EUROPEAN RAILWAY AGENCY
ERTMS UNIT
REPORT ON
THE AGENCY RECOMMENDATION TO UPDATE THE ERTMS
SPECIFICATIONS IN THE ANNEX A TO THE TSI CONTROL-COMMAND
AND SIGNALLING
Reference:
ERAEXT-208-216
Version:
1
Date:
16/03/2012
Name
Document
Type:
Report
Edited by
Approved by
Hans Bierlein
Pio GUIDO
Begona Domingo
Position
Project Officer
Head of ERTMS Unit
Date
&
Signature
File : Документ1
PAGE
1 OF 23
EUROPEAN RAILWAY AGENCY
AMENDMENT RECORD
Version
Date
Section
number
Modification/description
0.1
14/02/2012
All
First issue
Hans Bierlein
0.2
06/03/2012
All
Improving the content
Hans Bierlein
0.3
12/03/2012
several
Adding the GSM-R part
0.4
15/03/2012
several
Improving the content, adding
input from PG, BD and DL
Hans Bierlein
0.5
16/03/2012
several
Taking into account the
comments received
Hans Bierlein
1-
19/03/1021
-
Release version
File: Документ1
Author
Begona Domingo
Pio Guido
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Summary
The draft Agency Recommendation1 proposes to change the ERTMS
Specifications in Annex A of the TSI CCS2, with three aims:
1.
to introduce the GSM-R specifications EIRENE FRS 7.3.0 and
EIRENE SRS 15.3.0,
2.
to amend the test specifications for ETCS 2.3.0d,
3.
to introduce the ETCS Baseline 3 specifications
Evolution of EIRENE and GSM-R Baseline
The EIRENE documents currently enforced in the Annex A of the CCS TSI are:
FRS version 7 and SRS version 15. These versions of the EIRENE documents
contain information or optional clauses and requirements not relevant for the
scope of the TSI. In agreement with the sector it was recognized that a clear
identification of those requirements needed for interoperability, and therefore
legally binding, is necessary.
Therefore, in cooperation with the UIC, the GSM-R Industry Group, the Agency
identified the relevant subset of EIRENE mandatory requirements, designated
as GSM-R Baseline 0.
The sector strongly requested to maintain in a single set of documents all the
GSM-R requirements, information and optional (non TSI relevant) clauses.
Therefore the GSM-R Baseline 0 release 3 is not published as a separate set of
documents, but its content is included in the EIRENE FRS 7.3.0 and SRS
15.3.0, with clear identification of the requirements (indicated as “MI”). The
EIRENE FRS 7.3.0 and SRS 15.3.0 contain:

the requirements categorized as mandatory for interoperability out of
the previous EIRENE documents,

the introduction of a new chapter (Chapter 16) for ETCS Data only
radio IC (EDOR), which was previously included in the chapter for
Cab Radio (Chapter 5)

and an updated reference list.
1
ERA/REC/2012-xx
2
Commission Decision 2012/88/EU of the 25th January 2012
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At the same time, a thorough review has been done to the whole EIRENE
documents, where editorial misalignments have been corrected, non-completely
clear clauses have been expanded and a consistency check has been
performed.
Interoperability constituents and subsystems developed according to the
applicable mandatory requirements in EIRENE FRS v7 and SRS v15 are not
impacted: all the requirements categorized as mandatory for interoperability in
the Baseline 0 were already mandatory in EIRENE.
As detailed above, the requirements mandatory for interoperability in the GSMR Baseline 0 release 3 are equivalent to those in EIRENE FRS v7 and SRS
v15, and therefore, an economic evaluation is not needed, since there are no
changes impacting the stakeholders.
The benefits of having the requirements strictly needed for interoperability
clearly identified are mainly due to the clarification and simplification of the
certification and authorization processes, where a reduced number of
requirements will be formally verified.
Test Specifications for ETCS 2.3.0d
The subset-076 (test specifications for ETCS) was amended incorporating the
return of experience from suppliers and laboratories executing tests with real
products. It offers now a stable basis for testing to demonstrate conformity with
2.3.0d and it is a prerequisite for the development of the Baseline 3 test
specification.
The document update has been performed by the Test Specification group
managed by the Agency with the consortium constituted around ERTMS
laboratories, with the support of UNISIG experts.
In March 2011, the agency published a list of errors detected in the current
legally in force version of the SS-076. The errors were classified into 5
categories:

Category 1: Editorial error

Category 2: Sequence error

Category 3: Variability (variables, linking, … )

Category 4: Different Interpretation
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
Category 5: Impact on/from other subsets
Errors within categories 1, 2 and 3 were corrected in the frame of the Test
Specification WG, category 4 and 5 errors were discussed with the ERTMS
Users Group and the system experts of UNISIG. Using the outcome of this
exercise a backward compatibility test campaign was launched and executed by
the laboratories: the findings, after discussion with the stakeholder concerned,
were incorporated in the test specifications.
The Test cases (Subset-076-5-2) and Test Sequences (Subset-076-6-3) are
mandatory specifications in the Annex A for the Baseline 2, the other Subset
076 test documents which are informative will be listed in the application guide.
ETCS Baseline 3
The ETCS Baseline 3 is the result of the cooperation and of the considerable
amount of work undertaken by the Sector with the Agency in application of the
commitments defined in the ERTMS MoU signed in 2008. It contains:

Closure of open points that remained in the current baseline

Clarifications and improvements on the basis of return of experience
from implementations.

Enhancements which have been identified as necessary for
operation of ERTMS/ETCS on freight corridors and the wider
conventional network.
The core functionality is specified in the ERTMS/ETCS SRS and DMI
documents; for the first time the DMI documents are now part of the mandatory
specifications: they have also allowed the development and validation of the
harmonized operational rules in parallel and in coordination with the technical
requirements, the first time since the inception of the ERTMS project.
With baseline 2 it was possible to add so called “Designer Choice” (DC) CR
from Subset-108 in order to improve the functionalities without jeopardizing
interoperability. This lead to the fact that the implementations can differ from
each other and the certification and placing in service process gets more
complex. All DC CR are included as standard requirements in Baseline 3
enabling a major step forward in the simplification and harmonization of those
processes.
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The standardisation of the ERTMS/ETCS DMI ensures a common railway
operation under ERTMS/ETCS and is seen as significant improvement towards
a harmonised train operation within Europe. They have also allowed the
development and validation of the harmonized operational rules in parallel and
in coordination with the technical requirements, the first time since the inception
of the ERTMS project.
The updated operational rules ensure backward compatibly which guaranty a
single set of rules applicable for all operated system versions.
The updated STM FFFIS allows now to integrate a legacy ATP system on board
without exporting requirements or constraints from the legacy system onto
ERTMS/ETCS. The standardized interface allows a real plug and play for the
STM equipment; this has to be seen as a significant improvement in regard to
standardisation, certification and placing in service.
The establishment of a harmonised braking model which closes an open point
is absolutely vital for interoperability and perfectly support the assignment of
responsibilities as called by the directives.
The baseline 3 offers functional enhancements requested by the sector, most
notably:

Limited supervision mode > Vehicle for some countries to boost
implementation and migration towards ERTMS/ETCS

Passive shunting mode > Improvement of shunting operations

Level crossing functionality > Possibility to improve the line
performance in case of autonomous LX and increase of safety as it
helps the driver to locate the LX.

Lines under construction >

Increase of efficiency for the IM to perform their work;

Help maintain safety during construction/renewal operation;

Improvement of operating conditions when upgrading, during
maintenance and under construction; to avoid the manual isolation of
the on board equipment or to shield the level transition balises.

Tunnel stopping area > Supporting the driver in the operation to stop
the train in a tunnel area.

Use of the Horn > Closing a operational gap in regard to cab
signalling
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
Door control > Offering support for the driver or an automatic system
to control the doors

NL mode modification > improving the safety in the specific condition
and ensuring common operational rule
Baseline compatibility
With baseline 3 for the first time more than one interoperable Baseline will coexist, therefore special focus is given to System Version Management and the
backward compatibility mechanism.
Baseline 3:

offers backward compatibility for baseline 3 trains on baseline 2
infrastructure.

offers the possibility to upgrade a baseline 2 trackside while keeping
most of the existing balises unchanged.

offers the efficient mechanisms to improve trackside implementation
without losing the compatibility with baseline 2 on boards, allowing to
add selected functionalities on top of a baseline 2 infrastructure. This
additional baseline 3 information will be ignored by a baseline 2 train
but taken into account by a baseline 3 train.
The Baseline 3 specifications have been designed in such a manner that it is
possible to use them to design, implement and certify Baseline 2 trackside when only
Baseline 2 functions are used and the system version identifier is set to the baseline
2 value (X=1). Nevertheless, to avoid any possible impact on current or near-term
project, the Recommendation of the Agency propose to maintain in parallel the two
baselines leaving to the applicant the decision to apply the existing 2.3.0d
specifications or the new Baseline 3 for those trackside projects which do not need
Baseline 3 functionality
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Table of Contents
1. Abbreviations......................................................................................... 9
2. Introduction ......................................................................................... 10
2.1
Background for ERTMS/ETCS ........................................................... 10
2.2
Background for GSM-R .................................................................... 10
3. Work methodology ................................................................................ 11
3.1
ERTMS/ETCS Baseline 3 specifications ............................................... 11
3.2
GSM-R Baseline 0 specifications ........................................................ 11
3.3
Development and consolidation of the ERTMS/ETCS specifications .............. 12
3.4
Development and consolidation of the GSM-R baseline 0........................... 15
3.5
Working groups ............................................................................. 16
Groups dealing with specific items ............................................ 16
3.5.2
3.6
Baseline – what? ........................................................................... 17
3.7
ERTMS/ETCS System version – what? ................................................ 18
3.8
ERTMS/ETCS Backward compatibility – what? ....................................... 18
3.9
The ERTMS/ETCS system version 1.1 – why?........................................ 18
GSM-R Baseline 0 ....................................................................... 19
3.10
4. Content of the ERTMS/ETCS Baseline 3 ...................................................... 21
4.1
Main modifications.......................................................................... 21
4.1.1
Functional enhancements ............................................................ 21
4.1.2
Interface specifications ............................................................... 22
4.1.3
Closure of open points (Annex G of the TSI CCS) ............................... 22
4.1.4
Improvement of specifications content ............................................. 23
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1.
Abbreviations
Abbreviation
Definition
CCM
Change Control Management
CCB
Change Control Board (role assumed by the CCS working party)
CCS
Control-Command and Signalling
CER
Community of European Railway and Infrastructure Companies
CG
Control Group
Cr
Change requests
DC
Designer Choice
DMI
Driver Machine Interface
EC
European Commission
EIM
European Rail Infrastructure Managers
EIRENE
European Integrated Railway Radio Enhanced Network
ERA
European Railway Agency (also referred to as Agency)
ERTMS
European Rail Traffic Management System
ETCS
European Train Control System
FFFIS
Form Fit Functional Interface Specification
FRS
Functional Requirements Specification
GSM-R
Global System for Mobile Communications - Railway
IC
Interoperability Constituent
MoU
Memorandum of Understanding
OPE
Operation and traffic management
SRS
System Requirement Specification
STM
Specific Transition Module
SVM
System Version Management
TIU
Train Interface Unit
TI
Train Interface
TSI
Technical Specification for Interoperability
UIC
Union International de Chemins de Fer
UNISIG
Union Industry of Signalling
WP
Working Party organised by ERA
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2.
Introduction
2.1
Background for ERTMS/ETCS
2.1.1.1
2.2
With the signature in June 2008 of the Memorandum of Understanding
(MoU) on ERTMS, the sector and the Commission committed to deploy
ERTMS using the current baseline, also known as “2.3.0d”; at the same
time they recognized that a limited number of additional functions would
be extremely beneficial to ensure a larger deployment of the system. For
that reason the Agency was mandated to define the specifications for
Baseline 3.
Background for GSM-R
2.2.1.1
The MoU also mandates the review of the EIRENE options by the
Agency. The EIRENE documents (Functional requirements specification
– FRS- and System requirements specification – SRS-) have been part
of the list of mandatory specifications in all the previous CCS TSI Annex
A. These documents contain the set of requirements for the
telecommunication network to be used both for voice communication to
the driver and for data communication to a train running with ETCS Level
2. These requirements refer to the different ICs and subsystems included
in the network, but not all of them are mandatory from the interoperability
point of view. The exercise done during the last years, working together
with the stakeholders involved (UIC, CER, EIM, GSM-R Industry Group,
NoBos), results in a separation of the set of requirements considered
relevant for interoperability from the rest. The GSM-R Baseline 0
contains only the requirements mandatory for interoperability, which are
a subset of the requirements in EIRENE.
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3.
Work methodology
3.1
ERTMS/ETCS Baseline 3 specifications
3.1.1.1
The Agency has implemented the Change Control Management for
ERTMS/ETCS in close cooperation with the Working Parties.
Representative Organisations of the sector, the Network of National
Safety Authorities and coordination of Notified Bodies have been
regularly involved in each stage of the process.
3.1.1.1
Each modification to the ERTMS/ETCS specifications is formally
registered in an Agency database as a “Change Request” (Cr) and
individually assessed by the Agency and normally assigned for resolution
to the technical experts from the railways and the suppliers. This process
is detailed in the Agency procedure “ERTMS Change Control
Management3”.
3.1.1.2
Once decided, the solutions of individual Cr have been then incorporated
into the ERTMS/ETCS specification documents.
3.1.1.3
Editorial groups have prepared the draft or update of the specifications
which form the ERTMS/ETCS Baseline 3, proposing editorial
improvements for parts that have proven to be difficult to understand,
and implementing the modifications originated by decisions taken in the
relevant working groups according to the CCM procedures and related
to:
1. Closure of open points that remain in the current baseline
2. Clarifications and improvements on the basis of return of experience
from implementations.
3. Enhancements which have been identified as necessary for
operation of ETCS on freight corridors and the wider conventional
network.
3.2
GSM-R Baseline 0 specifications
3.2.1.1
3
The Agency holds the responsibility for the requirements that are
mandatory for interoperability. The current EIRENE documents contain
much more information and additional requirements not relevant for
interoperability. The Agency and the UIC signed a specific Memorandum
ERA_ERTMS_0001 v2.0
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of Understanding on GSM-R in October 2011 setting the basis of the
cooperation to maintain the GSM-R specifications with the different roles
and the two organizations.
3.2.1.2
The Agency has worked together with the representative organisations,
National Safety Authorities and UIC to identify the requirements to be
included in the Baseline 0 for GSM-R.
3.2.1.3
The GSM-R Baseline 0 is not presented in a separate document; it is
embedded into the EIRENE documents. The requirements considered as
mandatory for interoperability are clearly marked in them.
3.2.1.4
Although the discussions were held before the adaptation to the Agency
CCM process was completed, the modifications done in the EIRENE
documents are formally registered in the Change Request database.
3.2.1.5
Once decided, the individual Change Requests are incorporated to the
specification documents. The modifications are related to:
1. Identification of the requirements mandatory for interoperability;
2. Addition of a new chapter containing the requirements for the ETCS
data only radio (EDOR) equipment, which were previously found in
separate chapters, together with the description of the cab radio
equipment;
3. Clarifications and improvements on the basis of return of experience
from implementations, included in the EIRENE documents and in
other required specifications;
4. References update and editorial changes.
3.3
Chronology of the development and consolidation of the
ERTMS/ETCS specifications
2007
3.3.1.1
Already in 2007 the ERA CG and the CCB agreed on the list of Cr,
elaborated and proposed by the experts from the sector organisations
involved, which should form the maximum possible functional extension
for the baseline 3.
3.3.1.2
It was agreed that Baseline 3 of the ERTMS/ETCS specifications will (in
order of importance):
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
add functionality which has been identified as necessary for
operation of ERTMS/ETCS on freight corridors and the wider
conventional network;

close open points that remain in the current baseline;

seize the opportunity to correct errors that have been detected in
the current specifications.
Remark: The transformation of optional “DC” Change Requests into
mandatory part of the specifications will also significantly improve the
testing, verification and authorisation process for the system.
3.3.1.3
ERA together with CER, EIM and UNISIG agreed the activities
necessary to complete the definition of the content of the ERTMS/ ETCS
Baseline 3 and their impact assessment, in a process called “triage”.
3.3.1.4
Separately a small working group was set up with the objective to
elaborate the activities necessary for the development of Baseline 3 and
their dependencies.
3.3.1.5
In the December 2007 the results of the triage activities were presented:

all the functional Cr have been assigned to a category or to a
working group;

the actions to define the necessary solutions still missing are
defined and its responsibility allocated
2008
3.3.1.6
In 2008 10 meetings from the ERA CG were held where all issues in
regard to Baseline 3 activities were presented, discussed and where
appropriate agreed with the representatives of the sector organisations.
3.3.1.7
By the end of 2008, the Agency had identified, in an intense dialogue
with the sector, the functionalities to be added to the existing
ERTMS/ETCS specifications.
3.3.1.8
The Agency published a first draft of the SRS for Baseline 3 (the SRS
version 3.0.0) in December 2008, in line with its approach of transparent
development in dialogue with the sector. This release included a first
definition of most of the new functions and was used to perform in 2010
a backwards compatibility test campaign between SRS 230d and SRS
3.0.0 with a positive outcome.
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2009
3.3.1.1
In 2009 9 meetings from the ERA CG were held.
3.3.1.2
In addition to the usual review from the ERTMS/ETCS experts of UNISIG
and of the Users Group, the SRS 3.0.0 were subjected to the external
review performed by an external competent contractor (Dr. Graband and
Partner GmbH): the results of this external review were evaluated by the
Agency and by the sector experts and incorporated in the successive
release 3.1.0 and of the aligned DMI specifications.
2010
3.3.1.3
In 2010 10 meetings from the ERA CG were held.
3.3.1.4
Because of the delay in the feedback from the WG involved, ERA could
publish the SRS 3.1.0 and DMI 3.0 only beginning of 2010.
3.3.1.5
CR acceleration workshops were organised and held.
3.3.1.6
ETCS Level and STM workshop was performed by ERA in March 2010
in in order to discuss the Cr related to these topics with the experts
concerned.
3.3.1.7
A backwards compatibility test campaign between SRS 230d and SRS
3.0.0 was performed with positive results.
3.3.1.8
ERA steered an OPE test scenario workshop in Madrid and provided
after further meetings with the sector organisations the template to be
used. The EEIG started to collect the scenarios from the projects.
3.3.1.9
The ERTMS MoU Steering Committee meeting started the simplification
of ERTMS activity.
3.3.1.10
In December SRS 3.2.0 and corresponding DMI document were
published.
2011
3.3.1.11
In 2011 10 meetings from the ERA CG were held.
3.3.1.12
2011 was used for completion, correction and overall consistency of all
Subsets which is mainly performed by UNISIG working groups. The main
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focus was given STM, Train Interface, RAMS and engineering &
performance.
3.3.1.13
ERA performed a DMI ergonomic test campaign with drivers provided by
CER. The results were very positive and really promising.
3.3.1.14
A workshop was performed in June to discuss the Cr on SRS and DMI
submitted after Dec. 2010.
3.3.1.15
In order to finalise the STM FFFIS, a workshop was organized in August
2011.
3.3.1.16
The TI FFFIS provided by UNISIG, was from the railway sector experts
point of view, not seen as mature enough. It was decided to improve the
TI FIS and to add the TI FFFIS in a later stage to Annex A.
3.3.1.17
The ERTMS Operational Rules writing group has defined the rules and
principles valid for Baseline 3 and is validating them.
3.3.1.18
A second backwards compatibility test campaign between SRS 230d and
now using SRS 3.2.0 was performed in December and finalised in
January 2012.
2012
3.3.1.19
3.4
In 2012, 3 meetings from the ERA CG were held until date.
Development and consolidation of the GSM-R baseline 0
3.4.1.1
Since before 2010, ERA has been working together with UIC, CER, EIM,
the NSAs, the NoBos and the GSM-R Industry Group in order to achieve
the goal of identifying the requirements considered to be Mandatory for
Interoperability, which conform the GSM-R Baseline 0.
3.4.1.2
The initial exercise led to the distribution in April 2011 of the GSM-R
Baseline 0 v01, based in EIRENE FRS v7 and SRS v15, but there were
still some open points in the requirement classification and also it was
detected that some of the improvements in FRS v7.1 and SRS v15.1 had
to be included as a result of the revision of the specifications.
3.4.1.3
After a Workshop organized by ERA in October 2011 and some further
discussions with the stakeholders, the final result is presented in the
GSM-R Baseline 0 release 3. GSM-R Baseline 0 release 3 content is
merged with EIRENE FRS 7.3.0 and SRS 15.3.0.
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3.5
3.4.1.4
At the same time, a thorough review has been done to the whole
EIRENE documents, where editorial misalignments have been corrected,
confusing clauses have been expanded and a consistency check has
been performed.
3.4.1.5
Other documents, such as FFFIS for Euroradio, have been also modified
according to the CCM process, in consistency with other changes
approved in the ERTMS/ETCS Baselines.
Working groups
3.5.1.1
The outcome from all Subgroups and the progress of the activities was
regularly presented in the ERA CG meetings and the TSI CCS WP
acting as CCB. The ERA CG endorsed the remits for the subgroups,
agreed on the how to deal with specific issues (e.g. the need to perform
a workshop on a specific topic, to run acceleration meetings in order to
meet the milestones) and agreed the outcome of the subgroup activities.
The ERA CG meetings where the platform for ERA to present in a
transparent manner all the activities in regard to the modifications for
Annex A, and to discuss the requirements and the positions of sector
organisations involved.
3.5.2
Groups dealing with specific items
3.5.2.1
For the GSM-R activities: CER, EIM, GSM-R Industry Group, NSAs and
UIC worked together in different subgroups. Representatives of the
Notified Bodies were also consulted.
3.5.2.2
SVM (ETCS)
The System Version Management WG elaborated the principles and for
the management of system versions over the ETCS lifetime (SUBSET104).
3.5.2.3
BA (ETCS)
The Braking Aspects WG resolved outstanding issues related to the
ETCS braking curves functionality, in particular all the Rolling Stock
braking aspects leading to the definition of the ETCS braking curve
model input parameters.
3.5.2.4
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The DMI WG elaborated the ERTMS/ETCS DMI document and
performed the operational DMI tests with train drivers for CER.
3.5.2.5
OW (ERTMS)
The operational rules writing group produced the operational rules for
baseline 3 applicable also for baseline 2 which form the appendix A in
the TSI OPE.
3.5.2.6
OH (ERTMS)
The operational harmonisation WG :
3.5.2.7

Validated the operational rules

Checked all the baseline 3 Cr with impact on operation
OF (ERTMS)
The operational feedback WG performed the check and provided the
input for e.g. tunnel stopping areas, use of sounds
3.5.2.8
UNISIG and EEIG ERTMS Users Group
The UNISIG Super Group and the EEIG CR Group, together with the
other sub-groups within their respective organisations have significantly
contributed to the attainment of the baseline 3 objectives; the amount of
work and the number of deliverables produced by them is extremely
important.
3.6
Baseline – what it is
3.6.1.1
A baseline is defined by a stable kernel in terms of system functionality,
performance and other non-functional characteristics.
3.6.1.2
The concept of baseline is applied to both the Train Control (ETCS) and
radio communication (GSM-R) parts of the CCS subsystem, in order to
form a referential used to control the changes brought to respectively the
ETCS and GSM-R parts of the CCS subsystem.
3.6.1.3
In the context of the TSI CCS annex A, a baseline release is defined by a
specific version of each of the documents that are relevant for the
concerned part of ERTMS (ETCS or GSM-R).
3.6.1.4
Therefore several releases may be necessary to maintain a given
baseline, each of them consisting only of error corrections (maintenance
releases).
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3.6.1.5
3.7
3.8
3.9
Conversely, when changes are made to the stable kernel of
interoperability functions, this will consist of the definition of a new
baseline.
ERTMS/ETCS System version – what it is
3.7.1.1
The ERTMS/ETCS system version is the technical means to control the
train-to-track compatibility when new baselines are created, in order to
prevent situations leading to an unacceptable reduction of safety or
performance.
3.7.1.2
The ERTMS/ETCS system version is identified with two numbers (X.Y),
the first one distinguishing incompatible versions, while the second one
indicates compatibility within a version X. Today, the system version
numbers of the baseline 2 are 1.0 while the system version numbers for
baseline 3 will be 2.0.
3.7.1.3
Example: the introduction of the new function Level Crossings would
lead to an unacceptable situation if the on-board equipment is not fitted
with it while it is used by the trackside. Therefore the introduction of this
function (like many other ones) induced an X increment of the system
version for Baseline 3, preventing baseline 2 trains (with X = 1) to run on
lines where such functions are used.
ERTMS/ETCS Backward compatibility – what it is
3.8.1.1
In the interoperability context, the ERTMS/ETCS backward compatibility
must be understood as the capability of trains that refer to a given
baseline X, to operate on lines operated with ETCS system version with
lower value(s) of X. The backward compatibility function is specified in
chapter 6 of the ERTMS/ETCS SRS.
3.8.1.2
By definition two baselines differing only by the Y number of their system
versions are fully backward/upward compatible, which means for
instance that a train with X.0 is allowed to operate on lines X.1, even if it
is not fitted with a function used by the trackside.
The ERTMS/ETCS system version 1.1 – why?
3.9.1.1
File: Документ1
In the new set of annex A specifications proposed for the baseline 3,
there are specific provisions/requirements applicable to trackside, in
case it would be necessary e.g. to extend a baseline 2 line with a portion
of track still operated with the system version X = 1, even after the
baseline 2 specifications have been repealed.
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3.9.1.2
3.10
In addition, it has been requested by the Railways to make possible the
use of some baseline 3 functions, on those lines that will continue to be
operated with the system version X = 1. These functions (e.g. Tunnel
Stopping areas) are intended to be used by the baseline 3 trains, while
the trackside information will be ignored by the baseline 2 trains.
GSM-R Baseline 0
3.10.1.1
The issuing of GSM-R Baseline 0 r3 does not correspond to the addition
of any new functionality. The requirements included in the GSM-R
Baseline 0 r3 are a selection of the requirements that were considered
Mandatory in EIRENE FRS v7 and SRS v15.
3.10.1.2
Options, information clauses and requirements that were categorized as
mandatory but that could or should not be verified in a certification
process have been removed from the set of requirements included in the
Baseline 0 r3.
3.10.1.3
All the existing certificates, done according to the applicable Mandatory
requirements in EIRENE FRS v7 and SRS v15, are not impacted: all the
requirements categorized as Mandatory for Interoperability in the
Baseline were Mandatory in EIRENE.
3.10.1.4
In the previous EIRENE documents, there was no separate chapter with
the collection of requirements for the ETCS Data Only Radio (EDOR). In
the Decision 2012/88/EU, this element has been declared as an
Individual Constituent, and its requirements had to be clearly identified.
These requirements were found in the previous EIRENE version
amongst the requirements for the Cab radio. Although the physical
equipment can be the same for voice and data transmission, the
requirements for each function are clearly different, and there are some
differences between the needs of the two ICs. The certificates issued
previously should have taken into consideration these differences.
3.10.1.5
In the GSM-R Baseline 0 r3, ETCS data only radio requirements are
identified, as well as the variation in the services required and in the
radio characteristics.
3.10.1.6
The equivalence of the EIRENE requirements has been checked also
thanks to NoBos review.
3.10.1.7
The issuing of a new GSM-R Baseline (Baseline 1) will only be
performed in case there are new functionalities to be included in the
requirements considered mandatory for interoperability. If a clarification
File: Документ1
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or an editorial change is proposed, without an impact on the existing
products, a new release of the Baseline 0 will be produced.
File: Документ1
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4.
Content of the ERTMS/ETCS Baseline 3
4.1
Main modifications
4.1.1
Functional enhancements
4.1.1.1
The baseline 3 offers functional enhancements requested by the sector,
most notably:
4.1.1.2
Limited supervision
Vehicle for some countries to boost implementation and migration
towards ERTMS/ETCS.
4.1.1.3
Lines under construction

Increase of efficiency for the IM to perform their work;

Avoiding a decrease of safety during operation;

Improvement of operating lines
when upgrading, during maintenance and under construction; to avoid
the manual isolation of the on board equipment or to shield the level
transition balises.
4.1.1.4
Passive shunting mode
Improvement of shunting operations, especially for the railway
undertakings.
4.1.1.5
Level crossing functionality
Baseline 3 is providing now the possibility to improve the line
performance in case of autonomous LX and offers an increase of safety
as it helps the driver to locate the LX.
4.1.1.6
Tunnel stopping area
This enhancement is supporting the driver when he his required to stop
the train in a tunnel area.
4.1.1.7
Use of the horn
There was a lack of specification in regard to cab signalling
4.1.1.8
File: Документ1
NL mode modification
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Improvement of safety in the specific condition thanks to the input from
the TI when operating in NL mode in order to avoid possible driver
mistakes and ensuring common operational rules.
4.1.1.9
Door control supervision
Offering support for the driver or an automatic system to control the
doors
4.1.2
Interface specifications
4.1.2.1
ETCS DMI
The standardisation of the ERTMS/ETCS DMI ensures a common train
operation under ERTMS/ETCS and is seen as a significant improvement
towards a harmonised train operation within Europe.
4.1.2.2
FFFIS STM
The updated STM FFFIS allows now to integrate a legacy ATP system
on board without exporting requirements or constraints from the legacy
system onto ERTMS/ETCS. The standardized interface allows a real
configured plug and play (real exchangeability) for the STM equipment;
this has to be seen as a significant improvement with regard to
standardisation, certification and placing in service.
4.1.2.3
FIS TI
The update debugs the document and ensures the conformance with the
SRS. Moreover it closes an open point identified from the OPE rule
writing group which provides an improvement of safety when operating in
NL mode as it avoids driver mistakes and it ensures common operational
rules.
4.1.3
Closure of open points (Annex G of the TSI CCS)
4.1.3.1

The number of open points will be reduced with baseline 3:
“Braking curves”
The establishment of a harmonised braking model which closes an open point
is essential for efficient interoperability and to perfectly support the separation
of responsibilities as called by the directives. The algorithm and modelling is
able to deal with freight trains up to 1500m long

File: Документ1
Index 51 "Ergonomic aspects of the DMI", this open point is closed as
well
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4.1.3.2
The agency has given priority on the closure of the remaining open
points. Index 78 “safety requirements for ETCS DMI functions”, while
taken into account the safety study performed, is expected to be finalised
end of 2012.
4.1.3.3
Index 28 “availability” is planned to be finalised within one year.
4.1.4
Improvement of specifications content
4.1.4.1
With the return of experience and especially with the wider range of
application of the system, feedback was given in regard of unambiguity
of the specification content. The baseline 3 specifications strongly
benefitted from this feedback.
4.1.4.2
Improvement of operational interoperability:
The B3 activity allowed the development and validation of the
harmonised operational rules in parallel and in coordination with the
technical requirements, the first time since the inception of the ERTMS
project.
The updated operational rules ensure backward compatibly which
guaranty a single set of rules applicable for all operated system versions.
Benefit for the certification and placing in service process
4.1.4.3
Subset 076, Test specification
With the updated Annex A also a new version of Subset 076 taking into account
the return of experience from suppliers and laboratories executing tests with
real products for baseline 2 will be released. This stable and debugged test
specification forms now a reliable basis for the enhancement to baseline 3.
4.1.4.4
Elimination of Subset 108 DC Cr
With baseline 2 it was possible, to add DC Cr from Subset 108 in order
to improve the functionalities without jeopardising interoperability. This
lead to the fact that the implementations differ from each other and the
certification and placing in service process gets more complex. With
baseline 3 it is expected, as this possibility did no more exist, to make a
major step forward in simplifying and unifying these processes.
4.1.4.5
Interface specifications
With the introduction of new documents (e.g. ETCS DMI) an open point
is closed and with the improvement (e.g. STM) the quality and
consistency of the whole system specifications are improved.
File: Документ1
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