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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.
This document contains one or more pages which contain colour.
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prior written permission of Rail Safety and Standards
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In circumstances where Rail Safety and Standards Board
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Published by:
RSSB
© Copyright 2016
Rail Safety and Standards Board Limited
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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
ERTMS/ETCS DMI National
Requirements
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Superseded documents
The following Railway Group Standard is superseded, either in whole or in part as indicated:
Superseded documents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superseded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superseded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]
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ERTMS/ETCS DMI National
Requirements
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Contents
Section
Description
Part 1
1.1
1.2
1.3
Purpose and Introduction
Purpose
Introduction
Approval and authorisation of this document
Part 2
2.1
2.2
2.3
2.4
Speed Dial Information
Determination of display of mph or km/h
Speed dial design
Current train speed digital
Release speed
6
6
13
24
24
Part 3
3.1
3.2
3.3
3.4
3.5
3.6
3.7
Guidance on Data Entry Windows
Train running number type selection window
Selection of type of train running number
Numeric train running number entry
Alphanumeric train running number entry
Display of train running number in the data view window
Conversion from alphanumeric to numeric train running number
Registration failure
26
26
26
29
31
34
34
36
Part 4
4.1
4.2
4.3
4.4
4.5
4.6
Application of this document
Application - infrastructure managers
Application - railway undertakings
General compliance date for railway undertakings
Exceptions to general compliance date
Deviations
Health and safety responsibilities
37
37
37
37
37
37
37
Level NTC default speed display units
National train control systems currently defined for use in the UK
Active function
Accepted information depending on the mode
What happens to stored Train Speed Units Override information when
entering a given mode
8
9
10
11
12
Area for the speed dial
Speed dial for maximum speed display of 248 mph
Speed dial for maximum speed display of 155 mph
Speed dial for maximum speed display of 111 mph
Speed dial for maximum speed display of 87 mph
Train running number type selection window
Numeric train running number window
Alphanumeric train running number window
13
17
19
21
23
28
30
32
Tables
Table 1
Table 2
Table 3
Table 4
Table 5
Figures
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
RSSB
Page
4
4
4
5
Definitions and Abbreviations
38
References
40
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Railway Group Standard
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Issue
Two
Date
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Part 1
ERTMS/ETCS DMI National
Requirements
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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Requirements
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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.
RSSB
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Railway Group Standard
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Issue
Two
Date
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Part 2
ERTMS/ETCS DMI National
Requirements
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:
G 2.1.1.4
2.1.2
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).
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).
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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ERTMS/ETCS DMI National
Requirements
G 2.1.2.3
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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)
G 2.1.2.4
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.
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
RSSB
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
2.1.3
ERTMS/ETCS DMI National
Requirements
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.
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)
G 2.1.3.2
2.1.4
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.
The current strategy for the rollout of ERTMS/ETCS on the GB mainline
railway is to implement ERTMS/ETCS Level 2 without signals. The crossindustry 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.
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
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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
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Railway Group Standard
GERT8402
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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
Onboard
function
Determine
units for
display of
speed
information
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):
NP
SB
X
Table 3
2.1.6
ERTMS/ETCS DMI National
Requirements
PS
ERTMS/ETCS mode
SH
FS LS SR OS
X
X
X
X
X
SL
NL
UN
TR
PT
X
X
X
X
SF
IS
SN
RV
X
X
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.
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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ERTMS/ETCS DMI National
Requirements
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):
Information
Train Speed
Units
Override
NP
NR
SB
A
Table 4
2.1.8
PS
A
ERTMS/ETCS mode
SH FS LS SR
OS
A
A
A
A
A
SL
A
NL
A
UN
A
TR
A
PT
A
SF
NR
IS
NR
SN
A
RV
A
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.
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)
2.1.9
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.
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)
2.1.10
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.
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
2.1.11
Train
Speed
Units
Override
information
ERTMS/ETCS DMI National
Requirements
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.
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):
NP
U
(1)
SB
U
(1)
PS
U
SH
U
FS
U
LS
U
SR
U
Entered Mode
OS
SL
NL
U
U
U
(1)
UN
U
TR
U
PT
U
SF
NR
IS
NR
SN
U
RV
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
Page 12 of 40
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ERTMS/ETCS DMI National
Requirements
G 2.1.11.1
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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
RSSB
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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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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:
G 2.2.3.3
2.2.4
2.2.5
ERTMS/ETCS DMI National
Requirements
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).
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.
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.
The maximum value of the preconfigured onboard range for the mph and km/h speed dials
shall be equivalent.
G 2.2.5.1
Page 14 of 40
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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ERTMS/ETCS DMI National
Requirements
2.2.6
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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.
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
2.2.7
The length of the short speed indicator lines shall be 15 cells.
G 2.2.7.1
2.2.8
Rationale for 2.2.7: to be consistent with the requirements for the km/h
speed dial in ERA_ERTMS_015560.
The length of the long speed indicator lines shall be 25 cells.
G 2.2.8.1
RSSB
Rationale for 2.2.6: to be consistent with the requirements for the km/h
speed dial in ERA_ERTMS_015560.
Rationale for 2.2.8: to be consistent with the requirements for the km/h
speed dial in ERA_ERTMS_015560.
Page 15 of 40
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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
2.2.9
ERTMS/ETCS DMI National
Requirements
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
2.2.10
The numbers and speed indicator lines shall be white.
G 2.2.10.1
2.2.11
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.
Rationale for 2.2.10: To be consistent with the requirements for the km/h
speed dial in ERA_ERTMS_015560.
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.
Page 16 of 40
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ERTMS/ETCS DMI National
Requirements
Figure 2
2.2.14
RSSB
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Speed dial for maximum speed display of 248 mph
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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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
2.2.15
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.
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
2.2.16
2.2.17
ERTMS/ETCS DMI National
Requirements
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).
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 2.2.16.1
Rationale for 2.2.16: 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).
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).
For the 155 mph speed dial, see Figure 3.
Page 18 of 40
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ERTMS/ETCS DMI National
Requirements
Figure 3
RSSB
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Speed dial for maximum speed display of 155 mph
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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
2.2.18
2.2.19
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.
The segment from 0 mph to 140 mph shall have linear mapping between speed and
angles.
G 2.2.19.1
2.2.20
Rationale for 2.2.19: 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).
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.
G 2.2.20.1
2.2.21
ERTMS/ETCS DMI National
Requirements
Rationale for 2.2.20: 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).
For the 111 mph speed dial, see Figure 4.
Page 20 of 40
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ERTMS/ETCS DMI National
Requirements
Figure 4
RSSB
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Speed dial for maximum speed display of 111 mph
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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
2.2.22
2.2.23
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).
G 2.2.22.2
At the maximum angle of 144 degrees the maximum speed that can be
displayed is 111 mph.
The segment from 0 mph to 110 mph shall have linear mapping between speed and
angles.
G 2.2.23.1
2.2.24
Rationale for 2.2.23: 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).
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.
G 2.2.24.1
2.2.25
ERTMS/ETCS DMI National
Requirements
Rationale for 2.2.24: 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).
For the 87 mph speed dial, see Figure 5.
Page 22 of 40
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ERTMS/ETCS DMI National
Requirements
Figure 5
2.2.26
RSSB
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Speed dial for maximum speed display of 87 mph
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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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
2.2.27
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.
G 2.2.26.2
At the maximum angle of 144 degrees the maximum speed that can be
displayed is 87 mph.
The segment from 0 mph to 80 mph shall have linear mapping between speed and angles.
G 2.2.27.1
2.2.28
ERTMS/ETCS DMI National
Requirements
Rationale for 2.2.27: 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).
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.
G 2.2.28.1
Rationale for 2.2.28: 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).
2.3
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.
2.3.2
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).
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.
Page 24 of 40
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ERTMS/ETCS DMI National
Requirements
2.4.2
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).
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
RSSB
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Part 3
ERTMS/ETCS DMI National
Requirements
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.
3.1.2
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.
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
3.2.2
Rationale for 3.2.1: For consistency with the format of other data entry
windows specified in ERA_ERTMS_015560.
The title of the train running number type selection window shall be ‘Train running number
type’.
Page 26 of 40
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ERTMS/ETCS DMI National
Requirements
G 3.2.2.1
3.2.3
RSSB
Rationale for 3.2.3: Only one entry field is required for the entry / validation
of train running number type.
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
3.2.5
Rationale for 3.2.2: For consistency with the format of other data entry
windows specified in ERA_ERTMS_015560.
The single input field shall be used for the entry / revalidation of the type of train running
number.
G 3.2.3.1
3.2.4
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Rationale for 3.2.4: To simplify the selection process for the driver.
Figure 6 shows the presentation of the train running number type selection window.
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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Figure 6
G 3.2.5.1
Page 28 of 40
ERTMS/ETCS DMI National
Requirements
Train running number type selection window
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.
RSSB
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ERTMS/ETCS DMI National
Requirements
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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
3.3.2
The window title shall indicate ‘Train running number’.
G 3.3.2.1
3.3.3
RSSB
Rationale for 3.3.3: For consistency with the format of the train running
number entry window as specified in ERA_ERTMS_015560.
The keyboard associated with the train running number shall be a numeric keyboard.
G 3.3.4.1
3.3.5
Rationale for 3.3.2: For consistency with the format of the train running
number entry window as specified in ERA_ERTMS_015560.
The single input field shall be used for the entry / revalidation of the train running number.
G 3.3.3.1
3.3.4
Rationale for 3.3.1: For consistency with the format of the train running
number entry window as specified in ERA_ERTMS_015560.
Rationale for 3.3.4: To support the entry of numeric characters only.
Figure 7 shows the presentation of the numeric train running number window.
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Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Figure 7
G 3.3.5.1
Page 30 of 40
ERTMS/ETCS DMI National
Requirements
Numeric train running number window
Figure 7 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.
RSSB
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ERTMS/ETCS DMI National
Requirements
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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.
G 3.4.1.1
3.4.2
The window title shall indicate ‘Train running number’.
G 3.4.2.1
3.4.3
RSSB
Rationale for 3.4.3: For consistency with the format of the train running
number entry window as specified in ERA_ERTMS_015560.
The keyboard associated with the train running number shall be an alphanumeric
keyboard.
G 3.4.4.1
3.4.5
Rationale for 3.4.2: For consistency with the format of the train running
number entry window as specified in ERA_ERTMS_015560.
The single input field shall be used for the entry / revalidation of the train running number.
G 3.4.3.1
3.4.4
Rationale for 3.4.1: For consistency with the format of the train running
number entry window as specified in ERA_ERTMS_015560.
Rationale for 3.4.4: To support the entry of both numeric and alphabetic
characters.
Figure 8 shows the presentation of the alphanumeric train running number window for
operators using alphanumeric train running numbers.
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GERT8402
Issue
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Date
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Figure 8
G 3.4.5.1
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ERTMS/ETCS DMI National
Requirements
Alphanumeric train running number window
Figure 8 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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Issue
Two
Date
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ERTMS/ETCS DMI National
Requirements
3.4.6
3.4.7
3.4.8
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.
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.
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
3.4.9
5
7
7
7
7
2
8
jkl
pqrs
pqrs
pqrs
pqrs
abc
tuv
Data entered
5
R
S
2
8
P
Q
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.
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
RSSB
Key press
Rationale for 3.4.9: There are no alphabetic characters available from the
1 and 0 key on the ERTMS/ETCS DMI alphanumeric keyboard.
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Issue
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Date
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3.4.10
3.4.11
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.
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.
An alphanumeric train running number shall require the entry of seven characters in total.
G 3.4.11.1
3.4.12
ERTMS/ETCS DMI National
Requirements
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.
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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ERTMS/ETCS DMI National
Requirements
G 3.6.1.1
3.6.2
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
Rationale for 3.6.1: For consistency with the national GSM-R voice
registration requirements set out in GKRT0094.
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
G 3.6.2.1
3.6.3
3.6.4
Rationale for 3.6.2: For consistency with the national GSM-R voice
registration requirements set out in GKRT0094.
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 3.6.3.1
Rationale for 3.6.3: For consistency with the national GSM-R voice
registration requirements set out in GKRT0094.
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.
A five-digit number, Q, is calculated by the following formula:
QM = (25007.PM)mod89989
RSSB
G 3.6.4.1
Rationale for 3.6.4: For consistency with the national GSM-R voice
registration requirements set out in GKRT0094.
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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Date
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G 3.6.4.3
3.6.5
ERTMS/ETCS DMI National
Requirements
As a result of this calculation, Q is a five-digit decimal number between 0
and 89988 inclusive.
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 3.6.5.1
Rationale for 3.6.5: For consistency with the national GSM-R voice
registration requirements set out in GKRT0094.
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.
3.7.2
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.
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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ERTMS/ETCS DMI National
Requirements
Part 4
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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.
RSSB
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Issue
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Date
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ERTMS/ETCS DMI National
Requirements
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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ERTMS/ETCS DMI National
Requirements
Railway Group Standard
GERT8402
Issue
Two
Date
June 2016
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.
RSSB
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Date
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ERTMS/ETCS DMI National
Requirements
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/railwaygroup-standards.
RGSC 01
RGSC 02
Railway Group Standards Code
Standards Manual
Documents referenced in the text
Railway Group Standards
GKRT0094
RSSB documents
GEGN8672
Other references
ERA_ERTMS_015560
ERA_ERTMS_040001
Subset-026
Subset-026
Subset-026
Train Voice Radio Systems
Guidance on ERTMS National Identities Management
ETCS Driver Machine Interface, European Rail Agency,
version 3.4.0, 12 May 2014
Assignment of values to ETCS variables, version 1.16,
16 January 2015
ETCS baseline 2 - ERTMS/ETCS Class 1 System
Requirements Specification, version 2.3.0, ERA,
24 February 2006
ETCS baseline 3 release 1 - ERTMS/ETCS Class 1
System Requirements Specification, version 3.4.0, ERA,
12 May 2014
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
CCS TSI
Page 40 of 40
Control, Command and Signalling TSI as adopted by
European Commission on 25 January 2012 [current]
Control, Command and Signalling TSI as approved by
Railways Interoperability and Safety Committee on 10
February 2016 [to be published]
RSSB