

1 960 Hz

—Pilot:

—

Pilot:

2 800 Hz

—Warning:

—

Warning:

1 520 Hz

—Channel free:

—

Channel free:

2 280 Hz

—

Channel free:

—Listening:

—

Listening:

1 960 Hz

—

Listening:

—Pilot:

—

Pilot:

2 800 Hz

—

Pilot:

—Warning:

—

Warning:

1 520 Hz

—

Warning:

—Channel free:	—	Channel free:	2 280 Hz
—	Channel free:
—Listening:	—	Listening:	1 960 Hz
—	Listening:
—Pilot:	—	Pilot:	2 800 Hz
—	Pilot:
—Warning:	—	Warning:	1 520 Hz
—	Warning:

—	Channel free:

—	Listening:

—

Pilot:

—

Warning:

—	Telegram structure:—Sync. header: 1111 1111 0010—Six decimal train number BCD coded—Two positions of information four bits each—Seven bit redundancy code, polynomial: 1110 000 1 (H=4)	—	Sync. header: 1111 1111 0010	—	Six decimal train number BCD coded	—	Two positions of information four bits each	—	Seven bit redundancy code, polynomial: 1110 000 1 (H=4)
—	Sync. header: 1111 1111 0010
—	Six decimal train number BCD coded
—	Two positions of information four bits each
—	Seven bit redundancy code, polynomial: 1110 000 1 (H=4)

—	Sync. header: 1111 1111 0010

—	Six decimal train number BCD coded

—	Two positions of information four bits each

—	Seven bit redundancy code, polynomial: 1110 000 1 (H=4)

—	Telegram transmission:—600 bits/sec—FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz	—	600 bits/sec	—	FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz
—	600 bits/sec
—	FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz

—	600 bits/sec

—	FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz

—	Messages (coding given in hexadecimal representation)—Lineside to train:—Speech08—Emergency stop09—Test00—Run faster04—Run slower02—Announcement by loudspeaker0C—Written order06—Extension of telegram03—Train to lineside:—Communication desired08—Acknowledgement of order0A—Advice06—Test00—Train staff wish to communicate09—Telephone link desired0C—Extension of telegram03	—	Lineside to train:—Speech08—Emergency stop09—Test00—Run faster04—Run slower02—Announcement by loudspeaker0C—Written order06—Extension of telegram03	—Speech	—	Speech	08	—Emergency stop	—	Emergency stop	09	—Test	—	Test	00	—Run faster	—	Run faster	04	—Run slower	—	Run slower	02	—Announcement by loudspeaker	—	Announcement by loudspeaker	0C	—Written order	—	Written order	06	—Extension of telegram	—	Extension of telegram	03	—	Train to lineside:—Communication desired08—Acknowledgement of order0A—Advice06—Test00—Train staff wish to communicate09—Telephone link desired0C—Extension of telegram03	—Communication desired	—	Communication desired	08	—Acknowledgement of order	—	Acknowledgement of order	0A	—Advice	—	Advice	06	—Test	—	Test	00	—Train staff wish to communicate	—	Train staff wish to communicate	09	—Telephone link desired	—	Telephone link desired	0C	—Extension of telegram	—	Extension of telegram	03
—	Lineside to train:—Speech08—Emergency stop09—Test00—Run faster04—Run slower02—Announcement by loudspeaker0C—Written order06—Extension of telegram03	—Speech	—	Speech	08	—Emergency stop	—	Emergency stop	09	—Test	—	Test	00	—Run faster	—	Run faster	04	—Run slower	—	Run slower	02	—Announcement by loudspeaker	—	Announcement by loudspeaker	0C	—Written order	—	Written order	06	—Extension of telegram	—	Extension of telegram	03
—Speech	—	Speech	08
—	Speech
—Emergency stop	—	Emergency stop	09
—	Emergency stop
—Test	—	Test	00
—	Test
—Run faster	—	Run faster	04
—	Run faster
—Run slower	—	Run slower	02
—	Run slower
—Announcement by loudspeaker	—	Announcement by loudspeaker	0C
—	Announcement by loudspeaker
—Written order	—	Written order	06
—	Written order
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram
—	Train to lineside:—Communication desired08—Acknowledgement of order0A—Advice06—Test00—Train staff wish to communicate09—Telephone link desired0C—Extension of telegram03	—Communication desired	—	Communication desired	08	—Acknowledgement of order	—	Acknowledgement of order	0A	—Advice	—	Advice	06	—Test	—	Test	00	—Train staff wish to communicate	—	Train staff wish to communicate	09	—Telephone link desired	—	Telephone link desired	0C	—Extension of telegram	—	Extension of telegram	03
—Communication desired	—	Communication desired	08
—	Communication desired
—Acknowledgement of order	—	Acknowledgement of order	0A
—	Acknowledgement of order
—Advice	—	Advice	06
—	Advice
—Test	—	Test	00
—	Test
—Train staff wish to communicate	—	Train staff wish to communicate	09
—	Train staff wish to communicate
—Telephone link desired	—	Telephone link desired	0C
—	Telephone link desired
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—	Lineside to train:—Speech08—Emergency stop09—Test00—Run faster04—Run slower02—Announcement by loudspeaker0C—Written order06—Extension of telegram03	—Speech	—	Speech	08	—Emergency stop	—	Emergency stop	09	—Test	—	Test	00	—Run faster	—	Run faster	04	—Run slower	—	Run slower	02	—Announcement by loudspeaker	—	Announcement by loudspeaker	0C	—Written order	—	Written order	06	—Extension of telegram	—	Extension of telegram	03
—Speech	—	Speech	08
—	Speech
—Emergency stop	—	Emergency stop	09
—	Emergency stop
—Test	—	Test	00
—	Test
—Run faster	—	Run faster	04
—	Run faster
—Run slower	—	Run slower	02
—	Run slower
—Announcement by loudspeaker	—	Announcement by loudspeaker	0C
—	Announcement by loudspeaker
—Written order	—	Written order	06
—	Written order
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—Speech	—	Speech	08
—	Speech
—Emergency stop	—	Emergency stop	09
—	Emergency stop
—Test	—	Test	00
—	Test
—Run faster	—	Run faster	04
—	Run faster
—Run slower	—	Run slower	02
—	Run slower
—Announcement by loudspeaker	—	Announcement by loudspeaker	0C
—	Announcement by loudspeaker
—Written order	—	Written order	06
—	Written order
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—

Speech

—	Emergency stop

—

Test

—	Run faster

—	Run slower

—	Announcement by loudspeaker

—	Written order

—	Extension of telegram

—	Train to lineside:—Communication desired08—Acknowledgement of order0A—Advice06—Test00—Train staff wish to communicate09—Telephone link desired0C—Extension of telegram03	—Communication desired	—	Communication desired	08	—Acknowledgement of order	—	Acknowledgement of order	0A	—Advice	—	Advice	06	—Test	—	Test	00	—Train staff wish to communicate	—	Train staff wish to communicate	09	—Telephone link desired	—	Telephone link desired	0C	—Extension of telegram	—	Extension of telegram	03
—Communication desired	—	Communication desired	08
—	Communication desired
—Acknowledgement of order	—	Acknowledgement of order	0A
—	Acknowledgement of order
—Advice	—	Advice	06
—	Advice
—Test	—	Test	00
—	Test
—Train staff wish to communicate	—	Train staff wish to communicate	09
—	Train staff wish to communicate
—Telephone link desired	—	Telephone link desired	0C
—	Telephone link desired
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—Communication desired	—	Communication desired	08
—	Communication desired
—Acknowledgement of order	—	Acknowledgement of order	0A
—	Acknowledgement of order
—Advice	—	Advice	06
—	Advice
—Test	—	Test	00
—	Test
—Train staff wish to communicate	—	Train staff wish to communicate	09
—	Train staff wish to communicate
—Telephone link desired	—	Telephone link desired	0C
—	Telephone link desired
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—	Communication desired

—	Acknowledgement of order

—

Advice

—

Test

—	Train staff wish to communicate

—	Telephone link desired

—	Extension of telegram

—	Frequencies:—Train to ground:461,675 MHz ..461,950 MHz.—Ground to train:456,175 MHz ..456,450 MHz.—Frequency spacing 25 kHz—Duplex frequency couples 5,5 MHz apart—Grouping of four channels	—	Train to ground:461,675 MHz ..461,950 MHz.	—	Ground to train:456,175 MHz ..456,450 MHz.	—	Frequency spacing 25 kHz	—	Duplex frequency couples 5,5 MHz apart	—	Grouping of four channels
—	Train to ground:461,675 MHz ..461,950 MHz.
—	Ground to train:456,175 MHz ..456,450 MHz.
—	Frequency spacing 25 kHz
—	Duplex frequency couples 5,5 MHz apart
—	Grouping of four channels

—	Train to ground:461,675 MHz ..461,950 MHz.

—	Ground to train:456,175 MHz ..456,450 MHz.

—	Frequency spacing 25 kHz

—	Duplex frequency couples 5,5 MHz apart

—	Grouping of four channels

—	Sensitivity:—> 1 μV at > 20 dB signal to noise ratio (mobile)—> 2 μV (lineside)	—	> 1 μV at > 20 dB signal to noise ratio (mobile)	—	> 2 μV (lineside)
—	> 1 μV at > 20 dB signal to noise ratio (mobile)
—	> 2 μV (lineside)

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

—	> 2 μV (lineside)

—	Radiating power:—10 W mobile—10 W lineside	—	10 W mobile	—	10 W lineside
—	10 W mobile
—	10 W lineside

—	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	—	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
—	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

—	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	—	Vertical	—	In tunnels, any polarisation
—	Vertical
—	In tunnels, any polarisation

—

Vertical

—	In tunnels, any polarisation

—	Frequency deviation:—< 1,75 kHz for operating tone—< 2,25 kHz for voice	—	< 1,75 kHz for operating tone	—	< 2,25 kHz for voice
—	< 1,75 kHz for operating tone
—	< 2,25 kHz for voice

—	< 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	—	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
—	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

—	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	—	manually by input of channel number	—	automatic, depending on receiver voltage
—	manually by input of channel number
—	automatic, depending on receiver voltage

—	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

—Line free tone:

—

Line free tone:

2 280 Hz

—General Call tone:

—

General Call tone:

1 960 Hz

—Pilot tone:

—

Pilot tone:

2 800 Hz

—Emergency Call tone:

—

Emergency Call tone:

1 520 Hz

—Line free tone:

—

Line free tone:

2 280 Hz

—

Line free tone:

—General Call tone:

—

General Call tone:

1 960 Hz

—

General Call tone:

—Pilot tone:

—

Pilot tone:

2 800 Hz

—

Pilot tone:

—Emergency Call tone:

—

Emergency Call tone:

1 520 Hz

—

Emergency Call tone:

—Line free tone:	—	Line free tone:	2 280 Hz
—	Line free tone:
—General Call tone:	—	General Call tone:	1 960 Hz
—	General Call tone:
—Pilot tone:	—	Pilot tone:	2 800 Hz
—	Pilot tone:
—Emergency Call tone:	—	Emergency Call tone:	1 520 Hz
—	Emergency Call tone:

—	Line free tone:

—	General Call tone:

—	Pilot tone:

—	Emergency Call tone:

—	Telegram structure:—Sync. header: 1111 1111 0010—Six decimal train number BCD coded—Two positions of information 4 bits each—Seven bit redundancy code, polynomial: 1110 000 1 (H=4)	—	Sync. header: 1111 1111 0010	—	Six decimal train number BCD coded	—	Two positions of information 4 bits each	—	Seven bit redundancy code, polynomial: 1110 000 1 (H=4)
—	Sync. header: 1111 1111 0010
—	Six decimal train number BCD coded
—	Two positions of information 4 bits each
—	Seven bit redundancy code, polynomial: 1110 000 1 (H=4)

—	Sync. header: 1111 1111 0010

—	Six decimal train number BCD coded

—	Two positions of information 4 bits each

—	Seven bit redundancy code, polynomial: 1110 000 1 (H=4)

—	Telegram transmission:—600 bits/sec—FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz	—	600 bits/sec	—	FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz
—	600 bits/sec
—	FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz

—	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

—

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

—

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

—

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

—

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

—

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

—

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

—

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

—

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

—

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

—

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

—

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

—	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

—

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

—

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

—

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

—

Frequencies:—Train to ground:457,450 MHz ..458,450 MHz—Ground to train:—Band A: 467,400 MHz ..468,450 MHz—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)—Frequency spacing 25 kHz—Duplex frequency couples 10 MHz apart—Grouping of 4 channels, preferred 62 … 65 for international traffic—Agreement on frequencies used bilateral or multilateral

—

Train to ground:457,450 MHz ..458,450 MHz

—

Ground to train:—Band A: 467,400 MHz ..468,450 MHz—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)

—

Band A: 467,400 MHz ..468,450 MHz

—

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

—

Frequency spacing 25 kHz

—

Duplex frequency couples 10 MHz apart

—

Grouping of 4 channels, preferred 62 … 65 for international traffic

—

Agreement on frequencies used bilateral or multilateral

—

Train to ground:457,450 MHz ..458,450 MHz

—

Ground to train:—Band A: 467,400 MHz ..468,450 MHz—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)

—

Band A: 467,400 MHz ..468,450 MHz

—

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

—

Band A: 467,400 MHz ..468,450 MHz

—

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

—

Frequency spacing 25 kHz

—

Duplex frequency couples 10 MHz apart

—

Grouping of 4 channels, preferred 62 … 65 for international traffic

—

Agreement on frequencies used bilateral or multilateral

—	Train to ground:457,450 MHz ..458,450 MHz

—	Ground to train:—Band A: 467,400 MHz ..468,450 MHz—Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)	—	Band A: 467,400 MHz ..468,450 MHz	—	Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)
—	Band A: 467,400 MHz ..468,450 MHz
—	Band B: 447,400 MHz ..448,450 MHz (only to be used when band A is not available)

—	Band A: 467,400 MHz ..468,450 MHz

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

—	Frequency spacing 25 kHz

—	Duplex frequency couples 10 MHz apart

—	Grouping of 4 channels, preferred 62 … 65 for international traffic

—	Agreement on frequencies used bilateral or multilateral

—	Sensitivity:—> 1 μV at > 20 dB signal to noise ratio (mobile)—> 2 μV (lineside)	—	> 1 μV at > 20 dB signal to noise ratio (mobile)	—	> 2 μV (lineside)
—	> 1 μV at > 20 dB signal to noise ratio (mobile)
—	> 2 μV (lineside)

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

—	> 2 μV (lineside)

—	Radiating power:—6 W mobile—6 W lineside	—	6 W mobile	—	6 W lineside
—	6 W mobile
—	6 W lineside

—	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	—	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
—	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

—	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	—	Vertical	—	In tunnels, any polarisation
—	Vertical
—	In tunnels, any polarisation

—

Vertical

—	In tunnels, any polarisation

—	Frequency deviation:—< 1,75 kHz for operating tone—< 2,25 kHz for voice	—	< 1,75 kHz for operating tone	—	< 2,25 kHz for voice
—	< 1,75 kHz for operating tone
—	< 2,25 kHz for voice

—	< 1,75 kHz for operating tone

—	< 2,25 kHz for voice

—	Modes of operation:—Mode 1, duplex mode—Mode 2, semiduplex mode	—	Mode 1, duplex mode	—	Mode 2, semiduplex mode
—	Mode 1, duplex mode
—	Mode 2, semiduplex mode

—	Mode 1, duplex mode

—	Mode 2, semiduplex mode

—	Switchover of channels on-board—manually by input of channel number—automatic, depending on receiver voltage	—	manually by input of channel number	—	automatic, depending on receiver voltage
—	manually by input of channel number
—	automatic, depending on receiver voltage

—	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

—Channel free:

—

Channel free:

2 280 Hz

—Listening:

—

Listening:

1 960 Hz

—Pilot:

—

Pilot:

2 800 Hz

—Warning:

—

Warning:

1 520 Hz

—Channel free:

—

Channel free:

2 280 Hz

—

Channel free:

—Listening:

—

Listening:

1 960 Hz

—

Listening:

—Pilot:

—

Pilot:

2 800 Hz

—

Pilot:

—Warning:

—

Warning:

1 520 Hz

—

Warning:

—Channel free:	—	Channel free:	2 280 Hz
—	Channel free:
—Listening:	—	Listening:	1 960 Hz
—	Listening:
—Pilot:	—	Pilot:	2 800 Hz
—	Pilot:
—Warning:	—	Warning:	1 520 Hz
—	Warning:

—	Channel free:

—	Listening:

—

Pilot:

—

Warning:

—	Telegram structure:—Sync. header: 1111 1111 0010—Six decimal train number BCD coded—Two positions of information 4 bits each—Seven bit redundancy code, polynomial: 1110 000 1 (H=4)	—	Sync. header: 1111 1111 0010	—	Six decimal train number BCD coded	—	Two positions of information 4 bits each	—	Seven bit redundancy code, polynomial: 1110 000 1 (H=4)
—	Sync. header: 1111 1111 0010
—	Six decimal train number BCD coded
—	Two positions of information 4 bits each
—	Seven bit redundancy code, polynomial: 1110 000 1 (H=4)

—	Sync. header: 1111 1111 0010

—	Six decimal train number BCD coded

—	Two positions of information 4 bits each

—	Seven bit redundancy code, polynomial: 1110 000 1 (H=4)

—	Telegram transmission:—600 bits/sec—FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz	—	600 bits/sec	—	FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz
—	600 bits/sec
—	FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz

—	600 bits/sec

—	FSK, ‘0’ = 1 700 Hz, ‘1’ = 1 300 Hz

—	Messages (coding given in hexadecimal representation)—Lineside to train:—Speech08—Emergency stop09—Test00—Run faster04—Run slower02—Announcement by loudspeaker0C—Written order06—Extension of telegram03—Train to lineside:—Communication desired08—Acknowledgement of order0A—Advice06—Test00—Train staff wish to communicate09—Telephone link desired0C—Extension of telegram03	—	Lineside to train:—Speech08—Emergency stop09—Test00—Run faster04—Run slower02—Announcement by loudspeaker0C—Written order06—Extension of telegram03	—Speech	—	Speech	08	—Emergency stop	—	Emergency stop	09	—Test	—	Test	00	—Run faster	—	Run faster	04	—Run slower	—	Run slower	02	—Announcement by loudspeaker	—	Announcement by loudspeaker	0C	—Written order	—	Written order	06	—Extension of telegram	—	Extension of telegram	03	—	Train to lineside:—Communication desired08—Acknowledgement of order0A—Advice06—Test00—Train staff wish to communicate09—Telephone link desired0C—Extension of telegram03	—Communication desired	—	Communication desired	08	—Acknowledgement of order	—	Acknowledgement of order	0A	—Advice	—	Advice	06	—Test	—	Test	00	—Train staff wish to communicate	—	Train staff wish to communicate	09	—Telephone link desired	—	Telephone link desired	0C	—Extension of telegram	—	Extension of telegram	03
—	Lineside to train:—Speech08—Emergency stop09—Test00—Run faster04—Run slower02—Announcement by loudspeaker0C—Written order06—Extension of telegram03	—Speech	—	Speech	08	—Emergency stop	—	Emergency stop	09	—Test	—	Test	00	—Run faster	—	Run faster	04	—Run slower	—	Run slower	02	—Announcement by loudspeaker	—	Announcement by loudspeaker	0C	—Written order	—	Written order	06	—Extension of telegram	—	Extension of telegram	03
—Speech	—	Speech	08
—	Speech
—Emergency stop	—	Emergency stop	09
—	Emergency stop
—Test	—	Test	00
—	Test
—Run faster	—	Run faster	04
—	Run faster
—Run slower	—	Run slower	02
—	Run slower
—Announcement by loudspeaker	—	Announcement by loudspeaker	0C
—	Announcement by loudspeaker
—Written order	—	Written order	06
—	Written order
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram
—	Train to lineside:—Communication desired08—Acknowledgement of order0A—Advice06—Test00—Train staff wish to communicate09—Telephone link desired0C—Extension of telegram03	—Communication desired	—	Communication desired	08	—Acknowledgement of order	—	Acknowledgement of order	0A	—Advice	—	Advice	06	—Test	—	Test	00	—Train staff wish to communicate	—	Train staff wish to communicate	09	—Telephone link desired	—	Telephone link desired	0C	—Extension of telegram	—	Extension of telegram	03
—Communication desired	—	Communication desired	08
—	Communication desired
—Acknowledgement of order	—	Acknowledgement of order	0A
—	Acknowledgement of order
—Advice	—	Advice	06
—	Advice
—Test	—	Test	00
—	Test
—Train staff wish to communicate	—	Train staff wish to communicate	09
—	Train staff wish to communicate
—Telephone link desired	—	Telephone link desired	0C
—	Telephone link desired
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—	Lineside to train:—Speech08—Emergency stop09—Test00—Run faster04—Run slower02—Announcement by loudspeaker0C—Written order06—Extension of telegram03	—Speech	—	Speech	08	—Emergency stop	—	Emergency stop	09	—Test	—	Test	00	—Run faster	—	Run faster	04	—Run slower	—	Run slower	02	—Announcement by loudspeaker	—	Announcement by loudspeaker	0C	—Written order	—	Written order	06	—Extension of telegram	—	Extension of telegram	03
—Speech	—	Speech	08
—	Speech
—Emergency stop	—	Emergency stop	09
—	Emergency stop
—Test	—	Test	00
—	Test
—Run faster	—	Run faster	04
—	Run faster
—Run slower	—	Run slower	02
—	Run slower
—Announcement by loudspeaker	—	Announcement by loudspeaker	0C
—	Announcement by loudspeaker
—Written order	—	Written order	06
—	Written order
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—Speech	—	Speech	08
—	Speech
—Emergency stop	—	Emergency stop	09
—	Emergency stop
—Test	—	Test	00
—	Test
—Run faster	—	Run faster	04
—	Run faster
—Run slower	—	Run slower	02
—	Run slower
—Announcement by loudspeaker	—	Announcement by loudspeaker	0C
—	Announcement by loudspeaker
—Written order	—	Written order	06
—	Written order
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—

Speech

—	Emergency stop

—

Test

—	Run faster

—	Run slower

—	Announcement by loudspeaker

—	Written order

—	Extension of telegram

—	Train to lineside:—Communication desired08—Acknowledgement of order0A—Advice06—Test00—Train staff wish to communicate09—Telephone link desired0C—Extension of telegram03	—Communication desired	—	Communication desired	08	—Acknowledgement of order	—	Acknowledgement of order	0A	—Advice	—	Advice	06	—Test	—	Test	00	—Train staff wish to communicate	—	Train staff wish to communicate	09	—Telephone link desired	—	Telephone link desired	0C	—Extension of telegram	—	Extension of telegram	03
—Communication desired	—	Communication desired	08
—	Communication desired
—Acknowledgement of order	—	Acknowledgement of order	0A
—	Acknowledgement of order
—Advice	—	Advice	06
—	Advice
—Test	—	Test	00
—	Test
—Train staff wish to communicate	—	Train staff wish to communicate	09
—	Train staff wish to communicate
—Telephone link desired	—	Telephone link desired	0C
—	Telephone link desired
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—Communication desired	—	Communication desired	08
—	Communication desired
—Acknowledgement of order	—	Acknowledgement of order	0A
—	Acknowledgement of order
—Advice	—	Advice	06
—	Advice
—Test	—	Test	00
—	Test
—Train staff wish to communicate	—	Train staff wish to communicate	09
—	Train staff wish to communicate
—Telephone link desired	—	Telephone link desired	0C
—	Telephone link desired
—Extension of telegram	—	Extension of telegram	03
—	Extension of telegram

—	Communication desired

—	Acknowledgement of order

—

Advice

—

Test

—	Train staff wish to communicate

—	Telephone link desired

—	Extension of telegram

—

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

—

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

—

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

—

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

—

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

—

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

—

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

—

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

—

260 msec data transmission

—

780 msec compressed speech

—

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

—

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

—

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

—

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

—

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

—

260 msec data transmission

—

780 msec compressed speech

—

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

—	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	—	260 msec data transmission	—	780 msec compressed speech
—	260 msec data transmission
—	780 msec compressed speech

—	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

—	West Coast Main Line (London-Glasgow)

—	East Coast Main Line (London-Edinburgh)

—	Great Western Main Line (London-Bristol/South Wales)

—	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	—	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
—	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

—	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)	—	1 μV at > 20 dB signal to noise ratio (mobile)	—	<2 μV (lineside)
—	1 μV at > 20 dB signal to noise ratio (mobile)
—	<2 μV (lineside)

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

—	<2 μV (lineside)

—	Radiating power:—10 W mobile—10 W lineside	—	10 W mobile	—	10 W lineside
—	10 W mobile
—	10 W lineside

—	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	—	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
—	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

—	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	—	Vertical	—	In tunnels, horizontal
—	Vertical
—	In tunnels, horizontal

—

Vertical

—	In tunnels, horizontal

—	Frequency deviation:—300 Hz for CTCSS tones—1,5 kHz for data transmission—1,75 kHz for emergency tone—< 2,5 kHz for voice	—	300 Hz for CTCSS tones	—	1,5 kHz for data transmission	—	1,75 kHz for emergency tone	—	< 2,5 kHz for voice
—	300 Hz for CTCSS tones
—	1,5 kHz for data transmission
—	1,75 kHz for emergency tone
—	< 2,5 kHz for voice

—	300 Hz for CTCSS tones

—	1,5 kHz for data transmission

—	1,75 kHz for emergency tone

—	< 2,5 kHz for voice

—	Modes of operation:—Mode 1, duplex mode	—	Mode 1, duplex mode
—	Mode 1, duplex mode

—	Mode 1, duplex mode

—	Switchover of channels on-board—manually by input of channel number—automatic, depending on message sent from control centre	—	manually by input of channel number	—	automatic, depending on message sent from control centre
—	manually by input of channel number
—	automatic, depending on message sent from control centre

—	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	—CTCSS:	—	CTCSS:	X, Y, Z, 203,5 Hz	—Emergency call:	—	Emergency call:	1 520 Hz
—CTCSS:	—	CTCSS:	X, Y, Z, 203,5 Hz
—	CTCSS:
—Emergency call:	—	Emergency call:	1 520 Hz
—	Emergency call:

—CTCSS:	—	CTCSS:	X, Y, Z, 203,5 Hz
—	CTCSS:
—Emergency call:	—	Emergency call:	1 520 Hz
—	Emergency call:

—

CTCSS:

—	Emergency call:

—

Telegram structure:—Sync. header: 00100011 11101011—Information elements:—Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number—Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)—seven bit redundancy code, polynomial: 110011011 (H=4)

—

Sync. header: 00100011 11101011

—

Information elements:—Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number—Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)

—

Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area code

—

Channel number

—

Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area Code

—

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

—

Train Stock number (six digits) (three bytes)

—

seven bit redundancy code, polynomial: 110011011 (H=4)

—

Sync. header: 00100011 11101011

—

Information elements:—Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number—Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)

—

Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area code

—

Channel number

—

Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area Code

—

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

—

Train Stock number (six digits) (three bytes)

—

Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area code

—

Channel number

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area code

—

Channel number

—

Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area Code

—

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

—

Train Stock number (six digits) (three bytes)

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area Code

—

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

—

Train Stock number (six digits) (three bytes)

—

seven bit redundancy code, polynomial: 110011011 (H=4)

—	Sync. header: 00100011 11101011

—

Information elements:—Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number—Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)

—

Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area code

—

Channel number

—

Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area Code

—

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

—

Train Stock number (six digits) (three bytes)

—

Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area code

—

Channel number

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area code

—

Channel number

—

Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area Code

—

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

—

Train Stock number (six digits) (three bytes)

—

Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area Code

—

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

—

Train Stock number (six digits) (three bytes)

—	Signalling telegrams (three bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area code—Channel number	—	Message Type (system free, system busy, general call, emergency acknowledged, etc.)	—	Area code	—	Channel number
—	Message Type (system free, system busy, general call, emergency acknowledged, etc.)
—	Area code
—	Channel number

—	Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area code

—	Channel number

—	Data telegrams (eight bytes):—Message Type (system free, system busy, general call, emergency acknowledged, etc.)—Area Code—Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).—Train Stock number (six digits) (three bytes)	—	Message Type (system free, system busy, general call, emergency acknowledged, etc.)	—	Area Code	—	Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).	—	Train Stock number (six digits) (three bytes)
—	Message Type (system free, system busy, general call, emergency acknowledged, etc.)
—	Area Code
—	Channel number plus train number in five decimal character or four alphanumeric character BCD coded format, or signal number (three bytes).
—	Train Stock number (six digits) (three bytes)

—	Message Type (system free, system busy, general call, emergency acknowledged, etc.)

—

Area Code

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

—	Train Stock number (six digits) (three bytes)

—	seven bit redundancy code, polynomial: 110011011 (H=4)

—	Telegram transmission:—1 200 bits/sec—FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz	—	1 200 bits/sec	—	FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz
—	1 200 bits/sec
—	FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz

—	1 200 bits/sec

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

—	Messages (coding given in hexadecimal representation)—Lineside to train:—Test00—Speech02—Announcement by loudspeaker04—Wait at signal06—Emergency stop0A—Change area, system free0C—Change area, system busy0E—Train to lineside:—Test80—Communication desired82—Set up signal number84—Emergency answer86—Busy88—Cancel call90—DSD alarm96	—	Lineside to train:—Test00—Speech02—Announcement by loudspeaker04—Wait at signal06—Emergency stop0A—Change area, system free0C—Change area, system busy0E	—Test	—	Test	00	—Speech	—	Speech	02	—Announcement by loudspeaker	—	Announcement by loudspeaker	04	—Wait at signal	—	Wait at signal	06	—Emergency stop	—	Emergency stop	0A	—Change area, system free	—	Change area, system free	0C	—Change area, system busy	—	Change area, system busy	0E	—	Train to lineside:—Test80—Communication desired82—Set up signal number84—Emergency answer86—Busy88—Cancel call90—DSD alarm96	—Test	—	Test	80	—Communication desired	—	Communication desired	82	—Set up signal number	—	Set up signal number	84	—Emergency answer	—	Emergency answer	86	—Busy	—	Busy	88	—Cancel call	—	Cancel call	90	—DSD alarm	—	DSD alarm	96
—	Lineside to train:—Test00—Speech02—Announcement by loudspeaker04—Wait at signal06—Emergency stop0A—Change area, system free0C—Change area, system busy0E	—Test	—	Test	00	—Speech	—	Speech	02	—Announcement by loudspeaker	—	Announcement by loudspeaker	04	—Wait at signal	—	Wait at signal	06	—Emergency stop	—	Emergency stop	0A	—Change area, system free	—	Change area, system free	0C	—Change area, system busy	—	Change area, system busy	0E
—Test	—	Test	00
—	Test
—Speech	—	Speech	02
—	Speech
—Announcement by loudspeaker	—	Announcement by loudspeaker	04
—	Announcement by loudspeaker
—Wait at signal	—	Wait at signal	06
—	Wait at signal
—Emergency stop	—	Emergency stop	0A
—	Emergency stop
—Change area, system free	—	Change area, system free	0C
—	Change area, system free
—Change area, system busy	—	Change area, system busy	0E
—	Change area, system busy
—	Train to lineside:—Test80—Communication desired82—Set up signal number84—Emergency answer86—Busy88—Cancel call90—DSD alarm96	—Test	—	Test	80	—Communication desired	—	Communication desired	82	—Set up signal number	—	Set up signal number	84	—Emergency answer	—	Emergency answer	86	—Busy	—	Busy	88	—Cancel call	—	Cancel call	90	—DSD alarm	—	DSD alarm	96
—Test	—	Test	80
—	Test
—Communication desired	—	Communication desired	82
—	Communication desired
—Set up signal number	—	Set up signal number	84
—	Set up signal number
—Emergency answer	—	Emergency answer	86
—	Emergency answer
—Busy	—	Busy	88
—	Busy
—Cancel call	—	Cancel call	90
—	Cancel call
—DSD alarm	—	DSD alarm	96
—	DSD alarm

—	Lineside to train:—Test00—Speech02—Announcement by loudspeaker04—Wait at signal06—Emergency stop0A—Change area, system free0C—Change area, system busy0E	—Test	—	Test	00	—Speech	—	Speech	02	—Announcement by loudspeaker	—	Announcement by loudspeaker	04	—Wait at signal	—	Wait at signal	06	—Emergency stop	—	Emergency stop	0A	—Change area, system free	—	Change area, system free	0C	—Change area, system busy	—	Change area, system busy	0E
—Test	—	Test	00
—	Test
—Speech	—	Speech	02
—	Speech
—Announcement by loudspeaker	—	Announcement by loudspeaker	04
—	Announcement by loudspeaker
—Wait at signal	—	Wait at signal	06
—	Wait at signal
—Emergency stop	—	Emergency stop	0A
—	Emergency stop
—Change area, system free	—	Change area, system free	0C
—	Change area, system free
—Change area, system busy	—	Change area, system busy	0E
—	Change area, system busy

—Test	—	Test	00
—	Test
—Speech	—	Speech	02
—	Speech
—Announcement by loudspeaker	—	Announcement by loudspeaker	04
—	Announcement by loudspeaker
—Wait at signal	—	Wait at signal	06
—	Wait at signal
—Emergency stop	—	Emergency stop	0A
—	Emergency stop
—Change area, system free	—	Change area, system free	0C
—	Change area, system free
—Change area, system busy	—	Change area, system busy	0E
—	Change area, system busy

—

Test

—

Speech

—	Announcement by loudspeaker

—	Wait at signal

—	Emergency stop

—	Change area, system free

—	Change area, system busy

—	Train to lineside:—Test80—Communication desired82—Set up signal number84—Emergency answer86—Busy88—Cancel call90—DSD alarm96	—Test	—	Test	80	—Communication desired	—	Communication desired	82	—Set up signal number	—	Set up signal number	84	—Emergency answer	—	Emergency answer	86	—Busy	—	Busy	88	—Cancel call	—	Cancel call	90	—DSD alarm	—	DSD alarm	96
—Test	—	Test	80
—	Test
—Communication desired	—	Communication desired	82
—	Communication desired
—Set up signal number	—	Set up signal number	84
—	Set up signal number
—Emergency answer	—	Emergency answer	86
—	Emergency answer
—Busy	—	Busy	88
—	Busy
—Cancel call	—	Cancel call	90
—	Cancel call
—DSD alarm	—	DSD alarm	96
—	DSD alarm

—Test	—	Test	80
—	Test
—Communication desired	—	Communication desired	82
—	Communication desired
—Set up signal number	—	Set up signal number	84
—	Set up signal number
—Emergency answer	—	Emergency answer	86
—	Emergency answer
—Busy	—	Busy	88
—	Busy
—Cancel call	—	Cancel call	90
—	Cancel call
—DSD alarm	—	DSD alarm	96
—	DSD alarm

—

Test

—	Communication desired

—	Set up signal number

—	Emergency answer

—

Busy

—	Cancel call

—

DSD alarm

—	Frequencies: Subband 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	—	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
—	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

—	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)	—	< 0,6 μV at 12 dB signal to noise ratio (mobile)	—	< 0,3 μV at 12 dB signal to noise ratio (lineside)
—	< 0,6 μV at 12 dB signal to noise ratio (mobile)
—	< 0,3 μV at 12 dB signal to noise ratio (lineside)

—	< 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	—	> 25 W mobile	—	> 25 W lineside
—	> 25 W mobile
—	> 25 W lineside

—	> 25 W mobile

—	> 25 W lineside

—	Antenna characteristics:—λ/4 Omnidirectional (mobile)—4 m above rail (mobile)—Omnidirectional or directional (lineside)—Terminating resistor 50 Ohms—No coverage in tunnels	—	λ/4 Omnidirectional (mobile)	—	4 m above rail (mobile)	—	Omnidirectional or directional (lineside)	—	Terminating resistor 50 Ohms	—	No coverage in tunnels
—	λ/4 Omnidirectional (mobile)
—	4 m above rail (mobile)
—	Omnidirectional or directional (lineside)
—	Terminating resistor 50 Ohms
—	No coverage in tunnels

—	λ/4 Omnidirectional (mobile)

—	4 m above rail (mobile)

—	Omnidirectional or directional (lineside)

—	Terminating resistor 50 Ohms

—	No coverage in tunnels

—	Polarisation:—Vertical	—	Vertical
—	Vertical

—

Vertical

—	Modes of operation:—Duplex mode (fixed to fixed)—Simplex mode (fixed to mobile)	—	Duplex mode (fixed to fixed)	—	Simplex mode (fixed to mobile)
—	Duplex mode (fixed to fixed)
—	Simplex mode (fixed to mobile)

—	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.	—	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.
—	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.

—	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	—	300 Hz … 2 500 Hz for speech
—	300 Hz … 2 500 Hz for speech

—	300 Hz … 2 500 Hz for speech

—	Frequency deviation:—< 2,5 kHz	—	< 2,5 kHz
—	< 2,5 kHz

—

< 2,5 kHz

—	Message transmission:—1 200 bits/sec—FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz	—	1 200 bits/sec	—	FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz
—	1 200 bits/sec
—	FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz

—	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	—	Data modulation for all RF signalling shall conform to MPT1323 Section 6, with message formats generally as defined in MPT1327
—	Data modulation for all RF signalling shall conform to MPT1323 Section 6, with message formats generally as defined in MPT1327

—	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

—

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

—

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

—	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

—

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

—

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

—	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

—	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.

—	Frequencies:—Train-to-ground:457,700 MHz ..457,800 MHz—Ground to train:Band A: 467,625 MHz . 467,875 MHz—Frequency spacing 12,5 kHz—Duplex frequency couples 10 MHz apart—Grouping of four channels, preferred 62; 63; 73 and 75 for international traffic	—	Train-to-ground:457,700 MHz ..457,800 MHz	—	Ground to train:Band A: 467,625 MHz . 467,875 MHz	—	Frequency spacing 12,5 kHz	—	Duplex frequency couples 10 MHz apart	—	Grouping of four channels, preferred 62; 63; 73 and 75 for international traffic
—	Train-to-ground:457,700 MHz ..457,800 MHz
—	Ground to train:Band A: 467,625 MHz . 467,875 MHz
—	Frequency spacing 12,5 kHz
—	Duplex frequency couples 10 MHz apart
—	Grouping of four channels, preferred 62; 63; 73 and 75 for international traffic

—	Train-to-ground:457,700 MHz ..457,800 MHz

—	Ground to train:Band A: 467,625 MHz . 467,875 MHz

—	Frequency spacing 12,5 kHz

—	Duplex frequency couples 10 MHz apart

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

—	Sensitivity:—> 1  mV at > 20 dB signal to noise ratio (mobile)—> 2  mV (lineside)	—	> 1  mV at > 20 dB signal to noise ratio (mobile)	—	> 2  mV (lineside)
—	> 1  mV at > 20 dB signal to noise ratio (mobile)
—	> 2  mV (lineside)

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

—	> 2  mV (lineside)

—	Radiating power:—6 W mobile—6 W lineside	—	6 W mobile	—	6 W lineside
—	6 W mobile
—	6 W lineside

—	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	—	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
—	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

—	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	—	Vertical	—	In tunnels, any polarisation
—	Vertical
—	In tunnels, any polarisation

—

Vertical

—	In tunnels, any polarisation

—	Frequency deviation:—0,9 * 0,05 kHz for operating tone—< 2,3 kHz for voice	—	0,9 * 0,05 kHz for operating tone	—	< 2,3 kHz for voice
—	0,9 * 0,05 kHz for operating tone
—	< 2,3 kHz for voice

—	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	—	Mode 1, half-duplex mode	—	Mode 1, simplex mode
—	Mode 1, half-duplex mode
—	Mode 1, simplex mode

—	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	—	manually by input of group number	—	automatic inside the group, depending on receiver voltage
—	manually by input of group number
—	automatic inside the group, depending on receiver voltage

—	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

—Channel free:

—

Channel free:

2 280 Hz

—Listening:

—

Listening:

1 960 Hz

—Pilot:

—

Pilot:

2 800 Hz

—Warning:

—

Warning:

1 520 Hz

—Channel free:

—

Channel free:

2 280 Hz

—

Channel free:

—Listening:

—

Listening:

1 960 Hz

—

Listening:

—Pilot:

—

Pilot:

2 800 Hz

—

Pilot:

—Warning:

—

Warning:

1 520 Hz

—

Warning:

—Channel free:	—	Channel free:	2 280 Hz
—	Channel free:
—Listening:	—	Listening:	1 960 Hz
—	Listening:
—Pilot:	—	Pilot:	2 800 Hz
—	Pilot:
—Warning:	—	Warning:	1 520 Hz
—	Warning:

—	Channel free:

—	Listening:

—

Pilot:

—

Warning:

—	Frequencies:—Train-to-ground:457,700 MHz ..457,800 MHz—Ground to train:Band A: 467,625 MHz . 467,875 MHz—Frequency spacing 12,5 kHz—Duplex frequency couples 10 MHz apart—Grouping of four channels, preferred 62; 63; 73 and 75 for international traffic	—	Train-to-ground:457,700 MHz ..457,800 MHz	—	Ground to train:Band A: 467,625 MHz . 467,875 MHz	—	Frequency spacing 12,5 kHz	—	Duplex frequency couples 10 MHz apart	—	Grouping of four channels, preferred 62; 63; 73 and 75 for international traffic
—	Train-to-ground:457,700 MHz ..457,800 MHz
—	Ground to train:Band A: 467,625 MHz . 467,875 MHz
—	Frequency spacing 12,5 kHz
—	Duplex frequency couples 10 MHz apart
—	Grouping of four channels, preferred 62; 63; 73 and 75 for international traffic

—	Train-to-ground:457,700 MHz ..457,800 MHz

—	Ground to train:Band A: 467,625 MHz . 467,875 MHz

—	Frequency spacing 12,5 kHz

—	Duplex frequency couples 10 MHz apart

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

—	Sensitivity:—1  mV at > 20 dB signal to noise ratio (mobile)—2  mV (lineside)	—	1  mV at > 20 dB signal to noise ratio (mobile)	—	2  mV (lineside)
—	1  mV at > 20 dB signal to noise ratio (mobile)
—	2  mV (lineside)

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

—	2  mV (lineside)

—	Radiating power:—6 W mobile—6 W lineside	—	6 W mobile	—	6 W lineside
—	6 W mobile
—	6 W lineside

—	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	—	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
—	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

—	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	—	Vertical	—	In tunnels, any polarisation
—	Vertical
—	In tunnels, any polarisation

—

Vertical

—	In tunnels, any polarisation

—	RF Modulation:—Radiomodem 1 200 b/s, FM—Radiomodem (Tx only) 50 baud subaudio, FM—Voice in PM	—	Radiomodem 1 200 b/s, FM	—	Radiomodem (Tx only) 50 baud subaudio, FM	—	Voice in PM
—	Radiomodem 1 200 b/s, FM
—	Radiomodem (Tx only) 50 baud subaudio, FM
—	Voice in PM

—	Radiomodem 1 200 b/s, FM

—	Radiomodem (Tx only) 50 baud subaudio, FM

—	Voice in PM

—	Frequency deviation:—1,75 kHz for FFSK (1 200 bit/s)—0,3 kHz for FSK (50 baud)—< 2,3 kHz for voice	—	1,75 kHz for FFSK (1 200 bit/s)	—	0,3 kHz for FSK (50 baud)	—	< 2,3 kHz for voice
—	1,75 kHz for FFSK (1 200 bit/s)
—	0,3 kHz for FSK (50 baud)
—	< 2,3 kHz for voice

—	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	—	Mode 1, half-duplex mode	—	Mode 1, simplex mode
—	Mode 1, half-duplex mode
—	Mode 1, simplex mode

—	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	—	manually by input of group number	—	automatic inside the group, depending on receiver voltage
—	manually by input of group number
—	automatic inside the group, depending on receiver voltage

—	manually by input of group number

—	automatic inside the group, depending on receiver voltage

—	Telegram structure:—According MPT 1327	—	According MPT 1327
—	According MPT 1327

—	According MPT 1327

—	Telegram transmission:—1 200 bits/sec—FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz	—	1 200 bits/sec	—	FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz
—	1 200 bits/sec
—	FFSK, ‘0’ = 1 800 Hz, ‘1’ = 1 200 Hz

—	1 200 bits/sec

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

—	Frequencies:—Train-to-ground and ground-to-train: 150 MHz … 156 MHz—Frequency spacing: 25 kHz (to be changed to 12,5 kHz)	—	Train-to-ground and ground-to-train: 150 MHz … 156 MHz	—	Frequency spacing: 25 kHz (to be changed to 12,5 kHz)
—	Train-to-ground and ground-to-train: 150 MHz … 156 MHz
—	Frequency spacing: 25 kHz (to be changed to 12,5 kHz)

—	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	—	> 0,8 μV at > 20 dB signal to noise ratio
—	> 0,8 μV at > 20 dB signal to noise ratio

—	> 0,8 μV at > 20 dB signal to noise ratio

—	Radiating power:—6 W (track-side and on-board)	—	6 W (track-side and on-board)
—	6 W (track-side and on-board)

—	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	—	λ/4 omnidirectional (on-board)	—	λ/2 omnidirectional (track-side)	—	In tunnels leaky cables (track-side)	—	Terminating resistor 50 Ohms
—	λ/4 omnidirectional (on-board)
—	λ/2 omnidirectional (track-side)
—	In tunnels leaky cables (track-side)
—	Terminating resistor 50 Ohms

—	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	—	Vertical	—	In tunnels, any polarisation
—	Vertical
—	In tunnels, any polarisation

—

Vertical

—	In tunnels, any polarisation

—	Modes of operation:—Simplex mode	—	Simplex mode
—	Simplex mode

—	Simplex mode

—	Switchover of channels:—Manually by input of channel number	—	Manually by input of channel number
—	Manually by input of channel number

—	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)	—	300 Hz … 3 000 Hz for voice (to be reduced below 2 700 Hz when introducing 12,5 kHz spacing)
—	300 Hz … 3 000 Hz for voice (to be reduced below 2 700 Hz when introducing 12,5 kHz spacing)

—	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

—Trains (vehicles), odd number:

—

Trains (vehicles), odd number:

f1= 1 160 Hz

—Trains (vehicles), even number:

—

Trains (vehicles), even number:

f2= 1 400 Hz

—Track-side (permanent operating posts):

—

Track-side (permanent operating posts):

f3= 1 670 Hz

—Trains (vehicles), odd number:

—

Trains (vehicles), odd number:

f1= 1 160 Hz

—

Trains (vehicles), odd number:

—Trains (vehicles), even number:

—

Trains (vehicles), even number:

f2= 1 400 Hz

—

Trains (vehicles), even number:

—Track-side (permanent operating posts):

—

Track-side (permanent operating posts):

f3= 1 670 Hz

—

Track-side (permanent operating posts):

—Trains (vehicles), odd number:	—	Trains (vehicles), odd number:	f1= 1 160 Hz
—	Trains (vehicles), odd number:
—Trains (vehicles), even number:	—	Trains (vehicles), even number:	f2= 1 400 Hz
—	Trains (vehicles), even number:
—Track-side (permanent operating posts):	—	Track-side (permanent operating posts):	f3= 1 670 Hz
—	Track-side (permanent operating posts):

—	Trains (vehicles), odd number:

—	Trains (vehicles), even number:

—	Track-side (permanent operating posts):

—	Frequency deviation:—< 5 kHz for voice	—	< 5 kHz for voice
—	< 5 kHz for voice

—	< 5 kHz for voice

—	Selective group call:—single operating tone longer than 1 second	—	single operating tone longer than 1 second
—	single operating tone longer than 1 second

—	single operating tone longer than 1 second

—	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 3×100 ms f1, f2and f3operating tones followed by 500 ms space,—initiates vehicle emergency braking if the sequence (f1, f2and 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).	—	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 3×100 ms f1, f2and f3operating tones followed by 500 ms space,	—	initiates vehicle emergency braking if the sequence (f1, f2and 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).
—	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 3×100 ms f1, f2and f3operating tones followed by 500 ms space,
—	initiates vehicle emergency braking if the sequence (f1, f2and 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).

—	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 3×100 ms f1, f2and f3operating tones followed by 500 ms space,

—	initiates vehicle emergency braking if the sequence (f1, f2and 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	—	data transmission limited to equipment identification number
—	data transmission limited to equipment identification number

—	data transmission limited to equipment identification number

—

Frequencies:—Grouping of three channels (numbers 1-3)—Train to ground:—172,350 MHz ..173,100 MHz—Ground-to-train:—167,700 MHz ..168,500 MHz—Frequency spacing 25 kHz—Duplex frequency couples 4,50 MHz or 4,65 MHz apart

—

Grouping of three channels (numbers 1-3)

—

Train to ground:—172,350 MHz ..173,100 MHz

—

172,350 MHz ..173,100 MHz

—

Ground-to-train:—167,700 MHz ..168,500 MHz

—

167,700 MHz ..168,500 MHz

—

Frequency spacing 25 kHz

—

Duplex frequency couples 4,50 MHz or 4,65 MHz apart

—

Grouping of three channels (numbers 1-3)

—

Train to ground:—172,350 MHz ..173,100 MHz

—

172,350 MHz ..173,100 MHz

—

172,350 MHz ..173,100 MHz

—

Ground-to-train:—167,700 MHz ..168,500 MHz

—

167,700 MHz ..168,500 MHz

—

167,700 MHz ..168,500 MHz

—

Frequency spacing 25 kHz

—

Duplex frequency couples 4,50 MHz or 4,65 MHz apart

—	Grouping of three channels (numbers 1-3)

—	Train to ground:—172,350 MHz ..173,100 MHz	—	172,350 MHz ..173,100 MHz
—	172,350 MHz ..173,100 MHz

—	172,350 MHz ..173,100 MHz

—	Ground-to-train:—167,700 MHz ..168,500 MHz	—	167,700 MHz ..168,500 MHz
—	167,700 MHz ..168,500 MHz

—	167,700 MHz ..168,500 MHz

—	Frequency spacing 25 kHz

—	Duplex frequency couples 4,50 MHz or 4,65 MHz apart

—	Sensitivity:—> 1 μV at > 20 dB signal to noise ratio (mobile)—> 2 μV (lineside)	—	> 1 μV at > 20 dB signal to noise ratio (mobile)	—	> 2 μV (lineside)
—	> 1 μV at > 20 dB signal to noise ratio (mobile)
—	> 2 μV (lineside)

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

—	> 2 μV (lineside)

—	Radiating power:—15 W mobile—10 W lineside	—	15 W mobile	—	10 W lineside
—	15 W mobile
—	10 W lineside

—	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	—	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
—	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

—	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	—	Vertical	—	In tunnels, any polarisation
—	Vertical
—	In tunnels, any polarisation

—

Vertical

—	In tunnels, any polarisation

—	Frequency deviation:—< 1,75 kHz for operating tone—< 3,0 kHz for voice	—	< 1,75 kHz for operating tone	—	< 3,0 kHz for voice
—	< 1,75 kHz for operating tone
—	< 3,0 kHz for voice

—	< 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)	—	Mode 1, duplex mode (driver-controller)	—	Mode 2, semi-duplex mode (driver-driver)
—	Mode 1, duplex mode (driver-controller)
—	Mode 2, semi-duplex mode (driver-driver)

—	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	—	manually by input of channel number	—	automatic inside the group, depending on receiver voltage
—	manually by input of channel number
—	automatic inside the group, depending on receiver voltage

—	manually by input of channel number

—	automatic inside the group, depending on receiver voltage

—	Operating tones:—None	—	None
—	None

—

None

—	Selective call tones:—2 500 Hz, 2 900 Hz	—	2 500 Hz, 2 900 Hz
—	2 500 Hz, 2 900 Hz

—	2 500 Hz, 2 900 Hz

—	Frequencies:—Operating mode: Duplex on groups of four frequenciesSimplex in band 457,400 — 458,450 MHz	—	Operating mode: Duplex on groups of four frequenciesSimplex in band 457,400 — 458,450 MHz
—	Operating mode: Duplex on groups of four frequenciesSimplex in band 457,400 — 458,450 MHz

—	Operating mode: Duplex on groups of four frequenciesSimplex in band 457,400 — 458,450 MHz

—	Sensitivity:—150  mV	—	150  mV
—	150  mV

—

150  mV

—	Radiating power:—6 W	—	6 W
—	6 W

—

6 W

—	Modes of operation:—Mode 1, duplex mode—Mode 2, semiduplex mode	—	Mode 1, duplex mode	—	Mode 2, semiduplex mode
—	Mode 1, duplex mode
—	Mode 2, semiduplex mode

—	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

—Channel free:

—

Channel free:

2 280 Hz

—Listening:

—

Listening:

1 960 Hz

—Pilot:

—

Pilot:

2 800 Hz

—Warning:

—

Warning:

1 520 Hz

—Channel free:

—

Channel free:

2 280 Hz

—

Channel free:

—Listening:

—

Listening:

1 960 Hz

—

Listening:

—Pilot:

—

Pilot:

2 800 Hz

—

Pilot:

—Warning:

—

Warning:

1 520 Hz

—

Warning:

—Channel free:	—	Channel free:	2 280 Hz
—	Channel free:
—Listening:	—	Listening:	1 960 Hz
—	Listening:
—Pilot:	—	Pilot:	2 800 Hz
—	Pilot:
—Warning:	—	Warning:	1 520 Hz
—	Warning:

—	Channel free:

—	Listening:

—

Pilot:

—

Warning:

—	Frequencies:—Train-to-ground and ground to train:2 130  kHz — basic,2 150  kHz — subsidiary,	—Train-to-ground and ground to train:	—	Train-to-ground and ground to train:	2 130  kHz — basic,2 150  kHz — subsidiary,
—Train-to-ground and ground to train:	—	Train-to-ground and ground to train:	2 130  kHz — basic,2 150  kHz — subsidiary,
—	Train-to-ground and ground to train:

—Train-to-ground and ground to train:	—	Train-to-ground and ground to train:	2 130  kHz — basic,2 150  kHz — subsidiary,
—	Train-to-ground and ground to train:

—	Train-to-ground and ground to train:

—	Sensitivity:—≤ 50 μkV at 20 dB signal to noise ratio	—	≤ 50 μkV at 20 dB signal to noise ratio
—	≤ 50 μkV at 20 dB signal to noise ratio

—	≤ 50 μkV at 20 dB signal to noise ratio

—	Radiating power:—≤ 12 W (track-side and on-board)	—	≤ 12 W (track-side and on-board)
—	≤ 12 W (track-side and on-board)

—	≤ 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.	—	λ/4 omnidirectional (track-side)	—	λ/12 omnidirectional (on-board)	—	Terminating resistor 50 or 75 Ohms depending on radio-set type.
—	λ/4 omnidirectional (track-side)
—	λ/12 omnidirectional (on-board)
—	Terminating resistor 50 or 75 Ohms depending on radio-set type.

—	λ/4 omnidirectional (track-side)

—	λ/12 omnidirectional (on-board)

—	Terminating resistor 50 or 75 Ohms depending on radio-set type.

—	Polarisation:—Vertical	—	Vertical
—	Vertical

—

Vertical

—	Modes of operation:—simplex mode	—	simplex mode
—	simplex mode

—	simplex mode

—	Switchover of channels:—manually by mechanical switching	—	manually by mechanical switching
—	manually by mechanical switching

—	manually by mechanical switching

—	Audio frequency range:—300 Hz … 3 000 Hz for voice, selective calls, operating signals	—	300 Hz … 3 000 Hz for voice, selective calls, operating signals
—	300 Hz … 3 000 Hz for voice, selective calls, operating signals

—	300 Hz … 3 000 Hz for voice, selective calls, operating signals

—

Selective call operating tones:—BRS — LRSf1= 1 400 Hz—BRS — DRSf2= 700 Hz—BRS — HRS (maintenance, movable unit)f3= 2 100 Hz—BRS — BRSf4= 1 000 Hz—DRS — BRSf4= 1 000 Hz—LRS — BRSf3= 1 000 Hz

—BRS — LRS

—

BRS — LRS

f1= 1 400 Hz

—BRS — DRS

—

BRS — DRS

f2= 700 Hz

—BRS — HRS (maintenance, movable unit)

—

BRS — HRS (maintenance, movable unit)

f3= 2 100 Hz

—BRS — BRS

—

BRS — BRS

f4= 1 000 Hz

—DRS — BRS

—

DRS — BRS

f4= 1 000 Hz

—LRS — BRS

—

LRS — BRS

f3= 1 000 Hz

—BRS — LRS

—

BRS — LRS

f1= 1 400 Hz

—

BRS — LRS

—BRS — DRS

—

BRS — DRS

f2= 700 Hz

—

BRS — DRS

—BRS — HRS (maintenance, movable unit)

—

BRS — HRS (maintenance, movable unit)

f3= 2 100 Hz

—

BRS — HRS (maintenance, movable unit)

—BRS — BRS

—

BRS — BRS

f4= 1 000 Hz

—

BRS — BRS

—DRS — BRS

—

DRS — BRS

f4= 1 000 Hz

—

DRS — BRS

—LRS — BRS

—

LRS — BRS

f3= 1 000 Hz

—

LRS — BRS

—BRS — LRS	—	BRS — LRS	f1= 1 400 Hz
—	BRS — LRS
—BRS — DRS	—	BRS — DRS	f2= 700 Hz
—	BRS — DRS
—BRS — HRS (maintenance, movable unit)	—	BRS — HRS (maintenance, movable unit)	f3= 2 100 Hz
—	BRS — HRS (maintenance, movable unit)
—BRS — BRS	—	BRS — BRS	f4= 1 000 Hz
—	BRS — BRS
—DRS — BRS	—	DRS — BRS	f4= 1 000 Hz
—	DRS — BRS
—LRS — BRS	—	LRS — BRS	f3= 1 000 Hz
—	LRS — BRS

—

BRS — LRS

—

BRS — DRS

—	BRS — HRS (maintenance, movable unit)

—

BRS — BRS

—

DRS — BRS

—

LRS — BRS

—	Transmission frequency deviation:—≤ 3 kHz ≥ 1,5 kHz for selective calls—≤ 3 kHz for voice	—	≤ 3 kHz ≥ 1,5 kHz for selective calls	—	≤ 3 kHz for voice
—	≤ 3 kHz ≥ 1,5 kHz for selective calls
—	≤ 3 kHz for voice

—	≤ 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	—	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
—	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

—

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

—	Frequencies:—Train-to-ground and ground-to-train :149,870 — 149,970 MHz and 150,290 — 150,350 MHzFrequency spacing 20 kHz.10 channels have been implemented from the two above bands.	—	Train-to-ground and ground-to-train :149,870 — 149,970 MHz and 150,290 — 150,350 MHzFrequency spacing 20 kHz.10 channels have been implemented from the two above bands.
—	Train-to-ground and ground-to-train :149,870 — 149,970 MHz and 150,290 — 150,350 MHzFrequency spacing 20 kHz.10 channels have been implemented from the two above bands.

—	Train-to-ground and ground-to-train :149,870 — 149,970 MHz and 150,290 — 150,350 MHzFrequency spacing 20 kHz.10 channels have been implemented from the two above bands.

—	Sensitivity:—>1 μV at > 20 dB signal to noise ratio (train-borne)—>2 μV (lineside)	—	>1 μV at > 20 dB signal to noise ratio (train-borne)	—	>2 μV (lineside)
—	>1 μV at > 20 dB signal to noise ratio (train-borne)
—	>2 μV (lineside)

—	>1 μV at > 20 dB signal to noise ratio (train-borne)

—	>2 μV (lineside)

—	Radiating power:—10 W (train-borne)—18 W (lineside)	—	10 W (train-borne)	—	18 W (lineside)
—	10 W (train-borne)
—	18 W (lineside)

—	10 W (train-borne)

—	18 W (lineside)

—	Antenna characteristics:—λ/4 (train-borne)—3λ/4 (lineside)—Omnidirectional—No coverage in tunnels—Terminating resistor 50 Ohms	—	λ/4 (train-borne)	—	3λ/4 (lineside)	—	Omnidirectional	—	No coverage in tunnels	—	Terminating resistor 50 Ohms
—	λ/4 (train-borne)
—	3λ/4 (lineside)
—	Omnidirectional
—	No coverage in tunnels
—	Terminating resistor 50 Ohms

—	λ/4 (train-borne)

—	3λ/4 (lineside)

—	Omnidirectional

—	No coverage in tunnels

—	Terminating resistor 50 Ohms

—	Polarisation:—Vertical	—	Vertical
—	Vertical

—

Vertical

—	Frequency deviation:—<2,3 kHz (for voice)	—	<2,3 kHz (for voice)
—	<2,3 kHz (for voice)

—	<2,3 kHz (for voice)

—	Mode of operation:—Half-duplex	—	Half-duplex
—	Half-duplex

—	Half-duplex

—	Switchover of channels on-board:—Manually by input of channel number	—	Manually by input of channel number
—	Manually by input of channel number

—	Manually by input of channel number

—	Frequencies:—Train-to-ground:457,450 MHz ..458,450 MHz.—Ground to train:Band A: 467,400 MHz ..468,450 MHz.	—	Train-to-ground:457,450 MHz ..458,450 MHz.	—	Ground to train:Band A: 467,400 MHz ..468,450 MHz.
—	Train-to-ground:457,450 MHz ..458,450 MHz.
—	Ground to train:Band A: 467,400 MHz ..468,450 MHz.

—	Train-to-ground:457,450 MHz ..458,450 MHz.

—	Ground to train:Band A: 467,400 MHz ..468,450 MHz.

—	Frequency spacing: 25 kHz

—	Duplex frequency couples: 10 MHz apart

—	Grouping of four channels, preferred 62 … 65 for international traffic

—	Sensitivity:—> 2 μV (mobile)	—	> 2 μV (mobile)
—	> 2 μV (mobile)

—	> 2 μV (mobile)

—	Radiating power:—6 W mobile—6 W lineside	—	6 W mobile	—	6 W lineside
—	6 W mobile
—	6 W lineside

—	6 W mobile

—	6 W lineside

—	Antenna characteristics:—λ/4 omnidirectional (mobile)—4 m above rail (mobile)—omnidirectional or directional (lineside)	—	λ/4 omnidirectional (mobile)	—	4 m above rail (mobile)	—	omnidirectional or directional (lineside)
—	λ/4 omnidirectional (mobile)
—	4 m above rail (mobile)
—	omnidirectional or directional (lineside)

—	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	—	Vertical	—	In tunnels, any polarisation
—	Vertical
—	In tunnels, any polarisation

—

Vertical

—	In tunnels, any polarisation

—	Modes of operation:—Mode 1, duplex mode—Mode 2, semiduplex mode	—	Mode 1, duplex mode	—	Mode 2, semiduplex mode
—	Mode 1, duplex mode
—	Mode 2, semiduplex mode

—	Mode 1, duplex mode

—	Mode 2, semiduplex mode

—	Frequency deviation:—1,75 kHz for control signal—1,75 kHz for voice—3,50 kHz nominal	—	1,75 kHz for control signal	—	1,75 kHz for voice	—	3,50 kHz nominal
—	1,75 kHz for control signal
—	1,75 kHz for voice
—	3,50 kHz nominal

—	1,75 kHz for control signal

—	1,75 kHz for voice

—	3,50 kHz nominal

—	Switchover of channels onboard:—manually by input of channel number—automatic inside the group	—	manually by input of channel number	—	automatic inside the group
—	manually by input of channel number
—	automatic inside the group

—	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

—Free channel signal:

—

Free channel signal:

2 280 Hz

—Listening signal:

—

Listening signal:

1 960 Hz

—Pilot tone:

—

Pilot tone:

2 800 Hz

—Emergency signal:

—

Emergency signal:

1 520 Hz

—Station master signal:

—

Station master signal:

1 840 Hz

—Traction unit signal:

—

Traction unit signal:

2 984 Hz

—Island signal:

—

Island signal:

1 669 Hz

—Free channel signal:

—

Free channel signal:

2 280 Hz

—

Free channel signal:

—Listening signal:

—

Listening signal:

1 960 Hz

—

Listening signal:

—Pilot tone:

—

Pilot tone:

2 800 Hz

—

Pilot tone:

—Emergency signal:

—

Emergency signal:

1 520 Hz

—

Emergency signal:

—Station master signal:

—

Station master signal:

1 840 Hz

—

Station master signal:

—Traction unit signal:

—

Traction unit signal:

2 984 Hz

—

Traction unit signal:

—Island signal:

—

Island signal:

1 669 Hz

—

Island signal:

—Free channel signal:	—	Free channel signal:	2 280 Hz
—	Free channel signal:
—Listening signal:	—	Listening signal:	1 960 Hz
—	Listening signal:
—Pilot tone:	—	Pilot tone:	2 800 Hz
—	Pilot tone:
—Emergency signal:	—	Emergency signal:	1 520 Hz
—	Emergency signal:
—Station master signal:	—	Station master signal:	1 840 Hz
—	Station master signal:
—Traction unit signal:	—	Traction unit signal:	2 984 Hz
—	Traction unit signal:
—Island signal:	—	Island signal:	1 669 Hz
—	Island signal:

—	Free channel signal:

—	Listening signal:

—	Pilot tone:

—	Emergency signal:

—	Station master signal:

—	Traction unit signal:

—	Island signal:

—	Telegram structure:—Ton frequency sequence call consist of eight tone frequency elements with the following meaning:—six elements of 100 ms for train No—1 100 ms separating frequency—one element 100 ms order or message (from TU)—and with variable length 400 ms … 1 400 ms order or message (to TU)	—	Ton frequency sequence call consist of eight tone frequency elements with the following meaning:—six elements of 100 ms for train No—1 100 ms separating frequency—one element 100 ms order or message (from TU)—and with variable length 400 ms … 1 400 ms order or message (to TU)	—	six elements of 100 ms for train No	—	1 100 ms separating frequency	—	one element 100 ms order or message (from TU)	—	and with variable length 400 ms … 1 400 ms order or message (to TU)
—	Ton frequency sequence call consist of eight tone frequency elements with the following meaning:—six elements of 100 ms for train No—1 100 ms separating frequency—one element 100 ms order or message (from TU)—and with variable length 400 ms … 1 400 ms order or message (to TU)	—	six elements of 100 ms for train No	—	1 100 ms separating frequency	—	one element 100 ms order or message (from TU)	—	and with variable length 400 ms … 1 400 ms order or message (to TU)
—	six elements of 100 ms for train No
—	1 100 ms separating frequency
—	one element 100 ms order or message (from TU)
—	and with variable length 400 ms … 1 400 ms order or message (to TU)

—	Ton frequency sequence call consist of eight tone frequency elements with the following meaning:—six elements of 100 ms for train No—1 100 ms separating frequency—one element 100 ms order or message (from TU)—and with variable length 400 ms … 1 400 ms order or message (to TU)	—	six elements of 100 ms for train No	—	1 100 ms separating frequency	—	one element 100 ms order or message (from TU)	—	and with variable length 400 ms … 1 400 ms order or message (to TU)
—	six elements of 100 ms for train No
—	1 100 ms separating frequency
—	one element 100 ms order or message (from TU)
—	and with variable length 400 ms … 1 400 ms order or message (to TU)

—	six elements of 100 ms for train No

—	1 100 ms separating frequency

—	one element 100 ms order or message (from TU)

—	and with variable length 400 ms … 1 400 ms order or message (to TU)

—	VHF 146-174Mhz frequency band

—	14 duplex channels

—	semi-duplex operation

—	Frequencies:—Train to ground and ground to train:2 130  kHz — basic,2 150  kHz — subsidiary,	—Train to ground and ground to train:	—	Train to ground and ground to train:	2 130  kHz — basic,2 150  kHz — subsidiary,
—Train to ground and ground to train:	—	Train to ground and ground to train:	2 130  kHz — basic,2 150  kHz — subsidiary,
—	Train to ground and ground to train:

—Train to ground and ground to train:	—	Train to ground and ground to train:	2 130  kHz — basic,2 150  kHz — subsidiary,
—	Train to ground and ground to train:

—	Train to ground and ground to train:

—	Sensitivity:—≤ 50 μkV at 20 dB signal to noise ratio	—	≤ 50 μkV at 20 dB signal to noise ratio
—	≤ 50 μkV at 20 dB signal to noise ratio

—	≤ 50 μkV at 20 dB signal to noise ratio

—	Radiating power:—≤ 12 W (track-side and on-board)	—	≤ 12 W (track-side and on-board)
—	≤ 12 W (track-side and on-board)

—	≤ 12 W (track-side and on-board)

—	Antenna characteristics:—λ/4 omnidirectional (track-side)—λ/12 omnidirectional (on-board)	—	λ/4 omnidirectional (track-side)	—	λ/12 omnidirectional (on-board)
—	λ/4 omnidirectional (track-side)
—	λ/12 omnidirectional (on-board)

—	λ/4 omnidirectional (track-side)

—	λ/12 omnidirectional (on-board)

—	Terminating resistor 50 or 75 Ohms depending on radio-set type.

—	Polarisation:—Vertical	—	Vertical
—	Vertical

—

Vertical

—	Modes of operation:—simplex mode	—	simplex mode
—	simplex mode

—	simplex mode

—	Switchover of channels:—manually by mechanical switching	—	manually by mechanical switching
—	manually by mechanical switching

—	manually by mechanical switching

—	Audio frequency range:—300 Hz … 3 000 Hz for voice, selective calls, operating signals	—	300 Hz … 3 000 Hz for voice, selective calls, operating signals
—	300 Hz … 3 000 Hz for voice, selective calls, operating signals

—	300 Hz … 3 000 Hz for voice, selective calls, operating signals

—

Selective call operating tones:—BRS — LRSf1= 1 400 Hz—BRS — DRSf2= 700 Hz—BRS — BRSf4= 1 000 Hz—DRS — BRSf4= 1 000 Hz—LRS — BRSf3= 1 000 Hz

—BRS — LRS

—

BRS — LRS

f1= 1 400 Hz

—BRS — DRS

—

BRS — DRS

f2= 700 Hz

—BRS — BRS

—

BRS — BRS

f4= 1 000 Hz

—DRS — BRS

—

DRS — BRS

f4= 1 000 Hz

—LRS — BRS

—

LRS — BRS

f3= 1 000 Hz

—BRS — LRS

—

BRS — LRS

f1= 1 400 Hz

—

BRS — LRS

—BRS — DRS

—

BRS — DRS

f2= 700 Hz

—

BRS — DRS

—BRS — BRS

—

BRS — BRS

f4= 1 000 Hz

—

BRS — BRS

—DRS — BRS

—

DRS — BRS

f4= 1 000 Hz

—

DRS — BRS

—LRS — BRS

—

LRS — BRS

f3= 1 000 Hz

—

LRS — BRS

—BRS — LRS	—	BRS — LRS	f1= 1 400 Hz
—	BRS — LRS
—BRS — DRS	—	BRS — DRS	f2= 700 Hz
—	BRS — DRS
—BRS — BRS	—	BRS — BRS	f4= 1 000 Hz
—	BRS — BRS
—DRS — BRS	—	DRS — BRS	f4= 1 000 Hz
—	DRS — BRS
—LRS — BRS	—	LRS — BRS	f3= 1 000 Hz
—	LRS — BRS

—

BRS — LRS

—

BRS — DRS

—

BRS — BRS

—

DRS — BRS

—

LRS — BRS

—	Transmission frequency deviation:—≥1,5 kHz ≤ 3 kHz for selective calls—≤ 3 kHz for voice	—	≥1,5 kHz ≤ 3 kHz for selective calls	—	≤ 3 kHz for voice
—	≥1,5 kHz ≤ 3 kHz for selective calls
—	≤ 3 kHz for voice

—	≥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

—

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

—

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

—

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

—	Frequencies:—150,375 — 155,800 MHz and 150,290 — 150,350 MHz—Frequency spacing 25 kHz.	—	150,375 — 155,800 MHz and 150,290 — 150,350 MHz	—	Frequency spacing 25 kHz.
—	150,375 — 155,800 MHz and 150,290 — 150,350 MHz
—	Frequency spacing 25 kHz.

—	150,375 — 155,800 MHz and 150,290 — 150,350 MHz

—	Frequency spacing 25 kHz.

—	Sensitivity:—> 1 μkV at 20 dB signal to noise ratio	—	> 1 μkV at 20 dB signal to noise ratio
—	> 1 μkV at 20 dB signal to noise ratio

—	> 1 μkV at 20 dB signal to noise ratio

—	Radiating power:—≤ 25 W (track-side)—≤ 12 W (on-board)—≤5 W (handheld)	—	≤ 25 W (track-side)	—	≤ 12 W (on-board)	—	≤5 W (handheld)
—	≤ 25 W (track-side)
—	≤ 12 W (on-board)
—	≤5 W (handheld)

—	≤ 25 W (track-side)

—	≤ 12 W (on-board)

—	≤5 W (handheld)

—	Polarisation:—Vertical	—	Vertical
—	Vertical

—

Vertical

—	Modes of operation:—simplex mode	—	simplex mode
—	simplex mode

—	simplex mode

—	Switchover of channels:—manually by mechanical switching	—	manually by mechanical switching
—	manually by mechanical switching

—	manually by mechanical switching

—	Transmission frequency deviation:—≤ 3 kHz	—	≤ 3 kHz
—	≤ 3 kHz

—

≤ 3 kHz

—	A change in the way the train movement is supervised

—	A change in how the driver interacts with the system

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 > 160 km/h)
39.	Germany, Poland
40.	Poland. Czech Republic, Slovak Republic
41.	Ireland, United Kingdom
42.	Lithuania, Poland (between ALSN and SHP)

—	choices in the frame of technical compatibility requirements listed in Annex A,

—	choices in the frame of technical compatibility requirements listed in Annex B,

—	EMC-values (because of the use of equipment which is not covered by TSI requirements, for instance axle-counter-systems),

—	climatic conditions and physical conditions along the line.

—	choices in the frame of technical compatibility requirements listed in Annex A,

—	choices in the frame of technical compatibility requirements listed in Annex B,

—	EMC-values (because of the use on the lines concerned of equipment which is not covered by TSI requirements,

—

geometric and electrical parameters of the train like length, maximal distance of axles in the train, length of the nose of the first and of the last car of the train, maximal electrical resistance between the wheels of an axle (in context with Annex A, Appendix 1 (rolling stock characteristics necessary to be compatible with train detection systems) because of the track-circuit design arrangement),

—	braking parameters for Class A system

—	braking parameters for Class B systems

—	general braking parameters

—	types of brakes

—	eddy current brake installed

—	magnetic brake installed

—	climatic conditions and physical conditions in which the train is specified to operate.

—	responsible Member State,

—	name of Annex B subsystem,

—	version and placing into service date,

—	speed restrictions and other Class B specific conditions/requirements, due to system limitations,

—	further details according to the lists below.

No

Infrastructure Register

Rolling Stock Register

1.

—Infrastructure manager(1)—Country(1)—Line segment extremity 1(1)—Line segment extremity 2(1)For each of the different parts of the CCS track-side assembly (EIRENE functions and interfaces, ETCS/ERTMS functions and interfaces, Train detection system, Hot axle box detector, EMC) when installed in steps:—EC verification (yes or no)—date of the certificate of conformity (display first/last one)—notified body: first/last—date of EC declaration of verification (display first/last one)—date or placing in service (display first/last one)—Comments (if no EC verification, specific cases, …)

—

Infrastructure manager(1)

—

Country(1)

—

Line segment extremity 1(1)

—

Line segment extremity 2(1)

—

EC verification (yes or no)

—

date of the certificate of conformity (display first/last one)

—

notified body: first/last

—

date of EC declaration of verification (display first/last one)

—

date or placing in service (display first/last one)

—

Comments (if no EC verification, specific cases, …)

—Keeper(1)—national number of the train set or of the vehicle(1)—if it's a train set, national number of each vehicle of the train set(1)For each of the different parts of the CCS on-board assembly (EIRENE functions and interfaces, ETCS/ERTMS functions and interfaces) when installed in steps:—EC verification (yes or no)—date of the certificate of conformity of the control-command on-board assembly (display first/last one)—notified body: first/last—date of EC declaration of verification of the control-command on-board assembly (display first/last one)—date or placing in service of the control-command on-board assembly (display first/last one)—Comments (if no EC verification, specific cases, …)

—

Keeper(1)

—

national number of the train set or of the vehicle(1)

—

if it's a train set, national number of each vehicle of the train set(1)

—

EC verification (yes or no)

—

date of the certificate of conformity of the control-command on-board assembly (display first/last one)

—

notified body: first/last

—

date of EC declaration of verification of the control-command on-board assembly (display first/last one)

—

date or placing in service of the control-command on-board assembly (display first/last one)

—

Comments (if no EC verification, specific cases, …)

—

Infrastructure manager(1)

—

Country(1)

—

Line segment extremity 1(1)

—

Line segment extremity 2(1)

—

EC verification (yes or no)

—

date of the certificate of conformity (display first/last one)

—

notified body: first/last

—

date of EC declaration of verification (display first/last one)

—

date or placing in service (display first/last one)

—

Comments (if no EC verification, specific cases, …)

—

Keeper(1)

—

national number of the train set or of the vehicle(1)

—

if it's a train set, national number of each vehicle of the train set(1)

—

EC verification (yes or no)

—

date of the certificate of conformity of the control-command on-board assembly (display first/last one)

—

notified body: first/last

—

date of EC declaration of verification of the control-command on-board assembly (display first/last one)

—

date or placing in service of the control-command on-board assembly (display first/last one)

—

Comments (if no EC verification, specific cases, …)

2

(a)ERTMS/ETCS level(s) of application, optional functions installed track-side and required on-board, functionality not installed track-side (e.g. shunting), national values to be used and system version number including the placing in service date of this version,(b)ERTMS/GSM-R radio, optional functions as specified in the FRS, and the system version number including placing in service date of this version.

(a)

ERTMS/ETCS level(s) of application, optional functions installed track-side and required on-board, functionality not installed track-side (e.g. shunting), national values to be used and system version number including the placing in service date of this version,

(b)

ERTMS/GSM-R radio, optional functions as specified in the FRS, and the system version number including placing in service date of this version.

(a)ERTMS/ETCS level of application, optional functions installed and system version number including placing in service date of this version,(b)ERTMS/GSMR radio, optional functions according to the FRS and system version number including placing in service date of this version.

(a)

ERTMS/ETCS level of application, optional functions installed and system version number including placing in service date of this version,

(b)

ERTMS/GSMR radio, optional functions according to the FRS and system version number including placing in service date of this version.

(a)

ERTMS/ETCS level(s) of application, optional functions installed track-side and required on-board, functionality not installed track-side (e.g. shunting), national values to be used and system version number including the placing in service date of this version,

(b)

ERTMS/GSM-R radio, optional functions as specified in the FRS, and the system version number including placing in service date of this version.

(a)

ERTMS/ETCS level of application, optional functions installed and system version number including placing in service date of this version,

(b)

ERTMS/GSMR radio, optional functions according to the FRS and system version number including placing in service date of this version.

3.

For ERTMS/ETCS Level 1 with infill-function:which technical implementation is required of Rolling Stock

For ERTMS/ETCS Level 1 with infill-function:which technical implementation is used.

4.

Indicate for(a)each Class B train protection, control and warning system, and(b)each Class B radio systeminstalled on the interoperable line, the versions (including period of validity of these version, and if there is a need for more than one system to be active simultaneously and the responsible Member State).

(a)

each Class B train protection, control and warning system, and

(b)

each Class B radio system

Indicate for(a)each Class B train protection, control and warning system, and(b)each Class B radio systeminstalled on the interoperable train, the versions (including period of validity of theses version and if there is a need of more than one system to be active simultaneously and the responsible Member State).

(a)

each Class B train protection, control and warning system, and

(b)

each Class B radio system

(a)

each Class B train protection, control and warning system, and

(b)

each Class B radio system

(a)

each Class B train protection, control and warning system, and

(b)

each Class B radio system

5.

Special technical conditions required to switch over between different Class B train protection, control and warning systems.Special technical conditions required to switch over between ERTMS/ETCS and Class B systems.

Special conditions implemented on-board to switch over between different Class B train protection, control and warning systems.

6.

Special technical conditions required to switch over between different radio systems.

Special conditions implemented on-board to switch over between different radio systems.

7.

Technical degraded modes of:(a)ERTMS/ETCS,(b)Class B train protection, control and warning systems,(c)Class B radio systems(d)lineside signalling.

(a)

ERTMS/ETCS,

(b)

Class B train protection, control and warning systems,

(c)

Class B radio systems

(d)

lineside signalling.

Available technical degraded modes for:(a)ERTMS/ETCS,(b)Class B train protection, control and warning systems,(c)Class B radio systems

(a)

ERTMS/ETCS,

(b)

Class B train protection, control and warning systems,

(c)

Class B radio systems

(a)

ERTMS/ETCS,

(b)

Class B train protection, control and warning systems,

(c)

Class B radio systems

(d)

lineside signalling.

(a)

ERTMS/ETCS,

(b)

Class B train protection, control and warning systems,

(c)

Class B radio systems

8.

Speed limits applied because of limited braking performance, e.g. because of braking distances available and because of gradients:(a)to ERTMS/ETCS operating modes,(b)to Class B train protection, control and warning systems.National technical rules for operating Class B systems, relevant for the trains (e.g. requirements on braking performances, data corresponding with UIC leaflet 512 (8th edition of 1.1.79 and 2 Amendments), …).

(a)

to ERTMS/ETCS operating modes,

(b)

to Class B train protection, control and warning systems.

(a)Speed limits related to train characteristics and to be supervised by control-command,(b)Braking characteristics input data for ERTMS/ETCS and Class B train protection, control and warning systems.

(a)

Speed limits related to train characteristics and to be supervised by control-command,

(b)

Braking characteristics input data for ERTMS/ETCS and Class B train protection, control and warning systems.

(a)

to ERTMS/ETCS operating modes,

(b)

to Class B train protection, control and warning systems.

(a)

Speed limits related to train characteristics and to be supervised by control-command,

(b)

Braking characteristics input data for ERTMS/ETCS and Class B train protection, control and warning systems.

9.

Susceptibility of track-side control-command equipment to emission from trains in terms of electromagnetic compatibility with respect to admission of trains. To be specified where available according to European Standards (prEN 50238 and other future standards — to be defined) to meet safety and reliability/availability targets.Permissibility to use eddy-current brake (types)Permissibility to use magnetic brake (types)

Electromagnetic emission of the train with respect to admission of the train in terms of electromagnetic compatibility. To be specified where available according to European Standards (prEN 50238 and other future standards — to be defined) to meet safety and reliability/availability targets.Eddy-current brake installed (type)Magnetic brake installed (type)

10.

Climatic conditions and physical conditions along the line. In accordance with Annex A, Index A5

Climatic conditions and physical conditions in which the on-board assembly can work. In accordance with Annex A, Index A4

11.

The requirements for technical solutions concerning implemented derogation's according Directives 96/48/EC and 2001/16/EC have to be described.

The rules for technical solutions concerning implemented derogation's according Directives 96/48/EC and 2001/16/EC have to be described.

12.

HABD

13.

Minimum length of track sectionMinimum distance between end of track section and fouling pointMinimum differential distance of the opposite ends of adjacent tracks sectionsMinimum shunting sensitivity of track circuitUse of eddy current brakesUse of magnetic brakesUnrestricted sanding permitted (yes or description of restrictions)

Maximum distance between adjacent wheelsetsMaximum distance between front end and wheelsetMinimum wheelbaseMinimum axlebaseMinimum wheel widthMinimum height of tyreMinimum flange widthMinimum flange heightMinimum axle loadWheel materialMaximum resistance between opposite wheels of a wheelsetMinimum vehicle impedanceMaximum sanding outputPossibility of sanding override by driverUse of eddy current brakesEquipped with two pairs of rail friction-shoes whose electrical base is greater or equal to 16 000  mm.

14.

Specific casesLimitations on the relationship between axle distance and wheel diameter (Germany)Longitudinal distance from first axle or last axle to the nearest end of the vehicle not bigger than 3 500  mm (Poland, Belgium)The distance between each of the first five axles of a train (or all axles if the train has less than five) not less than 1 000 mm (Germany)The distance between first and last axle of a vehicle not less than 6 000 mm (Belgium)The distance between first and last axle of a lone vehicle or train-set bigger than 15 000 mm (France, Belgium)Minimum diameter of wheels not smaller than 450 mm (France)Minimum axle load not less than 5 tonnes (Germany, Austria, Sweden, Belgium)Minimum vehicle mass not less than 90 tonnes (Belgium)When the distance between first and last axle of a lone vehicle or train-set greater or equal to 16 000 mm, a lone vehicle or train-set mass shall be greater than 90 tonnes. When this distance is less than 16 000 mm, and greater or equal to 15 000 mm, the mass shall be less than 90 tonnes and greater or equal to 40 tonnes, the vehicle must be equipped with two pairs of rail friction-shoes whose electrical base is greater or equal to 16 000 mm (France, Belgium)Minimum dimension of metal mass of a vehicle (Germany, Poland)Maximum reactance between running surfaces of a wheel-set (Poland, France)Additional requirements on shunting parameter of a vehicle (Netherlands)Required impedance between pantograph and wheels more than 1,0 Ohm inductive at 50 Hz for 3 kVDC (Belgium)No sanding ahead of the leading axle on multiple units below 40km/h (United Kingdom)The magnetic brake and eddy current brake is not permitted at the first bogie of a leading vehicle (Germany).

—	Infrastructure manager(1)

—	Country(1)

—	Line segment extremity 1(1)

—	Line segment extremity 2(1)

—	EC verification (yes or no)

—	date of the certificate of conformity (display first/last one)

—	notified body: first/last

—	date of EC declaration of verification (display first/last one)

—	date or placing in service (display first/last one)

—	Comments (if no EC verification, specific cases, …)

—

Keeper(1)

—	national number of the train set or of the vehicle(1)

—	if it's a train set, national number of each vehicle of the train set(1)

—	EC verification (yes or no)

—	date of the certificate of conformity of the control-command on-board assembly (display first/last one)

—	notified body: first/last

—	date of EC declaration of verification of the control-command on-board assembly (display first/last one)

—	date or placing in service of the control-command on-board assembly (display first/last one)

—	Comments (if no EC verification, specific cases, …)

(a)	ERTMS/ETCS level(s) of application, optional functions installed track-side and required on-board, functionality not installed track-side (e.g. shunting), national values to be used and system version number including the placing in service date of this version,

(b)	ERTMS/GSM-R radio, optional functions as specified in the FRS, and the system version number including placing in service date of this version.

(a)	ERTMS/ETCS level of application, optional functions installed and system version number including placing in service date of this version,

(b)	ERTMS/GSMR radio, optional functions according to the FRS and system version number including placing in service date of this version.

(a)	each Class B train protection, control and warning system, and

(b)	each Class B radio system

(a)	each Class B train protection, control and warning system, and

(b)	each Class B radio system

(a)	ERTMS/ETCS,

(b)	Class B train protection, control and warning systems,

(c)	Class B radio systems

(d)	lineside signalling.

(a)	ERTMS/ETCS,

(b)	Class B train protection, control and warning systems,

(c)	Class B radio systems

(a)	to ERTMS/ETCS operating modes,

(b)	to Class B train protection, control and warning systems.

(a)	Speed limits related to train characteristics and to be supervised by control-command,

(b)	Braking characteristics input data for ERTMS/ETCS and Class B train protection, control and warning systems.

1.

This module describes that part of the procedure by which a notified body ascertains and attests that a type, representative of the production envisaged, meets the provisions of the TSI that apply to it.

	2.	The application for the EC type-examination must be lodged by the manufacturer or his authorised representative established within the Community.The application must include:—the name and address of the manufacturer and also, if the application is lodged by the authorised representative, his name and address,—a written declaration that the same application has not been lodged with any other notified body,—the technical documentation, as described in point 3.The applicant must place at the disposal of the notified body a specimen, representative of the production envisaged and hereinafter called ’type’.A type may cover several versions of the Interoperability Constituent provided that the differences between the versions do not affect the provisions of the TSI.The notified body may request further specimens if needed for carrying out the test programme.If no type tests are requested within the type examination procedure, and the type is sufficiently defined by the technical documentation, as described in point 3, the notified body may agree, that no specimens are placed at its disposal.	—	the name and address of the manufacturer and also, if the application is lodged by the authorised representative, his name and address,	—	a written declaration that the same application has not been lodged with any other notified body,	—	the technical documentation, as described in point 3.
—	the name and address of the manufacturer and also, if the application is lodged by the authorised representative, his name and address,
—	a written declaration that the same application has not been lodged with any other notified body,
—	the technical documentation, as described in point 3.

—	the name and address of the manufacturer and also, if the application is lodged by the authorised representative, his name and address,

—	a written declaration that the same application has not been lodged with any other notified body,

—	the technical documentation, as described in point 3.

	3.	The technical documentation must enable the conformity of the interoperability constituent with the requirements of the TSI to be assessed. It must, as far as relevant for such assessment, cover the design, manufacture, maintenance and operation of the interoperability constituent.The technical documentation must contain:—a general type-description,—conceptual design and manufacturing information, for example drawings and schemes of components, sub-assemblies, circuits, etc.,—descriptions and explanations necessary for the understanding of the design and manufacturing information, maintenance and the operation of the interoperability constituent,—conditions of integration of the interoperability constituent in its system environment (sub-assembly, assembly, subsystem) and the necessary interface conditions,—conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits etc),—the technical specifications, including European specifications(1)with relevant clauses, applied in full or in part,—descriptions of the solutions adopted to meet the requirements of the TSI in cases where the European specifications have not been applied in full,—results of design calculations made, examinations carried out, etc.,—test reports.	—	a general type-description,	—	conceptual design and manufacturing information, for example drawings and schemes of components, sub-assemblies, circuits, etc.,	—	descriptions and explanations necessary for the understanding of the design and manufacturing information, maintenance and the operation of the interoperability constituent,	—	conditions of integration of the interoperability constituent in its system environment (sub-assembly, assembly, subsystem) and the necessary interface conditions,	—	conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits etc),	—	the technical specifications, including European specifications(1)with relevant clauses, applied in full or in part,	—	descriptions of the solutions adopted to meet the requirements of the TSI in cases where the European specifications have not been applied in full,	—	results of design calculations made, examinations carried out, etc.,	—	test reports.
—	a general type-description,
—	conceptual design and manufacturing information, for example drawings and schemes of components, sub-assemblies, circuits, etc.,
—	descriptions and explanations necessary for the understanding of the design and manufacturing information, maintenance and the operation of the interoperability constituent,
—	conditions of integration of the interoperability constituent in its system environment (sub-assembly, assembly, subsystem) and the necessary interface conditions,
—	conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits etc),
—	the technical specifications, including European specifications(1)with relevant clauses, applied in full or in part,
—	descriptions of the solutions adopted to meet the requirements of the TSI in cases where the European specifications have not been applied in full,
—	results of design calculations made, examinations carried out, etc.,
—	test reports.

—	a general type-description,

—	conceptual design and manufacturing information, for example drawings and schemes of components, sub-assemblies, circuits, etc.,

—	descriptions and explanations necessary for the understanding of the design and manufacturing information, maintenance and the operation of the interoperability constituent,

—	conditions of integration of the interoperability constituent in its system environment (sub-assembly, assembly, subsystem) and the necessary interface conditions,

—	conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits etc),

—	the technical specifications, including European specifications(1)with relevant clauses, applied in full or in part,

—	descriptions of the solutions adopted to meet the requirements of the TSI in cases where the European specifications have not been applied in full,

—	results of design calculations made, examinations carried out, etc.,

—	test reports.

4.

The notified body must:

4.1.

examine the technical documentation,

4.2.

verify that any specimen(s) required for test has (have) been manufactured in conformity with the technical documentation, and carry out or have carried out the type tests in accordance with the provisions of the TSI and/or the relevant European specifications,

4.3.

where a design review is requested in the TSI, perform an examination of the design methods, the design tools and the design results to evaluate their capability to fulfil the requirements for conformity for the interoperability constituent at the completion of the design process,

4.4.

where a review of the manufacturing process is requested in the TSI, perform an examination of the manufacturing process devised for manufacturing the interoperability constituent, to evaluate its contribution to product conformity, and/or examine the review carried out by the manufacturer at the completion of the design process,

4.5.

identify the elements which have been designed in accordance with the relevant provisions of the TSI and the European specifications as well as the elements which have been designed without applying the relevant provisions of those European Specifications;

4.6.

perform or have performed the appropriate examinations and necessary tests in accordance with points 4.2, 4.3 and 4.4 to establish whether, where the manufacturer has chosen to apply the relevant European specifications, these have actually been applied;

4.7.

perform or have performed the appropriate examinations and necessary tests in accordance with points 4.2, 4.3 and 4.4 to establish whether, where the relevant European specifications have not been applied, the solutions adopted by the manufacturer meet the requirements of the TSI;

4.8.

agree with the applicant the location where the examinations and necessary tests will be carried out.

5.

Where the type meets the provisions of the TSI, the notified body must issue a type-examination certificate to the applicant. The certificate must contain the name and address of the manufacturer, conclusions of the examination, conditions for its validity and the necessary data for identification of the approved type.The time period of validity shall be no longer than five years.A list of the relevant parts of the technical documentation must be annexed to the certificate and a copy kept by the notified body.If the manufacturer or his authorised representative established within the Community is denied a type-examination certificate, the notified body must provide detailed reasons for such denial.Provision must be made for an appeals procedure.

6.

The applicant must inform the notified body that holds the technical documentation concerning the type-examination certificate of all modifications to the approved product which must receive additional approval where such changes may affect the conformity with the requirements of the TSI or the prescribed conditions for use of the product. In this case the notified body shall perform only those examinations and tests that are relevant and necessary to the change(s).This additional approval may be given either in the form of an addition to the original type-examination certificate, or, by the issue of a new certificate after withdrawal of the old one.

7.

If no modifications as in point 6 have been made, the validity of an expiring certificate can be extended for another period of validity. The applicant will apply for such a prolongation by a written confirmation that no such modifications have been made, and the notified body issues a prolongation for another period of validity as in point 5, if no contrary information exists. This procedure can be reiterated.

8.

Each notified body must communicate to the other notified bodies the relevant information concerning the type-examination certificates and additions issued, withdrawn or refused.

9.

The other notified bodies may receive, on request, copies of the type-examination certificates issued and/or their additions. The annexes to the certificates (see subsection 5) must be kept at the disposal of the other notified bodies.

10.

The manufacturer or his authorised representative established within the Community must keep with the technical documentation copies of type-examination certificates and their additions for a period of 10 years after the last interoperability constituent has been manufactured. Where neither the manufacturer nor his authorised representative is established within the Community, the obligation to keep the technical documentation available is the responsibility of the person who places the interoperability constituent on the Community market.

1.

This module describes the procedure whereby the manufacturer or his authorised representative established within the Community who satisfies the obligations of point 2 ensures and declares that the interoperability constituent concerned is in conformity with the type as described in the type-examination certificate and satisfies the requirements of the TSI that apply to it.

2.

The manufacturer must operate an approved quality management system for production, final product inspection and testing as specified in point 3 and is subject to monitoring as specified in point. 4.

3.

Quality management system

	3.1.	The manufacturer must lodge an application for assessment of his quality management system with a notified body of his choice, for the interoperability constituents concerned.The application must include:—all relevant information for the product category representative for the interoperability constituents envisaged,—the documentation concerning the quality management system,—the technical documentation of the approved type and a copy of the type-examination certificate, issued after the completion of the type examination procedure of Module B (type examination).—a written declaration that the same application has not been lodged with any other notified body,	—	all relevant information for the product category representative for the interoperability constituents envisaged,	—	the documentation concerning the quality management system,	—	the technical documentation of the approved type and a copy of the type-examination certificate, issued after the completion of the type examination procedure of Module B (type examination).	—	a written declaration that the same application has not been lodged with any other notified body,
—	all relevant information for the product category representative for the interoperability constituents envisaged,
—	the documentation concerning the quality management system,
—	the technical documentation of the approved type and a copy of the type-examination certificate, issued after the completion of the type examination procedure of Module B (type examination).
—	a written declaration that the same application has not been lodged with any other notified body,

—	all relevant information for the product category representative for the interoperability constituents envisaged,

—	the documentation concerning the quality management system,

—	the technical documentation of the approved type and a copy of the type-examination certificate, issued after the completion of the type examination procedure of Module B (type examination).

—	a written declaration that the same application has not been lodged with any other notified body,

	3.2.	The quality management system must ensure compliance of the interoperability constituents with the type as described in the type-examination certificate and with the requirements of the TSI that apply to them. All the elements, requirements and provisions adopted by the manufacturer shall be documented in a systematic and orderly manner in the form of written policies, procedures and instructions. The quality management system documentation must permit a consistent interpretation of the quality programmes, plan, manuals and records.It must contain in particular an adequate description of:—the quality objectives and the organisational structure,—responsibilities and powers of the management with regard to product quality,—the manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,—the examinations, checks and tests that will be carried out before, during and after manufacture, and the frequency with which they will be undertaken,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,—the means to monitor the achievement of the required product quality and the effective operation of the quality management system.	—	the quality objectives and the organisational structure,	—	responsibilities and powers of the management with regard to product quality,	—	the manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,	—	the examinations, checks and tests that will be carried out before, during and after manufacture, and the frequency with which they will be undertaken,	—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	the means to monitor the achievement of the required product quality and the effective operation of the quality management system.
—	the quality objectives and the organisational structure,
—	responsibilities and powers of the management with regard to product quality,
—	the manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,
—	the examinations, checks and tests that will be carried out before, during and after manufacture, and the frequency with which they will be undertaken,
—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,
—	the means to monitor the achievement of the required product quality and the effective operation of the quality management system.

—	the quality objectives and the organisational structure,

—	responsibilities and powers of the management with regard to product quality,

—	the manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,

—	the examinations, checks and tests that will be carried out before, during and after manufacture, and the frequency with which they will be undertaken,

—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,

—	the means to monitor the achievement of the required product quality and the effective operation of the quality management system.

3.3.

The notified body assesses the quality management system to determine whether it satisfies the requirements of point 3.2. It presumes compliance with these requirements if the manufacturer implements a quality system for production, final product inspection and testing in respect of the Standard EN/ISO 9001-2000, which take into consideration the specificity of the interoperability constituent for which it is implemented.When the manufacturer operates a certified quality management system, the notified body shall take this into account in the assessment.The audit must be specific for the product category, which is representative for the interoperability constituent. The auditing team must have at least one member experienced as an assessor in the product technology concerned. The evaluation procedure must include an inspection visit to the manufacturer's premises.The decision must be notified to the manufacturer. The notification must contain the conclusions of the examination and the reasoned assessment decision.

3.4.

The manufacturer must undertake to fulfil the obligations arising out of the quality management system as approved and to uphold it so that it remains adequate and efficient.The manufacturer or his authorised representative established within the Community shall keep the notified body that has approved the quality management system informed of any intended updating of the quality management system.The notified body must evaluate the modifications proposed and decide whether the amended quality management system will still satisfy the requirements of point 3.2 or whether a re-assessment is required.It must notify its decision to the manufacturer. The notification must contain the conclusions of the examination and the reasoned assessment decision.

4.

Surveillance of the quality management system under the responsibility of the notified body.

4.1.

The purpose of surveillance is to make sure that the manufacturer duly fulfils the obligations arising out of the approved quality management system.

	4.2.	The manufacturer must allow the notified body entrance for inspection purposes to the locations of manufacture, inspection and testing, and storage and must provide it with all necessary information, in particular:—the quality management system documentation,—the quality records such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.	—	the quality management system documentation,	—	the quality records such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.
—	the quality management system documentation,
—	the quality records such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.

—	the quality management system documentation,

—	the quality records such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.

4.3.

The notified body must periodically carry out audits to make sure that the manufacturer maintains and applies the quality management system and must provide an audit report to the manufacturer.The frequency of the audits shall be at least once a year.When the manufacturer operates a certified quality management system, the notified body shall take this into account in the surveillance.

4.4.

Additionally the notified body may pay unexpected visits to the manufacturer. During such visits the notified body may carry out, or cause to be carried out, tests to verify that the quality management system is functioning correctly, if necessary. The notified body must provide the manufacturer with a visit report and, if a test has taken place, with a test report.

5.

Each notified body must communicate to the other notified bodies the relevant information concerning the quality management system approvals, issued, withdrawn or refused.The other notified bodies may receive on request copies of the quality management system approvals issued.

	6.	The manufacturer must, for a period of 10 years after the last product has been manufactured, keep at the disposal of the national authorities:—the documentation referenced to in the second indent of point 3.1,—the updating referenced to in the second paragraph of point 3.4,—the decisions and reports from the notified body in the final paragraph of point 3.4 and in points 4.3 and 4.4.	—	the documentation referenced to in the second indent of point 3.1,	—	the updating referenced to in the second paragraph of point 3.4,	—	the decisions and reports from the notified body in the final paragraph of point 3.4 and in points 4.3 and 4.4.
—	the documentation referenced to in the second indent of point 3.1,
—	the updating referenced to in the second paragraph of point 3.4,
—	the decisions and reports from the notified body in the final paragraph of point 3.4 and in points 4.3 and 4.4.

—	the documentation referenced to in the second indent of point 3.1,

—	the updating referenced to in the second paragraph of point 3.4,

—	the decisions and reports from the notified body in the final paragraph of point 3.4 and in points 4.3 and 4.4.

	7.	The manufacturer or his authorised representative established within the Community must draw up the EC declaration of conformity of the interoperability constituent. The content of this declaration shall include at least the information indicated in Annex IV(3) of Directives 96/48/EC or 2001/16/EC. The EC declaration of conformity and the accompanying documents must be dated and signed.The declaration must be written in the same language as the technical documentation and must contain the following:—the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),—the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),—description of the interoperability constituent (make, type, etc.),—description of the procedure (module) followed in order to declare conformity,—all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,—name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,—reference to the TSI and any other relevant TSI and where appropriate reference to European specification(2),—identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.The certificates to be referred to are:—the quality management system approval indicated in point 3,—the type-examination certificate and its additions,	—	the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),	—	the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),	—	description of the interoperability constituent (make, type, etc.),	—	description of the procedure (module) followed in order to declare conformity,	—	all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,	—	name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,	—	reference to the TSI and any other relevant TSI and where appropriate reference to European specification(2),	—	identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.	—	the quality management system approval indicated in point 3,	—	the type-examination certificate and its additions,
—	the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),
—	the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),
—	description of the interoperability constituent (make, type, etc.),
—	description of the procedure (module) followed in order to declare conformity,
—	all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,
—	name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,
—	reference to the TSI and any other relevant TSI and where appropriate reference to European specification(2),
—	identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.
—	the quality management system approval indicated in point 3,
—	the type-examination certificate and its additions,

—	the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),

—	the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),

—	description of the interoperability constituent (make, type, etc.),

—	description of the procedure (module) followed in order to declare conformity,

—	all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,

—	name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,

—	reference to the TSI and any other relevant TSI and where appropriate reference to European specification(2),

—	identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.

—	the quality management system approval indicated in point 3,

—	the type-examination certificate and its additions,

8.

The manufacturer or his authorised representative established within the Community must keep a copy of the EC declaration of conformity for a period of 10 years after the last interoperability constituent has been manufactured.Where neither the manufacturer nor his authorised representative is established within the Community, the obligation to keep the technical documentation available is the responsibility of the person who places the interoperability constituent on the Community market.

9.

If additional to the EC declaration of conformity an EC declaration of suitability for use for the interoperability constituent is requested in the TSI, this declaration has to be added, after being issued by the manufacturer under the conditions of Module V.

1.

This module describes the procedure whereby a manufacturer or his authorised representative established within the Community checks and attests that the interoperability constituent concerned and subject to the provisions of point 3 is in conformity with the type as described in the EC type examination certificate and satisfies the requirements of the TSI that apply to it.

2.

The manufacturer must take all measures necessary in order that the manufacturing process ensures conformity of each interoperability constituents with the type as described in the type-examination certificate and with the requirements of the TSI that apply to it.

3.

The notified body must carry out the appropriate examinations and tests in order to check the conformity of the interoperability constituent with the type as described in the EC type examination certificate and with the requirements of the TSI. The manufacturer(3)can choose either an examination and testing of every interoperability constituent as specified in point 4 or an examination and testing of interoperability constituents on a statistical basis, as specified in point 5..

4.

Verification by examination and testing of every interoperability constituent

4.1.

Each product shall be individually examined and appropriate tests shall be carried out in order to verify the product conformity with the type as described in the type-examination certificate and with the requirements of the TSI that apply to it. When a test is not set out in the TSI, (or in an European Standard quoted in the TSI), the relevant European Specifications(4), or equivalent tests are to be used.

4.2.

The notified body must draw up a written certificate of conformity for the approved products relating to the tests carried out.

4.3.

The manufacturer or his authorised representative must ensure that he is able to supply the notified body's certificates of conformity on request.

5.

Statistical verification

5.1.

The manufacturer must present his interoperability constituents in the form of homogeneous lots and shall take all measures necessary in order that the manufacturing process ensures the homogeneity of each lot produced.

5.2.

All interoperability constituents must be available for verification in the form of homogeneous lots. A random sample shall be drawn from each lot. Each interoperability constituents in a sample shall be individually examined and appropriate tests shall be carried out to ensure the product conformity with the type as described in the type-examination certificate and with the requirements of the TSI which apply to it and to determine whether the lot is accepted or rejected. When a test is not set out in the TSI (or in an European Standard quoted in the TSI), the relevant European Specifications or equivalent tests are to be used.

5.3.

The statistical procedure must use appropriate elements (statistical method, sampling plan etc.), depending on the characteristics to be assessed, as specified in the TSI.

5.4.

In the case of accepted lots, the notified body shall draw up a written certificate of conformity relating to the tests carried out. All interoperability constituents in the lot may be placed on the market except those interoperability constituents from the sample, which were found not to be in conformity.If a lot is rejected, the notified body or the competent authority must take appropriate measures to prevent placing of that lot on the market. In the event of frequent rejection of lots the notified body may suspend the statistical verification.

5.5.

The manufacturer or his authorised representative established within the Community must ensure that he is able to supply the notified body's certificates of conformity on request.

	6.	The manufacturer or his authorised representative established within the Community must draw up the EC declaration of conformity of the interoperability constituent.The content of this declaration shall include at least the information indicated in Annex IV(3) of Directives 96/48/EC or 2001/16/EC. The EC declaration of conformity and the accompanying documents must be dated and signed.The declaration must be written in the same language as the technical documentation and must contain the following:—the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),—the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),—description of interoperability constituent (make, type, etc.),—description of the procedure (module) followed in order to declare conformity,—all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,—name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,—reference to the TSI and any other relevant TSI and where appropriate reference to European specifications,—identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.The certificates to be referred to are:—the type-examination certificate and its additions,—the certificate of conformity as mentioned in points 4 or 5.	—	the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),	—	the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),	—	description of interoperability constituent (make, type, etc.),	—	description of the procedure (module) followed in order to declare conformity,	—	all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,	—	name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,	—	reference to the TSI and any other relevant TSI and where appropriate reference to European specifications,	—	identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.	—	the type-examination certificate and its additions,	—	the certificate of conformity as mentioned in points 4 or 5.
—	the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),
—	the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),
—	description of interoperability constituent (make, type, etc.),
—	description of the procedure (module) followed in order to declare conformity,
—	all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,
—	name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,
—	reference to the TSI and any other relevant TSI and where appropriate reference to European specifications,
—	identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.
—	the type-examination certificate and its additions,
—	the certificate of conformity as mentioned in points 4 or 5.

—	the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),

—	the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),

—	description of interoperability constituent (make, type, etc.),

—	description of the procedure (module) followed in order to declare conformity,

—	all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,

—	name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,

—	reference to the TSI and any other relevant TSI and where appropriate reference to European specifications,

—	identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.

—	the type-examination certificate and its additions,

—	the certificate of conformity as mentioned in points 4 or 5.

7.

The manufacturer or his authorised representative established within the Community must keep a copy of the EC declaration of conformity for a period of 10 years after the last interoperability constituent has been manufactured.Where neither the manufacturer nor his authorised representative is established within the Community, the obligation to keep the technical documentation available is the responsibility of the person who places the interoperability constituent on the Community market.

8.

If additional to the EC declaration of conformity an EC declaration of suitability for use for the interoperability constituent is requested in the TSI, this declaration has to be added, after being issued by the manufacturer under the conditions of Module V.

1.

This module describes the procedure whereby a notified body carries out an examination of the design of an interoperability constituent and the manufacturer or his authorised representative established within the Community who satisfies the obligations of point 2 ensures and declares that the interoperability constituent concerned satisfies the requirements of the TSI that apply to it.

2.

The manufacturer must operate an approved quality management system for design, production and final product inspection and testing as specified in point 3 and shall be subject to surveillance as specified in point 4.

3.

Quality management system.

	3.1.	The manufacturer must lodge an application for assessment of his quality management system with a notified body of his choice, for the interoperability constituents concerned.The application must include:—all relevant information for the product category representative for the interoperability constituent envisaged,—the quality management system's documentation,—a written declaration that the same application has not been lodged with any other notified body.	—	all relevant information for the product category representative for the interoperability constituent envisaged,	—	the quality management system's documentation,	—	a written declaration that the same application has not been lodged with any other notified body.
—	all relevant information for the product category representative for the interoperability constituent envisaged,
—	the quality management system's documentation,
—	a written declaration that the same application has not been lodged with any other notified body.

—	all relevant information for the product category representative for the interoperability constituent envisaged,

—	the quality management system's documentation,

—	a written declaration that the same application has not been lodged with any other notified body.

	3.2.	The quality management system must ensure compliance of the interoperability constituent with the requirements of the TSI that apply to it. All the elements, requirements and provisions adopted by the manufacturer must be documented in a systematic and orderly manner in the form of written policies, procedures and instructions. This quality management system documentation shall ensure a common understanding of the quality policies and procedures such as quality programmes, plans, manuals and records.It must contain in particular an adequate description of:—the quality objectives and the organisational structure,—responsibilities and powers of the management with regard to design and product quality,—the technical design specifications, including European specifications(5), that will be applied, and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the interoperability constituent will be met,—the design control and design verification techniques, processes and systematic actions that will be used when designing the interoperability constituents pertaining to the product category covered,—the corresponding manufacturing, quality control and quality management system techniques, processes and systematic actions that will be used,—the examinations, checks and tests that will be carried out before, during and after manufacture, and the frequency with which they will be undertaken,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,—the means to monitor the achievement of the required design and product quality and the effective operation of the quality management system.The quality policies and procedures shall cover in particular the assessment phases, such as design review, review of manufacturing processes and type tests, as they are specified in the TSI, for different characteristics and performances of the interoperability constituent.	—	the quality objectives and the organisational structure,	—	responsibilities and powers of the management with regard to design and product quality,	—	the technical design specifications, including European specifications(5), that will be applied, and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the interoperability constituent will be met,	—	the design control and design verification techniques, processes and systematic actions that will be used when designing the interoperability constituents pertaining to the product category covered,	—	the corresponding manufacturing, quality control and quality management system techniques, processes and systematic actions that will be used,	—	the examinations, checks and tests that will be carried out before, during and after manufacture, and the frequency with which they will be undertaken,	—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	the means to monitor the achievement of the required design and product quality and the effective operation of the quality management system.
—	the quality objectives and the organisational structure,
—	responsibilities and powers of the management with regard to design and product quality,
—	the technical design specifications, including European specifications(5), that will be applied, and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the interoperability constituent will be met,
—	the design control and design verification techniques, processes and systematic actions that will be used when designing the interoperability constituents pertaining to the product category covered,
—	the corresponding manufacturing, quality control and quality management system techniques, processes and systematic actions that will be used,
—	the examinations, checks and tests that will be carried out before, during and after manufacture, and the frequency with which they will be undertaken,
—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,
—	the means to monitor the achievement of the required design and product quality and the effective operation of the quality management system.

—	the quality objectives and the organisational structure,

—	responsibilities and powers of the management with regard to design and product quality,

—	the technical design specifications, including European specifications(5), that will be applied, and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the interoperability constituent will be met,

—	the design control and design verification techniques, processes and systematic actions that will be used when designing the interoperability constituents pertaining to the product category covered,

—	the corresponding manufacturing, quality control and quality management system techniques, processes and systematic actions that will be used,

—	the examinations, checks and tests that will be carried out before, during and after manufacture, and the frequency with which they will be undertaken,

—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,

—	the means to monitor the achievement of the required design and product quality and the effective operation of the quality management system.

3.3.

The notified body must assess the quality management system to determine whether it satisfies the requirements of point 3.2. It presumes compliance with these requirements if the manufacturer implements a quality system for design, production, final product inspection and testing in respect of the standard EN/ISO 9001-2000, which takes into consideration the specificity of the interoperability constituent for which it is implemented.When the manufacturer operates a certified quality management system, the notified body shall take this into account in the assessment.The audit must be specific for the product category, which is representative for the interoperability constituent. The auditing team must have at least one member experienced as an assessor in the product technology concerned. The evaluation procedure shall include an assessment visit to the manufacturer's premises.The decision must be notified to the manufacturer. The notification must contain the conclusions of the audit and the reasoned assessment decision.

3.4.

The manufacturer must undertake to fulfil the obligations arising out of the quality management system as approved and to uphold it so that it remains adequate and efficient.The manufacturer or his authorised representative established within the Community shall keep the notified body that has approved the quality management system informed of any intended updating of the quality management system.The notified body must evaluate the modifications proposed and decide whether the amended quality management system will still satisfy the requirements of point 3.2 or whether a re-assessment is required.It must notify its decision to the manufacturer. The notification shall contain the conclusions of the evaluation and the reasoned assessment decision.

4.

Surveillance of the quality management system under the responsibility of the notified body

4.1.

The purpose of surveillance is to make sure that the manufacturer duly fulfils the obligations arising out of the approved quality management system.

	4.2.	The manufacturer must allow the notified body entrance for inspection purposes to the locations of design, manufacture, inspection and testing, and storage, and shall provide it with all necessary information, including:—the quality management system documentation,—the quality records as foreseen by the design part of the quality management system, such as results of analyses, calculations, tests, etc.,—the quality records as foreseen by the manufacturing part of the quality management system, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.	—	the quality management system documentation,	—	the quality records as foreseen by the design part of the quality management system, such as results of analyses, calculations, tests, etc.,	—	the quality records as foreseen by the manufacturing part of the quality management system, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.
—	the quality management system documentation,
—	the quality records as foreseen by the design part of the quality management system, such as results of analyses, calculations, tests, etc.,
—	the quality records as foreseen by the manufacturing part of the quality management system, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.

—	the quality management system documentation,

—	the quality records as foreseen by the design part of the quality management system, such as results of analyses, calculations, tests, etc.,

—	the quality records as foreseen by the manufacturing part of the quality management system, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.

4.3.

The notified body must periodically carry out audits to make sure that the manufacturer maintains and applies the quality management system and shall provide an audit report to the manufacturer. When the manufacturer operates a certified quality management system, the notified body shall take this into account in the surveillance.The frequency of the audits shall be at least once a year.

4.4.

Additionally the notified body may pay unexpected visits to the manufacturer. At the time of such visits, the notified body may carry out tests or have them carried out in order to check the proper functioning of the quality management system where necessary. It must provide the manufacturer with a visit report and, if a test has been carried out, with a test report.

	5.	The manufacturer must, for a period of 10 years after the last product has been manufactured, keep at the disposal of the national authorities:—the documentation referenced in the second indent of the second subparagraph of point 3.1,—the updating referenced to in the second subparagraph of point 3.4,—the decisions and reports from the notified body in the final subparagraph of point 3.4 and in points 4.3 and 4.4.	—	the documentation referenced in the second indent of the second subparagraph of point 3.1,	—	the updating referenced to in the second subparagraph of point 3.4,	—	the decisions and reports from the notified body in the final subparagraph of point 3.4 and in points 4.3 and 4.4.
—	the documentation referenced in the second indent of the second subparagraph of point 3.1,
—	the updating referenced to in the second subparagraph of point 3.4,
—	the decisions and reports from the notified body in the final subparagraph of point 3.4 and in points 4.3 and 4.4.

—	the documentation referenced in the second indent of the second subparagraph of point 3.1,

—	the updating referenced to in the second subparagraph of point 3.4,

—	the decisions and reports from the notified body in the final subparagraph of point 3.4 and in points 4.3 and 4.4.

6.

Design examination

6.1.

The manufacturer must lodge an application for examination of the design of the interoperability constituent with a notified body of his choice.

	6.2.	The application must enable the design, manufacture, maintenance and operation of the interoperability constituent to be understood, and shall enable conformity with the requirements of the TSI to be assessed.It must include:—a general type-description,—the technical design specifications, including European specifications, with relevant clauses, that have been applied in full or in part,—any necessary supporting evidence for their adequacy, in particular where the European specifications and the relevant clauses have not been applied,—the test programme,—conditions for integration of the interoperability constituent in its system environment (sub-assembly, assembly, subsystem) and the necessary interface conditions,—conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits etc.),—a written declaration that the same application has not been lodged with any other notified body.	—	a general type-description,	—	the technical design specifications, including European specifications, with relevant clauses, that have been applied in full or in part,	—	any necessary supporting evidence for their adequacy, in particular where the European specifications and the relevant clauses have not been applied,	—	the test programme,	—	conditions for integration of the interoperability constituent in its system environment (sub-assembly, assembly, subsystem) and the necessary interface conditions,	—	conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits etc.),	—	a written declaration that the same application has not been lodged with any other notified body.
—	a general type-description,
—	the technical design specifications, including European specifications, with relevant clauses, that have been applied in full or in part,
—	any necessary supporting evidence for their adequacy, in particular where the European specifications and the relevant clauses have not been applied,
—	the test programme,
—	conditions for integration of the interoperability constituent in its system environment (sub-assembly, assembly, subsystem) and the necessary interface conditions,
—	conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits etc.),
—	a written declaration that the same application has not been lodged with any other notified body.

—	a general type-description,

—	the technical design specifications, including European specifications, with relevant clauses, that have been applied in full or in part,

—	any necessary supporting evidence for their adequacy, in particular where the European specifications and the relevant clauses have not been applied,

—	the test programme,

—	conditions for integration of the interoperability constituent in its system environment (sub-assembly, assembly, subsystem) and the necessary interface conditions,

—	conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits etc.),

—	a written declaration that the same application has not been lodged with any other notified body.

6.3.

The applicant shall present the results of tests(6), including type tests when required, carried out by its appropriate laboratory or on their behalf.

6.4.

The notified body must examine the application and assess the results of the tests. Where the design meets the provisions of the TSI that apply to it, the notified body must issue an EC design examination certificate to the applicant. The certificate shall contain the conclusions of the examination, conditions for its validity, the necessary data for identification of the approved design and, if relevant, a description of the product's functioning.The time period of validity shall be no longer than five years.

6.5.

The applicant must keep the notified body that has issued the EC design examination certificate informed of any modification to the approved design. Modifications to the approved design must receive additional approval from the notified body that issued the EC design examination certificate where such changes may affect the conformity with the requirements of the TSI or the prescribed conditions for use of the product. In this case the notified body shall perform only those examinations and tests that are relevant and necessary to the change(s). This additional approval shall be given in the form of an addition to the original EC design examination certificate.

6.6.

If no modifications as in point 6.4 have been made, the validity of an expiring certificate can be extended for another period of validity. The applicant will apply for such a prolongation by a written confirmation that no such modifications have been made, and the notified body issues a prolongation for another period of validity as in point 6.3 if no contrary information exists. This procedure can be reiterated.

	7.	Each notified body must communicate to the other notified bodies the relevant information concerning the quality management system approvals and the EC design examination certificates, which it has issued, withdrawn or refused.The other notified bodies may receive on request copies of:—the quality management system approvals and additional approvals issued and—the EC design examination certificates and additions issued	—	the quality management system approvals and additional approvals issued and	—	the EC design examination certificates and additions issued
—	the quality management system approvals and additional approvals issued and
—	the EC design examination certificates and additions issued

—	the quality management system approvals and additional approvals issued and

—	the EC design examination certificates and additions issued

	8.	The manufacturer or his authorised representative established within the Community must draw up the EC declaration of conformity of the interoperability constituent.The content of this declaration shall include at least the information indicated in Annex IV(3) of Directives 96/48/EC or 2001/16/EC. The EC declaration of conformity and its accompanying documents must be dated and signed.The declaration must be written in the same language as the technical documentation and must contain the following:—the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),—the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),—description of interoperability constituent (make, type, etc.),—description of the procedure (module) followed in order to declare conformity,—all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,—name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,—reference to the TSI and any other relevant TSI and where appropriate to European specifications,—identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.The certificates to be referred to are:—the quality management system approval and surveillance reports indicated in point 3 and 4,—the EC design examination certificate and its additions.	—	the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),	—	the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),	—	description of interoperability constituent (make, type, etc.),	—	description of the procedure (module) followed in order to declare conformity,	—	all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,	—	name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,	—	reference to the TSI and any other relevant TSI and where appropriate to European specifications,	—	identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.	—	the quality management system approval and surveillance reports indicated in point 3 and 4,	—	the EC design examination certificate and its additions.
—	the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),
—	the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),
—	description of interoperability constituent (make, type, etc.),
—	description of the procedure (module) followed in order to declare conformity,
—	all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,
—	name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,
—	reference to the TSI and any other relevant TSI and where appropriate to European specifications,
—	identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.
—	the quality management system approval and surveillance reports indicated in point 3 and 4,
—	the EC design examination certificate and its additions.

—	the Directive references (Directives 96/48/EC or 2001/16/EC and other directives to which the interoperability constituent may be subject),

—	the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of an authorised representative also give the trade name of the manufacturer or constructor),

—	description of interoperability constituent (make, type, etc.),

—	description of the procedure (module) followed in order to declare conformity,

—	all of the relevant descriptions met by the interoperability constituent and in particular any conditions of use,

—	name and address of notified body (bodies) involved in the procedure followed in respect of conformity and date of certificates together with the duration and conditions of validity of the certificates,

—	reference to the TSI and any other relevant TSI and where appropriate to European specifications,

—	identification of the signatory empowered to enter into commitments on behalf of the manufacturer or of his authorised representative established within the Community.

—	the quality management system approval and surveillance reports indicated in point 3 and 4,

—	the EC design examination certificate and its additions.

9.

The manufacturer or his authorised representative established within the Community must keep a copy of the EC declaration of conformity for a period of 10 years after the last interoperability constituent has been manufactured.Where neither the manufacturer nor his authorised representative is established within the Community, the obligation to keep the technical documentation available is the responsibility of the person who places the interoperability constituent on the Community market.

10.

If additional to the EC declaration of conformity an EC declaration of suitability for use for the interoperability constituent is requested in the TSI, this declaration has to be added, after being issued by the manufacturer under the conditions of Module V.

	1.	This module describes the EC verification procedure whereby a notified body checks and certifies at the request of an contracting entity or its authorised representative established within the Community, that a type of a control-command subsystem, representative of the production envisaged,—complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(7)of Directive 2001/16/EC(8)have been met—complies with the other regulations deriving from the Treaty.The type examination defined by this module could include specific assessment phases — design review, type test or review of manufacturing process, which are specified in the relevant TSI.	—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(7)of Directive 2001/16/EC(8)have been met	—	complies with the other regulations deriving from the Treaty.
—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(7)of Directive 2001/16/EC(8)have been met
—	complies with the other regulations deriving from the Treaty.

—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(7)of Directive 2001/16/EC(8)have been met

—	complies with the other regulations deriving from the Treaty.

	2.	The contracting entity(9)must lodge an application for EC verification (through type examination) of the subsystem with a notified body of his choice.The application must include :—name and address of the contracting entity or its authorised representative,—the technical documentation, as described in point 3.	—	name and address of the contracting entity or its authorised representative,	—	the technical documentation, as described in point 3.
—	name and address of the contracting entity or its authorised representative,
—	the technical documentation, as described in point 3.

—	name and address of the contracting entity or its authorised representative,

—	the technical documentation, as described in point 3.

	3.	The applicant must place at the disposal of the notified body a specimen of the subsystem(10), representative of the production envisaged and hereinafter called ‘type’.A type may cover several versions of the subsystem provided that the differences between the versions do not affect the provisions of the TSI.The notified body may request further specimens if needed for carrying out the test programme.If so required for specific test or examination methods and specified in the TSI or in the European specification(11)referenced to in the TSI, a specimen or specimens of a subassembly or assembly or a specimen of the subsystem in a pre-assembled condition shall to be provided.The technical documentation and specimen(s) must enable the design, manufacture, installation, maintenance and operation of the subsystem to be understood, and shall enable conformity with the provisions of the TSI to be assessed.The technical documentation must include:—a general description of the subsystem, overall design and structure,—the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI—conceptual design and manufacturing information, for example drawings, schemes of components, subassemblies, assemblies, circuits, etc.,—descriptions and explanations necessary for the understanding of the design and manufacturing information, the maintenance and the operation of the subsystem,—the technical specifications, including European specifications, that have been applied,—any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant clauses have not been applied in full,—a list of the interoperability constituents to be incorporated into the subsystem,—copies of the EC declarations of conformity or suitability for use of interoperability constituents and all the necessary elements defined in annex VI of the directives,—evidence of conformity with regulations deriving from the treaty (including certificates),—technical documentation regarding the manufacture and the assembly of the subsystem,—a list of manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,—conditions for use of the subsystem (restrictions of running time or distance, wear limits etc),—conditions for maintenance and technical documentation regarding the maintenance of the subsystem,—any technical requirement that must be taken into account during production, maintenance or operation of the subsystem,—results of design calculations made, examinations carried out, etc.—test reports.If the TSI requires further information for the technical documentation, this shall be included.	—	a general description of the subsystem, overall design and structure,	—	the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI	—	conceptual design and manufacturing information, for example drawings, schemes of components, subassemblies, assemblies, circuits, etc.,	—	descriptions and explanations necessary for the understanding of the design and manufacturing information, the maintenance and the operation of the subsystem,	—	the technical specifications, including European specifications, that have been applied,	—	any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant clauses have not been applied in full,	—	a list of the interoperability constituents to be incorporated into the subsystem,	—	copies of the EC declarations of conformity or suitability for use of interoperability constituents and all the necessary elements defined in annex VI of the directives,	—	evidence of conformity with regulations deriving from the treaty (including certificates),	—	technical documentation regarding the manufacture and the assembly of the subsystem,	—	a list of manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,	—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc),	—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem,	—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem,	—	results of design calculations made, examinations carried out, etc.	—	test reports.
—	a general description of the subsystem, overall design and structure,
—	the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI
—	conceptual design and manufacturing information, for example drawings, schemes of components, subassemblies, assemblies, circuits, etc.,
—	descriptions and explanations necessary for the understanding of the design and manufacturing information, the maintenance and the operation of the subsystem,
—	the technical specifications, including European specifications, that have been applied,
—	any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant clauses have not been applied in full,
—	a list of the interoperability constituents to be incorporated into the subsystem,
—	copies of the EC declarations of conformity or suitability for use of interoperability constituents and all the necessary elements defined in annex VI of the directives,
—	evidence of conformity with regulations deriving from the treaty (including certificates),
—	technical documentation regarding the manufacture and the assembly of the subsystem,
—	a list of manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,
—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc),
—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem,
—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem,
—	results of design calculations made, examinations carried out, etc.
—	test reports.

—	a general description of the subsystem, overall design and structure,

—	the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI

—	conceptual design and manufacturing information, for example drawings, schemes of components, subassemblies, assemblies, circuits, etc.,

—	descriptions and explanations necessary for the understanding of the design and manufacturing information, the maintenance and the operation of the subsystem,

—	the technical specifications, including European specifications, that have been applied,

—	any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant clauses have not been applied in full,

—	a list of the interoperability constituents to be incorporated into the subsystem,

—	copies of the EC declarations of conformity or suitability for use of interoperability constituents and all the necessary elements defined in annex VI of the directives,

—	evidence of conformity with regulations deriving from the treaty (including certificates),

—	technical documentation regarding the manufacture and the assembly of the subsystem,

—	a list of manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,

—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc),

—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem,

—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem,

—	results of design calculations made, examinations carried out, etc.

—	test reports.

4.

The notified body must:

4.1.

Examine the technical documentation;

4.2.

Verify that the specimen(s) of the subsystem or of assemblies or subassemblies of the subsystem, has (have) been manufactured in conformity with the technical documentation, and carry out or have carried out the type tests in accordance with the provisions of the TSI and the appropriate European specifications. Such manufacture shall be verified using an appropriate assessment module;

4.3.

Where a design review is requested in the TSI, perform an examination of the design methods, the design tools and the design results to evaluate their capability to fulfil the requirements for conformity for the subsystem at the completion of the design process;

4.4.

Identify the elements which have been designed in accordance with the relevant provisions of the TSI and the European specifications as well as the elements which have been designed without applying the relevant provisions of those European specifications;

4.5.

Perform or have performed the appropriate examinations and necessary tests in accordance with points 4.2. and 4.3 to establish where the relevant European specifications have been chosen, these have actually been applied;

4.6.

Perform or have performed the appropriate examinations and necessary tests in accordance with point 4.2. and 4.3. to establish whether the solutions adopted meet the requirements of the TSI when the appropriate European specifications have not been applied;

4.7.

Agree with the applicant the location where the examinations and necessary tests will be carried out.

5.

Where the type meets the provisions of the TSI, the notified body shall issue a type-examination certificate to the applicant. The certificate shall contain the name and address of the contracting entity and the manufacturer(s) indicated in the technical documentation, conclusions of the examination, conditions for its validity and the necessary data for identification of the approved type.A list of the relevant parts of the technical documentation must be annexed to the certificate and a copy kept by the notified body.If the contracting entity is denied a type-examination certificate, the notified body must provide detailed reasons for such denial.Provision must be made for an appeals procedure.

6.

Each notified body must communicate to the other notified bodies the relevant information concerning the type-examination certificates issued, withdrawn or refused.

7.

The other notified bodies may receive on request copies of the type-examination certificates issued and/or their additions. The annexes to the certificates must be kept at the disposal of the other notified bodies.

8.

The contracting entity must keep with the technical documentation copies of type-examination certificates and any additions throughout the service life of the subsystem. It must be sent to any other Member State which so requests.

9.

The applicant must inform the notified body that holds the technical documentation concerning the type-examination certificate of all modifications which may affect the conformity with the requirements of the TSI or the prescribed conditions for use of the subsystem. The subsystem must receive additional approval in such cases. This additional approval may be given either in the form of an addition to the original type-examination certificate, or by issue of a new certificate after withdrawal of the old certificate.

	1.	This module describes the EC verification procedure whereby a notified body checks and certifies, at the request of an contracting entity or its authorised representative established within the Community, that a control-command subsystem, for which already a type-examination certificate has been issued by a notified body:—complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(12)of Directive 2001/16/EC(13)have been met,—complies with the other regulations deriving from the Treaty,and may be placed in service.	—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(12)of Directive 2001/16/EC(13)have been met,	—	complies with the other regulations deriving from the Treaty,
—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(12)of Directive 2001/16/EC(13)have been met,
—	complies with the other regulations deriving from the Treaty,

—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(12)of Directive 2001/16/EC(13)have been met,

—	complies with the other regulations deriving from the Treaty,

	2.	The notified body carries out the procedure, under the condition, that:—the type examination certificate issued prior to the assessment remains valid for the subsystem subject to the application,—the contracting entity(14)and the main contractors involved are satisfying the obligations of point 3.—the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);—it does not refer to manufacturer sub contractors supplying components and interoperability constituents.	—	the type examination certificate issued prior to the assessment remains valid for the subsystem subject to the application,	—	the contracting entity(14)and the main contractors involved are satisfying the obligations of point 3.—the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);—it does not refer to manufacturer sub contractors supplying components and interoperability constituents.	—	the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);	—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),	—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);	—	it does not refer to manufacturer sub contractors supplying components and interoperability constituents.
—	the type examination certificate issued prior to the assessment remains valid for the subsystem subject to the application,
—	the contracting entity(14)and the main contractors involved are satisfying the obligations of point 3.—the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);—it does not refer to manufacturer sub contractors supplying components and interoperability constituents.	—	the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);	—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),	—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);	—	it does not refer to manufacturer sub contractors supplying components and interoperability constituents.
—	the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);	—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),	—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);
—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),
—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);
—	it does not refer to manufacturer sub contractors supplying components and interoperability constituents.

—	the type examination certificate issued prior to the assessment remains valid for the subsystem subject to the application,

—	the contracting entity(14)and the main contractors involved are satisfying the obligations of point 3.—the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);—it does not refer to manufacturer sub contractors supplying components and interoperability constituents.	—	the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);	—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),	—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);	—	it does not refer to manufacturer sub contractors supplying components and interoperability constituents.
—	the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);	—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),	—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);
—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),
—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);
—	it does not refer to manufacturer sub contractors supplying components and interoperability constituents.

—	the ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);	—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),	—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);
—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),
—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);

—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),

—	other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem);

—	it does not refer to manufacturer sub contractors supplying components and interoperability constituents.

3.

For the subsystem that is subject of the EC verification procedure, the contracting entity, or the main contractors when employed, shall operate an approved quality management system for manufacture and final product inspection and testing as specified in point 5 and which shall be subject to surveillance as specified in point 6.When the contracting entity itself is responsible for the whole subsystem project (including in particular responsibility for subsystem integration), or the contracting entity is directly involved in the production (including assembly and installation), it has to operate an approved quality management system for those activities, which shall be subject to surveillance as specified in point 6.If a main contractor is responsible for the whole subsystem project (including in particular responsibility for subsystem integration), it must operate in any case an approved quality management system for manufacture and final product inspection and testing, which shall be subject to surveillance as specified in point 6.

4.

EC verification procedure

4.1.

The contracting entity must lodge an application for EC verification of the subsystem (through production quality management system), including co-ordination of the surveillance of the quality management systems, as under point 5.3 and 6.5. with a notified body of its choice. The contracting entity must inform the manufacturers involved of this choice and of the application.

	4.2.	The application must enable the design, manufacture, assembly, installation, maintenance and operation of the subsystem to be understood, and shall enable conformity with the type as described in the type-examination certificate and the requirements of the TSI to be assessed.The application must include:—name and address of the contracting entity or its authorised representative,—the technical documentation regarding the approved type, including the type examination certificate, as issued after completion of the procedure defined in Module SB (type-examination),and, if not included in this documentation,—a general description of the subsystem, its overall design and structure,—the technical specifications, including European specifications, that have been applied,—any necessary supporting evidence for the use of the above specifications, in particular where these European specifications, and the relevant clauses have not been applied in full. This supporting evidence must include the results of tests carried out by the appropriate laboratory of the manufacturer or on his behalf.—The Infrastructure and/or Rolling Stock(subsystem) Register, including all information as specified in the TSI,—the technical documentation regarding the manufacture and the assembly of the subsystem,—evidence of conformity to other regulations deriving from the treaty (including certificates) for the production phase—a list of the interoperability constituents to be incorporated into the subsystem,—copies of the EC declarations of conformity or suitability for use with which the constituents must be provided, and all the necessary elements defined in annex VI of the directives,—a list of manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,—the demonstration, that all stages, as mentioned under point 5.2, are covered by quality management systems of the contracting entity, if involved, and/or of the main contractors, and the evidence of their effectiveness,—indication of the notified body, responsible for the approval and surveillance of these quality management systems.	—	name and address of the contracting entity or its authorised representative,	—	the technical documentation regarding the approved type, including the type examination certificate, as issued after completion of the procedure defined in Module SB (type-examination),	—	a general description of the subsystem, its overall design and structure,	—	the technical specifications, including European specifications, that have been applied,	—	any necessary supporting evidence for the use of the above specifications, in particular where these European specifications, and the relevant clauses have not been applied in full. This supporting evidence must include the results of tests carried out by the appropriate laboratory of the manufacturer or on his behalf.	—	The Infrastructure and/or Rolling Stock(subsystem) Register, including all information as specified in the TSI,	—	the technical documentation regarding the manufacture and the assembly of the subsystem,	—	evidence of conformity to other regulations deriving from the treaty (including certificates) for the production phase	—	a list of the interoperability constituents to be incorporated into the subsystem,	—	copies of the EC declarations of conformity or suitability for use with which the constituents must be provided, and all the necessary elements defined in annex VI of the directives,	—	a list of manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,	—	the demonstration, that all stages, as mentioned under point 5.2, are covered by quality management systems of the contracting entity, if involved, and/or of the main contractors, and the evidence of their effectiveness,	—	indication of the notified body, responsible for the approval and surveillance of these quality management systems.
—	name and address of the contracting entity or its authorised representative,
—	the technical documentation regarding the approved type, including the type examination certificate, as issued after completion of the procedure defined in Module SB (type-examination),
—	a general description of the subsystem, its overall design and structure,
—	the technical specifications, including European specifications, that have been applied,
—	any necessary supporting evidence for the use of the above specifications, in particular where these European specifications, and the relevant clauses have not been applied in full. This supporting evidence must include the results of tests carried out by the appropriate laboratory of the manufacturer or on his behalf.
—	The Infrastructure and/or Rolling Stock(subsystem) Register, including all information as specified in the TSI,
—	the technical documentation regarding the manufacture and the assembly of the subsystem,
—	evidence of conformity to other regulations deriving from the treaty (including certificates) for the production phase
—	a list of the interoperability constituents to be incorporated into the subsystem,
—	copies of the EC declarations of conformity or suitability for use with which the constituents must be provided, and all the necessary elements defined in annex VI of the directives,
—	a list of manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,
—	the demonstration, that all stages, as mentioned under point 5.2, are covered by quality management systems of the contracting entity, if involved, and/or of the main contractors, and the evidence of their effectiveness,
—	indication of the notified body, responsible for the approval and surveillance of these quality management systems.

—	name and address of the contracting entity or its authorised representative,

—	the technical documentation regarding the approved type, including the type examination certificate, as issued after completion of the procedure defined in Module SB (type-examination),

—	a general description of the subsystem, its overall design and structure,

—	the technical specifications, including European specifications, that have been applied,

—

any necessary supporting evidence for the use of the above specifications, in particular where these European specifications, and the relevant clauses have not been applied in full. This supporting evidence must include the results of tests carried out by the appropriate laboratory of the manufacturer or on his behalf.

—	The Infrastructure and/or Rolling Stock(subsystem) Register, including all information as specified in the TSI,

—	the technical documentation regarding the manufacture and the assembly of the subsystem,

—	evidence of conformity to other regulations deriving from the treaty (including certificates) for the production phase

—	a list of the interoperability constituents to be incorporated into the subsystem,

—	copies of the EC declarations of conformity or suitability for use with which the constituents must be provided, and all the necessary elements defined in annex VI of the directives,

—	a list of manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,

—	the demonstration, that all stages, as mentioned under point 5.2, are covered by quality management systems of the contracting entity, if involved, and/or of the main contractors, and the evidence of their effectiveness,

—	indication of the notified body, responsible for the approval and surveillance of these quality management systems.

4.3.

The notified body shall fist examine the application concerning the validity of the type examination and the type examination certificate.If the notified body considers the type examination certificate no longer remains valid or is not appropriate and that a new type examination is necessary, it shall justify its decision.

5.

Quality management system

	5.1.	The contracting entity, if involved, and the main contractors, when employed, must lodge an application for assessment of their quality management systems with a notified body of their choice.The application must include:—all relevant information for the subsystem envisaged,—the quality management system documentation.—the technical documentation of the approved type and a copy of the type examination certificate, issued after the completion of the type examination procedure of Module SB (type-examination).For those only involved in a part of the subsystem project, the information to be provided is only that for the relevant part.	—	all relevant information for the subsystem envisaged,	—	the quality management system documentation.	—	the technical documentation of the approved type and a copy of the type examination certificate, issued after the completion of the type examination procedure of Module SB (type-examination).
—	all relevant information for the subsystem envisaged,
—	the quality management system documentation.
—	the technical documentation of the approved type and a copy of the type examination certificate, issued after the completion of the type examination procedure of Module SB (type-examination).

—	all relevant information for the subsystem envisaged,

—	the quality management system documentation.

—	the technical documentation of the approved type and a copy of the type examination certificate, issued after the completion of the type examination procedure of Module SB (type-examination).

	5.2.	For the contracting entity or the main contractor responsible for the whole subsystem project, the quality management systems shall ensure overall compliance of the subsystem with the type as described in the type-examination certificate and overall compliance of the subsystem with the requirements of the TSI. For other main contractor, their quality management system(s) has (have) to ensure compliance of their relevant contribution to the subsystem with the type as described in the type-examination certificate and with the requirements of the TSI.All the elements, requirements and provisions adopted by the applicant(s) must be documented in a systematic and orderly manner in the form of written policies, procedures and instructions. This quality management system documentation shall ensure a common understanding of the quality policies and procedures such as quality programmes, plans, manuals and records.It must contain in particular an adequate description of the following items:—for all applicant(s):—the quality objectives and the organisational structure,—the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,—the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,—and also for the contracting entity or the main contractor responsible for the whole subsystem project:—responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.The examinations, tests and checking shall cover all of the following stages:—structure of subsystem, including, in particular, civil-engineering activities, constituent assembly, final adjustment,—final testing of the subsystem,—and, where specified in the TSI, the validation under full operation conditions.	—	for all applicant(s):—the quality objectives and the organisational structure,—the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,—the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	the quality objectives and the organisational structure,	—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,	—	the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,	—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	and also for the contracting entity or the main contractor responsible for the whole subsystem project:—responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.	—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.	—	structure of subsystem, including, in particular, civil-engineering activities, constituent assembly, final adjustment,	—	final testing of the subsystem,	—	and, where specified in the TSI, the validation under full operation conditions.
—	for all applicant(s):—the quality objectives and the organisational structure,—the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,—the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	the quality objectives and the organisational structure,	—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,	—	the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,	—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,
—	the quality objectives and the organisational structure,
—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,
—	the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,
—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,
—	and also for the contracting entity or the main contractor responsible for the whole subsystem project:—responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.	—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.
—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.
—	structure of subsystem, including, in particular, civil-engineering activities, constituent assembly, final adjustment,
—	final testing of the subsystem,
—	and, where specified in the TSI, the validation under full operation conditions.

—	for all applicant(s):—the quality objectives and the organisational structure,—the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,—the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	the quality objectives and the organisational structure,	—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,	—	the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,	—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,
—	the quality objectives and the organisational structure,
—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,
—	the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,
—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,

—	the quality objectives and the organisational structure,

—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,

—	the examinations, checks and tests that will be carried out before, during and after manufacture, assembly and installation, and the frequency with which they will be carried out,

—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,

—	and also for the contracting entity or the main contractor responsible for the whole subsystem project:—responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.	—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.
—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.

—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.

—	structure of subsystem, including, in particular, civil-engineering activities, constituent assembly, final adjustment,

—	final testing of the subsystem,

—	and, where specified in the TSI, the validation under full operation conditions.

	5.3.	The notified body chosen by the contracting entity must examine, if all stages of the subsystem as mentioned under point 5.2 are sufficiently and properly covered by the approval and surveillance of the quality management system(s) of the applicant(s)(15).If the conformity of the subsystem with the type as described in the type-examination certificate and the compliance of the subsystem with the requirements of the TSI is based on more than one quality management system, the notified body shall examine in particular:—if the relations and interfaces between the quality management systems are clearly documented,—and if overall responsibilities and powers of the management for the compliance of the whole entire subsystem for the main contractors are sufficiently and properly defined.	—	if the relations and interfaces between the quality management systems are clearly documented,	—	and if overall responsibilities and powers of the management for the compliance of the whole entire subsystem for the main contractors are sufficiently and properly defined.
—	if the relations and interfaces between the quality management systems are clearly documented,
—	and if overall responsibilities and powers of the management for the compliance of the whole entire subsystem for the main contractors are sufficiently and properly defined.

—	if the relations and interfaces between the quality management systems are clearly documented,

—	and if overall responsibilities and powers of the management for the compliance of the whole entire subsystem for the main contractors are sufficiently and properly defined.

5.4.

The notified body referenced to in point 5.1. must assess the quality management system to determine whether it satisfies the requirements referenced in point 5.2. It presumes compliance with these requirements if the manufacturer implements a quality system for production, final product inspection and testing in respect of the standard EN/ISO 9001 — 2000, which takes into consideration the specificity of the interoperability constituent which it is implemented.When an applicant operates a certified quality management system, the notified body shall take this into account in the assessment.The audit shall be specific for the subsystem concerned, taking into consideration the specific contribution of the applicant to the subsystem. The auditing team must have at least one member experienced as an assessor in the subsystem technology concerned.The evaluation procedure shall include an assessment visit to the applicant's premises.The decision must be notified to the applicant. The notification must contain the conclusions of the examination and the reasoned assessment decision.

5.5.

The contracting entity, if involved, and the main contractors shall undertake to fulfil the obligations arising out of the quality management system as approved and to uphold it so that it remains adequate and efficient.They must keep the notified body that has approved the quality management system, informed of any significant change that will affect the fulfilment of the TSI requirements by the subsystem.The notified body must evaluate the modifications proposed and decide whether the amended quality management system will still satisfy the requirements referenced in point 5.2 or whether a re-assessment is required.lt must notify its decision to the applicant. The notification shall contain the conclusions of the examination and the reasoned assessment decision.

6.

Surveillance of the quality management system(s) under the responsibility of the notified body

6.1.

The purpose of surveillance is to make sure that the contracting entity, if involved, and the main contractors, duly fulfil the obligations arising out of the approved quality management system.

	6.2.	The contracting entity, if involved, and the main contractors must send to the notified body referenced in point 5.1 (or have sent) all the documents needed for that purpose including the implementation plans and technical records concerning the subsystem (as far as relevant for the specific contribution of the applicants to the subsystem), in particular:—the quality management system documentation, including the particular means implemented to ensure that:—for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,—for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,—the quality records as foreseen by the manufacturing part (including assembly and installation) of the quality management system, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.	—	the quality management system documentation, including the particular means implemented to ensure that:—for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,—for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,	—	for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,	—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,	—	the quality records as foreseen by the manufacturing part (including assembly and installation) of the quality management system, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.
—	the quality management system documentation, including the particular means implemented to ensure that:—for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,—for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,	—	for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,	—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,
—	for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,
—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,
—	the quality records as foreseen by the manufacturing part (including assembly and installation) of the quality management system, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.

—	the quality management system documentation, including the particular means implemented to ensure that:—for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,—for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,	—	for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,	—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,
—	for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,
—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,

—	for the contracting entity or main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,

—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,

—	the quality records as foreseen by the manufacturing part (including assembly and installation) of the quality management system, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.

6.3.

The notified body must periodically carry out audits to make sure that the contracting entity, if involved, and the main contractors, maintain and apply the quality management system and must provide an audit report to them. When those operate a certified quality management system, the notified body shall take this into account in the surveillance.The frequency of the audits shall be at least once a year, with at least one audit during the time period of performing relevant activities (manufacture, assembly or installation) of the subsystem being the subject of the EC verification procedure mentioned under point 8.

6.4.

Additionally the notified body may pay unexpected visits to the relevant sites of the applicant(s). At the time of such visits, the notified body may conduct complete or partial audits and may carry out or cause to be carried out tests, in order to check the proper functioning of the quality management system where necessary. It must provide the applicant(s) with an inspection report and also, audit and/or test reports, as appropriate.

	6.5.	The notified body chosen by the contracting entity and responsible for the EC verification, if not carrying out the surveillance of all the quality management system(s) concerned, must co ordinate the surveillance activities of any other notified body responsible for that task, in order:—to be ensured that correct management of interfaces between the different quality management systems relating to subsystem integration has been performed,—to collect, in liaison with the contracting entity, the necessary elements for the assessment to guarantee the consistency and the overall supervision of the different quality management systems.This coordination includes the rights of the notified body:—to receive all documentation (approval and surveillance), issued by the other notified bodies,—to witness the surveillance audits in point 6.3,—to initiate additional audits as in point 6.4 under its responsibility and together with the other notified bodies.	—	to be ensured that correct management of interfaces between the different quality management systems relating to subsystem integration has been performed,	—	to collect, in liaison with the contracting entity, the necessary elements for the assessment to guarantee the consistency and the overall supervision of the different quality management systems.	—	to receive all documentation (approval and surveillance), issued by the other notified bodies,	—	to witness the surveillance audits in point 6.3,	—	to initiate additional audits as in point 6.4 under its responsibility and together with the other notified bodies.
—	to be ensured that correct management of interfaces between the different quality management systems relating to subsystem integration has been performed,
—	to collect, in liaison with the contracting entity, the necessary elements for the assessment to guarantee the consistency and the overall supervision of the different quality management systems.
—	to receive all documentation (approval and surveillance), issued by the other notified bodies,
—	to witness the surveillance audits in point 6.3,
—	to initiate additional audits as in point 6.4 under its responsibility and together with the other notified bodies.

—	to be ensured that correct management of interfaces between the different quality management systems relating to subsystem integration has been performed,

—	to collect, in liaison with the contracting entity, the necessary elements for the assessment to guarantee the consistency and the overall supervision of the different quality management systems.

—	to receive all documentation (approval and surveillance), issued by the other notified bodies,

—	to witness the surveillance audits in point 6.3,

—	to initiate additional audits as in point 6.4 under its responsibility and together with the other notified bodies.

7.

The notified body as referenced in point 5.1. must have entrance for inspection purposes, audit and surveillance to the locations of building sites, production workshops, locations of assembly and installations, storage areas and where appropriate, prefabrication and testing facilities and, more general, to all premises which it considers necessary in order to carry out its tasks, in accordance with the applicant's specific contribution to the subsystem project.

	8.	The contracting entity, if involved, and the main contractors must, for a period of 10 years after the last subsystem has been manufactured, keep at the disposal of the national authorities:—the documentation referenced in the second indent of the second subparagraph of point 5.1,—the updating referenced in the second subparagraph of point 5.5,—the decisions and reports from the notified body, which are, referenced in points 5.4, 5.5 and 6.4.	—	the documentation referenced in the second indent of the second subparagraph of point 5.1,	—	the updating referenced in the second subparagraph of point 5.5,	—	the decisions and reports from the notified body, which are, referenced in points 5.4, 5.5 and 6.4.
—	the documentation referenced in the second indent of the second subparagraph of point 5.1,
—	the updating referenced in the second subparagraph of point 5.5,
—	the decisions and reports from the notified body, which are, referenced in points 5.4, 5.5 and 6.4.

—	the documentation referenced in the second indent of the second subparagraph of point 5.1,

—	the updating referenced in the second subparagraph of point 5.5,

—	the decisions and reports from the notified body, which are, referenced in points 5.4, 5.5 and 6.4.

9.

Where the subsystem meets the requirements of the TSI, the notified body must then, based on the type examination and the approval and surveillance of the quality management system(s), draw up the certificate of conformity intended for the contracting entity, who shall in turn draw up the EC declaration of verification intended for the supervisory authority in the Member State within which the subsystem is located and/or operates.The EC declaration of verification and the accompanying documents must be dated and signed. The declaration must be written in the same language of the technical file and must contain at least the information included in Annex V of the Directive.

	10.	The notified body chosen by the contracting entity shall be responsible for compiling the technical file that has to accompany the EC declaration of verification. The technical file shall include at least the information indicated in the Article 18(3) of the Directive, and in particular as follows:—all necessary documents relating to the characteristics of the subsystem,—a list of interoperability constituents incorporated into the subsystem,—copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which said constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,—all elements relating to the maintenance, the conditions and limits for use of the subsystem,—all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,—the type-examination certificate for the subsystem and the accompanying technical documentation as defined in the Module SB (type-examination),—evidence of conformity with other regulations deriving from the treaty (including certificates)—certificate of conformity of the notified body as mentioned under point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of the activities and not withdrawn. The certificate should also be accompanied by the inspection and audit reports drawn up in connection with the verification, as mentioned in points 6.3 and 6.4 and in particular:—the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI.	—	all necessary documents relating to the characteristics of the subsystem,	—	a list of interoperability constituents incorporated into the subsystem,	—	copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which said constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,	—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,	—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,	—	the type-examination certificate for the subsystem and the accompanying technical documentation as defined in the Module SB (type-examination),	—	evidence of conformity with other regulations deriving from the treaty (including certificates)	—	certificate of conformity of the notified body as mentioned under point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of the activities and not withdrawn. The certificate should also be accompanied by the inspection and audit reports drawn up in connection with the verification, as mentioned in points 6.3 and 6.4 and in particular:	—	the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI.
—	all necessary documents relating to the characteristics of the subsystem,
—	a list of interoperability constituents incorporated into the subsystem,
—	copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which said constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,
—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,
—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,
—	the type-examination certificate for the subsystem and the accompanying technical documentation as defined in the Module SB (type-examination),
—	evidence of conformity with other regulations deriving from the treaty (including certificates)
—	certificate of conformity of the notified body as mentioned under point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of the activities and not withdrawn. The certificate should also be accompanied by the inspection and audit reports drawn up in connection with the verification, as mentioned in points 6.3 and 6.4 and in particular:
—	the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI.

—	all necessary documents relating to the characteristics of the subsystem,

—	a list of interoperability constituents incorporated into the subsystem,

—

copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which said constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,

—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,

—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,

—	the type-examination certificate for the subsystem and the accompanying technical documentation as defined in the Module SB (type-examination),

—	evidence of conformity with other regulations deriving from the treaty (including certificates)

—

certificate of conformity of the notified body as mentioned under point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of the activities and not withdrawn. The certificate should also be accompanied by the inspection and audit reports drawn up in connection with the verification, as mentioned in points 6.3 and 6.4 and in particular:

—	the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI.

11.

Each notified body must communicate to the other notified bodies the relevant information concerning the quality management system approvals issued, withdrawn or refused.The other notified bodies may receive on request copies of the quality management system approvals issued.

12.

The records accompanying the certificate of conformity must be lodged with the contracting entity.The contracting entity within the Community must keep a copy of the technical file throughout the service life of the subsystem; it must be sent to any other Member State which so requests.

	1.	This module describes the EC verification procedure whereby a notified body checks and certifies at the request of an contracting entity or its authorised representative established within the Community, that a control-command subsystem, for which a type-examination certificate has already been issued by a notified body,—complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(16)of Directive 2001/16/EC(17)have been met—complies with the other regulations deriving from the Treaty and may be placed into service.	—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(16)of Directive 2001/16/EC(17)have been met	—	complies with the other regulations deriving from the Treaty and may be placed into service.
—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(16)of Directive 2001/16/EC(17)have been met
—	complies with the other regulations deriving from the Treaty and may be placed into service.

—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(16)of Directive 2001/16/EC(17)have been met

—	complies with the other regulations deriving from the Treaty and may be placed into service.

	2.	The contracting entity(18)must lodge an application for EC verification (through product verification) of the subsystem with a notified body of his choice.The application shall include:—The name and address of the contracting entity or its authorised representative—the technical documentation.	—	The name and address of the contracting entity or its authorised representative	—	the technical documentation.
—	The name and address of the contracting entity or its authorised representative
—	the technical documentation.

—	The name and address of the contracting entity or its authorised representative

—	the technical documentation.

3.

Within that part of the procedure the contracting entity checks and attests that the subsystem concerned is in conformity with the type as described in the type examination certificate and satisfies the requirements of the TSI that apply to it.The notified body shall carrying out the procedure under the condition that the type examination certificate issued prior to the assessment remains valid for the subsystem subject to the application.

4.

The contracting entity must take all measures necessary in order that the manufacturing process (including assembly and integration of interoperability constituents by main contractors(19)when employed) ensures conformity of the subsystem with the type as described in the type-examination certificate and with the requirements of the TSI that apply to it.

	5.	The application must enable the design, manufacture, installation, maintenance and operation of the subsystem to be understood, and shall enable conformity with the type as described in the type-examination certificate and the requirements of the TSI to be assessed.The application must include:—the technical documentation regarding the approved type, including the type examination certificate, as issued after completion of the procedure defined in Module SB (type-examination),and, if not included in this documentation:—a general description of the subsystem, overall design and structure,—the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,—conceptual design and manufacturing information, for example drawings, schemes of components, subassemblies, assemblies, circuits, etc.,—the technical documentation regarding the manufacture and the assembly of the subsystem,—the technical specifications, including European specification, that have been applied,—any necessary supporting evidence for the use of the above specifications, in particular where these European specification and the relevant clauses have not been applied in full,—evidence of conformity to other regulations deriving from the treaty (including certificates) for the production phase,—a list of the interoperability constituents, to be incorporated into the subsystem,—copies of the EC declarations of conformity or suitability for use with which said constituents must be provided and all the necessary elements defined in annex VI of the directives,—a list of manufacturers involved in the subsystem's design, manufacture, assembly and installation,If the TSI requires further information for the technical documentation, this shall be included.	—	the technical documentation regarding the approved type, including the type examination certificate, as issued after completion of the procedure defined in Module SB (type-examination),	—	a general description of the subsystem, overall design and structure,	—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,	—	conceptual design and manufacturing information, for example drawings, schemes of components, subassemblies, assemblies, circuits, etc.,	—	the technical documentation regarding the manufacture and the assembly of the subsystem,	—	the technical specifications, including European specification, that have been applied,	—	any necessary supporting evidence for the use of the above specifications, in particular where these European specification and the relevant clauses have not been applied in full,	—	evidence of conformity to other regulations deriving from the treaty (including certificates) for the production phase,	—	a list of the interoperability constituents, to be incorporated into the subsystem,	—	copies of the EC declarations of conformity or suitability for use with which said constituents must be provided and all the necessary elements defined in annex VI of the directives,	—	a list of manufacturers involved in the subsystem's design, manufacture, assembly and installation,
—	the technical documentation regarding the approved type, including the type examination certificate, as issued after completion of the procedure defined in Module SB (type-examination),
—	a general description of the subsystem, overall design and structure,
—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,
—	conceptual design and manufacturing information, for example drawings, schemes of components, subassemblies, assemblies, circuits, etc.,
—	the technical documentation regarding the manufacture and the assembly of the subsystem,
—	the technical specifications, including European specification, that have been applied,
—	any necessary supporting evidence for the use of the above specifications, in particular where these European specification and the relevant clauses have not been applied in full,
—	evidence of conformity to other regulations deriving from the treaty (including certificates) for the production phase,
—	a list of the interoperability constituents, to be incorporated into the subsystem,
—	copies of the EC declarations of conformity or suitability for use with which said constituents must be provided and all the necessary elements defined in annex VI of the directives,
—	a list of manufacturers involved in the subsystem's design, manufacture, assembly and installation,

—	the technical documentation regarding the approved type, including the type examination certificate, as issued after completion of the procedure defined in Module SB (type-examination),

—	a general description of the subsystem, overall design and structure,

—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,

—	conceptual design and manufacturing information, for example drawings, schemes of components, subassemblies, assemblies, circuits, etc.,

—	the technical documentation regarding the manufacture and the assembly of the subsystem,

—	the technical specifications, including European specification, that have been applied,

—	any necessary supporting evidence for the use of the above specifications, in particular where these European specification and the relevant clauses have not been applied in full,

—	evidence of conformity to other regulations deriving from the treaty (including certificates) for the production phase,

—	a list of the interoperability constituents, to be incorporated into the subsystem,

—	copies of the EC declarations of conformity or suitability for use with which said constituents must be provided and all the necessary elements defined in annex VI of the directives,

—	a list of manufacturers involved in the subsystem's design, manufacture, assembly and installation,

6.

The notified body shall first examine the application concerning the validity of the type examination and the type examination certificate.If the notified body considers the type examination certificate no longer remains valid or is not appropriate and that a new type examination is necessary, it shall justify its decision.The notified body must carry out the appropriate examinations and tests in order to check the conformity of the subsystem with the type, as described in the type examination certificate and with the requirements of the TSI. The notified body shall examine and testing of every subsystem manufactured as a serial product, as specified in point 4

7.

Verification by examination and testing of every subsystem (as a serial product)

7.1.

The notified body must carry out the tests, examinations and verifications, to ensure conformity of the subsystems, as serial products as provided for in the TSI. The examinations, tests and checking shall extend to the stages as provided for in the TSI:

7.2.

Each subsystem (as serial product) must be individually examined, tested and verified(20)in order to verify its conformity with the type as described in the type-examination certificate and the requirements of the TSI that apply to it. When a test is not set out in the TSI, (or in an European Standard quoted in the TSI), the relevant European Specifications or equivalent tests are to be used.

8.

The notified body may agree with the contracting entity (and the main contractors) the locations where the tests will be carried out and may agree that final testing of the subsystem and, whenever required in the TSI, tests or validation under full operating conditions, are carried out by the contracting entity under direct supervision and attendance of the notified body.The notified body shall have entrance for testing and verification purposes to production workshops, locations of assembly and installations, and where appropriate, prefabrication and testing facilities in order to carry out its tasks as provided for in the TSI.

9.

Where the subsystem meets the requirements of the TSI, the notified body must, draw up the certificate of conformity intended for the contracting entity, which in turn draws up the EC declaration of verification intended for the supervisory authority in the Member State where the subsystem is located and/or operates.These NB activities shall be based on the type examination and the tests, verifications and checks carried out on all serial products as indicated in point 7 and required in the TSI and/or in the relevant European specification,The EC declaration of verification and the accompanying documents must be dated and signed. The declaration must be written in the same language of the technical file and must contain at least the information included in Annex V of the Directive.

	10.	The notified body shall be responsible for compiling the technical file that has to accompany the EC declaration of verification. The technical file shall include at least the information indicated in Art.18 (3) of the Directives, and in particular as follows:—all necessary documents relating to the characteristics of the subsystem—the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,—the list of interoperability constituents incorporated into the subsystem,—copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,—all elements relating to the maintenance, the conditions and limits for use of the subsystem,—all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,—the type-examination certificate for the subsystem and accompanying technical documentation, as defined in the Module SB (type-examination),—certificate of conformity of the notified body as mentioned in point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of activities and not withdrawn. The certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification.	—	all necessary documents relating to the characteristics of the subsystem	—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,	—	the list of interoperability constituents incorporated into the subsystem,	—	copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,	—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,	—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,	—	the type-examination certificate for the subsystem and accompanying technical documentation, as defined in the Module SB (type-examination),	—	certificate of conformity of the notified body as mentioned in point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of activities and not withdrawn. The certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification.
—	all necessary documents relating to the characteristics of the subsystem
—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,
—	the list of interoperability constituents incorporated into the subsystem,
—	copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,
—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,
—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,
—	the type-examination certificate for the subsystem and accompanying technical documentation, as defined in the Module SB (type-examination),
—	certificate of conformity of the notified body as mentioned in point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of activities and not withdrawn. The certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification.

—	all necessary documents relating to the characteristics of the subsystem

—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,

—	the list of interoperability constituents incorporated into the subsystem,

—

copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,

—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,

—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,

—	the type-examination certificate for the subsystem and accompanying technical documentation, as defined in the Module SB (type-examination),

—

certificate of conformity of the notified body as mentioned in point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of activities and not withdrawn. The certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification.

11.

The records accompanying the certificate of conformity must be lodged with the contracting entity.The contracting entity must keep a copy of the technical file throughout the service life of the subsystem; it must be sent to any other Member State which so requests.

	1.	This module describes the EC verification procedure whereby a notified body checks and certifies, at the request of an contracting entity or its authorised representative established within the Community, that a control-command subsystem:—complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(21)of Directive 2001/16/EC(22)have been met,—complies with the other regulations deriving from the Treaty and may be placed in service.	—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(21)of Directive 2001/16/EC(22)have been met,	—	complies with the other regulations deriving from the Treaty and may be placed in service.
—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(21)of Directive 2001/16/EC(22)have been met,
—	complies with the other regulations deriving from the Treaty and may be placed in service.

—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(21)of Directive 2001/16/EC(22)have been met,

—	complies with the other regulations deriving from the Treaty and may be placed in service.

	2.	The notified body shall carry out the procedure, including a design examination of the subsystem, under the condition, that the contracting entity(23)and the main contractors involved are satisfying the obligations of point 3The ‘main contractors’ refers to companies, whose activities contribute to fulfil the essential requirements of the TSI. It concerns:—the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),—other companies only involved only in a part of the subsystem project (performing for example design, assembly or installation of the subsystem).It does not refer to manufacturer sub contractors supplying components and interoperability constituents.	—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),	—	other companies only involved only in a part of the subsystem project (performing for example design, assembly or installation of the subsystem).
—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),
—	other companies only involved only in a part of the subsystem project (performing for example design, assembly or installation of the subsystem).

—	the company responsible for the whole subsystem project (including in particular responsibility for subsystem integration),

—	other companies only involved only in a part of the subsystem project (performing for example design, assembly or installation of the subsystem).

3.

For the subsystem that is subject of the EC verification procedure, the contracting entity or the main contractors, when employed, shall operate an approved quality management system for design, manufacture and final product inspection and testing as specified in point 5 and which shall be subject to surveillance as specified in point 6.The main contractor responsible for the whole subsystem project (including in particular responsibility for subsystem integration), must operate in any case an approved quality management system for design, manufacture and final product inspection and testing, which shall be subject to surveillance as specified in point 6.In the case that the contracting entity itself is responsible for the whole subsystem project (including in particular responsibility for subsystem integration) or that the contracting entity is directly involved in the design and/or production (including assembly and installation), it shall operate an approved quality management system for those activities, which shall be subject to surveillance as specified in point 6.Applicants which are only involved in assembly and installation, may operate only an approved quality management system for manufacture and final product inspection and testing.

4.

EC verification procedure

4.1.

The contracting entity must lodge an application for EC verification of the subsystem (through full quality management system with design examination), including co ordination of surveillance of the quality management systems as in points 5.4 and 6.6, with a notified body of its choice. The contracting entity must inform the manufacturers involved of his choice and of the application.

	4.2.	The application must enable the design, manufacture, assembly, installation, maintenance and operation of the subsystem to be understood, and shall enable conformity with the requirements of the TSI to be assessed.The application must include:—name and address of the contracting entity or its authorised representative,—the technical documentation including:—a general description of the subsystem, overall design and structure,—the technical design specifications, including European specifications, that have been applied,—any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.—the test programme—the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,—the technical documentation regarding the manufacture, the assembly of the subsystem,—a list of the interoperability constituents to be incorporated into the subsystem,—copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,—evidence of conformity to other Regulations deriving from the Treaty (including certificates)—a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,—conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),—conditions for maintenance and technical documentation regarding the maintenance of the subsystem—any technical requirement that must be taken into account during production, maintenance or operation of the subsystem—the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,—indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.	—	name and address of the contracting entity or its authorised representative,	—	the technical documentation including:—a general description of the subsystem, overall design and structure,—the technical design specifications, including European specifications, that have been applied,—any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.—the test programme—the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,—the technical documentation regarding the manufacture, the assembly of the subsystem,—a list of the interoperability constituents to be incorporated into the subsystem,—copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,—evidence of conformity to other Regulations deriving from the Treaty (including certificates)—a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,—conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),—conditions for maintenance and technical documentation regarding the maintenance of the subsystem—any technical requirement that must be taken into account during production, maintenance or operation of the subsystem—the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,—indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.	—	a general description of the subsystem, overall design and structure,	—	the technical design specifications, including European specifications, that have been applied,	—	any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.	—	the test programme	—	the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,	—	the technical documentation regarding the manufacture, the assembly of the subsystem,	—	a list of the interoperability constituents to be incorporated into the subsystem,	—	copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,	—	evidence of conformity to other Regulations deriving from the Treaty (including certificates)	—	a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,	—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),	—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem	—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem	—	the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,	—	indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.
—	name and address of the contracting entity or its authorised representative,
—	the technical documentation including:—a general description of the subsystem, overall design and structure,—the technical design specifications, including European specifications, that have been applied,—any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.—the test programme—the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,—the technical documentation regarding the manufacture, the assembly of the subsystem,—a list of the interoperability constituents to be incorporated into the subsystem,—copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,—evidence of conformity to other Regulations deriving from the Treaty (including certificates)—a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,—conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),—conditions for maintenance and technical documentation regarding the maintenance of the subsystem—any technical requirement that must be taken into account during production, maintenance or operation of the subsystem—the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,—indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.	—	a general description of the subsystem, overall design and structure,	—	the technical design specifications, including European specifications, that have been applied,	—	any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.	—	the test programme	—	the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,	—	the technical documentation regarding the manufacture, the assembly of the subsystem,	—	a list of the interoperability constituents to be incorporated into the subsystem,	—	copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,	—	evidence of conformity to other Regulations deriving from the Treaty (including certificates)	—	a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,	—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),	—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem	—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem	—	the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,	—	indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.
—	a general description of the subsystem, overall design and structure,
—	the technical design specifications, including European specifications, that have been applied,
—	any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.
—	the test programme
—	the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,
—	the technical documentation regarding the manufacture, the assembly of the subsystem,
—	a list of the interoperability constituents to be incorporated into the subsystem,
—	copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,
—	evidence of conformity to other Regulations deriving from the Treaty (including certificates)
—	a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,
—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),
—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem
—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem
—	the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,
—	indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.

—	name and address of the contracting entity or its authorised representative,

—

the technical documentation including:—a general description of the subsystem, overall design and structure,—the technical design specifications, including European specifications, that have been applied,—any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.—the test programme—the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,—the technical documentation regarding the manufacture, the assembly of the subsystem,—a list of the interoperability constituents to be incorporated into the subsystem,—copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,—evidence of conformity to other Regulations deriving from the Treaty (including certificates)—a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,—conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),—conditions for maintenance and technical documentation regarding the maintenance of the subsystem—any technical requirement that must be taken into account during production, maintenance or operation of the subsystem—the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,—indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.

—

a general description of the subsystem, overall design and structure,

—

the technical design specifications, including European specifications, that have been applied,

—

any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.

—

the test programme

—

the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,

—

the technical documentation regarding the manufacture, the assembly of the subsystem,

—

a list of the interoperability constituents to be incorporated into the subsystem,

—

copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,

—

evidence of conformity to other Regulations deriving from the Treaty (including certificates)

—

a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,

—

conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),

—

conditions for maintenance and technical documentation regarding the maintenance of the subsystem

—

any technical requirement that must be taken into account during production, maintenance or operation of the subsystem

—

the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,

—

indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.

—

a general description of the subsystem, overall design and structure,

—

the technical design specifications, including European specifications, that have been applied,

—

any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.

—

the test programme

—

the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,

—

the technical documentation regarding the manufacture, the assembly of the subsystem,

—

a list of the interoperability constituents to be incorporated into the subsystem,

—

copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,

—

evidence of conformity to other Regulations deriving from the Treaty (including certificates)

—

a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,

—

conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),

—

conditions for maintenance and technical documentation regarding the maintenance of the subsystem

—

any technical requirement that must be taken into account during production, maintenance or operation of the subsystem

—

the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,

—

indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.

—	a general description of the subsystem, overall design and structure,

—	the technical design specifications, including European specifications, that have been applied,

—	any necessary supporting evidence for the use of the above specifications, in particular where the European specifications and the relevant clauses have not been applied in full.

—	the test programme

—	the Infrastructure and/or Rolling Stock (subsystem)Register, including all information as specified in the TSI,

—	the technical documentation regarding the manufacture, the assembly of the subsystem,

—	a list of the interoperability constituents to be incorporated into the subsystem,

—	copies of the EC declarations of conformity or suitability for use with which the constituents must be provided and all the necessary elements defined in annex VI of the Directives,

—	evidence of conformity to other Regulations deriving from the Treaty (including certificates)

—	a list of all manufacturers, involved in the subsystem's design, manufacturing, assembly and installation,

—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),

—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem

—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem

—	the explanation, of how all stages, as mentioned in point 5.2, are covered by quality management systems of the mains contractor(s) and/or of the contracting entity, if involved, and the evidence of their effectiveness,

—	indication of the notified body(ies) responsible for the approval and surveillance of these quality management systems.

4.3.

The contracting entity shall present the results of examinations, checking and tests(24), including type tests when required, carried out by its appropriate laboratory or on their behalf.

4.4.

The notified body must examine the application concerning the design examination and assess the results of the tests. Where the design meets the provisions of the Directive and of the TSI that apply to it must issue a design examination report to the applicant. The report shall contain the conclusions of the design examination, conditions for its validity, the necessary data for identification of the design examined and, if relevant, a description of the subsystem's functioning.If the contracting entity is denied a design examination report, the notified body must provide detailed reasons for such denial.Provision must be made for an appeals procedure.

5.

Quality management system

	5.1.	The contracting entity, if involved, and the main contractors, when employed, must lodge an application for assessment of their quality management systems with a notified body of their choice.The application must include:—all relevant information for the subsystem envisaged,—the quality management system documentation.For those only involved in a part of the subsystem project, the information to be provided is only that for the relevant part.	—	all relevant information for the subsystem envisaged,	—	the quality management system documentation.
—	all relevant information for the subsystem envisaged,
—	the quality management system documentation.

—	all relevant information for the subsystem envisaged,

—	the quality management system documentation.

	5.2.	For the contracting entity or the main contractor responsible for the whole subsystem project, the quality management system shall ensure overall compliance of the subsystem with the requirements of the TSI.The quality management system(s), for other main contractor(s), has (have) to ensure compliance of their relevant contribution to the subsystem, with the requirements of the TSI.All the elements, requirements and provisions adopted by the applicants must be documented in a systematic and orderly manner in the form of written policies, procedures and instructions. This quality management system documentation shall ensure a common understanding of the quality policies and procedures such as quality programmes, plans, manuals and records.The system must contain in particular an adequate description of the following items :—for all applicants:—the quality objectives and the organisational structure,—the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,—the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,—for the main contractors, as far as relevant for their contribution to the design of the subsystem :—the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,—the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,—the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.—and also for the contracting entity or the main contractor responsible for the whole subsystem project:—responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.The examinations, tests and checking shall cover all of the following stages:—overall design,—structure of the subsystem, including, in particular, civil-engineering activities, constituent assembly, final adjustment,—final testing of the subsystem,—and, where specified in the TSI, the validation under full operation conditions.	—	for all applicants:—the quality objectives and the organisational structure,—the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,—the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	the quality objectives and the organisational structure,	—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,	—	the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,	—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	for the main contractors, as far as relevant for their contribution to the design of the subsystem :—the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,—the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,—the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.	—	the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,	—	the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,	—	the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.	—	and also for the contracting entity or the main contractor responsible for the whole subsystem project:—responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.	—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.	—	overall design,	—	structure of the subsystem, including, in particular, civil-engineering activities, constituent assembly, final adjustment,	—	final testing of the subsystem,	—	and, where specified in the TSI, the validation under full operation conditions.
—	for all applicants:—the quality objectives and the organisational structure,—the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,—the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	the quality objectives and the organisational structure,	—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,	—	the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,	—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,
—	the quality objectives and the organisational structure,
—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,
—	the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,
—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,
—	for the main contractors, as far as relevant for their contribution to the design of the subsystem :—the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,—the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,—the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.	—	the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,	—	the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,	—	the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.
—	the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,
—	the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,
—	the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.
—	and also for the contracting entity or the main contractor responsible for the whole subsystem project:—responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.	—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.
—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.
—	overall design,
—	structure of the subsystem, including, in particular, civil-engineering activities, constituent assembly, final adjustment,
—	final testing of the subsystem,
—	and, where specified in the TSI, the validation under full operation conditions.

—	for all applicants:—the quality objectives and the organisational structure,—the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,—the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,—the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,	—	the quality objectives and the organisational structure,	—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,	—	the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,	—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,
—	the quality objectives and the organisational structure,
—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,
—	the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,
—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,

—	the quality objectives and the organisational structure,

—	the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used,

—	the examinations, checking and tests that will be carried out before, during and after design, manufacture, assembly and installation and the frequency with which they will be carried out,

—	the quality records, such as inspection reports and test data, calibration data, qualification reports of the personnel concerned, etc.,

—	for the main contractors, as far as relevant for their contribution to the design of the subsystem :—the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,—the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,—the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.	—	the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,	—	the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,	—	the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.
—	the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,
—	the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,
—	the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.

—	the technical design specifications, including European specifications(25), that will be applied and, where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem will be met,

—	the design control and design verification techniques, processes and systematic actions that will be used when designing the subsystem,

—	the means to monitor the achievement of the required design and subsystem quality and the effective operation of the quality management systems in all phases including production.

—	and also for the contracting entity or the main contractor responsible for the whole subsystem project:—responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.	—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.
—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.

—	responsibilities and powers of the management with regard to overall subsystem quality, including in particular the subsystem integration management.

—	overall design,

—	structure of the subsystem, including, in particular, civil-engineering activities, constituent assembly, final adjustment,

—	final testing of the subsystem,

—	and, where specified in the TSI, the validation under full operation conditions.

	5.3	The notified body chosen by the contracting entity must examine, if all stages of the subsystem as mentioned in point 5.2 are sufficiently and properly covered by the approval and surveillance of the quality management system(s) of the applicant(s)(26).If the compliance of the subsystem with the requirements of the TSI is based on more than one quality management system, the notified body shall examine in particular,—if the relations and interfaces between the quality management systems are clearly documented—and if overall responsibilities and powers of the management for the compliance of the whole entire subsystem for the main contractor are sufficiently and properly defined.	—	if the relations and interfaces between the quality management systems are clearly documented	—	and if overall responsibilities and powers of the management for the compliance of the whole entire subsystem for the main contractor are sufficiently and properly defined.
—	if the relations and interfaces between the quality management systems are clearly documented
—	and if overall responsibilities and powers of the management for the compliance of the whole entire subsystem for the main contractor are sufficiently and properly defined.

—	if the relations and interfaces between the quality management systems are clearly documented

—	and if overall responsibilities and powers of the management for the compliance of the whole entire subsystem for the main contractor are sufficiently and properly defined.

5.4.

The notified body referenced in point 5.1 must assess the quality management system to determine whether it satisfies the requirements of point 5.2. It presumes compliance with these requirements if the manufacturer implements a quality system for design, production, final product inspection and testing in respect of the harmonised standard EN/ISO 9001/2000, which takes into consideration the specificity of the interoperability constituent for which it is implemented.When an applicant operates a certified quality management system, the notified body shall take this into account in the assessment.The audit shall be specific for the subsystem concerned, taking into consideration the specific contribution of the applicant to the subsystem. The auditing team must have at least one member experienced as an assessor in the subsystem technology concerned.The evaluation procedure shall include an assessment visit to the applicant's premises.The decision must be notified to the applicant. The notification must contain the conclusions of the examination and the reasoned assessment decision.

5.5.

The contracting entity, if involved, and the main contractors shall undertake to fulfil the obligations arising out of the quality management system as approved and to uphold it so that it remains adequate and efficient.They must keep the notified body that has approved their quality management system informed of any significant change that will affect the fulfilment of the requirements by the subsystem.The notified body must evaluate any modifications proposed and decide whether the amended quality management system will still satisfy the requirements of point 5.2 or whether a reassessment is required.It shall notify its decision to the applicant. The notification shall contain the conclusions of the examination and the reasoned assessment decision.

6.

Surveillance of the quality management system(s) under the responsibility of the notified body

6.1.

The purpose of surveillance is to make sure that the contracting entity, if involved, and the main contractors duly fulfil the obligations arising out of the approved quality management system(s).

	6.2.	The contracting entity, if involved, and the main contractors must send the notified body referenced in point 5.1. (or have sent) all the documents needed for that purpose and in particular the implementation plans and technical records concerning the subsystem (as far as relevant for the specific contribution of the applicant to the subsystem), including:—the quality management system documentation, including the particular means implemented to ensure that:—for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,—for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,—the quality records as foreseen by the design part of the quality management system, such as results of analyses, calculations, tests, etc.,—the quality records as foreseen by the manufacturing part (including assembly, installation and integration) of the quality management system, such as inspection reports and test data, calibration data, competency records of the personnel concerned, etc.	—	the quality management system documentation, including the particular means implemented to ensure that:—for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,—for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,	—	for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,	—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,	—	the quality records as foreseen by the design part of the quality management system, such as results of analyses, calculations, tests, etc.,	—	the quality records as foreseen by the manufacturing part (including assembly, installation and integration) of the quality management system, such as inspection reports and test data, calibration data, competency records of the personnel concerned, etc.
—	the quality management system documentation, including the particular means implemented to ensure that:—for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,—for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,	—	for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,	—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,
—	for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,
—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,
—	the quality records as foreseen by the design part of the quality management system, such as results of analyses, calculations, tests, etc.,
—	the quality records as foreseen by the manufacturing part (including assembly, installation and integration) of the quality management system, such as inspection reports and test data, calibration data, competency records of the personnel concerned, etc.

—	the quality management system documentation, including the particular means implemented to ensure that:—for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,—for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,	—	for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,	—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,
—	for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,
—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,

—	for the contracting entity or the main contractor, responsible for the whole subsystem project, overall responsibilities and powers of the management for the compliance of the whole entire subsystem are sufficiently and properly defined,

—	for each applicant, the quality management system is correctly managed for achieving integration at subsystem level,

—	the quality records as foreseen by the design part of the quality management system, such as results of analyses, calculations, tests, etc.,

—	the quality records as foreseen by the manufacturing part (including assembly, installation and integration) of the quality management system, such as inspection reports and test data, calibration data, competency records of the personnel concerned, etc.

6.3.

The notified body must periodically carry out audits to make sure that the contracting entity, if involved, and the main contractors maintain and apply the quality management system and shall provide an audit report to them. When they operate a certified quality management system, the notified body shall take this into account in the surveillance.The frequency of the audits shall be at least once a year, with at least one audit during the time period of performing the relevant activities (design, manufacture, assembly or installation) for the subsystem being the subject of the EC verification procedure mentioned in point 7.

6.4.

Additionally the notified body may pay unexpected visits to the sites mentioned in point 5.2 of the applicant(s). At the time of such visits, the notified body may conduct complete or partial audits and may carry out or cause to be carried out tests in order to check the proper functioning of the quality management system where necessary. It must provide the applicant(s) with an inspection report and, audit and/or test reports as appropriate.

	6.5.	The notified body chosen by the contracting entity and responsible for the EC verification, if not carrying out the surveillance of all the quality management system(s) concerned as under point 5, must co ordinate the surveillance activities of any other notified bodies responsible for that task, in order :—to be ensured that correct management of interfaces between the different quality management systems relating to subsystem integration has been performed,—to collect, in liaison with the contracting entity, the necessary elements for the assessment to guarantee the consistency and the overall supervision of the different quality management systems.This coordination includes the right of the notified body:—to receive all documentation (approval and surveillance), issued by the other notified body(s),—to witness the surveillance audits as in point 5.4,—to initiate additional audits as in point 5.5 under its responsibility and together with the other notified body(s).	—	to be ensured that correct management of interfaces between the different quality management systems relating to subsystem integration has been performed,	—	to collect, in liaison with the contracting entity, the necessary elements for the assessment to guarantee the consistency and the overall supervision of the different quality management systems.	—	to receive all documentation (approval and surveillance), issued by the other notified body(s),	—	to witness the surveillance audits as in point 5.4,	—	to initiate additional audits as in point 5.5 under its responsibility and together with the other notified body(s).
—	to be ensured that correct management of interfaces between the different quality management systems relating to subsystem integration has been performed,
—	to collect, in liaison with the contracting entity, the necessary elements for the assessment to guarantee the consistency and the overall supervision of the different quality management systems.
—	to receive all documentation (approval and surveillance), issued by the other notified body(s),
—	to witness the surveillance audits as in point 5.4,
—	to initiate additional audits as in point 5.5 under its responsibility and together with the other notified body(s).

—	to be ensured that correct management of interfaces between the different quality management systems relating to subsystem integration has been performed,

—	to collect, in liaison with the contracting entity, the necessary elements for the assessment to guarantee the consistency and the overall supervision of the different quality management systems.

—	to receive all documentation (approval and surveillance), issued by the other notified body(s),

—	to witness the surveillance audits as in point 5.4,

—	to initiate additional audits as in point 5.5 under its responsibility and together with the other notified body(s).

7.

The notified body as referenced under point 5.1. must have entrance for inspection purposes, audit and surveillance to the locations of design, building sites, production workshops, locations of assembly and installation, storage areas and. where appropriate, prefabrication or testing facilities and, more general, to all premises which it considers necessary for its task, in accordance with the applicant's specific contribution to the subsystem project.

	8.	The contracting entity, if involved, and the main contractors must, for a period of 10 years after the last subsystem has been manufactured, keep at the disposal of the national authorities:—the documentation referenced in the second indent of the second subparagraph of point 5.1,—the updating referenced in the second subparagraph of point 5.5,—the decisions and reports from the notified body which are referenced in the points 5.4, 5.5 and 6.4.	—	the documentation referenced in the second indent of the second subparagraph of point 5.1,	—	the updating referenced in the second subparagraph of point 5.5,	—	the decisions and reports from the notified body which are referenced in the points 5.4, 5.5 and 6.4.
—	the documentation referenced in the second indent of the second subparagraph of point 5.1,
—	the updating referenced in the second subparagraph of point 5.5,
—	the decisions and reports from the notified body which are referenced in the points 5.4, 5.5 and 6.4.

—	the documentation referenced in the second indent of the second subparagraph of point 5.1,

—	the updating referenced in the second subparagraph of point 5.5,

—	the decisions and reports from the notified body which are referenced in the points 5.4, 5.5 and 6.4.

9.

Where the subsystem meets the requirements of the TSI, the notified body must then, based on the design examination and the approval and surveillance of the quality management system (s), draw up the certificate of conformity intended for the contracting entity, who shall in turn draw up the EC declaration of verification intended for the supervisory authority in the Member State within which the subsystem is located and/or operates.The EC declaration of verification and the accompanying documents must be dated and signed. The declaration must be written in the same language of the technical file and must contain at least the information included in Annex V of the Directive.

	10.	The notified body chosen by the contracting entity shall be responsible for compiling the technical file that has to accompany the EC declaration of verification. The technical file shall include at least the information indicated in Article 18(3) of the Directive, and in particular as follows:—all necessary documents relating to the characteristics of the subsystem,—the list of interoperability constituents incorporated into the subsystem,—copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified,—evidence of conformity to other regulations deriving from the treaty (including certificates),—all elements relating to the maintenance, the conditions and limits for use of the subsystem,—all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,—certificate of conformity of the notified body as mentioned under point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of the activities and not withdrawn. The certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification, as mentioned in points 6.4 and 6.5;—the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI.	—	all necessary documents relating to the characteristics of the subsystem,	—	the list of interoperability constituents incorporated into the subsystem,	—	copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified,	—	evidence of conformity to other regulations deriving from the treaty (including certificates),	—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,	—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,	—	certificate of conformity of the notified body as mentioned under point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of the activities and not withdrawn. The certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification, as mentioned in points 6.4 and 6.5;	—	the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI.
—	all necessary documents relating to the characteristics of the subsystem,
—	the list of interoperability constituents incorporated into the subsystem,
—	copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified,
—	evidence of conformity to other regulations deriving from the treaty (including certificates),
—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,
—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,
—	certificate of conformity of the notified body as mentioned under point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of the activities and not withdrawn. The certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification, as mentioned in points 6.4 and 6.5;
—	the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI.

—	all necessary documents relating to the characteristics of the subsystem,

—	the list of interoperability constituents incorporated into the subsystem,

—

copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified,

—	evidence of conformity to other regulations deriving from the treaty (including certificates),

—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,

—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,

—

certificate of conformity of the notified body as mentioned under point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of the activities and not withdrawn. The certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification, as mentioned in points 6.4 and 6.5;

—	the Infrastructure and/or Rolling Stock (subsystem) Register, including all information as specified in the TSI.

	11.	Each notified body must communicate to the other notified bodies the relevant information concerning the quality management system approvals and the EC design examination reports, which it has issued, withdrawn or refused.The other notified bodies may receive on request copies of:—the quality management system approvals and additional approvals issued and—the EC design examination reports and additions issued.	—	the quality management system approvals and additional approvals issued and	—	the EC design examination reports and additions issued.
—	the quality management system approvals and additional approvals issued and
—	the EC design examination reports and additions issued.

—	the quality management system approvals and additional approvals issued and

—	the EC design examination reports and additions issued.

12.

The records accompanying the certificate of conformity must be lodged with the contracting entityThe contracting entity must keep a copy of the technical file throughout the service life of the subsystem; it must be sent to any other Member State which so requests.

	1.	This module describes the EC verification procedure whereby a notified body checks and certifies, at the request of an contracting entity or its authorised representative established within the Community, that a control-command subsystem:—complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(27)of Directive 2001/16/EC(28)have been met,—complies with the other regulations deriving from the Treaty,and may be placed in service.	—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(27)of Directive 2001/16/EC(28)have been met,	—	complies with the other regulations deriving from the Treaty,
—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(27)of Directive 2001/16/EC(28)have been met,
—	complies with the other regulations deriving from the Treaty,

—	complies with this TSI and any other relevant TSI, which demonstrate that the essential requirements(27)of Directive 2001/16/EC(28)have been met,

—	complies with the other regulations deriving from the Treaty,

	2.	The contracting entity(29)must lodge an application for EC verification (through unit verification) of the subsystem with a notified body of his choice.The application shall include:—name and address of the contracting entity or its authorised representative,—the technical documentation.	—	name and address of the contracting entity or its authorised representative,	—	the technical documentation.
—	name and address of the contracting entity or its authorised representative,
—	the technical documentation.

—	name and address of the contracting entity or its authorised representative,

—	the technical documentation.

	3.	The technical documentation must enable the design, manufacture, installation and operation of the subsystem to be understood, and shall enable conformity assessment with the requirements of the TSI.The technical documentation must include:—a general description of the subsystem, its overall design and structure,—the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,—conceptual design and manufacturing information, for example drawings, schemes of components, sub-assemblies, assemblies, circuits, etc.,—descriptions and explanations necessary for the understanding of the design and manufacturing information and the operation of the subsystem,—the technical specifications, including European specifications(30), that have been applied,—any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant clauses have not been applied in full,—a list of the interoperability constituents to be incorporated into the subsystem,—copies of the EC declarations of conformity or suitability for use with which said constituents must be provided and all the necessary elements defined in annex VI of the directives,—evidence of conformity with other regulations deriving from the treaty (including certificates),—technical documentation regarding the manufacture and the assembly of the subsystem,—a list of manufacturers involved in the subsystem's design, manufacturing, assembly and installation,—conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),—conditions for maintenance and technical documentation regarding the maintenance of the subsystem,—any technical requirement that must be taken into account during production, maintenance or operation of the subsystem,—results of design calculations made, examinations carried out, etc.,—all other appropriate technical evidences, which can demonstrate that previous checking or tests have been successfully performed, under comparable conditions, by independent and competent bodies,If the TSI requires further information for the technical documentation, this shall be included.	—	a general description of the subsystem, its overall design and structure,	—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,	—	conceptual design and manufacturing information, for example drawings, schemes of components, sub-assemblies, assemblies, circuits, etc.,	—	descriptions and explanations necessary for the understanding of the design and manufacturing information and the operation of the subsystem,	—	the technical specifications, including European specifications(30), that have been applied,	—	any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant clauses have not been applied in full,	—	a list of the interoperability constituents to be incorporated into the subsystem,	—	copies of the EC declarations of conformity or suitability for use with which said constituents must be provided and all the necessary elements defined in annex VI of the directives,	—	evidence of conformity with other regulations deriving from the treaty (including certificates),	—	technical documentation regarding the manufacture and the assembly of the subsystem,	—	a list of manufacturers involved in the subsystem's design, manufacturing, assembly and installation,	—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),	—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem,	—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem,	—	results of design calculations made, examinations carried out, etc.,	—	all other appropriate technical evidences, which can demonstrate that previous checking or tests have been successfully performed, under comparable conditions, by independent and competent bodies,
—	a general description of the subsystem, its overall design and structure,
—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,
—	conceptual design and manufacturing information, for example drawings, schemes of components, sub-assemblies, assemblies, circuits, etc.,
—	descriptions and explanations necessary for the understanding of the design and manufacturing information and the operation of the subsystem,
—	the technical specifications, including European specifications(30), that have been applied,
—	any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant clauses have not been applied in full,
—	a list of the interoperability constituents to be incorporated into the subsystem,
—	copies of the EC declarations of conformity or suitability for use with which said constituents must be provided and all the necessary elements defined in annex VI of the directives,
—	evidence of conformity with other regulations deriving from the treaty (including certificates),
—	technical documentation regarding the manufacture and the assembly of the subsystem,
—	a list of manufacturers involved in the subsystem's design, manufacturing, assembly and installation,
—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),
—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem,
—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem,
—	results of design calculations made, examinations carried out, etc.,
—	all other appropriate technical evidences, which can demonstrate that previous checking or tests have been successfully performed, under comparable conditions, by independent and competent bodies,

—	a general description of the subsystem, its overall design and structure,

—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI,

—	conceptual design and manufacturing information, for example drawings, schemes of components, sub-assemblies, assemblies, circuits, etc.,

—	descriptions and explanations necessary for the understanding of the design and manufacturing information and the operation of the subsystem,

—	the technical specifications, including European specifications(30), that have been applied,

—	any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant clauses have not been applied in full,

—	a list of the interoperability constituents to be incorporated into the subsystem,

—	copies of the EC declarations of conformity or suitability for use with which said constituents must be provided and all the necessary elements defined in annex VI of the directives,

—	evidence of conformity with other regulations deriving from the treaty (including certificates),

—	technical documentation regarding the manufacture and the assembly of the subsystem,

—	a list of manufacturers involved in the subsystem's design, manufacturing, assembly and installation,

—	conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.),

—	conditions for maintenance and technical documentation regarding the maintenance of the subsystem,

—	any technical requirement that must be taken into account during production, maintenance or operation of the subsystem,

—	results of design calculations made, examinations carried out, etc.,

—	all other appropriate technical evidences, which can demonstrate that previous checking or tests have been successfully performed, under comparable conditions, by independent and competent bodies,

	4.	The notified body must examine the application and the technical documentation, and identify the elements which have been designed in accordance with the relevant provisions of the TSI and the European specifications, as well as the elements which have been designed without applying the relevant provisions of those European specifications.The notified body must examine the subsystem and perform (or participate to) the appropriate and necessary tests to establish whether, where the relevant European specifications have been chosen, these have actually been applied or whether the solutions adopted meet the requirements of the TSI when the appropriate European specifications have not been applied;The examinations, tests and checks shall extend to the following stages as provided for in the TSI:—overall design,—structure of the subsystem, including, in particular and when relevant, civil-engineering activities, constituent assembly, overall adjustments,—final testing of the subsystem,—and, whenever specified in the TSI, the validation under full operational conditions.The notified body shall take into account previous checking or tests that have been successfully performed, under comparable conditions by other independent and competent bodies(31). The notified body will then decide as to whether it shall use the results of these checks or tests. If it accepts, then the notified body shall investigate the evidences of these previous checking or test and shall establish the conformity of their results with the requirement of the TSI. In all case the notified body keeps the final responsibility of them.	—	overall design,	—	structure of the subsystem, including, in particular and when relevant, civil-engineering activities, constituent assembly, overall adjustments,	—	final testing of the subsystem,	—	and, whenever specified in the TSI, the validation under full operational conditions.
—	overall design,
—	structure of the subsystem, including, in particular and when relevant, civil-engineering activities, constituent assembly, overall adjustments,
—	final testing of the subsystem,
—	and, whenever specified in the TSI, the validation under full operational conditions.

—	overall design,

—	structure of the subsystem, including, in particular and when relevant, civil-engineering activities, constituent assembly, overall adjustments,

—	final testing of the subsystem,

—	and, whenever specified in the TSI, the validation under full operational conditions.

5.

The notified body may agree with the contracting entity the locations where the tests will be carried out and may agree that final subsystem tests and, whenever required in the TSI, tests in full operating conditions, are carried out by the contracting entity under direct supervision and attendance of the notified body.

6.

The notified body must have entrance for testing and verification purposes to the locations of design, building sites, production workshops, locations of assembly and installations, and where appropriate, prefabrication and testing facilities in order to carry out its tasks as provided for in the TSI.

7.

Where the subsystem meets the requirements of the TSI, the notified body must then, based on the tests, verifications and checks carried out as required in the TSI and/or in the relevant European specifications, draw up the certificate of conformity intended for the contracting entity, who shall in turn draw up the EC declaration of verification intended for the supervisory authority in the Member State where the subsystem is located and/or operates.The EC declaration of verification and the accompanying documents must be dated and signed. The declaration must be written in the same language as the technical file and must contain at least the information included in Annex V of the Directive.

	8.	The notified body shall be responsible for compiling the technical file that has to accompany the EC declaration of verification. The technical file has to include at least the information indicated in Article 18(3) of the Directive, and in particular as follows :—all necessary documents relating to the characteristics of the subsystem,—the list of interoperability constituents incorporated into the subsystem,—copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,—all elements relating to the maintenance, the conditions and limits for use of the subsystem,—all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,—certificate of conformity of the notified body as mentioned in point 7, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of activities and not withdrawn; the certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification,—evidence of conformity with other regulations deriving from the treaty (including certificates),—the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI.	—	all necessary documents relating to the characteristics of the subsystem,	—	the list of interoperability constituents incorporated into the subsystem,	—	copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,	—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,	—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,	—	certificate of conformity of the notified body as mentioned in point 7, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of activities and not withdrawn; the certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification,	—	evidence of conformity with other regulations deriving from the treaty (including certificates),	—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI.
—	all necessary documents relating to the characteristics of the subsystem,
—	the list of interoperability constituents incorporated into the subsystem,
—	copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,
—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,
—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,
—	certificate of conformity of the notified body as mentioned in point 7, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of activities and not withdrawn; the certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification,
—	evidence of conformity with other regulations deriving from the treaty (including certificates),
—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI.

—	all necessary documents relating to the characteristics of the subsystem,

—	the list of interoperability constituents incorporated into the subsystem,

—

copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents must be provided in accordance with Article 13 of the Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies,

—	all elements relating to the maintenance, the conditions and limits for use of the subsystem,

—	all elements relating to the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance,

—

certificate of conformity of the notified body as mentioned in point 7, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of activities and not withdrawn; the certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in connection with the verification,

—	evidence of conformity with other regulations deriving from the treaty (including certificates),

—	the Infrastructure and/or Rolling Stock (subsystem) register, including all information as specified in the TSI.

9.

The records accompanying the certificate of conformity must be lodged with the contracting entity. The contracting entity must keep a copy of the technical file throughout the service life of the subsystem; it must be sent to any other Member State which so requests.

—	the name and address of the contracting entity and if the application is lodged by the authorised representative, his name and address in addition,

—	a written declaration that the same application has not been lodged with any other Body,

—	any technical requirement, resulting from the design phase, that must be taken into account during maintenance,

—	the maintenance arrangements documentation, as described in point 3,

—	the technical documentation as described in point 4.

—	a description of how the maintenance arrangements shall be implemented, used and controlled,

—	details of all maintenance required to be carried out, including its frequency,

—	operational scenarios showing how necessary feedback information (and all other information relating to the maintenance) flows around the subsystem and other product/subsystems to support the process of maintenance,

—	procedures (or reference to procedures) for specific processes according to the product/subsystem maintenance operations,

—	a procedure for the management of modifications and updating of the maintenance arrangements,

—	a description of any hardware and software required to read the maintenance arrangements,

—	a description of all necessary elements to make the maintenance arrangements operational(1).

—	a general type-description, (overview of how the subsystem works and a description of the technical functionality),

—	a specification stating the conditions and the context within which the subsystem shall be used and maintained,

—	demonstration of consistency between the requirements of the TSI the maintenance organisation, the technical functionality and the maintenance arrangements,

—	descriptions, explanations and all the records necessary for understanding the development of the maintenance arrangements,

—	records of the work done to validate the maintenance arrangements,

—	records of the analysis of equipment used and people affected by the maintenance arrangements,

—	conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits, etc.),

—	a list of the technical specifications, against which the maintenance arrangements of the subsystem have been validated.

—	identify the relevant provisions of the TSI with which the maintenance arrangement must comply,

—	check that the maintenance arrangements documentation and technical documentation are complete and in accordance with the points 3 and 4,

—	perform an examination of each development phase of the maintenance arrangements and their results to evaluate:—if each phase has been managed in a controlled manner,—the capability to fulfil the requirements for conformity for the maintenance arrangements,	—	if each phase has been managed in a controlled manner,	—	the capability to fulfil the requirements for conformity for the maintenance arrangements,
—	if each phase has been managed in a controlled manner,
—	the capability to fulfil the requirements for conformity for the maintenance arrangements,

—	if each phase has been managed in a controlled manner,

—	the capability to fulfil the requirements for conformity for the maintenance arrangements,

—	document its findings with regards to compliance of the maintenance arrangement with the TSI provisions.

—	the procedures and instructions for implementation,

—	the training or qualifications needs,

—	checks, validation, surveillance, inspections, tests, records and the criteria of acceptance of the subsystem when the different stages of the maintenance operations shall be carried out,

—	conditions of use of specific tools or utilities for maintenance operations or tests.

Index 1	FRS (for the subject of level crossings) (P1 linked to LX)
Index 16	The FFFIS for Euroloop is currently available as a draft only (UNISIG SUBSET-044 version 2.1.0) due to the shift of the frequency band. It shall become legally binding once the open issues (e.g. frequency allocation, compatibility with existing systems, cross tests) have been resolved and a final version produced. All parties involved are committed to support the work to have a final version available by mid-2005.
Index 24	Clarification and amendment specification, for awakening (P1)
Index B32	Guideline for references (P1)
Index 36	STM test specification (P1)
Index 28	Reliability — availability requirements (P1)
Index 41	JRU Test Specification (P1) linked to Index 55
Index 42	Requirements for vigilance (P2)
Index 44	Odometry FIS (P2)
Index 45	K interface (P1)
Index 47	Requirements on risk and hazard analysis for interoperability (P1)
Index 48	Test specification for mobile equipment GSM-R(P1)
Index 50	Test specification for Euroloop (P1)
Index 51	Ergonomic aspects of the DMI (P1)
Index 53	ETCS values of variables controlled by UIC (P1)
Index 54	Quality of service user requirements (provisionally) (P1)
Index 55	Juridical recorder baseline requirements (P1 for the overall)
Index 57	Requirements on pre-fitting of ERTMS on-board equipment (P1)
Index 58	RBC — RBC interface (P1)
Index 59	Requirements on pre-fitting of ERTMS track side equipment (P1)
Index 60	ETCS version management (P1)
Index 61	GSM-R version management (P1)

2.1.5	Relation between axle distance and wheel diameter
3.2.1	Metal free space around wheels
3.3.1	Metal mass of a vehicle
3.5.5	Additional requirements on locomotives and multiple units
4.1	Use of sanding equipment
4.2.1	Use of composite brake blocks
5.1.1	Electromagnetic interferences (traction current)
5.3.1	Electromagnetic interferences (electric, magnetic, electromagnetic fields)

—	Halle/Leipzig-Nuremberg

—	Nuremberg-Munich

—	Munich-Kufstein

—	Kufstein-Innsbruck

—	Brenner Tunnel, cross-border section;

—	Verona-Napolles

—	Milano-Bologna

—	Lyon-St Jean de Maurienne

—	Mont-Cenis tunnel, cross-border section;

—	Bussoleno-Turin

—	Turin-Venice

—	Venezia-Ronchi Sud-Trieste Divaèa

—	Koper-Divaèa -Ljubljana

—	Ljubljana-Budapest

—	La Coruña– Porto

—	Porto-Valladolid

—	Railway projects in Sweden including Stockholm-Malmö, Stockholm-Charlottenberg (Norwegian border) and Kornsjö (Norwegian border)-Göteborg-Malmö.

—	Kerava-Lahti

—	Helsinki-Vainikkala (Russian border)

—	New high-capacity rail axis across the Pyrenees;

—	Sines-Badajoz

—	Algeciras-Bobadilla

—	Baudrecourt-Strasbourg-Stuttgart with the Kehl bridge as cross-border section

—	Stuttgart-Ulm

—	Munich-Salzburg, cross-border section;

—	Salzburg-Vienna

—	Vienna-Bratislava, cross-border section

—	Fehmarn Belt fixed rail/road link

—	Railway for access in Denmark from Öresund

—	Railway for access in Germany from Hamburg

—	Railway Hanover-Hamburg/Bremen

—	Greek/Bulgarian border-Kulata-Sofia-Vidin/Calafat

—	Curtici-Brasov (towards Buchurest and Constanta)

—	Budapest-Vienna, cross-border section;

—	Bøeclav-Prague-Nuremberg, with Nuremberg-Prague as cross-border section.

—	Railway axis Prague-Linz

—	Gdansk-Warszaw-Katowice

—	Katowice-Bøeclav

—	Katowice-Zilina-Nove Mesto n.V.

—	Lyon-Mulhouse-Mülheim(2), with Mulhouse-Mülheim as cross-border section

—	Genoa-Milano/Novara-Swiss border

—	Basel-Karlsruhe

—	Frankfurt (or Mainz)-Mannheim;

—	Duisburg-Emmerich

—	‘Iron Rhine’ Rheidt-Antwerp, cross-border section

—	Felixstowe-Nuneaton

—	Crewe-Holyhead

—	Warsaw-Kaunas-Vilnius

—	Kaunas-Riga

—	Riga-Tallinn

—	Brussels-Luxembourg-Strasbourg (2012).

—	Kehl-Salzburg

—	Flensburg–Kufstein

—	Emmerich–Basel some parts through Germany

—	Hamburg–Bad Schandau

—	Darmstart–Passau

—	Metz–Dijon–Lyon–Avignon–Perpignan (Spanish border)

—	Le Havre–Rouen–Amien–Arras

—	Paris–Tours–Bordeaux–Dax

—	Paris–Reims–Metz (TGV EST)

—	Paris–Macon–Lyon (TGV Sud-Est)

—	Calais–Metz

—	Channel Tunnel-London

—	Brussels-Liège-Cologne

—	Brussels-Rotterdam-Amsterdam

—	Lisbon/Porto-Madrid

—	Madrid-Barcelona

—	Cordoba — Seville

—	Barcelona-Figueras-Perpignan

—	Perpignan-Montpellier

—	Montpellier-Nîmes

—	Madrid-Vitoria-Irún/Hendaye

—	Irún/Hendaye-Dax, cross-border section

—	Dax-Bordeaux

—	Bordeaux-Tours

—	Paris-Baudrecourt

—	Metz-Luxembourg

—	Saarbrücken-Mannheim

—	Madrid-Andalucía

—	North-east

—	Madrid-Levante and Mediterranean

—	North/North-west corridor, including Vigo-Porto

—	Extremadura

1.   INTRODUCTION

LIST OF INFORMATIVE SPECIFICATIONS

1.   GENERAL

USE OF ANNEX B

General requirements

Figure 8

MODULES FOR INTEROPERABILITY CONSTITUENTS

PRIORITY OF AN OPEN POINT

ETCS-Net conventional rail sections in Annex II of Decision No 884/2004/EC
 (1)