Cabinet of Ministers Regulations No. 804 in Riga, 29 September 2008 (pr. Nr. 69 21) technical specifications for interoperability relating to the arrangements for the trans-European conventional rail system subsystem "control, command and signalling" Issued under the Railway Act 43. the second paragraph of article 1 of these rules are accepted and approved the technical specifications for interoperability relating to the arrangements for the trans-European conventional rail system subsystem "control, command and signalling" according to the European Commission of 28 March 2006 in decision 2006/679/EC concerning the technical specification for interoperability relating to the trans-European conventional rail system control command and signalling subsystem, and the European Commission of 7 November 2006 decision 2006/860/EC concerning the technical specification for interoperability relating to the trans-European high-speed rail system the control-command and signalling subsystem and amendments in Annex A to decision 2006/679/EC concerning the technical specification for interoperability relating to the trans-European conventional rail system, the control-command and signalling subsystem. 2. These regulations apply along with the laws and regulations of the European rail system interoperability. Prime Minister i. Godmanis traffic Minister a. Shlesers accepted and approved by the Cabinet of Ministers of 29 September 2008. Regulation No 804 of the technical specifications for interoperability relating to the arrangements for the trans-European conventional rail system subsystem "control, command and signalling" content 1. Introduction 1.1. technical scope 1.2. Geographical scope of this TSI 1.3 contents 2. Subsystem definition and scope 2.1 General 2.2. Overview 2.2.1. Interoperability 2.2.2. Control System class 2.2.3. levels of application 2.2.4. infrastructure network border control 3. SUBSYSTEM requirements 3.1 General 3.2 specific subsystem control 3.2.1. Security aspects 3.2.2. Reliability and availability 3.2.3 3.2.4. Environmental health protection 3.2.5. technical compatibility 4. Subsystem characteristics 4.1 Introduction 4.2. Subsystem's functional and technical specifications 4.2.1. Security control specifications relating to the interoperability of 4.2.2. On-board ETCs functionality 4.2.3. Track ETCs functionality 4.2.4 4.2.5. ETCS EIREN functions and the air gap EIREN interfaces 4.2.6. Control Board and internal interface 4.2.7. and Field control 4.2.8. the Cipher internal interface management 4.2.9 4.2.10 ETCs-ID management. HABD (hot-box detection device) 4.2.11 involving. Compatibility with equipment field train positioning systems 4.2.12. Electromagnetic compatibility 4.2.13. Etcs DM (driver-machine interface)-DMI 4.2.14. EIREN (driver-machine interface) 4.2.15. Interface with the data entry for the purpose of regulating 4.2.16. Control field object visibility 4.3. Functional and technical specifications of the interfaces with the other subsystems 4.3.1. Interface with traffic and control subsystem 4.3.2. Interface with the rolling stock subsystem 4.3.3. Interface with the infrastructure subsystem

4.3.4. Interfaces with the power supply subsystem operating rules 4.4 4.5 maintenance rules equipment 4.5.1 4.5.2. producer liability the liability of the principal 4.5.3. The infrastructure manager or the railway undertaking liability 4.5.4. Maintenance Plan 4.6. Professional qualifications 4.7. health and safety conditions 4.8. Infrastructure and rolling stock registers 5. Interoperability constituents 5.1. definitions 5.2. Interoperability constituents for 5.2.1. basic components for interoperability 5.2.2. grouping of interoperability constituents Components 5.3 and 5.4 of the specifications and the specifications of the components of the Safety component conformity and 6./ Or suitability for use assessment and verification of the subsystem 6.0. introduction 6.1. Interoperability constituents 6.1.1. Assessment procedures of 6.1.2. Modules control 6.2. subsystem 6.2.1. Assessment procedures Module 7 6.2.2. IMPLEMENTATION of the TSI control-7.1 General 7.2. specific questions in the context of the implementation of the TSI control 7.2.1 General the transition criteria 7.2.2.7.2.3. Implementation of criteria: infrastructure (stationary equipment) 7.2.4. Implementation: rolling stock (on-board equipment) 7.2.5. Special types of transition conditions 7.2.6. that requires optional functions change management 7.3 7.3.1 7.3.2. introduction base variants 7.3.3. unification of ERTMS phase base version 7.3.4. release 7.3.5. new database options expand 7.3.6. Change management process-requirements 7.3.7. Configuration management plan-requirements management 7.4 7.3.8. Particular cases 7.4.1. introduction 7.4.2. Special occasion listing 7.5. Transitional provisions Annex A Annex A – Appendix 1, annex A, Appendix 2, annex B, annex C class B General requirements for the infrastructure register of rolling stock register the specific characteristics and requirements of Annex D


Annex e Annex F Annex G Annex H 1. Introduction 1.1. technical scope This technical specification for interoperability (TSI) attributable to the subsystem "control and alarm", specified in the Directive 2001/16/EC annex II, list 1. In this document, it is called "management subsystem". Additional information on the management of the subsystems shown in Chapter 2 (subsystem definition and scope). 1.2. the geographical scope of this TSI is the geographic scope of the trans-European conventional rail system, as it is described in annex I to Directive 2001/16/EC. 1.3. content of this TSI in accordance with the provisions of Directive 2001/16/EC article 5 paragraph 3 of this TSI: (a) indicate its intended) the scope of the directive (part of network or rolling stock referred to in Annex i:; Referred to in annex II for the subsystem or part of a title 2) – (subsystem definition and scope); (b) the essential requirements in question) formula control subsystem and its interfaces with other subsystems-title 3 (management subsystem requirements); c) determines the functional and technical specifications, which must match the subsystem and its interfaces with other subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example, depending on the track, node and/or rolling stock category provided for in annex I to the directive: section 4 (characterisation of the subsystem); d) determines the interoperability constituents and interfaces covered by European specifications, including European standards, necessary to achieve the interoperability of the trans-European conventional rail system-title 5 (the interoperability constituents); e) in each case by the considered the conformity or suitability for use assessment procedures. Among others, this includes the modules defined in decision 93/465/EEC or, where appropriate, the specific procedures, to be applied to assess the interoperability components the conformity or the suitability for use and the "EC" verification of subsystems — title 6 (component conformity and/or suitability for use assessment and verification of the subsystem); f) indicate the strategy for implementing the TSIs. Among other steps necessary to be taken to gradually transition from the existing situation to the final situation in which compliance with the TSI should become the norm – 7 (implementation of the TSI control); g) indicate the qualifications of the staff concerned, as well as the safety and health requirements for the workplace, required for the operation of the subsystem concerned and maintenance of, as well as for the implementation of the TSI-section 4 (characterisation of the subsystem). In addition, pursuant to Directive 2001/16/EC article 5 paragraph 5 may have provisions for specific cases for each TSI, specified in section 7 (implementation of the TSI control). Finally, in section 4 of this TSI, (characterisation of the subsystem) also included operation and maintenance of the rules specified in section 1.1 (technical scope) and section 1.2 (geographical scope). 2. Subsystem definition and scope 2.1. General Management subsystem is defined as the set of functions and their implementation that supports the safety of train movements. Control subsystem TSI specifies the essential requirements for those parts of the subsystem control relating to interoperability, and thus subject to EC declaration of verification. The control characteristics of the subsystem associated with the trans-European conventional rail system interoperability, provides: 1. Functions that are essential for the safe movement of railway control and which are essential for the operation, including those that are required under adverse conditions. 2. the interfaces. 3. the level of activity required to meet the essential requirements. Specifications for these functions, interfaces and performance requirements, specified in section 4 (characterisation of the subsystem), which contains a reference to the appropriate standards. 2.2. Overview of the trans-European conventional rail system interoperability among other things determines the control onboard equipment able to function with a number of different railway lines. Onboard equipment because of mobility management subsystem is divided in two parts: the rolling stock equipment complex equipment and field complex (see. 8. Drawing in Annex D). 2.2.1. Interoperability of this TSI define the functions, interfaces and performance requirements, to achieve technical interoperability. Technical interoperability is the prerequisite for operational interoperability, in which management based on consistent information presented cabs and meets the common operational requirements of normal network. TSI also includes the functions necessary for the achievement of operational interoperability (see. 4.3.1. section: interface with motion and control subsystems of the Organization). 2.2.2. The control system class control subsystem in particular two trains and radio system of protection class: class: A single management system. Class b: management systems and applications, which functioned until the Directive 2001/16/EC entry into force and the moments described in Annex B to achieve interoperability, the control of the rolling stock equipment complex will provide: • class A radio and data exchange interfaces to the infrastructure, in case of operation with class A infrastructure, • class B radio and data exchange interfaces to the infrastructure, in case of operation with class B infrastructure. Signalling data can be achieved by using the specific transmission module (STM) allows class A on-Board of the functioning of the system on lines fitted with class B line system using the class B data. Class a on-board systems interface with the STM certain in this TSI. Member States are responsible for ensuring that the class B systems are maintained throughout their period of activity, especially any changes in this specification should not be a barrier to interoperability. 2.2.3. levels of application interfaces that are specified in this TSI, shall determine the means of data transmission to trains and sometimes from them. Class a specifications mentioned in this SITE, providing options from which you can choose the project requirements, the appropriate means of transmission. Definitely three application levels: level 1: data transmission provides direct broadcast on-air (eurobalise) and in some cases the pusnepārtraukt transmission (Euroloop or radio in addition). Catch up with the train track placed equipment, usually with the track circuits or axle counters. The alarm information is passed to the driver in the cab with the engineer equipment and additional variation form – with the line of the track signals. level 2: data transmission ensure continuous radio (GSM-R). Some of the features needed for direct radio transmission Aether (eurobalise). Catch up with the train track placed equipment, usually with the track circuits or axle counters. The alarm information is passed to the driver in the cab with the engineer equipment and additional variation form – with the line of the track signals. level 3: the data transmission ensure continuous radio (GSM-R). Some of the features needed for direct radio transmission Aether (eurobalise). Train is achieved by onboard equipment that transmits messages to control the railway node. The alarm information is passed to the driver in the cab with the engineer equipment. The requirements of this TSI apply to all levels of application. 7. on the introduction section (management of the implementation of the TSI). Train equipped with class A port system for a particular application level to ensure operational capability in this and any lower level. 2.2.4. boundaries of the infrastructure network infrastructure located next to the control of field equipment for local interfaces may not restrict the continuous passage of trains crossing the border between them. Any high-speed or conventional train, equipped with class A port system after the corresponding TSI should not contain restrictions on one of the two basic in any of the TSI for high-speed or conventional route with infrastructure, equipped with the class A track system by the corresponding TSI, if this train rolling stock register and the register of infrastructure in a given route entries have been mutually verified on interoperability. 3. Control SUBSYSTEMS the essential requirements 3.1 General provisions on the interoperability of Directive 2001/16/EC article 4(1) requires that the trans-European conventional rail system, subsystems and interoperability constituents, including interfaces, to meet the essential requirements laid down in annex III to the directive of the General rules. The essential requirements are: • security • safety and availability • health • environmental protection • technical compatibility directive allows that the guidelines could cover the trans-European conventional rail system or might be specific for each subsystem and its interoperability constituents. The essential requirements are taken further. The requirements for class B systems is the responsibility of the Member State concerned. 3.2. Management subsystem, the specific aspects of each project Safety 3.2.1 that should this specification must implement the measures necessary to show that the control subsystem within the scope of the resulting accident risk level is higher than the service target. To ensure that the solution does not endanger the safety of interoperability must take into account the basic requirements laid down in section 4.2.1 (security control specifications relating to interoperability). The class a system global goal in the security subsystem rolling stock to be distributed between the devices and the equipment package. Detailed requirements determines the Basic, as defined in section 4.2.1 (security control specifications relating to interoperability). This safety requirement must be supplied with the availability requirements formulated in section 3.2.2 (reliability and availability). Class b systems, used for conventional rail service, the Member State concerned (listed in Annex B) responsibilities include: • ensure that the design of the class B systems meet national security objectives, • to ensure that the use of class B systems meet national security objectives, • determine safe operating parameters and the class B systems terms of use (including, but not limited to maintenance and with limited functional modes). 3.2.2. Reliability and availability a) class A system global objectives in the field of safety and availability of the company being divided between the subsystem rolling stock equipment and field equipment package. Detailed requirements determines the Basic, as defined in section 4.2.1 (security control specifications relating to interoperability). (b) the maintenance organization) quality all systems that comprise the control subsystem, you must ensure that the level of risk is controlled component obsolescence or depreciation process. The quality of maintenance to ensure not to ease security measures this week. See section 4.5 (maintenance rules). 3.2.3. Health according to European norms and national standards that are compatible with European law, security measures must be taken to ensure that management subsystem in construction materials used do not endanger the health of persons available. 3.2.4. environmental protection according to European norms and national standards that are compatible with European law: • control equipment when subjected to excessive heat or fire, may not exceed the environment of harmful vapours and gases concentration, • control equipment must not contain any substance, which under normal conditions of use excessively pollute the environment, • the control equipment must be subjected to the applicable European legislation that controls the electromagnetic interference and the effects of the withdrawal limits in the vicinity of railway property • control equipment must conform to the existing noise level, • control equipment must not lead to increases in vibration to acceptable levels, which may compromise the integrity of the infrastructure (when the infrastructure is in the proper state of repair). 3.2.5. technical compatibility technical compatibility includes the functions, interfaces and performance necessary to ensure usability. Requirements for technical compatibility in the following being divided into three categories: • the first category sets out the General engineering requirements for interoperability, in particular environmental conditions, internal electromagnetic compatibility (EMC) within the railway, and equipment. The following requirements for compatibility set out in this section • the second category describes how control subsystem to be applied and what functions it should perform in order to achieve interoperability. This category is defined in section 4, • third category describes how control subsystem must be operated in order to achieve interoperability. This category is defined in section 4. 3.2.5.1.3.2.5.1.1. Physical Inženiersavietojamīb of environmental conditions in the systems that meet class A requirements, the system must be able to operate in the climatic and physical conditions which exist around the trans-European conventional rail network, the relevant part. The interfaces with the rolling stock, see. 4.3.2.5. section (physical environmental conditions) and the interfaces with the infrastructure SKU. 4.3.3.3. section (physical environmental conditions). Systems which comply with the class B system requirements to be able to function under the climatic and physical conditions which are considered normal around rail lines, must meet at least the physical environmental specifications, applicable to the corresponding class B system. 3.2.5.1.2. electromagnetic compatibility the rail of the internal Characteristics described in section 4.2.12. (electromagnetic compatibility). The interfaces with the rolling stock, see. 4.3.2.6. section (electromagnetic compatibility), the interfaces with the infrastructure SKU. 4.3.3.4. section (electromagnetic compatibility) and the interfaces with energy systems, see. 4.3.4.1. section (electromagnetic compatibility). 3.2.5.2. Control compatibility section 4 together with annexes A and B to determine the control requirements for the interoperability of the subsystem. In addition, this SITE along with the trans-European high-speed rail system the control SITE provides in so far as it concerns the control subsystem, technical interoperability of the trans-European high-speed and conventional rail systems, when both of them are equipped with A class System. 4. Description 4.1. Subsystem Input in the trans-European conventional rail system, to which Directive 2001/16/EC and which component is management subsystem, is an integrated system whose compatibility must be checked. This compatibility should be monitored especially in relation to the specifications of the subsystem, its interfaces with the system in which it is integrated, as well as the operating and maintenance rules. Taking into account all the relevant essential requirements, management subsystem is characterised by the following characteristics: • security control specifications relating to the interoperability (4.2.1), • onboard ETCs functionality (section 4.2.2), • track ETCs functionality (section 4.2.3), • EIREN functions (section 4.2.4), • interface with the air gap of the ETCs and EIREN (4.2.5), • the Control Board and the internal interface (section 4.2.6), • field equipment and control the internal interface (section 4.2.7) • support management (section 4.2.8), • ETC-ID management (section 4.2.9) • HABD (hot-box detection device) (section 4.2.10) • compatibility with field equipment train positioning systems (section 4.2.11 involving), • electromagnetic compatibility (section 4.2.12), • ETCs DM (driver-machine interface) (section 4.2.13), • the DM EIREN (driver-machine interface) (section 4.2.14) • interface with data recording for regulatory purposes (section 4.2.15), • the control field object visibility (section 4.2.16). The requirements of section • 4.2.10. HABD (hot-box detection device) • 4.2.11 involving compatibility field equipment. train positioning systems • 4.2.12. Electromagnetic compatibility • 4.2.16. Control field object visibility requirements section always should be applied regardless of the system class. Control the visibility of objects in the field of all other requirements of section 4.2 (Subsystem of the functional and technical specifications) must always be applied only to A class System. The class B system requirements is the responsibility of the Member State concerned. Annex b describes the class B system specifications and determine the responsible Member State. STM, providing class A on-board system with class B infrastructure, is subject to the class B requirements. To achieve interoperability, are not necessary to standardise all the control functions of the subsystem. Automatic train protection and train control functionality, see Chapter 4, are: • the on-Board standard functions, ensuring that every train will react to data received from trackside in a predictable way. • Trackside standard functions, allowing you to process data from the national control and alarm systems and transform the data as standard messages. • standard interfaces for communication equipment field-train and train-to-field equipment. The control functions are classified by categories, which, for example, indicate whether it is optional or mandatory. Categories defined in paragraph 1 of Annex A and Annex A, paragraph 32, but the classification of the functions shown in the text. (A) paragraph 3 of the annex gives the term and definition of ETC dictionaries used in the specifications referred to in Annex A. 3. in the context of the essential requirements of chapter management subsystem, the functional and technical specifications are the following: 4.2. Subsystem's functional and technical specifications 4.2.1. Security control specifications relating to the interoperability of The subsystem determines the safety requirements for the rolling stock equipment complex equipment and field complex. In respect of the essential requirements (see "safety". 3.2.1. section. This basic security), sets out minimum requirements for the interoperability of security: • to develop solutions for secure interoperability, annex A to follow the requirements of paragraphs 47, • safety aspects, associated with one of the rolling stock, as well as the complex devices with one field equipment, safety requirements for level 1 or 2.1 ETCs are: permissible failure rate (THR) – 10-9/hour (for random failures) corresponding to safety integrity level 4. More detailed requirements for class A equipment specified in Annex A, paragraph 27. You can take a less restrictive security requirements values field equipment THRU provided that service is reached, the security objective • to respect paragraph 28 of Annex A to the security and availability requirements. 4.2.2. On-board ETCs functionality This basic set of on-board ETCs functionality. This includes all function to safely train. Functions must comply with Annex A, paragraph 14. These functions must be implemented in accordance with Annex A, 1., 2., 4., 13., 23., 24., paragraph 53, and the technical specifications listed below: • control communication with the field equipment complex. In addition to the data transmission function in ETCS Level 1 applications is mandatory only in cases where the equipment of the Board set out in Chapter 7. Data transmission by radio functionality front ETC is mandatory only in ETCS Level 2 or level 3 of ETCs applications. • The eurobalise reception. See annex A, 9, 36, paragraph 43; • Euroloop reception. See annex A, 15, 16, 50; • radio and radio message protocol management. See annex A, 10, 11, 12, 18, 19, 22, 39, paragraph 40; • communication with driver • management maintenance. See annex A, paragraph 51; • odometrisk transfer of information. See annex A, paragraph 51; • communication with the STM. See annex A, 8, 25, 26, 36, paragraph 52. This function includes: • information management for STM exits; • Data transfer used the STM; • Switch the STM management; • automatic train protection functions and alarm in the cockpit. See annex A, 6., 7., 31, paragraph 37. This function includes: • location of the train the eurobalise coordination system, which is based on the speed of the dynamic profile supervision; • speed calculation of dynamic profile in the process; • the speed of the dynamic monitoring of the process of the profile; • speed monitoring mode; • monitoring of the train in accordance with the national requirements; • interference detection and assurance functions; • characteristics of the train asking; • the completeness of the train (train integrity) representation – required 3rd level, do not need the level 1 or 2; • equipment working capacity and failure mode support. This function includes: • the on-board ETCs functionality initialized; • provide support to the failure mode; • on-board ETCs functionality in isolation; • data entry support for regulatory purposes. See annex A, 5, 41, paragraph 55; • the vigilance function. See annex A, paragraph 42. Implementation can take place: • outside the ERTMS/ETCS on-board interoperability constituents (see. Chapter 5), with an optional interface to the ERTMS/ETCS on-board or • onboard ERTMS/ETCS. 4.2.3. Track ETCs This determines the basic functionality of the ETCs track functionality. This includes all ETCs functionality to a particular train to ensure safe travel. Functions must comply with Annex A, paragraph 14. These functions must be implemented in accordance with Annex A, 1, 2, 4, 13, 23, 24, 31, 37, paragraph 53, and the technical specifications listed below: • communication with field detection equipment (traffic light centralisation system); • the specific location of the train the eurobalise coordination system (levels 2 and 3); • signalling equipment in the field of information transformation control rolling stock equipment complex standard format • motion of power generation, including a description of the road and orders for a specific train; • communication with the management of rolling stock equipment complex. These include: • the eurobalise transmission. See annex A, paragraph 9, 43; • In addition to the radio. See annex A, 18, 19, 21. In addition to the radio refer only to level 1, which they are not required (see also section 7.2.6); • Euroloop. See annex A, paragraph 16, 50. EuroLoop will apply only to the level 1, in which it is not mandatory (see also section 7.2.6); • RBC radio communication. See annex A, 10, 11, 12, 39, 40. RBC radio communication should apply only to the level 2 and 3; • centralisation of information system on the busy road. This function is only required to level 3. 4.2.4. EIREN functions This subsystem determines EIREN voice communication and data exchange functions: • the functions relating to the calling of the engineer; • operating the radio functions; • data exchange. These functions must be implemented in accordance with the technical specifications indicated in Annex A, 32, and 33, paragraph 48, and their execution must comply with Annex A, paragraph 54. 4.2.5. Etcs and the air gap EIREN interfaces interfaces The complete specification consists of two parts: • Protocol specification for refusal of information from/to the ERTMS functions and communications security; • specification of interfaces between pieces of equipment. Interfaces between the equipment see: • 4.2.6. section (Control Board and internal interface) port; • 4.2.7. section (field equipment and control internal interface) in the field of equipment. This basic set air gap between the field equipment and rolling stock control complex devices. This includes: • the physical, electrical and electromagnetic values that must be followed to ensure safe functioning; • the communication protocol to be used; • communication channel availability. The following specifications must be used: • radio communication with train. A class of radio interfaces must be running R-GSM range. See paragraph 35 of Annex A. Protocols must comply with Annex A, 10, 18, 19, 39, paragraph 40; • Communication with the Euroloop and eurobalise train. Eurobalise communication interfaces must comply with Annex A, paragraph 9, 43. EuroLoop communication interfaces must comply with Annex A, 16, 50 point 4.2.6. Control Board and the internal interface That consists of three basic parts: 4.2.6.1. Etcs and STM interface Specific transmission module (STM) allows the on-board ETCs to operate on lines fitted with class B systems. Class b systems on-board ETCs functionality and the STM interface defined in Annex A, 4, 8, 25, 26. (A) in paragraph 45 of Annex K determines the interface. (K) implementation of the interface is optional, but if it does, then it must comply with Annex A, paragraph 45. 4.2.6.2. GSM-R/ETC in the class A radio and the on-board ETCs functionality interface. These requirements shall be defined in annex 4., 7., 20., 22., paragraph 34. 4.2.6.3. the Odometrij and Odometrij functions onboard ERTMS/ETCS interface must comply with Annex A, paragraph 44. This interface provides only the Basic, if odometrisk equipment supplied as separate components for interoperability (see. 5.2.2. the section. Grouping of interoperability constituents). 4.2.7. the field equipment and control This basic internal interface consists of six parts: 4.2.7.1. functional interface This RBC interface uses the data necessary for the determination of the Exchange next to the radio block Centre (RBC) to ensure safe driving from one area to another RBC. Description: • information from "transferring" RBC "accepting" RBC; • information from the "accepting" RBC "transferring" RBC; These requirements are specified in Annex A, paragraph 12. 4.2.7.2. technical interface this is RBC two RBC technical interface. These requirements are specified in Annex A, paragraph 58. 4.2.7.3. GSM-R/RBC this is a class A radio system and ETCs trackside interface functionality. These requirements are specified in Annex A, 4., 20., 22., paragraph 34. 4.2.7.4. Eurobalise/LE this is the eurobalise and track electronic unit (LEU) interface. These requirements are specified in Annex A, point 9. This interface provides the basic parameters only if the eurobalise and the Leu supplied as separate components for interoperability (see. 5.2.2. the section grouping of interoperability constituents). 4.2.7.5. Euroloop/Euroloop and the LEU is LE interface. These requirements are specified in Annex A, paragraph 16. This interface provides the basic parameters only if the Euroloop and the Leu supplied as separate components for interoperability (see. 5.2.2. the section grouping of interoperability constituents). 4.2.7.6. the requirements for field installation of ERTMS pirmsmontāž this is class A equipment and field management infrastructure field interface. These requirements are specified in Annex A, paragraph 59. This section describes the features of the equipment class A field pirmsmontāž. 4.2.8. the Cipher management This covers basic safety data radio that was protected with mechanisms that require cryptographic keys. Infrastructure managers and railway undertakings shall ensure the control system, with controlled and managed support. The interface for managing support required between: • support of different infrastructure managers management systems; • railway undertakings and the infrastructure manager to support management systems; • support management system and the on-board and track the ETCS equipment. Requirements management between cipher cipher management systems interoperable regions listed in Annex A, paragraph 11. 4.2.9. Etcs-ID management This basic refers to the unique identities of the field of ETCS equipment and rolling stock equipment package. The requirements are specified in Annex A, paragraph 23. Variable location specified in paragraph 53 of Annex A. Management of onboard equipment suppliers are responsible for the administration of unique identities within the range classified as set out in paragraph 53 of Annex A. Rolling stock owners to ensure the regulatory system that controls and manages identity throughout the life of the package. (A) in paragraph 53 of the annex shows the distribution of a range of identities between the Member States. The Member States are responsible for the management of the distribution range of the customers in your country. Field equipment complex of the principals are responsible for the administration of unique identities for those allocated in the range. The infrastructure manager must ensure that the regulatory system that controls and manages identity life cycle complex. 4.2.10. HABD (hot-box detection device) this basic field lays down the requirements for the equipment used to control passage on the rolling stock axle bearing temperature does not exceed a specified value, and to pass this information to the control center. Requirements laid down in Annex A Appendix 2. With the onboard detectors equipped rolling stock into service is also described in the TSI RS HS section 4.2.11 involving. 4.2.11 involving. Compatibility with equipment field train positioning systems This basic field equipment train positioning system characteristics, which must be equipped rolling composition according to the rolling stock TSI. The rolling stock shall have the characteristics necessary for field equipment train positioning system. Annex a Appendix 1 shows the characteristics relating to the rolling stock. These characteristics are defined in the rolling stock TSI HS and rolling stock TSI freight wagons, which are specified in the table and will be included in the next rolling stock TSI.

Appendix 1 parameter control of the TSI rolling stock TSI HS rolling stock TSI freight wagons in the TSI rolling stock tractive units-locomotives, EM, DM, and coaches the TSI operation and movement Organization (HS) the TSI operation and movement Organization (CR) distance between axles 2.1 incl. 6. mark.
4.2.3.2 not specified yet?

-the geometry of wheels 2.2. Incl. 7. mark.
4.2.10 5.4.2.3?

-mass of the vehicle (the minimum load on the axle) 3.1 of metal free space around the wheels 4.1.2 4.2.3.2?

-3.2. the vehicle mass of metal is indicated in section 6.2?

-3.3. Wheel material not specified yet discovered the point?

-3.4. Impedance between wheels 5.4.2.3 not specified yet?

-3.5. vehicle impedance 4.2.10 of the 4.2.3.3.1?

-3.6. Sand, the use of equipment Not specified yet?

-4.1. Composite brake blocks, the use is Not specified?

Yet to see 4.2. Traction power is specified in the Open point?

-5.1. Electric/magnetic brake usage has not yet been specified?

-5.2. electrical, magnetic and electromagnetic fields, No?, 4.3.6 4.1.5 4.2.15

3 5.3.

4.1.9 do not?

-4.2.12. Electromagnetic compatibility This basic is divided into two parts. 4.2.12.1. Control internal electromagnetic compatibility control equipment must not cause other control equipment. 4.2.12.2. The rolling stock and the control field equipment electromagnetic compatibility it includes electromagnetic compatibility (EMC) irradiance (flow and range of induction traction power and other power train designed for electromagnetic field characteristics, as well as the static fields of the rolling stock, in order to ensure proper management of the equipment in the field. It also includes a description of the measurement values. Field equipment for train positioning systems must have the characteristics necessary for compatibility with rolling stock according to the rolling stock TSI. Annex a Appendix 1 lays down the train positioning system characteristics necessary for ensuring compatibility with rolling stock. These specifications will be included in the rolling stock TSI. 4.2.13. Etcs DM (driver-machine interface) this basic information that describes the ETCs onboard system sends the driver and by the Stoker enter onboard ERTMS/ETCS. See annex A, paragraph 51. This includes: • ergonomics (including vision), • ETCs functions that represent, • ETCs functions that govern the Stoker. 4.2.14. the DM EIREN (driver-machine interface) this basic information that describes EIREN onboard system sends the driver and by the Stoker enter EIREN onboard system. See annex A, 32, 33, 51 points. This includes: • ergonomics (including vision), • EIREN functions that represent, • outgoing information related to the call, • incoming information associated with calls. 4.2.15. Interface with the data entry for the purpose of regulating The basic description • data exchange between the legal registration and download tool • data exchange protocols • physical interface • data recording and data entry of the use of functional requirements. Investigation authorities in each Member State must be able to access the data record that meets the minimum requirements, data records and the official investigation. See annex A, 4., 5., 41, paragraph 55. 4.2.16. Control field object visibility This basic description: • the reflective characteristics of the marks, • the external field of drivers. The control field object that is to be followed, the driver must be placed, in view of the external field of drivers, as traffic and management TSIs. 4.3. Functional and technical specifications of the interfaces with the other subsystems 4.3.1. Interface with traffic enforcement and control subsystem, any reference to the CR OPE TSI is the open points and be approved, approved of this TSI. 4.3.1.1. The operational rules of the trans-European conventional rail network will be subject to certain common operational requirements will be described in the TSI for CR "and traffic control" (see also section 4.4 of the TSI CCS operating rules). CR OPE TSI: 4.4 section (to be confirmed). 4.3.1.2. Etcs driver machine interface this interface describes the information that the onboard ERTMS ETC are sent to the driver and by the Stoker enter onboard ERTMS ETC. Basic control described in section 4.2.13 (ETCs DM (driver-machine interface)). This interface applies to class A system. Requirements class B systems in certain Member States (see. (B) of the annex). CR OPE TSI: 4.4 section (to be confirmed). 4.3.1.3. the driver and EIREN machine interface this interface describes the information that the onboard EIREN system sends the driver and by the Stoker enter EIREN onboard system. Basic control described in section 4.2.13 (EIREN is DM (driver-machine interface)). This interface applies to class A system. Equivalent to the requirements for class B systems in certain Member States (see. (B) of the annex). CR OPE TSI: 4.4 section (to be confirmed). 4.3.1.4. Interface with the data entry for the purpose of regulating this interface refers to the functional requirements of data entry and data entry. Basic control described in section 4.2.15 (interface with data entry, for the purposes of the regulation). This interface refers to A class of systems. Equivalent to the requirements for class B systems in certain Member States (see. (B) of the annex). CR OPE TSI: section 4.2.3.5. (to be confirmed). 4.3.1.5. The guaranteed train braking performance and control subsystems require the guaranteed train braking. And traffic management are governed by the provisions of the TSI train braking guaranteed. The rolling stock TSI must determine the method of rolling stock braking. This interface applies to class A system. Equivalent to the requirements for class B systems in certain Member States (see. (B) of the annex). CR OPE TSI 4.2.2.4. section: (to be confirmed). 4.3.1.6. isolation of On-board ETCs functionality of This interface refers to the operational requirements of on-board ETCs functionality insulation failure. Management assurance requirements specified in section 4.2.2 (on-board ETCs functionality). This interface applies to class A system. Equivalent to the requirements for class B systems in certain Member States (see. (B) of the annex). CR OPE TSI: 4.4 section (to be confirmed). 4.3.1.7. Cipher management This interface refers to the operational requirements of management support. Basic control described in section 4.2.8 (Support Management). This interface applies to class A system. CR Ope Tsi: To Be Confirmed. 4.3.1.8. Hot-box detection device this interface refers to the operational requirements of hot-box detection devices. Basic control described in section 4.2.10 (HABD (hot-box detection device)). CR OPE TSI: 4.2.5.1. section (to be confirmed). 4.3.1.9. Driver vigilance this interface refers to the operational requirements of driver alertness. Basic control described in section 4.2.2 (on-board ETCs functionality). CR OPE TSI: 4.3.3.7. section (to be confirmed). 4.3.1.10. use of Sanding this interface refers to the operational requirements of the engineer to the sand does not adversely affect the field equipment train positioning system. Basic control described in section 4.2.11 involving (compatibility with field equipment train positioning system). CR OPE TSI: Currently not covered in OP site, because the level of detail is different: to be confirmed. 4.3.1.11. Driver external field of this interface refers to the driver's view through the cockpit windshield. Management requirements described in section 4.2.16 (control visibility of objects in the field). CR OPE TSI: section 4.3.2.2 (to be confirmed). 4.3.2. Interface with the rolling stock subsystem interfaces, all reference to CR rolling stock TSI traction elements and coaches remain open points. The traction unit's locomotives, electrical units and dīzeļvienīb. 4.3.2.1.4.2.11 involving compatibility with field equipment. train positioning system equipment field train positioning system should be the characteristics that triggers the rolling stock, which corresponds to the rolling stock TSI. The basic control and the references to the rolling stock TSI are specified in section 4.2.11 involving (compatibility with field equipment train positioning system). 4.3.2.2. The rolling stock and the control of field equipment electromagnetic compatibility this interface determines the electromagnetic compatibility (EMC) the radiation range (flow and induced traction current and another train would cause the current characteristics of the electromagnetic field, as well as static fields) to be taken into account in the composition to ensure the running of control proper functioning of equipment in the field. Control the basic described 4.2.12.2. section (rolling stock and the control field equipment electromagnetic compatibility). The rolling stock TSI freight wagons: not covered. The rolling stock TSI HS: section 4.1.9. The TSI rolling stock traction and passenger cars. 4.3.2.3. The guaranteed train braking performance and control subsystem is required to ensure the guaranteed train braking. The rolling stock TSI must be governed by rolling stock braking detection method. And traffic management will determine the rules of the TSI train braking guaranteed. This interface applies to class A system. Equivalent to the requirements for class B systems in certain Member States (see. (B) of the annex). The rolling stock TSI freight wagons: 4.2.4.1.2. section. The rolling stock TSI HS: 4.3.7 4.3.9 4.1.5.,.,. section. The TSI rolling stock traction and passenger cars. 4.3.2.4. The control onboard antenna placement eurobalise and antenna location on the Euroloop rolling stock must be such as to ensure safe data exchange route geometry at the extremes, which can cross the rolling stock. Take account of the rolling stock movements and behavior. Basic control described in section 4.2.2 (on-board ETCs functionality). This interface applies to class A system. Requirements class B systems in certain Member States (see. (B) of the annex). GSM-R of the antenna on the roof of the rolling stock is mainly determined by the measurements to be performed on any type of rolling stock, also taking into account other (new or existing) the position of the antenna. Test conditions the antenna outlet must satisfy the requirements described in section 4.2.5 (ETC and the air gap EIREN interfaces). Test conditions described also in section 4.2.5 (ETC and the air gap EIREN interfaces). The rolling stock TSI freight wagons: not covered. The rolling stock TSI HS: 0, 0.5, annex, section 4.2.4. The TSI rolling stock traction and passenger cars. 4.3.2.5. Physical environmental conditions climatic and physical environmental conditions expected in the train, the control devices must be set in reference to the infrastructure register of the line, which is expected to operate the train, and the reference to Annex A, A4. point. The rolling stock TSI HS: 4.3.12. section. The rolling stock TSI freight wagons: not covered. The TSI rolling stock traction and passenger cars. 4.3.2.6. Electromagnetic compatibility to promote universal use of equipment management of rolling stock equipment complex on new rolling stock accepted for operational European conventional network, expected electromagnetic conditions expected train, determined according to Annex A, A6. point. Eurobalise communications systems applicable in paragraph 9 of Annex A-specific provisions. Requirements class B systems in certain Member States (see. (B) of the annex). The rolling stock TSI HS: rolling stock TSI freight wagons: not covered. The TSI rolling stock traction and passenger cars. 4.3.2.7. isolation of On-board ETCs functionality of this interface refers to the on-board ETCs functionality in isolation. Management requirements included in section 4.2.2 (on-board ETCs functionality). This interface applies to class A system. Equivalent to the requirements for class B systems shall determine the responsible Member States (see. (B) of the annex). The rolling stock TSI HS: 4.2.4. section (to be added). The rolling stock TSI freight wagons: not covered. The TSI rolling stock traction and passenger cars. 4.3.2.8. data interfaces and the control of the train rolling stock equipment complex data interfaces defined in Annex A, point 7. This interface applies to class A system. Equivalent to the requirements for class B systems in certain Member States (see. (B) of the annex). The rolling stock TSI HS: 4.2.4., section 4.3.13. The rolling stock TSI freight wagons: they do not have to do with the level 1 and level 2 ETC. The TSI rolling stock traction and passenger cars. Requirements for radio and the rolling stock subsystem interface listed in paragraph 33 of Annex A. This interface applies to class A system. Equivalent to the requirements for class B systems in certain Member States (see. (B) of the annex). In accordance with the specifications laid down in:-rolling stock TSI freight wagons: not covered. -Rolling stock TSI HS: section. -The TSI rolling stock traction and passenger cars. 4.3.2.9. Hot-box detection device this interface refers to the technical requirements of hot-box detection devices. Basic control described in section 4.2.10 (HABD (hot-box detection device)). In accordance with the specifications laid down in:-rolling stock TSI freight wagons: section 4.2.3.3.2. -Rolling stock TSI HS: section 4.2.11 involving, 4.3.13. -The TSI rolling stock traction and passenger cars. 4.3.2.10. Rolling stock spotlights this interface refers to the technical requirements of rolling stock in the colors and brightness of the spotlights, in order to ensure proper visibility of reflective track line signals and reflective clothing. Management requirements described in section 4.2.16 (control visibility of objects in the field). The rolling stock TSI freight wagons: not covered. The rolling stock TSI HS: section 4.2.20. The TSI rolling stock traction and passenger cars. 4.3.2.11. Driver vigilance this interface refers to the technical requirements of driver alertness. Basic control described in section 4.2.2 (on-board ETCs functionality). The rolling stock TSI freight wagons: not covered. The rolling stock TSI HS: section 4.2.2. The TSI rolling stock traction and passenger cars. 4.3.2.12. Odometrij this is the odometrisk and odometrij functions interface required onboard ETC functions. The interface with the rolling stock TSI refers to the characteristics, described in section 4.2.6.3 (Odometrij) only if the equipment is delivered in odometrisk as a separate component of interoperability (see. 5.2.2. the section grouping of interoperability constituents). This interface applies to class A system. Equivalent to the requirements for class B systems in certain Member States (see. (B) of the annex). The rolling stock TSI freight wagons: not covered. The TSI rolling stock traction and passenger cars. 4.3.2.13. Interface with the data entry for the purpose of regulating this interface refers to the technical requirements of a data record. Basic control described in section 4.2.15 (the interface with the data record for the purposes of the regulation). This interface applies to class A system. Requirements class B systems in certain Member States (see. (B) of the annex). The rolling stock TSI freight wagons: not covered. The rolling stock TSI HS: 4.3.13. point. The TSI rolling stock traction and passenger cars. 4.3.2.14. Pirmsmontāž on board this interface refers to the pirmsmontāž class A equipment for rolling stock, as described in paragraph 57 of Annex A. This interface refers to A class of systems. The rolling stock TSI HS: 4.2.4. section. 4.3.3. Interfaces with the infrastructure subsystem 4.3.3.1. Train System Infrastructure for Assembly must ensure that the train system to ensure that the requirements set out in section 4.2.11 involving (compatibility with field equipment train positioning system). TSI infrastructure: the following TSIs will contain a reference to the TSI CCS so for infrastructure to comply with CCS. 4.3.3.2. Field antenna field antennas should be placed in such a way as to ensure secure data exchange geometry at the extremes of being traversed by the rolling stock. Take account of the rolling stock movements and behavior. See section 4.2.5 (ETC and the air gap EIREN interfaces). This interface applies to class A system. Equivalent to the requirements for class B systems in certain Member States (see. (B) of the annex). TSI infrastructure: tbd in relation to the measuring device. 4.3.3.3. The physical environment conditions climatic and physical environmental conditions expected in infrastructure, must be indicated in the register of infrastructure with reference to Annex A, A5. point. 4.3.3.4. Electromagnetic compatibility Electromagnetic conditions expected in infrastructure must be determined with reference to Annex A, A7. point. Eurobalise system of communication apply in specific Annex A, point 9. The control devices of the rolling stock complex, which corresponds to Annex A, A6. point and paragraph 9 of Annex A to the specific requirements of the eurobalise must believe satisfy the essential requirements concerned. 4.3.4. Interfaces with the power supply subsystem 4.3.4.1. Electromagnetic compatibility electromagnetic conditions expected fixed-Assembly, must be determined by reference to Annex A, A7. point. Eurobalise system of communication apply in specific Annex A, point 9. The control devices of the rolling stock complex, which corresponds to Annex A, A6. point and point 9 of Annex A special eurobalise requirements must be considered according to the relevant essential requirements. 4.4. rules of operation management subsystem, the specific conditions of use specified in the traffic and management TSIs. 4.5. Maintenance rules subsystem maintenance provisions discussed in this SITE, you must provide the basic parameters referred to in Chapter 4, maintenance of value throughout the lifetime of the node. Preventive and corrective maintenance of the subsystems in the course may become unable to reach the value of pamatparametro; maintenance rules must ensure that security is not limited to the taking of these measures. To achieve such results, the following must be observed. 4.5.1. the responsibility of the equipment manufacturer, the manufacturer of the equipment included in the subsystem must determine: • all the maintenance requirements and procedures (including the normal functioning of the monitoring, diagnostic and testing • methods and tools) required for basic and value referred to in the TSI minimum requirements, achieving all the equipment life time (transport and storage before installation, normal operation, failure, repair activities, verification and maintenance of the modification, decommissioning u.t.t.); • all risks to health and safety, what would be the public and service staff; • all first running maintenance rules (i.e. replaceable line node (LR), acceptable and compatible software version, refused the substitution, and LATVIA, e.g. LR LR stocking and refused to repair rules); • composition of technical regulations by driving up to the equipment to perform a task or to a workshop (reduced mode from a technical point of view, such as the function of partial or complete failure, blocking another function u.t.t.); • verification to be performed when the machine is subjected to a voltage (e.g. over environmental conditions or excessive load). 4.5.2. the liability of the principal subscribers: • ensure that all components specified in this TSI (regardless of whether they are interoperability constituents or not), maintenance requirements, as described in section 4.5.1 (producer responsibility). • to determine the required maintenance standards with respect to all components within the scope of this TSI, having regard to the risks arising from the interaction of the various equipment within the subsystem and result in interfaces with the other subsystems. 4.5.3. The infrastructure manager or the railway undertaking or the infrastructure manager, the responsibility of the railway company responsible for rolling stock and equipment in the field of operation: • determine the maintenance plan as specified in section 4.5.4 (maintenance plan). 4.5.4. Maintenance plan maintenance plan must be based on the provisions specified in section 4.5.1 (equipment manufacturer liability), section 4.5.2 (customers liability) and in section 4.5.3 (infrastructure manager or railway undertaking liability), and must include at least: • equipment conditions corresponding to the requirements specified by the manufacturer; • maintenance program specification (i.e., preventive and remedial maintenance category, the maximum time interval between preventive maintenance and appropriate precautions to be taken and the subsystem maintenance staff safety, respecting maintenance impact on management subsystem operation); • requirements for the storage of spare parts; • the first current maintenance;. • handling rules with due equipment; • the requirements relating to the minimum qualifications of maintenance personnel with reference to health and safety risks; • determination of responsibility and mandate of the maintenance personnel (i.e., access to equipment and/or system work interruption management, LR, LR refused to repair, system restore normal operation); • ETCS identities management procedures. See section 4.2.9 (ETCs-ID management); • the equipment manufacturer's information security methods for critical defects and system failure rate. 4.6. Professional qualifications professional qualifications required for the control, see the operation of the subsystem traffic operation and management TSIs. Requirements for the management of the maintenance subsystem expertise must be detailed maintenance plan (see. 4.5.4. the section maintenance plan). 4.7. health and safety conditions in addition to the requirements specified in the maintenance plans, see. section 4.5.4 (maintenance rules), must be taken precautions to ensure the health and safety of the maintenance and operations personnel, according to European norms and national provisions which comply with the European legislation. 4.8. Infrastructure and rolling stock registers the control subsystem is considered as two assemblies: • rolling stock equipment complex field equipment, • complex. Requirements of conventional rail infrastructure and rolling stock registers content for control assemblies listed in Annex C (line and train specific characteristics). _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1 safety requirements for level 3 ERTMS/ETCS to be determined. 2 this requirement must be respected as the RS and RS project parameter evaluation subsystem. 3 other specifications level: to become the engineer training and route knowledge.

5. Interoperability constituents 5.1. definitions according to Directive 2001/16/EC, article 2 (d): interoperability constituents are "any single component, component, equipment, group node part or whole node is included or intended for inclusion in the subsystem and which directly or indirectly dependent on the trans-European conventional rail system interoperability. The term "constituent" covers both tangible and intangible things such as software ". As noted in Chapter 2, management of the company being divided into two subsystems of complexes and, according to the general definition of the directive, the following may be adopted: any single component, component, equipment, group node that included or intended for inclusion in the field of complex installations or rolling stock equipment in and out of the complex which is directly or indirectly dependent on the trans-European conventional rail system interoperability. The term "constituent" covers both tangible and intangible things such as software ". 5.2. list of the interoperability constituents or for 5.2.1. basic components for interoperability management subsystem, the interoperability constituents: • 5.1 listed in table a of the rolling stock equipment Assembly • 5.2 in table a field equipment complex. Interoperability constituents "security platform" defined as a structural element (a model article that is independent of applications), made up of hardware and basic software (firmware and/or operating system and/or support tools) that can be used to create more complex systems (standard application, i.e., application class). 5.2.2. the grouping of interoperability constituents of the control components for interoperability laid down in (a) and 5.1 5.2. (a) in the table, you can combine creating a larger unit. Then the group determine the interoperability constituents and the integrated functions of the other interfaces outside the group. If the group is created in such a way, then it's considered for interoperability constituents. • (b) in table 5.1 lists the interoperability constituents of the Group rolling stock equipment Assembly • 5.2. table b lists the interoperability constituents of the Group field equipment complex. In cases where the minimum specifications written in this SITE are not available to support the interface declaration of conformity may be possible by grouping of interoperability constituents. 5.3. the Components and specifications for each component or interoperability interoperability constituent group Chapter 5: the description of the table • 3 in box functions and interfaces. Note that some interoperability constituents are functions and/or interfaces that are not required; • column 4 minimum requirements for each function or interface for conformity assessment, on how they applied with reference to the corresponding section of Chapter 4; • box 5 modules, which should be applied in conformity assessment and described in Chapter 6 of this TSI. Note that section 4.5.1 (producer responsibility) requirements apply to each interoperable component or group of interoperability constituents. 5.4. operation of components and specifications of each interoperability core component or group of interoperability constituents for Chapter 5 table description: • 3 in box functions and interfaces. Note that some interoperability constituents are functions and/or interfaces that are not required; • column 4 minimum requirements for each function or interface for conformity assessment, on how they applied with reference to the corresponding section of Chapter 4; • box 5 modules, which should be applied in conformity assessment and described in Chapter 6 of this TSI. Note that section 4.5.1 (producer responsibility) requirements apply to each interoperable component or group of interoperability constituents. 5.1. a table control in the rolling stock equipment complex interoperability basic 1 2 3 4 5 no interoperability constituent (IC) specifications the specific requirements which must be assessed with reference to Annex A, point (n) module 1 onboard ERTMS ETC security 4.2.1 or (B) with D or B H2 with on-board ETCs functionality (F) except: • odometrij, • data entry for the purpose of regulating 4.2.2.

ETC and the air gap EIREN interfaces RBC (level 2 and 3) in addition to the radio (optional level 1) eurobalise air gap the air gap of the Euroloop (optional level 1) 4.2.5.


Interface STM (K interface implementation is optional) onboard ERTMS Odometrij GSM-R in 4.2.6.1.4.2.6.2.4.2.6.3.

Support management system 4.2.8.

4.2.9. Etcs ID management

ETCS driver machine askarn is 4.2.13.

Support management 4.3.1.7.

Physical environmental conditions 4.3.2.5.

EMS 4.3.2.6.

Data interface. It also includes alert (optional) and train integrity (only 3. 4.3.2.8.)

Installation information for the safety record has 2 onboard security platform security 4.2.1. or B with D or B H2 by F 3 installation information about the safety record of ETCs On-board functionality Only data records for the purpose of regulating 4.2.2. D or B B H2 by F interfaces JR. download tool 4.2.15.

The onboard ERTMS/ETCS is not environmental conditions 4.3.2.5.

EMS 4.3.2.6.

4 safety 4.2.1. Odometrij H2 or (B) to (D), or (B) to (F) on-board ETCs functionality Only of odometrij 4.2.2.

Interfaces onboard ERTMS ETCS 4.2.6.3.

Environmental conditions 4.3.2.5.

EMS 4.3.2.6.

5 external functions and the STMS national security specifications is not a or B or D B H2 by F interfaces onboard ERTMS ETCS 4.2.6.1.


The class b system air gap according to national specifications are not environmental conditions according to national specifications not EMS according to national specifications not 6 onboard ERTMS/GSM-R EIREN functions data exchange only 2 or 3 level or level 1 in addition with H2 or B 4.2.4 radio with D or (B) to (F) interfaces onboard ERTMS ETC only 2 or 3 level or level 1, in addition to GSM-R Radio 4.2.6.2 4.2.5.

The engineer and EIREN machine interface 4.2.14.

Environmental conditions 4.3.2.5.





EMS 4.3.2.6.

5.1. Control of table b of the rolling stock equipment complex interoperability constituent groups in the following table example illustrating the structure. Can offer to other groups.

1 2 3 4 5 no interoperability constituent (IC) specifications the specific requirements which must be assessed with reference to Annex A, point (n) module 1 onboard security platform onboard ERTMS information about safety of ETCs track equipment Odometrij safety 4.2.1. D or B B H2 with on-board ETCs functionality (F) 4.2.2.

ETC and the air gap EIREN interfaces RBC (level 2 and 3) in addition to the radio (optional for level 1) eurobalise air gap the air gap Euroloop (optional for level 1) 4.2.5.





Interface STM (K interface implementation is optional) 4.2.6.1.


The onboard ERTMS 4.2.6.2 GSM-R Support Management System 4.2.8.

4.2.9. Etcs ID management

ETCS driver machine interface and 4.2.13.

Physical environmental conditions 4.3.2.5.

EMS 4.3.2.6.

JR. download tool 4.2.15.





Data interface. It also includes alert (optional) and train integrity (only level 3) 4.3.2.8.


5.2. a table control in the field of equipment complex interoperability basic 1 2 3 4 5 no interoperability constituent (IC) specifications the specific requirements which must be assessed with reference to Chapter 4 of the module 1 RBC security 4.2.1. or B with D or B H2 by F track ETCs functionality except for communication with the help of the eurobalise, in addition to the radio and Euroloop 4.2.3.


ETC and the air gap EIREN interfaces Only with train radio interfaces 4.2.5.

Next to the existing RBS 4.2.7.1.4.2.7.2.

ERTMS trackside 4.2.7.3 GSM-R.

Support management system 4.2.8.


ETCS-ID management 4.2.9.

The control system is not environmental conditions 4.3.2.5.

EMS 4.3.4.1, 4.3.2.2.

2 in addition to the radio station security 4.2.1 or (B) to (D) or H2 B F track with ETCs functionality except for communication with the Euroloop and eurobalise, 2./level 3 functionality help 4.2.3.








ETC and the air gap EIREN interfaces Only with train radio interfaces 4.2.5.


Rail ERTMS 4.2.7.3 GSM-R.

Support management system 4.2.8.

ETCS-ID management 4.2.9.

Control system and Leah 4.2.3.

Environmental conditions 4.3.2.5.

EMS 4.3.4.1, 4.3.2.2.

3 eurobalise security 4.2.1. or B with D or B H2 by F ETC and the air gap EIREN interface eurobalise Only communication with train interfaces 4.2.5.

Leah eurobalise 4.2.7.4 ETCs-ID management 4.2.9.

Environmental conditions 4.3.2.5.

EMS 4.3.4.1, 4.3.2.2.

4 safety 4.2.1 H2 Euroloop or (B) with D or B to F of the ETCs and air gap EIREN interface Euroloop communication Only with the train interface 4.2.5.





Leah Euroloop 4.2.7.5 ETCs-ID management 4.2.9.

Environmental conditions 4.3.2.5.

EMS 4.3.4.1, 4.3.2.2.

5 LET the eurobalise security 4.2.1. or B with D or B H2 by F track ETCs functionality except for communication with additional radio, and 2 and 3 Euroloop level functionality help interfaces 4.2.3.

Field alarm Not eurobalise 4.2.7.4 ETCs-ID management 4.2.9.

Environmental conditions 4.3.2.5.

EMS 4.3.4.1, 4.3.2.2.

6 Leah Euroloop security 4.2.1. or B with D or B H2 by F track ETCs functionality except for communication with additional radio and eurobalise level 2 and 3 functionality help interfaces 4.2.3.

Field alarm Not Euroloop 4.2.7.5 ETCs-ID management 4.2.9.

Environmental conditions 4.3.2.5.

EMS 4.3.4.1, 4.3.2.2.





7 track security platform security 4.2.1. or B with D or B H2 by F 5.2. table b interoperability constituents of the control field of the group equipment complex example in the following table illustrate the structure. Can offer to other groups.

1 2 3 4 5 no interoperability constituent (IC) specifications the specific requirements which must be assessed with reference to section 4 of the module 1 track security platform eurobalise Leah eurobalise security 4.2.1. or B with D or B H2 by F track ETCs functionality except for communication with additional radio, and 2 and 3 Euroloop level functionality help 4.2.3.

ETC and the air gap EIREN interface eurobalise Only communication with train interfaces 4.2.5.

The alarm is not field-ID management 4.2.9 ETC.







Environmental conditions 4.3.2.5.


EMS 4.3.4.1, 4.3.2.2.

2 track security platform for Euroloop Euroloop security 4.2.1 H2 Leah or (B) to (D), or (B) to (F) of track ETCs functionality except for communication with the eurobalise and level 2 and 3 functionality help ETC and EIREN 4.2.3 air gap interfaces Only Euroloop communication interfaces in the train signalling is not a field ETC 4.2.5-ID management 4.2.9 environmental conditions 4.3.2.5 EMS 4.3.4.1, 6.4.3.2.2 component conformity and/or suitability for use assessment and verification of the subsystem 6.0. introduction within the scope of this TSI Chapter 3 describes the the relevant essential requirements of appropriate enforcement will be ensured by compliance with the specifications of the interoperability constituents are in Chapter 4 and Chapter 5, which confirmed the conformity and/or suitability for use of the positive results of the interoperability constituents and the subsystems for verification, as described in Chapter 6. However, if part of the essential requirements for satisfying national requirements which the reasons are: a) the use of class B systems (including STM public functions) b) TSI open points, c) derogation pursuant to Directive 2001/16/EC, article 7 (d)) special cases described in section 7.3, the conformity assessment must be performed with the specific responsibility of the Member States, subject to certain procedures. 6.1. Interoperability constituents 6.1.1. Assessment procedures of the interoperability constituent (IC) (and/or group of interoperability constituents) the manufacturer or his authorised representative in the Community market before the presentation of components presented in the EC declaration of conformity according to Directive 2001/16/EC article 13, paragraph 1 and annex IV. Interoperability constituents and/or group of interoperability constituents of the conformity assessment procedure, as set out in Chapter 5 of this TSI, using modules, as indicated in section 6.1.2 (modules). Some of the requirements of this TSI included mandatory and/or optional features. The notified body must: • be checked to be realized all mandatory features that apply to the interoperability constituent; • the need to check which of the fakultatīvaj functions are implemented; and must be subject to a conformity assessment. EC declaration must specify the supplier, any optional features are implemented. The notified body must examine the to any of the functions on that kick in, would not lead to conflict with the minimum or fakultatīvaj realized functions. 6.1.1.1. the specific transmission module (STM) STM must correspond to the national requirements and the approval of the Member State concerned is responsible, as set out in Annex B. STM and the ERTMS/ETCS on-board interfaces required for verification of notified bodies carried out the assessment of conformity. The assessment by a notified body in accordance with the requirements of the national part of the STM, which has been approved by the Member State concerned.
6.1.1.2. EC declaration of suitability for use the control subsystem interoperability constituents not required EC declaration of suitability for use.
6.1.2. Modules to assess management subsystem, the interoperability constituents, the manufacturer or his authorized representative established within the community may choose modules according to 5.1 (A), (B), 5.2 (A) 5.1 and 5.2 (B) of the table: • either the type-examination procedure (module B) design and development phase, in combination with the production quality management system procedure (module D) production phase, or • the type-examination procedure (module B) design and development phase together with the product verification procedure (module F), or • full quality management system with design examination procedure (module H2). The module is described in Annex E to this TSI. Module d (production quality management system) may only be chosen where the manufacturer shall apply a quality system for production, final control and testing, which shall be approved and controlled by the notified body. Module H2 (full quality management system with design examination) may only be chosen where the manufacturer shall apply a quality system for design, production, control and testing of the finished product, subject to the approval and control of the body. Some modules use the following additional clarifications apply: • with reference to Chapter 4 in Annex E "module B (type-examination) Description: (a)) requires consideration of the structure; (b) the examination of the manufacturing process) is not required if module B (type-examination) "is used in conjunction with" module "D (production quality management system); (c) the examination of the manufacturing process) is required if the "module" B (type-examination) are used in combination with module F (product verification) • with reference to Chapter 3, annex E "module" F (product verification) description of static verification is not allowed, i.e. all interoperability constituents must be checked individually; • with reference to section 6.3 "module H2 (full quality management system with design examination) requires type inspection. Regardless of the chosen module certification of the interoperability constituents to which the applicable basic-security-requirements should apply paragraph 47 of Annex A, A1. the point A2. and the A3. point (section 4.2.1. Security control specifications relating to interoperability). Regardless of the module must be checked to the supplier's instructions for interoperability constituents of the maintenance TSI should meet the requirements of section 4.5 (maintenance rules). If you use a module B (type-examination), then it must be carried out to check the technical documentation of the base (see. (B) a description of the module's section 3 and 4.1 (type-examination)). If you use the module H2 (full quality management system with design examination), the design of the examination must include all of this TSI, section 4.5 (maintenance rules) the discharge requirements.
6.2. Control subsystem 6.2.1. Assessment procedures are considered in this section control the EC verification of the subsystem. As stated in Chapter 2, the control subsystem is considered as two assemblies: • rolling stock equipment complex field equipment, • complex. Each complex require the EC verification Declaration. The customer or its representative in the community, the notified body carries out the EC verification onboard or field equipment complex in accordance with the provisions of Directive 2001/16/EC annex VI. The client draws up the EC declaration of verification of the control node in accordance with the provisions of Directive 2001/16/EC article 18, paragraph 1 and annex V. The EC declaration of verification must correspond to the content of Directive 2001/16/EC annex V. It contains a combination of interoperability constituents that are part of the node verification; 6.1. and 6.2. table determines the framework specifications for the verification and references to the applicable minimum specifications. Some of the specifications of this TSI included compulsory and/or optional features. The notified body must: • Verify that all nodes to be realized the minimum features; • check to be marketed all optional functions necessary for field equipment or rolling stock parts for particular devices. The notified body must examine the Extras made to node are not in conflict with mandatory or optional separate functions. According to Annex C information on field equipment package or rolling stock of the implementation of a complex of special devices to transfer in the register of infrastructure and a register of rolling stock. Field equipment package or rolling stock equipment complex EC declaration of verification must provide all the information required for inclusion in the above records. The registry must take pursuant to Directive 2001/16/EC on the interoperability of article 24. Rolling stock and equipment in the field of EC verification declaration together with the certificates of conformity is sufficient to ensure that the field of complex equipment will work with the rolling stock equipment complexes, which are appropriate to that determines the characteristics of the rolling stock register and the register of infrastructure, without additional EC declaration of verification of subsystems.
6.2.1.1. The rolling stock equipment complex functional integration verification Verification must be carried out on the control device of the rolling stock complex, mounted on rolling stock. Management facilities that have not been defined as A class, this SITE contains only the verification requirements associated with interoperability (for example, onboard interface STM/ERTMS ETC). Before any of the functional verification to evaluate a node in the interoperability constituents according to section 6.1 above, the result is the EC declaration of conformity. The notified body must assess their suitability for use (e.g., the optional features). Class a functionality that already verified interoperability component level, additional verification is necessary. Integration verification tests performed to prove that the Assembly components are properly interconnected and interfaced with the train to ensure that you achieve the required functionality and performance required for the applications node. When identical control rolling stock equipment complex are set to identical rolling stock units, integration verification must be performed only once on the same rolling stock units. The following should be checked: • management of rolling stock equipment complex installation accuracy (i.e., compliance with inženiernoteikum, cooperation with inter-connected equipment, unsafe interactions and the absence of need application specific data storage); • interfaces with the rolling stock on the accuracy of the functioning (i.e., train brakes, alertness, train integrity); • ability to interface with the control equipment of the complex field with appropriate qualifiers (such as ETCs application level, set the optional functions); • ability to read and store security data recorder with all the necessary information (which in case of need also provides no system ETC). This verification may take a depot. Verification of rolling stock equipment complex interface able to field equipment package includes verification of the ability to read the certified eurobalise and (where is the onboard functionality) Euroloop and ability to install GSM-R voice connections (if the functionality) and the exchange of data. If you are also included in class B facilities, the notified body shall check that the integration test requirements, issued by the Member State concerned.
6.2.1.2. the field equipment complex functional integration verification is to be carried out infrastructure installed control equipment of the complex field verification. Management facilities that have not been defined as A class, this SITE contains only the verification requirements for interoperability (for example, EMS). Before the functional verification of equipment should be evaluated in node interoperability components in accordance with section 6.1 (interoperability constituents) and obtain EC declaration of conformity. The notified body shall examine as to be suitable for use (e.g. introduced optional features). Class a functionality that has already tested the interoperability constituent level, additional verification is necessary. The control field of the complex equipment ERTMS/ETCS part construction SITE requirements should be supplemented with national specifications relating, e.g., to: • a description of the line, such as the characteristics of the gradients, distances, routes, elements and eurobalise/Euroloop locations, u.t.t. a protected place; • the signalling data and rules, which require the ERTMS/ETCS system. Integration verification tests must be performed to prove that the Assembly components are properly interconnected and interfaced with field equipment, to ensure that the desired functionality and nodes required for this use. View the following fields: • the equipment interface between the class A radio system and the ERTMS/ETCS (RBC or additional radiomezgl where appropriate); • between eurobalise and the Leu; • between Euroloop and the Leu; • between adjacent RBC; between the ERTMS/ETCS (RBC, LEA, radiomezgl) and the centralization of the system or the national alarm. Verify the following: • the control field of the complex equipment ERTMS/ETCS part installation accuracy (i.e., compliance with inženiernoteikum, interconnected equipment elements, the absence of an unsafe interactions and, where appropriate, use specific data storage according to national specifications above); • correct functioning of interfaces with the State field equipment; • ability to interface with the rolling stock equipment complex with the corresponding characteristics (such as ETCs application level).
6.2.1.3. the assessment of the transitional phases in the control field equipment or rolling stock equipment can handle the complex modernisation of successive phases in accordance with the 7.2.3. section and section 7.2.4. Each stage is achieved only in compliance with the requirements of the TSI that apply to the stage, while the remainder staged other requirements not realizing. A Subscriber may submit an application for evaluation by the node in this phase shall be carried out by the notified body. Regardless of your chosen modules notified body verifies, as: • comply with the requirements of the TSI that apply to this stage; • does not breach if the estimated requirements of the TSI. If the assessed functions, which remain unchanged and are not affected at this stage, there is no need to check again. Certificate (s) issued by the notified body after a positive assessment, the node adds the objections that indicate the certificate (s) restrictions which are TSI or are not met. Objections indicate respectively the rolling stock register and/or in the register of infrastructure.
6.2.2. Modules the modules described below in Annex E to this TSI.
6.2.2.1. The rolling stock equipment complex rolling stock equipment complex for the verification procedure of the client or his authorised representative in the community may choose: • the type-examination procedure (Module SB) design and development phase in combination with the production quality management system procedure (module SD) production stage, or • the type-examination procedure (Module SB) design and development phase in combination with the product verification procedure (module SF), or • full quality management system with design examination procedure (module SH2) indicated.
6.2.2.2. the field equipment complex Field equipment package for the verification procedure of the Subscriber or his authorized representative established within the community may choose: • the unit verification procedure (module SG) or • the type-examination procedure (Module SB) design and development phase in combination with the production quality management system procedure (module SD) production stage, or • the type-examination procedure (Module SB) design and development phase in combination with the product verification procedure (module SF), or • full quality management system with design examination procedure (module SH2) indicated.
6.2.2.3. Modules in terms of use of the rolling stock and equipment in the field of package SD module (production quality management system) can be selected only when the Subscriber contracts only with producers who use quality system for production, final product inspection and testing, approved and surveyed by a notified body. Module SH2 (full quality management system with design examination) may be chosen only where all activities contributing to the subsystem project (design, manufacturing, assembling, installation) are subject to the design, production, final product inspection and testing of the quality system approved and supervised by the notified body. Regardless of the design of the module examination shall include verification that the TSI are met the requirements of section 4.5 (maintenance rules). Regardless of the chosen module applied in paragraph 47 of Annex A, A1. and, where appropriate, paragraph A2. point and A3. the provisions of paragraph 1. With reference to Chapter 4 of the module SB (type-examination) examination of the structure is required. With reference to section 4.3 module SH2 (full quality management system with design examination) is required for a type test. With reference to section 5.2 of the SD • module (production quality management system) • Chapter 7 module SF (product verification), • Chapter 4 module SG (unit verification), • section 5.2. module SH2 (full quality management system with design examination), a complete set of operating conditions 0. section (rolling stock equipment complex approval) and 0. section (field equipment complex approval). The rolling stock equipment complex approval rolling stock equipment approval under complex operating conditions are type tests. It is permissible for one node and must carry out the tests with the scope to verify: • the odometrij functions, • the control unit compatible with rolling stock equipment and environment (such as EMC), to ensure the possibility of a rolling stock equipment complexes in other locomotives of the same type, • the rolling stock is compatible with the control field equipment complex (e.g., EMS issues, track circuits and axle counter). The following tests must be carried out with the infrastructure that provides the approval conditions that are characteristic of the trans-European conventional rail network (e.g. slope, train speed, vibration, traction power, temperature). If tests show that the specifications are not met in all cases (e.g. compliance with the TSIs only up to a certain speed), the results for compliance with the TSI shall record the certificate of conformity and the register of rolling stock. Approval of equipment in the field of the complex field equipment complex validation under full operating conditions, using the known characteristics of the rolling stock, and the scope of the test should be allowed to verify the rolling stock interoperability with control equipment field complex (e.g., EMS issues, track circuits and axle counter). The following tests shall be carried out using suitable rolling stock with known characteristics, which allow the verification of the conditions arising during operation (such as train speed, Dynamo). Tests to confirm the installation of the complex train driver of the transmitted information, the physical route (e.g. speed restrictions u.t.t.). If the specifications are conceived, but not yet available in this TSI field equipment complex equipment in the field of verification, the complex is approved by appropriate checks (must be determined in the specific field of complex customer installations).
6.2.2.4. Maintenance maintenance assessment conformity assessment is the responsibility of the notified body of the Member State. (F) the procedure described in the annex, where the authority determines that the maintenance measures comply with the provisions of this TSI and ensure the basic and essential requirements throughout the duration of the subsystem.
6.1. the table control rolling stock equipment complex verification requirements 1 2 3 4 5 no description 2a notes CC interface subsystem interface Characteristics of the TSI to be assessed with reference to Chapter 4 of this TSI 1 security notified body for safety approval process ensure the completeness, including safety cases 4.2.1.

2 on-board ETCs functionality performs the functionality onboard ERTMS/ETCS IC notes: alertness monitoring Train integrity monitoring: case when the train is configured for level 3, train integrity monitoring function must be supported by positioning the equipment field Where vigilance is external monitoring can be alert and the ERTMS/ETCS on-board interface damping of the ERTMS/ETCS on-board and positioning the machine interface to RS to RS OP 4.2.2.

4.3.2.8.3 EIREN functions this function executes the onboard ERTMS/GSM-R IC data exchange only level 1 with additional radio (optional) or level 2 and level 3 4.2.4.

4 ETCs and the air gap EIREN interfaces perform the functionality onboard ERTMS/ETCS and ERTMS on-board/GSM-R radio communications with the IC trains only level 1 with additional radio (optional) or level 2 and level 3 Euroloop communication is optional equipment on the CC field complex in 4.2.5.

5 key management security policy management support OPE 4.2.8.4.3.1.7.

6-control ETC ETC ID-ID management policy OPE 4.2.9.

7 interface STM the notified body shall verify that the Member State concerned have been met in the integration test requirements the ERTMS/ETCS On-board and external IC 4.2.6.1 STM.

The onboard ERTMS/GSM-R on-board ERTMS/ETCS and ERTMS/GSM-Board R IC Odometrij the interface of 4.2.6.2 not applicable if the equipment is supplied as a grouped components onboard ERTMS/ETCS and odometrij IC RST 4.2.6.3.4.3.2.12.

ETCS DM onboard ERTMS/ETCS IC part OPE 4.2.13.4.3.1.2.

The DM EIREN onboard ERTMS/GSM-R IC part OPE 4.2.14.4.3.1.3.

The interface data entry for the purpose of regulating the safety record of the IC part OPE RST 4.2.15.4.3.2.13 4.3.1.4.

train braking characteristics of adaptation appropriate rolling stock verification OPE RST 4.3.1.5.4.3.2.3.

insulation OPE RST 4.3.1.6.4.3.2.7.

Antenna installation to troubleshoot 4.3.2.4.

Environmental conditions the control node verification of proper functioning of environmental conditions. This test must be carried out to confirm under operating conditions.

RST 4.3.2.5.

EMS Management node verification of proper functioning of environmental conditions. This test must be carried out to confirm under operating conditions.

RST 4.3.2.6.

data interfaces the ERTMS/ETCS On-board IC. Interface with the proper functioning of the train. This interface includes alert (optional) and train integrity (only 3).

RS OPE 4.3.2.8.4.3.2.11.4.3.1.9.

6.2. the table control equipment in the field of the complex verification requirements 1 2 3 4 5 no description 2a notes CC interface subsystem interface Characteristics of the TSI to be assessed with reference to Chapter 4 of this TSI 1 security notified body for safety approval process ensure the completeness, including safety cases 4.2.1.

2 track ETCs functionality perform this functionality and additional RBC, LE radio According to the introduction of ICE blocks in 4.2.3.

3 EIREN functions data exchange only level 1 with additional radio or 2/3 level 4.2.4.

4 ETCs and the air gap EIREN interfaces perform the functionality RBC, more radio block, Euroloop and eurobalise, field equipment according to the deployment of GSM-R. Radio communication with train only level 1 with additional radio (optional) or 2/3 level. EuroLoop communication is optional.
CC the rolling stock equipment complex 4.2.5.

5 key management security policy management support OPE 4.2.8.4.3.1.7.

6-control ETC ETC ID-ID management policy OPE 4.2.9.

7. the HABD OP RS 4.2.10 4.3.1.8.4.3.2.9.

8 RBC/RBC interface only 2./3. level between adjacent RBC 4.2.7.1.

The track Only GSM-R/3 level 2 or level 1 with additional radio (optional).
Between RBC or additional radio blocks and track 4.2.7.3 eurobalise GSM-R/LE, this interface is not used when the equipment is supplied as a grouped components.
Between the control IC 4.2.7.4 Euroloop/Leah Euroloop is optional. This interface is not used when the equipment is supplied as a grouped components.
Between the control IC 4.2.7.5 antenna installation IN 4.3.3.1.

Environmental conditions the control node verification of proper functioning of environmental conditions. This test must be carried out to confirm under operating conditions.

In 4.3.2.5.

EMS Management node verification of proper functioning of environmental conditions. This test must be carried out to confirm under operating conditions.

In ESE 4.3.4.1.

9 train location systems that apply to activate the running composition.

RS IN 4.2.11 involving. 4.3.1.10.4.3.2.1.

10 EM compatibility between rolling stock and train systems RST 4.2.12.2.4.3.2.2.


Compatibility with on-board projectors Reflective line tone and clothing characteristics.

RST 4.2.16.4.3.2.10.

Compatibility with the engineer in the field of view of the external Field installation, you should see the driver in 4.3.1.11 4.2.16. OP.


7. The IMPLEMENTATION of the TSI control 7.1. General provisions this chapter describes strategies and the corresponding technical solutions for the implementation of the TSI, the special conditions for the transition to the class A systems. It should be noted that the implementation of the TSI from time to time to coordinate with the implementation of other TSIs. 2. in Chapter 6, and the following in paragraph 7.3 special provisions applicable to fully control subsystem, as defined in Directive 2001/16/EC.
7.2. specific questions in the context of the implementation of the TSI control 7.2.1 General the transition criteria control subsystem in particular two train protection and radio system classes (A and B). It is recognized that A class can not be installed on all existing conventional routes instantly for reasons which cover economic considerations and installation capacity. During the transition period between the current (unified) situation (B class) to class A applications have many possible interoperability solutions that could be implemented within this TSI. These solutions apply to both the trans-European conventional rail infrastructure, including the connector lines, both on the European standard rail trains. Below are many illustrative examples:-ERTMS/ETCS under modules, known as STM (specific transmission modules) to add ETC to train, equipped with appropriate STMS to operate above, unified infrastructure. Another solution is that the infrastructure can be equipped with both class A and class B systems; -GSM-R systems on the base of the country have already launched significant numbers of former Eu15 countries. The first national network of interconnections will be held in 2004. Soon after, other networks will follow. Some railways have chosen solutions that are designed for a mobile device that can operate in both systems (dual mode GSM-R and > = = 1 analog radio), others have adopted solutions that provide double coverage on the network, but only one piece of equipment on the train. GSM-R system STM. CAB radio, equipped with additional interfaces block class B radio systems (dual mode), the ability to work well on a class B network, if it is specially designed. This solution is only a temporary solution to ensure the exchange of international trains in its infancy.
7.2.1.1. The transition types to existing systems, as well as the future unified system is a system of infrastructure and on-board components. So the transition strategies should be determined by the two nodes. This point is dealt with examples of the transition from a class B to A class. Transition strategies should pay particular attention to the following distribution:-train radio (from class B to class A),-the train protection (from class B to class A)-train system-hot-box detection system-EMS. Each of the above may be different transition types. The possible types of changeover from a class B to A class with the following explanation of the train protection system.
  Figure 1 figure 1 illustrates the starting position when exist only in incompatible systems (referred to as home) to the end position (marked as a target). The two following figures illustrate two possible extremes types from the current transition to a future State.
Figure 2 figure 2 illustrates the process of transition, where the initial investment is only made onboard equipment. Possible technical solution is the so-called STMS, which may be related to on-board ETCs Centre and which converts information from existing systems in a form that can be processed by the ETCs Centre. After all the subject of railway rolling stock park outfitting in combination with the ETCs Centre and corresponding class B system field equipment may be replaced by ETCS or can be built from a new equipped to track the ETC system. Existing class B sis theme of these tracks can be removed.
Figure 3 Figure 3 illustrates another final transition. In this case the railway twice the existing track equipped with ETCs. After all the tracks in addition to the national system set up ETC, onboard of rolling stock equipment may be replaced by ETCS. See all rolling stock equipped with ETCs, the field equipment to the national system can be removed.
Figure 4 figure 4 illustrates both of foregoing the final transition type combination. Possible forms of transition between these two extremes. In practice must be a combination of both.
Figure 5 figure 5 illustrates an example where ETCs onboard equipment for rolling stock and ETC facility field in part of track installed interchangeably. This method reduces the initial investment necessary for the system to fully use the benefits (i.e., rolling stock and equipment in the field stations, where they are installed). On the other hand, it imposes certain restrictions to the rolling stock for use on the network. A suitable choice of the strategy of transition to a large extent equipped line rolling stock equipped and planned new additional rolling stock and equipment in the field. Account should also be taken of the international corridors and international use of the rolling stock. In the case of track transition and it is not intended to be equipped with only a B class, operation conditions of interoperability can provide with STM for class B addresses. However, the transitional phase at any time to provide other railway undertakings access to the network. Rolling stock equipped with the appropriate onboard equipment, ETC, and the existing system as described in Annex B and C must be able to work on the track in question.
7.2.2. The maturity criteria 7.2.2.1. introduction ETCs and GSM-R is to a computer-based system with a faster technology evolution and potentially lower the expected life time compared with current traditional railway signalling and communications equipment. As such they require rather than expand the active pretdarbīg strategy to avoid potential system obsolescence before the full deployment of the system. Despite this, too fragmented deployment of the European rail network adaptation, mostly European rail corridors, creating substantial costs and overhead costs due to the need to ensure backward compatibility and interconnection with the previous diversity. In addition, synergies could be achieved in the time, cost and risk reduction in the expression of different national implementation strategies for the harmonization of the common elements, i.e. with common procurement initiatives, collaboration, system verification and certification. Whereas the following active deployment strategy, should become the basis for the whole transition process, it is necessary to adopt a specific methodology for the conventional rail network, taking into account the current level of technology and the planned deployment of pace, as well as relevant economic, operational, technical and financial factors that affect this. In this context, it is obvious that clearly demarcate the ETCs and GSM-R, under the current transitional situation across Europe and following the transition to the degree and extent of the barriers that the GSM-R and ETCs implementation causes the normal network are different. The following reasons will be the boundaries are described in detail in the paragraphs below.
7.2.2.2. the deployment of GSM-R- the reasons for the expansion of the existing GSM-R grade throughout the European rail network (around 100000 km currently from 11 countries in the former Eu15 countries 15) and 4 to 5 year time period that determines the overall deployment complete, indicates that any expansion must be connected with 3 main points: • ensure the continuity of the service GSM-R cross-border level, avoiding the "black hole" in arising in certain regions of the community; • coordinate transition periods across Europe to significantly reduce the cost and time loss associated with a potential need to maintain dual analogue/digital communication infrastructure and on-board features; • Avoid the "two-speed" Europe between the former Eu15 and new Member States. Convergence objective should be reached-that encourages new Member States to the marketable network modernization programs essential.
7.2.2.3. GSM-R-implementing rules on this basis and taking into account that the GSM-R infrastructure communications maintainer both high-speed and conventional rail usage, the introduction of the criteria that is currently running in previous applications, the same should be applied also to the usual rail, i.e.: field equipment: GSM-R equipment is required in the following cases: • CC radio parts Assembly of new equipment installation, • use the CCS node radio part upgrade that changes the function or operation of the subsystem.
Onboard equipment: installation of GSM-R to the rolling stock for use on the track, which included at least with class A interfaces equipped station (even if in addition to the class B system) is required in the following cases: • CC radio parts Assembly of new equipment installation, • use the CCS node radio part upgrade that changes the function or operation of the subsystem.
Previous: Member States must ensure that the SITE is referred to in Annex B to the previous system functionality, as well as their interfaces remain, as currently defined, except for modifications that might be considered necessary for the security of these systems lack off. Member States must provide the necessary information about the earlier systems, the necessary apparatus and the development for the purposes of certification, providing class A equipment interoperability with their previous class B products.  

    To ensure active implementation, Member States are encouraged to promote and maintain the installation of GSM-R, with any restoration or maintenance-related work, which affect the already operational infrastructure in General and lead to investment in at least one rank higher than the GSM-R features Setup.
7.2.2.4. The ERTMS/ETCS, the reasons for the explosion 7.2.2.4.1. introduction in today's circumstances, the ERTMS/ETCS applications to normal case support with various expansion reasons, taking into account the diverse complexities related to the alarm system of the transition, the related expenditure and expected more active service life compared to the GSM-R but these in no way must not reduce the General deployment principles discussed in paragraph 7.2.2.1., especially the need to save time needed within acceptable limits , particularly the European rail network (TEN) main corridors and mainline.
7.2.2.4.2. Etcs-Net Corridor concept to reconcile apparently contradictory objectives of avoiding fragmented approaches to identifying investment restrictions, it is considered necessary to determine the starting Center for the rail projects, with the deployment of ERTMS/ETCS could really be justified by business/service perspective "from one end to the other" without causing unacceptable obstacles to the introduction in terms of expenditure. In the light of these objectives, in consultation with industry, it was recognised that such a centre should build on the European rail network priority corridor coherent complex. Objectives, which go out of such approach, can be divided into three parts: i. let build interoperable European railway core (hereinafter referred to as ETCs-Net), which permits the new and improved quality in the development of railway services, which ultimately results in the ability to raise the level of competitiveness of the rail transport in particular market segments with high growth potential, that is, international freight transport; II. the articulation of the Centre for international coordination measures and financial resources concentration of ERTMS/ETCS accelerated and enhanced deployment of the main European railway network; III. to move to the "critical mass" conditions to the ERTMS/ETCS arise as a natural market selection solution for new and upgraded signalling projects conventional rail network in Europe. ETCS-Net description given below. The exact list of affected corridor here can be found in Annex H. In order to ensure a harmonised development of the network, which is the core of the improved service "from one end to the other" development above the proposed ETC-Net created from both the ātrgaitas1 and the normal lines. Deployment of ERTMS/ETCS on the first of the above are governed by Commission decision 2002/731/EC, but the introduction of the principles described below apply to the last of the above.
  To this core promote international rail transport services essential transformation from a customer perspective likely time period, to be determined relatively ambitious deadline for its full realisation. In the light of the last of the above parameters affecting diversity (e.g., amount of investment, the shipping industry and the engineering/project management capabilities, cross-border coordination of activity of the need), you can distribute 10 to 12 year period an indicative time limit for this purpose.
7.2.2.4.3. starting core in order to ensure the implementation of the ETCs-Net fully in this time period, it is considered necessary to actuate the "explosion" in the process of dividing the project underlying complex (hereinafter referred to as "the beginning of the kernel"), in which the explosion will be compulsory ETC. The adoption of such an approach basically translates in our three-tier deployment of perspective, as shown below: to reduce the financial impact of this mandatory phase, the selection criteria for the inclusion of the project in the beginning especially in the kernel to reckon with Community funding levels of availability, which is much higher than the amounts that you can usually work distribute alarms. Conventional rail a priority project for the whole European network guidelines (Council and European Parliament decision 884/2004/EC), as well as all of the major rail construction/modernisation works, which is financed from the structural funds (Regulation EC 1260/1999) and/or the Cohesion Fund (EC Regulation 1264/1999), the following should be considered as "the beginning of the kernel" makers. Starting kernel must create a springboard full ETCs-Net deployment scenario for disposal, as described above. However, this last objective requires a deployment strategy vision (time discovery and planning), which provides various corridors, which are not included in the "starting the kernel" criteria, state maintenance of circuit. To ensure the vision, the Member States must draw up a national plan for the deployment of the ERTMS, which include the deployment described in paragraph 7.2.2.6. ETCS-Net's existing core area of activity could be reviewed in the following step (possible future revisions of this TSI) to take into account the real implementation of progress and constantly changing market needs. In the case of rolling stock should be taken into account for the reason that the ERTMS/ETCS is a system concept, consisting of infrastructure and on-board components. Important for any reason explosion occurred as these two elements matched, as they are both harmonised support system. In addition, in the case of infrastructure appropriate attention should be paid to reduce any mandatory stage that may be required, the financial impact. "Marginal cost" approach that links the ERTMS/ETCS on-board equipment with major investment decisions is the best available way to achieve this goal. This applies particularly to new rolling stock and relevant modification operations, for which the value of the signalling equipment and their installation make up only a limited proportion of all necessary investments. The adoption of such policies will lead in the longer term to the ETCs onboard equipment like goods in relation to the active scenario of new rolling stock.
7.2.2.4.4. Pirmsmontāž strategy Pirmsmontāž shall apply to any Board or field ERTMS/ETCS and GSM-R equipment or other means to facilitate the Assembly of ETCs and GSM-R equipment, (e.g., wire and cable, motor mounts, interfaces, power and other special signalling and communications equipment), which are directed toward certain phases of ERTMS, not fully realizing the class A requirements. The aim of such an approach has a certain level of readiness of the ERTMS, combining pirmsmontāž activity regarding the basic building or upgrading operations to infrastructure assets or the assets of the rolling stock of industrial pielāgošanu2. It must ensure the reduction of expenditure, the later stage by introducing pilnvērtīgo for ERTMS/ETCS or GSM-R features that meet class A requirements. However, the deployment readiness activities must reckon with the specifics of each project from technical, operational and economic point of view, as well as the amount of time for A class the appropriate tools for installation. Therefore, it is considered necessary to establish a hierarchical approach to pirmsmontāž, based on the concept of "pirmsmontāž phase". Hoped that they will range from simple space reservation, channel mounting and mechanical installation mounting (phase 1) and further to the Assembly of all components, which are not subject to aging equipment life nominal (phase 3). More pirmsmontāž set 57. subgroup (on-board equipment) and 59. subgroup (field equipment), which must be attached to Appendix A.
7.2.2.5 there. Ertms/ETCs – implementing rules stipulated in the preceding paragraph, All ultimately to be classified as follows: field equipment: installation of the ERTMS/ETCS is mandatory if: • the new equipment the CCS node train protection part; • modernise the CCS service node used in train protection part that changes the function or operation of the subsystem.
Railway infrastructure project kit that meets one of the following criteria: • is part of a conventional set of priority projects under the trans-European network guidelines, included in the Council and European Parliament decision 884/2004/EC in annex II; • receives financial support from the structural funds (Regulation EC 1260/1999) and/or the Cohesion Fund (EC Regulation 1264/1999), over 30% of the total cost of the project.
Any other new and upgrading project, which is not the subject of these last criteria above and who is the trans-European conventional rail network section, as set out in the Council and European Parliament decision 884/2004/EC of 7 June 2004, you will need to do a repair installation to pirmsmontāž pirmsmontāž., 7.2.2.4.4. and as defined in paragraph 7.2.3.2. The lines, which on the basis of the ETCs-Net, but does not include the starting core, must comply with the pirmsmontāž 3. stage for such a pirmsmontāž. To ensure active implementation, Member States are encouraged to promote and support the ERTMS/ETCS installation in all jobs related to infrastructure renewal and maintenance and that includes investment in at least one rank higher than the ERTMS/ETCS products installation.
Onboard equipment: rolling stock equipment meant for conventional rail infrastructure work, when the installation of the ERTMS/ETCS is mandatory, must comply with the national transition strategy once it is aligned with the EU master plan, as described in paragraph with 7.2.2.6 following exception. ERTMC/ETCS equipment, supplemented if necessary by appropriate specific transition modules (STM), in order to ensure the operation of the class B systems are mandatory: • new equipment the CCS node train protection part • new equipment the CCS node train protection part • any rolling stock already operational "major upgrades" 3;
stock composition of cross-border activity start within the kernel. ERTMS/ETCS-pirmsmontāža 1. pirmsmontāž phase, as defined in paragraph 7.2.2.4.4. and 7.2.4.4: • new equipment the CCS node train protection part; • CCS node used to train protection part of modernisation, which changes the functions or operation of the subsystem.
Active rolling stock intended for the operation of the trans-European conventional rail network, as set out in the Council and European Parliament decision 884/2004/EC of 7 June 2004 correction. 3. stage Pirmsmontāž are applied to the assets intended for use ETC-Net based.
Previous: Member States must ensure that this Annex B of the TSI in the previous system, as well as the functionality of the interfaces remain as currently specified excluding those modifications that might be considered necessary to reduce the system security weaknesses. The Member States must transmit the required information about your previous systems, which is necessary for the development of the apparatus and safety certification, providing class A equipment interoperability with previous class B products.

  7.2.2.6. the deployment of the ERTMS in the national plans and the EU master plan, it is considered that the above reasons against expansion and mandatory provisions laid down in sections 7.2.2.3. and 7.2.2.4.4, Member States should set up a formal deployment of the ERTMS in the national plan for the conventional rail network, which is directed to the ERTMS/ETCS and GSM-R. Relating to the ERTMS/ETCS the ETCs-Net basic realization, as described in point 7.2.2.4, reference base for the development of the national plan. The last of the abovementioned ultimate goal is a specially designed set of obligations with regard to the deployment of ERTMS/ETCS the general statement in the space that is currently included in the "kernel". However, this "built-in" flexibility does not start if it can reduce the "kernel" of the commitments included in the līmeni4. The national plans should ensure in particular the following elements: • target lines: introduction to State line or circuit clear identification. This applies particularly to the State of international corridor stations included in the ETCs-Net projektā5. In this context, appropriate for the ERTMS/ETCS national implementation plans, which notified in accordance with Commission decision 2002/731/EC, as regards the high speed circuit, included in the ETCs-Net based; • Technical requirements: introduction of various technical characteristics (such as voice or data quality introduction of GSM-R network, only the ERTMS/ETCS, the ERTMS/ETCS or additional equipment functional level); • Expand strategy and planning: description of the implementation plan (including work order and timing); • Transition strategy: a strategy for the transition of the infrastructure subsystem and the marked state lines or precinct of the rolling stock subsystem for the transition (e.g., class A and class B systems overlap, the transition from class B to class A features scheduled period, transition, based on ETCs based solutions implementation failures, such as SCMT6 or limited); • Potential limitation: potential elements of the review, which could affect the realization of the implementation plan (for example, signalling works that contain larger amounts of infrastructure work, cross-border service continuity). These national plans must be combined in an EU master plan within six months from the date of notification. This master plan aims to provide an appropriate knowledge base for various stakeholders to support decision-particularly railway projects to the Commission financial aid and, where appropriate, the harmonization of different national implementation or enforcement strategy, when it is deemed necessary for the coherence of the whole. This process in General can be displayed, as shown in the figure: the EU master plan must cover the running program review to confirm the expected introduction of a range of activities from planning to realisation. The EU master plan will be added to this SITE with a review procedure that replaces the current start minimum implementation defined in the core area. Then • all measures related to the control of the installation, the subsystems of the granting authorities based in relation to the EU master plan, in addition to all other applicable to existing legal requirements; • request from the Member States to accept their precise deployment of the ERTMS national plans when it is listed on the need to ensure alignment with the EU master plan. In particular, the review should ensure that the transitional strategy adopted by Member States, especially the running composition, not to create obstacles to the ETCs-Net strategic objective and the availability of new members in accordance with the time and the requirements of the EU master plan requested; • When the national plan and the master plan for reconciliation is not possible, then the Member State in question shall remain applicable to the start of the mandatory prescriptions of the kernel. In any case the EU master plan and national ERTMS implementation plans will be evolving documents that will have to be renewed in order to reflect the actual explosion development in each Member State and the European rail network.
7.2.3. Implementation: infrastructure (stationary equipment) To track categories laid down in Directive 2001/16/EC, subject to the following requirements: − track intended for passenger services; − a track intended for mixed traffic (passengers and freight); − the track specifically designed or upgraded for freight services; -passenger hubs; -freight hubs, including combined transport terminals; − the track that connects the components mentioned above. Control subsystem refers to two train protection and radio classes (A and B). Above the tracks, which are not currently equipped A class to be equipped: • with the class A functions and interfaces according to the specifications shown in Annex A, or with the class A functions and interfaces according to the specifications shown in Annex A, and (B) the class a functions and interfaces according to Annex B, or • (B) the class a functions and interfaces according to Annex B and A class pirmsmontāž or • only with the B class a functions and interfaces according to Annex B. If the track, which included the activities of this TSI the area will not be equipped with the class A systems, the Member State must make every effort to ensure the external specific transmission module (STM) accessibility to your previous class B system or systems. In this context, due consideration should be given to ensure an open market for STM righteous commercial conditions. In cases where, for technical or commercial reasons, the availability of STM dēļ7 can not provide acceptable time ietvaros8, the Member State must inform the Committee about the following problems causes and the introduction of the measures it intends to take, particularly foreign operators to ensure the availability of your infrastructure.
7.2.3.1. Class B auxiliary equipment on the tracks, fitted after A class on the track equipped with the ETCs and GSM-R, or you may use a class B equipment, to ensure the operation of the rolling stock, which is not compatible with A class in the transitional phase. It is acceptable to use an existing class B equipment on-board as a replacement for the class A system: it does not allow an infrastructure manager to require class B systems on-board the interoperable trains, operated in this track. If on board installed and are used in class A and class B systems, then both of these systems may be active at the same time, if the State maintained the technical requirements and the operational terms and conditions of use that does not breach the interoperability. National technical requirements and operating rules for the Member States.
7.2.3.2. for A pirmsmontāž class Pirmsmontāž the tracks as any ETCs and GSM-R equipment or other equipment of the Assembly that provides the ETCs and GSM-R (e.g., cable and wire, control system interfaces, LE or optical cord Assembly) that are installed but are not required to be in operation in order to reduce the expenses for full ERTMS/ETCS or GSM-R features, which meet the requirements of the class, at a later stage. Pirmsmontāž three-tiered structure of the ETCs, determined by paragraph 7.2.2.4.4, the requirements set out in Annex A, paragraph 59 (waiting for solution). Pirmsmontāž to be determined the boundaries of the expandable signalling and communication facilities the implementation planning. Especially in the GSM-R network planning needs to take account of all the services in the future on the same stage before (voice communication, important data to security, ETC.).
7.2.3.3. The control equipment of the complex field or part of a modernization or renovation of the complex Field equipment modernization or renovation can opt out separately to: • radio system (class B can only restore); • train protection system; • train location system interface; • hot-box detection system; • EMC characteristics. Therefore, the control field of a complex variety of equipment parts can be upgraded or renewed separate (if interoperability is not distorted) and refers to: • the functions and interfaces EIREN (see. 4.2.4 and 4.2.5); • ETCS/ERTMS functions and interfaces (see. 4.2.1, 4.2.3, 4.2.5., 4.2.7, 4.2.8.); • train positioning system (see. 4.2.11 involving); • hot-box detection device (see. 4.2.10); • Characteristics of EMU (see. 4.2.12. section). After the class A system upgrade of the existing class B equipment may remain in use simultaneously with the class A equipment.
7.2.3.4. Register of infrastructure to follow the requirements of Annex C, the register of infrastructure must provide railway undertakings A and B class system information. The register of infrastructure debt, or refers to a statutory or fakultatīvām9 functions; must be identified in the onboard configuration restrictions. In case European specifications for the control and command and signalling and other subsystems for which interface (s) is not available at the time of installation (for example, electromagnetic compatibility between train and rolling stock), then the corresponding specifications and standards applied to the presentation of registers of infrastructure. In any case it must be possible to only the items listed in annex c.
7.2.4. Implementation: rolling stock (on-board equipment) pursuant to Directive 2001/16/EC for each category of stock composition, which can be operated in the European conventional rail network, or part thereof, must be divided into:-rolling stock for international use; -rolling stock for national use, paying due attention to local, regional and main use of the rolling stock. The above rolling stock must be equipped with: • either with the class A functions and interfaces according to the specifications listed in Annex A, or with the class A functions and interfaces according to the specifications listed in Annex A, and (B) the class a functions and interfaces according to Annex B, or • (B) the class a functions and interfaces according to Annex B and pirmsmontāž A class, or • only with class B functions and interfaces according to Annex B or • as defined in section to 7.2.5.2 could allow the stock movement along any track on which it is proposed for the operation.
7.2.4.1. rolling stock with only class A equipment class A node must ensure that the Board functions, interfaces and minimum action required by this SITE, to be consistent with the relevant tracks, as described in annex c. Class a equipment installation can take advantage of the rolling stock and the control of additional interfaces.
7.2.4.2. rolling stock with only class B equipment class B facilities must ensure that the Board functions, interfaces and minimum action required by this SITE, to be consistent with the relevant tracks, as described in annex c.
7.2.4.3. rolling stock with class A and class B equipment rolling stock can be equipped with both class A and class B systems, to ensure operation on several tracks. Class b systems may introduce, • using STM, which may be connected to A class node (external STM), or • a built-in class node. Similarly, the class B system can implement independent (or in the case of modernisation and renewal left unchanged) class B systems, which use the STM is not economically justifiable alternative from the owner of the rolling stock. If, however, the STM is not used, then the railway company must ensure, however, is properly managed, "handshake" absence (= ETC in the transition process between the track class A and B). A Member State may set the requirements for the infrastructure register. Running track equipped with both class A and class B systems, the class B systems may function as a class A system reserve, if the train is equipped with both class A and class B systems. It may not be a requirement for interoperability and is not valid for GSM-r. Pirmsmontāž class a. 7.2.4.4. Pirmsmontāž on board as any ETCs and GSM-R equipment or other equipment Assembly that promotes the ETCs and GSM-R operation (for example, wire and cable, antenna, power management, or the mounting Assembly) that is installed, but you do not have to be put into service for the purposes of reducing expenditure for complete ERTMS/ETCS or GSM-R features introduction that meet the requirements of the class, at a later stage. ETCS equipment pirmsmontāž the scope of the three-tiered structure, defined in paragraph 7.2.2.4.4 should match the requirements laid down in Annex A, paragraph 57 (requires a solution). The boundaries of the pirmsmontāž to have the onboard alarm or telecommunication engineering development phase. Pirmsmontāž can use the additional interfaces specification advantages between rolling stock and control subsystems.
7.2.4.5. Reversible STM module see 7.2.5.2. section.
7.2.4.6. The control device of the rolling stock or part of the complex modernisation or renewal of the rolling stock equipment complex modernisation or renewal may apply separately to: • radio system (class B class A); • train protection system (class B for A class). Therefore, the control device of the rolling stock of the different parts of the package can be executed separately or upgrade (if interoperability is not distorted) and refers to: • the functions and interfaces EIREN (see. 4.2.4 and 4.2.5); • ETCS/ERTMS functions and interfaces (see. 4.2.1, 4.2.3, 4.2.5., 4.2.7, 4.2.8.). After upgrading the class A system existing class B equipment may remain in use simultaneously with the class A system.
7.2.4.7. registers of rolling stock the rolling stock register must present the information by following the requirements of Annex C. In the case of a TSI control, signalling and other subsystems interface (s) is not available at the time of installation (for example, train positioning and electromagnetic compatibility of rolling stock, climatic and physical conditions in which the train can work, geometric parameters of the train such as length, maximal distance of axles in the train, the train between the first and last wagon spring parts, braking parameters), the corresponding characteristics and the standards applied should be shown in the registers of rolling stock. It must be possible to only the positions that listed in Annex C. Note: the bottom of the control system for each specific track for the implementation of the requirements given in Annex C listing Board part, which should be mentioned in the registers of infrastructure, with an indication of whether these requirements apply to statutory or fakultatīvām10 functions, and with the train configuration limit identification.
7.2.5. Special types of transition 7.2.5.1. A specific solution for A class of partial use of the additional transition phase when only a portion of the park is equipped with an onboard system, able to maintain A class, you may need to click the track is completely or partially installed in both systems. With regard to the functional test of ETC is not detected between the two on-board systems except transition management during operation of the trains (and excluding the STM meeting request class B systems through STM). From a purely functional perspective sis themes ETC can be created, combining unified and unified system components above. As example is ETCS Level 1 using eurobalise combination for direct transmission and enhanced for the carrying out of the ether, not based on a unified solution, but to the State system. This solution requires the onboard data link between unified and unified system. Therefore, this solution does not meet nor A class, no class B and are not interoperable. However, it is possible to use a combination of how interoperability track national improvement. It is allowed only if the trains are not equipped with data link, the system can work as a unified, with the unified system without requiring the information from other systems. If this is not possible, then the track of the path can not be called interoperable management subsystem.
7.2.5.2. the special solution of A class of partial air gap ETC alternative for use pursuant to Directive 2001/16/EC article 5 paragraph 6 of infrastructure can also be used for train movements that do not conform to the requirements of this TSI, provided that this does not constitute an obstacle to the fulfilment of the essential requirements. The following trains receive information from class B signalling infrastructure equipment in the field with the class A-train communications.
7.2.5.3. the competition criteria, Any action that focused on the interoperable provision of train movements in other infrastructures, or do not use movement interoperable infrastructure, to ensure that suppliers should not be obstacles to free competition. In particular knowledge of the interfaces between already installed equipment and new equipment purchased must be passed to all interested suppliers.
7.2.6. Conditions under which optional features are required under the control of the equipment of the complex nature of the field and its interfaces with other subsystems specified field equipment functionality that is not classified as mandatory, it may be necessary to introduce a separate applications, to ensure compliance with the essential requirements. National implementation of the functions or optional equipment in the field must not prevent access to this infrastructure trains, corresponding to only class A on-board system minimum requirements, except for those that need the following onboard fakultatīvaj features:-ETCS Level 3 field equipment usage requires train integrity supervision on-board; — ETCS Level 1 field with use of the equipment require the appropriate Appendix additional onboard functionality when running speed set to zero for safety reasons (e.g. protection of danger points); – When the ETC requires data transmission by radio, then the GSM-R data transmission services to ensure the transmission of data ETC requirements are fulfilled; -rolling stock equipment complex, which includes the KERR, STM may require K interfaces.
7.3. the change management 7.3.1. key changes are common to any type of computerised systems used in the real environment. It creates a new paradīšan requirements or changes to existing requirements, called either tagged or error in operation, the need to develop the activities or other non-functional characteristics. But the changes must be managed because they are based on security considerations and feedback relevant to interoperability objectives so as to ensure minimal time and resources consumption for already expand the ERTMS11 equipment (i.e. previous ERTMS). So it is very important to determine the exact strategy earlier change of equipment of ERTMS implementation and management to avoid interruptions in the operation of the railway, without compromising the security and guarantee the interoperability goals. The following strategies were based on two key moments: • configuration management framework, which sets standards and procedures for the management of the development of the system. This should include changes to the proposed system for documentation and processing techniques, this method of communication of changes to system components and system version tracking technique; • policy on the release of the base version of the system.
7.3.2. The base option is system stability, to actual implementation and rollout would be real. It requires stability, with the participation of all parties: • infrastructure managers and rail operators who will have to work with a variety of ERTMS/ETCS and GSM-R versions; • industry representatives that take time to clarify, develop and demonstrate the continued interoperability. The base variant essentially embodies the concept of sustained core system functionality, performance and other functional characteristics (such as RAM) 12. However, previous experience with this type of system has shown that stable and acceptable to base the variation needed to develop many of the version izlaides13. This can be illustrated as follows: the cascade process With feedback links this process becomes very complicated. It bothers more the process parallel to the realisation – an approach that would lead to unstable, and frustrating the operation messed up situations. According to the base variants should be processed sequentially rather than in parallel, as is illustrated in the following specific ERTMS/ETCS gadījumam14:7.3.3. unification of ERTMS staged the first ERTMS specifications database option (both ETCs and GSM-R) was added to the control and command and signalling in the TSI for high-speed rail (Commission decision 2002/731). New versions of this specification release happened recently (Commission decision 2004/447). It contains minor functional and sis theme changes, taking into account the structured approach to management/control on-board equipment conformity assessment. The ongoing merger process of the ERTMS (ETCs and GSM-R) clearly focuses on two major issues: • the existing base variant of a merger in such a way that it would become a stronger basis for interoperability, and the remaining operations • many and open technical point of conclusion. This work is based on the feedback of current pilot projects, early commercial applications, as well as various vendor products šķērstest structured programme. By the time it has to lead to a new database version release, which will be passed to configuration management in the first half of 2005. During this phase, you may want to conclude a particular mutual agreement between infrastructure managers and railway undertakings for the class A system.
7.3.4. The base variant output based on the existing experience, the time period between different database options can be set in about four to five years ahead ETC and about two years ahead of the GSM-R database option for the new principles must be associated with the system functionality or system essential modifications. It can include the following aspects, such as: − many modern public function turning on when they can generalize interoperability kernel; − additional interoperability constituent Assembly of rolling stock and equipment ETC; -value added services to creative GSM-R-base. Each base option must also contain a variation of the previous base functionality. The debug version of the system error or lack of security enhancement should be considered as a specific variant of the base version release. If it does not interfere with security issues, the following versions of the same base output variation must be permanently within compatible. The added functionality that could be included in a different base variants definitely do not directly mean that different database variants are not backwardly compatible. However, in order to facilitate the transition, and from a technical point of view the various possible base variants should be included in the common core functionality that should ensure interoperability feedback. The common core is to provide a minimal kernel, in order to ensure the operation of interoperable with acceptable performance.
7.3.5. the new version of the base deployment, infrastructure managers and rail operators can never be from a single base variation move to another night. Further, each base option to develop the "hand in hand" with the appropriate transition strategy. It takes a problem solving as common ETCs and GSM-R resources that are compatible with different ETCs and GSM-R Specification versions, recommended a transitional type (i.e. track priority, priority, or rolling stock at the same time), as well as transitional leader for time limits and priorities.
7.3.6. the change management process-requirements as described above, the changes are characteristic of large computer systems. From this moment the change control procedures should be designed in such a way that the costs and benefits of change are properly analyzed and to changes in control. This requires a specific change management process and related features to allow the changes to be profitable fixed and applied to the specifications. When can be defined by the specific details of the process, its extensive plan, using such a structured approach: the configuration management plan, which includes a set of standards and procedures for change control must be maintained in the change management process as a whole, as described above. Essential requirements the plan described below in paragraph 7.3.7. Confirm the change implementation strategy should be secured (on the basis of adequate and proper documentation of the process) change management plan, which notably include: • technical limit, justifying the change, identification; • report on what assume responsibility for changes to procedures; • implementation of changes provided for in the approval procedure; • policy on change management, publishing, and other extensions.
7.3.7. Configuration management plan – configuration management plan must describe the standards and procedures of change control, which includes: • determination of the particular, which objects to be managed, and the formal scheme for the identification of these objects; • a report on it, which takes responsibility for the management and configuration procedures for the control of the authorities of these configuration management decision framework; • configuration management policy that should be applied to control changes and version control; • Configuration Management documentation process description that must be maintained; • a description of the tool which should be used in configuration management and use of this tool; • determination of the configuration database that will be used for information about the configuration documentation. The specific characteristics of the configuration management process for ETCS and GSM-R, strengthened the specifications to be included in Annex A to this TSI in the list in paragraph 60 (ETC) and paragraph 61 (GSM-R).
7.3.8. Administration of ERTMS/ETCS and GSM-R specification change management should take place in a European Railway Agency (era), in General, established by EC Regulation 881/2004 era will be responsible for the change management process, including the submission of specifications, quality assurance and configuration management. Thus the era will play the central role in the system, which centralizes and ensure the coherence of the overall process, which currently is fragmented with many different parties, as shown in the table below: responsibility of the ERTMS/ETCS GSM-R Specifications the ERTMS Users group, MIC, and UNISIG EIREN group, and ERIG GSM-R industry group quality assurance the ERTMS Users group group, and ERIG EIREN ERTMS Users group configuration management system in Its authority AEIF role, era will provide a process of cooperation of the representatives of interested parties, namely the infrastructure manager, the railway undertaking, the delivery industry, notified bodies and safety authorities, in relation to the performance of his duties. Especially this part: i. shall contribute to the process of with: • functional and operational requirements for interoperability specification. The first games of railway undertakings and infrastructure managers; • the establishment of technical standards, including providing the ERTMS/ETCS and GSM-R interoperability that comes from industry groups such as the UNISIG and GSM-R industry group; II. membership of the change control Committee (CCB), which create a change request management, as indicated in paragraph 7.3.6. CCB to ensure systems perspective on the changes that need to be performed, as well as the global assessment for the realisation of the change. To ensure a coordinated transition between existing AEIF Guide and era-led change management structures. To make such a transition, uniformity of material considered as:-current change management process formalization and documentation within the set of documents referred to in Annex A, to be used as the base version of continuity and change management to ensure the quality of work; -about 12 months of transitional period, when the two bodies work in parallel at the "modus operandi" principle, which must be mutually agreed. Era will begin his formal change management activities from the 2005 base variant, developed as a result of the merging of staged, as stated in paragraph 7.3.3.
7.4. specific cases listed below Enter 7.4.1. special cases special rules allowed. These special cases apply to two categories: the provisions apply either permanently ("P" cases), or temporarily ("T" cases). Temporary cases, recommended that Member States ensure that appropriate specific compliance subsystem either by 2010 (cases "T1"), an objective which the groundwork of the European Parliament and of the Council of 23 July 1996 of the decision No 1692/96/EC on Community guidelines for the development of the trans-European transport network, or by 2020 (cases "T2") This TSI temporary 15 "T3" defined as temporary cases, which may still be by 2020.
7.4.2. Special occasion listing 7.4.2.1. each special event category shown in Appendix 1 to Annex A.

No specific case clarification duration 1 interdependence, the distance between the axles and wheels of rolling stock operated in Germany, shown in Annex A, Appendix 1, paragraph 2.1.5 existing axle counter equipment identified in the register of infrastructure.
P 2 MAX Awards its rolling stock parts (front part), which operates in Poland, shown in Annex A, Appendix 1, paragraph 2.1.6 of the track circuit equipment in an existing geometry T3 3 minimum distances between the first 5 train axles, operated in Germany, shown in Annex A, Appendix 1, paragraph 2.1.7 apply to tracks with intersection level "infrastructure register.
T3 4 minimum distance between the first and the last axis standalone rolling stock or train operated on high-speed lines in France and the high-speed line "L1" in Belgium, presented in Annex A, Appendix 1, paragraph 2.1.8 existing track circuit equipment, identified in the register of infrastructure.
France Belgium T3 T3 5 minimum distance between the first and the last axis standalone rolling stock or train operated in Belgium, presented the TSI CCS CR, Appendix 1 of Annex A in paragraph 2.1.9. Existing track circuit equipment, identified in the register of infrastructure.
T3 6 minimum wheel diameter of rolling stock operated in France, presented in Annex A, Appendix 1, paragraph 2.2.2 of the existing axle counting equipment identified in the register of infrastructure.
T3 7 Minimum load on the axle of rolling stock operated by Germany, Austria, Sweden, shown in Annex A, Appendix 1, paragraph 3.1.3 minimum load on the axle, which need a certain track circuit shunt, an EBA (Eisenbahn-Bundesamt) requirement that is applicable to some of the major lines in the former Germany DR. (Deutsche Reichsbahn) with 42 Hz and 100 Hz track circuits according to the register of infrastructure. Not being updated. Should be introduced in Austria and Sweden 8 minimum mass for standalone T3 rolling stock or train operated on high-speed lines in France and the high-speed line "L1" in Belgium, presented in Appendix 1 of Annex A in point 3.1.4 existing track circuits equipment France Belgium T3 T3 9 minimum mass for standalone rolling stock or train operated on high-speed lines in Belgium (except high-speed line "L1"), presented to the TSI CCS CR, Appendix 1 of Annex A in paragraph 3.1.5. Minimum mass of the standalone rolling stock or train operating on high-speed lines in Belgium (except high-speed line "L1"), presented to the TSI CCS CR, Appendix 1 of Annex A in paragraph 3.1.5. T3 10 minimum metal mass and validation rules for rolling stock operating in Germany and Poland, shown in Annex A, Appendix 1, paragraph 3.3.1-lines with the intersection level with the discovery of the chains under the infrastructure register for Germany Poland P 11 P the maximum resistance between a pair of wheels rolling surfaces of rolling stock operated in Poland, shown in Annex A, Appendix 1, paragraph 3.5.3 existing track circuits equipment 12 Maximum Jet T3 resistance between a pair of wheels rolling surfaces of rolling stock operated in France, presented in Appendix 1 of Annex A in paragraph 3.5.4 of the existing track circuits equipment 13 additional requirements for shunt T3 parameters for rolling stock operating in the Netherlands, shown in Annex A, Appendix 1, paragraph 3.5.5 existing track circuits low voltage equipment identified in the infrastructure register of the T3 14 minimum impedance between pantograph and wheels rolling stock operated in Belgium, presented in Appendix 1 of Annex A in paragraph 3.6.1. Existing class B equipment T3 15 Magnētbremz and virpuļstrāv not allowed the brake to the to the head of the first part of the trolley, the lead for rolling stock operating in Germany, set out in Annex A, Appendix 1, section 5.2.3 of the applicable lines with the intersection level according to the register of infrastructure.
T3 16 sanding to ensure traction units, composed not allowed before leading the axis at the speed of less than 40 km/h in the United Kingdom, as laid down in Annex A, Appendix 1, paragraph 4.1.4 cannot rely on track circuits a safe operation when sanding is used before the composition of the unit leading axle T3 7.4.2.2. Special case category "T1" to Greece-temporary: rolling stock 1000 mm or less, the width of the rails and track with a width of 1000 mm or less tracks. These tracks to apply national rules.
7.4.2.3. the special case of the Baltic countries (Latvia, Lithuania, Estonia, only the conventional rail system) in the category "T2"-this country's existing class B devices functional and technical modernisation made by corridors with track 1520 mm width, is allowed, if it is deemed necessary to ensure that the Russian Federation and Belarus railway company locomotive operation. These countries, existing class B devices functional and technical modernisation made by locomotives and trains used to 1520 mm track width is permitted if it is deemed necessary to ensure the operation of the Russian Federation and Belarus territory.
7.2. the transitional provisions in the open points specified in this TSI, will manage the review process. _____ _____ _____ _____ 1 high-speed lines are indicated by the dotted line. 2 This includes the industrial adjustment, for example, the operations associated with the main technical service tasks. 3 to set the ETCS equipment, "major modification" is defined as any maintenance operations that ensure at least 10 times more than the installation of ETCs on this specific type of rolling stock. 4 the level of commitment should be determined in terms of the following criteria: (i) the introduction of the ERTMS/ETCS corridor intended market; (ii) the line of ERTMS/ETCS coverage. 5 planned that it will become a sequence of analysis, jointly implemented by the interested parties, namely the Member States, infrastructure managers, railway companies and potentially supply industry. 6 sistema Controllo Marcia Trent. Italian class B system, made up of ETC components. 7 such as external marketing concept of the STM cannot guarantee or technically possible class B system of intellectual property rights issues interfere with timely product development of STM. 8 2007 December 31. 9 the classification function, see. 4. section. 10 the classification function, see. 4. section. 11 And the ERTMS/ETCS and GSM-R base version 12 runs for the exit point of the support system for the management of development control version, the output is the 13th version of the system, which is distributed to railway customers. System versions can have different functionality, or they can repair system errors or shortcomings in the field of security and protection. 14 additional elements relating to this issue, included in the following paragraphs. 15 other dates can be determined (Tx), depending on the SITE and in the special case of the minimum SPECIFICATIONS of Annex A list of point no Point is the name of the document version 1 MIC ETCs FRS ERTMS/ETCS Functional Requirement Specification 2 99-5362 4.29 ERTMS/ETCS Functional statements 2.0.0 UNISIG SUBSEA-023 3 Glossary of terms and Abbreviation 2.0.0 4-048 UNISIG SUBSEA system requirement Specification 2.3.0 5-027 the UNISIG SUBSEA FFF Juridical Recorder-Downloading Tools 2.2.9 6-033 UNISIG SUBSEA FIS for Man-machine interface UNISIG SUBSEA 7-034 2.0.0 FIS for the Train Interface 2.0.0 8-035 UNISIG SUBSEA Specific Transmission module the FFF 2.1.1 9-036 the UNISIG SUBSEA FFF for eurobalise 2.3.0 10 UNISIG SUBSEA-037 Euroradi FISA 2.3.0 11 reserved 05E537 Off line key management FIS 12 UNISIG SUBSEA-039 FIS for the RBC/RBC Handovers 2.1.2 13 SUBSEA-040 UNISIG Dimensioning and Engineering rules 2.0.0 14-041 UNISIG SUBSEA performance requirements for Opalis V5/V6 General 2.1.0-108 Also 15 UNISIG SUBSEA-related consolidation on TSI annex A documents 1.1.0 16 SUBSEA-044 the UNISIG FFF for Euroloop sub-system 2.2.0 with the intention of 17 # deleted


18 UNISIG SUBSEA-046 Radio In-fill FFF 2.0.0 UNISIG SUBSEA-047 Track 19-side-Trainborn-FIS for Radio In-Fill 2.0.0 20-048 the UNISIG SUBSEA Trainborn by FFF for Radio In-Fill 21 UNISIG SUBSEA-2.0.0 Radio In-fill FIS 049 with LE/22 the purpose of Interlocking 2.0.0 deleted 23 UNISIG SUBSEA-054 assignment of values to ETCs variables 2.0.0 with a view to removing 24 25 UNISIG SUBSEA-056 STM FFF a safe time Layer 2.2.0 26 UNISIG SUBSEA-057 STM by FFF safe Link Layer 2.2.0 27-091 UNISIG SUBSEA Safety requirements for the Technical Opalis V5/V6 General in Level 1 of the ETCs 2 & 2.2.11 28 reserved Reliability-Availability requirements 29 UNISIG SUBSEA-102 test specifications for interface "k" with a view to removing 30 1.0.0 31 UNISIG UNISIG Functional Requirements for SUBSEA-094 for an on-board reference test Facility 2.0.0 EIREN FR 32 GSM-R Functional Requirements Specification of the SRS EIREN 7 33 GSM-R system requirements Specification 15 34 A11T6001 12 (MORAN) Radio Transmission by the FFF for EuroRadi ECC/DC 12 35 05 ECC Decision (02) of 5 July 2002 on the designation and availability of frequency bands for railway purpose in the 876-880 MHz and 921-925 band.


36 the deleted intentionally deleted 36c 36b UNISIG SUBSEA-074-2 by FFF STM test cases document 1.0.0 intentionally deleted 37 37b UNISIG SUBSEA-076-5-2 test cases related to features 37 c 2.2.2 UNISIG SUBSEA-076-6-3 test sequences 2.0.0 37d UNISIG SUBSEA-076-7 scope of the test specifications with a view to 37 1.0.0 deleted 06E068 ETCs marker board 38 definition 1.0 39 UNISIG SUBSEA-092-1 ERTMS EuroRadi the conformance requirements 2.2.5 40 UNISIG SUBSEA-092-2 ERTMS EuroRadi the test cases Safety Layer 2.2.5 41 reserved to the UNISIG SUBSEA 028 JR Test Specification intentionally deleted 43 42 UNISIG SUBSEA test Specification for the 085 eurobalise reserved the FFF 2.1.2 44 45 SUBSEA-UNISIG Odometry FISA 101 interface "K" Specification 1.0.0 46 UNISIG SUBSEA-100 interface "G" specification 1.0.1 reserved requirements and 47 Safety requirements the Safety Analysis for Also for the Control-Command and Signalling shall be reserved 48 Subsyst test specification for mobile equipment GSM-R 49 UNISIG SUBSEA-059 performance requirements for STM 2.1.1 50 reserved UNISIG SUBSEA-103 test specification for EUROLOOP reserved Ergonomic aspects of 51 the DMI 52-058 the UNISIG SUBSEA FFF STM Application Layer 2.1.1 53 reserved AEIF-ETC-variables-Manual AEIF-ETC-variables-Manual 54 purposely deleted 55 reserved Juridical recorder baseline requirements 56 reserved 05E538 ERTMS Key Management conformance requirements 57 reserved UNISIG SUBSEA-107 requirements on pre-fitting of ERTMS on-board equipment 58 reserved UNISIG SUBSEA-097 requirements for RBC-RBC safe Communication interface 59 reserved UNISIG SUBSEA-105 requirements on pre-fitting of ERTMS track side equipment 60 reserved UNISIG SUBSEA-104 ETCs version management 61 reserved for GSM-R version management reserved UNISIG 62 SUBSEA-099 RBC-RBC test specification for safe Communication interface 63 reserved UNISIG SUBSEA-098 RBC-RBC safe Communication interface * content of this document apply only to that part which is not contrary to paragraph 51. * ERTMS references transparent after the consolidation phase. # Version updateable (request to modify the conventional rail TSIs for control in relation to the FRS sent CCM) ## depending on European postal and telecommunications administrations (CEPT) of the Conference of the decision on the frequency.

Minimum list of Index N EN STANDARDS reference document name and comments Version EN 50126 A1 Railway applications — the specification and demonstration of reliability, availability, maintainability and safety (Rams) 1999 Railway applications-EN 50128 A2 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, Electromagnetic compatibility-Railway applications part 3-2: Rolling stock – Apparatus for 2000 A7 EN 50121-4 Railway applications-Electromagnetic compatibility-part 4: Emission and immunity of the signalling and telecommunications apparatus for the 2000 A8 EN 50238 Railway applications – Compatibility between rolling stock and train detection systems 2003 informative list of SPECIFICATION note : "1" type specifications for the presentation of the current state of the work required for the preparation of the specifications, which is still "suspended". "2" type specifications provide additional information, stating the minimum specification requirements and providing assistance in their use. B32. the point is to ensure Annex A documents a unique reference. Since this point is used for redakcionālo and future amendments only documents to which reference is made, it is not classified as a "type" and is not affiliated with any of the mandatory Annex A documents.

Index N 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) B3-074-1 UNISIG SUBSEA Methodology for testing the FFF STM 1.0.0 (index 36) 2 97E267 by FFF ODOMETERS EEIG B4 5 1 (Index 44) B5 O_2475 ERTMS GSM-R QoS test Specification 1.0.0 2 B6 UNISIG SUBSEA-038 Off-line Key Management FIS 1 (Index11) 1.

B7-033-UNISIG SUBSEA Reserved 3 FFF by STM test Specification of test cases Traceability with Specific Transmission module the FFF 1.0.0 2 (Index 36) B8 UNISIG SUBSEA to a FFF-074-4 STM test Specification Traceability of testing the packets specified in the FFF by STM Applications Layer 1.0.0 2 (Index 36) B9 UNISIG SUBSEA 076_0 ERTMS/ETCS to be class 1, test plan 2.2.3 2 (Index 37) B10 to the UNISIG SUBSEA 076_2 Methodology prepare features 2.2.1 2 (Index 37) the 076_3 Methodology of B11 UNISIG SUBSEA testing
2.2.1 2 (Index 37) B12 test the UNISIG SUBSEA 076_4_1 sequence generation: Methodology and rules 1.0.0 2 (Index 37) B13 UNISIG SUBSEA 076_4_2 ERTMS ETCS to the class 1 State for test sequences 1.0.0 2 (Index 37) B14 UNISIG SUBSEA 076_5_3 to On-Board Data Dictionary 2.2.0 2 (Index 37) B15 to 076_5_4 SRS UNISIG SUBSEA v. 2.2.2 Traceability 2.2.2 2 (Index 37) B16 UNISIG SUBSEA 076_6_1 to test the data base of the UNISIG 2.2.2.2 (Index 37) B17 UNISIG SUBSEA 076_6_4 to test cases coverage 2.0.0 2 (Index 37) B18 B19 the UNISIG UNISIG SUBSEA 077 Causal analysis process 2.2.2 2 (Index 27) B20 UNISIG SUBSEA 078 to RBC interface: failure mode and effects analysis 2 (Index 27) 2.2.2 B21 UNISIG SUBSEA 079 MM: failure to fashion and effects analysis 2 2.2.2 (Index 27) B22 UNISIG SUBSEA to 080 IE: Failure Mode and effects analysis 2 (Index 27) 2.2.2 B23 UNISIG SUBSEA Transmission System the 081 : Failure fashion and effects analysis 2 (Index 27) 2.2.2 B24 UNISIG SUBSEA Application Level the 088 ETC 1 & 2-Safety Analysis 2.2.10 2 (Index 27) TS50459-B25 1 Railway applications-European Rail Traffic Management System-Driver machine interface "part 1 – Ergonomic principles of ERTMS/ETCS/GSM-R Information (Index 51) B26 2005 2 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 "on the subject of Ergonomic 3-ERTMS/GSM-R Information 2005 2 (Index 51) TS50459-4 B28 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) B29-5 TS50459 Railway applications – Communications , signalling and processing systems-European Rail Traffic Management System-Driver machine interface "part 5-symbols (Index 51) 2005 2 TS50459-6 B30 Railway applications – Communication, signalling and processing systems-European Rail Traffic Management System-Driver machine interface" for the 6-audible Information 2005 2 (Index 51) EN50xxx Railway applications-B31 European Rail Traffic Management System-Driver machine interface "for the 7-Specific Transmission modules 2 (Index 51) B32 Reserved guideline for reference Non B33 EN 310515 Global System for mobile communications (GSM); Requirements for GSM operations in railways.
2.1.0 05E466 DMI information Operational B34 (Index 51) 1 1 .t57 Reserved for SUBSEA-069 UNISIG ERTMS Key Management conformance requirements 1 (Index 56) B36 04E117 ETC/GSM-R Quality of service user requirements-Operational analysis 2 (Index 22) B37 UNISIG SUBSEA-093 Interface GSM-R – class 1 requirements. 2 3.0 1 (Index 32, 33)-107 the B38 UNISIG SUBSEA requirements on pre-fitting of ERTMS on-board equipment 1.0.0 2 (Index 57) B39 UNISIG SUBSEA-076-5-1 ERTMS ETCS class 1 feature list 2 (Index 37) 2.2.2 B40 UNISIG SUBSEA-076-6-7 test Evaluation and Validation sequences 1.0.0 (Index 37) 2 B41 UNISIG SUBSEA-076-6-8 Generic train data for test sequences 1.0.0 2 (Index 37) B42 UNISIG SUBSEA-076-6-10 test sequence Viewer (TSV) 2.10 2 (Index 37) Safety requirements 04E083 B43 and requirements for the Safety Analysis Also for the Control-Command and Signalling Sub-System 1.0 1 04E084 Justification report for the B44 Safety requirements and requirements for the Safety Analysis Also for the Control-Command and Signalling Sub-System.
1.0 2 (Index B43) – Annex A Appendix 1 train system characteristics that are required for compatibility with rolling stock 1. General provisions 1.1. Train systems must be designed so that they can be safely and reliably find rolling stock within the limits that are indicated in this annex. The TSI CCS section 4.3 (functional and technical specifications of the interfaces with the other subsystems) ensure appropriate rolling stock TSI conform to the requirements of this appendix. 1.2. Rolling dimensioning the longitudinal direction as: ai = the distance between the axles, the following i = 1, 2, 3, ..., n-1, where n is the total number of axles rolling stock; BX = longitudinal distance between the first (b1) or last (b2) and the nearest end of the rolling stock, i.e. the nearest bumper/front section; L = total length of the rolling stock. 6. the illustration shows an example of the rolling stock with two cavity accommodating Triaxial trolley (n = 6).
6. mark. 1.3. The term wheelset shall apply to all opposing pairs of wheels, even if they do not have a common axis. All references to the subject of the wheelset to wheel Center. 1.4. determination of The dimensions of the wheel cover fig. 7 where: D = diameter of the wheel = wheel rim width BR Sd = flange thickness Sh = flange height Figure 7 other sizes do not apply to this TSI. 1.5. The indicated values are absolute values, including tolerance of measurement. 1.6. the infrastructure manager may allow less stringent limits, which must be defined in the infrastructure register.
7. mark. 2. The rolling stock geometry 2.1. Distances between axles 2.1.1. distance ai (fig. 6) must not exceed 17500 mm existing lines, 20000 mm for use on new lines. 2.1.2. the distance x (fig. 6) must not exceed 4200 mm. 2.1.3. distance ai (fig. 6) must not be less than: ai = x 7.2 v, where v is the maximum rolling speed, km/h and the distance the ai is mm if the rolling stock shall not exceed the maximum speed of 350 km/h; limit higher speeds will be down if necessary. 2.1.4. The distance L (b1 + b2) (fig. 6) must not be less than 3000 mm. 2.1.5. Specific case Germany: restrictions on the ratio of the distance between the axles (ai, 1. Fig.) and the diameter of the wheels is still to be determined. -Open point-2.1.6. Specific case Poland and Belgium: distance x (fig. 6) must not exceed 3500 mm. 2.1.7. Specific case Germany: distance ai (6. sign.) between each of the first 5 train axles (or all the axes, if the train is less than 5) may not be less than 1000 mm where speed not exceeding 140 km/h; higher speeds applicable in paragraph 2.1.3. 2.1.8. Special case only the French high-speed and high-speed TEN TEN Belgian "L1": the distance between the first and the last axis standalone rolling stock or train may not be less than 15000 mm. 2.1.9. Special case: distance L-Belgium (b1 + b2) (fig. 6) must not be less than 6000 mm. Wheel geometry 2.2 2.2.1. The size of the BRA (fig. 7) may not be less than 133 mm. 2.2.2. Size D (fig. 7) may not be less than : • 330 mm, if the maximum speed of the rolling stock shall not exceed 100 km/h; • D = 150 + 1.8 v [mm] x where v is the maximum rolling speed, km/h: 100 10 km/h service braking can be key drivers, speed return to normal range. Ebicab sufficient braking is applied regardless of the driver. Emergency braking is applied only to real danger, such as when the service braking is not adequate. Emergency braking can be unlocked only after the train stopping. • implemented the options: • stacked radio with "ETCS Level 3 like" functionality • train equipment and field communications. Responsible Member States: Portugal, Sweden.
Ebicab 900 Description: the system consists of the parts of the field and signal encoding balisi equipment or continuous communication with electronic control systems, and computerized onboard equipment. The data transmission is between passive trackside balisi (2 to 4 per signal) and an on-board antenna underneath the rolling stock, which also supplies the balisi with energy. The link between balisi and side is inductive. Main characteristics: • balisi initiative: • 27 MHz; • clock pulse amplitude modulation; • Pulse frequency 50 kHz; • data transmission to trains: • 4.5 MHz; • 50 kb/s; • 255 bits; • communications: • signal are connected; • boards, e.g. warning and speed boards are not necessarily related to security of pretatteic 50% not acceptable related balisi; • characteristics of the train driver can be entered: • train identification; • the maximum train speed; • train length; • train braking characteristics; • train speed type (only if train speed is 140-300); • the tightness of the train; • driver information: • robežātrum; • the target rate; • speeding; • efficiency; • ASF alert; • braking "reordering"; • passage of the permit; • END (end); • audible warning; • advance braking warning; • Red indicator light; • letter-digit display; • monitoring: • line speed, depending on the ability to exceed the speed of line and rolling stock transactions or use low speed for specific trains; • put the target, including signal information without optical signals; • permanent, temporary and emergency speed restrictions may be marketed with unrelated balisi; • stopping point; • dynamic braking profile; • level of intersection and the land rolling detector status; • taxi; • protection against-away; • slip compensation; • authorized passing past the STOP signal at monitor speed 40 km/h to the next basic signal; • response: sounds a warning, if the speed of 3 km/h service > braking when > 5 km/h. service braking can be key drivers, speed return to normal range. Ebicab sufficient braking is applied regardless of the driver. Responsible Member State: Spain.
EVM Description: EVM is installed on all of the Hungarian State Railways (MÁV) network of main lines. These lines are discussed in the context of interoperability. Most of the locomotive fleet is equipped. The track part of the system consists of coded track circuits that work on one bearing frequencies to transmit information. Generating frequency coded by 100% amplitude modulation m using electronic encoders. Data transmission between coded track circuits and on-board equipment happens to inductively coupled reception aerial over the Rails AC coils. Main characteristics: data transmission from track to trains: • support 75 Hz frequency; • amplitude modulated codes (100%); • 7 codes (6 speed codes). Information for drivers: • signals in the cockpit; • signal: STOP, permitted speed at the next signal (15, 40, 80, 120, MAX), no transmission/failure, shunting mode. Monitoring: • speed limit; • vigilance control every 1550 m in case actual v < target; v • control guard every 200 m in case actual v > target; v • STOP signal; • speed limit maneuvering mode. Reaction: emergency braking runs, • if there is no driver reaction; • If, after the alert tone is still the speed is exceeded, or • have driven past a STOP signal at speeds exceeding 15 km/h; • the manoeuvring mode immediately after exceeding 40 km/h speed (in this case, the brake switch no sound signal). Additional functions: • protection against-away; • comfort function (indication that the signal has been cleared when train is stationary) responsible Member State: Hungary.
GW ATP scheme Description: GW ATP is the automatic train protection (ATP) system, which OH Great West great Western (GW) lines between London (Padington), Bristol Temple Meads and Bristol Parkway and Newbury. The system is based on the technical support that is similar to the TBL system used in Belgium, although there are some technical and operational differences. The system only applies to trains that speed is over 160 km/h. system maintains the following functions: • full automatic train protection, if the train is equipped and operated equipped infrastructure; • the maximum speed of the rolling stock monitoring and protection against-away, if the train is equipped and operated not equipped infrastructure; The data transmission from the parts of the track happens to track lighthouse, which is placed in the vicinity of the signal. Where necessary, the improvement of operating characteristics for additional loops. The main characteristics of the data transmission • 100 kHz ± 10 kHz on the trains (FSK) • 25 kbit/sec; • 99 valid bits per telegram; Train characteristics as input by the driver of the train characteristics •, for example, the main characteristics of the braking, the maximum speed of the expression are set as in the previous programming parameter, which contains the equipment into the train's technical support at saspraudn. The train and the braking of the design variations of availability can be set to run at the time of the engineer. Driver interface visual indications: • maximum safe speed; • the target rate; • the next expected incoming signal status; • emergency speed constraints; • failure indication; •-away; • activation of interventions; • the manoeuvring mode; • pass-mode STOP signal; • pass the alarm; • the pass of palīgsignāl (an authorized movement on the busy line). Sound indications: • short warning signal at each displayed information changes; • continuous audible alarm when exceeding the safe speed, or speed limitation of the emergency event, or after passing the warning signal, or-away and system failure detection. Driver controls: • power/light key; • approval of the control key recovery after system interference; • the manoeuvring mode key; • STOP signal pass-key to authorized to pass by the alarm; • insulation control elements. Monitoring: the system monitor the train's movement with the following parameters: • maximum safe speed (line speed and permanent speed restrictions); • temporary speed restrictions; • stop point; • dynamic braking profile; • the direction of movement (including-away); The system fully turn on service brake, if: • the display is exceeded safe speed for a given value and the engineer does not respond to sound alerts; • the emergency is noticed the speed limit; • experiencing renewable system failure, for example, is not the way beacon signal when the expected; The ATP system turn on emergency braking, if: • the train passed a warning signal (the train is stopped and the engineer can then make further partial supervision, up to a limit of 20 km/h for 3 minutes or until passing past the next lighthouse); •-away case (i.e., the movement over a distance of 10 m or at speeds above 5 km/h in the direction that does not match the position of the main controller); • non-renewable system in case of failure. Responsible Member State: United Kingdom.
Hindu/PZB (Punktförmig Zugbeeinflussung Induktiv Zugsicherung/the Office) Description: ATP system installed on Austrian and German lines, which will see interoperability. Magnetic track and associated onboard resonance chain sent to train one of the three information. The system does not fail safe, but safe enough for driver monitoring. It functions completely in the background, which means that the driver does not send any instructions about signals, but only indicated that the train is being monitored. Main characteristics: • frequency • 3 500 Hz • 1000 Hz 2000 Hz • train • characteristics can enter the engineer: braking characteristics (braking percentage and mode 3 supervisory categories); • monitoring: • hardware version (not for Germany): • 500 Hz: immediate speed supervision; • 1 000 Hz: restrictive signal, speed supervision depends on type of train; • 2000 Hz: immediate stop; • microprocessor version: • 500 Hz: immediate speed supervision and following braking curve supervision; • 1 000 Hz: restrictive signal, speed supervision depends on program with different braking curves, supervision by the time and the limited distance rate value (over time and distance), which turns 1 000 Hz range, in addition to the above distance, turn on 500 Hz; • 2000 Hz: immediate stop; reaction: the emergency braking is on surveillance in the case of malfunction. Emergency braking can be sevišķo. Responsible Member States: Austria, Germany.
KVB description standard ATP system in France RFF network. Cover all electrified lines in normal speed, a dangerous point for protection and speed restrictions in the temporary. Introduced to 99% for conventional rail line. Partially installed on high-speed lines and packet transmissions and speed restrictions, temporary surveillance when speed levels are not provided by TVM codes. The system consists of a trackside balisi, including signal encoders and on-board computerised equipment. The system is papildsistēm the normal signalling equipment. The data transmission between passive trackside balisi (2 to 9 per signal) and an on-board antenna underneath the rolling stock, which at the same time in the transit of energy supplies balisi. The link between balisi and onboard facilities is inductive. This data transmission is also used for packet of information not related to ATP (such as doors, radio stations). In addition, KVB may be supplemented by continuous transmission to allow additional functions (as Euroloop): additional genes with the help of continuous transmission. It happens to frequency modulation (FSK) invoice by using the two mounting frequency 20 kHz and 25 kHz Fps (one for each track). The data is transferred in binary form only, in groups of 80 bits (64, if you are comfortable). Additional messages need three elements to the 80 bits transmitted sequentially. It is a so-called "long" message. Bit "1" transmission using frequency Fp + 692 Hz bit "0" transmission using frequency Fp-750 Hz. Characteristics: • balisi initiative: • 27.115 MHz; • clock pulse amplitude modulation; • Pulse frequency 50 kHz; • data transmission to trains: • 4.5 MHz; • 50 kb/sec.; • 12 useful bits (total 4x8 bits) type analogue; • 172 useful bits (total 256 bits) type digital; • characteristics of the train driver must be entered except the train section: • train category; • the maximum train speed; • train length; • train braking characteristics; • driver information: • State of speed supervision; • launch speed; The last version only KVB distress signal indications with short zoom covering (000), "b" and "p" for prior notification. Speed indication is not intended in any way. • monitoring: • line speed, including permanent and temporary speed limits; • stopping point; • dynamic braking profile; • speed limits. KVB runs a taxi and the transition to some other systems (TVM), perform functions, switching radio stations, disconnect circuit breaker, lowering of the pantograph, the side position choice doors opening, ladder height selection, confinement team, transit tunnels or areas with chemical risks. In addition, KVB may be supplemented by a continuous programme to realise functions (as Euroloop). • reaction: the engineer's warning. Emergency braking power on if movement supervision is violated. Emergency braking stop only, stopping the train. Responsible Member State: France.
$ Description: LS installed on the railway network of the Czech Republic (CD) all main lines and railways of the Slovak Republic (ZSR), as well as to other lines on which speeds exceeding 100 km/h. these lines are discussed in interoperability. The track of the system consists of coded track circuits which operate on the same frequency of the bearing. Bearing with 100% coded frequency amplitude modulation. Almost all locomotive park equipped with onboard equipment. The onboard part of the system has been upgraded and the corresponding equipment in part by computer. The data transmission between coded track circuits and on-board equipment happens to inductively coupled antenna-tuner help AC coil way above the Rails. Main characteristics: • data transmission to trains: • support 75 Hz frequency; • AM modulated codes; • 4 speed codes (including the stop code); • driver information: • signals in the cockpit; • signal: STOP, limited speed, caution (speed limit 100 km/h), full speed; • monitoring: • speed limit/may be overrun with vigilance control; • no distance supervision; • reaction: in the case of emergency braking, if there is no driver reaction to the received the speed limit. Responsible Member States: the Czech Republic, the Slovak Republic.
LZB (the Linienförmig Zugbeeinflussung) Description: ATC system which is installed on all the German lines with speeds of over 160 km/h, which form a significant part of the line, which is treated for interoperability. LZB also installed on lines in Austria and Spain. The system consists of of track parts, which, in turn, made up of the following components: • centralisation systems adaptation and appropriate data transmission; • data processing and MMI in LZB Centre; • data transfer to and from other LZB centres; • data transmission system to and from the trains. The onboard equipment is usually built into the Hindu function. The data transmission between the field and the onboard equipment is going to track the cable loop and inductive on-board ferrite antennae. Main characteristics: • data transmission to trains: 36 kHz ± 0.4 kHz • (FSK); • 1 200 bits/sec.; • pitch to telegram 83.5; • data transmission from trains: 56 kHz ± 0.2 kHz • (FSK); • 600 bit/sec.; • 41 pitch on wire; • characteristics of the train driver can be entered: • train length; • the maximum train speed; • train braking characteristics (braking percentage and braking regime); • driver information: • current operating mode, data transfer status; • the maximum permitted speed/actual speed on the two DART speedometer; • the target rate; • the distance to the objective; • papildindikācij; • monitoring: • line speed (maximum speed, temporary and permanent speed limitations); • the maximum train speed; • stopping point; • the direction of movement; • dynamic speed profile; • additional functions, e.g. lowering of pantograph (see. Annex c); • response: emergency braking switches on if movement supervision is violated. If over speed, the emergency brake can only be unlocked once the speed returns to the normal range. • LZB operating rules: DB uses the system as fully associated with security automatic train control, wayside signals are not required; in the case when exists the track signals not equipped to train, they are not valid for trains operated by LZB. LZB is typically connected to the engine and the automatic braking equipment. Responsible Member States: Austria, Germany, Spain.
MEMORIES II + Description: ATP system which is installed on all the Luxembourg rail network lines used a dangerous point and speed limits for the protection of the provisional. MEMORIES II + is in addition to the crocodile. The system is based on one or two iron bars on the track that physical contact with a brush mounted on the side of the train. The rods are low voltage +/-12/-20V to + depending on the signal. The system does not fail safe, but safe enough for driver monitoring. It works completely in the background, which means that it shows no driver no indication on signal; It just shows that the train is being monitored. Main characteristics: • track rod with a DC power supply (+ 12 to +/-20 V); • onboard engineer no input characteristics of the train; stores on board only one predetermined speed curve; • monitoring: If there are warning signals or signals indicating the speed limits, one positive tracking device launched monitoring of certain speed distance time and speed monitoring, comparing it with the stored memory of the speed curve. If the STOP signal is absolutely, then two positive tracking equipment switched on the emergency braking is 11 meters distance. • response: emergency braking power on surveillance in the case of malfunction (not a decent driver reaction). The emergency brake can be unlocked after stopping. • information: monitoring the condition of the driver; emergency braking situation. Overview: the Luxembourg rail network infrastructure equipped with level 1 ECTS. The gradual introduction of ECTS in service will replace the MEMORIES II and crocodile. The need for a transitional period for system adaptation engine parts ETC. The end result of level 1 ECTS system will become the only decent system that will be used by the Luxembourg rail network infrastructure. Responsible Member State: Luxembourg.
RETB Description: radio Electronic Token Block (RETB) signalling system is used for UK small number of weak load lines contained in the directive on the interoperability of the conventional (three lines in Scotland and one in Wales). The system provides the following major functions: • movement permit forming trains from the alarm control centre with electronic "tokens" that are transmitted by radio to the on-board equipment; • the motion permission display driver; • the move permissions "marker" final approval when the train is finished allow movement. The RETB system is operated in conjunction with procedures and signalling equipment of the engineer of communication protocol, used on demand, generating receipts movement permit "markers" conclusion. RETB is not included in the train protection functions (therefore not interface with RETB equipment and train braking systems). However, the train overspeed protection is provided with the TPWS equipment considered standard elsewhere in Annex B. TPWS on-board equipment includes the AWS functionality (also described in Annex B), which provides a driver audio and Visual indications of movement towards the permissions and the speed limit. Train train equipment consists of radio equipment and the cab display block of RETB (CD). Radio radio system used by the motion permission "markers" for broadcast purposes, is a variant of the system, NRN used OH (described elsewhere in Annex B). Radio equipment is used both for the transmission of voice messages and data transmission. The cockpit display unit (CDU): CD consists of • the switch with the key switch to the train operating mode; • Press the "capture" motion permission markers from the control center to be able to provide for train movements; • letter-digit display, on which is displayed the name of the line, which made the motion permit; • Press the "show" the motion permission to return the marker control center when the train stopped in the appropriate movement. On the train must be also installed TPWS equipment (which also includes the functionality of AWS) previously see, but not objectives which interfaces between the TPWS and RETB train equipment. Responsible Member State: United Kingdom.
RSDD/SCM (Ripetizion is a Digital/Segnal Discontinu sistema Controllo Marcia del Tren) Description: RSDD/SCM is the ATP system; It can be used independently or include the BACC infrastructure. The on-board equipment can coordinate the track information coming from different sources. The system consists of track balisi and encoders, as well as onboard antenna that provides power for your transit balisi. The link is inductive. From the point of view of logic there are two types: "balisi system balisi" containing information on the front line, and situated in the "alarm" balisi, containing information on the signals. It is intended for three types of balisi, each of which use the same frequency for communication along the lines of up and down, but with different power: • initiative • 27.115 MHz frequency: • data transmission to trains: • 4.5 MHz; • 12/180 bit ASK modulation; • 1 023 bit FSK; • train characteristics: fixed train characteristics are loaded in memory at the same time, data from the train, enters the Stoker formed. Special use of balisi on-board odometer system before they can be used for calibration of the train. • driver information: • the maximum allowed speed; • the target rate; • the actual train speed; • manage information for the secondary purpose; • warnings before emergency brake; • additional information; • monitoring: under normal circumstances, the (full) train controls the following characteristics: • the line speed, depending on the options exceed the speed on the line and rolling stock; • permanent and temporary speed limits; • level of intersection; • stopping point; • dynamic braking profile; • manoeuvring. If one or more of the characteristics of the line can not be sent to the on-board system (for example, failure), then there is a part of the supervisory system. In this case, switch off, and the driver must run MMS in the train on the basis of the tone of the track. • reactions: • service braking; • emergency braking. Responsible Member State: Italy.
Description: PROCESS SELCAB ATC system which is installed on the high speed line Madrid-Seville LZB expansion station. On-board equipment LZB 80 (Spain) also PROCESS SELCAB information may be processed. The data transmission between trackside and on-board is by pusnepārtraukt of track of the inductive loop and on-board ferrite antennae. Main characteristics: • data transmission to trains: 36 kHz ± 0.4 kHz • (FSK); • 1 200 bits/sec.; • pitch to telegram 83.5; • characteristics of the train driver can be entered: • train length; • the maximum train speed; • train braking characteristics; • driver information: • the maximum permitted speed/actual speed on the two DART speedometer; • the target rate; • the distance to the objective; • papildindikācij; • monitoring: • line speed; • stopping point; • the direction of movement; • dynamic braking profile; • speed limits; • response: emergency braking switches on if movement supervision is violated. If over speed, the emergency brake can only be unlocked once the speed returns to the normal range. Responsible Member State: Spain.
Samoczynn-Hamowan-Pociąg SHP Description: AWS system installed in Poland on the lines that are being considered for interoperability. Magnetic track and associated onboard resonance chain sent to train 1 information. The system is considered as a fail-safe. The integrated on-board active vigilance system. Vigilance system protects also from rolling uncontrolled motion (slip) at a rate of 10% above the maximum rolling speed. It works completely in the background, which means that it does not send any information to the driver about the signals, but only indicates that the train is being monitored. Main characteristics: • frequency: 1000 Hz • monitoring: • • 1000 Hz: signal approval; • resonant circuit location: • 200 m before the line signals and station ready tone; • 3 m before (the) station izvadsignāl. Reaction: the signal light to Activate the onboard as the train traveled through the resonant circuit (installed on the track), requiring the approval of the engineer. If the confirmation is not received within 3 seconds, then set the tone. If the confirmation is not received within 2 seconds after the sound signal is activated, the system will turn on the emergency braking. Emergency braking can be sevišķo cases. Active alert system activated when speed exceeds the rolling stock the rolling stock 10% permissible speed. After 16 seconds the signal light and the engineer's approval required the same amount of time as a function of SHP. Then approval is required after every 60 seconds. SHP monitoring repeatedly turns the alert checks the length of the interval in the 60 's. Responsible Member State: Poland.
TBL 1/2/3 Description: TBL is an ATC system partially installed on lines of NMBS/SNCB (currently 1 200 beacon and 120 train equipment TBL1, 200 beacons and 300 train equipment TBL2, all lines where the speed is over 160 km/h equipped with TBL2). The system consists of a trackside signal to each balisi and on-board equipment. TBL1 is warning system, TBL2/3 is a cab signalling system. For tbl2/3 needs for additional balisi and is also available for an additional cable loops. The track was created as part of the interface event to relay TBL2 locks, and how successive TBL3 interfaces with the electronic lock case. The train's equipment is called TBL2. They covered the TBL1 and TBL2, the crocodile functions. The data transmission is between the active antenna and onboard balisi Kit AC coils. The system is sensitive to the direction of the installed between Rails balisi with small shift to the Center. Main characteristics: • data transmission to trains: • 100 kHz ± 10 kHz (FSK) • 25 Kbits/sec. • 119 useful bits per the TBL2/3 telegram; • 5 useful decimal data on 40 bits positions for TBL1 telegram; • the train characteristics which enter the driver (TBL2): • train length; • the maximum train speed; • train braking characteristics (weight, nobremzēšan the train type, insulation, other specific parameters); • language selection, identification parameters; • driver information: • maximum speed (braking curve); • the target rate; • target distance; • train speed; • working mode; • papildindikācij; • monitoring: • line speed; • speed restrictions (permanent and temporary); • specific restrictions for freight and other trains; • stopping point; • dynamic braking profile; • the direction of movement; • driver alertness; • additional functions (pantograph, radio); • reaction: • sound and optical warnings; • turn on the emergency braking when the movement supervision is violated or the driver does not confirm the warning. Responsible Member State: Belgium.
TPWS Description: TPWS system is for safety, primarily intersections. It includes the functionality of AWS, shown in italics. TPWS applies to all lines, which are considered to be interoperable. The system provides the following functions: Driver warning to the braking distance in standard restrictive conditions: • the signal is not clear; • Permanent speed restrictions; • temporary speed limits. Train protection (predetermined train characteristics) in the following circumstances: • train speed exceeds the speed of the line at a specific speed restrictions (speed trap); • train the STOP signal to exceed the speed of (one or more speed traps); • train passed signal at danger (train stop). System based on permanent magnets and coils that generates electromagnetic fields to track. The system is not considered fail safe, but enforce the measures and principles to reduce the possibility to transfer the driver proper instructions not to as low a level as practicable. TPWS indicates visually driver: • the position of the last magnet, liberal or restrictive (the "Sunflower" indicator); • employment of reason braking; • the failure/isolation status. TPWS controls are: • key warning for restrictive conditions; • key passing past the signal in the event of danger, it only works for a limited period of time after application; • insulation control elements. TPWS audio indications are: • "ringing tone"-signal is clear; • the "horn tone"-restrictive condition that requires approval. TPWS system is the interface with the train's braking system and provide full emergency braking when: • the "horn tone" is not approved 2.5 seconds; • immediately after the train left through the "speed trap" by speeding; • immediately after the train passed a signal at danger pass. Technology does not build on the processor, although it has not been turned off. Other characteristics: • the sequence of magnetic fields (North Pole, South Pole) to provide information on open and open tone; • one of the sinusoidal electromagnetic field variations 60 kHz area speed trap and train STOP functions (up to 8 frequencies are used); • train characteristics in terms of stopping power down the train conductors and give different maximum speeds for speed traps. The train entered characteristics not currently working, but it can provide; • to the engineer approved a restrictive condition required long time 2.5 s, otherwise, turn on the emergency braking; • emergency braking can be turned off after one minute of the braking on the condition that it is confirmed also braking needs. Responsible Member State: United Kingdom.
TVM Description: TVM's control cab signalling system. It specially designed for high-speed lines of RFF. Older version TVM 300 installed on the line Paris-Lyon (LVG SE) and Paris-There/Le (LGV A). Later version TVM 430 – on the line Paris-Lille-Calais (LGV N), on the part of the SNCB in the direction of Brussels, on the line Lyon-Marseilles/Nimes (LGV Mediterrané), Eurotunnel and the English Channel Tunnel rail stage OH. TVM 430 is compatible with TVM 300. TVM 300 and TVM 430 based on coded track circuits as continuous transmission means and inductive loops or balisi (KVB or TBL type) as broadcast packets. The data transmission between coded track circuits and on-board equipment happens to inductively coupled antennas-receiver which is AC coil above the Rails. Main characteristics: • data transmission to trains with track circuits: • the bearing of different 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 with inductive loop: • TVM 300:14 frequencies (1.3 to 1.8 kHz); TVM 430: PSK modulated • the signal, 125 kHz, 170 bits; • train characteristics on-board locomotives introduced to the trains, run by the Eirotunel (not the TGV system, which uses a fixed value); • driver information: speed, corresponding to the sequence of colored lights. • monitoring: • speed (continuous); • braking on the basis of employment • pitch curve for TVM 300 system; • parabolic curve for TVM 430; • stopping point; • response: emergency braking switch, if speed is exceeded. Responsible Member States: Belgium, France, United Kingdom.
ZUB 123 description ATS system that widely installed on lines in Denmark, are considered for interoperability. The system consists of the following parts: field equipment: • track loop coil (transponder), which is mounted outside the Rails; • some sites in addition to the loop is applied; • signal interface board which scans and removes the information transmission. Onboard equipment: • onboard unit, which distributes the logical processing, and raiduztveršan equipment. Its interfaces with brake blocks acting on brakes; • communication of the rolling stock coil, mounted on the trolley, perception data from the line; • mounted on the axis of the odometer pulse generator, which provides information on the actual distance and speed; • CAB placed in display and control panel. The ZUB 123 on-board equipment is considered a failure. Main characteristics: • 3 frequencies: • 50 kHz checking channel; • 100 kHz channel initiative; • 850 kHz data channel; • data transmission modes: • time sharing the multiplex for sequential telegram transmission, which contains up to 96 useful bits; • on-board data processing: • the necessary computer processing (enhanced performance level); • driver information: • the maximum allowed speed; • actual speed; • the target rate; • target distance; • additional indicators and keys; • train data input: • encoder panel, or • directly onboard unit; • monitoring: • line speed; • stopping point; • speed limits; • dynamic braking profile; • reaction: • turn on the emergency braking, if movement supervision is violated; • the emergency brake in the case of overspeed can be turned off when the speed limits came back. Responsible Member State: Denmark.
ZUB 121 (for information only) ATS system that is widespread in Switzerland on lines the SBB and BLS under consideration for interoperability. The system consists of the following parts: • the machine down the line in the direction of movement to be affected; • track loop coil (transponder), which is mounted inside the Rails, outside the context of a loop in the Center, which is mounted inside the Rails, located outside the Centre. Previous communications loop determines the direction that is affected by the following loop; • signal interface board which scans and removes transmission information (not sure of failure). Onboard equipment • onboard unit, which includes logical processing and raiduztveršan equipment. Its interfaces with brake blocks acting on brakes; • communication of the rolling stock coil, mounted on the trolley, receives data from the line (with our equipment only transmission field equipment-train); • mounted on the axis of the odometer pulse generator, which provides information on the travelled distance, the actual speed and direction of movement; • booth placed the display and control panel; • input/output interface to radioblok, set on a train, or the integrated train information system (IBIS) to Exchange data on rolling stock which entered the train engineer. Characteristics: • 3 frequencies: • 50 kHz checking channel; • 100 kHz channel initiative; • 850 kHz data channel; • data transmission modes: • time distribution multiplex telegram for sequential transmission, which contains up to 104 useful data bits; • on-board data processing (not fail safe); • single computer processing (supplementary performance level); • driver information: • one liquid crystal display, with the 4 signs that display:-' 8----8 '; no monitoring or-' 8 8 8 8 '; the maximum speed of the train monitoring, or '---------'; allowed maximum line speed monitoring, or-' 6 0 '; target speed, or-' I I ' I; loop, the information received is processed. • telltale lamp and sound signal: • worked emergency braking; • equipment failure; • keys: • test key; • emergency stop removing; • Start key (the key with the launch of "Signum"); • train data input: used to train radio control panel; • surveillance/command line: • speed; • stopping point; • speed limits; • dynamic braking profile; • radio channel control; • reaction: • turn on the emergency braking, if the speed limit is reached; • speed-monitoring if movement supervision is violated. Responsible State: Switzerland. _ _ _ _ _ _ _ _ _ _ _ _ _ 1 in Estonia only uses 50 Hz.

Part 2: radio indicator: 1. UIC radio Chapter 1 to 4 2. UIC Radio + 1-4.6.3. UIC radio Chapter 1 to 4 + Chapter 6 (Ireland) 4. MIC Radio + 1-4 Chapter 6 + 7 presentation of the UK systems 5. FS 1845 6. BR BR 1609 7. Etacs and GSM 8. UIC radio Chapter 1-4 (TTT radio system installed at Cascais line) 9. Ttt radio CP_N 10. PKP radio 11. VR train radio 12. Trs — the Czech Railways radio 13. 14. Chi radio-and the Greek railways radio 16. Estonian Radio 17. Lithuanian radio these systems currently used in the Member States. More detailed information is to be made to the register of infrastructure as defined in Annex C. For information only, the system that are not used in the Member States: 15. UIC radio chapter Bulgaria.
UIC radio Chapter 1 to 4 Description: this "Earth" and train radio communication system complies with technical norms described in UIC 751-3 rules, 3rd Edition, 01.07.84. This is a minimum set of parameters required for international rail traffic. The UIC radio is an analogue radio, which consists of lines and mobile (train-borne) equipment. Radio systems, which corresponds to the parameter base kit, simplex and duplex provides voice communication and operating signals (tones), but not selective quotes and data transmission. Main characteristics: • frequency: • train-Earth: 457.450 MHz.. 458.450 MHz. • land-train: •a range: 467.400 MHz.. 468.450 MHz. • range: 447.400 MHz. B. 448.450 MHz (only to be used if A range is not available); • frequency range 25 kHz; • frequency duplex pair behind for 10 MHz; • 4 channel grouping, recommended 62 ... 65, international traffic; • bilateral or multilateral agreement on frequencies; • sensitivity: • 1 µV at relationship > signal/noise > 20 dB (mobile); • > 2 µV (line); • radiation power: • 6 W mobile; • 6 W; • antenna characteristics: • the λ/4 omnidirectional (mobile); • 4 m above rail (mobile); • omnidirectional or unidirectional (line); • in tunnels leaky cables or antennas positioned (line); • the terminating resistor 50 ohms; • polarization: • vertical; • tunnels any polarization; • frequency drift: 1.75 kHz for operating tone • < tone; • 2.25 kHz for voice signal/noise > 20 dB (mobile); • > 2 µV (line); • radiation power: • 6 W mobile; • 6 W; • antenna characteristics: • the λ/4 omnidirectional (mobile); • 4 m above rail (mobile); • omnidirectional or unidirectional (line); • in tunnels leaky cables or antennas positioned (line); • the terminating resistor 50 ohms; • polarization: • vertical; • in tunnels, any polarisation; • frequency drift: 1.75 kHz for operating tone • < tone; • 2.25 kHz for voice signal/noise > 20 dB (mobile); • > 2 µV (line); • radiation power: • 10 W mobile; • 10 W; • antenna characteristics: • the λ/4 omnidirectional (mobile); • 4 m above rail (mobile); • omnidirectional or unidirectional (line); • in tunnels leaky cables or antennas positioned (line); • the terminating resistor 50 ohms; • polarization: • vertical; • in tunnels, any polarisation; • frequency drift: 1.75 kHz for operating tone • < tone; • 2.25 kHz for voice signal/noise > 20 dB (mobile); • > 2 µV); • radiation power: • 6 W radiation power: • 6 W; • antenna characteristics: • the λ/4 omnidirectional (mobile); • 4 m above rail (mobile); • omnidirectional or unidirectional (line); • in tunnels leaky cables or antennas positioned (line); • the terminating resistor 50 ohms • polarization: • polarization: • in tunnels, any polarisation; • frequency drift: 1.75 kHz for operating tone • < tone; • 2.25 kHz for voice 20 dB (mobile); • 25 W mobile; • > 25 W; • antenna characteristics: • the λ/4 omnidirectional (mobile); • 4 m above rail (mobile); • omnidirectional or unidirectional (line); • the terminating resistor 50 ohms; • no coverage in tunnels; • polarization: • vertical; • operating modes: • duplex mode (fixed); • duplex mode (fixed); • changing channels on board: • a common signalling channel manual input. Most of the route in the UK in the same area, and he enters it at the beginning of the route; • automatic change to voice channel, follow the message sent from Control Centre; • audio frequency range: • 300 Hz ... 2 500 Hz for speech; • frequency drift: • 2.5 kHz signal/noise > 20 dB (mobile); * > 2 mV (line); radiation power: 6 W mobile; * 6 W; characteristics of antenna: λ/4 omnidirectional (mobile); 4 m above rail (mobile); The omnidirectional or unidirectional (line); * in tunnels leaky cables or helical antennas (line); * the terminating resistor 50 ohms; polarization: vertical; the tunnels, any polarisation; frequency drift: 0.9 * 0.05 kHz for operating tone tone; * 2.3 kHz for voice 20 dB (mobile); • 2 mV (line); radiation power: • 6 W (mobile); • 6 W (line); antenna characteristics: • the λ/4 omnidirectional (mobile); • 4 m above rail (mobile); • dispersed or dependent on direction (the line); • in tunnels leaky cables or helical antennas (line); • the terminating resistor 50 ohms; polarization: • vertical; • in tunnels, any polarisation; RF modulation: • radio modem 1/s, FM 200b; • radio modem (Tx only) 50 Baud, it FM subaudi; • voice communication for PM; frequency drift: • 1.75 kHz front FFSK (1 200 bits/s); • 0.3 kHz front FSK (50 baud); • 2.3 kHz for voice µV at 0.8 signal-to-noise ratio > 20 dB; • radiation power: • 6 W (trackside and onboard); • antenna characteristics: • the λ/4 omnidirectional (on-board); • λ/2 spread (the line); • in tunnels leaky cables (the line); • the terminating resistor 50 ohms; • polarization: • vertical; • in tunnels, any polarisation; • operating mode: • simplex mode; • changing channels: • manually by entering the channel number; • the sound frequency range • 300 Hz ... 3 000 Hz voice communication (to be reduced to 2 700 Hz frequency step, introducing 12.5 kHz); • selective call operation sound signal: • trains (rolling stock), odd numbers: f1 = 1 160 Hz; • trains (rolling stock), an even number: f2 = 1 400 Hz; • track (permanent operational roles) f3 = 1 670 Hz; • frequency drift: • 5 kHz voice signal/noise > 20 dB (mobile); • > 2 µV (line); • radiation power: • 15 W mobile; • 10 W; • antenna characteristics: • the λ/4 omnidirectional (mobile); • 4 m above rail (mobile); • omnidirectional or unidirectional (line); • in tunnels leaky cables or antennas positioned (line); • the terminating resistor 50 ohms; • polarization: • vertical; • in tunnels, any polarisation; • frequency drift: 1.75 kHz for operating tone • < tone; • * kHz voice < 3.0; • operating modes: • mode 1, duplex mode (driver-Dispatcher); • mode 2, half-duplex mode (the Engineer-Engineer); • changing channels on board: • manually by entering the channel number; • Automatic inside the group, depending on receiver voltage; • operating tones: • no; • selective call tones: • 2 500 Hz, 2900 Hz. Responsible Member State: Finland.
TRS — the Czech rail radio Description: the railway communication system intended for the THREE operational duplex communication between driver and rolling stock controller or the signalman with the Ribbon network along the tracks. TRS system provides two-way communications conversations, the usual information (command reference), General and emergency call transmissions and communications between the pusduplekso driver with the help of the relay base station area, namely call transfer and emergency calls. System concept allows creating a special machine that can operate in simplex network 160 MHz frequency range, providing a driver and another Subscriber simplekso communications to the previously selected channel. Selective call with train number of 6 digits transmitted from controller (signalman) to engineer, identification (train number) must be transmitted in the direction the train-dispatcher (signalman). The usual information (commands and reports) transmission is realized with the help of the telegram. TRS system ensures digital mode transmission of short FFSK telegram in coded form with speed 1200 bit/s in both directions. One of the commands for the train stop on the remote that you can activate dispatcher or signalman, invoking the emergency braking of the rolling stock (if the onboard is $90 type ATP adapter or driver alert control equipment). TRS system is fully compatible with the control signal level "MIC 753-3 mandatory recommendation. This means that it is able to run the talks, General and emergency call between TRS and systems manufactured by other producers. According to the UIC communication takes place by four internationally coordinated frequencies in 450 MHz range (A) bar. Main characteristics: • frequency: • operating mode: duplex in groups of four frequencies; simplex mode 457.400 458.450 MHz-range; • sensitivity: • 150 mV; • radiation power: • 6 W; • operating modes: • mode 1, duplex mode; • mode 2, half-duplex mode; • operating tones: the channel is free: 2 280 Hz; hearing: 1 960 Hz; pilot signal: 2 800 Hz; Warning: 1 520 Hz. Responsible Member State: Czech Republic.
PLEASE radio Description: the train radio systems (TRS) is analogous to the simplex voice communication system and train applied to the core operation. With this system fitted to all network workstations. TRS for use with part of the track (partition radio sets (DR) and 28 local radio set (LR), which connected with the interface between communication channel) and mobile devices (on-board radio sets (BR) and portable radio sets (HR)). LR 28 selective bonding uses six frequency range 1000-1700 Hz. main characteristics: • frequency: • train-ground and ground-train: 2130 kHz-2150 kHz,-addition; • sensitivity: • µ ≤ 50 kV at the relationship signal-noise 20 dB; • radiation power: • ≤ 12 Watts (trackside and onboard); • antenna characteristics: • the λ/4 omnidirectional (track); • λ/12 omnidirectional (on-board); • the terminating resistor 50 or 75 ohms depending on the type of radio sets; • polarization: • vertical; • operating modes: • simplex mode; • changing channels: • manually by mechanical switching; • audio frequency range: • 300 Hz ... 3000 Hz voice communications, selective calls, operational signals; • selective call tones: • BR-LR: f1 = 1400 Hz • BR-DRS f2 = 700 Hz • BR-HR (maintenance, movable block): f3 = 2100 Hz • BR-BR f4 = 1000 Hz • DR, BR = 1000 Hz f4 • LR-BR f3 = 1000 Hz • transmission frequency drift: ≤ ≥ 1.5 kHz 3 kHz • selective izsa Kuma; • ≤ 3 kHz voice communication; • the network is equipped with automatic record items; • LR antenna types: • Г-type; • bevel stars; • Air transmission power line Eddy current excitation (not from steel wires); • high-voltage power line specific (10 kV); • specific wavelength. Without the TRS is used the station's internal radio system, including communications, associated with the movement, the maintenance, the technological communications and special communications emergency conditions. This system was designed based on the principle of zonal and running 150 and 450 MHz ranges and about 5-10 MHz band. Responsible Member State: Latvia.
CH-Greek railways radio Description: this ground-train radio partially fulfil the technical rules laid down in the rules of the UIC 751-3, 3rd Edition, 01.07.84. This is a minimum set of parameters required for national rail traffic. It is analogous to the system that hosts the pusduplekso voice communications. Selective calls, operating signals (tones), and the data transmission is not applied. Main characteristics: frequency: • train-ground and ground-train: 149.870 – 150.290 – 149.970 MHZ and 150.350 MHZ; frequency range 20 KHZ; Two ranges lies above 10 channels. sensitivity: • 1 μV at relationship > signal/noise > 20 dB; • > 2 μV (line); radiation power: • 10 W (train); • 18 W; antenna characteristics: • the λ/4 (train); • 3 λ/4 (line); • spread; • no coverage in tunnels; • the terminating resistor 50 ohms; polarization: • vertical; frequency drift: • 2 µV (mobile); • radiation power: 6 W mobile; 6 W; • the characteristics of the antenna: λ/4 omnidirectional (mobile); 4 m above rail (mobile); spread or positioned in (line); • in tunnels leaky cables or antennas positioned (line); • the terminating resistor 50 ohms; • polarization: vertical; in tunnels, any polarisation; • operating modes: mode 1, duplex mode; 2. mode, half-duplex mode; • frequency drift: 1.75 kHz control signal; 1.75 kHz voice communication; 3.50 kHz nominal; • changing channels on the Board: manually by entering the channel number; automatically within the Group; • operating tones: tones of operation: 2 280 Hz hearing: 1 960 Hz pilot tone: 2 800 Hz emergency signal: 1 520 Hz station leading signal: 1 840 Hz traction unit signal: 2 984 Hz signal: 1 669 Island Hz • telegram structure: the call tone frequency sequence consists of 8 tone frequency elements with the following meaning:-6 element by 100 ms train number. -1 100 ms distribution frequency; -1 item or 100 ms order message (from you); -and variable-length 400 ms. 1400 ms order or message (to you). Responsible State: Bulgaria.
Estonian Railways train network of Estonian Railways train network is equipped according to Estonia's Transport and communications Ministry Declaration No 39 09.07.1999. "technical rules for the operation of the railway". Rail train radio network consists of two subsystems, namely the field of radio communication system equipment-train and the district (or regional) radio systems. Radio communication system equipment field-train provides voice communications with all types of trains and locomotives on the national rail main lines and branches. The district radio system provides full radio coverage railway station work area within the station operators and locomotive engineer. Integrated train radio network ensures all lines and railway stations in the country. Estonian railway radio communications equipment field-train the main system uses decentralized (based on scans) digital trunking radio system SmarTrunk II. This modular system includes such elements as a dispatcher Center equipment, precinct starppastiprinātāj, station operator radio terminals, mobile radios on trains and portable radio. Communication system of main organization data: VHF 146-174Mhz frequency range; 14 duplex channels; half duplex operation. Railway station in local area communications Motorola GM350 and used GM Pro series base stations operating on VHF channels simplekso. Motorola GM350 and GM160 stations on the trains can keep in touch with the different parts of the country and the main line station radio infrastructure. Staff who are responsible for the safe and efficient operation of the railway, using portable Motorola GP and P series radio stations. Train traffic control, arriving from neighbouring countries of Latvia and Russia, the Estonian railway parallel main loop still running special transregional train communication system simplekso channels 2130 and 2150 kHz kHz. Responsible Member State: Estonia.
Lithuanian railway train radio Description: the train radio systems (TRS) is analogous to the system of Simplex voice communication, used to train emergency operation. With this system, all equipped LG network workstations. TRS was created using the track (distribution radiokomplekt (DR)) and local radiokomplekt (LR), linked together with a communication channel interface) and mobile (on-board radio sets (BR)) equipment. LR selective bonding uses six frequency range 1000-1700 Hz. main characteristics: • frequency: train-ground and ground-train: 2130 kHz – Basic, 2150 kHz – extra; • sensitivity: ≤ 50 µ kV at the relationship signal-noise 20 dB; • radiation power: ≤ 12 Watts (trackside and onboard); • the characteristics of the antenna: λ/4 omnidirectional (track); λ/12 omnidirectional (on-board); • the terminating resistor 50 or 75 ohms depending on the type of radio sets; • polarization: vertical; • operating modes: simplex mode; • changing channels: manual with mechanical switching; • audio frequency range: 300 Hz ... 3000 Hz voice communication, selective calls, operational signals; • selective call tones: BR, LR = 1400 Hz f1 BR-DRS f2 = 700 Hz BR-BR f4 = 1000 Hz DR-BR = 1000 Hz f4 LR-f3 = 1000 Hz • BRS transmission frequency drift: ≤ ≥ 1.5 kHz 3 kHz selective calls; ≤ 3 kHz voice communication; • the network is equipped with automatic record items; • LR antenna types: Г-type; T-type; bevel stars; Air transmission power line Eddy current excitation (not from steel wires); high-voltage power line specific (10 kV); specific wavelength.
Radio communication system for manoeuvring Description: manoeuvring in large railway stations use analog radio system Simplex voice transmission 150 MHz range. This system uses only local radio stations, radio networks, which are not interconnected. The system provides radio to open a channel between the stationary (traffic control dispatchers), mobile (manevrējoš locomotives) and portable (maneuvering personnel) objects. Main characteristics: • frequency: 155.800 MHZ and 150.290 – 150.375 — 150.350 MHz; frequency range 25 KHz; • sensitivity: 1 kV at µ relationship > signal/noise 20 dB; • radiation power: ≤ 25 Watts (track); ≤ 12 Watts (onboard); ≤ 5 W (portable); • polarization: vertical; • operating modes: simplex mode; • changing channels: manual with mechanical switching; • transmission frequency drift: ≤ 3 kHz. Responsible Member State: Lithuania.
Part 3: the transition matrix between class A and class B systems (alarm the purpose of This MATRIX MATRIX is intended to show the text in relation to the transition of the trans-European high-speed and conventional rail network interoperability.
ENTER in the following matrix gives an overview of possible transitions between different class B systems, as defined in this annex, and between class A and class B systems. The matrix does not contain technical solutions not ERTMS/ETCS system, no relevant STM, defined in this annex. They are documented in the control either in the technical specifications of the subsystem (referred to in Chapter 5, the control SITE for the trans-European high-speed and conventional rail systems) or the corresponding class B system public documentation or STM. It is important to note that the matrix does not impose any additional technical requirements of ERTMS/ETCS system or STM. Matrix of transitions only informed, what could be the high-speed and conventional rail networks. The matrix can serve as a means to promote technical and economic decision making in Directive 96/48/EC and 2001/16/EC. Relating to the transition between two class B systems, the requirement for interoperability is that a technical solution for the transition must not be contrary to the SITE and, in particular, it must be appropriate to mention the documentation relating to the ERTMS/ETCS system. It should be noted that the actual class 1 specification only supports STM transition (see. SRS section 5.10., 5.10.3.11. and 7.4.2.9 in particular). The operating margin for the transition between the two class B systems considered the issue at national level.
How to read of the transition Matrix Matrix Matrix diagonal lists class A and class B system all systems relating to the trans-European high-speed and conventional rail networks. Each matrix field filled in with either a number (indicating a transition between systems box/line, which belongs to the field), or gray color, indicating that the transition not exist and are not predictable. The number indicates the countries responsible for transitional specification and corresponding procedures. The transition between the class A and class B (first column) systems must be as described in the document to 035. example: SUBSEA system transition if the transition occurs with the help of the STM, ETC then you must use the rules laid down in the document-035 SUBSEA.
System transition (class A and B) matrix determines the necessary operational transition. Transition is the transition of the operation, which resulted in one system takes over responsibility for the train supervision from another system. At the following transition engineer is faced with one or more of the following factors: • monitoring train movements; • driver's interaction with a system procedure changes.

On the transition of the responsible Member States: Belgium, the Netherlands, 2 Italy 1 France 3 Spain, Portugal 4 Netherlands, Germany, Austria, Italy 5 6 Germany France Luxembourg Belgium, Italy, France, 7 8 France, Belgium, Luxembourg, France 9 Germany 10 11 12 Austria Italy Spain Germany, France, Italy, Austria 13 14 15 16 Italy Italy Spain Spain France, 17 18 19 20 Belgium Belgium Netherlands, Belgium France, Belgium, Germany 21 22 23 24 Belgium, France France France France 25, United Kingdom (change the channel tunnel is the UK deal) 26 27 28 29 France France France Germany Sweden Denmark Denmark, 30, 31, 32 Austria Hungary Austria, Czech Republic, Germany, the Slovak Republic 33 Hungary, Slovak Republic, Czech Republic Switzerland Germany, France, 34 35 36 37 Switzerland France, Switzerland United Kingdom United Kingdom 38 (only trains with Vmax > 160 km/h) 39 Germany Poland 40, Poland, the Czech Republic, the Slovak Republic, the Republic of Ireland 41 United Kingdom 42 Lithuania, Poland (between ALSN and SHP).
Part 4: train system electromagnetic characteristics applied to the Member States listed in the train system electromagnetic characteristics applied to the Member States, including the test specifications. -Open point – Annex C line-specific characteristics and train SPECIFIC characteristics which must be entered in the registers pursuant to Directive 2001/16/EC article 24 General requirements as specified in Chapter 7, line-specific characteristics defined in this annex, the infrastructure manager shall be included in the register of infrastructure. As noted in Chapter 7, the specific characteristics of the train set out in this annex, a railway undertaking must be included in the register of rolling stock. As specified in section 6.2 (control subsystem), the condition of the train operation is as follows: according to the register of rolling stock and the infrastructure register shall be verified for interoperability. Annex c shall examine the control node aspects not covered in Annex A, nor not in Annex B, and options that allow for class A and class B systems and interfaces (see. (D) Annex 8). Records must include information on the specific provisions of the train's RSS system operation.
The register of infrastructure of this TSI allows some equipment, and infrastructure-related function value options. In addition, in the case of the TSI requirements do not apply to all control equipment of the complex field, existing technical systems and, in particular, the use of specific operational requirements is possible within the context of the specific requirements and includes the responsibilities of the infrastructure managers. The following information concerns, for example:-choices the technical compatibility requirement, listed in Annex A; -choices to the technical compatibility requirement, as listed in Annex B; -EMC values (such as a result of the use of equipment not covered by TSI requirements, such as the axle counter system); -line of climatic conditions and physical conditions. This information must be available and must be used by railway companies line specific Handbook (register of infrastructure), which may include also other other TSI features (such as traffic and management SITE includes a combination of the provisions in Annex B systems and modes). The register of infrastructure can be a single line or group of lines that have the same characteristics. The goal is to register of infrastructure and a register of rolling stock specified requirements and specifications comply with the TSIs; in particular they must not constitute a barrier to interoperability.
Rolling stock register within this TSI railway equipment is offered to the company, and the value of some function to choose the type of train. In addition, whereas the requirements of the TSI does not apply to all the control devices of the rolling stock, the infrastructure manager requires additional information about the use of class B systems and train characteristics relating to the system of track parts, which do not belong to B class. This information concerns, for example:-choices in the technical compatibility requirement, listed in Annex A; -choices to the technical compatibility requirement, as listed in Annex B; -EMC values (because the appropriate lines are used in equipment not covered by the requirements of the TSI); -geometric and electrical train parameters such as length, maximal distance of axles in the train, between the first and the last train out of part of a wagon, the maximum length of the electrical resistance between the wheels of the axis (Appendix 1 of Annex A to the context (characteristics of the rolling stock must be compatible with the train systems), due to the track circuit design features); -Class A of the braking system; -Class B of the braking system; -General braking parameters; -brake type; -installed virpuļstrāv brakes; -installed magnētbremz; -climatic conditions and physical conditions in which the train is expected to operate. This information should be available and should be used for infrastructure managers train specific Handbook (register of rolling stock), which may also include references to the possibility of additional functions or the need to train to be operated or to be operated with the control functions, for example, to leave through the neutral circuit, speed reduction to sevišķo circumstances, depending on the train and line characteristics (tunnels), and other characteristics of the TSI. The register of rolling stock can be one train or train category, which have the same characteristics.
The specific characteristics and requirements the following is a list of the register of infrastructure and a register of rolling stock list of minimum requirements in order to sufficiently describe the specific characteristics and requirements and promote interoperability. This list only technical issues, operational issues include traffic and management TSIs. Requirements can be met by using the standard. In this case, these guides should be referred to the appropriate reference. Otherwise, the rolling stock register and the register of infrastructure or their annexes must be included in the special requirements (measuring methods). Class b systems shall apply as specified in Annex B to the responsible Member State in the context of the measures. The infrastructure register shall contain the following elements:-the Member State responsible; -The name of the subsystem of Annex B; -version and the date of putting into operation; -speed restrictions and other class B specific conditions/requirements set by the limitations of the system; -more information below lists.
Specific technical characteristics and requirements with respect to interoperable and of interoperable trains with no register of infrastructure rolling stock register 1 − pārvaldītājs1 − the State of infrastructure ¹-line precinct 1. final point-line station ¹ 2. ¹-last point each node from the track the different parts of the CCS (EIREN functions and interfaces, ETC/ERTMS functions and interfaces, train positioning system, hot-box detection device , EMS), which will be installed gradually: − the EC verification (Yes or no)-the date of the certificate of compliance (Show first/last)-notified body: first/last-EC verification Declaration date (Show first/last) − entry in service date (Show first/last)--comments (if not the EC verification, special cases ...)

− holder ¹-train or rolling stock of national number ¹-if it is a section of the train, the train section each country wagon number ¹-each of the rolling stock equipment the CCS various complex parts (EIREN functions and interfaces, ETC/ERTMS functions and interfaces) that are installed in the progressive: − the EC verification (Yes or no)-control devices of the rolling stock of the complex date of the certificate of compliance (Show first/last) − the notified body : first/last-EC declaration of verification date control rolling stock equipment complex (Show first/last) − management of rolling stock equipment complex commissioning date (Show first/last)-comments (if not the EC verification, special cases ...)


2 a) ERTMS/ETCS application level (s) of the track and the necessary onboard optional functions, unrealized track functionality (e.g. taxi), the national requirements and the version number of the system, including this version of the commissioning date. b) ERTMS/GSM-R radio, in addition to optional functions according to FRS, and the version number of the system, including this version of the commissioning date.

(a)) ERTMS/ETCS application level, the optional features and version number of the system, including this version of the commissioning date. b) ERTMS/GSM-R radio, optional functions according to FRS, and the version number of the system, including this version, the date of putting into operation of level 3 1 ERTMS/ETCS system with additional functions: a technical introduction is necessary, the composition.

level 1 ERTMS/ETCS system with additional functions: a technical introduction is applied.

4 specify: (a)) for each class B train protection, control and warning system, and (b)) for each version of the class B radio systems, which are installed on interoperable lines (including this version of validity period and when necessary the simultaneous activity more than one system, and the Member State responsible).
Specify: (a)) for each class B train protection, control and warning system, and (b)) for each version of the class B radio systems that are installed on the interoperable trains (including this version of validity period and when necessary the simultaneous activity more than one system, and the Member State responsible).




5 the particular technical rules needed for switching between different class B train protection, control and warning systems. Special technical provisions necessary for switching between the ERTMS/ETCS and class B systems.
On Board realized the special technical the rules for switching between different class B train protection, control and warning systems.

6 Special technical rules, which are required for switching between different radio systems.
On Board realized in particular the technical rules required for switching between different radio systems.

7 Technical adverse treatment: a) the ERTMS/ETCS, b) class B train protection, control and warning systems, c), (d) the class B radio systems) the line alarm.
Existing technical adverse treatment: a) the ERTMS/ETCS, b) class B train protection, control and warning systems, c) class B radio.


8 speed limits, which operate limited braking, such as braking or cross-country available due to: (a) the obliquity) ERTMS/ETCS operating mode, b) class B protection, control and warning systems.
National technical rules for the operation of the class B systems relating to trains (e.g. requirements for braking data according to UIC leaflet 512 (01.01.79.8. Edition, 2 amendments)).
a) speed restrictions related to the nature of the train, and to be monitored with the help of management, (b)) and the ERTMS/ETCS on-board class B protection, control and warning systems, the braking characteristics of the entered data.

9 control of track equipment susceptibility to emissions from trains in terms of electromagnetic compatibility concerning the availability of trains. Where it is possible, must be produced according to the European standard (prEN 50238 and other standards-should be fixed next) to achieve security and reliability/availability goals. Permissible use of the brake virpuļstrāv (types) of use magnētbremz (type) of the electromagnetic emissions of the train in relation to the availability of the electromagnetic compatibility of the train. Where it is possible, must be produced according to the European standard (prEN 50238 and other standards-should be fixed next) to achieve security and reliability/availability goals. Virpuļstrāv-brake fitted (type) magnētbremz installed (type) 10 climatic and physical conditions on the line. In accordance with Annex A, A5. point.
Climatic and physical conditions in which the rolling stock of complex devices can work. In accordance with Annex A, A4. point.

11 describe the requirements for technical solutions concerning the deviations taken into account, pursuant to Directive 96/48/EC and 2001/16/EC.
Must be described in terms of technical solutions related to deviations taken into account, pursuant to Directive 96/48/EC and 2001/16/EC.

12 HABD 13 track section minimum length. Minimum distance between track sections and robežstabiņ location. Minimum distance difference between adjacent sections of track in the opposite ends. Minimum track circuit sensitivity to movement. Virpuļstrāv brake. The use of Magnētbremž. Sanding is not restricted use permit (Yes, or a description of the restrictions).
The maximum distance between adjacent pairs of wheels. The maximum distance between the front end and wheels. Minimum base of the trolley. Axis minimum base. The minimum width of the wheel. The minimum height of the trusses. The minimum width of the flange. The minimum height of the flange. The minimum load on the axle. Wheel material. The maximum resistance between the opposite wheels wheel pair. The rolling stock, the minimum impedance. Sanding maximum power. Lock the driver, using a sanding. Virpuļstrāv brake. Equipped with two track-pad friction pairs where the power base in the lead is greater than or equal to 16000 mm.

14 special cases the relationship between the axis and the wheel diameter limit (Germany). The distance of the longitudinal axis of the first or the last axis to the nearest end of the rolling stock nor greater than 3500 mm (Poland, Belgium). The distance between each of the first 5 train axles (or all the axes, if the train is less than 5 axes) not less than 1000 mm (Germany). The distance between the rolling stock for the first and last axles of not less than 6 000 mm (Belgium). The distance between the standalone or the train rolling stock section first and last axis greater than 15000 mm (France, Belgium). Minimum wheel diameter not less than 450 mm (France). The minimum load on the axle not less than 5 t (Germany, Austria, Sweden, Belgium). Minimum mass of the rolling stock shall not be less than 90 t (Belgium). When the distance between the standalone or the train rolling stock section first and last axle is greater than or equal to 16000 mm, private rolling stock or train section weight must be greater than 90 t. When this distance is less than 16000 mm and greater than or equal to 15000 mm, weight must be less than 90 t greater than or equal to 40 t , rolling stock shall be equipped with two pairs of friction blocks of track, of which the current principal base is greater than or equal to 16000 mm (France, Belgium). Rolling metal minimum size (Germany, Poland). The maximum resistance between the wheels of the Jet over the rolling surfaces (Poland, France). Additional requirements for the manoeuvrability characteristics of the rolling stock (the Netherlands). The required impedance between pantograph and wheels over 1.0 Ohm inductive at 50 Hz, 3 kV DC (Belgium). Do not sand supply composition leading axle in front at speeds of less than 40 km/h (United Kingdom). Magnētbremz and virpuļstrāv are not allowed on the brakes leading rolling stock the first trolley (Germany).

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1 for information only; It will form the corresponding registry idea and will be deleted when the registry will initiate the transaction.


Annex d the control SITE (conventional rail system) this figure illustrates the principle.
8. Drawing of Annex E of the interoperability constituent modules module: a B type examination 1. This module describes that part of the procedure by which a notified body attesting that the approved and the type that represents the products under consideration, in conformity with the provisions of the TSI applied. 2. The application for EC type-examination must be lodged by the manufacturer or his authorised representative in the community. The application must include: • the name and address of the manufacturer and, if the application is lodged by the authorised representative, its name and address; • a written confirmation that the same application has not been lodged with any other notified body; • the technical documentation, as described in paragraph 3. The applicant must place at the disposal of the notified body a specimen, representative of the production in question, hereinafter referred to as the "type". Type can be applied to several versions of the interoperability constituent provided that the differences between the versions do not affect the provisions of the TSI. Necessary for carrying out the test programme, the notified body may request further samples. If the type-examination procedure does not require any type of test and the type is sufficiently defined by the technical documentation, as described in point 3, the notified body may agree, that samples are not put at its disposal. 3. the technical documentation must enable the conformity of the interoperability constituent with the requirements of the TSI. Related to this assessment, it must cover the design of an interoperability constituent, manufacture, maintenance and operation. The technical documentation must include: • a general type-description; • information on the conceptual design and manufacture such as component, part of the node, chain u.t.t. drawings and diagrams; • the descriptions and explanations necessary to understand the information about interoperability component design and manufacture, maintenance and operation; • integration of the interoperability constituent in its system environment (Sub-Assembly, Assembly, subsystem in parts) and the necessary interface rules; • the use of an interoperability constituent and the maintenance provision (life time or distance, wear limits restrictions u.t.t.); • the technical specifications, including the European specifikācijas1 with the relevant points which apply in full or in part; • a description 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 the design calculations made, examinations carried out, results u.t.t.; • test reports. 4. The notified body must: 4.1. examine the technical documentation; 4.2. must certify that any test requires the sample (s) is made (i) according to the technical documentation, and carry out or have carried out the type tests in accordance with the provisions of the TSI and/or the corresponding European specifications; 4.3. If the TSI requires an examination of the design, the construction methods must be carried out by means of the design and construction of test results to evaluate their capability to fulfil the conformity of the interoperability constituent with the requirements of the design process to the final; 4.4. If the TSI requires verification of the manufacturing process, you must perform a check of the production process, which is intended for the manufacture of the interoperability constituent, to evaluate its contribution to product conformity, and/or examine the review carried out by the producer of the final construction 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 this European specification the application of the relevant provisions; 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 that the producers selected the correct application of the European specifications really has taken place; 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 that, where the relevant European specifications have not been applied, the solutions adopted by the manufacturer meet the requirements of the TSI; 4.8. coordinate with the applicant the location where checks will be carried out and the necessary tests. 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, the rules for its validity and the necessary data for identification of the approved type. Period of validity may not exceed 5 years. The certificate must be accompanied by a technical dossier according to the parts list, the copy stored in the body. If the manufacturer or his authorised representative established in the Community shall refuse the type-examination certificate, the notified body must produce detailed reasons for such refusal. Must be designed to ape the provision on procedure of high inflation. 6. The applicant must inform the notified body which holds the type-examination certificate, technical documentation of all modifications to the approved product modifications, which must receive additional approval where such changes may affect the conformity with the requirements of the TSI or the product use statements. In this case, the notified body shall perform only those examinations and tests that apply and are necessary for the change (s). This additional approval may be presented either as a supplement to the original type-examination certificate, or a new certificate after withdrawal of the old certificate. 7. If you have not undergone any modification referred to in paragraph 6, the validity of the certificate, where life ends, can be extended for one period of validity. Except for such extension by written confirmation that no modifications have been made, and the notified body shall take the extension for another period of validity as in point 5, if there is no conflicting information. The following procedure can be performed repeatedly. 8. Each notified body must exchange information with other notified bodies concerning the issued, withdrawn or refused the type-examination certificates and their additions. 9. the other notified bodies may on request obtain the issued type-examination certificates and/or their additions. Certificate (see annex. 5.) must remain available to the other notified bodies. 10. The manufacturer or his authorised representative established within the community must keep with the technical documentation of the type-examination certificates and their additions for a copy of 10 years after the last interoperability constituent has been manufactured. If there is neither the manufacturer nor his authorised representative, the obligation to keep the technical documentation storage is the responsibility of the person that interoperability constituents present on the Community market. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1 European specifications definition in Directive 96/48/EC and 01/16/EC. Guidance on the application of HS TSIs explains the application of the European specifications.
Interoperability constituent modules module D: production quality management system 1. This module describes the procedure whereby the manufacturer or its authorised representative established within the community who fulfils the obligations in point 2, ensures and declares that the interoperability constituent concerned is in conformity with the type as described in the type-examination certificate and meet the provisions of the TSI that apply to them. 2. the manufacturer must operate an approved quality management system for production, final product inspection and testing as described in point 3 and is subject to surveillance as specified in point 4. 3. Quality management system: 3.1. the manufacturer must submit to the choice of the notified body an application for its quality management systems assessment the interoperability constituents concerned. The application must include: ■ all the relevant information for the product category, representing escalated interoperability constituents; ■ quality management system documentation; ■ the technical documentation of the approved type and a copy of the type-examination certificate, issued after the module B, the completion of the type-examination procedure of (type-examination); ■ written proof that the same application has not been lodged with any other notified body. 3.2. the quality system must ensure compliance of the interoperability constituents, 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 must be documented in a systematic and organized written policies, procedures and instructions. The quality management system documentation must allow the quality programmes, plans, manuals and documents a consistent interpretation. It must in particular contain a precise description of: ■ the quality objectives and the organisational structure; ■ management responsibilities and rights with regard to product quality; ■ manufacturing, quality control and quality management techniques, procedures, and systematic actions that will be used; ■ the checks, inspections and tests that will be carried out during manufacture, before and after, as well as the recurrence, in which they will be applied; ■ quality documents, such as reports concerning inspections and test data, calibration data, reports concerning the qualifications of the staff according to u.t.t.; ■ the required quality of the product and the quality management system working towards effective monitoring features. 3.3. the notified body shall assess the quality management system to determine whether it satisfies the requirements of point 3.2. It shall presume compliance with these requirements if the manufacturer implements a quality system for production, final product inspection and testing according to the standard EN/ISO 9001-2000, which takes into account the specificity of the interoperability constituent for which it is implemented. If a manufacturer uses a certified quality management system, the notified body must take that into account in the assessment. The audit must be for a specific category of products that represent the interoperability components. The audit must include at least one member with experience of evaluation in question is the product of technology. The assessment procedure must include an inspection visit to the manufacturer's premises. The decision must be notified to the manufacturer. The notice must include the conclusions of the examination and the reasoned assessment decision. 3.4. the manufacturer must undertake to fulfil the obligations arising from the approved quality management system and in the context of the system is to be maintained so that it would remain at an adequate and efficient level. The manufacturer or his authorised representative established in the community must inform the notified body that has approved the quality system informed of any intended updating of the quality management system. The notified body must evaluate the modifications proposed and decide whether the modified quality system will still meet the requirements of point 3.2 or whether a reassessment is required. It must notify its decision to the manufacturer. The notification must contain the conclusions of the inspection and a reasoned assessment decision. 4. Quality management system monitoring the competence of a notified body. 4.1. the purpose of surveillance is to ensure that the manufacturer duly fulfil the obligations arising out of the approved quality management system; 4.2. the manufacturer must allow the notified body access for inspection purposes to the locations of manufacture, inspection and testing, and storage and must provide it with all necessary information, including: ■ quality management system documentation; ■ quality documents, such as inspection reports and test data, calibration data, report on qualifications of the staff according to the u.t.t. 4.3. the notified body must periodically carry out audits to ensure that the manufacturer maintains and applies the quality management system and shall provide an audit report to the manufacturer. The audit must be made not less frequently than once a year. If the manufacturer used a certified quality management system, the notified body shall take them into account in the surveillance. 4.4. Additionally the notified body may not realize the planned visits by the manufacturer. In case of need during such visits the notified body may carry out tests or have them carried out, to verify that the quality management system working properly. The notified body must provide the manufacturer with a visit report and, if a test report test has occurred. 5. Each notified body must give the other notified bodies the relevant information concerning the issued, withdrawn or refused the quality management system approvals. Other notified bodies may on request obtain the quality management system issued a confirmation copy. 6. the manufacturer must, for 10 years after the last product has been manufactured, provides access to the national authorities: ■ documentation referred to in 3.1, second indent; ■ renewal referred to in the second paragraph of point 3.4; ■ the notified body decisions and reports according to 3.4, 4.3 and 4.4 of the last paragraph. 7. The manufacturer or his authorised representative established in the Community shall be presented to the EC declaration of conformity for the interoperability constituent. The content of this declaration shall contain at least the information, indicated in Directive 96/48/EC or 01/16/EC annex IV, point 3. The EC declaration of conformity and the accompanying documents must be dated and signed. The Declaration must be in the same language of the technical file and must contain the following: ■ the directive references (Directive 96/48/EC or 01/16/EC and other directives, which may be subject to interoperability constituents); ■ of the manufacturer or of his authorised representative, the name and address in the Community (give trade name and full address and in the case of the authorised representative must also give the trade name of the manufacturer or constructor); ■ description of interoperability constituent (make, type, u.t.t.); ■ procedures (module) applied for the purpose of notification of compliance; ■ all descriptions that meet the interoperability constituent and, in particular, any of the terms of use; ■ (o) authorized authority (authorities) the name and address of the conformity certification procedure, as well as the date of the certificate with the certificate validity period and conditions; ■ reference to the TSI and any other relevant TSI and where appropriate reference to European specifikāciju1; ■ identification of the signatory who has been empowered to enter into commitments of the manufacturer or of his authorised representative established in the community. Should be referred to the following certificates: ■ quality management system approval, as specified in paragraph 3; ■ the type-examination certificate and its annexes. 8. the manufacturer or his authorised representative 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. In cases where the community is neither the manufacturer nor his authorised representative, the obligation to keep the technical documentation available falls within the competence of the person who presents the interoperability components on the Community market. 9. If additional to the EC declaration of conformity of this TSI require interoperability constituents EC declaration of suitability for use, this Declaration has to be added after being issued by the manufacturer in accordance with the provisions of module V. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1 European specifications definition in Directive 96/48/EC and 01/16/EC. Guidance on the application of HS TSIs explains the application of the European specifications.
Interoperability constituent modules F module: product verification 1. This module describes the procedure whereby the manufacturer or its authorised representative established within the community checks and confirm that the corresponding interoperability component that is subject to the provisions of paragraph 3, in conformity with the type as described in the EC type-examination certificate and satisfies the applicable requirements of the TSI. 2. the manufacturer must take all measures necessary in order that the manufacturing process to ensure each of the conformity of the interoperability constituent 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 to check the conformity of the interoperability constituent type, as described in the EC type-examination certificate and with the requirements of the TSI. You can choose either the manufacturer1 each interoperable component inspection and testing as specified in point 4, or interoperability constituents for inspection and testing, using the statistical procedure, as indicated in paragraph 5. 4. verification of the interoperability constituent: inspection and testing 4.1. each product tested individually and appropriate tests, to verify the conformity with the type as described in the type-examination certificate and with the requirements of the TSI that apply to them. When the test is not specified in the TSI (or in European standard referred to in the TSI), applied the appropriate test of the European specifikācijas2 or equivalent; 4.2. the notified body must take the written certificate of conformity to the approved products relating to the tests carried out; 4.3. the manufacturer or his authorised representative must be able, upon request, to supply the notified body's certificates of conformity; 5. statistical verification: 5.1. the manufacturer must present his interoperability constituents in the form of uniform batches and must take all measures necessary in order that the manufacturing process ensures the homogeneity of each lot produced. 5.2. all interoperability constituents must be uniform for verification in the form of the party. Random from each batch is selected in the sample. Each interoperability constituents in a sample shall be individually examined and appropriate tests to ensure the product conformity with the type as described in the type-examination certificate and with the requirements of the TSI that apply to them, and to determine whether the lot is accepted or rejected. If the TSI (or in European standard referred to in the TSI), the test is not specific, then apply the relevant European specifications or equivalent tests; 5.3. the statistical procedure shall include appropriate elements (statistical method, sampling plan u.t.t.) depending on the characteristics to be evaluated, as specified in the TSI, 5.4. If a lot is accepted, the notified body draws up a written certificate of conformity relating to the tests carried out. All interoperability constituents in the lot may be presented on the market except those interoperability constituents from the sample that were found not to match. If a lot is rejected, the notified body or the competent authority must take appropriate measures to prevent that lot's of the present market. Frequent rejection of lots in case the notified body may suspend the statistical verification. 5.5. the manufacturer or his authorised representative established in the community must be able, upon request, to supply the notified body's certificates issued. 6. The manufacturer or his authorised representative established in the community must be in the interoperability constituents EC declaration of conformity. The content of this declaration must contain at least the information, indicated in Directive 96/48/EC or 01/16/EC annex IV, point 3. The EC declaration of conformity and the accompanying documents must be dated and signed. The Declaration must be in the same language of the technical file and must contain the following: ■ the directive references (Directive 96/48/EC or 01/16/EC and other directives, which may be the subject of interoperability constituents); ■ of the manufacturer or of his authorised representative, the name and address in the Community (give trade name and full address and in the case of the authorised representative must also give the trade name of the manufacturer or constructor); ■ description of interoperability constituent (make, type, u.t.t.); ■ procedures (module) applied for the purpose of notification of compliance; ■ all descriptions that meet the interoperability constituent and, in particular, any of the terms of use; ■ (o) authorized authority (authorities) the name and address of the conformity certification procedure, as well as the date of the certificate with the certificate validity period and conditions; ■ reference to the TSI and any other relevant TSI and where appropriate reference to European specifications; ■ identification of the signatory who has been empowered to enter into commitments of the manufacturer or of his authorised representative established in the community. Should be referred to the following certificates: ■ the type-examination certificate and its annexes; ■ certificate of compliance, as specified in paragraph 4 or 5. 7. the manufacturer or his authorised representative 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. In cases where the community is neither the manufacturer nor his authorised representative, the obligation to keep the technical documentation available falls within the competence of the person who presents the interoperability components on the Community market. 8. If additional to the EC declaration of conformity of this TSI require interoperability constituents EC declaration of suitability for use, this Declaration has to be added after being issued by the manufacturer in accordance with the provisions of module V. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1 manufacturer's choice may be limited to specific TSI. 2 European specifications definition in Directive 96/48/EC and 01/16/EC. Guidance on the application of HS TSIs explains the application of the European specifications.
Interoperability constituent modules module H2: full quality management system with design examination 1. This module describes the procedure whereby a notified body carries out the design of an interoperability constituent, but the manufacturer or its authorised representative within the community fulfils the obligations of paragraph 2 ensures and declares that the interoperability constituent in question complies with the applicable TSI requirements. 2. the manufacturer must operate an approved design, production, final product inspection and testing of the quality management system, as indicated in paragraph 3, which must be subject to surveillance as specified in point 4. 3. Quality management system: 3.1. the manufacturer must submit to the choice of the notified body an application for its quality management system, which is intended for the question of interoperability constituents, the evaluation. The application must include: ■ all the relevant information for the product category representative for the interoperability constituents considered; ■ quality management system documentation; ■ a written declaration that the same application has not been lodged with any other notified body; 3.2. the quality system must ensure compliance of the interoperability constituents or for the applicable TSI requirements. All the elements, requirements and provisions adopted by the manufacturer must be documented in a systematic and coherent policies, written procedures and instructions. This quality management system documentation must ensure quality policies and procedures such as quality programmes, plans, manuals and documentation of general understanding. In particular, it must contain an accurate description of: ■ the quality objectives and the organisational structure; ■ the control obligations and rights relating to the design and manufacture of quality; ■ design technical specifications, including the European specifikācijas1 that will be applied and, where the European specifications will not be applied in full, the means that will be used to provide for the interoperability components the applicable TSI requirements; ■ design control and verification techniques strukcij Kona, procedures, and systematic actions that will be used when interoperability constituents pertaining to the product category concerned; ■ the corresponding manufacturing, quality control and quality management techniques, procedures, and systematic actions that will be used; ■ the checks, inspections and tests that will be carried out during manufacture, before and after, and the marketing of recurrence; ■ quality documentation, such as inspection reports and test data, calibration data, reports concerning the qualifications of the staff according to u.t.t.; ■ products need design and product quality and quality control of monitoring the efficient operation of the system. The quality policies and procedures should provide for the particular phase of the evaluation, such as the examination of the design, manufacturing process and type tests, as specified in the TSI, the interoperability constituents and the different characteristics of the transaction. 3.3. the notified body must assess the quality system to determine whether it satisfies the requirements of point 3.2. It shall presume compliance with these requirements if the manufacturer implements a quality system for design, production, final product inspection and testing according to the standard EN/ISO 9001-2000, which takes into account the specificity of the interoperability constituent for which the system is being introduced. If a manufacturer uses a certified quality management system, the notified body shall take them into account in the assessment. The audit must be for a specific category of products that represent the interoperability components. The audit must include at least one member with experience of evaluation in question is the product of technology. 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 from the approved quality management system and in the context of the system is to be maintained so that it would remain at an adequate and efficient level. The manufacturer or his authorised representative established in the community must inform the notified body that has approved the quality system informed of any intended updating of the quality management system. The notified body must evaluate the modifications proposed and decide whether the modified quality management system meets the requirements of paragraph 3.2, or whether a reassessment is required. The notified body must notify its decision to the manufacturer. Notification must contain the conclusions of the evaluation and the decision is based on the assessment. 4. Quality management system monitoring the competence of a notified body: the purpose of surveillance is to ensure that the manufacturer duly fulfil the obligations arising out of the approved quality management system; 4.2. the manufacturer must allow the notified body access for inspection purposes to the locations of the product design, manufacture, inspection and testing, and storage and must provide it with all necessary information, including: ■ quality management system documentation; ■ the quality records as provided for in the design of quality management system, such as results of analyses, calculations, tests, u.t.t.; ■ the quality records as provided for in the quality management system of production, such as inspection reports and test data, calibration data, report on qualifications of the staff according to u.t.t.;. 4.3. the notified body must periodically carry out audits to ensure that the manufacturer maintains and applies the quality management system and must provide an audit report to the manufacturer. If the manufacturer used a certified quality management system, the notified body shall take them into account in the surveillance. The audit must be made not less frequently than once a year. 4.4. Additionally the notified body may not realize the planned visits by the manufacturer. In case of need during such visits the notified body may carry out tests or have them carried out, to verify that the quality management system working properly. It must provide the manufacturer with a visit report and, if a test has been carried out,-the test report. 5. the manufacturer must, for 10 years after the last product has been manufactured, keep at the disposal of the national authorities: • documentation referred to in the second subparagraph of point 3.1, second indent; • the updating referred to in the second subparagraph of point 3.4;, • notified bodies decisions and reports under 3.4, 4.3 and 4.4 of the last subparagraph. 6. Design examination: 6.1. the manufacturer must lodge an application of your choice to the notified body for interoperability component design examination; 6.2. the application must enable understanding of the design of an interoperability constituent, manufacture, maintenance and operation of and promote compliance with the requirements of the TSI to be assessed. The application must include: ■ a general type-description; ■ the technical design specifications, including European specifications with relevant points which are appropriate in whole or in part; ■ any required proof of their validity, in particular where the European specifications and the relevant points was not applied; ■ test program; ■ conditions of interoperable component for inclusion in its system environment (Sub-Assembly, Assembly, part of the subsystem) and the necessary interface rules; ■ terms of use of the interoperability constituents and the maintenance of a (time or distance, wear limits restrictions u.t.t.); ■ a written declaration that the same application has not been lodged with any other notified body. 6. the applicant must present the 3 testu2 results, including, where appropriate, the type of tests that made it on to the appropriate laboratory or on their behalf; 6.4. the notified body must examine the application and assess the results of the tests. If the structure corresponds to the applicable provisions of the TSI, the notified body must issue an EC design-examination to the applicant a certificate. The certificate must contain the conclusions of the examination, the conditions for its validity, the necessary data for identification of the approved design and, where appropriate, a description of the functioning of the product. The period of validity shall not exceed 5 years. 6.5. the applicant must inform the notified body that issued the EC design examination certificate informed of any modification to the approved design. For 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 use of the product. In this case, the notified body must carry out the checks and tests only applicable or necessary modification (s). This additional approval may be issued in the form of the annex to EC design-examination certificate; 6.6. If any modification according to 6.4 is not made, the expiration of the term of the certificates reach can be extended for another term. Applicants must apply for this extension with a written confirmation that no modifications have been made, and the notified body shall take the extension for another term under 6.3, if there is no conflicting information to it. You can repeat the procedure. 7. Each notified body must forward to the other notified bodies the relevant information concerning the quality management system approvals and the design examination EC certificates it has issued, withdrawn or refused. Other notified bodies may receive on request copies of: ■ issued by the quality management system approvals and additional approvals issued, and ■ the EC design examination certificates and additions. 8. The manufacturer or his authorised representative established in the community must be in the interoperability constituents EC declaration of conformity. The content of this declaration must contain at least the information, indicated in Directive 96/48/EC or 01/16/EC annex IV, point 3. The EC declaration of conformity and the accompanying documents must be dated and signed. The Declaration must be in the same language of the technical file and must contain: ■ the directive references (Directive 96/48/EC or 01/16/EC and other directives, which may be the subject of interoperability constituents); ■ of the manufacturer or of his authorised representative, the name and address in the Community (give trade name and full address and in the case of the authorised representative must also give the trade name of the manufacturer or constructor); ■ description of interoperability constituent (make, type, u.t.t.); ■ procedures (module) applied for the purpose of notification of compliance; ■ all descriptions that meet the interoperability constituent and, in particular, any of the terms of use; ■ (o) authorized authority (authorities) the name and address of the certification of conformity procedure and the date of the certificate with the certificate validity period and conditions; ■ reference to the TSI and any other relevant TSI and where appropriate reference to European specifications; ■ identification of the signatory who has been empowered to enter into commitments of the manufacturer or of his authorised representative established in the community. These certificates are: ■ quality management system approval and surveillance reports, as specified in point 3 and 4; ■ EC design examination certificate and its annexes. 9. the manufacturer or his authorised representative 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. In cases where the community is neither the manufacturer nor his authorised representative, the obligation to keep the technical documentation available falls within the competence of the person who presents the interoperability components on the Community market. 10. If additional to the EC declaration of conformity required in the TSI interoperability constituents EC declaration of suitability for use, this Declaration has to be added after being issued by the manufacturer in accordance with the provisions of module V. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1 European specifications definition in Directive 96/48/EC and 01/16/EC. Guidance on the application of HS TSIs explains the application of the European specifications. 2 Test results may be submitted together with the application or later.

EC verification of the subsystems modules module SB: type examination 1. This module describes the EC verification procedure whereby a notified body by the customer or its authorised representative established within the Community shall request certifies and verifies that the bottom of the control system of the type that represents the product: ■ complies with this TSI and any other applicable TSI shows that pamatprasības1 have been laid down by Directive 01/16/EC (2); ■ complies with the other regulations deriving from the Treaty. Type examination defined in this module could include specific assessment phase – design examination, type test or the test of the manufacturing process, which are shown in the corresponding TSIs. 2. the Pasūtītājam3 should apply for the EC verification of the subsystem (through type examination) with a notified body of his choice. The application must include: ■ the customer or its authorised representative, the name and address; ■ the technical documentation, as described in paragraph 3. 3. The applicant must place at the disposal of the notified body a specimen, representative of the apakšsistēmas4 of the products in question and call for the below "type". Type can be applied to multiple versions of the system below, 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 it is required for specific test or examination methods and specified in the TSI or in the European specifikācijā5, to which reference is made must be handed over TSI, the node or nodes in the sample or specimen of the subsystem, or pre-assembled State. Technical documentation and look game (s) to ensure the design of the subsystem, fabrication, installation, maintenance and operation of the understanding and promote compliance with the provisions of the TSI assessments. The technical documentation must contain: ■ subsystem, generalized design and a general description of the structure; ■ infrastructure and/or rolling stock (subsystem) register, including all information as specified in the TSI, ■ information on the conceptual design and manufacture, such as drawings, parts, components, assemblies, sub-assemblies, circuits diagram u.t.t.; ■ the descriptions and explanations necessary for the information on the subsystem design and manufacture, maintenance and operation of the understanding; ■ technical specifications, including European specifications, that was applied; ■ any required approvals for the use of the above specifications, in particular the European specifications and the relevant point in the case of incomplete applications; ■ list of interoperability constituents incorporated into the subsystem,; ■ EC declaration of conformity or suitability for use of interoperability constituents of the copy and all necessary components set out in annex IV to the directive; ■ proof of compliance with the rules laid down in the Treaty (including certificates); ■ technical documentation on the manufacturing and the assembling of the subsystem; ■ list of producers who participated in the subsystem's design, manufacturing, assembling and installation; ■ terms of use the subsystem (time or distance, wear limits restrictions u.t.t.); ■ maintenance rules and technical documentation for the maintenance of the subsystem; ■ any technical rules that must be taken into account in the preparation of the subsystem, the maintenance and operation; ■ results of the design calculations made, examinations carried out, results u.t.t.; ■ test report. If the TSI requires further information for the technical documentation, it should be included. 4. The notified body must: 4.1. examine the technical documentation; 4.2. Verify that subsystem, node or nodes are part of the sample (s) are made according to the technical documentation, and carry out or have carried out the type tests in accordance with the relevant provisions of the TSI and the European specifications. Production must be tested using the appropriate assessment module; 4.3. If the TSI requires examination of the design methods of construction must be carried out by means of the design and construction of test results to evaluate their capability to ensure the compliance of the subsystem with the requirements of the construction process in the final; 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 the 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 that selected the appropriate European specifications were actually applied; 4.6. perform or have performed the appropriate examinations and necessary tests in accordance with points 4.2 and 4.3 to establish whether the solutions adopted meet the requirements of the TSI when the appropriate was not applied to the European specifications; 4.7. matched with the applicant the location where the examinations and necessary tests are to 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 must contain the customer and the manufacturer (s) specified in the technical documentation, the name and address of the conclusions of the examination, conditions for its validity and the necessary data for identification of the approved type. The certificate must be accompanied by the relevant part of the technical dossier listing, but a copy is kept by the notified body. If the customer refused the type-examination certificate, the notified body must produce detailed reasons for such refusal. Provision should be made for an appeal procedure. 6. Each notified body must forward to the other notified bodies the relevant information concerning the issued, withdrawn or refused the type-examination certificates. 7. the other notified bodies may on request obtain the type-examination certificates issued and/or their additions. The annexes to the certificates must be available to the other notified bodies. 8. Subscriber must keep with the technical documentation of the type-examination certificate and any annex copies of the entire subsystem. This request must be sent to any other Member State. 9. The applicant must inform the notified body which has a type-examination certificate, the holder of the technical documentation of all modifications which may affect the conformity with the requirements of the TSI or the prescribed use of the subsystem. In such cases, the subsystem must receive additional approval. This additional approval may be either as an attachment to the original type-examination certificate, or presented as a new certificate after withdrawal of the old certificate. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1, the essential requirements are reflected in the the technical parameters, interfaces and performance requirements, which are set out in Chapter 4 of the TSI. 2 the module can be used in the future, when the HS are updated Directive 96/48/EC, the TSI. module 3 "Subscriber" means "the subsystem contractor, as defined in the directive or his authorised representative in the community". 4 the appropriate section of the TSI may define specific requirements in this regard. 5 European specifications definition in Directive 96/48/EC and 01/16/EC. Guidance on the application of HS TSIs explains the application of the European specifications.
EC verification of the subsystems modules module SD: production quality management system 1. This module describes the EC verification procedure whereby a notified body by the customer or its authorised representative established within the Community shall request certifies and verifies that the control system to the bottom of the body already issued the type-examination certificate: ■ complies with this TSI and other applicable TSI, which demonstrate that the pamatprasības1 have been set out in the directive 01/16/EC (2); ■ comply with the General rules laid down in the Treaty and may be put into operation. 2. the notified body shall implement the procedure provided that: • before the assessment issued the type-examination certificate remains valid for the subsystem according to the application; • pasūtītājs3 and the main contractor involved in the enforcement of paragraph 3; • the "main contractor" refers to companies, whose activities contribute to the fulfilment of the essential requirements of the TSI. This applies to: ■ the company that is responsible for the whole subsystem project (including in particular responsibility for subsystem integration), ■ other companies participating in the only part of the subsystem project realisation (such as Assembly or installation of the subsystem); • This does not apply to subcontractors, producer supplying components and interoperability constituents. 3. for the subsystem, which is the subject of the EC verification procedure, the principal or main contractor at the time of acceptance of the use of the final product manufacture, inspection and testing of the approved quality management system, as specified in point 5, which must be subject to surveillance as specified in point 6. If the customer himself is responsible for the whole subsystem project (including in particular responsibility for subsystem integration), or a Subscriber directly participating in the production (including assembling and installation), then it should be used in the operation of the approved quality management system, which must be subject to surveillance as specified in point 6. If the main contractor responsible for the whole subsystem project (including in particular responsibility for subsystem integration), it should be used, in any case, manufacturing and final product inspection and testing of the approved quality management system, which must be subject to surveillance as specified in point 6. 4. Ec verification procedure 4.1. Subscriber must submit to the choice of the notified body an application for EC verification of the subsystem (through production quality management system), including quality management system surveillance coordination according to paragraph 5.3 and 6.5. The Subscriber must inform the manufacturers involved of his choice and of the application. 4.2. the application must enable the design, manufacture of subsystems, Assembly, installation, maintenance and operation, and to ensure compliance with the type as described in the type-examination certificate and assessment subjects with the requirements of the TSI. The application must include: ■ the customer or its authorised representative, the name and address; ■ the technical documentation of the approved type, including the type-examination certificate, issued after the module SB (type-examination) of the completion of the procedure, and, if not included in this documentation: ■ a general description of the subsystem, its general design and structure; ■ technical specifications, including European specifications, that have been applied; ■ all the necessary approvals for the use of the above specifications, in particular where these European specifications and the relevant points were not used to the full. These approvals must be included in the results of the tests carried out by the appropriate laboratory of the manufacturer or on his behalf; ■ infrastructure and/or rolling stock (subsystem) register, including all information as specified in the TSI, ■ technical documentation on the manufacturing and the assembling of the subsystem; ■ confirmation of compliance with the General rules laid down in the Treaty (including certificates) stage of manufacture; ■ list of the interoperability constituents or subsystems are combined; ■ EC declaration of conformity or suitability for use of the copy, which must be connected to the component, and all necessary components set out in annex IV of the directive ■ list of producers who participated in the subsystem's design, manufacturing, assembling and installation; ■ confirmation that all stages, as mentioned under point 5.2, the Subscriber, if involved, and the main contractor or the quality management system and proof of their effectiveness; ■ indication of the notified body responsible for the quality management system approval and surveillance control. 4.3. the notified body shall first examine the application for type-examination and the type-examination certificate. If the notified body deems that the type-examination certificate is no longer valid or you don't, or you need a new type of check, then it must base its decision. 5. Quality Management System 5.1. Subscriber, if involved, and the main contractors at the time of acceptance of your choice must be submitted to the notified body an application for your quality management system. The application must include: ■ all the relevant information for the subsystem concerned; ■ 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 according (type-examination). Those that only partially participate in the subsystem project, the information should be only related to the relevant share. 5.2. The principal or main contractor, work which is responsible for the whole subsystem project, the quality management system must 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. The other main contractors to the quality management system (s) to ensure their contribution to the subsystem in question compliance with the type as described in the type-examination certificate and the requirements of the TSI. All the elements, requirements and provisions adopted by the applicant (s) must be documented in a systematic and organized into written policies, procedures and instructions. This quality management system documentation must ensure a common understanding of the quality policies and procedures such as quality programmes, plans, manuals and records. It must include in particular all applicants following a precise description of position: ■ the quality objectives and the organizational structure; ■ the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used; ■ the checks, inspections and tests that will be carried out in the manufacturing, Assembly and installation before, during, and after, as well as the recurrence; ■ reference materials for quality, such as inspection reports and test data, calibration data, reports concerning the qualifications of the personnel concerned, u.t.t.; ■ as well as the principal or main contractor, responsible for the whole subsystem project: ■ control rights and obligations in terms of the overall quality of the subsystem, including in particular the subsystem integration management. The examinations, tests and inspections should apply to all following stages: ■ structure of subsystem, including, in particular, civil engineering activities, constituent Assembly and final adjustment; ■ final testing of the subsystem; ■ and, if specified in the TSI, verify the full operating conditions. 5.3. the notified body chosen by the Subscriber, you must check that all stages of the subsystem as indicated in point 5.2, sufficiently and properly covered by the tenderer (s) 4 of the quality management system (s) of the approval and supervision. If compliance with the type as described in the type-examination certificate and the compliance of the system below the requirements of the TSI is based on more than one quality management system, the notified body must examine in particular: ■ or clearly documented quality management system interactions and interfaces; ■ or are sufficiently and properly defined the General rights and obligations of the principal contractor to control the compliance of the whole entire subsystem. 5.4. the notified body referred to in point 5.1 must assess the quality system to determine whether it corresponds to point 5.2 of these requirements. It shall presume compliance with these requirements if the manufacturer applies the quality system in manufacture, inspection and testing of the final product according to the standard EN/ISO 9001-2000, taking into account the mutual the specificity of the interoperability constituent for which it is used. If the applicant uses a certified quality management system, the notified body must take it into account in the assessment. The audit must be specific to the subsystem under consideration, taking into account the applicant's specific contribution to the subsystem. The audit must include at least one member with experience of evaluation technology of the system under consideration. The assessment procedure must include a visit to evaluate the applicant. The decision must be notified to the applicant. The notification must contain the conclusions of the inspection and a reasoned assessment decision. 5.5. The Subscriber, if involved, and the main contractor shall undertake to fulfil the obligations relating to the quality management system as approved and to maintain it so that the system would remain at an adequate and efficient level. They must inform the notified body which approved the quality management system, of any major changes that will affect the subsystem TSI requirements. The notified body must evaluate the modifications planned and decide whether the amended quality management system will still point 5.2 of these requirements or need a repeat treatment. Of its decision it shall notify the applicant. The notice must include the conclusions of the examination and the reasoned assessment decision. 6. the quality management system (s) falls under the responsibility of the notified body. 6.1. The purpose of surveillance is to make sure that the Subscriber, if involved, and the main contractor duly fulfil the obligations arising out of the approved quality management system. 6.2. If Subscriber participates in, and the main contractors must send (or have sent) all the notified body referred to in point 5.1. documents required for this purpose, including the implementation plans and technical documentation concerning the subsystem (as far as they relate to the specific contributions of the applicant to the subsystem), in particular: • the quality management system documentation, including the particular means implemented to ensure that: • the principal or main contractor, responsible for the whole subsystem project should have adequate and proper management of certain general rights and obligations relating to the compliance of the whole entire subsystem for each applicant, • quality management system is properly managed for achieving integration at subsystem level, • reference materials for quality as it is for the quality management system of manufacturing part (including Assembly and installation), such as inspection reports and test data, calibration data, reports concerning the qualifications of the personnel concerned, u.t.t. 6.3. the notified body must periodically carry out audits to make sure the Subscriber, if involved, and the main contractor maintain and apply the quality management system, and to submit an audit report to them. If they operate a certified quality management system, the notified body must take that into consideration during the evaluation. The periodicity of audits should be not less than once a year, at least one audit subsystem relevant activities (manufacture, assembling or installation), which is the subject of the EC verification procedure mentioned under point 8. 6.4. Additionally the notified body may carry out unexpected bidder (s) to the respective circuit visits. If it is necessary, then at the time of such visits, the notified body may conduct complete or partial audits and may carry out or cause to perform tests to verify quality management system functioning properly. It must be sent to the applicant (s) with an inspection report, as well as the audit and/or test reports. 6.5. the notified body chosen by the Subscriber and responsible for the EC verification, if not carrying out all relevant quality management system supervision, coordination of notified bodies for other surveillance activities, which is responsible for this task, to: • ensure proper various quality management systems management interfaces the subsystem integration; • together with the principals gathered for the assessment of the necessary elements to guarantee the various quality management system compliance and monitoring. This coordination includes the right of the notified body: • to receive all documentation (approval and surveillance), issued by the other notified bodies; • be present surveillance audits as described in 6.3; • organize an additional audit, as described in paragraph 6.4., on its own responsibility and together with the other notified bodies. 7. in paragraph 5.1 of the notified body entrance for inspection purposes, audit and monitoring must have access to the buildings, production stations, locations of assembling and installations, storage areas and where appropriate, prefabrication and testing facilities, and, in General, to all premises which it considers necessary to carry out their tasks in accordance with the applicant's specific contribution to the bottom of the system. 8. Subscriber, if involved, and the main contractors 10 years after the last subsystem has been manufactured to provide the national authorities access to: • the documentation referred to in the second subparagraph of paragraph 5.1, second indent; • the updating referred to in the second subparagraph of point 5.5; • the notified bodies and the reports referred to in 5.4, 5.5 and 6.4. 9. where the subsystem meets the requirements of the TSI, the notified body on the basis of the type of test and quality management system (s) approval and oversight must be in the certificate of conformity intended for the customer, which in turn draws up the EC declaration of verification must be intended for the supervisory authority in the Member State within which the subsystem is located and/or is operated. EC declaration of verification and the accompanying documents must be dated and signed. The Declaration must be in the same language of the technical file and must contain at least the information according to annex V to the directive. 10. Your chosen notified body is responsible for the design of the technical file, who must be attached to the EC declaration of verification. The technical file must contain at least the information specified in article 18 of the directive, and, in particular, the following: • all necessary documents on the bottom of the system characteristics; • a list of the interoperability constituents or subsystems are combined; • The EC declaration of conformity and, where appropriate, of the EC declarations of suitability for use with which the copies must be provided for these components in accordance with article 13 of the directive, and which must be accompanied by the appropriate documents (certificates, quality management system approvals and surveillance documents) issued by the notified body; • all elements relating to the maintenance subsystem, usage conditions and boundaries; • all elements relating to the instructions, permanent or current tracking, adjustment and technical maintenance; • the type-examination certificate for the subsystem and the accompanying technical documentation as defined in module SB (type-examination); • proof of compliance with the other requirements laid down in the Treaty (including certificates); • certificate of conformity of the notified body as mentioned in point 9, accompanied by corresponding calculation notes and endorsed by the body itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, under the conditions fixed by the steps, but not resolved. The certificate should also be accompanied by the inspection and audit reports drawn up in the context of verifications, as referred to in 6.3 and 6.4, and in particular: • infrastructure and/or rolling stock (subsystem) register, including all information specified in the TSI. 11. Each notified body must communicate to the other notified bodies the relevant information concerning the issued, withdrawn or refused in the quality management system approvals. Other notified bodies may on request obtain the quality management system issued a confirmation copy. 12. Certificate of compliance report attached to materials must be submitted to the customer. Customers in the community must keep a copy of the technical file throughout the life of the subsystem; It must be sent to any other Member State who so requests. _____ _____ _____ _____ 1 essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4 of the TSI. 2 the module can be used in the future, when the HS are updated Directive 96/48/EC, the TSI. module 3 "Subscriber" means "the subsystem contractor, as defined in the directive or his authorised representative in the community". 4 relating to the rolling stock TSI, the notified body may participate in the locomotive or train section final operational test conditions specified in the relevant chapter of the TSI.
EC verification of the subsystems modules module SF: product verification 1. This module describes the EC verification procedure whereby a notified body checks and certifies the customer or its authorised representative established within the Community shall request that the control subsystem, for which already notified body issued the type-examination certificate: • complies with this TSI and any other relevant TSI, confirming compliance with the pamatprasībām1, which is set out in the directive 01/16/EC (2); • meet other rules laid down in the Treaty and may be put into operation. 2. the Pasūtītājam3 should apply for the EC verification of the subsystem (through product verification) a notified body of his choice. The application must include: • a Subscriber or the authorized representative's name and address; • technical documentation. 3. This procedure within the client checks and confirms that the subsystem in question is in conformity with the type as described in the type-examination certificate and satisfies the applicable TSI requirements to it. The notified body must carry out the procedure on the condition that the type-examination certificate issued prior to the assessment, and is valid for the subsystem, which is the subject of the application. 4. Subscriber must take all measures necessary in order that the manufacturing process (including interoperability constituent Assembly and integration, by the main darbuzņēmēji4 when employed) ensures conformity of the subsystem with the type as described in the type-examination certificate and with the requirements of the TSI applied. 5. applications should facilitate the design of the subsystem, fabrication, installation, maintenance and operation of the understanding and ensure its compliance with the type as described in the type-examination certificate and assessment subjects with the requirements of the TSI. The application must include the following: • the technical documentation of the approved type, including the type-examination certificate, issued after the module SB (type-examination) of the completion of the procedure, and, if not included in this documentation: • a general subsystem, the General design and structure; • infrastructure and/or rolling stock (subsystem) register, including all information as specified in the TSI, • information on the conceptual design and manufacture, such as drawings, diagrams of components, sub-assemblies, assemblies, chain u.t.t.; • the technical documentation on the manufacturing and the assembling of the subsystem; • the technical specifications, including European specifications, that have been applied; • any required receipts for the use of the above specifications, in particular where the European specifications and the relevant points was not applied in full; • confirmation of compliance with the other requirements laid down in the Treaty (including certificates) stage of manufacture; • a list of the interoperability constituents, to be combined in the subsystem; • The EC declaration of conformity or suitability for use of the copy that you want to add these components, and all the necessary elements defined in annex VI of the directive; • listing of producers who participated in the subsystem's design, manufacturing, assembling and installation. If the TSI requires further information for the technical documentation, this has to be included. 6. the notified body must examine the first application in respect of the type-examination and the type-examination certificate. If the notified body deems that the type-examination certificate no longer works properly or not, and the need for a new type of check, then it must base its decision. The notified body must perform the appropriate examinations and tests to check the conformity of the subsystem with the type as described in the type-examination certificate and the requirements of the TSI. The notified body must examine and test each subsystem, made as a serial product, as specified in point 4. 7. verification by examination and testing of the subsystem (as a serial product): 7.1. the notified body must carry out tests, examinations and verifications, to ensure that the subsystem as serial products of conformity as provided for in the TSI. The examinations, tests and assignments must be carried out in SITU phase; 7.2. each subsystem (as serial products) must be checked, tested and individually should be apliecina5 in order to verify its conformity with the type as described in the type-examination certificate and the applicable TSI requirements. If the test is not specified in the TSI (or in European standard referred to in the TSI), shall apply the relevant European specifications or equivalent tests. 8. The notified body may be matched with the client (and the main contractors) tests and can be matched to the final testing of the subsystem and, where required by the TSI, tests or inspection under working conditions make the client notified body under direct supervision and attendance of the. In order to accomplish the tasks provided for in the TSI, the notified body for testing and verification purposes to have access to the production stations, locations of assembling and installations, and where appropriate, prefabrication and testing facilities. 9. where the subsystem meets the requirements of the TSI, the notified body must take the certificate of conformity intended for the customer, which in turn draws up the EC declaration of verification intended for the supervisory authority in the Member State within which the subsystem is located and/or is operated. These PI activities must be based on the type of inspection and tests, verifications and checks carried out on all serial products as indicated in point 7 and required in the TSI and the European specifications concerned, or. EC declaration of verification and the accompanying documents must be dated and signed. The Declaration must be in the same language of the technical file and must contain at least the information specified in annex V to the directive. 10. the notified body responsible for the EC declaration of verification accompanied by the technical file design. The technical file must contain at least the directive article 18, paragraph 3, contains information and, in particular, the following: • all necessary documents on the bottom of the system characteristics; • infrastructure and/or rolling stock (subsystem) register, including all information specified in the TSI; • a list of the interoperability constituents, which combines a subsystem; • The EC declaration of conformity and, where appropriate, of the EC declarations of suitability for use with which the copies must be supplied components in accordance with the provisions of article 13, which added to the case, the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified body; • all elements relating to the maintenance subsystem, usage conditions and boundaries; • all elements relating to the instructions, permanent or current tracking, adjustment and technical maintenance; • the type-examination certificate for the subsystem and technical records, 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 endorsed by the body itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, the circumstances in which a fixed transaction execution time but not yet eliminated. The certificate should also be accompanied by relevant, by the inspection and audit reports drawn up in the context of verification. 11. The certificate of conformity accompanying documentation must be submitted to the customer. The Subscriber must keep a copy of the technical file throughout the life of the subsystem; It must be sent to any other Member State who so requests. _____ _____ _____ _____ 1 essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4 of the TSI. 2 the module can be used in the future, when the HS are updated Directive 96/48/EC, the TSI. module 3 "Subscriber" means "the subsystem contractor, as defined in the directive or his authorised representative in the community". 4 "main contractor" refers to companies, whose activities contribute to the fulfilment of the essential requirements of the TSI. It refers to the company that may be responsible for the whole subsystem project, or other companies that participate in only part of the subsystem project, (performing for example Assembly or installation of the subsystem). 5 in particular, for the rolling stock TSI, the notified body will participate in the rolling stock or train section final operational testing. It will be indicated in the relevant section of the TSI.
EC verification of the subsystems modules module SH2: full quality management system with design examination 1. This module describes the EC verification procedure whereby a notified body by the customer or its authorised representative established within the Community shall request certifies and verifies that the bottom of the control system: • complies with this TSI and any other relevant TSI, confirming compliance with the pamatprasībām1, set out in the directive 01/16/EC (2); • meet other rules laid down in the Treaty and may be put into operation. 2. The notified body must carry out the procedure, including a design examination of the subsystem, and that pasūtītājs3 the main contractors involved obligations under paragraph 3. "Main contractor" refers to companies, whose activities contribute to the fulfilment of the essential requirements of the TSI. This applies to companies: ■ who is responsible for the whole subsystem project (including in particular the subsystem integration compliance); ■ other companies participating in the only part of the subsystem project (for example, through the subsystem construction, Assembly or installation). This does not apply to subcontractors, producer supplying components and interoperability constituents. 3. for the subsystem, which is the subject of the EC verification procedure, the principal or main contractor, if involved, should be applied in the design, manufacture and final product inspection and testing of the approved quality management system, as specified in point 5, which must 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 design, manufacture and final product inspection and testing of the certified quality management system, which must be subject to surveillance as specified in point 6. If the customer himself is responsible for the whole subsystem project (including in particular responsibility for subsystem integration), or the client directly participates in the design and/or in the production (including assembling and installation), then the following must use approved quality control system, which must be subject to surveillance as specified in point 6. Applicants who participate only in Assembly and installation, can apply to the manufacture and final product inspection and testing only approved quality management system. 4. Ec verification procedure 4.1. Subscriber must submit to a notified body of his choice an application for EC verification of the subsystem (through full quality management system with design examination), including quality management system surveillance coordination under the 5.4 and 6.6 points. The Subscriber must inform the manufacturers involved of his choice and of the application. 4.2. the application must contribute to the design of the subsystem, manufacture, Assembly, installation, maintenance and operation of the understanding, and contribute to the assessment of conformity with the requirements of the TSI or evaluating. The application must include the following: • the customer or its authorised representative, the name and address • technical documentation, including: • the customer or its authorised representative, the name and address; • technical documentation, including: • the general structure of the subsystem, and a general description of the structure; • the technical design specifications, including European specifications applied; • any required approvals for the use of the above specifications, in particular where the European specifications and the relevant points were not used to the full. • test program; • infrastructure and/or rolling stock (subsystem) register, including all information as specified in the TSI, • the technical documentation on the manufacturing and the assembling of the subsystem; • a list of the interoperability constituents to be combined in the subsystem; • The EC declaration of conformity or suitability for use of the copy, which must be connected to the component, and all the necessary elements defined in annex VI of the directive; • confirmation of compliance with the General rules laid down in the Treaty (including certificates); • a list of all producers who participated in the subsystem's design, manufacturing, assembling and installation; • the conditions for use of the subsystem (restrictions of time or distance, wear limits u.t.t.); • maintenance rules and technical documentation for the maintenance of the subsystem; • any technical requirement that must be taken into account in the preparation of the subsystem, the maintenance and operation; • Note that all stages, as referred to in point 5.2 shall apply the key (o) contractor (s) and/or the Subscriber, if involved, the quality management system, and proof of their effectiveness; • indication of the notified body (aj) (s) responsible for the quality management system approval and surveillance. 4.3. If necessary, the Subscriber must submit to the checks, inspections and testu4 results, including, where necessary, tests of the type carried out by its appropriate laboratory or on its behalf. 4.4. The notified body must examine the application concerning the design examination and evaluate test results. Where the design meets the existing provisions of the directive and the TSI, it must issue a design examination report to the applicant. Message must contain the conclusions of the design examination, conditions for its validity, the necessary data for identification of the design examined and, where appropriate, a description of the functioning of the subsystem. If the customer refused the design examination report, the notified body must provide the following detailed reasons for the refusal. Provision should be made for an appeal procedure. 5. Quality Management System 5.1. Subscriber, if involved, and the main contractor, when employed, shall be submitted to a notified body of his choice an application for your quality management system. The application must include: • all the relevant information for the subsystem concerned; • quality management system documentation; Those who participate only in a part of the subsystem project, the information should be presented only related to the relevant share. 5.2. The principal or main contractor work, who are responsible for the whole subsystem project, the quality management system must ensure overall compliance of the subsystem with the requirements of the TSI. The other main contractors ' quality management system (s) to ensure compliance with the 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 organized written policies, procedures and instructions. This quality management system documentation should promote the quality policies and procedures such as quality programmes, plans, manuals and documentation, and general awareness. The system must include in particular the detailed description of the following items: • all applicants: • quality objectives and the organizational structure; • the corresponding manufacturing, quality control and quality management techniques, processes and systematic actions that will be used; • the checks, inspections and tests that will be carried out in the design, manufacture, Assembly and installation before, during, and after, as well as the recurrence; • reference materials for quality, such as inspection reports and test data, calibration data, report on qualifications of the staff according to u.t.t.; • the main contractors, how it relates to their contribution to the design of the subsystem: • the design specifications, including the European specifikācijas5 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 subsystem TSI requirements applicable; • the design control and design verification techniques, processes and systematic actions that will be applied during construction of the subsystem; • control features required design and subsystem quality and the effective quality management systems to ensure the functioning of all phases, including construction; • as well as the principal or main contractor, responsible for the whole subsystem project: • management rights and responsibilities for all subsystem quality, including in particular the subsystem integration management. Examination, test and inspection must be extended to the following stages: • General construction; • the structure of the subsystem, including, in particular, civil engineering activities, constituent Assembly, final adjustment; • the final testing of the subsystem; • and, if specified in the TSI, the validation of the Palace nīgo operating conditions. 5.3. a Subscriber with a notified body of his choice, verify that all stages of the subsystem as mentioned in point 5.2, sufficiently and properly covered by the applicant (s) (6) quality management system (s) approval and supervision. If the compliance of the subsystem with the requirements of the TSI is based on more than one quality management system, the notified body must examine in particular: • is there a clearly documented interactions and interfaces between the quality management system and are sufficiently and properly defined the main contractor management general rights and obligations relating to the compliance of the whole entire subsystem. 5.4. the notified body referred to in point 5.1 must assess the quality system to determine whether it satisfies the requirements of point 5.2. It shall presume compliance with these requirements if the manufacturer used the design, production, final product inspection and testing of the quality system according to the harmonised standard EN/ISO 9001/2000, taking into account the specificity of the interoperability constituent for which the standard is applied. If the applicant uses a certified quality management system, the notified body this should be taken into account in the assessment. The audit must be specific to the subsystem under consideration, taking into account the applicant's specific contribution to the subsystem. The audit must include at least one member with experience of evaluation in the subsystem technology under consideration. The assessment procedure must include an assessment of the applicant's premises for the purposes of the evaluation the purpose of the visit. The decision must be notified to the applicant. The notification must contain the conclusions of the inspection and a reasoned decision on the assessment. 5.5. If Subscriber participates in, and the main contractors must undertake to fulfil the obligations relating to the quality management system as approved and to maintain it so that it remains adequate and efficient. They must keep the quality management system approved by a notified body of any major changes that will affect the fulfilment of requirements of the subsystem. The notified body must evaluate the modifications of any proposed and decide whether the amended quality management system will still meet the requirements of point 5.2, or needs assessment. It must notify its decision to the applicant. The notice must include the conclusions of the examination and the reasoned assessment decision. 6. the quality management system (s) the notified body competence 6.1. the purpose of surveillance is to make sure that the Subscriber, if involved, and the main contractor duly fulfil the obligations arising out of the approved quality management system (s). 6.2. If Subscriber participates in, and the main contractors must send (or have sent) 5.1 the notified body referred to in all the documents required for that purpose and in particular the implementation plans and technical documentation concerning the subsystem (as far as it relates to the applicant's specific contribution to the subsystem), including: • the quality management system documentation, including the particular means implemented to ensure that the principal or main contractor • who is responsible for the whole subsystem project , general rights and obligations relating to the conformity of the subsystem should have adequate and properly identified; • each applicant's quality management system should be properly guided to ensure integration at subsystem level, • quality documentation for the construction of quality management system, such as results of analyses, calculations, tests, u.t.t.; • quality documentation for the quality management system of the manufacturing part (including Assembly, installation and integration), such as inspection reports and test data, calibration data, reports concerning the appropriate staff capacity u.t.t.; 6.3. The notified body must periodically carry out audits to make sure that the Subscriber, if involved, and the main contractor maintain and apply the quality management system and must provide an audit report to them. If they use a certified quality management system, the notified body it should be taken into account in the surveillance. Periodicity of audits should be not less than once a year and at least one audit during the period when the relevant transactions are enforced (design, manufacture, assembling or installation) for the subsystem, which is the subject of the EC verification procedure as referred to in paragraph 7. 6.4. Additionally the notified body may carry out unplanned 5.2. applicants referred to in paragraph (u) of visits to the territory. If it is necessary, then at the time of such visits the notified body may conduct complete or partial audits and may carry out or cause to carry out tests to verify that the quality management system working properly. It must provide the applicant (s) with an inspection report and the audit and/or test reports. 6.5. The notified body chosen by the Subscriber and responsible for the EC verification, if not carrying out all the quality management systems according to paragraph 5, should be coordinated with any other supervisory activities of the notified bodies responsible for this task, to: • ensure the different quality management systems of management interfaces for the integration of the subsystems; • together with the customer to collect the elements necessary for the different quality management systems ensure consistency and general supervision. This coordination includes the right of the notified body: • to receive all documentation (approval and surveillance), issued by the other notified bodies; • be present surveillance audits as in point 5.4; • on its own responsibility or in combination with other (s) notified (aj) institution (s) to organize additional audit under point 5.5. 7. the notified body as referred to in point 5.1, inspections, audits and monitoring in order to have access to construction sites, construction sites, manufacturing sites, assembling and installation, storage compartments, and where appropriate, prefabrication or testing facilities and, more generally, all the circuit, which it considers necessary to fulfil its tasks under the applicant's specific contribution to the subsystem project. 8. Subscriber, if involved, and the main contractors must provide the national authorities for 10 years after the last subsystem has been manufactured for access: • documentation referred to in the second subparagraph of paragraph 5.1, second indent; • the updating referred to in the second subparagraph of point 5.5; • the notified bodies and the reports referred to in 5.4, 5.5 and 6.4. 9. where the subsystem meets the requirements of the TSI, the notified body on the design examination and the quality management system (s) approval and surveillance must be designed based on the certificate of conformity intended for the customer, which in turn draws up the EC declaration of verification must be, which is intended for the supervisory authority in the Member State where the subsystem is operated and/or. EC declaration of verification and the accompanying documents must be dated and signed. The Declaration must be in the same language of the technical file and must contain at least the information set out in annex V to the directive. 10. the notified body chosen by the Subscriber shall be responsible for preparing the technical file that has to accompany the EC declaration of verification. The technical file must contain at least the information specified in article 18 of the directive in paragraph 3 and, in particular, the following: • all necessary documents relating to the characteristics of the subsystem; • a list of the interoperability constituents, to be combined into the bottom of the system; • The EC declaration of conformity and, where appropriate, of the EC declarations of suitability for use with which the copies should be provided of interoperability constituents in accordance with article 13 of the directive accompanied, where relevant, the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified body; • proof of compliance with the other requirements laid down in the Treaty (including certificates); • all elements relating to the maintenance subsystem of the application conditions and boundaries; • all elements relating to the instructions concerning the operation of the permanent and current tracking, adjustment and technical maintenance; • certificate of conformity of the notified body as referred to in paragraph 9, with these authorities signed calculation notes, stating that the project complies with the directive and the TSI, and specifying, where appropriate, the circumstances in which a fixed transaction execution time, but not resolved. • Certificate should also be accompanied, where appropriate, by the inspection and audit reports drawn up in the context of the verification, as mentioned under point 6.4 and 6.5; • infrastructure and/or rolling stock (subsystem) register, including all information as specified in the TSI. 11. Each notified body shall inform the other notified bodies of the issued, revoked and refused in the quality management system approvals and the design examination reports. Other notified bodies may receive on request copies • issued by the quality management system approvals and additional approvals issued, and • EC design examination reports and supplements. 12. Documentation accompanying the certificate of conformity must be submitted to the customer. The Subscriber must keep a copy of the technical file throughout the life of the subsystem; It must be sent to any other Member State who so requests. _____ _____ _____ _____ 1 essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4 of the TSI. 2 the module can be used in the future, when the HS are updated Directive 96/48/EC, the TSI. module 3 "Subscriber" means "the subsystem contractor, as defined in the directive or his authorised representative in the community". 4 Test results may be submitted together with the application or later. 5 European specifications definition given in Directive 96/48/EC and 01/16/EC, as well as the guidelines on the application of the HS TSIs. 6 for the rolling stock TSI, the notified body may participate to the rolling stock or train section final operational test conditions specified in the relevant chapter of the TSI.
EC verification of the subsystems modules module SG: unit verification 1. This module describes the EC verification procedure whereby a notified body by the customer or its authorised representative established within the Community shall request certifies and verifies that the control subsystem: • complies with this TSI and any other relevant TSI, confirming compliance with the pamatprasībām1 set out in Directive 01/16/EC (2); • meet other rules laid down in the Treaty and can be transferred to in service. 2. the Pasūtītājam3 should apply for the EC verification of the subsystem (through unit verification) a notified body of his choice. The application must include: • a Subscriber or the authorized representative's name and address; • technical documentation. 3. the technical documentation must enable the design, manufacture of the subsystem, the Setup and operation of the understanding and promote the assessment of conformity with the requirements of the TSI. The technical documentation must include: • a general subsystem, its general design and structure; • infrastructure and/or rolling stock (subsystem) register, including all information as specified in the TSI, • information on the conceptual design and manufacture such as component parts, sub-assemblies, sub-assemblies, circuits diagrams, u.t.t.; • the descriptions and explanations necessary for the understanding of the information on the design and manufacture of the subsystem, as well as exploitation; • the technical specifications, including the European specifikācijas4, which was applied for; • any required the use of the above specifications, in particular the statement of where the European specifications and the relevant points was not applied in full; • a list of the interoperability constituents, which are combined into the bottom of the system; • The EC declaration of suitability for use and the copies that you want to add the specified components, and all the necessary elements defined in annex VI of the directive; • proof of conformity to other regulations deriving from the Treaty (including certificates); • the technical documentation on the manufacturing and the assembling of the subsystem; • listing of producers who participated in the subsystem's design, manufacturing, assembling and installation; • the conditions for use of the subsystem (restrictions of time or distance, wear limits u.t.t.); • maintenance rules and technical documentation for the maintenance of the subsystem; • any technical requirement that must be taken into account in the preparation of the subsystem, the maintenance and operation; • results of the design calculations made, examinations carried out, u.t.t.; • all other appropriate technical proof that it can be confirmed that the previous inspection or tests were successfully completed in comparable circumstances, independent and competent authorities. If the TSI requires further information for the technical documentation, this has to be included. 4. The notified body must examine the application and the technical documentation and identify the elements which have been designed according to the relevant provisions of the TSI and the European specifications as well as the elements which have been designed without the application of the provisions of the European specifications. The notified body must examine the bottom of the system and must be carried out (or be involved in conducting) in appropriate and necessary tests to establish whether or when you have selected the relevant European specifications, they are really applied, or the solutions adopted meet the requirements of the TSI when the appropriate European specifications have not been applied. Examination, test and inspection applies to the following stages as provided for in the TSI: • General construction; • the structure of the subsystem, including, in particular and where appropriate, the activities in the field of civil construction, constituent Assembly, overall adjustment; • the final testing of the subsystem; • and, if specified in the TSI, the validation of the Palace nīgo operating conditions. The notified body must take into account the previous inspection or tests that successfully comparable circumstances have made independent and competent iestādes5. The notified body shall then decide whether it will use the tests or test results. If it is accepted, the notified body must izstud the previous inspection or test attestations and to determine the relevance of the TSI. In any case, the final responsibility for them brings the body. 5. can match with a subscriber of this site and of the tests can be matched to the final tests of the subsystem and, if required in the TSI, tests in full operating conditions make the client notified body under direct supervision and attendance of the. 6. the notified body for testing and verification purposes to have access to construction sites, building sites, production stations, locations of assembling and installations, and where appropriate, prefabrication and testing facilities in order to carry out their 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 in accordance with the TSI and/or in the European specifications concerned, must be in the certificate of conformity intended for the customer, which in turn draws up the EC declaration of verification must be intended for the supervisory authority in the Member State within which the subsystem is located and/or is operated. EC declaration of verification and the accompanying documents must be dated and signed. The Declaration must be in the same language of the technical file and must contain at least the information referred to in annex V to the directive. 8. The notified body shall be responsible for preparing the technical file which must be attached to the EC declaration of verification. The technical file must contain at least 18 of the directive, paragraph 3 of article specified information and, in particular, the following: • all the required documents for the characterisation of the subsystem; • a list of the interoperability constituents, which combines a subsystem; • The EC declaration of conformity and, where appropriate, of the EC declarations of suitability for use with which the copies must be provided in accordance with Directive components article 13, and that the case must be accompanied by appropriate documents (certificates, quality management system approvals and surveillance documents) issued by the notified body; • all elements relating to the maintenance subsystem, use conditions and boundaries; • all elements relating to the instructions concerning the operation of permanent or current tracking, adjustment and technical maintenance; • certificate of conformity of the notified body as mentioned under point 7, accompanied by corresponding calculation notes and are endorsed by the institution itself, stating that the project complies with the directive and the TSI, and specifying, where appropriate, the circumstances in which a fixed transaction execution time but not eliminated; the certificate should also be accompanied, if relevant, by the inspection and audit reports drawn up in the context of the validation; • proof of compliance with the other requirements laid down in the Treaty (including certificates); • infrastructure and/or rolling stock (subsystem) register, including all information as specified in the TSI. 9. the documentation attached to the certificate of compliance to be submitted to the client. The Subscriber must keep a copy of the technical file throughout the life of the subsystem; It must be sent to any other Member State who so requests. ____ ____ ____ ____ ____ ____ 1 essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4 of the TSI. 2 the module can be used in the future, when the HS are updated Directive 96/48/EC, the TSI. module 3 "Subscriber" means "the subsystem contractor, as defined in the directive or his authorised representative in the community". 4 European specifications definition given in Directive 96/48/EC and 01/16/EC, as well as the guidelines on the application of the HS TSIs. 5 conditions, to trust the previous inspections and tests should be similar circumstances, followed by the body, to close contracts for activities (see. New approach the Blue manual 6.5.); in particular, the notified body shall take into account the relevant approvals only if these institutions follow the same independence and competence criteria as notified bodies.

Annex f conformity assessment procedure maintenance 1. this evaluation of measures, conformity assessment procedure describes that part of the procedure by which the authority empowered by the MS, defined and confirmed that the maintenance measures that are included in the maintenance of the survey, with the provisions of the TSI and ensure the basic and essential requirements of the subsystem of across. 2. the customer (or his authorized representative established in the community) must submit the application for evaluation of maintenance that offers maintenance, the authority which authorised by MS. The application must include: • the name and address of the Subscriber and, if the application is lodged by the authorised representative, the addition to its name and address; • a written statement that such an application has not been lodged with any other body; • any technical requirement set out in the design phase and that take into account maintenance; • documentation on the maintenance measures, as specified in paragraph 3; • technical documentation as specified in point 4. Maintenance measures submitted documentation must be copies of the final version approved by the applicant. MS, the notified body may request further copies if they need the exercise. 3. Maintenance measure documentation must at least include the following elements: • a description of how the maintenance measures implemented, applied and monitored; • details of all maintenance to be carried out, including recurrence; • operational plans that specify how the required feedback information (and all other maintenance related to information) circulating in the subsystem and other products/subsystems to support the maintenance process; • procedures (or reference to procedures) specific process according the product/subsystem maintenance operations; • the maintenance and upgrading of the modification of the measures of the management procedure; • any description of hardware and software that you need to become familiar with maintenance activities; • a description of all elements that are necessary to carry out the maintenance pasākumus6. 4. the technical documentation must enable the conformity of the maintenance measures for the provisions of the TSI. In it, how it relates to the following assessment, jāie kļauj various maintenance activities of the development phase. The technical dossier justifying the maintenance measures must include: • a general description of the type (subsystem job overview and description of the technical functionality); • specifications laying down the conditions and the context within which the subsystem must be used and maintained; • confirmation of consistency between the requirements of the TSI, the maintenance organisation, technical functionality and maintenance measures; • Description, explanation and all documentation needed to understand the maintenance measures; • documentation of the work carried out, to check the maintenance measures; • documentation on the analysis of the equipment used and the people affected by the maintenance measures; • the use of an interoperability constituent and the maintenance provision (time or distance, wear limits restrictions u.t.t.); • list of technical specifications, which were tested in the subsystem maintenance. 5. MS. notified body: • identifies the relevant provisions of the TSI, the conditions to be satisfied of the maintenance activities; • check that the maintenance and technical documentation should be complete and meet point 3 and 4; • maintenance measures must be taken in each phase of the development and testing of their results, to evaluate:-or were controlled in each stage; -or maintenance activities can meet the requirements; • document the results of their study in relation to maintenance measures compliance with the provisions of the TSI. 6. If the maintenance measures are compatible with the provisions of the TSI, the notified body must issue FROM MS applicants to maintenance measures in the inspection report. Report should contain the name and address of the Subscriber, the conclusions of the examination, conditions for its validity, the reference to maintain the subsystem and data required for the maintenance of the measures for identification. The relevant parts of the technical documentation including maintenance measures and the rules must be added to the message, but must keep a copy of the MS to the notified body. If the customer refused the maintenance measures message, then MS notified body must produce detailed reasons for such refusal. Provision should be made for an appeal procedure. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 6 It is necessary to the maintenance of certain measures, such as: • the procedures and instructions; • training and qualification needs; • verification, validation, monitoring, inspection, tests, documentation and criteria for acceptance of the subsystem, you need to perform various maintenance operations phase; • a special instrument or the conditions of use of the equipment maintenance operations or for tests.


Annex g open point open point resolving priority 2 priorities: 1. priority (P1): immediate; 2. priority (P2): less urgent. Section 4.3 of the interface-level intersection (P1) functionality to interface with the OPE TSI (P1) interfaces with the rolling stock TSI traction units and passenger wagons (P1) in Annex A, paragraph 1 FR (level intersection object) (associated with P1 LX) 16 by FFF system is currently only available for Euroloop project level (UNISIG SUBSEA-044, version 2.1.0) due to the frequency range of the offset. It must become legally binding after resolving issues found (such as frequency allocation, compatibility with existing systems, šķērspārbaud) and the final design. All parties asked to support the development of the final version of the death until the middle of 2005.

paragraph 24 motion specification clarification and amendment (P1) B32. point guideline references (P1), paragraph 36 STM test specification (P1) 28 safety and availability requirements (P1), paragraph 41 JR. test specification (P1) associated with point 42.55 point guard requirements (P2), paragraph 44 of the FIS (P2) Odometrij point 45 K interface (P1) 47. point requirements for risk and hazard analysis for interoperability (P1), paragraph 48 mobile equipment GSM-R test specification (P1) 50. point EUROLOOP test specification (P1), paragraph 51 DMI ergonomic aspects (P1), paragraph 53 ETCs variables values that control the MIC (P1) 54. point of service quality, user requirements (provisional) (P1), paragraph 55 legal records a variant of the basic equipment requirements (P1) 57. point requirements for ERTMS on-board equipment pirmsmontāž (P1) 58. RBC-RBC interface (P1) 59. point requirements for ERTMS equipment pirmsmontāž field (P1) 60 ETCs version management (P1) 61. point the GSM-R version management (P1): GSM-R cross connections and the GSM-R network roaming (P1) border crossing (P1) the operating rules of GSM-R formulation (P1) GPRS and ASC (P2) GSM-R version management (change control management) (P1) in Annex A, Appendix 1 (P1) 2.1.5. Distance between axles and wheel diameter dependence on 3.2.1. Of metal free space around the wheels 3.3.1. Rolling stock metal mass 3.5.5. Additional requirements for the locomotives and the composition of the unit 4.1. use of Sanding 4.2.1 composition brake shoes use 5.1.1. Electromagnetic interference (traction current) 5.3.1. Electromagnetic interference (electric, magnetic, electro-magnetic fields).


Annex a Appendix 2: (P1) HABD Annex B, part 4 Open points associated with the CCMS class 1 ETC ETC some of the variable specification (P1) additional interface signalling system for personnel protection systems functionality and interfaces (P2) interface with the service braking system. It will be necessary to examine the TSI rolling stock during development.
Annex h-Net corridors ETC synthesis ETCs-Net ordinary rail stations that are included in the Council and the EP decision 884/2004/EC pielikumā7 railway axis Berlin-Verona-Bologna/Milan-Naples-Messina-Palermo • Halle/Leipzig-Nürnberg • Munich • Nuremberg-Munich-Kufstein Kufstein-Innsbruck • • Brenner tunnel, cross-border station; • Verona-Naples • Milan-Bologna line Betuw railway axis Lyon-Trieste-Koper-Divaè/Divaè-Ljubljana-Budapest-Ukrainian border • Lyon-St Jean de Maurienn • Mont-Cenis tunnel, cross-border station; • Bussoleno-Turin • Venice • Turin-Venice-Ronchi Sud-Trieste-Koper-Divaè • Divaè • the-Ljubljana Ljubljana-Budapest multimodal axis Portugal/Spain-rest of Europe • La • Coruñ – Porto Porto-Valladolid rail triangle/Northern rail axis • railway projects in Sweden including Stockholm-Malmö, Stockholm-Šarlotenberg (Norway) and Kornsjö (Norway)-Göteborg-Malmö. • The Kerava-Lahti • Helsinki-Vainikkal (Russian border) freight railway axis Sines-Madrid-Paris • new high throughput rail axis across the Pyrenees; • The Sines-Badajoz • Algeciras-Bobadill rail axis Paris-Strasbourg-Stuttgart-Vienna-Bratislava • Baudrecour-Strasbourg-Stuttgart with the Kehl bridge as crossborder station • Stuttgart-Ulm • Munich-Salzburg cross-border station; • Salzburg-Vienna • Vienna-Bratislava, Fehmarn Belt cross station railway axis • the Fehmarn Belt fixed rail/road • Railway entry to Denmark from Germany entry Recalls • Railway from Hamburg • Hannover Rail-Hamburg/Bremen railway axis Athens-Sofia-Budapest-Vienna-Prague-Nuremberg/Dresden • Greek/Bulgarian border-Kulata-Sofia-Vidin/Calafat Curtici-Brasov • (Bucharest and Constanta's direction) • Budapest-Vienna, cross-border station; • Bøeclav-Prague-Nuremberg, Nuremberg-Prague as cross-border station. • railway axis Prague-Linz railway axis Gdansk-Warsaw-Brno/Bratislava-Vienna-Warsaw-Gdansk rail •-Katowice • railway Katowice-Katowice Bøeclav • railway-IK-Nove Mesto n.V. railway axis Lyon/Genoa-Basel-Duisburg-Rotterdam/Antwerp • Lyon-Mulhouse-Mülheim8, with Mulhouse-Mülheim as cross-border station • Genoa-Milan/Novara-Swiss border • Basel-Karlsruhe • Frankfurt-Mannheim (or Mainz); • Duisburg-Emmerich • "Iron Rhine" Rheid-Antwerp, cross-border rail station/road axis Ireland/United Kingdom/continental Europe • Felixstowe-Nuneaton • Crewe-Holyhead "Rail Baltica" axis Warsaw-Kaunas-Riga-Tallinn-Helsinki • Warsaw-Kaunas-Vilnius • Kaunas-Riga-Tallinn Riga • "Eurocaprail" on Brussels-Luxembourg-Strasbourg railway axis • Brussels-Luxembourg-Strasbourg (2012).


ETCS-Net ordinary railway station, which is not discussed in the Council and the EP Decision 884/2004/EC in annex II. (I) a package of TEN corridor II-Berlin-Warsaw axis E20, Poland – TEN III Corridor between the western boundary of controlling road rage (Zgorzelec) Krakow, Poland, and Tina/AGTC two-track line 59-CE-North-South traffic from Scandinavia to the Balkans, Poland, Budapest-Bucharest-Constanta (Pan-European corridor IV). Ljubljana-Zagreb/Belgrade/Bar/Skopp – Thessaloniki (Pan-European corridor X).


ETCS-Net ordinary railway station, which is not discussed in the Council and the EP Decision 884/2004/EC in annex II. Suite II-Antwerp-Basel Bettembourg/athus-Hallsberg, Mjölby Sweden of Milan/ETC on the Øresund connection through Denmark, by Storebel the phase of Aachen – Hork/Frankfurt (O), Germany Germany • Kehl-Flensburg-Kufstein-Salzburg • • Emmerich – Basel, some parts through Germany • Hamburg – Bad Schanda • Darmstadt • Metz of France – Passav-Dijon-Lyon-Aviņjon-Perpignan (Spanish border) • Le Havre-Rouen-Amiens-Arras • Paris-tours-Bordeaux-Dax • Paris – Metz – Rem (TGV Est) • Paris-Macon-Lyon (TGV Sud-Est) • Calais, Metz Nyland-Stockholm-Umea ETCs-Net high-speed rail axis iecirkņi10 high-speed Paris-Brussels/Brussels-Cologne-Amsterdam-London • channel tunnel-London • Brussels/Brussels-Cologne —-• Brussels/ Brussels-Rotterdam-Amsterdam South-Western European high-speed rail axis • Lisbon/Porto-Madrid • Madrid-Barcelona • Kordob • the-Seville-Barcelona-Perpignan-Perpignan Figuera • Montpellier • Nîmes • Montpellier-Madrid-Vitoria-Irún/Hendaye Irún/Hendaye-Dax • cross-border station • Dax • Bordeaux Bordeaux-tours the Eastern high-speed rail axis • Paris-Metz-Luxembourg • Baudrecour • Saarbrücken-Mannheim main Western coastline of the Iberian Peninsula High-speed rail interoperability • Madrid-Andalusia • Northeast • Madrid-Levante and Mediterranean North/North-West corridor •, including Vigo-Porto • Extremadura ____ ____ ____ ___ ___ 7 ERTMS/ETCS, the introduction of the high-speed circuit projects included in this list that should the Commission decision 2002/731/EC. TGV Rhin-8 including Rhŏn, except for the Western line. 9 projects fully or partially deployed in the Member States where the applicable EC Regulation 1260/1999 and EC Regulation 1264/1999 (the Cohesion Fund). 10 implementation pending the Commission decision 2002/731/EC.
Traffic Minister a. shlesers