Commission Decision of 25 January 2012 on the technical specification for interoperability relating to the control-command and signalling subsystems of the trans-European rail system (notified under document C(2012) 172) (Text with EEA relevance) (2012/88/EU) (repealed)

7. IMPLEMENTING THE TSI CONTROL-COMMAND AND SIGNALLING

7.1. Introduction

This chapter outlines the strategy and the associated technical measures for implementing the TSI, and in particular the conditions for migrating to Class A systems.

Account must be taken of the fact that the implementation of a TSI occasionally has to be coordinated with the implementation of other TSIs.

7.2. Generally applicable rules

7.2.1. Upgrading or renewing the Control-Command Track-side Subsystem or parts of it

Upgrading or renewing the Control-Command and Signalling Track-side Subsystem may concern any or all of the following:

1.

Train protection

2.

Radio communication

3.

Train detection

These different parts of the Control-Command and Signalling Track-side Subsystem may therefore be upgraded or renewed separately if interoperability is not jeopardised. The work involved will concern:

1.

GSM-R functions and interfaces

2.

ERTMS/ETCS functions and interfaces

3.

Train detection system compatibility with rolling stock

See Chapter 4.1 (Introduction) for the definition of the basic parameters for each part.

7.2.2. Legacy systems

Member States shall ensure that the functionality of the legacy systems and their interfaces remains unchanged, except where modifications are needed to mitigate safety-related flaws in these systems.

7.2.3. Availability of Specific Transmission Modules

If lines that fall within the scope of this TSI are not equipped with Class A train protection systems, the Member State shall make every effort to ensure the availability of an external Specific Transmission Module (STM) for its legacy Class B train protection system or systems.

In this context, due regard is to be given to ensuring an open market for STMs under fair commercial conditions. If, for technical or commercial reasons(1) the availability of an STM cannot be ensured, the Member State concerned shall inform the Committee of the underlying reasons for the problem and of the mitigation measures that it intends to put into place in order to allow operators — and in particular foreign operators — access to its infrastructure.

7.2.4. Additional Class B equipment on a line equipped with Class A

On a line equipped with ERTMS/ETCS and/or GSM-R, additional Class B equipment may be installed in order to allow the operation of rolling stock not compatible with Class A during the migration phase. Class B equipment may be used on-board as a fallback arrangement for a Class A system. However an infrastructure manager is not entitled to require the interoperable trains running on such a line to have Class B systems on board.

In addition, track-side shall support transitions between Class A and Class B without imposing on the Control-Command and Signalling On-board Subsystem requirements additional to those specified in this TSI.

7.2.5. Rolling stock with Class A and Class B equipment

Rolling stock may be equipped with both Class A and Class B systems to enable operation on several lines.

The Member State concerned may restrict the use of an on-board Class B system on lines where the corresponding system is not installed track-side.

When running on a line which is equipped with both Class A and Class B systems, a train that is also equipped with both Class A and Class B systems may use the Class B systems as a fallback arrangement. This cannot be a requirement for interoperability.

The Class B train protection systems may be implemented:

1.

using an STM operating via the standard interface (‘external STM’); or

2.

integrated within the ERTMS/ETCS equipment or connected via a non-standard interface; or

3.

independently from the ERTMS/ETCS equipment, for example via a system that enables switching between equipment. The Railway Undertaking must then ensure that the transitions between Class A and Class B train protection are carried out in conformity with the requirements of this TSI and with the national rules for the Class B system.

7.2.6. Conditions for mandatory and optional functions

Depending on the characteristics of the Control-Command and Signalling Track-side Sub-system and its interfaces with other sub-systems, some track-side functionalities not classified as mandatory may necessarily have to be implemented in certain applications to comply with the essential requirements.

The track-side implementation of national or optional-functions must not prevent the use of that infrastructure by a train that complies only with the mandatory requirements of the On-board Class A system except as required for the following on-board optional functions:

• an ETCS Level 3 Track-side application requires train integrity supervision on board,

• an ETCS Level 1 Track-side application with in-fill requires corresponding in-fill functionality on board 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 on-board assembly, which incorporates a KER STM, may make it necessary to implement the K-interface.

7.2.7. GSM-R specific implementation rules

7.2.7.1. Track-side installations

The fitting of GSM-R is mandatory when:

1.

installing for the first time the radio part of a Control-Command and Signalling Track-side Subsystem;

2.

upgrading the radio part of a Control-Command and Signalling Track-side Subsystem already in service in such a way that it changes the functions or the performance of the subsystem. This does not include the modifications deemed necessary to mitigate safety-related defects in the legacy installation.

7.2.7.2. On-board installations

The fitting of GSM-R in rolling stock intended for use on a line including at least one section equipped with Class A interfaces (even if superimposed to a Class B system), is mandatory when:

1.

installing for the first time the radio part of a Control-Command and Signalling On-board Subsystem;

2.

upgrading the radio part of a Control-Command and Signalling On-board Subsystem already in service in such a way that it changes the functions or the performance of the subsystem. This does not apply to modifications deemed necessary to mitigate safety-related defects in the legacy installation.

7.2.8. Train detection systems specific implementation rules

In the context of this TSI, train detection system means the equipment installed track-side, which detects the presence or absence of vehicles either on an entire line of route or on a local section of it.

Track-side systems (e.g. interlocking or level crossing control systems) which use information from detection equipment are not considered parts of the train detection system.

This TSI specifies the requirements for the interface with rolling stock only to the extent necessary to ensure compatibility between TSI-compliant rolling stock and the infrastructure.

Implementing a train detection system that is compliant with the requirements of the Control-Command and Signalling Subsystems TSI can be done independently of the installation of ERTMS/ETCS or GSM-R, but can be dependent on the Class B signalling systems or on special requirements, e.g. for level crossing equipment.

The requirements of this TSI relating to train detection systems shall be respected when:

1.

upgrading the train detection system;

2.

renewing the train detection system, provided that respecting the requirements of this TSI does not imply unwanted modifications or upgrades of other track-side or on-board systems;

3.

renewing the train detection system, where this is required by the upgrade or renewal of track-side systems that use information from the train detection system;

4.

removing Class B train protection systems (where the train detection and train protection systems are integrated).

In the migration phase care shall be taken to ensure that installing a TSI compliant train detection system has a minimal negative impact on the existing non-TSI compliant rolling stock.

To achieve this, it is recommended that the Infrastructure Manager selects a TSI compliant train detection system that, at the same time, is compatible with the non-TSI compliant rolling stock already operating on that infrastructure.

7.2.9. Specific cases

7.2.9.1. Introduction

The following special provisions are permitted in the specific cases below.

These specific cases belong to two categories: the provisions apply either permanently (case ‘P’) or temporarily (case ‘T’).

In this TSI, temporary case ‘T3’ is defined as temporary cases which will still exist after 2020.

The specific cases set out in Sections 7.2.9.2 to 7.2.9.7 should be read in conjunction with the relevant sections of Chapter 4 and/or specifications referenced there.

The specific cases replace the corresponding requirements set out in Chapter 4.

Where the requirements set out in the relevant section of Chapter 4 are not subject to a specific case, those requirements have not been duplicated in Sections 7.2.9.2 to 7.2.9.7 and continue to apply unmodified.

7.2.9.2. Belgium

Specific case	Category	Notes
4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.2.4: The distance between first and last axle L – (b1 + b2) (Figure 1) is at least 15 000 mm	T3	Applicable on HS L1 This Specific Case is linked with the use of TVM
4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.8: The weight of an isolated vehicle or a trainset is at least 40 t. If the weight of an isolated vehicle or a trainset is inferior to 90 t, the vehicle should have a system ensuring the shunting which has an electrical basis superior or equal to 16 000 mm	T3	Applicable on HS L1, L2, L3, L4 This Specific Case is linked with the use of TVM

7.2.9.3. United Kingdom

Specific case	Category	Notes
4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.2.4: The distance between first and last axle L – (b1 + b2) (Figure 1) is at least 15 000 mm	T3	Applicable on High-Speed L 1 This Specific Case is linked with the use of TVM
4.2.10 – Track-side Train Detection Systems Index 77, Section 3.1.4.1: In addition to the requirements in Section 3.1.4.1, sanding for traction purposes on multiple units: (a) is not permitted ahead of the leading axle below 40 km/h; and (b) is only permitted where it can be demonstrated that at least a further six axles of the multiple unit are beyond the laying position.	T3
4.2.12 ERTMS/ETCS DMI (Driver Machine Interface) Index 51: It is permissible to use an alphanumeric keyboard to enter the train running number if support for alphanumeric train running numbers is required by the technical rule notified for this purpose.	T3	This specific case is needed as soon as the open point related to the DMI specification is closed. There is no impact on interoperability
4.2.12 ERTMS/ETCS DMI (Driver Machine Interface) Index 51: It is permissible for the ETCS DMI to display dynamic train speed information in miles per hour (and indicate ‘mph’) when operating on parts of the GB mainline network.	T3	This specific case is needed as soon as the open point related to the DMI specification is closed. There is no impact on interoperability

7.2.9.4. France

Specific case	Category	Notes
4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.2.4: The distance between first and last axle L – (b1 + b2) (Figure 1) is at least 15 000 mm	T3	This Specific Case is linked with the use of TVM
4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.9: The electrical resistance between the running surfaces of the opposite wheels of a wheelset does not exceed 0,05 Ohm, measured by a voltage between 1,8 VDC and 2,0 VDC (open circuit). In addition, the electrical reactance between the running surfaces of the opposite wheels of a wheelset does not exceed f/100 mOhm when f is between 500 Hz and 40 kHz, under a measuring current of at least 10 ARMS and open voltage of 2 VRMS.	T3	This specific case may be revised when the open point related to the frequency management for track circuits is closed
4.2.10 – Track-side Train Detection Systems Index 77, Section 3.1.8: The weight of an isolated vehicle or a trainset is at least 40 t. If the weight of an isolated vehicle or a trainset is inferior to 90 t, the vehicle should have a system ensuring the shunting which has an electrical basis superior or equal to 16 000 mm.	T3	This Specific Case is linked with the use of TVM
4.2.10 – Track-side Train Detection Systems Index 77, Section 3.1.3.2: Dimension D (Figure 2) is not less than: 450 mm independently of the speed	5 years

7.2.9.5. Poland

Specific case	Category	Notes
4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.9: The electrical resistance between the running surfaces of the opposite wheels of a wheelset does not exceed 0,05 Ohm, measured by a voltage between 1,8 VDC and 2,0 VDC (open circuit). In addition, the electrical reactance between the running surfaces of the opposite wheels of a wheelset does not exceed f/100 mOhm when f is between 500 Hz and 40 kHz, under a measuring current of at least 10 ARMS and open voltage of 2 VRMS.	T3	This specific case may be revised when the open point related to the frequency management for track circuits is closed

7.2.9.6. Lithuania, Latvia

Specific case	Category	Notes
4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.3.4: The range of the dimension Sh (Figure 2) is not less than 26,25 mm	T3	This specific case is needed as long as ČME locomotives operate on Lithuania 1 520 mm network

7.2.9.7. Sweden

Specific case	Category	Notes
4.2.4 Mobile communication functions for railways – GSM-R Index 65, statement 4.2.3: It is permissible to put in service on-board Control-Command and Signalling Subsystems including 2 Watt GSM-R voice cab radios and ETCS data only radios. The subsystems shall be able to operate in networks with - 82 dBm.	P	No impact on interoperability

7.2.9.8. Luxembourg

Specific case	Category	Notes
4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.2.4: 1. The output of the sanding devices fitted to the vehicle shall not exceed 0,3 l per minute per rail. 2. The sanding in the stations identified in the infrastructure register is prohibited. 3. The sanding in the area of switches is prohibited. 4. For emergency braking, no restrictions shall apply	T3

7.3. Rules for ERTMS

7.3.1. The ERTMS European Deployment Plan

This section outlines the strategy (ERTMS European Deployment Plan) for implementing the TSI. It specifies 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 TSIs shall be the norm.

The ERTMS European Deployment Plan does not apply to lines located in the territory of a Member State when its rail network is separated or isolated by the sea or separated as a result of special geographical conditions or of different track gauge from the rail network of the rest of the Community.

7.3.2. ERTMS Track-side Implementation

The aim of the ERTMS European Deployment Plan is to ensure that locomotives, railcars and other railway vehicles equipped with ERTMS can gradually have access to an increasing number of lines, ports, terminals and marshalling yards without needing national equipment in addition to ERTMS.

This does not mean that existing Class B systems have to be removed from the lines included in the plan. However, by the date specified in the implementation plan, locomotives, railcars and other railway vehicles equipped with ERTMS must be given access to lines included in the deployment plan without requiring those vehicles to be equipped with a Class B system.

Terminal areas such as ports, or specific lines in a port, which are not equipped with a Class B system fulfil the requirements set out in Section 7.3.2.2 provided railway vehicles are given access to these terminal areas without any requirement as regards equipment with an Automatic Train Protection system being imposed.

A line consisting of two or more tracks shall be considered equipped as soon as two of the tracks are equipped so as to allow traffic in both directions. When there is more than one line on a section of a corridor, at least one of the lines on this section must be equipped and the whole corridor shall be considered equipped as soon as at least one line is equipped over the whole length of the corridor.

7.3.2.1. Corridors

The six corridors described in Section 7.3.4 shall be equipped with ERTMS according to the timetable indicated in that section(2).

7.3.2.2. Connection to the main European ports, marshalling yards, freight terminals and freight transport areas

The ports, marshalling yards, freight terminals and freight transport areas listed in 7.3.5 shall be linked to at least one of the six corridors specified in 7.3.4 at the date and under the conditions specified in 7.3.5.

7.3.2.3. High-speed network

It is mandatory to fit ERTMS/ETCS track-side when:

1.

installing for the first time the train protection part of a Control-Command and Signalling Track-side Subsystem (with or without a Class B system); or

2.

upgrading the existing train protection part of a Control-Command and Signalling Track-side Subsystem, where this would change the functions, performance and/or interoperability-relevant interfaces (air gaps) of the existing legacy system. This does not apply to modifications deemed necessary to mitigate safety-related defects in the legacy installation.

It is recommended that ERTMS/ETCS be installed whenever the infrastructure or energy sub-system of a section of line already in service is to be upgraded, renewed or maintained, provided the installation of ERTMS/ETCS on that section of line represents less than 10 % of the total upgrade/renewal/maintenance investment.

7.3.2.4. EU-funded projects

Without prejudice to Sections 7.3.2.1, 7.3.2.2 and 7.3.2.3, in the case of railway infrastructure projects receiving financial support from European Regional Development Funds and/or Cohesion Funds (Council Regulation (EC) No 1083/2006 of 11 July 2006 laying down general provisions on the European Regional Development Fund, the European Social Fund and the Cohesion Fund(3)) and/or the TEN-T funds (Decision No 1692/96/EC of the European Parliament and of the Council(4)) the fitting of ERTMS/ETCS is mandatory when:

1.

installing for the first time the train protection part of a Control-Command and Signalling Subsystem; or

2.

upgrading the train protection part of a Control-Command and Signalling Subsystem already in service, where this changes the functions or the performance of the subsystem.

7.3.2.5. Notification

For each corridor section described in 7.3.4, Member States shall either notify to the Commission a detailed timeline for equipping that corridor section with ERTMS or confirm that the corridor section is already equipped. The information shall be notified to the Commission no later than 3 years before the deadline for equipping that corridor section, as specified in 7.3.4.

For each port, marshalling yard, freight terminal or freight transport area listed in 7.3.5, Member States shall notify the specific lines to be used to connect it with one of the corridors listed in 7.3.4. This information shall be notified to the Commission no later than 3 years before the date specified in 7.3.5 and shall indicate the deadline for equipping this port, marshalling yard, freight terminal or freight transport area. If necessary, the Commission may request adjustments, in particular to ensure consistency between equipped lines at the borders. Member States shall either notify to the Commission a detailed timeline for equipping these specific lines with ERTMS or confirm that these specific lines are already equipped. This information shall be notified to the Commission no later than 3 years before the date specified in 7.3.5 and shall indicate the deadline for equipping this port, marshalling yard, freight terminal or freight transport area.

The detailed timelines shall in particular indicate the date by which the tender for equipping of the line will be concluded, the procedures put in place in order to ensure interoperability with the neighbouring countries on the corridor and the main milestones relating to the project. Every 12 months, Member States shall inform the Commission of the progress made in equipping these lines sending an updated timeline.

7.3.2.6. Delays

When a Member State reasonably expects delays in fulfilling the deadlines laid down in this Decision, it shall immediately inform the Commission. It shall send the Commission a file containing a technical description of the project and an up-to-date implementation plan. The file shall also explain the reasons for the delay and shall indicate the corrective measures the Member State has taken.

A deadline extension of no more than 3 years can be granted to a Member State when the delay is due to causes beyond the Member State’s reasonable control such as failure of suppliers or problems regarding the authorisation process due to the absence of appropriate test vehicles. Such an extension can be advocated by a Member State only when the following conditions are fulfilled:

1.

the notifications, if needed, referred to in Section 7.3.2.5 were received in time and were comprehensive;

2.

the file referred to in Section 7.3.2.6, first paragraph, contains clear evidence that the causes for the delay were beyond the Member State’s control;

3.

a competent authority is responsible for coordinating on-board and track-side suppliers and for integrating and testing of products;

4.

appropriate use has been made of existing laboratories;

5.

evidence is given that appropriate measures have been taken to minimise the additional delay.

The Commission shall examine the file sent to it and the measures proposed by the Member State and shall notify the result of its examination to the committee referred to in Article 29 of Directive 2008/57/EC.

7.3.3. ERTMS – On-board implementation

New locomotives, new railcars and other new railway vehicles able to run without traction equipped with a driving cab, ordered after 1 January 2012 or put into service after 1 January 2015, shall be equipped with ERTMS.

This requirement does not apply to new shunting locomotives or to other new locomotives, new railcars and other new railway vehicles equipped with a driving cab, if they are designed exclusively for national service or regional border crossing service. Member States may however introduce additional requirements at national level, in particular with a view to:

1.

allowing only ERTMS equipped locomotives to access ERTMS-equipped lines, so that existing national systems can be decommissioned;

2.

requesting that new shunting locomotives and/or other new railway vehicles equipped with a driving cab, even if designed exclusively for national service or regional border crossing service, be equipped with ERTMS.

7.3.3.1. High-speed network

It is mandatory to fit ERTMS/ETCS on board when:

1.

installing any new train protection part of a Control-Command and Signalling On-board Subsystem; or

2.

upgrading any existing train protection part of a Control-Command and Signalling On-board Subsystem, where this would change the functions, performances and/or interoperability-relevant interfaces of the existing legacy system. This does not apply to modifications deemed necessary to mitigate safety related defects in the legacy system.

7.3.4. Specific lines constituting the corridors

Corridor A – to be equipped by 2015

Corridor B (5)

Corridor C (6)

Corridor D (7)

Corridor E

Corridor F

7.3.5. Main European ports, marshalling yards, freight terminals and freight transport areas

a Germany will do its best to equip the corridor E section from Dresden to the Czech border at an earlier date.
b Germany will equip a rail link to Hamburg but the harbour area may be only partly equipped by 2020.
Country	Freight transport area	Date	Remark
Belgium	Antwerpen	31.12.2015	A link to Rotterdam shall also be provided by 2020.
	Gent	31.12.2020
	Zeebrugge	31.12.2020
Bulgaria	Burgas	31.12.2020	The connection to corridor E implies equipping the Burgas-Sofia section and the Sofia-Vidin-Calafat and Calafat-Curtici sections in Romania (PP22).
Czech Republic	Praha	31.12.2015
	Lovosice	31.12.2020
Denmark	Taulov	31.12.2020	Connecting this terminal implies that the Flensburg-Padborg line is chosen to be an ERTMS equipped link – see corridor B footnote.
Germany	Dresdena	31.12.2020	By 2020, a direct link between corridor E and corridor F (from Dresden to Hannover) shall also be ensured.
	Lübeck	31.12.2020
	Duisburg	31.12.2015
	Hamburgb	31.12.2020
	Köln	31.12.2015
	München	31.12.2015
	Hannover	31.12.2015
	Rostock	31.12.2015
	Ludwigshafen/Mannheim	31.12.2015
	Nürnberg	31.12.2020
Greece	Pireás	31.12.2020	The connection to Corridor E implies equipping the Kulata-Sofia section in Bulgaria.
Spain	Algeciras	31.12.2020
	Madrid	31.12.2020
	Pamplona	31.12.2020	Three connections are requested. A connection to Paris via Hendaye, a connection from Pamplona to Madrid and a connection from Pamplona to corridor D via Zaragoza.
	Zaragoza	31.12.2020
	Tarragona	31.12.2020
	Barcelona	31.12.2015
	Valencia	31.12.2020
France	Marseille	31.12.2020
	Perpignan	31.12.2015
	Avignon	31.12.2015
	Lyon	31.12.2015
	Le Havre	31.12.2020
	Lille	31.12.2020
	Dunkerque	31.12.2020
	Paris	31.12.2020	By 2020 the following connections will be provided: (i) Hendaye; (ii) Channel Tunnel; (iii) Dijon; and (iv) Metz via Epernay and Châlons-en-Champagne.
Italy	La Spezia	31.12.2020
	Genova	31.12.2015
	Gioia Tauro	31.12.2020
	Verona	31.12.2015
	Milano	31.12.2015
	Taranto	31.12.2020
	Bari	31.12.2020
	Padova	31.12.2015
	Trieste	31.12.2015
	Novara	31.12.2015
	Venezia	31.12.2020
	Bologna	31.12.2020
	Roma	31.12.2020
Luxembourg	Bettembourg	31.12.2015
Hungary	Budapest	31.12.2015
Netherlands	Amsterdam	31.12.2020
	Rotterdam	31.12.2015	A link to Antwerpen shall also be provided by 2020.
Austria	Graz	31.12.2020
	Wien	31.12.2020
Poland	Gdynia	31.12.2015
	Katowice	31.12.2020
	Wrocław	31.12.2015	By 2020 the Wrocław-Legnica line, shall be equipped in order to ensure a direct link to the German border (Görlitz).
	Gliwice	31.12.2015
	Poznań	31.12.2015
	Warszawa	31.12.2015
Portugal	Sines	31.12.2020
	Lisboa	31.12.2020
Romania	Constanța	31.12.2015
Slovenia	Koper	31.12.2015
	Ljubljana	31.12.2015
Slovakia	Bratislava	31.12.2015
United Kingdom	Bristol		This terminal will be connected as corridor C is extended to the Channel Tunnel.

(1)

E.g. the feasibility of the external STM concept cannot be technically guaranteed or potential issues relating to the ownership of the intellectual property rights of the Class B systems prevent the timely development of an STM product.

(2)

Section 7.3.4 lays down the deadlines for equipping these corridors, with a view to building a consistent ERTMS network step by step. In a number of cases, there are voluntary agreements on an earlier deadline.

(3)

OJ L 210, 31.7.2006, p. 25.

(4)

OJ L 228, 9.9.1996, p. 1.

(5)

Without prejudice of the legislation applicable to the trans-European high-speed network, links can be provided through stretches of high-speed lines, provided paths are allocated to freight trains. At least one ERTMS-equipped link will be provided by 2020 between Denmark and Germany (Flensburg-Hamburg or Rødby-Puttgarden) but not necessarily two. The Brenner base tunnel will be equipped with ERTMS once the infrastructure work is completed (target date 2020).

(6)

A link between Nancy and Réding will be provided by 2020.

(7)

Two additional branches will be equipped by 2020: Montmélian – Grenoble – Valence and Lyon – Valence – Arles – Miramas (left bank of the Rhône).