Commission Implementing Regulation (EU) 2023/1695 of 10 August 2023 on the technical specification for interoperability relating to the control-command and signalling subsystems of the rail system in the European Union and repealing Regulation (EU) 2016/919 (Text with EEA relevance)

Article 1

Subject matter

This Regulation establishes the technical specification for interoperability (TSI) relating to the control-command and signalling (CCS) subsystems of the rail system in the Union.

Article 2

Scope

• (a) the subsystem is subject to renewal or upgrading in accordance with point 7 of Annex I to this Regulation;

• (b) the area of use of a vehicle is extended in accordance with Article 54(3) of Directive (EU) 2016/797 to at least three Member States, or the installation of ETCS is indicated in RINF for the subsequent five years in the new area of use. In that case point 7.4.2.3 of Annex I to this Regulation shall apply;

• (c) the subsystem is subject to the specification maintenance requirements set out in point 7.2.10 of Annex I to this Regulation.

Article 3

Open points

• (a) the national rules referred to in paragraph 1;

• (b) the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1;

• (c) the bodies designated to carry out the conformity assessment and verification procedures with respect to the open points.

Article 4

Specific cases

• (a) the national rules referred to in paragraph 1;

• (b) the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1;

• (c) the bodies designated to carry out the conformity assessment and verification procedures with respect to the specific cases.

Article 5

Implementation

Article 6

Availability of ETCS, ATO and FRMCS on-board products

• (a) the availability of ETCS on-board products compliant with ETCS Baseline 4 specifications;

• (b) the availability of ATO on-board products compliant with ATO Baseline 1 specifications;

• (c) the availability of FRMCS on-board prototypes based on draft release specifications.

Article 7

Class-B systems

Article 8

Union funded projects

Financial support from Union funds may also cover on-going and future projects implementing the Recovery and Resilience Plans and ERTMS National Implementation Plans available at the entry into force of this regulation.

Article 9

Error corrections

Article 10

Future Railway Mobile Communication System

Where the Agency has issued an opinion with the draft release specifications relating to the Future Railway Mobile Communication System (FRMCS), manufacturers and early implementers shall use those specifications in their pilots and shall inform the Commission and the Agency about each pilot at its beginning, and keep them informed of the subsequent progress of those pilots.

Article 11

Innovative solutions

Article 12

ERTMS compatibility and future revision

By 28 March 2024, infrastructure managers shall submit to the Agency the definition of the checks for the compatibility of vehicles with the infrastructure regarding the ETCS system and the radio system for the existing lines equipped with ERTMS or GSM-R in operation. Member States shall repeal the related national rules by the same date. By 1 June 2024, the Agency shall provide the Commission with its analysis on how to phase out the checks to prove the technical compatibility of on-board units with different ERTMS trackside implementations and to achieve harmonisation of engineering and operational rules for the Single European Rail Area.

Article 13

Train-detection compatibility

• (a) the interference current limits for track circuits including the evaluation methods and vehicle impedance in accordance with clause 3.2.2 of ERA/ERTMS/033281 rev 5.0;

• (b) field limits for axle counters in X, Y, Z axis including the evaluation methods in accordance with clause 3.2.1 of ERA/ERTMS/033281 rev 5.0;

• (c) the specific cases for train detection systems not compliant with this regulation using the template referred in Annex B.1 of ERA/ERTMS 033281 rev 5.0.

Article 14

Repeal and transitional provisions

Regulation (EU) 2016/919 is repealed.

It shall however continue to apply to subsystems authorised in accordance with that Regulation that do not fall under the scope of this Regulation pursuant to Article 2.

The respective chapters/tables/documents of the repealed Regulation shall continue to apply to subsystems and interoperability constituents to the extent and for as long as a transition regime is provided for these chapters/tables/documents in accordance with Appendix B of Annex I.

Infrastructure Managers continue to be bound by the obligation to notify the definition of the checks for the compatibility of vehicles with the infrastructure regarding the ETCS system and the radio system for the existing lines with ERTMS or GSM-R in operation pursuant to  points 6.1.2.4 and 6.1.2.5 of the Annex to Regulation (EU) 2016/919 by 16 January 2020. In respect to projects started after 16 January 2020 and before the entry into force of this regulation, infrastructure managers shall notify this information within 6 months after the entry into force of this regulation.

Article 15

Entry into force

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

ANNEX I

1.	INTRODUCTION
1.1.	Technical scope
1.2.	Geographical Scope
1.3.	Content of this TSI
2.	SUBSYSTEM DEFINITION AND SCOPE
2.1.	Introduction
2.2.	Scope
2.3.	Trackside Application Levels (ETCS)
3.	THE ESSENTIAL REQUIREMENTS FOR THE CONTROL-COMMAND AND SIGNALLING SUBSYSTEMS
3.1.	General
3.2.	Specific Aspects of the Control-Command and Signalling Subsystems
3.2.1.	Safety
3.2.2.	Reliability and Availability
3.2.3.	Technical Compatibility
3.3.	Essential requirements not directly covered by this TSI
3.3.1.	Safety
3.3.2.	Health
3.3.3.	Environmental Protection
3.3.4.	Technical Compatibility
3.3.5.	Accessibility
4.	CHARACTERISATION OF THE SUBSYSTEMS
4.1.	Introduction
4.1.1.	Basic parameters
4.1.2.	Overview of the requirements
4.1.3.	Parts of Control-command and Signalling Subsystems
4.2.	Functional and technical specifications of the Subsystems
4.2.1.	Control-Command and Signalling reliability, availability and safety characteristics relevant to interoperability
4.2.2.	On-Board ETCS functionality
4.2.3.	Trackside ETCS functionality
4.2.4.	Mobile communication functions for railways RMR
4.2.5.	RMR, ETCS and ATO air gap interfaces
4.2.6.	On-Board Interfaces Internal to Control-Command and Signalling
4.2.7.	Trackside Interfaces Internal to Control-Command and Signalling
4.2.8.	Key Management
4.2.9.	ETCS-ID Management
4.2.10.	Trackside Train Detection Systems
4.2.11.	Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment
4.2.12.	ETCS DMI (Driver-Machine Interface)
4.2.13.	RMR DMI (Driver-Machine Interface)
4.2.14.	Interface to Data Recording for Regulatory Purposes
4.2.15.	Trackside Control-Command and Signalling objects
4.2.16.	Construction of equipment used in CCS subsystems
4.2.17.	ETCS and Radio System Compatibility
4.2.18.	On-Board ATO functionality
4.2.19.	Trackside ATO functionality
4.2.20.	Technical documentation for Maintenance
4.3.	Functional and technical specifications of the interfaces to other Subsystems
4.3.1.	Interface to the Operation and Traffic Management Subsystem
4.3.2.	Interface to the Rolling Stock Subsystem
4.3.3.	Interfaces to Infrastructure Subsystem
4.3.4.	Interfaces to Energy Subsystem
4.3.5.	Interfaces to Safety in Railway Tunnels
4.4.	Operating rules
4.5.	Maintenance rules
4.6.	Professional competences
4.7.	Health and safety conditions
4.8.	Registers
4.9.	Route compatibility checks before the use of authorised vehicles
5.	INTEROPERABILITY CONSTITUENTS
5.1.	Definition
5.2.	List of interoperability constituents
5.2.1.	Basic interoperability constituents
5.2.2.	Grouping of interoperability constituents
5.3.	Constituents’ performance and specifications
6.	ASSESSING THE CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFYING THE SUBSYSTEMS
6.1.	Introduction
6.1.1.	General principles
6.1.2.	Principles for testing ETCS, ATO and RMR
6.2.	Interoperability constituents
6.2.1.	Assessment procedures for Control-Command and Signalling Interoperability Constituents
6.2.2.	Modules for Control-Command and Signalling Interoperability Constituents
6.2.3.	Assessment requirements
6.2.4.	Special issues
6.3.	Control-Command and Signalling Subsystems
6.3.1.	Assessment procedures for Control-Command and Signalling Subsystems
6.3.2.	Modules for Control-Command and Signalling Subsystems
6.3.3.	Assessment requirements for an On-board Subsystem
6.3.4.	Assessment requirements for a Trackside Subsystem
6.4.	Provisions in case of the partial assessment of TSI requirements
6.4.1.	Assessment of parts of control-command and signalling subsystems
6.4.2.	Intermediate Statement of Verification
6.5.	Management of errors
6.5.1.	Content of EC certificates
6.5.2.	Content of EC declarations
7.	IMPLEMENTING THE TSI CONTROL-COMMAND AND SIGNALLING
7.1.	Introduction
7.2.	Generally applicable rules
7.2.1.	Upgrading or renewing the Control-Command Subsystems or parts of them
7.2.2.	Changes to an existing On-Board subsystem
7.2.3.	Upgrade or renewal of existing trackside subsystem
7.2.4.	EC type or design examination certificates
7.2.5.	Legacy systems
7.2.6.	Availability of Specific Transmission Modules and interfaces to Class B on-board
7.2.7.	Additional Class B equipment on a line equipped with Class A
7.2.8.	Vehicle with Class A and Class B equipment
7.2.9.	Conditions for mandatory and optional functions
7.2.10.	Specifications maintenance (error corrections)
7.3.	RMR specific implementation rules
7.3.1.	Trackside installations
7.3.2.	On-board installations
7.4.	ETCS specific implementation rules
7.4.1.	Trackside installations
7.4.2.	On-board installations
7.4.3.	National requirements
7.4.4.	National Implementation Plans
7.5.	ETCS and radio system compatibility checks implementation rules
7.6.	Train detection systems specific implementation rules
7.7.	Specific cases
7.7.1.	Introduction
7.7.2.	List of specific cases
	Appendix A
	Table A 1
	References between basic parameters and mandatory specifications
	Table A 2
	List of mandatory specifications
	Table A 3
	List of standards
	Table A 4
	List of mandatory standards for accredited laboratories
	Appendix B
B1.	Changes of requirements and transition regimes for On-Board Subsystems
B2.	Changes of requirements and transition regimes for CCS Trackside Subsystem
B3.	Changes of Interoperability Constituent requirements and transition regimes for CCS Subsystem
	Appendix C
	Appendix C.1: ESC Statement template
	Appendix C.2: ESC Interoperability Constituent Statement template
	Appendix C.3: RSC Statement template
	Appendix C.4: RSC Statement for Interoperability Constituent template
	Appendix C.5: Combined ESC/RSC Statement template
	Appendix C.6: Combined ESC/RSC Interoperability Constituent Statement template
	Appendix D
	Appendix E
	Appendix F
	Appendix G
	Appendix H
	ISSUANCE YEAR – NATIONAL IMPLEMENTATION PLAN

1. INTRODUCTION

1.1.   Technical scope

This TSI concerns the Control Command and Signalling On-Board Subsystem and the Control-Command and Signalling Trackside Subsystem.

This TSI is applicable to control-command and signalling trackside Subsystems of the rail network defined in the point 1.2 (Geographical Scope) of this TSI and to the control-command and signalling on-board subsystems of vehicles which are (or are intended to be) operated on it. These vehicles are of one of the following types (as defined in point 2 of Annex I to Directive (EU) 2016/797):

• (1) locomotives and passenger rolling stock, including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coach, if equipped with a driving cab;

• (2) special vehicles, such as on-track machines, if equipped with a driving cab intended to be used in running mode on its own wheels.

This list of vehicles shall include those which are specially designed to operate on the different types of high-speed lines described in point 1.2 (Geographical Scope).

1.2.   Geographical Scope

The geographical scope of this TSI is the network of the whole rail system, as described in point 1 of Annex I to Directive (EU) 2016/797 and excludes the infrastructure cases referred to in Article 1(3) and (4) of Directive (EU) 2016/797.

The TSI shall apply to networks with 1 435  mm, 1 520  mm, 1 524  mm, 1 600  mm and 1 668  mm track gauges. However, it shall not apply to short border crossing lines with 1 520  mm track gauges that are connected to the network of third countries.

1.3.   Content of this TSI

In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI:

• (1) indicates its intended scope – Chapter 2 (Subsystem definition and scope);

• (2) lays down essential requirements for the Control-Command and Signalling Subsystems and their interfaces vis-à-vis other subsystems – Chapter 3 (The Essential Requirements for the Control-command and signalling Subsystems);

• (3) lays down the functional and technical specifications to be met by the Subsystems and their interfaces vis-à-vis other subsystems – Chapter 4 (Characterisation of the Subsystems);

• (4) determines the interoperability constituents and interfaces which must be covered by European specifications, including European standards, and which are necessary to achieve interoperability within the Union rail system – Chapter 5 (Interoperability Constituents);

• (5) states, in each case under consideration, which procedures are to be used to assess the conformity or the suitability for use of the interoperability constituents and for the ‘EC’ verification of the subsystems – Chapter 6 (Assessing the conformity and/or suitability for use of the constituents and verifying the subsystems);

• (6) indicates the strategy for implementing this TSI. – Chapter 7 (Implementing the TSI Control-Command and Signalling);

• (7) indicates the professional competences and health and safety conditions at work required for the staff operating and maintaining these subsystems and implementing the TSI – Chapter 4 (Characterisation of the Subsystems);

• (8) indicates the provisions applicable to the existing subsystems, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation for the vehicle or trackside subsystem — Chapter 7 (Implementing the TSI Control-Command and Signalling);

• (9) indicates the parameters of the subsystems to be checked by the railway undertaking and the procedures to be applied to check those parameters after the delivery of the vehicle authorisation for placing on the market and before the first use of the vehicle to ensure compatibility between vehicles and the routes on which they are to be operated – Chapter 4 (Characterisation of the Subsystems.

In accordance with Article 4(5) of Directive (EU) 2016/797, provisions for specific cases are indicated in Chapter 7 (Implementing the TSI Control-Command and Signalling).

This TSI also sets out, in Chapter 4 (Characterisation of the Subsystems), the operating and maintenance rules which specifically apply to the scope indicated in points 1.1 and 1.2.

2. SUBSYSTEM DEFINITION AND SCOPE

2.1.   Introduction

The Control-Command and Signalling Subsystems are defined in Annex II to Directive (EU) 2016/797 as:

• (1) Trackside control-command and signalling as: ‘all the trackside equipment required to ensure safety and to command and control movements of trains authorised to travel on the network’.

• (2) On-board control-command and signalling as ‘all the on-board equipment required to ensure safety and to command and control movements of trains authorised to travel on the network’.

The features of the Control-Command and Signalling Subsystems are:

• (1) the functions that are essential for the safe control of railway traffic, and that are essential for its operation, including those required for degraded modes ([^E0001]);

• (2) the interfaces;

• (3) the level of performance required to meet the essential requirements.

2.2.   Scope

The Control-Command and Signalling Subsystem TSI specifies only those requirements which are necessary to assure the interoperability of the Union rail system and the compliance with the essential requirements ([^E0002]).

The Control-Command and Signalling Subsystems include the following parts:

• (1) train protection;

• (2) voice radio communication;

• (3) data radio communication;

• (4) train detection;

• (5) automated train operation ([^E0003]).

ERTMS (European Rail Traffic Management System) is composed of train protection (ETCS), radio communication (RMR) and automated train operation (ATO).

The Class A train protection system is ETCS (European Train Control System) ([^E0004]) whilst the Class A radio system is RMR (Railway Mobile Radio system). In this TSI, RMR comprises two radio class A systems: GSM-R and FRMCS (Future Railway Mobile Communication System) that may be implemented both at the same time or each of them independently ([^E0005]).

For train detection, this TSI specifies only the requirements for the interface with other subsystems.

The list of Class B systems is established in the Annex II to this regulation.

The requirements for the Control-Command and Signalling On-board Subsystem are specified in relation to Class A radio mobiles, train protection and automatic train operation.

The requirements for the Control-Command and Signalling Trackside Subsystem are specified in relation to:

• (1) the Class A radio network;

• (2) the Class A train protection;

• (3) the Class A automated train operation;

• (4) the interface requirements for train detection systems, to ensure their compatibility with rolling stock.

All Control-Command and Signalling Subsystems, even where not specified in this TSI, shall be assessed according with Commission Implementing Regulation (EU) No 402/2013 ([^E0006]).

2.3.   Trackside Application Levels (ETCS)

The interfaces specified by this TSI define the means of data transmission to, and (where appropriate) from trains. The ETCS specifications referenced by this TSI provide application levels from which a trackside implementation may choose the means of transmission that meet its requirements.

This TSI defines the requirements for all application levels. For the technical definition of the ETCS application levels see Appendix A, Table A.1, 4.1 c.

3. THE ESSENTIAL REQUIREMENTS FOR THE CONTROL-COMMAND AND SIGNALLING SUBSYSTEMS

3.1.   General

Directive (EU) 2016/797 requires that the subsystems and the interoperability constituents including interfaces meet the essential requirements set out in general terms in Annex III to that Directive.

The essential requirements are:

• (1) Safety;

• (2) Reliability and Availability;

• (3) Health;

• (4) Environmental Protection;

• (5) Technical compatibility;

• (6) Accessibility.

The essential requirements for Class A systems are described in Table 3.1.

The requirements for Class B systems are the responsibility of the relevant Member State.

The following table indicates the essential requirements, as set out and numbered in Annex III to Directive (EU) 2016/797, taken into account by the basic parameters defined in Chapter 4 of this TSI.

Table 3.1

Relation between Essential Requirements and Basic Parameters

Basic Parameter Point	Basic Parameter Title	Safety	Reliability-Availability	Health	Environmental protection	Technical compatibility
4.2.1	Control-Command and Signalling reliability, availability and safety characteristics relevant to interoperability	1.1.1 1.1.3 2.3.1	1.2
4.2.2	On-Board ETCS functionality	1.1.1				1.5 2.3.2
4.2.3	Trackside ETCS functionality	1.1.1				1.5 2.3.2
4.2.4	Mobile communication functions for railways RMR				1.4.3	1.5 2.3.2
4.2.5	RMR, ETCS and ATO air gap interfaces					1.5 2.3.2
4.2.6	On-Board Interfaces Internal to Control-Command and Signalling					1.5 2.3.2
4.2.7	Trackside Interfaces Internal to Control-Command and Signalling					1.5 2.3.2
4.2.8	Key Management					1.5 2.3.2
4.2.9	ETCS-ID Management					1.5 2.3.2
4.2.10	Trackside Train Detection Systems					1.5 2.3.2
4.2.11	Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment				1.4.3	1.5 2.3.2
4.2.12	ETCS DMI (Driver-Machine Interface)					1.5 2.3.2
4.2.13	RMR DMI (Driver-Machine Interface)					1.5 2.3.2
4.2.14	Interface to Data Recording for Regulatory Purposes	1.1.1				1.5 2.3.2
4.2.15	Trackside Control-Command and Signalling objects					1.5 2.3.2
4.2.16	Construction of equipment used in CCS subsystems	1.1.3 1.1.4		1.3.2	1.4.2
4.2.17	ETCS and Radio System Compatibility					1.5 2.3.2
4.2.18	On-Board ATO functionality					1.5 2.3.2
4.2.19	Trackside ATO functionality					1.5 2.3.2
4.2.20	Technical documentation for Maintenance	1.1.5 1.1.1

3.2.   Specific Aspects of the Control-Command and Signalling Subsystems

3.2.1.   Safety

Every Control-Command and Signalling Subsystems project shall take the measures necessary to ensure that the level of risk of an error occurring within the scope of the Control-Command and Signalling Subsystems, is not higher than the objective for the service.

To ensure that the measures taken to achieve safety do not jeopardise interoperability, the requirements of the basic parameter defined in point 4.2.1 (Control-Command and Signalling reliability, availability and safety characteristics relevant to interoperability) shall be respected.

For the ETCS Class A system the safety objective is apportioned between the Control-Command and Signalling On-board and Trackside Subsystems. The detailed requirements are specified in the basic parameter defined in point 4.2.1 (Control-Command and Signalling reliability, availability and safety characteristics relevant to interoperability). This safety requirement shall be met together with the availability requirements as defined in point 3.2.2 (Reliability and Availability).

3.2.2.   Reliability and Availability

For the Class A system, the reliability and availability objectives are apportioned between the Control-Command and Signalling On-board and Trackside Subsystems. The detailed requirements are specified in the basic parameter defined in point 4.2.1 (Control-Command and Signalling reliability, availability and safety characteristics relevant to interoperability).

The level of risk caused by age and wear of constituents used within the subsystem shall be monitored. The requirements for maintenance stated in point 4.5 shall be respected.

3.2.3.   Technical Compatibility

Technical compatibility includes the functions, interfaces and performances required to achieve interoperability.

The requirements of technical compatibility are subdivided in the following three categories:

• (1) The first category sets out the general engineering requirements for interoperability namely environmental conditions, internal electromagnetic compatibility (EMC) within the railway boundaries, and installation. These compatibility requirements are defined in this chapter.

• (2) The second category describes how the Control Command and Signalling Subsystems have to be applied technically and what functions they have to perform to ensure interoperability. This category is defined in Chapter 4.

• (3) The third category describes how the Control Command and Signalling Subsystems are interfaced with the Operation and Traffic Management Subsystem in order that operational interoperability is achieved. This category is described in Chapter 4.

3.2.3.1.   Engineering Compatibility

3.2.3.1.1.   Physical environmental conditions

Control Command and Signalling equipment shall be capable of operating under the climatic and physical conditions which characterise the area in which the relevant part of the Union rail system is located.

The requirements of basic parameter 4.2.16 (Construction of equipment used in CCS subsystems) shall be respected.

3.2.3.1.2.   Railway Internal Electromagnetic Compatibility

The basic parameter related to electromagnetic compatibility between Rolling Stock and Control-Command and Signalling trackside equipment is described in point 4.2.11 (Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment).

3.3.   Essential requirements not directly covered by this TSI

3.3.1.   Safety

The essential requirement 1.1.2 in Annex III to Directive (EU) 2016/797 is not within the scope of this TSI.

The essential requirement 1.1.4 in Annex III to Directive (EU) 2016/797 for the Control-Command Signalling trackside subsystems is covered by the applicable European and national provisions in force.

3.3.2.   Health

In accordance with Union legislation and with national legislation that is compatible with the Union legislation, care shall be taken to ensure that the materials used and the design of the Control-Command and Signalling Subsystems do not constitute a health hazard to persons having access to them. This is in relation with the essential requirement 1.3.1 in Annex III to Directive (EU) 2016/797. The essential requirement 1.3.2 in Annex III to Directive (EU) 2016/797 for the Control-Command Signalling trackside subsystems is covered by the applicable European and national provisions in force.

3.3.3.   Environmental Protection

In accordance with Union legislation and with national legislation that is compatible with Union legislation:

• (1) the Control-Command and Signalling 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. This is in relation with the essential requirement 1.4.2 in Annex III to Directive (EU) 2016/797;

• (2) the Control-Command and Signalling equipment shall not contain substances which may abnormally contaminate the environment during their normal use. This is in relation with the essential requirement 1.4.1 in Annex III to Directive (EU) 2016/797;

• (3) the Control-Command and Signalling equipment shall be subject to the Union legislation in force controlling the limits to the emission of and the susceptibility to electromagnetic interference along the boundaries of railway property. This is in relation with the essential requirement 1.4.3 in Annex III to Directive (EU) 2016/797;

• (4) the Control-Command and Signalling equipment shall comply with existing regulations on noise pollution. This is in relation with the essential requirement 1.4.4 in Annex III to Directive (EU) 2016/797;

• (5) the Control-Command and Signalling 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). This is in relation with the essential requirement 1.4.5 in Annex III to Directive (EU) 2016/797.

3.3.4.   Technical Compatibility

3.3.4.1.   Railway Internal Electromagnetic Compatibility

In accordance with Union legislation and with national legislation that is compatible with the Union legislation, the Control Command and Signalling equipment shall neither interfere with nor be interfered with by other control-command and signalling equipment or other subsystems.

3.3.5.   Accessibility

The essential requirement 1.6 in Annex III to Directive (EU) 2016/797 is not within the scope of this TSI.

4. CHARACTERISATION OF THE SUBSYSTEMS

4.1.   Introduction

4.1.1.   Basic parameters

In accordance with the relevant essential requirements, the Control-Command and Signalling Subsystems are characterised by the following basic parameters:

• (1) Control-Command and Signalling reliability, availability and safety characteristics relevant to interoperability (point 4.2.1)

• (2) On-Board ETCS functionality (point 4.2.2)

• (3) Trackside ETCS functionality (point 4.2.3)

• (4) Mobile communication functions for railways RMR (point 4.2.4)

• (5) RMR, ETCS and ATO air gap interfaces (point 4.2.5)

• (6) On-Board Interfaces Internal to Control-Command and Signalling (point 4.2.6)

• (7) Trackside Interfaces Internal to Control-Command and Signalling (point 4.2.7)

• (8) Key Management (point 4.2.8)

• (9) ETCS-ID Management (point 4.2.9)

• (10) Trackside Train Detection Systems (point 4.2.10)

• (11) Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment (point 4.2.11)

• (12) ETCS DMI (Driver-Machine Interface) (point 4.2.12)

• (13) RMR DMI (Driver-Machine Interface) (point 4.2.13)

• (14) Interface to Data Recording for Regulatory Purposes (point 4.2.14)

• (15) Trackside Control-Command and Signalling objects (point 4.2.15)

• (16) Construction of equipment used in CCS subsystems (point 4.2.16)

• (17) ETCS and Radio System Compatibility (point 4.2.17)

• (18) On-Board ATO functionality (point 4.2.18)

• (19) Trackside ATO functionality (point 4.2.19)

• (20) Technical documentation for Maintenance (point 4.2.20)

4.1.2.   Overview of the requirements

All requirements in point 4.2 (Functional and technical specifications of the Subsystems) related to these basic parameters shall be applied to the Class A system.

Requirements for Class B systems and for STMs (which enable the Class A On-board system to operate on Class B infrastructure) are the responsibility of the relevant Member State.

This TSI is based on the principles of enabling the Control-Command and Signalling Trackside Subsystem to be compatible with TSI-compliant Control-Command and Signalling On-board Subsystems. To achieve this goal:

• (1) functions, interfaces and performance of the Control-Command and Signalling On-board Subsystem are standardised, ensuring that every train will react in a predictable way to data received from trackside;

• (2) for the Control-Command and Signalling Trackside Subsystem, track-to-train and train-to-track communication are fully standardised in this TSI. The specifications referenced in the points below allow Control-Command and Signalling trackside functionality to be applied in a flexible way, so that it can be optimally integrated into the railway system. This flexibility shall be exploited without limiting the movement of vehicles with TSI-compliant on-board subsystems.

The Control-Command and Signalling functions are classified in categories indicating whether they are optional or mandatory. The categories are defined in point 7.2.9 of this TSI and in specifications referred to in Appendix A and these texts also state how the functions are classified.

Appendix A, Table A.1, 4.1 c provides the Glossary of ETCS and ATO terms and definitions, which are used in the specifications referred to in Appendix A.

4.1.3.   Parts of Control-command and Signalling Subsystems

According to point 2.2 (Scope) the Control-Command and Signalling Subsystems can be subdivided in parts.

The following table indicates which basic parameters are relevant for each subsystem and for each part.

Table 4.1

Parts of Control Command and Signalling Subsystems

Subsystem	Part	Basic parameters
Control-Command and Signalling On-board	Train protection	4.2.1, 4.2.2, 4.2.5, 4.2.6, 4.2.8, 4.2.9, 4.2.12, 4.2.14, 4.2.16, 4.2.17, 4.2.20
Control-Command and Signalling On-board	Voice radio communication	4.2.1.2, 4.2.4.1, 4.2.4.2, 4.2.5.1, 4.2.13, 4.2.16, 4.2.17, 4.2.20
Control-Command and Signalling On-board	Data radio communication	4.2.1.2, 4.2.4.1, 4.2.4.3, 4.2.5.1, 4.2.6.2, 4.2.16, 4.2.17, 4.2.20
Control-Command and Signalling On-board	Automated Train Operation	4.2.1.2, 4.2.5.1, 4.2.6, 4.2.12, 4.2.16, 4.2.18, 4.2.20
Control-Command and Signalling Trackside	Train protection	4.2.1, 4.2.3, 4.2.5, 4.2.7, 4.2.8, 4.2.9, 4.2.15, 4.2.16, 4.2.17, 4.2.20
Control-Command and Signalling Trackside	Voice radio communication	4.2.1.2, 4.2.4, 4.2.5.1.1, 4.2.13, 4.2.16, 4.2.17, 4.2.20
Control-Command and Signalling Trackside	Data radio communication	4.2.1.2, 4.2.4, 4.2.5.1, 4.2.7.3, 4.2.16, 4.2.17, 4.2.20
Control-Command and Signalling Trackside	Train detection	4.2.10, 4.2.11
Control-Command and Signalling Trackside	Automated Train Operation	4.2.1.2, 4.2.5.1, 4.2.7, 4.2.16, 4.2.19, 4.2.20

4.2.   Functional and technical specifications of the Subsystems

4.2.1.   Control-Command and Signalling reliability, availability and safety characteristics relevant to interoperability

This basic parameter describes the requirements for the Control-Command and Signalling On-board Subsystem and Trackside subsystem with reference to point 3.2.1 (Safety) and point 3.2.2 (Reliability and Availability).

In order to achieve interoperability, when implementing Control-Command and Signalling On-board and Trackside subsystems the following provisions shall be respected:

• (1) The design, implementation and use of a Control-Command and Signalling On-board or Trackside subsystem shall not export any requirements:
• (a) across the interface between Control-Command and Signalling On-board and Trackside subsystems in addition to the requirements specified in this TSI;
• (b) to any other subsystem in addition to the requirements specified in the corresponding TSIs.

• (2) The requirements set out in points 4.2.1.1 and 4.2.1.2 below shall be respected.

4.2.1.1.   Safety

The Control-Command and Signalling On-board and Trackside subsystems shall respect the requirements for ETCS equipment and installations stated in this TSI.

For the hazard ‘exceeding speed and/or distance limits advised to ETCS’ the tolerable hazard rate (THR) shall be 10^-9 h^-1 for random failures of the on-board ETCS and 10^-9 h^-1 for random failures of the trackside ETCS. See Appendix A, Table A 1, 4.2.1 a.

To achieve interoperability, the on-board ETCS shall fully respect all requirements specified in Appendix A, Table A 1, 4.2.1. Nevertheless, less stringent safety requirements are acceptable for trackside ETCS provided that, in combination with TSI-compliant Control-Command and Signalling On-board subsystems, the safety level for the service is met.

For the ETCS Class A system:

• (1) the changes made by railway undertakings and infrastructure managers to implement preventive or corrective maintenance actions shall be managed in compliance with the processes and procedures of their safety management system according to Article 9 of Directive (EU) 2016/798 of the European Parliament and of the Council (Safety Directive) ([^E0007]);

• (2) other types of changes made by railway undertaking and infrastructure managers (e.g. changes of the design or implementation of ETCS), as well as the changes made by other actors (e.g. manufacturers or other suppliers) shall be managed according to the risk management process set out in Annex I to the Implementing Regulation (EU) No 402/2013, as referred to in Article 6(1)(a) of Directive (EU) 2016/798.

Additionally, the correct application of the risk management process as set out in Annex I to Implementing Regulation (EU) No 402/2013, as well as the appropriateness of the results from this application, shall be independently assessed by a CSM assessment body according to Article 6 of that Regulation. There shall not be restrictions with respect to the type A, B or C of independence of the CSM assessment body permitted by Implementing Regulation (EU) No 402/2013. The appointed CSM assessment body shall be accredited or recognised according to the requirements in Annex II to Implementing Regulation (EU) No 402/2013 in the field of ‘Control-Command and Signalling’ sub-system, as listed in item 5 ‘classification’ of ERADIS database entry for Assessment Bodies.

The accreditation, or recognition, in the field of ‘Control-Command and Signalling’ sub-system, covers the CSM assessment body competence to independently assess the ‘safe integration’ at the level of an ETCS subsystem, or an ETCS Interoperability Constituent. This includes the competence for:

• (1) the assessment of safe integration of all internal components and interfaces that form the architecture of the ETCS subsystem or ETCS Interoperability Constituent;

• (2) the assessment of safe integration of all external interfaces of the ETCS subsystem, or ETCS Interoperability Constituent, within its direct physical, functional, environmental, operational and maintenance context.

The application of the standards as referred to in Appendix A, Table A 3 is an appropriate means to fully comply to the risk management process as set out in Annex I to the Implementing Regulation (EU) No 402/2013 for design, implementation, production, installation and validation (incl. Safety acceptance) of interoperability constituents and subsystems. When different standards from the ones referred to in Appendix A, Table A 3 are applied, at least equivalence shall be proven.

Whenever for an ETCS subsystem or an ETCS Interoperability Constituent the specifications as referred to in Appendix A, Table A 3 are used as an appropriate means to fully comply to the risk management process as set out in Annex I to the Implementing Regulation (EU) No 402/2013, in order to avoid unnecessary duplication of independent assessment work, the independent safety assessment activities that are required by the specifications referred to in Appendix A, Table A 3 shall be carried out by a CSM assessment body accredited or recognized as specified in the fifth and sixth subparagraph of this point instead of a CENELEC independent safety assessor.

4.2.1.2.   Availability/Reliability

This point refers to the occurrence of failure modes not causing safety hazards but creating degraded situations, the management of which could decrease the overall safety of the system.

In the context of this parameter, ‘failure’ means the termination of the ability of an item to perform a required function with the required performance and ‘failure mode’ means the effect by which the failure is observed.

To ensure that the relevant infrastructure managers and railway undertaking are given all the information they need to define appropriate procedures for managing degraded situations, the technical file accompanying the EC declaration of verification for an on-board or trackside CCS subsystem shall contain the calculated availability/reliability values related to failure modes having an impact on the capability of the CCS subsystem to supervise the safe movement of one or more vehicles or to establish radio voice communication between traffic control and the train drivers.

Compliance with the following calculated values shall be ensured:

• (1) Mean time of hours of operation between failures of a CCS on-board subsystem requiring the isolation of the train protection functions: (open point);

• (2) Mean time of hours of operation between failures of a CCS on-board subsystem preventing radio voice communication between traffic control and the train driver: (open point).

To allow the infrastructure managers and railway undertakings to monitor, during the life of the subsystems, the level of risk and the respect of the reliability/availability values used for the definition of procedures to manage degraded situations, the requirements for maintenance stated in point 4.2.20 (Technical documentation for Maintenance) shall be respected.

4.2.2.   On-Board ETCS functionality

4.2.2.1.   ETCS main functions

The basic parameter for ETCS on-board functionality describes all the functions needed to run a train in a safe way. The primary function is to provide automatic train protection and cab signalling:

• (1) setting the train characteristics (e.g. maximum train speed, braking performance);

• (2) selecting the supervision mode on the basis of information from trackside;

• (3) performing odometry functions;

• (4) locating the train in a coordinate system based on Eurobalise locations;

• (5) calculating the dynamic speed profile for its mission on the basis of train characteristics and of information from trackside;

• (6) supervising the dynamic speed profile during the mission;

• (7) providing the intervention function.

These functions shall be implemented in accordance with Appendix A, Table A 1, 4.2.2 b and their performance shall conform to Appendix A, Table A 1, 4.2.2 a.

The requirements for tests are specified in Appendix A, Table A 1, 4.2.2 c.

4.2.2.2.   Other ETCS functions

The main functionality is supported by other functions, to which Appendix A, Table A 1, 4.2.2 a and 4.2.2 b also apply, together with the additional specifications indicated below:

• (1) Communication with the Control-Command and Signalling Trackside Subsystem.
• (a) Eurobalise data transmission. See point 4.2.5.2 (Eurobalise communication with the train for ERTMS applications).
• (b) Euroloop data transmission. See point 4.2.5.3 (Euroloop communication with the train for ERTMS applications). This functionality is optional on-board unless required by specific cases in point 7.7, which shall only refer to the Appendix A specifications.
• (c) Radio data transmission for radio infill. See Appendix A, Table A 1, 4.2.2 d, point 4.2.5.1 (RMR air gap interface), point 4.2.6.2 (Interface between RMR Data Communication and ETCS/ATO-applications) and point 4.2.8 (Key Management). This functionality is optional on-board unless required by specific cases in point 7.7. The implementation of this functionality, including for specific cases, shall be compliant to Appendix A specifications.
• (d) Radio data transmission. See point 4.2.5.1 (RMR air gap interface), point 4.2.6.2 (Interface between RMR Data Communication and ETCS/ATO-applications) and point 4.2.8 (Key Management). This radio data transmission is optional unless operating on an ETCS level 2 (formerly ETCS level 2 or level 3) line.

• (2) Communicating with the driver. See Appendix A, Table A 1, 4.2.2 e, point 4.2.12 (ETCS DMI (Driver-Machine Interface)).

• (3) Communicating with the STM. See point 4.2.6.1 (ETCS and Class B train protection). This function includes:
• (a) managing the STM output;
• (b) providing data to be used by the STM;
• (c) managing STM transitions.

• (4) Managing information about:
• (a) completeness of the train – Supplying the train integrity and safe consist length information to the on-board subsystem, is optional unless it is required by trackside.
• (b) cold movement detection – The ETCS on-board equipment shall be fitted with a Cold Movement Detection.

• (5) Equipment health monitoring and degraded mode support. This function includes:
• (a) initialising the on-board ETCS functionality;
• (b) providing degraded mode support;
• (c) isolating the on-board ETCS functionality.

• (6) Support data recording for regulatory purposes. See point 4.2.14 (Interface to Data Recording for Regulatory Purposes).

• (7) Forwarding information/orders and receiving state information from rolling stock: to/from the train interface unit. See Appendix A, Table A 1, 4.2.2 f. Note: The ETCS on-board shall be compliant with the train FFFIS only on newly developed vehicle designs requiring a first authorisation as defined in Article 14 (1), point (a) of Commission Implementing Regulation (EU) 2018/545 ([^E0008]).

• (8) Communicating with the ATO. See Appendix A, Table A 1, 4.2.2 h.

This function includes:

• (a) managing the ATO output;

• (b) providing data to be used by the ATO;

• (c) managing ATO transitions.

4.2.3.   Trackside ETCS functionality

This Basic parameter describes the ETCS trackside functionality. It contains all ETCS functionality to provide a safe path to a specific train.

The main functionalities are:

• (1) locating a specific train in a coordinate system based on Eurobalise locations (ETCS level 2);

• (2) translating the information from trackside signalling equipment into a standard format for the Control-Command and Signalling On-board Subsystem;

• (3) sending movement authorities including track description and orders assigned to a specific train.

These functions shall be implemented in accordance with Appendix A, Table A 1, 4.2.3 b and their performance shall conform to Appendix A, Table A 1, 4.2.3 a.

The main functionality is supported by other functions, to which Appendix A, Table A 1, 4.2.3 a and 4.2.3 b also apply, together with the additional specifications indicated below:

• (1) communicating with the Control-Command and Signalling On-board Subsystem. This includes:
• (a) Eurobalise data transmission. See point 4.2.5.2 (Eurobalise communication with the train for ERTMS applications) and point 4.2.7.4 (Eurobalise/LEU);
• (b) Euroloop data transmission. See point 4.2.5.3 (Euroloop communication with the train for ERTMS applications and point 4.2.7.5 (Euroloop/LEU). Euroloop is only relevant in level 1, in which it is optional;
• (c) Radio data transmission for radio infill. See point 4.2.5.1.2.1 (GSM-R air gap interface for the ETCS application), point 4.2.7.3.1.1 (GSM-R/trackside ETCS) and point 4.2.8 (Key Management). Radio infill is only relevant in level 1, in which it is optional;
• (d) Radio data transmission. See point 4.2.5.1 (RMR air gap interface), point 4.2.7.3 (RMR/trackside ETCS and RMR/trackside ATO) and point 4.2.8 (Key Management). Radio data transmission is only relevant to ETCS level 2;

• (2) generating information/orders to the on-board ETCS, e.g. information related to closing/opening the air flaps, lowering/raising the pantograph, opening/closing the main power switch, changing from traction system A to traction system B. Implementation of this functionality is optional for trackside; it can however be required by other applicable TSIs or national rules or the application of risk evaluation and assessment to ensure safe integration of subsystems;

• (3) managing the transitions between areas supervised by different Radio Block Centres (RBCs) (only relevant for ETCS level 2). See point 4.2.7.1 (Functional interface between RBCs) and point 4.2.7.2 (RBC/RBC).

4.2.4.   Mobile communication functions for railways RMR

This basic parameter describes the radio communication functions. Such functions shall be implemented in the Control-Command and Signalling On-board and Trackside subsystems, according to the specifications indicated below.

4.2.4.1.   Basic communication function

4.2.4.1.1.   GSM-R Basic communication function

The general requirements are specified in Appendix A, Table A 1, 4.2.4 a.

In addition, the following specifications shall be respected:

• (1) ASCI features; Appendix A, Table A 1, 4.2.4 b;

• (2) SIM card; Appendix A, Table A 1, 4.2.4 c;

• (3) location-dependent addressing; Appendix A, Table A 1, 4.2.4 e.

4.2.4.1.2.   FRMCS Basic communication function

The general requirements are specified in Appendix A, Table A 1, 4.2.4 l

In addition, the following specifications shall be respected:

• (1) FRMCS Profile; Appendix A, Table A 1, 4.2.4 n;

4.2.4.2.   Voice and operational communication applications

4.2.4.2.1.   GSM-R Voice and operational communication applications

The general requirements are defined in Appendix A, Table A 1, 4.2.4 f.

The requirements for tests are specified in Appendix A, Table A 1, 4.2.4 g.

In addition, the following specifications shall be respected:

• (1) confirmation of high priority calls; Appendix A, Table A 1, 4.2.4 h;

• (2) functional addressing; Appendix A, Table A 1, 4.2.4 j;

• (3) presentation of functional numbers; Appendix A, Table A 1, 4.2.4 k;

• (4) User-to-User Signalling; Appendix A, Table A 1, 4.2.4 d.

4.2.4.2.2.   FRMCS Voice and operational communication applications

The general requirements are defined in Appendix A, Table A 1, 4.2.4 m.

The requirements for tests are specified in Appendix A, Table A 1, 4.2.4 o.

4.2.4.3.   Data communication applications for ETCS and ATO

4.2.4.3.1.   Data communication for ETCS

The ‘data radio communication’ part of the On-board Control-command and Signalling Subsystem shall be able to support the establishment of at least two simultaneous communication sessions with ETCS.

4.2.4.3.1.1.   GSM-R data communication for ETCS

The general requirements are defined in Appendix A, Table A 1, 4.2.4 f.

The requirements for tests are specified in Appendix A, Table A 1, 4.2.4 g.

This functionality is mandatory only in the case of ETCS level 2 and radio infill applications.

4.2.4.3.1.2.   FRMCS data communication for ETCS

The general requirements are defined in Appendix A, Table A 1, 4.2.4 m.

The requirements for tests are specified in Appendix A, Table A 1, 4.2.4 o.

This functionality is mandatory in the case of ETCS level 2 applications.

4.2.4.3.2.   Data communication for ATO

4.2.4.3.2.1.   GSM-R data communication for ATO

The general requirements are defined in Appendix A, Table A 1, 4.2.4 f.

The requirements for tests are specified in Appendix A, Table A 1, 4.2.4 g.

4.2.4.3.2.2.   FRMCS data communication for ATO

The general requirements are defined in Appendix A, Table A 1, 4.2.4 m.

The requirements for tests are specified in Appendix A, Table A 1, 4.2.4 o.

4.2.5.   RMR, ETCS and ATO air gap interfaces

This basic parameter specifies the requirements for the air gap between Control-Command and Signalling Trackside and On-board subsystems and has to be taken into account in conjunction with the requirements for the interfaces between ETCS, ATO and RMR equipment, as specified in point 4.2.6 (On-Board Interfaces Internal to Control-Command and Signalling) and point 4.2.7 (Trackside Interfaces Internal to Control-Command and Signalling).

This basic parameter includes:

• (1) the physical, electrical and electromagnetic values to be respected to allow safe functioning;

• (2) the communication protocol to be used;

• (3) the availability of the communication channel.

The applicable specifications are listed below.

4.2.5.1.   RMR air gap interface

4.2.5.1.1.   RMR general air gap interface

4.2.5.1.1.1.   GSM-R air gap interface

The air gap interface shall comply with the requirements specified in Appendix A, Table A 1, 4.2.5 a and 4.2.4 f.

• Note 1: GSM-R radio communication interfaces shall operate in the frequency band specified in Appendix A, Table A 1, 4.2.5 a and 4.2.4 f.

• Note 2: On-Board Control-command and Signalling Subsystems shall be protected against interference, fulfilling the requirements specified in Appendix A, Table A 1, 4.2.4 f.

4.2.5.1.1.2.   FRMCS air gap interface

The air gap interface shall comply with the requirements specified in Appendix A, Table A 1, 4.2.5 f.

4.2.5.1.2.   RMR air gap interface for ETCS application

4.2.5.1.2.1.   GSM-R air gap interface for the ETCS application

The data communication protocols shall comply with Appendix A, Table A 1, 4.2.5 b.

Where radio infill is implemented, the requirements stated in Appendix A, Table A 1, 4.2.5 c shall be respected in addition.

4.2.5.1.2.2.   FRMCS air gap interface for the ETCS application

The data communication protocols shall comply with Appendix A, Table A 1, 4.2.5 j.

4.2.5.1.3.   RMR air gap interface for ATO application

4.2.5.1.3.1.   GSM-R air gap interface for ATO application

Packet switch communication shall be used and the data communication protocols shall comply with the relevant requirements in Appendix A, Table A 1, 4.2.5 h.

The use of other wireless communication networks, e.g. operated by a public or private Mobile Network Operator, is allowed for the ATO application, however it is considered out of scope of this TSI.

The use of these networks shall not interfere with GSM-R voice and data communications.

4.2.5.1.3.2.   FRMCS air gap interface for ATO application

The data communication protocols shall comply with Appendix A, Table A 1, 4.2.5 i.

4.2.5.2.   Eurobalise communication with the train for ERTMS applications

Eurobalise communication interfaces shall comply with Appendix A, Table A 1, 4.2.5 d.

4.2.5.3.   Euroloop communication with the train for ERTMS applications

Euroloop communication interfaces shall comply with Appendix A, Table A 1, 4.2.5 e.

4.2.6.   On-Board Interfaces Internal to Control-Command and Signalling

This Basic Parameter consists of the following parts:

4.2.6.1.   ETCS and Class B train protection

Where ETCS and Class B train protection functions are installed on-board, the integration and transitions between them shall be managed with one of the following:

• (1) a standardised interface (STM); or

• (2) a non-standardised interface; or

• (3) Class B and Class A integrated within the same equipment (e.g. ‘bi-standards’); or

• (4) no direct interface between both equipment.

Where the integration of, and transitions between, ETCS and Class B systems are managed with the standardised interface (STM), it shall comply with requirements as specified in Appendix A, Table A 1, 4.2.6 a.

Appendix A, Table A 1, 4.2.6 b specifies the K interface (to allow certain STMs to read information from Class B balises through the ETCS on-board antenna) and Appendix A, Table A 1, 4.2.6 c the G interface (air gap between ETCS on-board antenna and Class B balises).

Implementation of Interface ‘K’ is optional, but if done it must be in accordance with Appendix A, Table A 1, 4.2.6 b.

Furthermore, if Interface ‘K’ is implemented, the on-board transmission channel functionality must be able to handle the properties of Appendix A, Table A 1, 4.2.6 c.

If the integration and transitions between ETCS and Class B train protection on-board are not managed using the standardised interface specified in Appendix A, Table A 1, 4.2.6 a, the method shall not impose any additional requirements on the Control-Command and Signalling Trackside Subsystem.

4.2.6.2.   Interface between RMR Data Communication and ETCS/ATO-applications

4.2.6.2.1.   Interface between RMR Data Communication and ETCS

4.2.6.2.1.1.   Interface between GSM-R Data Communication and ETCS

The requirements for the interface between the on-board GSM-R and the on-board ETCS functionality are specified in Appendix A, Table A 1, 4.2.6 d.

Where radio infill is implemented, the requirements stated in Appendix A, Table A 1, 4.2.6 e shall be respected.

4.2.6.2.1.2.   Interface between FRMCS Data Communication and ETCS

The requirements for the interface between on-board FRMCS and the on-board ETCS functionality are specified in Appendix A, Table A 1, 4.2.6 g.

4.2.6.2.2.   Interface between RMR Data Communication and ATO

4.2.6.2.2.1.   Interface between GSM-R Data Communication and ATO

The requirements for the interface between the on-board GSM-R and the on-board ATO functionality are specified in Appendix A, Table A 1, 4.2.6 j.

4.2.6.2.2.2.   Interface between FRMCS Data Communication and ATO

The requirements for the interface between on-board FRMCS and the on-board ATO functionality are specified in Appendix A, Table A 1, 4.2.6 k.

4.2.6.2.3.   Interface between FRMCS on-board voice application and on-board FRMCS

The requirements for the interface between FRMCS on-board voice application and on-board FRMCS are specified in Appendix A, Table A 1, 4.2.6 l.

4.2.6.3.   Odometry

There are no specific requirements for the odometry interface.

4.2.6.4.   Interface between ATO and ETCS

The requirements for the interface between the on-board ATO functionality and the on-board ETCS functionality are specified in Appendix A, Table A 1, 4.2.6 h.

4.2.6.5.   Additional CCS On-Board Internal Interfaces

4.2.6.5.1.   CCS Consist network communication layers

The interface between the end devices (e.g. ETCS on-board, ATO on-board and FRMCS on-board) and the Ethernet Consist Network shall comply with Appendix A, Table A 1, 4.2.6 i unless otherwise specified. This interface is only applicable on newly developed vehicle designs requiring a first authorisation as defined in Article 14(1), point (a), of Implementing Regulation (EU) 2018/545.

4.2.7.   Trackside Interfaces Internal to Control-Command and Signalling

This Basic Parameter consists of five parts.

4.2.7.1.   Functional interface between RBCs

This interface defines the data to be exchanged between neighbouring RBCs to allow the safe movement of a train from one RBC area to the next:

• (1) Information from the ‘Handing Over’ RBC to the ‘Accepting’ RBC.

• (2) Information from the ‘Accepting’ RBC to the ‘Handing Over’ RBC.

• (3) The requirements are specified in Appendix A, Table A 1, 4.2.7 a.

4.2.7.2.   RBC/RBC

This is the technical interface between two RBCs. The requirements are specified in Appendix A, Table A 1, 4.2.7 b.

4.2.7.3.   RMR/trackside ETCS and RMR/trackside ATO

4.2.7.3.1.   RMR/trackside ETCS

4.2.7.3.1.1.   GSM-R/trackside ETCS

The requirements for the interface between GSM-R and the trackside ETCS functionality are specified in Appendix A, Table A 1, 4.2.7 c.

4.2.7.3.1.2.   FRMCS/trackside ETCS

The requirements for the interface between FRMCS and the trackside ETCS functionality are specified in Appendix A, Table A 1, 4.2.7 f.

4.2.7.3.2.   RMR/trackside ATO

4.2.7.3.2.1.   GSM-R/trackside ATO

The requirements for the interface between GSM-R and the trackside ATO functionality are specified in Appendix A, Table A 1, 4.2.7 g.

4.2.7.3.2.2.   FRMCS/trackside ATO

The requirements for the interface between FRMCS and the trackside ATO functionality are specified in Appendix A, Table A 1, 4.2.7 h

4.2.7.4.   Eurobalise/LEU

This is the interface between Eurobalise and the LEU. The requirements are specified in Appendix A, Table A 1, 4.2.7 d.

This interface contributes to this basic parameter only when Eurobalise and LEU are supplied as separate interoperability constituents (see point 5.2.2, Grouping of interoperability constituents).

4.2.7.5.   Euroloop/LEU

This is the interface between Euroloop and the LEU. The requirements are specified in Appendix A, Table A 1, 4.2.7 e.

This interface contributes to this Basic Parameter only when Euroloop and LEU are supplied as separate interoperability constituents (see point 5.2.2, Grouping of interoperability constituents).

4.2.8.   Key Management

This basic parameter specifies requirements for the management of cryptographic keys used for the protection of data transmitted via radio.

The requirements are specified in Appendix A, Table A 1, 4.2.8 a. Only requirements related to the interfaces of Control-Command and Signalling equipment fall within the scope of this TSI.

4.2.9.   ETCS-ID Management

This basic parameter concerns the ETCS-identities (ETCS-IDs) for equipment in Control-Command and Signalling Trackside and On-board Subsystems.

The requirements are specified in Appendix A, Table A 1, 4.2.9 a.

4.2.10.   Trackside Train Detection Systems

This basic parameter specifies the interface requirements between the trackside train detection systems and rolling stock, related to vehicle design and operation.

The interface requirements to be respected by the train detection systems are specified in Appendix A, Table A 1, 4.2.10 a.

4.2.11.   Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment

This basic parameter specifies the interface requirements for electromagnetic compatibility between rolling stock and trackside Control-Command and Signalling train detection equipment.

The interface requirements to be respected by the train detection system are specified in Appendix A, Table A 1, 4.2.11 a.

4.2.12.   ETCS DMI (Driver-Machine Interface)

This basic parameter describes the information provided from ETCS and ATO to the driver and entered into the on-board by the driver. See Appendix A, Table A 1, 4.2.12 a.

It includes:

• (1) ergonomics (including visibility);

• (2) ETCS and ATO functions to be displayed;

• (3) ETCS and ATO functions triggered by driver input.

4.2.13.   RMR DMI (Driver-Machine Interface)

This basic parameter describes the information provided from RMR to the driver and entered into the RMR on-board by the driver.

It includes:

• (1) ergonomics (including visibility);

• (2) RMR functions to be displayed;

• (3) call-related information outgoing;

• (4) call-related information incoming.

4.2.13.1.   GSM-R DMI (Driver Machine Interface)

See Appendix A, Table A 1, 4.2.13 a for GSM-R.

4.2.13.2.   FRMCS DMI (Driver Machine Interface)

See Appendix A, Table A 1, 4.2.13 b for FRMCS.

4.2.14.   Interface to Data Recording for Regulatory Purposes

This basic parameter describes the data exchange between the on-board ETCS and the rolling stock recording device.

See Appendix A, Table A 1, 4.2.14 a.

4.2.15.   Trackside Control-Command and Signalling objects

This basic parameter describes:

• (1) the characteristics of retro-reflecting signs to ensure correct visibility;

• (2) the characteristics of interoperable marker boards;