ERTMS/ETCS DMI National Requirements - RSSB Iss 2.pdf · RSSB Page 3 of 40 Railway Group Standard...

Railway Group Standard

GERT8402

Issue Two

Date June 2016

ERTMS/ETCS DMI National Requirements

Synopsis

This document sets out requirements for ERTMS/ETCS Driver Machine Interface (DMI) equipment if a speed display in miles per hour is required and / or an alphanumeric train running number entry is required.

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Published by: RSSB © Copyright 2016 Rail Safety and Standards Board Limited

Uncontrolled When Printed Document comes into force on 03/09/2016 and supersedes GERT8402 Iss 1 and GEGN8602 Iss 1 on 03/09/2016

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Issue record

Issue Date Comments

One March 2012 Supports national deployment of the European Rail Traffic Management System (ERTMS).

Two June 2016 Replaces issue one.

Section 2.1 updated to include requirements related to a new method of controlling the switching of units used for the display of speed information on the ERTMS/ETCS DMI. Rationale included for all requirements.

Revisions have not been marked by a vertical black line in this issue because the document has been revised throughout

Superseded documents

The following Railway Group Standard is superseded, either in whole or in part as indicated:

Superseded documents Sections superseded

Date when sections are superseded

GERT8402 issue one ERTMS/ETCS DMI National Requirements

All 03 September 2016

GEGN8602 issue one Guidance on ERTMS/ETCS DMI National Requirements

All 04 June 2016

GERT8402 issue one ERTMS/ETCS DMI National Requirements, ceases to be in force as of 03 September 2016.

Supply

The authoritative version of this document is available at www.rssb.co.uk/railway-group-standards. Enquiries on this document can be forwarded to [email protected]


http://www.rssb.co.uk/railway-group-standards

mailto:[email protected]

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Contents

Section Description Page

Part 1 Purpose and Introduction 4 1.1 Purpose 4 1.2 Introduction 4 1.3 Approval and authorisation of this document 5

Part 2 Speed Dial Information 6 2.1 Determination of display of mph or km/h 6 2.2 Speed dial design 13 2.3 Current train speed digital 24 2.4 Release speed 24

Part 3 Guidance on Data Entry Windows 26 3.1 Train running number type selection window 26 3.2 Selection of type of train running number 26 3.3 Numeric train running number entry 29 3.4 Alphanumeric train running number entry 31 3.5 Display of train running number in the data view window 34 3.6 Conversion from alphanumeric to numeric train running number 34 3.7 Registration failure 36

Part 4 Application of this document 37 4.1 Application - infrastructure managers 37 4.2 Application - railway undertakings 37 4.3 General compliance date for railway undertakings 37 4.4 Exceptions to general compliance date 37 4.5 Deviations 37 4.6 Health and safety responsibilities 37

Tables Table 1 Level NTC default speed display units 8 Table 2 National train control systems currently defined for use in the UK 9 Table 3 Active function 10 Table 4 Accepted information depending on the mode 11 Table 5 What happens to stored Train Speed Units Override information when

entering a given mode 12

Figures

Figure 1 Area for the speed dial 13 Figure 2 Speed dial for maximum speed display of 248 mph 17 Figure 3 Speed dial for maximum speed display of 155 mph 19 Figure 4 Speed dial for maximum speed display of 111 mph 21 Figure 5 Speed dial for maximum speed display of 87 mph 23 Figure 6 Train running number type selection window 28 Figure 7 Numeric train running number window 30 Figure 8 Alphanumeric train running number window 32

Definitions and Abbreviations 38

References 40


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Part 1 Purpose and Introduction

1.1 Purpose

1.1.1 This document mandates requirements for the European Rail Traffic Management System / European Train Control System (ERTMS/ETCS) Driver Machine Interface (DMI) equipment if a speed display in miles per hour (mph) is required and / or an alphanumeric train running number entry is required.

1.2 Introduction

1.2.1 Background

1.2.1.1 The European Rail Agency (ERA) has prepared a specification for the ERTMS/ETCS DMI, ERA_ERTMS_015560. The specification is for a speed display in kilometres per hour (km/h) and entry of train running numbers in an all-numeric format.

1.2.1.2 Where compatibility with existing Great Britain (GB) operation is required, a speed display in mph and the capability to use alphanumeric train running numbers is needed.

1.2.1.3 Great Britain requested the ERA to include the facility to display speed in mph and permit entry of alphanumeric train running numbers, but this was declined as the need is only relevant to a single European Member State and the ERA did not wish to mandate the functionality on all Member States. The ERA recommended GB to propose Specific Cases in the Control Command and Signalling Technical Specifications for Interoperability (CCS TSI) to address compatibility with GB operation in mph and the use of alphanumeric train running numbers. The Specific Case for GB operation in mph only applies to the display of speed information. Other speed-related information, for example for train data entry, remains in km/h as defined in ERA_ERTMS_015560.

1.2.1.4 This document has been prepared to support the Specific Cases in the CCS TSI.

1.2.2 Principles

1.2.2.1 Neither the provision of a speed display in mph, nor the facility to enter alphanumeric train running numbers, is mandatory. However, if either is to be provided, then the relevant requirements of this document apply.

1.2.2.2 The requirements and specific wording of parts of this document are based on ERA_ERTMS_015560 and are designed to be read in conjunction with that specification. This has resulted in wording that would not have otherwise been used in a Railway Group Standard, but consistency with ERA_ERTMS_015560 is considered very important, to minimise the potential for misinterpretation.

1.2.3 Structure of this document

1.2.3.1 This document sets out a series of requirements that are sequentially numbered.

1.2.3.2 This document also sets out the rationale for the requirement, where available. The rationale explains why the requirement is needed and its purpose. Where relevant, guidance supporting the requirement is also set out in this document. The rationale and the guidance are indicated by prefixing the clause number with the letter ‘G’.

1.2.3.3 The national rules relating to relevant TSI parameters have been identified, together with the relevant clause from the TSI.


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1.2.4 Related requirements in other documents

1.2.4.1 The following Railway Group Standard contains requirements that are relevant to the scope of this document:

GERT8064 European Train Control System: The Management of Packet 44

1.3 Approval and authorisation of this document

1.3.1 The content of this document was approved by Control Command and Signalling (CCS) Standards Committee on 14 April 2016.

1.3.2 This document was authorised by RSSB on 28 April 2016.


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Part 2 Speed Dial Information

2.1 Determination of display of mph or km/h

2.1.1 The onboard ERTMS/ETCS operating level shall be used to determine the units, mph or km/h, for the display of speed information on the ERTMS/ETCS DMI.

G 2.1.1.1 Rationale for 2.1.1: The switching of the onboard speed display units based on operating level provides the flexibility to display speed information in different units for different operating levels on the same line.

G 2.1.1.2 This requirement defines how the UK Specific Case in the CCS TSI related to a speed display in mph will be met.

G 2.1.1.3 The speed information within scope of the UK Specific Case is:

a) The speed dial (see 2.2).

b) Digital display of current train speed (see 2.3).

c) Digital display of release speed (see 2.4).

G 2.1.1.4 An example of where the switching of the onboard speed display units might be required is on a line fitted with ERTMS Level 2 and signals where ERTMS/ETCS fitted trains are permitted to operate in Level 2 or Level National Train Control (NTC).

2.1.2 The units associated with each supported ERTMS/ETCS operating level for the display of speed information on the ERTMS/ETCS DMI shall be determined from an onboard configured default speed unit allocation for each onboard supported ERTMS/ETCS operating level that is required for operations in the UK, unless this allocation has been overridden by stored and applied Packet 44-based Train Speed Units Override information.

G 2.1.2.1 Rationale for 2.1.2: The switching of the onboard speed display units based on a default allocation per ERTMS/ETCS operating level and the ability to override this by a Packet 44-based Train Speed Units Override message provides the maximum flexibility to display speed information in different units for different operating levels on the same line at the current location or a distant location, as set out in 2.1.8 and 2.1.9.

G 2.1.2.2 The Train Speed Units Override message is a UK Packet 44-based message with NID_XUSER = 9 and NID_UKSYS = 11, that can be transmitted by Eurobalise or Radio Block Centre (RBC). The Train Speed Units Override message is used to override the default speed display units that are configured for each operating level within the ERTMS/ETCS onboard equipment. Details of the packet structure and variables for the Train Speed Units Override message are available from RSSB.


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G 2.1.2.3 The structure of the Train Speed Units Override message provides the ability to define an immediate override of display units, or to announce an override of display units to occur at a distant location, for a particular operating level or levels. Accepted Train Speed Units Override information can therefore be in one of two states:

a) Stored and pending – Train Speed Units Override information that is stored onboard but which has yet to be applied due to the override being defined to occur at a distant location.

Or

b) Stored and applied – Train Speed Units Override information that is stored onboard and has already been applied, in conjunction with the onboard configured default values, for determining the units for the display of speed information.

G 2.1.2.4 There are ERTMS/ETCS fitted trains currently in, or soon to enter, GB operation that do not have the means to configure a default set of units per operating level and cannot utilise the Train Speed Units Override message, for example:

a) Class 158 or Class 97 trains equipped for operations on the Cambrian Level 2 line are configured to display mph when in Level 0 (baseline 2 definition) and km/h when in Level 2. The units on the DMI switch automatically when the level changes.

b) Class 700 trains being supplied for the Thameslink project are configured to select mph or km/h for all ERTMS/ETCS operating levels based on the value of NID_C (the country or region code) last received by the train from a balise group. The default is that the train displays km/h unless the value of NID_C received corresponds to an mph area in an onboard list. If the train enters an area where the balises have an NID_C value which does not correspond with mph, then the display will change to km/h in all ERTMS/ETCS operating levels.

Future implementations of ERTMS will need to take into account compatibility with ETCS fitted trains that do not conform to this Standard where these trains are expected to operate.

G 2.1.2.5 Examples of locations where the Train Speed Units Override message might be used include:

a) At the entrance to lines where the default speed units do not apply.

b) At the entrance to lines where the default speed units do apply from lines where they do not apply.

c) To cancel a previously received Train Speed Units Override message that is stored and pending, for example if a train has accepted a Train Speed Units Override message and is subsequently routed away from the line where the message was to apply.

d) At start of mission in ERTMS/ETCS operating Levels 2 or 3 if the ERTMS/ETCS onboard reports a valid position to the Radio Block Centre (RBC) and the reported position is on a line where the default speed units are required to be overridden.


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G 2.1.2.6 The actual speed display units to be applied for each ERTMS/ETCS operating level in a particular operating area is determined as part of the implementation of ERTMS in that area. The process of determining the units appropriate to an operating level should consider the driveability and safety of movements through areas where the speed units change frequently in a short period of time.

2.1.3 The default units for the display of speed information on the ERTMS/ETCS DMI in ERTMS/ETCS operating Levels 0, 1, 2 and 3 shall be km/h.

G 2.1.3.1 Rationale for 2.1.3: Defaulting to km/h for the display of speed information

in ERTMS/ETCS Levels 0, 1, 2 and 3:

a) Minimises the risk of erroneously starting in mph on ERTMS/ETCS fitted infrastructure without conventional signalling, which will be the predominant method of implementation on the GB mainline railway.

And

b) Eliminates the need to change the onboard default configurations once the conventional signalling equipment in areas where ERTMS/ETCS is overlaid on conventional signalling is removed.

G 2.1.3.2 The current strategy for the rollout of ERTMS/ETCS on the GB mainline railway is to implement ERTMS/ETCS Level 2 without signals. The cross-industry ERTMS Programme has agreed that operations in Levels 0, 1, 2 and 3 on the GB mainline railway will predominantly be carried out in km/h, but where ERTMS/ETCS will be overlaid on conventional signalling it might be considered appropriate to operate in mph in Levels 0, 1, 2 and 3.

2.1.4 The default units for the display of speed information on the ERTMS/ETCS DMI in ERTMS/ETCS operating level NTC shall be as set out in Table 1.

National Train Control System

Default speed display units

KVB km/h

TVM km/h

TPWS/AWS mph

TPWS/AWS SA mph

Chiltern ATP (SELCAB) mph

GW-ATP (TBL) mph

Mechanical trainstop mph

Table 1 Level NTC default speed display units


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G 2.1.4.1 Rationale for 2.1.4: Defaulting to mph for the display of speed information in ERTMS/ETCS operating levels where train protection is provided by TPWS and AWS in combination (NID_NTC = 20 and 21), or mechanical trainstop, supports compatibility with the non-TSI conforming network which uses speed in mph. Defaulting to mph for the display of speed information in these ERTMS/ETCS operating levels additionally minimises the likelihood of unintentional display of speed information in km/h in these levels.

G 2.1.4.2 Rationale for 2.1.4: Defaulting to km/h for the display of speed information in ERTMS/ETCS operating levels where train protection is provided by systems also used in other countries avoids introducing requirements on the Control Command and Signalling (CCS) systems in those countries.

G 2.1.4.3 Table 2 sets out the national train control systems currently in use in the UK. The European Rail Agency (ERA) document ERA_ERTMS_040001 allocates the following NID_NTC values for UK use:

NID_NTC National Train Control System

Open Point KVB

14 TVM

20 TPWS/AWS

21 TPWS/AWS SA

35 SELCAB (Chiltern ATP)

37 TBL (GW-ATP)

Open Point Mechanical trainstop

Table 2 National train control systems currently defined for use in the UK

G 2.1.4.4 During operations in the ERTMS/ETCS operating levels associated with National Train Control Systems, an agreed system name is displayed on the ETCS DMI within the National Train Control level symbols (symbol numbers LE02, LE08 and LE09 in ERA_ERTMS_015560). The entries in the ‘National Train Control Systems’ column in Tables 1 and 2 are consistent with those in ERA_040001, and do not necessarily define the system names for display purposes; these are defined in the applicable standard for the National Train Control System concerned when they are agreed.

G 2.1.4.5 NID_NTC values for KVB and mechanical trainstop in the UK are still to be allocated. It is possible that the NID_NTC = 8, currently defined for the use of KVB in France, could additionally be allocated to the UK.

G 2.1.4.6 ‘TPWS/AWS SA’ (TPWS/AWS Specific Application) is technically equivalent to ‘TPWS/AWS’ except that, when a train is operating in TPWS/AWS SA, the ERTMS/ETCS onboard equipment will, in combination with an appropriately configured RBC, prevent a transition from Level NTC operation to Level 2/3 operation. This functionality has been included to support managed migration to ERTMS/ETCS and in particular driver training.

G 2.1.4.7 Guidance on the GB process for managing national identities, including NID_NTC, is given in GEGN8672.


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2.1.5 The onboard function of determining the units for the display of speed information shall be active in ERTMS/ETCS operating modes, as set out in Table 3 (X = active, empty = inactive):

ERTMS/ETCS mode

Onboard function

NP SB PS SH FS LS SR OS SL NL UN TR PT SF IS SN RV

Determine units for display of speed information

X X X X X X X X X X X X

Table 3 Active function

G 2.1.5.1 Rationale for 2.1.5: The onboard function of determining the units for the display of speed information is active in ERTMS/ETCS operating modes Stand-By (SB), Shunting (SH), Full Supervision (FS), Limited Supervision (LS), Staff Responsible (SR), On Sight (OS), Non-leading (NL), Unfitted (UN), Trip (TR), Post Trip (PT), National System (NS) and Reversing (RV), as speed information is displayed on the ERTMS/ETCS DMI in these modes.

G 2.1.5.2 Rationale for 2.1.5: The onboard function of determining the units for the display of speed information is inactive in ERTMS/ETCS operating modes No-Power (NP), Sleeping (SL) and Passive Shunting (PS) modes, as there is no display of speed information by ERTMS/ETCS in these modes. In System Failure (SF) and Isolation (IS) modes, the ERTMS/ETCS DMI outputs cannot be determined.

G 2.1.5.3 For convenience, the information set out in Table 3 is provided in the same format as the Active Functions table in section 4.5 of Subset-026.

G 2.1.5.4 Although the onboard function of determining the units for the display of speed information is inactive in ERTMS/ETCS operating modes SL and PS, Train Speed Units Override messages are still accepted in these modes and are applied, as appropriate, when exiting these modes.

2.1.6 The ERTMS/ETCS onboard equipment shall accept received Train Speed Units Override messages in all ERTMS/ETCS onboard operating levels and from all transmission media.

G 2.1.6.1 Rationale for 2.1.6: To maximise the availability of the ‘Determine units for display of speed information’ onboard function without constraining the trackside design.

G 2.1.6.2 Section 7.4.1.1 of Subset-026 states that Packet 44 is to be used for the transmission of ‘Data to be used by applications outside ERTMS/ETCS’ and defines the criteria for the acceptance of that data. While the ‘Determine units for display of speed information’ is functionally outside the scope of the ERTMS/ETCS specifications, it is permissible for this function to be performed by the ERTMS/ETCS onboard equipment.

G 2.1.6.3 Section 4.8 of Subset-026 defines the ERTMS/ETCS onboard equipment requirements for the filtering and acceptance of received information depending on ERTMS/ETCS operating level and transmission media.


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2.1.7 The ERTMS/ETCS onboard equipment shall accept received Train Speed Units Override messages in ERTMS/ETCS operating modes, as set out in Table 4 (A = Accepted, NR = Not Relevant):

ERTMS/ETCS mode

Information NP SB PS SH FS LS SR OS SL NL UN TR PT SF IS SN RV

Train Speed Units Override

NR A A A A A A A A A A A A NR NR A A

Table 4 Accepted information depending on the mode

G 2.1.7.1 Rationale for 2.1.7: To maximise the availability of the ‘Determine units for display of speed information’ onboard function so that the ERTMS/ETCS onboard equipment is displaying speed information in the correct units.

G 2.1.7.2 Subset-026 states that Packet 44 is to be used for the transmission of ‘Data to be used by applications outside ERTMS/ETCS’ and defines the criteria for the acceptance of that data. While the ‘Determine units for display of speed information’ is functionally outside the scope of the ERTMS/ETCS specifications, it is permissible for this function to be performed by the ERTMS/ETCS onboard equipment.

G 2.1.7.3 Section 4.8 of Subset-026 defines the ERTMS/ETCS onboard equipment requirements for the filtering and acceptance of received information depending on the ERTMS/ETCS operating mode.

2.1.8 Where a newly accepted Train Speed Units Override message demands an override of display units ‘now’, it shall immediately:

a) Replace all stored and pending Train Speed Units Override information.

And

b) Update all already stored and applied Train Speed Units Override information.

G 2.1.8.1 Rationale for 2.1.8: The structure of the Train Speed Units Override message permits the definition of an immediate override of display units, or for an override at a distant location. This requirement specifies the behaviour associated with the immediate override.

G 2.1.8.2 The replacement of a stored Train Speed Units Override message that has yet to be applied (stored and pending) is aligned with the ERTMS/ETCS onboard equipment behaviour for ERTMS/ETCS messages associated with a level transition specified in Subset-026, and provides a means to negate an accepted Train Speed Units Override announcement message if trains are subsequently routed away from the line where the message was to apply.

2.1.9 Where a newly accepted Train Speed Units Override message demands an override of display units to occur at a distant location and the reference balise group is known, it shall:

a) Immediately replace all stored and pending Train Speed Units Override information.

And


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b) Update all already stored and applied Train Speed Units Override information when the estimated front end of the train reaches the distant location.

G 2.1.9.1 Rationale for 2.1.9: The structure of the Train Speed Units Override message permits the definition of an immediate override of display units, or for the override at a distant location. This requirement specifies the behaviour when the message defines the override at a distant location.

G 2.1.9.2 Rationale for 2.1.9: If the train speed units override message announces an override of display units to occur at a distant location the reference balise group has to be known. There are situations where a reference balise group may not be known, for example if the Train Speed Units Override message is received in an RBC message and the Last Relevant Balise Group (LRBG) is set to ‘Unknown’.

G 2.1.9.3 The use of the estimated front end of the train to initiate the change in speed display units resulting from a Train Speed Units Override message defining an override at a distant location is consistent with the ERTMS/ETCS onboard behaviour associated with an announced level transition, as set out in Subset-026 clause 5.10.1.5.

G 2.1.9.4 The replacement of accepted Train Speed Units Override messages that have yet to be applied (stored and pending) is in keeping with the ERTMS/ETCS onboard equipment behaviour for ERTMS/ETCS messages associated with a level transition specified in Subset-026, and provides a means to negate an accepted Train Speed Units Override announcement message if trains are subsequently routed away from the area where the message was to apply.

G 2.1.9.5 The use of the estimated front end of the train enables the change in the display units to be designed to be coincident with an ERTMS/ETCS level transition, so that the change in units displayed on the ERTMS/ETCS DMI and the change in ERTMS/ETCS operating level occur at the same time.

2.1.10 Transitions between ERTMS/ETCS operating levels shall have no effect on stored and pending or stored and applied Train Speed Units Override information.

G 2.1.10.1 Rationale for 2.1.10: Retaining Train Speed Units Override information across level transitions means that Train Speed Units Override messages do not need to be retransmitted every time a level transition takes place.

2.1.11 The effect of entering a given ERTMS/ETCS operating mode on stored Train Speed Units Override information shall be as set out in Table 5 (U = Unchanged, NR = Not Relevant):

Entered Mode

NP SB PS SH FS LS SR OS SL NL UN TR PT SF IS SN RV

Train Speed Units Override information

U (1)

U (1)

U U U U U U U (1)

U U U U NR NR U U (1)

(1) Exception – Deleted if the Train Speed Units Override information is stored and pending.

Table 5 What happens to stored Train Speed Units Override information when entering a given mode


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G 2.1.11.1 Rationale for 2.1.11: As the management of speed display units could be an internal ERTMS/ETCS function, it is necessary to define what that function should do with any related stored data in the event of a mode change. The expected onboard behaviour in the event that a train enters SB or RV before the announced location of an override in display units is reached is consistent with the ERTMS/ETCS onboard behaviour regarding stored ERTMS/ETCS information that is to be acted upon at a distant location on entry to SB and RV modes.

2.2 Speed dial design

2.2.1 This DMI object displays the speed dial.

2.2.2 The speed dial shall be displayed in area B0, as shown in Figure 1.

Figure 1 Area for the speed dial

G 2.2.2.1 Rationale for 2.2.2: So that the mph speed dial is displayed in the same area of the ERTMS/ETCS DMI as is specified for the km/h speed dial in ERA_ERTMS_015560.

G 2.2.2.2 The wording and ordering of this section matches that in ERA_ERTMS_015560, so that this section may be read directly alongside the equivalent requirements in section 8.2.1.1 of ERA_ERTMS_015560.

G 2.2.2.3 The figures in this section present the layout for the touch screen DMI on the left or on the top, and the soft key DMI on the right or on the bottom. Section 3 of ERA_ERTMS_015560 permits either touch screen or soft key technology.

G 2.2.2.4 Section 6 of ERA_ERTMS_015560 has a more comprehensive description of the different specific parts of the DMI display.


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2.2.3 The range of the speed dial shall be preconfigured onboard to one of the following possibilities:

a) 0 mph to 248 mph.

b) 0 mph to 155 mph.

c) 0 mph to 111 mph.

d) 0 mph to 87 mph.

G 2.2.3.1 Rationale for 0: Four mph speed dial possibilities are defined to align with the four km/h speed dial possibilities in ERA_ERTMS_015560. The maximum speed in each of the four mph speed dial ranges corresponds directly to the maximum speed in each of the four km/h speed dial possibilities in ERA_ERTMS_015560. This provides for the current train speed pointer to maintain the same relative position when switching between km/h and mph displays (and vice versa).

G 2.2.3.2 These correspond to the ranges in the DMI specification as follows:

a) 0 km/h to 400 km/h – equivalent to 0 mph to 248 mph.

b) 0 km/h to 250 km/h – equivalent to 0 mph to 155 mph (suitable for rolling stock typically operating at up to 125 mph).

c) 0 km/h to 180 km/h – equivalent to 0 mph to 111 mph (suitable for rolling stock typically operating at up to 100 mph).

d) 0 km/h to 140 km/h – equivalent to 0 mph to 87 mph (suitable for rolling stock typically operating at up to 75 mph).

G 2.2.3.3 It is not expected that rolling stock capable of speeds in excess of 250 km/h will operate in mph at speeds greater than 155 mph (250 km/h) but the 0 mph to 248 mph range for the speed display permits compatibility with mph at lower speeds.

2.2.4 The speed dial shall be circular and shall indicate speeds from 0 mph to the maximum value of the preconfigured onboard range.

G 2.2.4.1 Rationale for 2.2.4: To be consistent with the requirements for the km/h

speed dial in ERA_ERTMS_015560.

G 2.2.4.2 The maximum value of the preconfigured onboard range exceeds the range of the speed indicator lines and associated numbers. The current train speed pointer can use the full range of the circular speed gauge (from -144 degrees to +144 degrees) and is not limited to the last indicator line shown on the mph display.

2.2.5 The maximum value of the preconfigured onboard range for the mph and km/h speed dials shall be equivalent.

G 2.2.5.1 Rationale for 2.2.5: This provides for the current train speed pointer to maintain the same relative position when switching between km/h and mph displays (and vice versa).


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G 2.2.5.2 The choice of speed dial design is made during the application design process for fitment into a driving cab. The range needs to be sufficient to display the maximum speed of the traction unit (with an allowance for overspeed) in both mph and km/h, irrespective of whether the vehicle is permitted to operate at that speed in the particular unit of measurement. For example, a vehicle permitted to operate at 300 km/h on lines that happen to use km/h, but is restricted to 125 mph on lines that happen to use mph, will be configured with the 0 to 400 km/h range and the equivalent 0 to 248 mph range, even though the 0 to 155 mph has sufficient range for operation in mph.

G 2.2.5.3 Where a vehicle is capable of working in multiple with different types of vehicles with higher maximum speeds, consideration should be given to configuring this vehicle with the DMI speed range of the higher speed vehicle. This will allow the train speed pointer to maintain the same relative position when switching between coupled cabs in the same train.

G 2.2.5.4 Similarly, where vehicles capable of a higher speed are operated in a common fleet with vehicles of a lower speed, consideration should be given to configuring the DMI speed range of the lower speed vehicles to be that of the higher speed vehicle. This will allow the train speed pointer to maintain the same relative position when drivers move between different vehicles in the common fleet.

2.2.6 The speed dial shall be composed of:

a) Short or long speed indicator lines drawn radially, from the limit of B0 towards the centre of B0, at every 5 or 10 mph, as shown in Figures 2, 3, 4 and 5.

And

b) Speed numbers attached to some speed indicator lines, positioned at the end of the related indicator line towards the centre of B0 and equally spaced from each other, as shown in Figures 2, 3, 4 and 5.

G 2.2.6.2 Rationale for 2.2.6: to be consistent with the requirements for the km/h


2.2.7 The length of the short speed indicator lines shall be 15 cells.



2.2.8 The length of the long speed indicator lines shall be 25 cells.




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2.2.9 The width of the speed indicator lines shall be:

a) One cell from 0 mph to 120 mph (inclusive).

And

b) Two cells from 130 mph to 240 mph (inclusive).

G 2.2.9.1 Rationale for 2.2.9: The speed indicator lines being one cell wide for speeds between 0 mph and 120 mph (inclusive) is consistent with the requirements for the km/h speed dial in ERA_ERTMS_015560. The speed indicator lines being two cells wide after 125 mph is intended to emphasise the change in scale that occurs approximately at 125 mph.

2.2.10 The numbers and speed indicator lines shall be white.

G 2.2.10.1 Rationale for 2.2.10: To be consistent with the requirements for the km/h


2.2.11 The letters ‘mph’ shall be shown on the speed dial in white, equidistant between the centre of area B1 and the centre of area B4 and in the same size font as the speed numbers, as shown in Figures 2, 3, 4 and 5.

G 2.2.11.1 Rationale for 2.2.11: To support discrimination between the mph and km/h

speed displays.

2.2.12 The functions displayed in B1 and B2 shall use the mapping described below for the preconfigured onboard range.

2.2.13 For the 248 mph speed dial, see Figure 2.


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Figure 2 Speed dial for maximum speed display of 248 mph

2.2.14 Assuming that 0 degrees is vertically upwards from the centre, 0 mph shall be shown at an angle of -144 degrees, and 240 mph shall be shown at an angle of +137.4 degrees, while 124.2 mph is at an angle of +48 degrees.


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G 2.2.14.1 Rationale for 2.2.14: This range means that the current train speed pointer is in the same position as it would be for the 0 km/h to 400 km/h display (which is from -144 degrees to +144 degrees, with 200 km/h at +48 degrees).

G 2.2.14.2 At the maximum angle of +144 degrees the maximum speed that can be displayed is 248 mph.

2.2.15 Both segments from 0 mph to 124.2 mph and from 124.2 mph to 248 mph shall have linear mapping between speed and angles.

G 2.2.15.1 Rationale for 2.2.15: To be consistent with the requirements for the km/h speed dial in ERA_ERTMS_015560 and provides for the current train speed pointer to maintain the same relative position when switching between km/h and mph displays (and vice versa).

2.2.16 The speed dial with the 248 mph shall indicate the following numbers: 0, 20, 40, 60, 80, 100, 120, 160, 200 and 240. At each of the following positions: 0, 20, 40, 60, 80, 100, 120, 160, 200 and 240, a long speed indicator line shall be drawn. In between these lines, short speed indicator lines shall be drawn.


G 2.2.16.2 This means that in the first segment (from 0 to 124.2 mph) the distance between the 10 mph indications is wider (15.4 degrees) than in the second segment (from 124.2 to 240 mph) (7.7 degrees).



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2.2.18 Assuming that 0 degrees is vertically upwards from the centre, 0 mph shall be shown at an angle of -144 degrees, and 140 mph is at an angle of +116 degrees.

G 2.2.18.1 Rationale for 2.2.18: This range means that the current train speed pointer is in the same position as it would be for the 0 km/h to 250 km/h display (which is from -144 degrees to +144 degrees). 150 mph is not shown to avoid a short speed indicator line after the last long speed indicator line that has a label (140 mph). There is insufficient space to include the next long speed indicator line at 160 mph.

G 2.2.18.2 At the maximum angle of 144 degrees the maximum speed that can be displayed is 155 mph.

2.2.19 The segment from 0 mph to 140 mph shall have linear mapping between speed and angles.


2.2.20 The speed dial with the 155 mph shall indicate the following numbers: 0, 20, 40, 60, 80, 100, 120 and 140. At each of these displayed numbers, a long speed indicator line shall be drawn. In between these lines short speed indicator lines shall be drawn.




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2.2.22 Assuming that 0 degrees is vertically upwards from the centre, 0 mph shall be shown at an angle of -144 degrees, and 110 mph is shown at an angle of +139 degrees.

G 2.2.22.1 Rationale for 2.2.22: This range means that the current train speed pointer is in the same position as it would be for the 0 km/h to 180 km/h display (which is from -144 degrees to +144 degrees).




2.2.24 The speed dial with the 111 mph shall indicate the following numbers: 0, 10, 20, 30, 40, 50, 60, 70, 80, 90, 100 and 110. At each of these displayed numbers, a long speed indicator line shall be drawn. In between these lines, short speed indicator lines shall be drawn.




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2.2.26 Assuming that 0 degrees is vertically upwards from the centre, 0 mph shall be shown at an angle of -144 degrees, and 80 mph is shown at an angle of +121 degrees.


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G 2.2.26.1 Rationale for 2.2.26: This range means that the current train speed pointer is in the same position as it would be for the 0 km/h to 140 km/h display (which is from -144 degrees to +144 degrees). 85 mph is not shown to avoid a short speed indicator line after the last long speed indicator line that has a label (80 mph). There is insufficient space to include the next long speed indicator line at 90 mph.




2.2.28 The speed dial with the 87 mph shall indicate the following numbers: 0, 10, 20, 30, 40, 50, 60, 70 and 80. At each of these displayed numbers a long speed indicator line shall be drawn. In between these lines, short speed indicator lines shall be drawn.


2.3 Current train speed digital

2.3.1 ERA_ERTMS_015560 applies in all respects for the current train speed digital display, except as shown below.

G 2.3.1.1 Rationale for 2.3.1: To be consistent with ERA_ERTMS_015560, except where speed display is required to be in mph.

G 2.3.1.2 Section 8.2.1.3 of ERA_ERTMS_015560 specifies the arrangements for displaying the current speed of the train digitally in area B1 of the DMI (see Figure 1).

2.3.2 The units of speed used for the current train speed digital display in area B1 shall be the same as that used for the circular speed gauge.

G 2.3.2.1 Rationale for 2.3.2: This provides for the digital speed value to be

displayed in the same units as the circular speed indicated around area B0.

2.4 Release speed

2.4.1 ERA_ERTMS_015560 applies in all respects for the release speed digital display, except as shown below.


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G 2.4.1.1 Rationale for 2.4.1: To be consistent with ERA_ERTMS_015560, except

where speed display is required to be in mph.

G 2.4.1.2 Section 8.2.1.6 of ERA_ERTMS_015560 specifies the arrangements for displaying the graphical and digital presentation of the release speed in areas B2 and B6 respectively (see Figure 1).

2.4.2 The units of speed used for the release speed digital display in area B6 shall be the same as that used for the circular speed gauge.

G 2.4.2.1 Rationale for 2.4.2: This provides for the release speed to be digitally displayed in the same units as the circular speed indicated around area B0.


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Part 3 Guidance on Data Entry Windows

3.1 Train running number type selection window

3.1.1 If both numeric train running numbers and alphanumeric train running numbers are supported, the train running number type selection window shall be presented on selection of the ‘Train Running Number’ button on the Main Window or the ‘TRN’ button on the Driver ID window.

G 3.1.1.1 Rationale for 3.1.1: To allow selection of the correct train running entry

window where entry of both types is required to be supported.

G 3.1.1.2 Rationale for 3.1.1: The reason for the choice is to permit operators that only use numeric train running numbers in the UK (for example, Eurostar) to use a standard DMI while still allowing operators that have alphanumeric train running numbers to follow the alternative requirements set out in this document, and to allow for a migration path to possible future use of numeric train running numbers.

G 3.1.1.3 The decision about the types of train running number that can be entered should be made as part of the ERTMS/ETCS design process.

3.1.2 If the train running number type selection window is presented, the selection shall be made before a train running number entry window is available.

G 3.1.2.1 Rationale for 3.1.2: To ensure that the train running number cannot be entered before the train running number type is selected where entry of both types is required to be supported.

G 3.1.2.2 Section 11.3.1 of ERA_ERTMS_015560 contains equivalent requirements to those set out here for train running number entry.

G 3.1.2.3 It is permissible to enter a numeric train running number or an alphanumeric train running number.

G 3.1.2.4 The train running number type selection window can be omitted if an operator permits entry of only one type of train running number.

G 3.1.2.5 If both numeric train running numbers and alphanumeric train running numbers are supported, then the requirements for selection are applied.

3.2 Selection of type of train running number

3.2.1 The train running number type selection window shall comply with the requirements in chapter 10.3 of ERA_ERTMS_015560 for a window on half grid array containing a single input field with only the data part.

G 3.2.1.1 Rationale for 3.2.1: For consistency with the format of other data entry windows specified in ERA_ERTMS_015560.

3.2.2 The title of the train running number type selection window shall be ‘Train running number type’.


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G 3.2.2.1 Rationale for 3.2.2: For consistency with the format of other data entry

windows specified in ERA_ERTMS_015560.

3.2.3 The single input field shall be used for the entry / revalidation of the type of train running number.

G 3.2.3.1 Rationale for 3.2.3: Only one entry field is required for the entry / validation

of train running number type.

3.2.4 The keyboard associated with the type of train running number shall be a dedicated keyboard displaying the ‘Numeric’ and ‘Alphanumeric’.

G 3.2.4.1 Rationale for 3.2.4: To simplify the selection process for the driver.

3.2.5 Figure 6 shows the presentation of the train running number type selection window.


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Figure 6 Train running number type selection window

G 3.2.5.1 Figure 6 shows a km/h speed display. If the requirements in Part 2 are applied, then an mph speed display could be shown during the train running number entry process.


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3.3 Numeric train running number entry

3.3.1 The numeric train running number window shall comply with the requirements in chapter 10.3 of ERA_ERTMS_015560 for a window on half grid array containing a single input field with only the data part.

G 3.3.1.1 Rationale for 3.3.1: For consistency with the format of the train running number entry window as specified in ERA_ERTMS_015560.

3.3.2 The window title shall indicate ‘Train running number’.


3.3.3 The single input field shall be used for the entry / revalidation of the train running number.

G 3.3.3.1 Rationale for 3.3.3: For consistency with the format of the train running

number entry window as specified in ERA_ERTMS_015560.

3.3.4 The keyboard associated with the train running number shall be a numeric keyboard.

G 3.3.4.1 Rationale for 3.3.4: To support the entry of numeric characters only.

3.3.5 Figure 7 shows the presentation of the numeric train running number window.


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Figure 7 Numeric train running number window



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3.4 Alphanumeric train running number entry

3.4.1 The alphanumeric train running number window shall comply with the requirements in chapter 10.3 of ERA_ERTMS_015560 for a window on half grid array containing a single input field with only the data part.


3.4.2 The window title shall indicate ‘Train running number’.


3.4.3 The single input field shall be used for the entry / revalidation of the train running number.

G 3.4.3.1 Rationale for 3.4.3: For consistency with the format of the train running

number entry window as specified in ERA_ERTMS_015560.

3.4.4 The keyboard associated with the train running number shall be an alphanumeric keyboard.

G 3.4.4.1 Rationale for 3.4.4: To support the entry of both numeric and alphabetic

characters.

3.4.5 Figure 8 shows the presentation of the alphanumeric train running number window for operators using alphanumeric train running numbers.


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Figure 8 Alphanumeric train running number window



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3.4.6 The format for an alphanumeric train running number shall be a seven character number, NANN NNN where ‘N’ is a numeric digit (0 to 9 inclusive), ‘A’ is an alphabetic character (A to Z inclusive) and there is a space displayed between the fourth and fifth characters. The alphabetic character ‘A’ shall be shown as a capital letter.

G 3.4.6.1 Rationale for 3.4.6: For consistency with the national Global System for Mobile communications − Railway (GSM-R) voice radio registration requirements set out in GKRT0094.

G 3.4.6.2 The first group of characters (NANN) is colloquially the ‘head code’ or train reporting number. The second group (NNN) is the location code − usually the last three digits of the signal identity, marker board identity or associated alias plate identity where the train is commencing its journey.

G 3.4.6.3 The location code is only used when an alphanumeric train running number has been entered.

3.4.7 For numeric ‘N’ fields the digits 0 to 9 (only) shall be selected directly on the DMI. No alphabetic character entries shall be presented in the entry field while the editing cursor is on an ‘N’ field.

G 3.4.7.1 Rationale for 3.4.7: By limiting the ‘N’ field to the digits 0 to 9 (only) the key presses to enter an alphanumeric train running number are the same as the Siemens GSM-R cab mobile radio (software version 2) being introduced for widespread use in GB.

G 3.4.7.2 Only the second entry field is an ‘A’ field – all others are ‘N’ fields.

3.4.8 For the alphabetic ‘A’ field the characters A to Z (only) shall be selected directly on the DMI. No numeric digit entries shall be presented in the entry field while the editing cursor is on the ‘A’ field.

G 3.4.8.1 Rationale for 3.4.8: By limiting the ‘A’ field to the characters A to Z (only) the key presses to enter an alphanumeric train running number are the same as the Siemens GSM-R cab mobile radio (software version 2) being introduced for widespread use in GB.

G 3.4.8.2 For example, to enter 5S28 the key presses would be:

G 3.4.8.3 Chapter 10.3.2 of ERA_ERTMS_015560 defines the requirements for the movement of the editing cursor between fields, including the delay-time associated with the entry of the alphabetic characters.

3.4.9 For the alphabetic ‘A’ field, if the 1 or 0 key is pressed no letters or numbers shall be displayed in the ‘A’ field and the editing cursor shall remain in the ‘A’ field.

G 3.4.9.1 Rationale for 3.4.9: There are no alphabetic characters available from the

1 and 0 key on the ERTMS/ETCS DMI alphanumeric keyboard.

5 jkl

7 pqrs

7 pqrs

7 pqrs

7 pqrs

2 abc

8 tuv Key press

Data entered 5 P Q R S 2 8


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G 3.4.9.2 If an alphabetic character is already being displayed in the ‘A’ field as a result of a previous key press, and the 1 or 0 key is pressed, the editing cursor should move to the following ‘N’ field and the numeric character 1 or 0 displayed.

G 3.4.9.3 Chapter 10.3.2 of ERA_ERTMS_015560 defines the requirements for the movement of the editing cursor between fields, including the delay-time associated with the entry of the alphabetic characters.

3.4.10 When the editing cursor is on the ‘A’ field, the displayed character shall continuously and sequentially cycle through all alphabetic characters available from the particular key being pressed until a different key is pressed.

G 3.4.10.1 Rationale for 3.4.10: This prevents numeric characters being displayed in

the ‘A’ field.

G 3.4.10.2 For example, if the ‘2’ button is pressed four times with the editing cursor on the ‘A’ field, the display in the entry field will cycle through A, B, C, A.

3.4.11 An alphanumeric train running number shall require the entry of seven characters in total.

G 3.4.11.1 Rationale for 3.4.11: The key presses to enter an alphanumeric train running number are the same as the Siemens GSM-R cab mobile radio (software version 2) being introduced for widespread use in GB.

3.4.12 When entering or displaying an alphanumeric train running number the ERTMS/ETCS DMI shall place a space between the fourth and fifth characters.

G 3.4.12.1 Rationale for 3.4.12: The key presses to enter an alphanumeric train running number are the same as the Siemens GSM-R cab mobile radio (software version 2) being introduced for widespread use in GB.

3.5 Display of train running number in the data view window

3.5.1 The train running number shall be displayed in the ERTMS/ETCS DMI data view window in the format in which it was entered.

G 3.5.1.1 Rationale for 3.5.1: To support the driver in confirming, where required,

that the train running number has been entered correctly.

G 3.5.1.2 If a numeric train running number was entered, then the train running number is displayed in numeric form in the data view window. If an alphanumeric train running number was entered, then the train running number is displayed in alphanumeric form, as set out in 3.4.12.

3.6 Conversion from alphanumeric to numeric train running number

3.6.1 When an alphanumeric train running number has been entered, the number shall be converted by the following algorithms.


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G 3.6.1.1 Rationale for 3.6.1: For consistency with the national GSM-R voice

registration requirements set out in GKRT0094.

3.6.2 The first four characters of the alphanumeric train running number N1AN2N3 are first

converted to a decimal number P by the formula:

PM = 27000.M + 2700.N1 + 100.n(A) + 10.N2 + N3

where:

n(A) maps the upper case alphabet to numbers in the range 0-25,

that is, A = 0, B = 1 etc.

M is 0, 1 or 2



3.6.3 Initially M shall be 0. The values 1 and 2 can be used for M to generate alternative numbers to resolve a conflict with another train having the same alphanumeric train running number (see 3.7) if this is not already performed by another system.



G 3.6.3.2 Internally, ERTMS/ETCS uses an all-numeric train running number. Any alphanumeric train running number is converted before being presented at an interface to external equipment.

G 3.6.3.3 There are two algorithms: the first converts the alphanumeric identity to an all-numeric identity, the second then codes the all-numeric identity so that there is no obvious traceability to the original identity.

G 3.6.3.4 As a result of applying the formula, P is in the range 0 to 80899 inclusive.

G 3.6.3.5 To avoid potential confusion and incorrect use, the numeric value used for registration does not have an obvious relationship with the alphanumeric train running number. The encryption used is a simple linear mapping modulo 89989, which is a prime number slightly less than 90000. This is not strong encryption in the cryptographic sense, but is adequate to hide the relationship to the train running number to a casual viewer.

3.6.4 A five-digit number, Q, is calculated by the following formula:

QM = (25007.PM)mod89989



G 3.6.4.2 This calculation can be carried out using 32 bit arithmetic, which facilitates simple implementation on standard microprocessor hardware.


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G 3.6.4.3 As a result of this calculation, Q is a five-digit decimal number between 0 and 89988 inclusive.

3.6.5 The train running number is then the concatenation of the number Q and the last three characters of the alphanumeric train running number, N4N5N6.



G 3.6.5.2 This results in an eight-digit train running number.

G 3.6.5.3 For example, if the alphanumeric train running number is 5S28 152 and M = 0, Q can be calculated as 44145, so the train running number is 44145152.

3.7 Registration failure

3.7.1 If the ERTMS/ETCS equipment determines that registration has failed due to duplication, the ERTMS/ETCS DMI shall automatically recalculate the train running number using the next incremental value of M and retry registration if this is not already performed by another system.

G 3.7.1.1 Rationale for 3.7.1: For consistency with the national GSM-R voice registration requirements set out in GKRT0094.

G 3.7.1.2 How the ERTMS/ETCS equipment is able to determine that registration has failed is outside the scope of this document. This is not appropriate to address as a national requirement as it is necessary for operational interoperability, but it is undefined in ERA_ERTMS_015560.

3.7.2 If the ERTMS/ETCS equipment is able to determine that registration has failed and M = 2, the text ‘GSM-R voice registration failure’ shall be displayed as a system status message on the ERTMS/ETCS DMI if a display of registration failure is not already provided by another system.

G 3.7.2.1 Rationale for 3.7.2: To support the driver in determining if a registration failure has occurred if this information is not available from another onboard system.

G 3.7.2.2 How the ERTMS/ETCS equipment is able to determine that registration has failed and M = 2 is outside the scope of this document. This is not appropriate to address as a national requirement as it is necessary for operational interoperability, but it is undefined in ERA_ERTMS_015560.

G 3.7.2.3 Sections 8.2.3.4 and 15 of ERA_ERTMS_015560 define the requirements for the display of the system status messages.


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Part 4 Application of this document

4.1 Application - infrastructure managers

4.1.1 There are no requirements applicable to infrastructure managers.

4.2 Application - railway undertakings

4.2.1 Scope

4.2.1.1 The requirements of this document apply to all new ERTMS/ETCS onboard assemblies as follows:

a) Section 2 applies when an mph speed display is required.

b) Section 3 applies when alphanumeric train running numbers are to be supported.

4.2.2 Exclusion from scope

4.2.2.1 There are no exclusions from the scope specified in 4.2.1 for railway undertakings.

4.3 General compliance date for railway undertakings

4.3.1 This Railway Group Standard comes into force and is to be complied with from 03 September 2016.

4.4 Exceptions to general compliance date

4.4.1 If, at the time the requirements in this document are to be complied with, a project is at an advanced stage of development, having regard to the impact that a change in technical specification would have on the project, it is permissible to continue to meet the equivalent requirements in the Railway Group Standards applying before the requirements are to be complied with.

4.4.2 If the project requires an authorisation for placing into service, a decision to continue to meet the equivalent requirements in the Railway Group Standards applying before the requirements are to be complied with should be discussed with the Office of Rail and Road.

4.5 Deviations

4.5.1 Where it is considered not reasonably practicable to comply with the requirements of this document (including any requirement to comply with a TSI requirement), permission to comply with a specified alternative should be sought in accordance with the deviation process set out in the Railway Group Standards Code.

4.5.2 In the case where TSI compliance is required for a new, renewed or upgraded vehicle or structural subsystem, the derogation process to be followed is set out in the Railways (Interoperability) Regulations 2011 (as amended).

4.6 Health and safety responsibilities

4.6.1 Users of documents published by RSSB are reminded of the need to consider their own responsibilities to ensure health and safety at work and their own duties under health and safety legislation. RSSB does not warrant that compliance with all or any documents published by RSSB is sufficient in itself to ensure safe systems of work or operation or to satisfy such responsibilities or duties.


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Definitions and Abbreviations

Note: Many of these definitions are reproduced from ERA_ERTMS_015560 which sets out further information about the design of the ERTMS/ETCS DMI.

Cell

A basic unit to define the shape of DMI objects and the proportions of areas. Depending on the resolution of the total image display area, a cell can consist of one or more pixels.

Display area

A zone displaying a piece of visual information and defined by a size (in cells) and a position relative to the positions of the other display areas. It is more commonly named ‘area’ in this specification.

DMI

Driver Machine Interface.

ERTMS

European Rail Traffic Management System.

ERTMS/ETCS

ETCS part of ERTMS.

ERTMS/ETCS DMI

The full interface between the driver and the ERTMS/ETCS onboard equipment containing all inputs and outputs (for example, visual, audible, keys, buttons etc).

Estimated front end

The position the ERTMS/ETCS onboard equipment estimates the front of the train to be at, with the highest probability according to the physical characteristics of the train and to the odometer working conditions. It is expressed as a distance from a location reference detected by the ERTMS/ETCS onboard equipment.

ETCS

European Train Control System.

Grid array

An area grid pattern on the total image display area consisting of cells, which results in a visual appearance of information in certain proportions.

GSM-R

Global System for Mobile communications − Railway.

Input field

An object shown to the driver to echo entered data. It is composed of a label part giving the topic of the data and of a data part showing the data itself.

Label

The presentation of information in graphical form or text indication on a button or associated with an input field.

LRBG

Last Relevant Balise Group.


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NTC

National Train Control.

Packet

Data with a particular functional objective that is defined by the packet identity.

Packet 44

Packet 44 is the means to transmit data for national applications between train and track and vice versa, using the data transmission facilities included within the ETCS. It is available for use by all Railway Group members. Such data messages are identified by being contained in data packets which include the packet identifier (NID_PACKET) 44. Applications which use data transmitted using Packet 44 are not subject to the requirements of interoperability legislation.

RBC

Radio Block Centre.

Soft key

A context-dependent key which consists of a hard key with an associated label on the total image display area.

Specific case

A provision made in a TSI to deal with particular circumstances prevailing in a particular Member State.

Touch screen

The display area when used for the driver’s inputs by means of programmable sensitive areas.

Window

A presentation of objects, text messages, input fields and / or buttons related to a single topic.


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References

The Catalogue of Railway Group Standards gives the current issue number and status of documents published by RSSB. This information is also available from www.rssb.co.uk/railway-group-standards.

RGSC 01 Railway Group Standards Code

RGSC 02 Standards Manual

Documents referenced in the text

Railway Group Standards

GKRT0094 Train Voice Radio Systems

RSSB documents

GEGN8672 Guidance on ERTMS National Identities Management

Other references

ERA_ERTMS_015560 ETCS Driver Machine Interface, European Rail Agency, version 3.4.0, 12 May 2014

ERA_ERTMS_040001 Assignment of values to ETCS variables, version 1.16, 16 January 2015

Subset-026 ETCS baseline 2 - ERTMS/ETCS Class 1 System Requirements Specification, version 2.3.0, ERA, 24 February 2006

Subset-026 ETCS baseline 3 release 1 - ERTMS/ETCS Class 1 System Requirements Specification, version 3.4.0, ERA, 12 May 2014

Subset-026 ETCS baseline 3 release 2 - ERTMS/ETCS Class 1 System Requirements Specification, version 3.4.0, ERA, [to be published]

Other relevant documents

Other references

CCS TSI Control, Command and Signalling TSI as adopted by European Commission on 25 January 2012 [current]

CCS TSI Control, Command and Signalling TSI as approved by Railways Interoperability and Safety Committee on 10 February 2016 [to be published]




ERTMS/ETCS DMI National Requirements - RSSB Iss 2.pdf · RSSB Page 3 of 40 Railway Group Standard...

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