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Systemführerschaft ETCS CH Document control sheet

Document control sheet

contents Configuration rules for «limited monitoring» ETCS

Level 1 Limited Supervision (L1 LS) in Switzerland
creator Stefan Wiedmer

Wordprozessor Microsoft Word 2010

Filename 08_PL1LS_SYS_RulesL1LS_V21.docx

Status document In progress / in review / released

distributor According to BAV distributor

Guided Document Yes. Responsibility document owner.

document owner Head of system leadership ETCS Switzerland

period of validity Until an updated version is published by SF ETCS CH.

monitoring Responsibility for periodic monitoring: System leadership ETCS CH.

Examination after 5 years at the latest.

storage Electronic filing and storage. Validity of the document until the next revision
or until it is superseded. If the document is replaced or invalidated, it will be
archived for > 5 years.

notice The original document is kept electronically. If the document is used in

printed form, it must first be checked by the user to ensure that the version
is current.

Copyright (protection notice ISO 16016)

The copyright for the ETCS CH system leadership document published by the FOT is to be understood in such
a way that disclosure, duplication, etc. are expressly permitted.

proof of changes

Version Date Creator Change Notices

X 0.1 02.11.2008 Elise Saint-Gelais Structure of the document created

X 0.2 05/06/2008 Paul Käser Structure refined, content expanded

X 0.3 07/22/2008 Paul Käser content expanded

X 1.0 July 31, 2008 Paul Käser Content expanded, ready for review

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v1.0 10/13/2008 Paul Käser Document released after review

Changes compared to X 1.0 see review sheet
rv_08_PL1LS_SYS_RegulationsL1LS_x10_comment
s_all_answer_kae_formal.doc

v1.1 03/02/2009 Paul Käser Document released after review

Changes compared to V 1.0 see review sheets
rv_08_PL1LS_SYS_RegulationsL1LS_V10_intern_

all_answer_kae.doc and
rv_08_PL1LS_SYS_RulesL1LS_V10_extern_
all_answer_kae_formal.doc

v1.2 06/14/2010 Daniel Bütikofer Adjustments according to ERA SRS 3.1.0 and review
comments incorporated.
rv_08_PL1LS_SYS_RulesL1LS_V11_intern_K
om.doc
v1.3 08.11.2010 Daniel Bütikofer Document released after review
rv_10_PilotL1LS_PRL1LS_all_answ.doc
v1.4 07/28/2011 Daniel Bütikofer Adaptations according to ERA SRS 3.2.0 and
supplement to train control principles and chapter on
preventing departures
v1.5 February 18, 2012 Daniel Bütikofer Document released after review
rv_11_PilotL1LS_PRL1LS_all_answ.doc
v1.6 October 28, 2013 Daniel Bütikofer Adjustments according to ERA SRS 3.3.0 taking into
account the submitted DMI-CR
and various corrections based on the experience of
driving in the shadows
v1.7 04.12.2013 Daniel Bütikofer Changes compared to V 1.6 see review sheet
rv_08_PL1LS_SYS_RegelnL1LS_V16_Alle.doc
v1.8 December 18, 2013 Daniel Bütikofer release of the document

V 1.9 30.01.2015 Stefan Wiedmer Adaptations in accordance with DAT 209, ERA
SRS 3.4.0, memorandum preventing departures with
upstream balise groups in terminal tracks with a slipping
distance < 40 m and design team decision on preventing
departures with balise groups and the Euroloop

v2.0 31.03.2015 Stefan Wiedmer Incorporation of comments according to

rv_08_PL1LS_SYS_RulesL1LS_V19_ALLE.do
c and release of the document

V 2.1 18.04.2016 Stefan Wiedmer Adjustments according to ERA SRS 3.5.0. Refinements
and error corrections.
Incorporation of the comments according to
rv_08_PL1LS_SYS_RulesL1LS_V20_ALLE.do
c and release of the document.

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Systemführerschaft ETCS CH table of contents

table of contents

1 introduction 20

1.1 Sense and purpose of the document 20

1.2 Dokumentenstruktur 20

1.3 Structure of the document 20

1.4 Scope and delimitation 22

2 train control principles 24

2.1 General 24

2.2 L1 LS system-specific 2.2.1 General 2.2.2 24

Speed profile 2.2.3
brakeTrain
rowsrows
2.2.4/ train categories,
Distances / 24
correction pointInclination
2.2.5 Stopping
profilepoints
2.2.7 2.2.6
Freeing 25
speed / departure prevention
resolution 2.2.8/ operational
Transitions 2.2.9 Correction of the 26
distance measurement (odometry)
Local, temporary Local,
speed permanent
limit v-monitoring
(e.g. workplace) 2.2.112.2.10 30
2.2.12 Level crossing system 2.2.132.2.16
2.2.15 Disturbances Shunting movements
Large 2.2.14
metal masses inLinking
the 30
track ( Track Condition Big Metal Masses) 31
32
34
35
36
36
36
37
37
39
40

2.2.17 Display / confirmation request on the train driver DMI 41

3 Methodology of the design rules 43

4 Application of train control principles 45

4.1 General 45

5 General rules for L1 LS train control points 46

5.1 Physical configuration of track devices 46

5.2 ETCS packages and variables on L1 LS routes 50

5.2.1 General 50
5.2.2 Package and variable overview 50
5.2.3 Values of the variables in the balise telegram header (header) 66
5.2.4 Values of the variables in the loop telegram header (header) 70

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5.2.5 Allocation and sequence of ETCS packages 71

5.2.6 Limitations in ETCS packages 73

6 Signal-dependent train control point only with warning/stop monitoring75

6.1.1 General 75
6.1.2 Package 12 (Level 1 driver's license) 76
6.1.3 Package 21 (tilt profile) 80
6.1.4 Package 27 (International Static Velocity Profile) 82
6.1.5 Packet 76 (packet for transmitting the text message "Warning") 84
6.1.6 Package 80 (operating mode profile) 88
6.1.7 Package 145 (suppression of braking in case of balise inconsistency) 91

Signal-dependent train control point with v-monitoring 92

7 General 92
7.1.1 Package 12 (Level 1 driver's license) 93
7.1.2 Package 21 (tilt profile) 103
7.1.3 Package 27 (International Static Velocity Profile) 108
7.1.4 Packet 76 (Package for transmitting the text message "Warning") 119
7.1.5 Package 80 (operating mode profile) 123
7.1.6 7.1.7 Package 145 (Suppression of braking in the event of balise inconsistency) 126

8 resolution elements 127

8.1 Infill-Balisengruppe 127

8.2 Loop / Loopanmeldung (EOLM) 129

8.2.1 General 129
8.2.2 Package 134 (Loopanmeldung) 131

8.3 Packet 136 (resolution point reference) 134

9 departure prevention 136

9.1 General 136

9.2 Departure prevention with upstream balise group 137

9.3 Departure prevention with loop 138

9.3.2 Package 13 (distance information for “Staff Responsible” operating mode) 139

9.4 Departure prevention with loop and upstream balise group 145
9.4.1 Upstream balise group for departure prevention in the loop area 145
9.4.2 Loop to prevent departure with upstream balise group in the loop area 145

10 Proofreading point 147

10.1.1 General 147
10.1.2 Package 16 (Distance Corrector) 150

11 Signal-dependent train control point only with v-monitoring 152

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12 ETCS transitions 153

12.1 "National Values" 153

12.1.1 General 153
12.1.2 Package 3 (national values) RoN Switzerland 153

12.2 Changing the level / operating mode 12.2.1 154

General 12.2.2 Level 012.2.4
0 12.2.3 ÿ Level 1 LS2 Level
Level 1 LS
ÿ Level 0 ÿÿLevel
Level 154
1 LS (indirect (direct
change) 12.2.5 Level 2 ÿ Level 1 LS
change) 156
163
175
182
12.2.7 Level STM
Levelÿ 1Level
LS ÿ1Level
LS 12.2.8
2 12.2.6 187
Level 1 LS ÿ Level STM 12.2.9
FS ÿ Level Level 1Level 1
1 LS 12.2.10 189
LS ÿ Level 1 FS
1 LS
12.2.11
(continue
Cancel
in level
level0)0 ÿ level 189
189
189
190
12.2.12 Cancel level 1 LS ÿ level 0 or level 2 (continue to level 1 LS) 192

12.3 Country transitions (border crossings) 196

12.3.1 General 196

13 Train control point for correction of the distance measurement (odometry) 197

14 Local, continuous v-monitoring (without signal) 198

14.1.1 General 198
14.1.2 Package 21 (tilt profile) 199
14.1.3 Package 27 (International Static Velocity Profile) 203
14.1.4 Package 145 (Suppression of braking in the event of balise inconsistency) 210

15 Local, temporary speed limit (e.g. workplace) 211

15.1 Monitoring of a temporary speed limit 211

15.2 Warning/stop monitoring at temporary speed limit 211

15.2.1 General 211
15.2.2 Packet 76 (Package for transmitting the text message "Warning") 212
15.2.3 Package 145 (Suppression of braking in the event of balise inconsistency) 217

15.3 v-monitoring with or without warning/stop monitoring at temporary

speed restriction 217
15.3.1 General 217
15.3.2 Package 65 (temporary speed restriction) 218
15.3.3 Package 66 (cancellation of temporary speed restriction) 221

16 level crossing system 222

16.1.1 General 222
16.1.2 Package 21 (tilt profile) 224
16.1.3 Package 65 (temporary speed restriction) 228

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16.1.4 Package 76 (package for transmitting the text message "LC out of service") 230
16.1.5 Package 66 (cancellation of temporary speed restriction) 234

17 Warning at special locations 236

18 shunting movements 237

18.1.1 General 237
18.1.2 Package 132 (stop for shunting movement) 237

19 Linking 239
19.1.1 General 239
19.1.2 Linking with unknown route (correction point) 242
19.1.3 Package 5 (Linkingtabelle) 244

20 disturbances 251

20.1 Suppress balise inconsistency reaction of the ETCS vehicle equipment 251
20.1.1 General 251
20.1.2 Package 145 (Suppression of braking in the event of balise inconsistency) 251

20.2 interference in the signal 252

20.3 LEU input fault (LEU fault telegram) 252

20.3.1 General 252
20.3.2 Package 72 (package for transmitting the text message "SPS 2") 253
20.3.3 Packet 254 (fallback information) 257

20.4 Balise input fault (balise default telegram) 258

20.4.1 General 258
20.4.2 Package 72 (package for transmitting the text message "SPS 1") 259
20.4.3 Packet 254 (fallback information) 263

20.5 Large metal masses in the track (Big Metal Masses) 263
20.5.1 General 263
20.5.2 Package 67 (Large metal masses in the track) 264

21 security relevance 267

22 tolerances 270
22.1.1 General 270
22.1.2 security requirements 270
22.1.3 Implementation of the ETCS system 270
22.1.4 ETCS system specifications 22.1.5 Basic 270
data 22.1.6 Permissible speed profile 271
271

23 Appendix A: Code list of signal aspects 272

24 Appendix B: Table of M_MCOUNT values 275

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Systemführerschaft ETCS CH Abbreviations, terms / definitions, references, signatures

Abbreviations, terms / definitions, references, signatures

abbreviations
AWAY Implementing Rules

Am Binary number, eg 10bin ÿ 2 in the decimal system

BG Beacongroup

BLS BLS Netz AG (formerly Lötschbergbahn AG)

BP operational processes

BMM Big Metal Masses (large metal masses in the track)

Ox level crossing

LC disturbed Projected signal pattern for a track device to secure the level crossing system. Level crossing systems
whose barriers do not close completely or
whose control lights do not work are considered to be disturbed.

level open Projected signal pattern for a track device to secure the level crossing system. Level crossing systems
whose barriers are open.

CAB cab signalling

CR Change Request

WHICH ETCS Design Authority Team within the system manager

TO Train control data platform

DfA Fixed assets database

DMI Driver - Machine Interface (train driver display and control unit)

DSSS Direct Sequence Spread Spectrum

E-BG Entry-BG

EBI Emergency Brake Intervention (intervention curve for forced braking)

EOA End of Movement Authority (end of driving license, target speed = 0 km/h)

EOLM End of Loop Marker (Loopanmeldung)

WAS European Railway Agency

ERTMS European Rail Traffic Management System

ETCS European Train Control System

ETM Eurobalise Transmission Module for receiving EuroSIGNUM and EuroZUB

P44 information

PHASES signal image resp. Approval to drive past the flashing main signal system L and drive on sight. ([FDV], R
300.2, Section 8.2.2)

FDV Driving service regulations (R 300.1 to R 300.15)

FFFIS Form Fit Functional Interface Specification

FS Full Supervision (Full Supervision mode)

GFM Track vacancy detection device

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Systemführerschaft ETCS CH Abbreviations, terms / definitions, references, signatures

Hex Number suffix for hexadecimal, eg 20hex ÿ 32 in the decimal system

I-AT-SAZ Infrastructure – systems and technology – safety systems and train control (SBB organizational
unit)

KVB Beacon Speed Control (Französisches Zugbeeinflussungssystem mit Bali sen)

LION Lineside Electronic Unit (Signaladapter und Telegrammcodierer)

LOUDSPEAKER
Limit of Authority (driving license limit at target speed > 0 km/h)

LS Limited Supervision (“Limited Supervision” operating mode)

LZB Line train control (train control system in Germany and Austria)

L STM (..) ETCS Level STM (specific train control system) from [SRS_BL3] renamed to L NTC.

L0 ETCS Level 0

L1 ETCS Level 1

L1 LS ETCS Level 1 Limited Supervision ÿ «Limited Supervision» operating mode

L2 ETCS Level 2

MiniLEU LEU from Siemens with solar cells

SMALL Nothalt

NID_BG Identity number of the balise group

NID_C Identity number of the country or region

Region ÿ "national area")

NID_LOOP Identity number of the loop (Identifikationsnummer des Loop)

“
NTC ETCS Level National train control system”, specific transmission module. STM
has been renamed SRS BL3 to NTC.

OBU Onboard Unit (vehicle equipment)

YOU On Sight (On Sight mode)

PfS Program for signal planning

PL Level crossing (Bahnübergang)

PL Project management / project manager

PN Level crossing (Bahnübergang)

PZB Punctual train control system in Germany and Austria

P44 ETCS package 44 with NID_XUSER=2 (ie EuroZUB-P44/EuroSIGNUM-P44)

RADN Route tables for train series R, A, D and N (R I-30131)

RBC Radio Block Center (route center for ETCS Level 2)

RoN Rest of Network (remaining network or Swiss railway standard gauge network with external
signalling)

RTE Technical regulations for railways

SBB Swiss Federal Railways

SCMT Train Running Control System (Italienisches Zugbeeinflussungssystem mit Eurobalisen und P44)

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Systemführerschaft ETCS CH Abbreviations, terms / definitions, references, signatures

SF ETCS CH Systemführerschaft ETCS CH

SH Shunting (Betriebsart «Shunting»)

SIGN Train control system with warning/stop monitoring

UNDER southeast railway

SPS 1 Text Message for Waypoint Fault (Train Control Point Fault) 1 ÿ Balisen entrance fault

SPS 2 Text message for waypoint fault (train control point fault) 2 ÿ LEU
input interference

SR Staff Responsible (Betriebsart «Staff Responsible»)

SRS System Requirements Specification (Systemanforderungsspezifikation)

SSP Static Speed Profile (International static speed profile configured with
ETCS package 21

STM ETCS Level “Special Transmission Module”, specific transmission module

TSR Temporary Speed Restriction

A Unfitted (“Unfitted” operating mode)

UNISIG Union Industry of Signaling (industry working group to create the ETCS SRS)

UTP Union of Public Transport

BELT Association of Public Transport

ZUB train control system from Siemens; in Switzerland ZUB121 or

ZUB262

TEETH train control

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Systemführerschaft ETCS CH Abbreviations, terms / definitions, references, signatures

Terms / Definitions
departure prevention Departure prevention is implemented to prevent when stopped
departing trains with the train signal showing reach the danger point.
place of work Track area or adjacent area where work is carried out ([FDV], R 300.1).

resolution point A group of balises in front of the signal with infill information.

Equipment concept Specific concept of an infrastructure manager for the functionality and equipment of the train
control system in accordance with AB 39.3.c clause 2.2 of the [AB_EBV].
Tag Synonym for Eurobalise
Balisen Malfunction in which the balise sends the default telegram.
input interference

Release Speed The speed limit at which a train can run in the vicinity of the Permission End if the target
(Release speed is 0 km/h.
Speed)

terms Underlined terms are train control functionalities. Serves to distinguish from the same
terms for the signal aspects. ÿ terms

terms Terms written in italics and bold are signal aspects according to [FDV], R 300.2.
Serves to differentiate from the same terms for the train control functionalities. ÿ terms

operating mode ETCS mode. Several operating modes are defined to cover the various operational
needs. Different tasks, responsibilities and monitoring apply to each operating mode
([FDV], R 300.7, No. 4).

service braking Normal braking while driving, activated by the train driver.
Braking type G
braking type
Trains braked with G-brakes.
The G-brake is a slow-acting brake. It therefore results in longer braking distances.
It is used for heavy trains made of non-uniform wagon material or for extremely long
trains. ([FDV], R 300.14 Annex 1, 6.7)

Braking type P
Trains braked with P or R brakes.
The P-brake is a fast-acting brake. It is used for light to medium-heavy draws.
([FDV], R 300.14 Annex 1, 6.6.1)

Braking type R
The R brake is basically to be regarded as a P brake. In the case of trains with higher
speeds of up to 160 km/h, the necessary braking distances can only be maintained if the
brakes on the vehicles, which are equipped with brake blocks made of gray cast iron,
have a stronger effect in the upper speed range. ([FDV], R 300.14 Annex 1, 6.6.2)

brake row A specified braking ratio at which, given the signal distance present and the slope of
the track, is the maximum speed permitted
is determined and announced in the route table. ([FDV], R300.1)

Defaulttelegramm Telegram transmitted by a transparent beacon in the event of a fault (beacon input
fault).

slip-through path Distance from the signal (track, section of track, group or blocking signal) or from the
stopping point of the group signal to the danger point where an enemy train movement
(e.g. crossing) or shunting movement can take place.

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Systemführerschaft ETCS CH Abbreviations, terms / definitions, references, signatures

slip-through path Slip-through path secured by the signal box in the road closure and possibly
(Overlap) with a time limit. Not used in Switzerland.
Eurobalise Balise application for ERTMS/ETCS

Euroloop Loop application for ERTMS / ETCS

EuroSIGNUM SIGNUM information based on P44.

EuroZUB ZUB information based on P44.

driving licence The information transmitted with the ETCS packet 12 for driving on a route
section in ETCS Level 1. Is part of the minimum data set necessary to drive on a
section in ETCS Level 1 LS.

driving license end Permission to drive transmitted with the ETCS package 12 with a target speed of
0 km/h. ÿ EOA

Driving permission limit Driving permission transmitted with the ETCS package 12 with a target speed > 0
km/h. LOA

Fixed data balancing Balise in which the telegram is stored in an unchangeable manner.
Free ride Functionality of train control - "Free ride" when receiving the corresponding
telegram.
Free travel applies when no warning or stop is issued.

Free ride Signal aspect of a signal - driving at the maximum speed specified in the route
table ([FDV], R 300.2, 5.2.5).

Driver's cab The direct transmission of the driving information in the driver's cab instead of
signalling observing fixed signals.

Gamma trains Train for which the braking performance is entered by selecting a brake configuration
or a deceleration profile. [NV_LS_BK]

danger point From the point of view of train control: Place where a hazard can occur
immediately adjacent, such as a collision after slipping, derailment at too high
speed with restrictions (distracting points, curves).

speed Velocity profile L1 LS

Profile
Speed profile for ETCS L1 LS, which is defined taking into account the monitoring
points defined in the train control principles [PrZube] and L1 LS-specific principles.
The speed profile L1 LS is transmitted to the vehicle by the train control system on
the track.
Operational Speed Profile
The operational speed profile corresponds to the speed profile that the train driver
is actually allowed to drive on the route according to the route table [I-30131], the
driving service regulations [FDV] and the local regulations.
International static speed profile
Speed profile configured in ETCS telegram package 27.
Axle load dependent speed profile
Speed profile configured in ETCS telegram package 51. Is not used in the existing
project planning rules.

speed threshold The point at which the prescribed speed changes.

speed monitoring Point or linear transfer of route data from the route to the vehicle and continuous
monitoring of the braking curve and/or speed on the vehicle.

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Systemführerschaft ETCS CH Abbreviations, terms / definitions, references, signatures

Gradient Downhill or uphill on a given route.

group signal Track section signal or exit signal that applies to several tracks ([FDV], R
300.1, 3.2)
Stop Functionality of train control - automatic stopping of the train when receiving the
appropriate telegram.
Stop Signal aspect of a signal – stop in front of the corresponding signal. ([FDV], R 300.2,
5.2.3)

auxiliary signal Signal aspect of an (auxiliary) signal

Signal system L
Permission to drive past the main signal showing a stop , flashing or unlit, and drive on
sight. ([FDV], R 300.2, 8.2.2)
Signal system N
Approval to drive past the red flashing main signal and drive on sight.
([FDV], R 300.2, 8.2.2)
Infill-Information Signal-aspect-dependent information that is transmitted at a location upstream of
the signal and is specially processed on the vehicle.
In contrast to the definition in Subset-023 "Glossary of UNISIG Terms and
Abbreviations", when using ETCS Level 1 LS in Switzerland, the information for distant
signals or of the advance signal images are not referred to as infill information.

Infill information is only transmitted through a signal aspect-dependent information

point between two signals.
Conventional Conventional passenger trains are passenger trains that have to meet the various
passenger trains conventional TSIs (e.g. Conventional Rolling Stock TSI, Conventional Energy TSI).

Proofreading point Location in the track field where updated, signal-independent route data is sent to the
train, depending on the route, which affects an existing speed monitoring system.

Lambda train Train for which the braking performance is entered using braking percentages in
accordance with UIC 544-1. [NV_LS_BK]

speed restriction Track section to be traveled temporarily at reduced maximum speed, e.g. work site
([FDV], R 300.6, 4.2.2)
LION Electronic device that uses information from the trackside safety systems to generate
telegrams that are transmitted using beacons and loops.

LION Fault in which the LEU sends the fault telegram.

input interference

Loop Synonym for Euroloop

Tilt Synonym for gradient

Not lit Signals which, contrary to the regulations, are not illuminated or are in a questionable
Signal position are to be regarded as signals indicating a stop ; Accordingly, distant signals
are to be regarded as showing a warning . ([FDV], R 300.2, 1.1.1)

Nominalrichtung The nominal direction is the direction defined by the ascending numbering of the
balises in a group.
Nothalt The emergency stop lamp is activated by the safety system if the stop lamp is
defective. Corresponds to halt throughout the document .

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Systemführerschaft ETCS CH Abbreviations, terms / definitions, references, signatures

Perronbereich Area in which there is a platform along the track.

Ceiling The ceiling contains all speed thresholds of the route table of the highest braking
row of a train row in the monitoring section.

project planner person who projects.

project planning Creation of technical documents that describe the individual configuration of
train control points and their components.
The term can be used for both the process and the result.

Project planning rules Specifications for project planning of train control that are valid for specific train control
systems (e.g. EuroZUB-P44, ETCS L1 LS) that are set up with LEU, balises and
loops.

rule file Normal distance from middle sill to middle sill

Reverserichtung The reverse direction is the direction defined by the descending numbering of the
balises in a group.

emergency braking Safe braking, in which the maximum force is built up from the leading vehicle in the
shortest possible time.

signal section Section between two signals

Signal image Display of an optical signal (with signal system L also driving concept)
special value A special value corresponds to a specially reserved value (Special/Reserved
Value) according to [SRS_BL3], 7.5

fault telegram Telegram transmitted by a LEU in the event of a fault (LEU input fault).
route data Data sent to a train describing the line properties relevant for monitoring.

track device Synonym for train control point.

route table Contains the route-related information required for driving a train. (RADN; R
I-30131) [I-30131]

Systembremse Functional unit for triggering system braking.

Systembremsung Service braking triggered by the ETCS vehicle equipment (main line pressure is
reduced by approx. 1.5 bar) ÿ Service Brake.
Whether or not the "Service Brake" can be reset by the train driver without stopping
depends on why it was triggered, an SB due to beacon reading errors or similar
always leads to a standstill.

section Subdivision of a driving license (section) or a speed / incline profile.

transparentbeacon Balise, which receives the telegram to be transmitted from the LEU via a data
cable (interface 'C').

Trip «Trip» operating mode

cant deficiency In curves, the cant deficiency is the difference (in mm) between the applied cant
(difference in height between outside and inside rail) and the compensating cant
for the vehicle at a given speed.

advance warning Signal aspect of a signal - reduction of the speed that can be stopped before
the next but one signal. From the next signal, the braking distance for the maximum
permissible speed is not guaranteed. ([FDV], R 300.2, 5.2.2)

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warning Functionality of train control - warning of the train driver when receiving the
appropriate telegram.
This warning is not only issued with the warning signal aspect, but also with
certain speed announcements, when driving past the busy signal and the short
journey signal aspect.
warning Signal aspect of a signal – reducing the speed that can be stopped before the
next stop signal. ([FDV], R 300.2, 5.2.2)
Warning/stop Punctual transmission from the route to the vehicle and punctual warning/stop
monitoring monitoring on the vehicle.
Throwing bales Balises which are not permanently installed in the track and can be placed under
the vehicle by maintenance if required. Throw balises are used in depots and
industrial plant exits for SIOP tests or when the vehicle equipment no longer has
valid "national values" for subsequent route/station sections due to the work carried
out.
target point Location at which either the speed to be configured changes or the configured
monitoring of the train control point ends.
train control Monitoring device to support the observance of signals or the observance of
maximum speeds or to influence the vehicles. ([FDV], R 300.1, 3.2)

Generic term for SIGNUM, ZUB, EuroSIGNUM, EuroZUB, ETCS Level 1 LS and
other systems.
train control point Functional train control unit, consisting of at least one signaling unit for train
control technology. A train control point
can optionally consist of additional message units (including their control elements)
from other train control technologies, but no more than one message unit per
technology.
Traction influencing technologies are: Balisengruppe, Euroloop, LEU, ZUB-GKS,
ZUB-Schleife, ZUB-SBG, SIGNUM, INDUSI, Crocodile, KVB, détonateur

emergency brake Functional unit for triggering emergency braking.

forced braking Emergency braking triggered by the ETCS vehicle equipment, which can usually
only be reset by the train driver after the vehicle has come to a standstill (main line
is drained) ÿ Emergency Brake.

Definitions of other terms can be found in the train service regulations [FDV] and the document
"Principles of train control" [PrZube].

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credentials
[AB_EBV] Implementing provisions for the railway ordinance; FOT; Date of issue 07/01/2016;

[AB_FDV] Implementing regulations for the driving service regulations, AB-FDV infrastructure; R
I-30111; SBB, BLS, SOB; Issue date 07/01/2016;

[Exception_Against] Dealing with exemptions or Inconsistencies with specifications SF ETCS CH, Version
V1.3, 12_SF ETCS CH_Ablauf_Ausnahme Privileges_V13.docx;

[BG_konfig_LT] Implementation of the specifications from DAT 209 in relation to the balise configuration
***
at the level transition L1 <-> L2, SBB I-AT-ZBF;

[BMM] Projektierungsgrundlagen: «Track Condition Big Metal Masses»; SBB I AT-ZBF;

07sys673v30; Version 3.0; 31.05.2011;

[BP] Generic ETCS L1 LS operating processes; SF ETCS CH; ***

[DAT_147] gradient for warning/stop monitoring; SF ETCS CH; DAT decision 147; E_DAT_147.doc;
03/07/2011;

[DAT_161] Use of packet 145 for L1LS; SF ETCS CH; DAT Decision 161;
E_DAT_161.doc; 23.01.2012;

[DAT_290] Marking table "LT ETCS"; SF ETCS CH; DAT Decision 290; Stand_ERTMS
Change_DAT_290_151130.pdf; 30.11.2015;

[DT_080] Release Speed L1 LS, Departure Prevention; SBB I-AT-ZBF; Design team decision 080;
Design_Ver 080.doc; 11/13/2013;

[DT_151] Release Speed L1 LS, departure prevention with upstream balise groups in end tracks
with slipping distance < 40m; SBB I-AT-ZBF; design team decision 151; Design_Ver
151.pdf; 10/22/2014;

[DT_201] Groups of balises within the Euroloop to prevent departure; I-AT ZBF; design team
decision 201; Design_Ver 201.pdf; 01/21/2015;

[DT_292] Configuration of ETCS package 13 in the loop; SBB I-AT-ZBF; design team decision 292;
Design_Ver 292_150715.pdf; 07/15/2015;

[EBV] Railway Ordinance; FOT; Issue date 11/01/2014;

[FDV] driving service regulations; R300.1 to R300.15; FOT; issue date

01.07.2016;

[FFFIS_Beacon] ERTMS/ETCS – FFFIS for Eurobalise; UNISIG; Subset-036; Version 3.1.0;

[FFFIS_Loop] ERTMS/ETCS – FFFIS for Euroloop; UNISIG; Subset-044; Version 2.4.0;

[I-30131] Route table / RADN; R I-30131; SBB, BLS, SOB; ***

[I-50115] Project planning rules LEU, Eurobalises and Euroloops for train control; I-50115; SBB;

***
or equivalent company-specific project planning rules;

[I-50116] Configuration rules P44; I-50116; SBB;

or equivalent company-specific project planning rules for
***
P44;

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[KooSi192] Placement of train control points at Grusi; SBB safety technology coordination
group [KooSi]; Decision No. 192; 04/14/2011;
[LH_Stoe_Offenb] specification of fault disclosure; SBB I-AT-ZBF;
091204_ETCSNetz_SYS_Lostenheft_TRB_Stoe_off_V1_1.doc;
12/04/2009;

[Memo_Abfahrverh] memorandum prevention of departure under L1 LS; SBB-I-AT-ZBF;

10_PL1LS_SYS_departure prevention_L1_x04.doc; 09/08/2011;
[Memo_Fz_AWB] Memorandum "Application conditions of the vehicles to the ETCS Level 1
(LS) route planning and their consideration"; SBB I AT-ZBF; M_081104_AWB
vehicles on route_V20.doc; 05/02/2011;
[Memo_Levelgrenze] Memorandum “Levelgrenze Level 1 LS”; SBB I-AT-ZBF;
M_090226_Levelgrenze LS_v14; 11.05.2011;
[Memo_Traincat] Memorandum for Order 106 “ETCS Train Categories”; SBB I-AT ZBF;
MEMORANDUM_Order_106_ETCS_TC_V12; 08/06/2008;
[NV_CH] Planning bases for "National Values" in Switzerland; SF ETCS CH;
06_SF_SYS_Pr_NV_V30.pdf;
[NV_LS_BK] Definition of National Values for L1 LS braking curves; SF ETCS CH;
11_SF_SYS_LS braking curves_v10.pdf;
[P_20003821] Automatic train protection; SBB passenger services; Part of P 20004921;
***

[Pr_gen_L2_HGS] Project planning rules for ETCS L2 HGS in Switzerland; SF ETCS CH; ***
[Pr_gen_L2_ÿ160] Projektierungsregeln ETCS L2 ÿ 160 km/h; SF ETCS CH; ***
[Pr_LT] Generic principles and project planning rules for ETCS
***
country transitions;

[Pr_Q_LINK] Configuration rules for the Q_LINK parameter in L1 LS balises in the

transition area to L2 and registration balise groups in areas with linking, SBB
I-AT-ZBF; 140912_Proj.regeln_Q_LINK.docx; 09/12/2014;
[Pr_Ueb_L1_L2] Configuration rules for the transitions between L1 and L2; SF ETCS CH;
12_PilotL1LS_Sys_PrÜbergänge_v13.pdf;
[Prüf_ETM] Prüfmöglichkeit ETM; SBB I-ZB; 07_OR_Prüfmöglichkeit ETM_v12.pdf; March
28, 2008;

[PrZube] train control principles; SF ETCS CH;

07_PL1LS_DESG_Principles_v41.pdf;

[RA_HazLog] Risk assessments of the hazards of the hazard log ETCS L1 LS, SBB I-AT-
ZBF; 10_ETCS_PilotL1LS_RA_HazardLog_V13.doc; 08/07/2014;

[RA_ID9_22_37] Risk analysis for hazard 9, 22 and 37 of the hazard log L1 LS, SBB I-AT-ZBF;
13_RAMS_Risikoanalyse_Release_Speed_v1.1.pdf; 02/20/2014;

[RA_ID11] Risk analysis for hazard 11 of the hazard log L1 LS, SBB I-AT ZBF;
13_ETCS_PilotL1LS_RA_ID11_V1.1.pdf; 02/05/2013;

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[R_I-20027] Use of train control systems on optically signaled routes; R I-20027; SBB; ***

***
[RTE_25000] compendium of security systems; RTE 25000; VÖV UTP;
***
[RTE_29100] Distant signal distance tables; RTE 29100; VÖV UTP;
[SiZi_ETCSNetz] security goals ETCS network; SBB I-AT-ZBF;
08_ETCS_Netz_Sicherheits interest_v11.doc; 10/14/2008;
[SRS_BL3] ERTMS/ETCS – System Requirements Specification, Subset-026; ERA;
versions 3.4.0 and 3.5.0;

[UNISIG_Eng_Rules] ERTMS/ETCS - Dimensioning and Engineering rules, Subset-040;

UNISIG; Version 3.4.0;

Note:
***
For those Marked references do not indicate versions. At this refer
with limits, the version current at the time of use applies. Frequent updating of such documents must be
taken into account.
References with version information are source documents (documents "upstream" to this document) that
require clear versioning.

signatures
Signatures used in the following schematic representations.
These signatures correspond to the signatures used in the generic operating processes ETCS Level 1
LS and do not match the representations in the DfA.

Train signal (distant or main signal) (R 300.2)

ETCS Haltsignal (R 300.2, 6.2)

Balise group (no assignment fixed data balises / transparent data balises)

CAB
Table CAB-Anfang

CAB
Table CAB-Ende

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1 introduction
1.1 Sense and purpose of the document

1.1.1.1 This document has the following purposes:

- It provides the collection of design rules for ETCS Level 1 Limited Supervi
sion (L1 LS) yet.
- It describes the security relevance of the variables used.

- It defines the permissible tolerances of the variables to be configured.

1.2 Dokumentenstruktur

1.2.1.1 The present document "Project planning rules L1 LS" is part of the document structure for the local determination of
the train control systems P44 / L1 LS and their hardware and telegram project planning.

[AB_EBV] 39.3.c, Section 2.2:

sovereign
regulations [EBV], [AB_EBV], [FDV],… Equipment concept of
Infrastrukturbetreiberin

(eg SBB: [R_I-20027])

Principles of train control company specific

[PrZube] Supplementary regulations regulations

of the infrastructure operator
SF ETCS CH
(e.g. SBB: Project planning rules
regulations for LEU, Eurobalises and Euroloops
[I-50115], SBB
Configuration rules P44
Projektierungsregeln L1 LS [I-50116])
[This document]

1.2.1.2 The L1 LS project planning rules were written in such a way that they can be used with a specific equipment concept
of the infrastructure manager or in accordance with [AB_EBV] 39.3.c.

1.3 Structure of the document

1.3.1.1 Chapter 1 of this document describes the sense and purpose of the document, the positioning in the document
structure for the local determination of the P44 / L1 LS train control systems and their hardware and telegram
configuration as well as their area of application and delimitation.

1.3.1.2 Chapter 2 outlines the basis of the train control principles in Switzerland and the specific application with L1 LS.

1.3.1.3 The methodology of rule formulation is explained in Chapter 3.

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1.3.1.4 Chapter 4 describes the application of the document Principles of Train Control [PrZube]
when planning train control points with ETCS L1 LS.
1.3.1.5 Chapter 5 contains general rules for the configuration and project planning of the L1 LS train
control points. This chapter also contains an overview of the ETCS telegram packets and
variables used in the L1 LS, as well as the configuration rules for the balise and loop
telegram headers (headers).
1.3.1.6 The rules for signal-dependent train influence points with warning/stop only
Monitoring follows in Chapter 6.
1.3.1.7 Rules for signal-dependent train control points with speed monitoring are in Chapter 7.

1.3.1.8 Chapter 8 defines the project planning rules for the resolution elements (infill balise group,
loop).
1.3.1.9 Project planning rules for the departure prevention in the terminus track, through track with
upstream balises and loop are specified in Chapter 9.
1.3.1.10 The configuration of correction points is described in Chapter 10.
1.3.1.11 Rules for signal-dependent train control points with only speed monitoring (without warning/
stop monitoring) can be found in Chapter 11.
1.3.1.12 Rules for transitions (transmission of new “national values”, level/operating mode change)
are described in Chapter 12. This chapter also contains the basic rules for country
transitions at border crossings from the train control point of view.
1.3.1.13 If train control points are necessary for the correction of the distance measurement, so
these are described in Chapter 13.
1.3.1.14 Configurations of locally non-signal-dependent continuous speed monitoring, such as for
curves or on steep slopes, are described in Chapter 14.
1.3.1.15 The monitoring of temporary speed restrictions such as Ar
jobs are described in Chapter 15.
1.3.1.16 Chapter 16 contains the rules for the project planning variants for level crossings
layers.
1.3.1.17 A possible use of the train control function warning on special
Locations is described in Chapter 17.
1.3.1.18 Project planning in connection with shunting trips such as "Danger for shunting
Information” are described in Chapter 18.
1.3.1.19 Linking between balise groups is mentioned in chapter 19.
1.3.1.20 Chapter 20 contains the project planning rules for suppressing braking on the vehicle in the
event of beacon inconsistency, as well as the fault and default telegrams for LEU and
beacon input faults and the handling of large metal masses in the track.

1.3.1.21 The safety relevance of variables used and their fulfillment in relation to
Safety requirements for the configuration are described in Chapter 21.
1.3.1.22 The fulfillment of the tolerance requirements for the variables used is described in Chapter 22
shown.
1.3.1.23 The code bar for the signal aspects is listed in Appendix A (Chapter 23).

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1.3.1.24 The table for assigning the M_MCOUNT values to the signal aspects is in the An
Annex B (Chapter 24).

1.4 Scope and Delimitation

1.4.1.1 This document is an official specification of the ETCS CH system manager.

1.4.1.2 The experience gained from the BLS and SBB shadow runs of the Pilot L1 LS project and changes
caused by other extensions and error corrections specified in SRS 3.4.0 have been incorporated
into the document.

1.4.1.3 The change request 1223 regarding the display for the engine driver (number) in L1 LS
was implemented in SRS 3.4.0.

1.4.1.4 The document is applicable to all train control points on the Swiss standard gauge network that are
part of the network-wide migration of train control systems
and can also be equipped with L1 LS.
1.4.1.5 In the case of special applications (e.g. very large gradients), situation-specific configurations,
contrary to the configuration rules listed here, may be necessary.

1.4.1.6 According to the Railway Ordinance [EBV], safety responsibility remains at all times
the respective infrastructure operator.

1.4.1.7 This document does not replace any existing regulations of the RTE rules
[RTE_25000].

1.4.1.8 Inconsistencies between this document and the references contained therein must be reported to the
ETCS CH system manager ([email protected]) according to [Ausnah_Wider] . be reported.

1.4.1.9 Applications for exemptions to the specifications in this document can be submitted to the BAV by the
infrastructure manager according to [Ausnah_Wider].

1.4.1.10 This document is intended for the following audiences:

• Project managers of the railways and industrial partners

• Designers of train control systems

• Systems engineers with good knowledge of train control systems

1.4.1.11 The following prior knowledge is required to understand the document:

• Implementation provisions of the Railway Ordinance [AB_EBV]

• Driving service regulations [FDV] and their implementation regulations [AB_FDV]

• Concept for the use of train control on the network of the infrastructure manager
Berlin (e.g. at SBB infrastructure [R_I-20027])

• Principles of train control [PrZube]

• ERTMS/ETCS specifications [SRS_BL3], esp. Chapters 7 and 8

• ERTMS/ETCS configuration rules [UNISIG_Eng_Rules]

1.4.1.12 The processing of the [SRS_BL3] resp. of the L1 LS on the vehicles only takes place with telegram
transmission with M_VERSION = 2.0 (010 0000) ÿ Version of the ERTMS/
ETCS language [SRS_BL3].

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1.4.1.13 The ETM equipment of vehicles without L1 LS processes the packet 44 information for
EuroSIGNUM/EuroZUB both from telegrams with M_VERSION = 1.x (001 xxxx) and
M_VERSION = 2.0 (010 0000).
1.4.1.14 The project planning rules L1 LS are based on the documents listed in the reference list, in
particular on the ERTMS/ETCS documents [SRS_BL3],
[UNISIG_Eng_Rules], [FFFIS_Balise] and [FFFIS_Loop].
1.4.1.15 This document assumes that the line infrastructure (interlockings, signals and their locations,
block sections, GFM sections, etc.) is suitable for the intended use, so that L1 LS can be
retrofitted on the rolling stock without further adjustments can.

1.4.1.16 The ETCS L1 LS train control system works as "Limited Supervision" and is used in a risk-
oriented manner to prevent derailments and collisions.

1.4.1.17 The document does not contain rules for risk-based determination of the location of speed
enforcement. For the infrastructure of the SBB, this is achieved by the
Equipment concept Use of train control systems on optically signalized routes [R_I-20027].

1.4.1.18 The L1 LS train control system does not monitor the correct behavior of the train driver in
relation to the train service and operating regulations.
1.4.1.19 The train driver is solely responsible for safety and compliance with the regulations
calendar.

1.4.1.20 The rules are valid for speeds up to 160 km/h.

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2 train control principles

2.1 General
2.1.1.1 The L1 LS project planning rules in this document are based on the principles for train control
in Switzerland [PrZube]. In principle, the following applies.
2.1.1.2 Based on the signal images on distant and main signals, the route table (RADN), the
information in the train service and operating regulations, the engine driver knows how to
drive and can also use this to determine the location of the speed thresholds or derive the
velocity profile.
2.1.1.3 The train driver is solely responsible for the safety of the journey. However, in order to
monitor the train movement for the signaling and the route profile and thus to avoid
incorrect reactions by the train driver, which could lead to accidents (derailments,
collisions), it was decided to install train control systems.
2.1.1.4 In order to be able to carry out an analogous «limited monitoring», however, the train control
system must, as far as possible, know the same information and the same rules as the
train driver. This information and rules are made available to the system, among other
things as project planning data.
2.1.1.5 The danger and target points in the principles of train control [PrZube] have been defined
generically with the intention that they remain as independent as possible from the train
control system.
2.1.1.6 With the principles shown in [PrZube], the project engineer is able to create the L1 LS
speed profile for a specific train control point in accordance with RADN [I-30131], local
regulations, train service regulations [FDV] and signaled speed.

2.1.1.7 The principles of train control ensure monitoring of the danger point. The correct operational
behavior of the engine driver in accordance with the train service and operating regulations
is not monitored.

2.2 L1 LS systems specific

2.2.1 General
2.2.1.1 The generic monitoring points and the speed profile for ETCS L1 LS are defined in the
principles of train control [PrZube].
2.2.1.2 Care was taken to ensure that the principles between L1 LS and SIGNUM/ZUB differ only
minimally for the train driver, since the train driver will encounter all systems in the network
for a certain period of time.
2.2.1.3 The operational processes are in the L1 LS specific operational processes [BP] be
wrote.

2.2.1.4 For driving in L1 LS, the ETCS on-board unit must always receive a minimum complete data
set from the route for the section to be traveled, otherwise braking will take place.

2.2.1.5 This minimum data set consists of packages 12 (Level 1 Driving Licence), 21 (Grade Profile),
27 (International Static Speed Profile) and 80 (Mode Profile). Exceptions are defined in
the project planning rules.

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2.2.1.6 In addition, a set of "national values" from package 3 (national values) must be available on the ETCS
on-board device for safe travel in L1 LS that does not impede operation.

2.2.1.7 These packets need not all be transmitted from the same train control point
den, with the exception of packages 12 (level 1 driving license) and 80 (operating mode profile).

2.2.1.8 For reasons of economy, the distant signals resp. the advance signal aspects at L1 LS in Switzerland
are not planned as resolution points (infill balise groups), but as full train control points without
package 136 (resolution point reference).

2.2.2 speed profile

2.2.2.1 In the case of pure warning/stop monitoring without speed monitoring (analogue to SIGNUM), no
real speed profile is monitored in the case of free travel and a warning. The speed information
required for a journey in ETCS Level 1 LS is projected here for all train rows with the maximum
speed of the external signaling of 160 km/h.

2.2.2.2 In contrast to ZUB, all speed thresholds according to the route table [I-30131] are displayed in the
speed profile L1 LS during speed monitoring.
supervised.

2.2.2.3 Speed reductions signaled by train signals are generally projected at the level of the danger point and
not at the level of the corresponding speed threshold according to train service and operating
regulations (e.g. signal).

2.2.2.4 The speed to be carried out, signaled by train signals, is generally monitored selectively in signal
system N, since the speed is further monitored by the following target point.

2.2.2.5 The speed to be carried out, signaled by train signals, is generally projected extensively in signal
system L, since the signaled speed according to the train service regulations does not always
apply until the next signal.
2.2.2.6 In the case of an extensively planned restriction, the end of the train becomes fundamental
supervised. In the case of a selectively configured restriction, the end of the train is generally not
monitored.

2.2.2.7 The train driver is responsible for complete rear-end monitoring, since complete monitoring for each
signal aspect (different routes) is not always possible.

2.2.2.8 More detailed information on planning warning/stop monitoring and the L1 LS speed profiles for
speed monitoring can be found in the "Principles of train control" [PrZube].

2.2.2.9 ETCS Level 1 offers packages 12 (Level 1 driving licence) and 27 (international static speed profile)
as a basis for monitoring the speed profile.

2.2.2.10 Package 12 (level 1 driving licence) is therefore used to monitor speed (target speed)

ÿ with end of driving license (EOA) directly at the signal (e.g. at a stop),

ÿ with the end of driving license (EOA) at the next main signal (e.g. in the event of a warning),

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ÿ with end of driving license (EOA) at the next but one signal (pre-warning) or
ÿ with driving license limit (LOA) at the next main signal (other signal aspects)
ÿ incl. slipping path used.
2.2.2.11 The clearance limit (LOA) is projected for the next main signal, so that in the event of faults
(missing beacon group or linking reaction=none) at the intervening distant signal/repeat
signal, there is still clearance to travel up to the main signal.

2.2.2.12 With package 27 (international static speed profile), the speeds of the speed profile from
the table of routes and any signaled speed restrictions are projected resp. supervised.

2.2.2.13 Only with package 27 (international static speed profile) can the
different speeds of different trains can be mapped.
2.2.2.14 If a deeper monitoring of the target point at the next main signal can be canceled by a
resolution element, this monitoring must be configured in package 12 (level 1 driving
permission), since in the current signal section only the value of the permitted speed at
the driving permission limit (V_LOA ) can be resolved by a resolution element.

2.2.2.15 If the braking curve begins at a speed threshold that is located behind the next main signal
in the preceding signal section (e.g. approach advance signal signal system L), this speed
threshold must already begin at the signal after which the braking curve begins with
package 27 (international static speed activity profile) are monitored.

2.2.2.16 If necessary, the deeper monitoring of the speed threshold after the next signal can be
canceled by a resolution element, since the speed profile (package 27) already known to
the vehicle is replaced by the speed profile in the resolution element from the next signal
section.
2.2.2.17 Exception: In the case of an advance warning , permission to drive is projected until the
signal after the next. As a result, the monitoring of the target speed can also be configured
with the value of the permitted speed at the driving permission limit (V_LOA) of package
12 (level 1 driving permission).

2.2.3 Train rows / train categories, brake rows

2.2.3.1 According to the train service regulations, the Swiss railway system knows the
Swiss train series R, A, D (20 t < axle load ÿ 22.5 t) and N.
2.2.3.2 The introduction of the new train series W with higher cornering speeds for passenger trains
with roll compensation is intended and is already taken into account in the existing project
planning rules.
2.2.3.3 The introduction of a new train series E for freight trains with increased axle loads (22.5 t <
axle load ÿ 25 t) resp. A cant deficiency of 130 mm is planned.
2.2.3.4 In the ETCS system, international train categories (train categories ÿ NC_CDDIFF and
NC_DIFF) are used to differentiate from the basic profile in the static speed profile
(package 27).

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2.2.3.5 A train category with NC_CDDIFF corresponds to a train category identifier on the vehicle
with NC_CDTRAIN. This train category identifier is based on the allowable cant deficiency
for the corresponding train category.
2.2.3.6 A train category with NC_DIFF corresponds to a train category identifier on the train
stuff with NC_TRAIN.
2.2.3.7 These train categories with NC_TRAIN resp. NC_DIFF are in the [SRS_BL3] as
"Other international train category".
2.2.3.8 All Swiss train series are based on allowable cant deficiencies.
(Note: Train series D is based on train series A + axle load).
2.2.3.9 For this reason, the international train categories are used for L1 LS in Switzerland
used after cant deficiency.
2.2.3.10 Axle load values are not taken into account for these train categories.
2.2.3.11 Monitoring with an axle load-dependent speed profile is in Switzerland
not provided with Level 1 LS (similar to ZUB).
2.2.3.12 The Swiss train series resp. the corresponding international train categories are taken into
account as follows according to the cant deficiencies in the L1 LS project planning
(package 27) [Memo_Traincat].

train row Train Category cant deficiency NC_CDDIFF NC_CDTRAIN comment

in Packet 27
(Switzerland) (International)
(International
Zugcategory)

For rows FP 3, FP 1, 130 mm no 2 Due to the transmission as a

A, D and E, FP 2, FG 2, basic profile, this profile is also
transmitted as FG 3, PASS 1, monitored by trains in a train
PASS 2 category with a higher cant
Basic profile. deficiency if no separate profile is
transmitted for this train category

(relevant, for example, for warning/

stop monitoring, where 160 km/h
applies to all train categories; see
also 2.2.3.13).

R PASS 3, FP 4, 150 mm 3 3

FG 4, TILT 1,
TILT 2

W TILT 3, TILT 4, 210 mm 6 6 New W train series for passenger

TILT 5 trains with roll compensation

N TILT 6, TILT 7 275 mm 9 9 Train series N for all tilting trains

in Switzerland

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2.2.3.13 If a train does not find the international train category corresponding to its cant deficiency in
the route data (packet 27), it processes the existing data of the category with the next lower
cant deficiency, in the worst case the basic profile.

2.2.3.14 If no speed profile for an international train category is transmitted from the route with package
27 (no NC_CDDIFF), the vehicles use the basic profile of package 27 for monitoring.

2.2.3.15 If the speed profile cannot be different for all train categories, this may only be configured with
the basic profile of package 27 (e.g. 160 km/h with warning/stop monitoring, signaled and
monitored speed restrictions via switches).

2.2.3.16 In ETCS, complete brake series-dependent monitoring in the static speed profile is not
possible. In L1 LS, therefore, only the speed of the highest brake row of each monitored train
row or Train category planned.
2.2.3.17 In the case of speed restrictions, the calculation of the braking curve is based on the
However, OBU processes the lower (input) brake row.
2.2.3.18 Changes in the speed profile are specified in packet 27 with incremental distances D_STATIC(k).

2.2.3.19 The Q_FRONT variable is used to determine whether the train length must be taken into
account when changing the speed at the end of the projected section. In the case of a
transition from a higher to a lower speed value, the value of Q_FRONT is irrelevant since the
lower speed and its Q_FRONT are relevant for monitoring. With a signal-dependent train
control point, the train length is never taken into account at the end of the last projected
section. (ÿ
Q_FRONT = 1 )
2.2.3.20 The following figure serves as an orientation aid for determining the variable values in package
27 configuration with profile validity directly from the transfer point
(ÿD_STATIC = 0).

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V_DIFF(n=3) V_DIFF(k=2,m=3) Series N (NC_CDDIFF = 9)

V_DIFF(k=1,m=3)
V_DIFF(n=2) V_DIFF(k=2,m=2) Row W (NC_CDDIFF=6)
V_DIFF(k=1,m=2)

V_DIFF(n=1) V_DIFF(k=2,m=1) Row R (NC_CDDIFF=3)

V_DIFF(k=1,m=1)

V_STATIC V_STATIC(k=1 V_STATIC(k=2) Row A, D & E (no NC_CDDIFF there

) Basic profile)

1. 2. 3. x. section
s

D_STATIC(k=1)

D_STATIC(k=2)

D_STATIC(k=3)
Value n of N_ITER = 3,
since in addition to base SSP
3 int. Train categories
Value m of N_ITER = 3, since in addition to base SSP
3 int. Train categories

2.2.3.21 The following figure serves as an orientation aid for determining the variable
values in package 27 configuration with profile validity only from a certain
monitoring point (eg curve) after the transfer point (ÿ D_STATIC ÿ 0).

V_DIFF(k=1,m=3) Series N (NC_CDDIFF = 9)

V_DIFF(n=3)

V_DIFF(k=1,m=2) Row W (NC_CDDIFF=6)

V_DIFF(n=2)

V_DIFF(k=1,m=1) Row R (NC_CDDIFF=3)

V_DIFF(n=1)
Series A, D &E (no NC_CDDIFF since the
V_STATIC V_STATIC(k=1) basic profile)

1. 2. x. section
s

D_STATIC

D_STATIC(k=1)

D_STATIC(k=2)

Value n of N_ITER = 3, Value m of N_ITER = 3,

since in addition to base SSP since in addition to base SSP
3 int. Train categories 3 int. Train categories

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2.2.3.22 Trains traveling at high speeds (cant deficiency >150 mm) must obtain route-specific approval in
Switzerland. Since it is currently not possible to definitively determine on which routes such trains (in
particular trains of the W train series) will run in the future, at least 2 additional speed profiles are
always projected for v-monitoring in addition to the basic profile. This even if the speeds of the train
series in the route table do not differ. In this way, it can be largely ensured that the hardware installation
is sufficiently dimensioned if an additional train series is later introduced on certain routes.

2.2.4 Distances / correction point

2.2.4.1 The distances to be projected in a v-monitoring in the level 1 driving license (package 12) correspond to the
distances in the route and are taken from the overview plans or other detailed documents (S plan).

2.2.4.2 Distance deviations due to cornering or driving over diverting switches are not corrected compared to the
plan data. Larger discrepancies between planning data and the actual system that are known to the
infrastructure manager must be specifically assessed and planned as individual cases.

2.2.4.3 If several routes with the same signal image but with unknown route information and different target
distances can be set from one signal, the monitored shortest distance to the nearest target point must
be extended by means of a correction point for the other target distances.

2.2.4.4 ETCS Level 1 offers package 16 (distance correction) for updating the target distance in the driving licence.

2.2.4.5 If corrections are necessary in the linking, in the inclination profile and in the international static speed
profile, the correction point with the corresponding packages 5, 21 and 27 can be used for this.

2.2.4.6 Correction points must always be linked to package 5 (linking).

2.2.4.7 In the case of pure warning/stop monitoring without speed monitoring (analogue SIGNUM), no real
distances in the route are monitored in the case of free travel and warning. The distance information
required for driving in Level 1 LS in the Level 1 driving license (Package 12) is projected with the
maximum value, except when entering a Level 2 area, and does not have to be corrected by a
correction point ÿ no linking information.

2.2.5 breakpoints
2.2.5.1 In the case of speed monitoring with target speed = 0 km/h, the stopping point is projected at the level
of the signal indicating stop or at the level of the blocking signal.
2.2.5.2 In the case of speed monitoring with target speed = 0 km/h, the stopping point is projected at a group
signal at the level of the group signal stop sign. Stop locations with group signal stop signs are
equipped with balises.
2.2.5.3 If the latest stopping point at a group signal is not equipped with balises (safety sign, dwarf signal),
the stopping point must open when the group signal shows stop

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Level of the group signal can be configured. ÿ The vehicle must be given at least one permission to
drive to the next beacon group.
2.2.5.4 When trains hit a buffer stop, the target speed becomes 0 km/h at the buffer stop
monitored at a liberation speed of 15 km/h, so that you can drive to the buffer stop at walking speed
without braking.

2.2.5.5 So that the odometry inaccuracy at the buffer stop is as small as possible, the last balise group before
the buffer stop (e.g. at the last signal of the opposite direction -
Reverse) complete driving license information with a target speed of 0 km/h and a freeing speed of
15 km/h at the buffer stop can be projected again. As a result, a vehicle in “Staff Responsible”
operating mode also changes to “Limited Supervision” mode in front of the buffer stop and is
monitored with a braking curve on the buffer stop.

2.2.6 slope profile

2.2.6.1 In contrast to ZUB, ETCS takes the train length into account when calculating the braking curve. In each
case, the smallest (i.e. most restrictive) gradient under the train is taken into account. If the gradient
sent when the advance signal shows a warning is greater than the gradient that was valid up to the
advance signal, this causes the braking curves to flatten out compared to ZUB [NV_LS_BK].

2.2.6.2 In the case of pure warning/stop monitoring, no real incline profile is monitored.
The incline information required for a journey in L1 LS is projected for the entire route section with
an incline value of 50 per thousand (slope). The advantage of this is that the flattening of the braking
curve described under Section 2.2.6.1 can be ruled out at these points on the route, since the real
gradient is generally less than 50 ‰. The current SIGNUM system on the vehicle also does not take
inclines into account.

2.2.6.3 When monitoring work sites with a temporary speed limit without speed monitoring, no specific
gradient profile is configured. The gradient profile of the preceding train signal (with or without speed
monitoring) is taken into account here in the L1 LS monitoring. Today's vehicle-side monitoring of
work sites with SIGNUM does not take inclines into account either.

2.2.6.4 In the case of permanent local speed monitoring without a signal connection, such as on steep
slopes or curves, the incline profile from the train control point to the start of the speed to be
monitored is determined in accordance with the DfA or calculated PfS value for this route section.
This corresponds to configuration with ZUB.

2.2.6.5 In the case of speed monitoring with a signal connection, only the slope values are configured that
are relevant for monitoring the key danger points (e.g. speed threshold at the first switch and target
speed at the next signal). This corresponds to the current configuration with ZUB.

2.2.6.6 In most cases, a maximum of two slope values per signal segment are allowed per
inject.

2.2.6.7 ETCS offers package 21 (pitch profile) for this purpose.

2.2.6.8 The inclination values can be taken from the DfA (database of fixed installations) or
be calculated with the PfS (program for signal planning).

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2.2.6.9 The inclination value to be determined (variable G_A) in package 21 is always rounded to
the safe side. The tilt direction is determined by the variable Q_GDIR.
ÿ slope: Value G_A rounded up to a whole number, Q_GDIR ÿ downwards.

ÿ Slope: Value G_A always rounded down to a whole number, Q_GDIR ÿ upwards.

2.2.6.10 In package 21 it is to be considered that in the slope profile the slope values in the sub
differed from ZUB in incremental sections.
2.2.6.11 If the slope values from the transmission point to the first danger point and from the first
danger point to the next signal are identical, the sections can be combined into one section.

2.2.7 Exemption Speed / Departure Prevention / Operational Dissolution

2.2.7.1 The ETCS system offers the possibility to define two different types of rescue speeds. The
release speed can be configured in relation to the danger point (V_RELEASEDP) or in
relation to the slipping distance (V_RELEASEOL).

2.2.7.2 In Switzerland, for L1 LS in the case of speed monitoring with a target speed of 0 km/h,
the release speed with regard to the danger point (V_RELEASEDP) with the "national
value" V_NVREL is generally projected at 40 km/h.

2.2.7.3 A lower risk-related release speed can be projected site-specifically to prevent departure at
critical locations.
2.2.7.4 The departure prevention solutions described in this document can be used up to a minimum
slipping distance of 40 meters and in spur tracks. If the slipping distance is less than 40
meters, the project planning and the hardware installation must be checked in detail and,
if necessary, determined according to the situation.

2.2.7.5 A departure prevention can be realized with upstream balise groups or a loop. However,
these two installation variants can also be provided in combination.

2.2.7.6 In the case of a departure prevention with upstream balise groups, complete driving
permission information is provided in the event of a stop / non-illuminated signal,
analogous to a signal-dependent train control point with v-monitoring and a target speed
of 0 km/h when the signal shows a stop , with the lower freeing speed
with regard to the danger point of 15 km/h.
2.2.7.7 In the event of a stop / unilluminated signal , a train that is departing by mistake in the
“Staff Responsible” operating mode changes to the “Limited Supervision” operating mode
at the upstream balise group and is stopped with the braking curve and a freeing speed of
15 km/h supervised. In the case of a passing train in «Limited Supervision» mode, the
freeing speed is reduced to 15 km/h in the upstream baltic line.

2.2.7.8 In the case of a departure prevention with upstream balise groups in a terminal track
If the slipping distance is less than 40 meters, complete driving license information is
displayed at a stop / signal that is not illuminated, analogous to a signal-dependent
train control point with v-monitoring and a target speed of 0 km/h at the stop signal.

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ing signal, with the lower freeing speed in relation to the danger point of 10 km/h.

2.2.7.9 In the event of a stop / unilluminated signal , a train that is departing by mistake in the
“Staff Responsible” operating mode changes to the “Limited Supervision” operating mode
at the upstream balise group and is directed to the signal pointing to the stop with the
braking curve and a freeing speed of 10 km/h supervised.
2.2.7.10 If the latest stopping point in a group signal is equipped with a group of balises and no route
is provided from the relevant track (depending on the signal pattern or routing criterion),
the stop function must be configured for the latest stopping point.
2.2.7.11 In the case of a departure prevention with a loop, the freeing speed of a stopped train can
be reduced to 0 km/h, since the loop can be used to remove the monitoring of the stop
signal when the signal is switched on .

2.2.7.12 In the case of a stop/ unilluminated signal , both freeing speeds must therefore be
configured for the loop. The freeing speed regarding the slipping path is projected at 15
km/h and the freeing speed regarding the danger point at 0 km/h.

2.2.7.13 With a passing train in «Limited Supervision» mode, the freeing speed through the loop is
reduced to 15 km/h. If the train stops within the distance (D_STARTOL) configured in the
preceding signal and loop,
the freeing speed relative to the slip path (15 km/h) is replaced by the freeing speed
relative to the danger point (0 km/h).
2.2.7.14 Complete L1 LS driving permission information cannot be transmitted from the loop for
trains that are starting up in “Staff Responsible” mode. Therefore, in the event of a stop /
non-illuminated signal , the loop transmits a maximum distance (D_SR) related to a
reference balise group to the signal showing stop , which can be covered in the “Staff
Responsible” operating mode.
2.2.7.15 The ETCS system offers package 13 (distance information for the “Staff Responsible”
operating mode) for planning the maximum distance that may be covered in the “Staff
Responsible” operating mode.
2.2.7.16 In order for the information from a loop to be processed, the loop must be announced to
the vehicle. The ETCS system offers package 134 (loop registration) for configuring the
loop registration (EOLM).
2.2.7.17 Information about the installation of the loop and the balise group required for this
for the loop registration (EOLM) can be found in Chapters 5 and 8.
2.2.7.18 To ensure that the maximum distance (D_SR) from a loop is reliably processed by a starting
train in “Staff Responsible” mode, the loop message can be transmitted again by a balise
group after the train has stopped.
2.2.7.19 In the combined variant of the departure prevention with loop and upstream beacon groups,
the departure prevention for starting or turning trains is generally perceived with the
upstream beacon groups and for passing trains through the loop.

2.2.7.20 The loop is announced to the vehicle in a balise group preceding the loop with packet 134
(loop notification).

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2.2.7.21 The upstream balise groups are not read by the passing trains because they are marked as linked
(Q_LINK = 1) but are not included in the linking tables (package 5) of the preceding balise groups.

2.2.7.22 A loop or infill balise group is also used for the resolution of restrictive surveillance curves when
post-switching the signal. The upstream beacon group or the loop of the departure prevention
system is also used to resolve restrictive monitoring curves when the signal indicates movement.
ÿ operational resolution
2.2.7.23 In this case, the loop and the infill balise group transmit the same useful information
information such as the assigned main signal.

2.2.7.24 For local referencing of the resolution information of the loop resp. In the infill balise group, package
136 (resolution point reference) is used.

2.2.7.25 If the latest stopping point for group signals is equipped with a beacon group and a route is provided
from the relevant track (depending on the signal pattern or steering criterion), full driving license
information must always be configured in the beacon group at the latest stopping point.

2.2.7.26 The group of balises in front of the main signal with full driving license information (also with reduced
freeing speed for the departure prevention)
can also be used with repeat signals without a loop. Trains that are about to start receive L1 LS
driving permission as soon as the repeat signal is heard.

2.2.8 transitions

2.2.8.1 The ETCS system offers different levels in which a line can be operated resp. can be driven on.

2.2.8.2 For each of these levels (L0, L1, L2, L3, L STM/NTC) are general and specific
Parameters, so-called "national values" apply.

2.2.8.3 Depending on the operating situation, different operating modes are possible within these levels, eg
at Level 1 the «Limited Supervision» operating mode (L1 LS).
2.2.8.4 If the operational level or the mode of operation changes on the track side, this and, if necessary, the
newly valid "national values" must be transmitted to the ETCS on-board unit. The vehicle then
carries out a transition.

“National Values”:
2.2.8.5 Package 3 (national values) can be used to transmit a “national values” data set to the vehicle;
the data set is valid for the national area identifiers (NID_C) specified therein.

2.2.8.6 The "national values" for Level 1 LS can only be transferred with package 3 according to [SRS_BL3].

2.2.8.7 For vehicles equipped with ETCS according to UNISIG SRS < Version 3.0.0, the "national values"
must be transmitted with package 3 according to UNISIG SRS Version 2.3.0d.

2.2.8.8 In the document "Project planning principles for "National Values" in Switzerland [NV_CH]
lists the "national values" for the remaining network (RoN) according to both UNISIG (SRS
Baseline 2) and ERA (SRS Baseline 3) specifications.

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2.2.8.9 If transitions to Level 2 routes or other countries are planned, the "national values" must be requested
from the responsible route operators.

2.2.8.10 The "national values" are only transmitted when they change; ie in particular for transitions to and
from Level 2 routes, at border crossings and for a changing "national area" (NID_C) if this is not
already in the list of "national values" on the vehicle.

Level / operating mode:

2.2.8.11 ETCS provides packages 41 (level change command), 46 (conditional level change command) and
80 (operating mode profile) for level and operating mode changes.

2.2.8.12 Package 80 (operating mode profile) for the «Limited Supervision» operating mode is configured for
each train control point in the Level 1 LS area that contains a driving license with package 12.

2.2.8.13 The first operating mode profile received on the vehicle is also the operating mode change command.

2.2.8.14 When changing levels to Level 1 LS (Switzerland), the operating mode profile (package 80) is given
with the first driving license for Level 1 LS.

2.2.8.15 The data configuration for the exit from Level 1 (LS) Switzerland to another level area resp. other
country and vice versa are described in chapter 12.2.

2.2.8.16 The specific project planning for the entrances and exits of these other levels resp. Countries. The
corresponding level-specific project planning rules must be applied for this.

2.2.8.17 The level limits are displayed in the outdoor area with boards and in the route table
(RADN) marked.

Country transitions:

2.2.8.18 Country transitions are location-specific system, level, mode and/or changes in “national values” at
transitions to foreign infrastructure operators (border crossings).

2.2.8.19 This document currently only covers the transition aspects of train control
how to change the "national values", the level and operating mode.

2.2.8.20 ETCS offers packages 3 (national values), 41 (level change command), 46 (conditional level change
command) and 80 (operating mode).

2.2.8.21 The announcements and checks of line properties possible with ETCS, such as power systems
(package 39), catenary/pantograph (package 68), loading gauge (package 70), etc. are not dealt
with in this document.

2.2.9 Correction of the distance measurement (odometry)

2.2.9.1 Depending on the odometry system on the vehicle, the distance measurement is influenced by
systematic errors (e.g. wheel wear) as well as by skidding / sliding or failure of individual odometry
hardware components of the ETCS on-board unit.

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2.2.9.2 The ETCS odometry system processes the influences with confidence intervals and
monitored with the safe values.

2.2.9.3 If the distance measurement deviates significantly from the actual distance traveled and this
is not recognized by the OBU and taken into account in a larger confidence interval, this
can lead to system reactions.
2.2.9.4 For example: Not finding a linked balise group within the Erwar
braking can be triggered as a linking reaction.
2.2.9.5 These reactions are very rare with existing odometry systems
and are accepted by the company.
2.2.9.6 However, if intensive skidding / gliding is to be expected in specific sections of the route,
the distance measurement error can be corrected by an (additional) linked balise group.

2.2.9.7 The ETCS system offers package 5 (linking table) for this purpose.

2.2.10 Local, continuous v-surveillance

2.2.10.1 If speeds are to be monitored in curves or on steep gradients, the data required for this can
be provided by a signal-dependent train control point
(Preferred solution) or transmitted to the vehicle in a specific train control point.

2.2.10.2 The ETCS packages required for this are the same as for the speed
monitoring at a signal-dependent train control point.

2.2.11 Local, temporary speed limit (e.g. workplace)

2.2.11.1 To protect work sites, as with the SIGNUM system, the train drivers must be made aware of
the speed restriction and their reaction must be checked.

2.2.11.2 This announcement and checking of the train driver's reaction takes place with the analog
project planning of the warning function of the warning/stop monitoring, with the text
message "Warning" to be confirmed.
2.2.11.3 If the speed of work stations is also to be monitored, the necessary data must also be
transmitted to the vehicle through a specific train control point, since package 76
(transmission of predefined text messages) must not be used twice in a train control point.

2.2.11.4 For the specific train control point, the ETCS system offers the packages 65 (temporary
speed restriction), 66 (removal of temporary speed restriction) and 76 (transmission of
predefined text messages) for text message "Warning".

2.2.12 Level crossing system

2.2.12.1 Only a trackside device for securing a level crossing system is specifically monitored with L1
LS when the level crossing system is open or faulty.

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2.2.12.2 In these two states (open or disrupted), a selective speed limit of 5 km/h is projected in the
middle of the transition.
2.2.12.3 The engine driver receives one from the trackside device for securing the level crossing system
Unconfirmed text message "LC out of service" for information.
2.2.12.4 The ETCS system offers the packages 65 (temporary speed restriction) and 76
(Transmission of predefined text messages).
2.2.12.5 If the trackside device for securing the level crossing system is located within a warning/stop-
monitored route section, the incline must be projected with package 21 (inclination profile) up
to the level crossing system.
2.2.12.6 Is the trackside device for securing the level crossing system inside
a v-monitored route section, the gradient does not have to be projected, as this is transmitted
by the signal preceding the level crossing system for the entire route section.

2.2.12.7 This group of balises is to be linked so that any missing or unread balises of the level crossing
system protecting the train control point can be recognized.

2.2.12.8 For level crossing systems, secured by route-dependent main signal and
Cover signal, no speed limit and no text message for the disrupted level crossing system
must be configured for the signal.

2.2.13 Shunting movements

2.2.13.1 In principle, no L1 LS projections for the monitoring of
shunting movements performed.
2.2.13.2 Any trackside plans for stopping when in “Shunting” mode
(Danger for Shunting Information) are reserved.
2.2.13.3 The ETCS system offers package 132 (stop for shunting movements) for this purpose.

2.2.14 Linking
2.2.14.1 For reasons of complexity and minimization of the configuration effort, linking should be
restricted to a few cases.
2.2.14.2 Linking to a next balise group resp. According to [SRS_BL3], the signal must be configured in
each case
ÿ if this balise group contains correction information (correction point)
[SRS_BL3] 3.8.5.2.2.
ÿ thus the resolution information (infill) preceding a signal by the vehicle
is evaluated. [SRS_BL3] 3.6.2.3 and 3.8.4.6.4.
2.2.14.3 The ETCS system also enables the use of linking
ÿ to detect whether a balise group has been missed or not found in the expectation window;
eg balise group for securing a level crossing system.

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ÿ for reasons of availability, so that no balises are available or there are malfunctions
ne braking takes place ÿ system reaction "No Reaction".
ÿ to correct distance measurement confidence interval (odometry) at speed
security monitoring and large distances.
2.2.14.4 Linking can be transmitted by any beacon group and in particular by correction points and loop
notification beacon groups (EOLM).
2.2.14.5 The ETCS system offers package 5 (linking table) for this purpose.
The linking information includes the
ÿ Identity of the linked beacon group.
ÿ position resp. Distance to the linked balise group.
ÿ Distance reference accuracy.
ÿ Direction of validity (nominal / reverse) of the linked beacon group.
ÿ Required system reaction in the event of data consistency problems with the expected
beacon group ÿ The data does not match the data required according to [SRS_BL3] or
the required system reaction if the beacon group is not read within the expected window
or deviations are found during a consistency check.

2.2.14.6 If the identity of the balise group to be linked is not known at the next signal,
so it must be updated with an intermediate correction point.
2.2.14.7 If a correction point is to be linked, the identity must be set as "unknown".
the.

2.2.14.8 The direction of validity of the balise group to be linked must always be known.
It cannot be announced as "unknown".
2.2.14.9 In order to minimize the operational influence, braking should be avoided ÿ planning of "no
reaction".
2.2.14.10 System braking is only selected as a linking reaction for train control points to protect faulty level
crossing systems if the balise group is not read.

2.2.14.11 If linking information is processed on the vehicle side, only those that are "linked" are
marked and contained in the linking information as well as the balise groups marked as "not
linked". ([SRS_BL3], number
3.4.4.4.2)
2.2.14.12 If linking information is used, the vehicle equipment shall include information from one not
included in the linking information but marked as "linked".
Discard balise group. ([SRS_BL3], Section 3.16.2.4.3)
2.2.14.13 If linking information is processed on board and the identity of the linked beacon group has been
marked as "unknown", a beacon group marked as "linked" is only taken into account if

ÿ the vehicle equipment the nominal / reverse direction from the balise group
himself can take AND

ÿ the balise group contains correction information for the valid direction of travel AND

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ÿ the balise group is navigated in the announced direction. ([SRS_BL3], number

3.4.4.4.2.1)
2.2.14.14 All balise groups used as correction points in an unknown route (linked as "unknown") must
have the same orientation (identical Q_DIR).
2.2.14.15 With a package 5 (linking table) several linking sections can be projected incrementally.

2.2.14.16 All balise groups, except for the balise groups for temporary speed restrictions (e.g
workplaces) and some balise groups in the transition area from route signaling to driver's cab
signaling are marked as "linked" (Q_LINK = 1).
2.2.14.17 Groups of beacons for temporary restricted areas (e.g. at work sites) and some groups of
beacons in the transition area from route signaling to driver's cab signaling are marked as not
linked (Q_LINK=0).
2.2.14.18 The specifications of ETCS L2 and the project planning rules for the transitions between L1
and L2 [Pr_Ueb_L1_L2] are relevant for conversions or Note signaling changes in the vicinity
of ETCS L2 routes (between the most distant registration balise group and the level transition
to ETCS L2) ÿ The originating side (L1
LS or L2 project) must inform the other "side".

2.2.15 Malfunctions
2.2.15.1 The operationally impeding influence of disruptions and failures caused by ETCS Level 1 LS
must be kept as small as possible. Unnecessary braking must
be avoided.

2.2.15.2 The following project planning rules were defined in such a way that the operational impact in
the event of faults and failures is minimal and the safety aspects are nevertheless met.

2.2.15.3 Malfunctions (and failures) on the signal, in the signal/interlocking (actuator) – LEU connection,
in the LEU, in the LEU – transparent balise connection or LEU – loop modem as well as on
balise and loop must be revealed to ensure the security and maintainability of the system.

2.2.15.4 Faults in the signal are recognized and processed by the interlocking. A valid signal aspect (e.g.
more restrictive signal aspect or stop/ non-illuminated signal and/or auxiliary signal/ FASI)
is controlled by the interlocking and processed normally by the LEU ÿ no specific telegram
configuration necessary.
2.2.15.5 Faults in the signal/interlocking (actuator) – LEU connection are intercepted by the LEU (LEU
input fault) and a LEU fault telegram is sent ÿ specific LEU fault telegram configuration is
necessary depending on the signal type and monitoring type, fault disclosure of the train
control point fault
(waypoint disruption) using package 254 (fallback information) and text message "SPS 2" with
package 72 (transmission of free text messages).
2.2.15.6 Faults in the LEU are recognized by the LEU (safety status) and revealed by activating a balise
input fault ÿ specific balise default telegram configuration depending on the signal type and
monitoring type necessary, fault disclosure of the train control point fault (waypoint fault) using
package 254 (fallback information) and Text message "SPS 1" with packet 72

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(Transmission of free text messages). In this case, no telegram is transmitted via the loop.

2.2.15.7 Faults in the connection LEU – transparent balise are recognized by the transparent balise
(balise input fault) and the balise default telegram is transmitted ÿ specific balise default
telegram configuration depending on the signal type and monitoring type necessary, fault
disclosure of the train control point fault using package 254 (fallback information) and text
message "SPS 1" with package 72 (transmission of free text messages).

2.2.15.8 Packet 254 (fallback information) becomes a quick technical fault disclosure
and fault messages via the vehicle are always configured for both directions of validity
(nominal/reverse), the text messages with package 72 only in the relevant direction of
travel [LH_Stoe_Offenb].
2.2.15.9 Malfunctions in balises resp. Balise groups are recognized and processed by the ETCS
system. Braking is triggered and the driving license is reduced to the head of the train.
When using linking with a configured system reaction of "No Reaction" or when using
package 145 (suppression of braking in the event of beacon inconsistency), no braking
takes place if there is another permission to drive.

2.2.15.10 In terms of availability, each balise or the package 145 for both directions of validity
(nominal/reverse) can be configured for each balise telegram. Package 145 is not
configured only for a signal that permanently signals a stop , for a track device for securing
the level crossing system and a level transition balise group with the direct level change
command (now). Thanks to the automatic fault disclosure, balise faults can be recognized
promptly and repairs can be initiated.

2.2.15.11 Faults in the LEU – loop modem connection are recognized by the modem, but no default
telegram is sent because it is not available. The loop remains electrically active.

2.2.15.12 Loop faults are recognized by the ETCS system on the vehicle by evaluating the EOLM
data (distance to loop start, loop length). The fault is revealed by evaluating the vehicle
diagnostic data.

2.2.16 Large metal masses in the track (Track Condition Big Metal Masses)
2.2.16.1 When using traction vehicles with ETCS equipment, disruptions occurred in marshalling
yards (eg Limmattal marshalling yard) when driving through marshalling facilities.

2.2.16.2 The faults caused the onboard equipment to switch to operating mode
"System failure" with all the consequences.
2.2.16.3 Similar disruptions are also possible at other locations in the rail network on routes.
In particular, steel bridges without a ballast trough can cause these disturbances.
2.2.16.4 The disruptions are caused by large masses of metal in the track area.
2.2.16.5 Large masses of metal in the track (Big Metal Masses / BMM) cause the self-test of the
ETCS balise antenna to detect a system fault and trigger an integrity fault message.

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2.2.16.6 This is a phenomenon known to ETCS, countermeasures are provided accordingly in

[SRS_BL3].
2.2.16.7 Package 67 of [SRS_BL3] enables the ETCS on-board equipment to be informed of the
presence of large metal masses so that a failed self-test of the ETCS balise antenna is not
assumed to be an antenna fault.
2.2.16.8 Further details and project planning examples for a more complex system such as the
Limmattal marshalling yard can be found in [BMM].

2.2.17 Display / confirmation request on the train driver DMI

2.2.17.1 In the «Limited Supervision» operating mode, unlike in the «Full Supervision» operating
mode, the engine driver is not shown any route forecast or braking target distance.

2.2.17.2 In Switzerland, the most restrictive speed in front of the train within the driving license is
displayed with a number in L1 LS in the case of speed monitoring, provided this speed is
lower than the national speed limit for the "Limited Supervision" operating mode and the
maximum train speed entered .

100

Speed display in L1 LS with speed monitoring at 100 km/h.

2.2.17.3 The display behavior can be changed with packages 180 and 181. This is not necessary in
Switzerland, since the requirements for the display in the SRS_BL3 required from the
Swiss point of view already exist as standard ÿ Change Request 1223 see also Section
1.4.1.3.
2.2.17.4 For example, in the case of a warning signal equipped with speed monitoring, the target
speed of 0 km/h (most restrictive speed within the driving license) is displayed when
passing the signal.
2.2.17.5 Towards the end of a driving license with a target speed of 0 km/h, the projected release
speed is monitored, which is visualized as a number. When monitoring the freeing speed
is active, the speed indicator turns yellow until the new permission to drive is received at
the next signal (downstream while driving) from the on-board unit.

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2.2.17.6 If the train is running too fast compared to the monitored speed profile, the speed indicator is
displayed in orange. If the engine driver does not initiate braking, the speed indicator is
shown in red and ETCS brakes immediately.

2.2.17.7 If the projected speed profile is equal to or greater than the maximum train speed entered, or
the value of the permitted speed at the driving license limit (V_LOA) is equal to or greater
than the national speed limit for the "Limited Supervision" operating mode (V_NVLIMSUPERV),
no speed is displayed at the DMI.

2.2.17.8 This means that, for example, there is no speed display on the DMI in the event of a warning/
stop monitoring, the announcement of free travel and free travel .
2.2.17.9 Since the route speed according to the route table in ETCS L1 LS (as with
ZUB) cannot be monitored depending on the brake row and is not monitored at all in the
case of a warning/stop monitoring, no (wrong) display is visible on the DMI in these cases.

2.2.17.10 With the warning function, similar to the SIGNUM system, the confirmation request is
displayed with a "Warning" text display for 3 seconds and over a distance of 100m (end
condition) from the transmission point.
2.2.17.11 If the engine driver confirms within this time and distance, the text display goes out. If there is
no confirmation, braking is triggered on the vehicle.

2.2.17.12 The ETCS system offers packages 72 (transmission of free text messages) and 76
(transmission of predefined text messages) for the text display and confirmation request.

2.2.17.13 The text messages "Warning" and "LC out of service" are transmitted by predefined text
messages (package 76). As a result, these text messages are displayed to the train driver in
the selected language.
2.2.17.14 Only in the case of line devices for securing the level crossing system in the event of a fault
A text message “LC out of service” is configured for the level crossing system.

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Systemführerschaft ETCS CH Methodology of the design rules

3 Methodology of the design rules

3.1.1.1 In the following chapters, the project planning rules are based on a uniform
Method tabulated.
3.1.1.2 The table fields have the following meaning.
NAME OF THE RULE Name of the configuration rule ID OF THE RULE
3.1.1.3 identification
number

DESCRIPTION Description of the configuration rule

CREDENTIALS [.] References to relevant requirements for the configuration rule or other explanatory
documentation. Are listed in the reference list.

REASON Justification of the project planning rule

COMMENT further remarks

3.1.1.4 The binding nature of the project planning rules is as follows:

...must..., ...is to..., ...is... Obligatory
…should… Recommended

...can..., ...must... ...must Optional, allowed

not... Forbidden
Deviation from a mandatory project planning rule that is eligible for
...exception is... approval but must be justified and approved by the project author.

3.1.1.5 The security relevance of the variables used is specified in accordance with the following
table in a separate chapter 21 "Security relevance" or within the rules themselves.

NAME DESCRIPTION SECURITY RELEVANCE PROJECT PLANNING

THE PEOPLE

name of use description of Statement of safety relevance Reference to project

th variables variables resp. Safety requirement (e.g. planning rule in the
SIL 4) and reason or, if variable is used
necessary, reference to the
document where the reason is
given

3.1.1.6 The requirements for the tolerance resp. The implementation of the variables used and the
safety considerations are made according to the following table in a separate chapter 22
"Tolerances" or within the rules themselves.

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NAME REQUIREMENT REALIZATION REMARK SECURITY

CONSIDERATION OF
DEVIATION

name of the tolerance Realized Any comment on Any safety assessment of

variables requirement tolerance tolerance and / or the deviation and justification
(e.g. +/- 1 m) (z.B. +/- 4 m) realization for acceptance

3.1.1.7 Figures without suffix correspond to the decimal system.

3.1.1.8 Numbers with the addition hex correspond to the hexadecimal system, e.g. 10hex ÿ 16.
3.1.1.9 Numbers with the suffix bin correspond to a binary number, e.g. 10bin ÿ 2.

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Systemführerschaft ETCS CH Application of train control principles

4 Application of train control principles

4.1 General
PRINCIPLE NAME Application of train control principles ID OF THE RULE
4.1.1.1

DESCRIPTION The principles listed in the document Principles of Train Control [PrZube] must
be applied when planning train control points with ETCS L1 LS.

CREDENTIALS [PrZube]

REASON Uniformly equipped Swiss standard gauge network.

COMMENT The documents principles of train control [PrZube] and project planning rules
ETCS L1 LS [this document] are a specification of the ETCS CH system manager.

NAME OF THE PRINCIPLE Display for the train driver ID OF THE RULE
4.1.1.2

DESCRIPTION The L1 LS speed profile must be configured in such a way that the display is as
logical and understandable as possible for the train driver.
If, in certain situations, the display can be better presented to the train driver
through an optimized configuration, contrary to the principles defined in the
"Principles of train control" [PrZube], and if the risk-minimising measures can still be
implemented, the optimized configuration should be selected.

CREDENTIALS [PrZube], [I-30131]

REASON Incorrect monitoring speeds should not be displayed to the driver. The risk-
minimising measures must always be implemented ÿ Monitoring of the danger and
target point.

COMMENT The functionality of the display in ETCS L1 LS is described in chapter 2.2.17

"Display / confirmation request on the train driver DMI" explained.

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5 General rules for L1 LS train control points

5.1 Physical configuration of track devices

NAME OF THE RULE Configurations of the track devices ID OF THE RULE
5.1.1.1

DESCRIPTION The configurations of the line devices (fixed data balise, transparent data balise, balise group, loop) are to
be carried out in accordance with the following project planning rules.

CREDENTIALS -

REASON -

COMMENT Other manufacturers and infrastructure operator-specific regulations must be taken into account.

NAME OF THE RULE Minimum number of balises per group ID OF THE RULE
5.1.1.2

DESCRIPTION A balise group must consist of at least two balises.

Exceptions are only allowed for checking and testing purposes.

CREDENTIALS -

REASON The special case of the "single balise group" is not applied.

COMMENT The maximum number of balises per group is defined in [SRS_BL3].

NAME OF THE RULE Spacing of balises within them ID OF THE RULE

5.1.1.3
group

DESCRIPTION Between two consecutive balises of the same group, the distance must be at least:

- 2.3 m with a maximum line speed of ÿ 160 km/h

- 3 m at a maximum line speed between 160 km/h and 300 km/h.

The distance between two consecutive balises of the same group must not exceed 12 m.

Between two consecutive balises of the same group should be the distance
3 m (5 control distances).
CREDENTIALS [FFFIS_Balise], [UNISIG_Eng_Rules]

REASON -

COMMENT The distance is measured from center to center of the two balises.

NAME OF THE RULE Alignment of balise groups ID OF THE RULE

5.1.1.4

DESCRIPTION Balise groups should be aligned as follows:

- Signal-dependent beacon groups: Nominal direction in the direction of validity of the

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Signals
- Fixed data balise groups: nominal direction in the direction of validity of the most important
function of the balise group.
CREDENTIALS -

REASON Nominal direction is indicated on plans, assignment signal ÿ BG is simplified, especially

when there are several groups of balises in one place.

COMMENT Rules 19.1.2.2 and 19.1.2.3 must be observed in the area of correction points.

NAME OF THE RULE Order of balise types ID OF THE RULE

5.1.1.5
Balise groups with fixed dates and
Transparentdatenbalisen

DESCRIPTION In the nominal direction, the first balise in the group should be a fixed data balise.

CREDENTIALS -

REASON This ensures that when the group of balises is driven over, the vehicle device first
receives the unchangeable data and then the most up-to-date variable data from a
transparent data balise.
Example: When stopping with the antenna between the balises of a group with a signal
indicating stop, the stop telegram is not transmitted. The vehicle does not receive the
signal-dependent information until it starts driving (when the signal has switched
downstream).
COMMENT -

NAME OF THE RULE Additional locations from Balisengrup ID OF THE RULE

5.1.1.6
pen when using correction point
information

DESCRIPTION When using correction points on one or more routes

on all routes that can be driven from the start signal with a specific signal aspect, a Bali
sen group should be provided as a correction point between the beginning and end of each
of these routes.

Existing beacon groups that are signal-dependent for the direction of travel in which the
correction information is valid may not be used for this purpose.

CREDENTIALS [SRS_BL3], 3.4.4.4.2.1

REASON In L1 LS, repositioning must be announced (linked). An announced repositioning must

always be transferred.

COMMENT Repositioning information must not be sent together with a driver's license (Package 12)
be transmitted for the same direction.

See also rules 19.1.2.2 and 19.1.2.3.

In the area of a departure prevention with a loop, the additional requirements for the
placement of correction points according to Rule 7.1.2.16 must be taken into account.

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NAME OF THE RULE Additional balise groups for balise groups (wayside ID OF THE RULE
5.1.1.7
devices) to protect level crossing systems

DESCRIPTION If the distance from the last balise group to the train control point
to protect level crossing systems (outside device) is greater than 1500 meters, an
additional balise group must be installed at a distance of 150 m to 250 m in front of
the train control point (outside device).

CREDENTIALS -

REASON The additional balise group serves to correct the distance measurement on the
vehicles.

COMMENT See also Rule 19.1.1.4.

NAME OF THE RULE Assembly tolerance compared to the project ID OF THE RULE
5.1.1.8
designation

DESCRIPTION Balises must be installed in the direction of the track axis, in compliance with the rest
can be installed with an accuracy of ±2 m compared to the projected values.

CREDENTIALS -

REASON -

COMMENT -

NAME OF THE RULE Minimum distance with the same Euroloop ID OF THE RULE
5.1.1.9
DSSS-Key

DESCRIPTION At a distance of 50 m across (in all directions) and 300 m along the axis of the track around each Euroloop,
the DSSS keys of all other Euroloops must be different.

CREDENTIALS [FFFIS_Loop]

REASON Crosstalk Prevention.

COMMENT The area has the following shape and dimensions (marked in gray):

300m Leaky cable section of the Euroloop 300m

R=50m R=50m
that. 2.4m

Exception: If this rule cannot be observed (e.g. in stations with many adjacent tracks),
the specified distances may be undercut if the proper function of the train control
systems can be proven to continue to be guaranteed.

In this case, an exceptional permit must be obtained.

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NAME OF THE RULE Balise groups within Euroloops and ID OF THE RULE
5.1.1.10
up to 15 m before the end of a Euro loop

DESCRIPTION The last balise of a balise group within a Euroloop should have a minimum distance of (15 + 2 * (maximum line speed (in km/h) /
3.6)) meters
(“15 m + 2 seconds”) until the start of the Euroloop.
CREDENTIALS -

REASON The loop reception in the ETM is suppressed up to 15 m after the last balise of a
group so that the ZUB computer does not mistake a coil telegram for a loop telegram.
In addition, there is the processing time of the loop information by the ZUB computer
(max. 2s).
COMMENT The following minimum distance results for the different speeds:

v (in km/h) Minimum distance (m) v (in km/h) Min. (m)

ÿ 40 38 130 88
50 43 140 93
60 49 150 99
70 54 160 104
80 60 170 110
90 66 180 116
100 71 190 121
110 77 200 127
120 82

Loop End Walk Anfang

NAME OF THE RULE Designations of the signal aspects ID OF THE RULE

5.1.1.11

DESCRIPTION If abbreviations of signal aspects are used, the ones in the

List of signal aspects in Appendix A (Chapter 23) specified abbreviations (column
"Signal aspect code") are used.
CREDENTIALS -

REASON Uniform designation creates clarity and eliminates misunderstandings.

COMMENT -

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5.2 ETCS packages and variables on L1 LS routes

5.2.1 General

5.2.1.1 The ETCS packages used in Switzerland on L1 LS routes are listed below and their function and the variables
required for this are roughly described.

5.2.1.2 Detailed descriptions of packages and variables can be found in [SRS_BL3]. For package 3 "national values"
SRS ÿ Version 3.0.0, the detailed descriptions can be found in UNISIG SRS 2.3.0d. In the event of
inconsistencies between this document and [SRS_BL3], [SRS_BL3] takes precedence.

5.2.1.3 The specific determination of the packets and variable values for L1 LS plug is in the
regulated in the following chapters.

5.2.1.4 Those in the telegram header (header) of the balise and loop as well as in all other packets
The variable values used are described in the following chapters.
5.2.1.5 Variables indented in the following tables do not have to be configured depending on the configuration of
the preceding identifier ([SRS_BL3] 7.3.3.9). These variables are nevertheless listed in the rules and
provided with a corresponding comment.

5.2.1.6 Note: With the release of version 3.5.0 [SRS_BL3], T_LOA and V_LOA
the only variable used in this document has had its name changed (new after version 3.5.0 [SRS_BL3]
T_EMA and V_EMA). However, the structure of the packages has remained unchanged. The package
descriptions and variable names and descriptions used in this document correspond to version 3.4.0 of
[SRS_BL3].

5.2.2 Package and variable overview

5.2.2.1 Package 3: National Values

Description Set of "national values"

transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
D_VALIDNV 15 Distance from where "national values" are valid
NID_C 10 Identifier of the "national area" to which the
data set belongs.
5 Number of data set iterations after this variable ÿ Index
N_ITER
k

NID_C (k) 10 Identification of additional "national areas" (k)

to which the data set belongs. Multiple areas
are possible.
V_NVSHUNT 7 National speed limit for «Shunting» (SH)
operating mode

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V_NVSTFF 7 National speed limit for “Staff

Responsible” (SR) operating mode
V_NVONSIGHT 7 National speed limit for “On Sight” (OS)
operating mode
V_NVLIMSUPERV
7 National speed limit for «Limited
Supervision» (LS) operating mode
V_NVUNFIT 7 National speed limit for “Unfitted” (UN)
operating mode
V_NVREL 7 National Exemption Speed Limit
ÿ Intervention speed
D_NVROLL 15 National Wegrolldistanzlimite
Q_NVSBTSMPERM 1 National identifier for using the system brake
for a first brake intervention
when monitoring a target speed
Q_NVEMRRLS 1 National identifier for releasing the emergency
brake
Q_NVGUIPERM 1 National identifier for using a guide curve when
monitoring for a target speed ÿ (guidance curve)

Q_NVSBFBPERM 1 National identifier for using the system

brake feedback
Q_NVINHSMICPERM 1 National identifier to take into account the
inaccuracy of the speed measurement for the
calculation of the EBI National speed limit for
V_NVALLOWOVTRP 7 the engine driver selection "Override end of
driver's license" (Override EOA).

V_NVSUPOVTRP 7 National speed limit to be monitored when

the function "Override end of driving
license" (Override EOA) is active. ÿ
Intervention speed
D_NVOVTRP 15 National distance limit for switching off the trip
function when driving over the end of a
driving licence

T_NVOVTRP 8 National time limit to turn off the

Trip function when driving over the end of a
driving licence

D_NVPOTRP 15 National maximum distance for reversing in

«Post Trip» mode
M_NVCONTACT 2 Response ID when expiration of
T_NVCONTACT
T_NVCONTACT 8 National maximum time without receiving a
secure radio message
M_NVDERUN 1 National identifier for permission to enter
Engine driver number while driving

D_NVSTFF 15 National maximum distance for operating mode

«Staff Responsible» (SR)
Q_NVDRIVER_ADHES 1 National identifier for the change permit
of the adhesion factor by the locomotive driver
re
A_NVMAXREDADH1 6 National maximum deceleration 1 (passenger
trains in braking type P with adhesion-
independent braking means) with reduced adhesion

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A_NVMAXREDADH2 6 National maximum deceleration 2 (passenger trains in

braking type P without adhesion-independent braking
means) with reduced adhesion

A_NVMAXREDADH3 6 National maximum deceleration 3 (freight trains with

braking type P or G) with reduced
adhesion

Q_NVLOCACC 6 National Balisenverlegegenauigkeit

M_NVAVADH 5 National weighting factor for available

Adhesion for gamma trains

M_NVEBCL 4 National Confidence Level Emergency Braking for

Gamma Trains

Q_NVKINT 1 National identifier for braking curve correction factors

Q_NVKVINTSET 2 National identifier of the train type for braking curve

correction factors

Only if Q_NVKINT=1

A_NVP12 6 National Delay

Only if Q_NVKVINTSET=1

A_NVP23 6 National Delay

Only if Q_NVKVINTSET=1

V_NVKVINT 7 National lower speed limit for

braking curve correction factors
National braking curve correction factor
M_NVKVINT 7

National braking curve correction factor

M_NVKVINT 7

Only if Q_NVKVINTSET=1
Number of data set iterations after this variable ÿ Index
N_ITER 5
(n)

V_NVKVINT(n) 7 National lower speed limit for

Braking curve correction factors (n)

M_NVKVINT(n) 7 National braking curve correction factor (n)

M_NVKVINT(n) 7 National braking curve correction factor (n)

Only if Q_NVKVINTSET=1
Number of data set iterations after this variable ÿ Index
N_ITER 5
(k)

Q_NVKVINTSET(k) 2 National identifier of the train type for braking curve

correction factors (k)

A_NVP12(k) 6 National Delay (k)

Only if Q_NVKVINTSET(k)=1

A_NVP23(k) 6 National Delay (k)

Only if Q_NVKVINTSET(k)=1

V_NVKVINT (k) 7 National lower speed limit for

Braking curve correction factors (k)

M_NVKVINT (k) 7 National braking curve correction factor (k)

M_NVKVINT (k) 7 National braking curve correction factor (k)

Only if Q_NVKVINTSET (k)=1
Number of data set iterations after this variable ÿ Index
N_ITER(k) 5
(m)

V_NVKVINT(k,m) 7 National lower speed limit for

Braking curve correction factors (k,m)

M_NVKVINT (k, m) 7 National braking curve correction factor (k,m)

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M_NVKVINT (k, m) 7 National braking curve correction factor (k,m)

Only if Q_NVKVINTSET (k) =1
L_NVKRINT 5 National value of lower train length limit for train
length dependent braking curve correction factor

M_NVKRINT 5 National train length dependent braking curve

correction factor

N_ITER 5 Number of data set iterations after this variable ÿ

Index (I)
L_NVKRINT (I) 5 National value of lower train length limit for train
length dependent braking curve correction factor
(I)
M_NVKRINT(I) 5 National train length dependent braking curve
correction factor (l)
5 National correction factor for brake build-up time
M_NVKTINT

For Package 3 "National Values" SRS < Version 3.0.0 see [NV_CH] .

5.2.2.2 Package 5: Linking table (Linking)

Description Link information

transmission Beacon, Loop
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
D_LINK 15 Incremental linking distance to the next
Beacongroup
Q_NEWCOUNTRY 1 Identifier of new "national area"
NID_C 10 Identifier of the 'national domain' to which the
dataset belongs, if
Q_NEWCOUNTRY = 1
NID_BG 14 Identification number of the balise group
Q_LINKORIENTATION 1 Direction of validity identifier of the linked
Beacongroup
Q_LINKREACTION 2 Linking reaction
Q_LOCACC 6 Accuracy of balise position
5 Number of data set iterations after this variable ÿ Index
N_ITER
k

D_LINK(k) 15 Incremental linking distance to the next

Beaconsengruppe (k)

Q_NEWCOUNTRY(k) 1 New "national area" identifier (k)

NID_C (k) 10 Identifier of the "national area" (k) to which
the data set belongs, if
Q_NEWCOUNTRY = 1
NID_BG (k) 14 Identification number of balise group (k)
Q_LINKORIENTATION(k) 1 Validity direction identifier (k) of the linked
Beacongroup
Q_LINKREACTION (k) 2 Linkingreaktion (k)

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Q_LOCACC(k) 6 Beacon Position Accuracy (k)

5.2.2.3 Package 12: Level 1 Driving License (Level 1 Movement Authority)

Description Transfer of a level 1 driver's license

transmission Beacon, Loop
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the
transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
V_MAIN 7 Signaling dependent speed
limit
V_LOA 7 Permitted speed at the
driving license limit
T_LOA 10 Period of validity of the permitted
speed at the driving license limit.

Can be set to “no time out”.

will.
N_ITER 5 Number of data set iterations after
this variable ÿ index k

0 if V_MAIN = 0 or only one

section in the driving license

L_SECTION(k) 15 section length (k) in the

driving licence

Q_SECTIONTIMER(k) 1 Identifier whether within this

Subsection (k) a section
timer is relevant
T_SECTIONTIMER(k) 10 Period of validity of subsection
(k) in the driving licence

D_SECTIONTIMERSTOPLOC(k) 15 Distance between start of section (k)

and stop location at section
timeout
L_ENDSECTION 15 Length of the final section in the
driver's license
Q_SECTIONTIMER 1 Identifier whether within this
Final section a section
timer is relevant
T_SECTIONTIMER 10 Period of validity of a section
in the driving licence
D_SECTIONTIMERSTOPLOC 15 Distance between the start of the
section and the stop location
at section timeout

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Q_ENDTIMER 1 Identifier whether in the final

section a section timer when
reaching
D_ENDTIMERSTARTLOC
becomes relevant

T_ENDTIMER 10 validity period of the conclusion

section in the driver's license

D_ENDTIMERSTARTLOC 15 distance between location of

Starts of the final section stimers
until the end of the driving license

Q_DANGERPOINT 1 Identifier for danger point

information

D_DP 15 Distance between the end of driving

permission and the point of
danger (slipping distance)
V_RELEASEDP 7 hazard dependent
release speed
Q_OVERLAP 1 Identifier whether slipping path
(Overlap) is applied
D_STARTOL 15 Distance between beginning of
slip-through (overlap)
Timers until the end of the driving
license

T_OL 10 Limited Time Slip Validity Period

gone
D_OL 15 Distance between the end of the driving
license and the time-restricted slip-
through path
(Overlap) End
V_RELEASEOL 7 Slip distance (overlap)
dependent release speed

5.2.2.4 Package 13: Distance information for «Staff Responsible» operating mode (Staff Responsible
distance Information from loop)

Description Transmission of a permitted distance for driving in «Staff Responsible» (SR) mode

transmission Loop
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier

Q_DIR 2 Direction of validity of the transmitted data

L_PACKET 13 Packlange

Q_SCALE 2 Distanzskalakennung

Q_NEWCOUNTRY 1 Identifier of new "national area"

NID_C 10 Identifier of the "national area" to which the

data set belongs if
Q_NEWCOUNTRY = 1

NID_BG 14 Identification number of balise group am

main signal

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Q_NEWCOUNTRY 1 Identifier of new "national area"

NID_C 10 Identifier of the "national area" to which the
data set belongs if
Q_NEWCOUNTRY = 1
NID_BG 14 Identification number of the reference balises
group
D_SR 15 Allowed distance in «Staff
Responsible» (SR)
Number of data set iterations after this variable ÿ index
N_ITER 5
k

Q_NEWCOUNTRY(k) 1 New "national area" identifier (k)

NID_C (k) 10 Identifier of the "national area" (k) to which
the dataset belongs if
Q_NEWCOUNTRY = 1
NID_BG (k) 14 Reference balise group identification number
(k)
D_SR(k) 15 Allowed distance (k) in «Staff
Responsible» (SR)

5.2.2.5 Package 16: Distance Correction (Repositioning Information)

Description Transfer a correction to the current distance

transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
L_SECTION 15 section length in the driver's license

5.2.2.6 Package 21: Gradient Profile

description Transfer the slope profile

D_GRADIENT is the distance to the next change in the gradient profile.
transmission Beacon, Loop
medium
contents Variable Long comment
(Bits)
8 packet identifier
NID_PACKET
2 Direction of validity of the transmitted data
Q_DIR
13 Packlange
L_PACKET
2 Distanzskalakennung
Q_SCALE
15 Incremental distance to next change
D_GRADIENT
in the slope profile
Q_GDIR 1
tilt identifier
0ÿ down (slope)
1 ÿ up (slope)
8 Safe tilt value
G_A

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N_ITER 5 Number of data set iterations after this variable ÿ index

k

D_GRADIENT(k) 15 Incremental distance (k) to the next change in slope profile

Q_GDIR(k) 1 Slope ID (k)

0 ÿ down (slope)
1 ÿ up (slope)
G_A(k) 8 Safe slope value (k)

5.2.2.7 Package 27: International Static Speed Profile (SSP)

description Transmission of the static speed profile and optional speed limits dependent on international train
categories.
transmission Beacon, Loop
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
D_STATIC 15 Incremental distance to the next change in the
international static speed profile

V_STATIC 7 Static Velocity of Velocity Profile (Part) Section (Base

SSP)
Q_FRONT 1 section end identifier
0 ÿ Train length taken into account
1 ÿ Train length not considered
N_ITER 5 Number of data set iterations after this variable ÿ Index
n

Q_DIFF(n) 2 Identifier of international train category(ies)

NC_CDDIFF(n) 4 International train category(ies) with base
cant deficiency
NC_DIFF(n) 4 Further (Other) international train category(ies)

V_DIFF(n) 7 Positive absolute speed value of

Zug category (n)
N_ITER 5 Number of data set iterations after this variable ÿ index
k

D_STATIC(k) 15 Incremental distance (k) until the next change in the

international static speed profile

V_STATIC(k) 7 Profile Section Static Velocity (k), (Base SSP)

Q_FRONT(k) 1 Section end identifier (k)

0 ÿ Train length taken into account
1 ÿ Train length not considered
N_ITER(k) 5 Number of data set iterations after this variable ÿ Index
m

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Q_DIFF(k,m) 2 International train category identifier (k,m)

NC_CDDIFF(k,m) 4 International train category (k,m) based on cant

deficiency
NC_DIFF(k,m) 4 Further (Other) international train category (k,m)

V_DIFF(k,m) 7 Positive absolute speed value of

Zugkategorie (k, m)

5.2.2.8 Paket 41: Levelwechselbefehl (Level Transition Order)

description Package for setting the location of level changes.

The consecutive M_LEVELTR go from the level with the highest to the one with the lowest priority.

transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
D_LEVELTR 15 Distance to level change

M_LEVELTR 3 Desire Level

NID_NTC 8 NTC identification if M_LEVELTR = 1
(NTC)
L_ACKLEVELTR 15 Length of the confirmation area before the
Levelwechsel
N_ITER 5 Number of data set iterations after this variable ÿ Index
k

M_LEVELTR(k) 3 Desire Level (k)

NID_NTC (k) 8 NTC identification (k) if M_LEVELTR = 1
(NTC)
L_ACKLEVELTR(k) 15 Length of the confirmation area before the
Levelwechsel (k)

5.2.2.9 Package 65: Temporary speed restriction

Description Transfer of a temporary speed restriction

Transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
NID_TSR 8 Identification number of the temporary speed
limit
D_TSR 15 Distance to start of temporary
speed restriction
L_TSR 15 Length of the temporary speed restriction

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Q_FRONT 1 section end identifier

0 ÿ Train length taken into account
1 ÿ Train length not considered
V_TSR 7 Permitted speed in the temporary
speed restriction

5.2.2.10 Packet 66: Removal of temporary speed restrictions (Temporary Speed Restriction Revo
cation)

Description Transferring a temporary speed restriction cancellation

Transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 12 Direction of validity of the transmitted data
L_PACKET 13 Packlange
NID_TSR 8 Identification number of the temporary speed
limit that is to be lifted

5.2.2.11 Package 67: Track Condition Big Metal Masses

description This packet transmits the details on not processing the integrity fault messages in
the event of failed self-tests of the ETCS balise antenna due to trackside large
masses of metal.
transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
D_TRACKCOND 15 Incremental distance to change the
track property
Here:
Beginning of the area of large metal masses
resp. from when error messages from the integrity
check of the beacon transmission should be
ignored.

L_TRACKCOND 15 Length in which the link property is valid.

Here:
Range length in which error messages from
the integrity check of the beacon transmission
should be ignored.
Number of data set iterations after this variable ÿ Index
N_ITER 5
k

D_TRACKCOND (k) 15 Incremental distance to change the

Line property (k)

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L_TRACKCOND (k) 15 Length in which the link property (k) is valid.

Here:
Length (k) in which fault messages from the
integrity check of the beacon transmission are
to be ignored.

5.2.2.12 Packet 72: Packet for sending plain text messages

text messages)

description
transmission Beacon, Loop
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted
Data

L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
Q_TEXTCLASS 2 Identification of the text class to be
displayed

Q_TEXTDISPLAY 1 Identifier for the combination of text display

conditions
D_TEXTDISPLAY 15 Distance to the start of the text display
(initial condition)
M_MODETEXTDISPLAY 4 On-board Text Display Mode (Initial
Condition)
M_LEVELTEXTDISPLAY 3 On-board operational level (initial condition)

NID_NTC 8 NTC identification if

M_LEVELTEXTDISPLAY = 1 (NTC)
L_TEXTDISPLAY 15 distance during which the text message
must be displayed (and confirmed).
(end condition)
T_TEXTDISPLAY 10 Duration of time during which the text message
must be displayed (and acknowledged).
(end condition)
M_MODETEXTDISPLAY 4 Vehicle-side operating mode for text
display (end condition)
M_LEVELTEXTDISPLAY 3 On-board operational level
(end condition)
NID_NTC 8 NTC identification if
M_LEVELTEXTDISPLAY = 1 (NTC)
Q_TEXTCONFIRM 2 Identifier for the request/reaction of the
Text confirmation
Q_CONFTEXTDISPLAY 1 Identification of the end of the text display
after confirmation
Only if Q_TEXTCONFIRMÿ0
Q_TEXTREPORT 1 Identifier for reporting the text
acknowledgment to the RBC
Only if Q_TEXTCONFIRMÿ0

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NID_TEXTMESSAGE 8 Identification number of the text message

to the RBC
Only if Q_TEXTREPORT=1
NID_C 10 Identification of the "national area" to
which the data set belongs
Only if Q_TEXTREPORT=1
NID_RBC 14 Identifier of the RBC
Only if Q_TEXTREPORT=1
L_TEXT 8 Length of the text string
X_TEXT(L_TEXT) 8 Text string element (L_TEXT)

5.2.2.13 Package 76: Package for sending fixed text messages

Alternative to package 72 if the texts to be transmitted are predefined at European level.

description
transmission Beacon, Loop
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted
Data

L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
Q_TEXTCLASS 2 Identification of the text class to be
displayed

Q_TEXTDISPLAY 1 Identifier for the combination of text display

conditions
D_TEXTDISPLAY 15 Distance to the start of the text display
(initial condition)
M_MODETEXTDISPLAY 4 On-board Text Display Mode (Initial
Condition)
M_LEVELTEXTDISPLAY 3 On-board operational level (initial condition)

NID_NTC 8 NTC identification if

M_LEVELTEXTDISPLAY = 1 (NTC)
L_TEXTDISPLAY 15 distance during which the text message
must be displayed (and confirmed).
(end condition)
T_TEXTDISPLAY 10 Duration of time during which the text message must
be displayed (and acknowledged).
(end condition)
M_MODETEXTDISPLAY 4 Vehicle-side operating mode for text
display (end condition)
M_LEVELTEXTDISPLAY 3 On-board operational level
(end condition)
NID_NTC 8 NTC identification if
M_LEVELTEXTDISPLAY = 1 (NTC)
Q_TEXTCONFIRM 2 Identifier for the request/reaction of the
Text confirmation

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Q_CONFTEXTDISPLAY 1 Identification of the end of the text display after

confirmation
Only if Q_TEXTCONFIRMÿ0
Q_TEXTREPORT 1 Identifier for reporting the text acknowledgment
to the RBC
Only if Q_TEXTCONFIRMÿ0
NID_TEXTMESSAGE 8 Identification number of the text message to the
RBC

Only if Q_TEXTREPORT=1
NID_C 10 Identification of the "national area" to which the
data set belongs
Only if Q_TEXTREPORT=1
NID_RBC 14 Identifier of the RBC
Only if Q_TEXTREPORT=1
Q_TEXT 8 Identifiers for the to be transferred
Text message.

5.2.2.14 Package 80: Operating mode profile (Mode Profile)

Description Operating mode profile linked to a driving license

Transmission Beacon, Loop
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
D_MAMODE 15 Incremental distance to the next operating mode
change in the driving permission

M_MAMODE 2 Required operating mode within a driving license section

(“On Sight”, “OS”, “Limited
Supervision» „LS“, «Shunting» „SH“)
V_MAMODE 7 Requested operating mode relevant speed

L_MAMODE 15 Area length of the requested operating mode

L_ACKMAMODE 15 Length of the confirmation area before the
Change of operating mode

Q_MAMODE 1 ID for monitoring in the operating mode

N_ITER 5 Number of data set iterations after this variable ÿ index
k

D_MAMODE(k) 15 Incremental distance to the next mode change (k)

in the driving permission
M_MAMODE(k) 2 Required operating mode (k) within a
driver's license section ("On Sight" "OS",
«Limited Supervision» „LS“, «Shunting» „SH“)
V_MAMODE (k) 7 Requested operating mode (k) relevant speed

L_MAMODE(k) 15 Area length of the requested operating mode (k)

L_ACKMAMODE (k) 15 Length of the confirmation area before the
Change of operating mode (k)

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Q_MAMODE(k) 1 Identification for monitoring in operating mode (k)

5.2.2.15 Packet 132: Stop for shunting movement (Danger for Shunting information)

Description This package monitors a halt for shunting movement.

Transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_ASPECT 1 shunting movement
0 ÿ stop, 1 ÿ drive

5.2.2.16 Package 134: Loopanmeldung (EOLM Package)

Description This packet announces a loop.

Transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SCALE 2 Distanzskalakennung
NID_LOOP 14 Identification number of the loop
D_LOOP 15 Distance between balise group of
Loop Registration (EOLM) and Loop - Beginning
L_LOOP 15 Loop - Length
Q_LOOPDIR 1 Identifier for the direction of validity of the loop
Q_SSCODE 4 Spread spectrum code for loop

5.2.2.17 Package 136: Infill Location Reference

description Defines the location reference for all data in the same message des
Balise or loop telegrams that follow this packet
transmission Beacon, Loop
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_NEWCOUNTRY 1 Identifier of new "national area"
NID_C 10 Identifier of the "national area" to which the
data set belongs if
Q_NEWCOUNTRY = 1
NID_BG 14 Identification number of the balise group

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5.2.2.18 Package 137: Stop if in Staff Responsible

Description This package monitors a stop for driving under staff responsibility.
Transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange
Q_SRSTOP 1 Drive under personal responsibility
0 ÿ stop, 1 ÿ drive

5.2.2.19 Package 145: Inhibition of balise group message consistency reaction

description This package suppresses braking on the vehicle for this beacon group if one or
more telegrams from this beacon group were not found or not decoded.

transmission Tag
medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange

5.2.2.20 Packet 254: Fallback Information (Default Balise or Loop Information)

description Notification to the vehicle that the balise telegram or the loop information
contains back-up information due to a disruption on the track side

transmission Beacon, Loop

medium
contents Variable Long comment
(Bits)
NID_PACKET 8 packet identifier
Q_DIR 2 Direction of validity of the transmitted data
L_PACKET 13 Packlange

5.2.2.21 Paket 255: Telegrammendkennung (End of Information)

description This package contains only NID_PACKET with 8 bits set to logical "1".
It is used for telegram end identification. The receiver stops reading the remaining
telegram/message part when the 8 bits with the logical "1" are read in the
NID_PACKET field.

Each balise and loop telegram must end with packet 255.

transmission Beacon, Loop

medium

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contents Variable Long comment

(Bits)
NID_PACKET 8 = 255 (1111 1111bin)

5.2.2.22 Variables in the balise telegram header (header)

description Variables in the balise telegram header

Every balise telegram must start with the balise telegram header (header)
to start.
transmission Tag
medium
contents Variable Long comment
(Bits)
Q_UPDOWN 1 Identification information transmission direction
M_VERSION 7 Version of the ERTMS/ETCS language
Q_MEAN 1 Identifier transmission medium
N_PIG 3 group position. Defines the position within the
balise group.
N_TOTAL 3 Total number of beacons in the group
M_DUP 2 Identifier whether balise information is a duplicate
of the preceding or following balise.

M_MCOUNT 8 telegram counter. Enables the detection of

changes within the balise group information when
navigating the balise group.

NID_C 10 Identifier of the "national area" to which the

data set belongs.
NID_BG 14 Identification number of the balise group
Q_LINK 1 Identifier via Balisen Linking

5.2.2.23 Variables in the loop telegram header (header)

description Variables in the loop telegram header

Each loop telegram must be provided with the loop telegram header.

transmission Loop
medium
contents Variable Long comment
(Bits)
Q_UPDOWN 1 Identification information transmission direction
M_VERSION 7 Version of the ERTMS/ETCS language
Q_MEAN 1 Identifier transmission medium
NID_C 10 Identifier of the "national area" to which the
data set belongs.
NID_LOOP 14 Identification number of the loop

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5.2.3 Values of the variables in the balise telegram header (header)

NAME OF THE RULE Variable Q_UPDOWN of the Eurobalise ID OF THE RULE
5.2.3.1

DESCRIPTION Q_UPDOWN must have the value 1 (= up-link).

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

NAME OF THE RULE Variable M_VERSION of the Eurobalise ID OF THE RULE

5.2.3.2

DESCRIPTION M_VERSION must have the value 32 (= version 2.0).

CREDENTIALS [SRS_BL3]

REASON -

COMMENT For exceptions, see Chapter 12 "ETCS Transitions" and 20.5 "Big Metal Masses on the
track".

NAME OF THE RULE Variable Q_MEDIA of the Eurobalise ID OF THE RULE

5.2.3.3

DESCRIPTION Q_MEDIA must have the value 0 (= Eurobalise).

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

NAME DER REGEL Variable N_PIG ID OF THE RULE

5.2.3.4

DESCRIPTION N_PIG must have the value corresponding to the position of the balises within the balises
group corresponds, ie:

Position N_PIG =
1. Beacon 0

2. Beacon 1

3. Beacon 2

4. Beacon 3

5. Beacon 4
6. Beacon 5

7. Beacon 6

8. Beacon 7

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

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NAME OF THE RULE Variable N_TOTAL ID OF THE RULE

5.2.3.5

DESCRIPTION N_TOTAL must have the value corresponding to the total number of balises in the corresponding group,
ie:
number
Balisen N_TOTAL =
1 0

2 1

3 2

4 3

5 4
6 5

7 6

8 7

N_TOTAL must have the same value at all times within the same balise group.

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

NAME DER REGEL Variable M_DUP ID OF THE RULE

5.2.3.6

DESCRIPTION M_DUP must have the value 0 (= no duplicates).

CREDENTIALS [SRS_BL3]

REASON -

COMMENT Other values are also permitted in the transition area from route signaling to driver's cab signaling (eg
entry area ETCS Level 2).

NAME OF RULE Variable M_MCOUNT from fixed data bali ID OF THE RULE
5.2.3.7
its

DESCRIPTION For fixed data balises, M_MCOUNT must have the value 255 (= The telegram fits with all
telegrams of the same balise group) aufweisen.

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

NAME OF RULE Variable M_MCOUNT of transparent data balises ID OF THE RULE

5.2.3.8

DESCRIPTION M_MCOUNT must not have the value 0 or a value for transparent data balises
in the range of 253 to 255.

M_MCOUNT must have the following values for transparent data balises:

State of the LEU M_MCOUNT =

The signal assigned (logically) to the balise group 1…126, 141…252

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shows a signal aspect from the code list of signal aspects the corresponding value is
(Appendix A) from the table of
M_MCOUNT values (Annex
See also remark
B).

LEU input failure 127

Tageneingangsstörung 128

LEU is in a state that should trigger a status message,

e.g.:

• Halt & Low Battery 129 … 140

• Warnung & Low Battery
the corresponding value is
• Ride & Low Battery from the table of
• Undervoltage • M_MCOUNT values (Annex
Interruption of contact tap B).
• Short circuit contact tap
• Implausible contact position
• Safety shutdown
-
CREDENTIALS
-
REASON

COMMENT The project planning of the LEU is retrofitted in relay interlockings with the driving term "stop
+ emergency stop". As a result, even if the stop and emergency stop lamps are on at the same
time, a valid driving concept is recognized by the LEU and the stop telegram is output.

If a beacon group of a distant signal is controlled by the LEU of the corresponding downstream
main signal, the M_MCOUNT value is determined according to the signal image of the distant
signal.
The value 253 is not used in Switzerland so that there is no number conflict if this value is used
by the SRS (special value) in the future.

Appendix A is listed in Chapter 23 and Appendix B in Chapter 24.

NAME OF THE RULE Variable NID_C of the Eurobalise ID OF THE RULE

5.2.3.9

DESCRIPTION NID_C must have the value assigned by the numbering authority.

NID_C must have the same value at all times within the same beacon group.

-
CREDENTIALS
-
REASON

COMMENT In Switzerland, the NID_C are issued on request by the BAV. The value range reserved
for Switzerland is 448…455.

See BAV document "Allocation of NID_C and numbers for Eurobalise groups and Euroloops in
Switzerland". Available on BAV homepage.

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NAME OF THE RULE Variable NID_BG ID OF THE RULE

5.2.3.10

DESCRIPTION NID_BG must have the same value at all times within the same beacon group.

With the same NID_C, each NID_BG must not be used in several balise groups.

CREDENTIALS -

REASON The balise groups must be clearly identifiable.

COMMENT At the request of an infrastructure manager, the BAV issues a tranche of numbers for
beacon groups (NID_BG) and the same tranche of numbers for Euroloops (NID_LOOP)
due to the scope of the project.
See BAV document "Allocation of NID_C and numbers for Eurobalise groups and
Euroloops in Switzerland".

NAME DER REGEL Variable Q_LINK I ID OF THE RULE

5.2.3.11

DESCRIPTION Q_LINK must have the same value at all times within the same balise group.

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

NAME DER REGEL Variable Q_LINK II ID OF THE RULE

5.2.3.12

DESCRIPTION Q_LINK must have the value 0 (=unlinked) if the balise group is to be absi
serves to secure slow-moving sections.

Q_LINK can have the value 0 (=unlinked) if the beacon group is in the transition area
from route signaling to driver's cab signaling.

In all other beacon groups, Q_LINK must have the value 1 (=linked).
CREDENTIALS -

REASON -

COMMENT In this context, "unlinked" means: the balise group is always read and evaluated.

In this context, "linked" means: the balise group is always read and then evaluated if
either no linking is used or if linking is used and it is contained in the linking table on the
vehicle.

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5.2.4 Values of the variables in the loop telegram header (header)

NAME DER REGEL Variable Q_UPDOWN des Euroloops ID OF THE RULE

5.2.4.1

DESCRIPTION Q_UPDOWN must have the value 1 (= up-link).

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

NAME DER REGEL Variable M_VERSION des Euroloops ID OF THE RULE

5.2.4.2

DESCRIPTION M_VERSION must have the value 32 (= version 2.0).

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

NAME DER REGEL Variable Q_MEDIA des Euroloops ID OF THE RULE

5.2.4.3

DESCRIPTION Q_MEDIA must have the value 1 (= Euroloop).

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

NAME OF THE RULE Variable NID_C of the Euroloop ID OF THE RULE

5.2.4.4

DESCRIPTION NID_C must have the value assigned by the numbering authority.

CREDENTIALS -

REASON -

COMMENT In Switzerland, the NID_C are issued on request by the BAV. The value range
reserved for Switzerland is 448…455.
See BAV document "Allocation of NID_C and numbers for Eurobalise groups and
Euroloops in Switzerland". Available on BAV homepage.

NAME OF THE RULE NID_C numbering of EOLM, Euro loop and balise ID OF THE RULE
5.2.4.5
group of the same train control point

DESCRIPTION The NID_C values of a Euroloop, all associated EOLM balise groups and
Balise group of the same train control point must be identical.

CREDENTIALS -

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REASON No new NID_C can be transmitted with packet 134 (EOLM information).

NID_LOOP = NID_BG (mit identischem NID_C).

COMMENT -

NAME OF THE RULE Variable NID_LOOP ID OF THE RULE

5.2.4.6

DESCRIPTION With the same NID_C, each NID_LOOP must not be in several Euroloops at the same time
be used.

CREDENTIALS -

REASON -

COMMENT -

RULE NAME NID_LOOP numbering from Euro ID OF THE RULE

5.2.4.7
loops

DESCRIPTION The NID_LOOP must be the NID_BG of the balise group of the same train influencer
meeting point.

CREDENTIALS [SRS_BL3]

REASON The assignment of the Euroloop to the train control point must be recognizable at first glance.

COMMENT At the request of an infrastructure manager, the BAV issues a tranche of numbers for balise groups
(NID_BG) and the same tranche of numbers for Euroloops (NID_LOOP) due to the scope of the project.

See BAV document "Allocation of NID_C and numbers for Eurobalise groups and Euroloops in Switzerland".

5.2.5 Allocation and sequence of ETCS packages

NAME OF THE RULE Allocation of the package 136 I ID OF THE RULE

5.2.5.1

DESCRIPTION If the message from a balise group in one or more signal aspects that
contains packet 136 (Infill Location Reference), the transmission order of the signal-aspect-dependent
packets in the direction of travel must be as follows:

1. Aspect-dependent packages that do not belong to specific train control systems (e.g.
package 134)

2. Aspect-dependent packages of the P44 systems

3.Package 136

4. Aspect dependent packages of ETCS L1

CREDENTIALS [SRS_BL3], 8.4.1

REASON The order in which the packets are transmitted within a balise group is basically irrelevant for the ETCS
on-board units, except for infill information.

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COMMENT -

NAME OF THE RULE Allocation of the package 136 II ID OF THE RULE

5.2.5.2

DESCRIPTION If the signal-dependent infill information is assigned to several balises, in

a package 136 can be configured for each of the balises in question.

CREDENTIALS [SRS_BL3], 8.4.1

REASON -

COMMENT -

NAME OF THE RULE Packet order in the Euroloop ID OF THE RULE

5.2.5.3

DESCRIPTION The following packet sequence must be observed in the Euroloop telegram if both information for ETCS and information
for P44 systems are transmitted:

1. Package 13 and Package 254 (if available)

2.Package 136

3. Remaining ETCS packages and package 44

If no information for ETCS is transmitted in the LEU fault telegram with the exception of package 254, package
136 does not have to be additionally configured.

CREDENTIALS [UNISIG_Eng_Rules], 4.2.4.4

REASON Violating this packet sequence means that a vehicle with ETCS vehicle equipment in accordance with
Baseline 3 will not accept the Euroloop telegram.

COMMENT This rule does not apply to Euroloops with a pure P44 function.

For the P44 systems ETM and ZUB 262, the package order is irrelevant.

NAME OF THE RULE Completion of balise telegram and ID OF THE RULE

5.2.5.4
Euroloopmessage
DESCRIPTION Every balise telegram and every Euroloop message must end with packet 255.

CREDENTIALS [SRS_BL3]

REASON -

COMMENT -

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5.2.6 Limitations in ETCS packages

NAME OF THE RULE Limiting the number of sections in ID OF THE RULE 5.2.6.1
the driving license

DESCRIPTION The number of sections (SECTIONs) in the license may per ETCS package
not be greater than 5.

CREDENTIALS [UNISIG_Eng_Rules] 4.3.2.1a)

REASON UNISIG configuration rule

COMMENT A minimum of 6 sections are stored on the vehicle.

In addition to the existing driving licence, infill information can include 6 additional sections

add te.

NAME OF THE RULE Limitation of the number of change locations in ID OF THE RULE 5.2.6.2
slope profile

DESCRIPTION The number of change locations in the gradient profile per ETCS package must not exceed
be 31

CREDENTIALS [UNISIG_Eng_Rules] 4.3.2.1f)

REASON UNISIG configuration rule

COMMENT A minimum of 50 inclination profiles related to a change location are stored on the
vehicle.

NAME OF THE RULE Limitation of the number of change locations in ID OF THE RULE 5.2.6.3
International Static Velocity Profile (Package
27)

DESCRIPTION The number of change locations in the international static speed profile may
per ETCS package 27 must not be greater than 31.

CREDENTIALS [UNISIG_Eng_Rules] 4.3.2.1d)

REASON UNISIG configuration rule

COMMENT A minimum of 50 international static speed profiles are stored on the vehicle with
reference to a change location.

NAME OF THE RULE Limitation of the number of text messages ID OF THE RULE 5.2.6.4

DESCRIPTION A maximum of one packet 72 (free text) and one packet 76 (front
finished text) can be configured.

CREDENTIALS [UNISIG_Eng_Rules] 4.3.2.1h)

REASON UNISIG configuration rule

COMMENT A minimum of 5 free texts and 5 predefined texts are saved on the vehicle.

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NAME OF THE RULE Limitation of the number of sections in the ID OF THE RULE
5.2.6.5
operating mode profile

DESCRIPTION The number of sections in the operating mode profile must not be greater than 2 per ETCS packet.

CREDENTIALS [UNISIG_Eng_Rules] 4.3.2.1c)

REASON UNISIG configuration rule

-
COMMENT

NAME OF THE RULE Limitation of the number of identification numbers ID OF THE RULE
5.2.6.6
of temporary speed restrictions (TSR)

DESCRIPTION The number of temporary speed restrictions Package 65 (Temporary speed restrictions)
must not be greater than 10 per ETCS telegram.

CREDENTIALS [UNISIG_Eng_Rules] 4.3.2.1e)

REASON UNISIG configuration rule

COMMENT A minimum of 30 numbers are stored on the vehicle.

NAME OF THE RULE Limitation of the number of linked Bali ID OF THE RULE
5.2.6.7
the bed group

DESCRIPTION The number of linked balise groups per ETCS package must not exceed 30.

CREDENTIALS [UNISIG_Eng_Rules] 4.3.2.1i)

REASON UNISIG configuration rule

COMMENT A minimum of 30 beacon group links are stored on the vehicle.

NAME OF THE RULE Limitation of the number of large metal ID OF THE RULE
5.2.6.8
masses on the track (package 67)

DESCRIPTION The number of large metal masses (package 67 large metal masses in the track) may per
ETCS package must not be larger than 4.

CREDENTIALS [UNISIG_Eng_Rules] 4.3.2.1k)

REASON UNISIG configuration rule

COMMENT A minimum of 5 large metal masses are stored on the vehicle.

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

6 Signal dependent train control point only

with warning/stop monitoring
6.1.1 General

RULE NAME Deployment Warning/Halt Monitoring ID OF THE RULE 6.1.1.1

DESCRIPTION The signal location-related use of the warning/stop monitoring must be in accordance with
[AB_EBV] AB 39.3.c or concept for the use of train control on the
network of the infrastructure operator.

CREDENTIALS [AB_EBV] AB 39.3.c

REASON Same operational functionality for the train driver and safety as with the

CUE-System.

COMMENT The equipment concept for using train control systems on optically signalized routes [R_I-20027] is used
at the SBB infrastructure.

RULE NAME Application Warning/Stop terms ID OF THE RULE 6.1.1.2

DESCRIPTION The use of the warning/stop terms is identical to the previous SIGNUM
to project the system.

It can be found in the [AB_FDV or the data sheet "Actuating the train control" of the internal signal circuit
(Chrüzlistich).

CREDENTIALS [AB_FDV] Section 1, 9.10, [P_20003821], [BP], [PrZube]

REASON Same operational functionality for the train driver and safety as with the SIGNUM system.

COMMENT -

NAME OF THE RULE Necessary packages when using the ID OF THE RULE 6.1.1.3
Warning/stop monitoring

DESCRIPTION Need for warning/stop monitoring without speed monitoring

the following packages are configured:

- 12 (level 1 driving license)

- 21 (tilt profile)

- 27 (International static speed profile)

- 76 (package for transmitting predefined text messages) only when warning

- 80 (operating mode profile)

- 145 (suppression of braking in case of balise inconsistency)

In the case of stop/ unilluminated signal and/or auxiliary signal/ FASI , package 80 must not be configured
for «Limited Supervision» (LS) operating mode.

Package 145 must not be configured if the signal shows a permanent stop .

CREDENTIALS [SRS_BL3], [UNISIG_Eng_Rules] 4.2.4.6.2

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-
REASON

COMMENT In the event of a stop/ unilluminated signal and/or auxiliary signal/ FASI , package 80 must not
be configured for the «Limited Supervision» (LS) operating mode, otherwise the vehicle will
immediately switch to LS when driving past the signal with override and, due to the lack of Level 1
Permission to drive would be braked with an immediate stop.

RULE NAME Apply text packs on in ID OF THE RULE

6.1.1.4
set of warning/stop monitoring

DESCRIPTION For the display and confirmation request of the warning information to the loco
leader, the following package must be configured:

- 76 (transmission of predefined text messages)

CREDENTIALS [SRS_BL3]

REASON Information and confirmation request for warning to the train driver operationally identical to the
SIGNUM system
-
COMMENT

RULE NAME Do n't apply packages on in ID OF THE RULE

6.1.1.5
set of warning/stop monitoring

DESCRIPTION If speed monitoring according to Chapter 7 is used at the same time as warning/stop monitoring, the
packets may
- 12 (level 1 driving license)

- 21 (tilt profile)

- 27 (International static speed profile) and

- 80 (operating mode profile)

are not transmitted by the warning/stop monitoring.

CREDENTIALS Chapter 7

REASON Only one packet 12, 21, 27, 80 can be transmitted in each direction, ie the packets must be
configured according to the rules for v-monitoring if warning/stop and v-monitoring are combined.

-
COMMENT

6.1.2 Package 12 (Level 1 driver's license)

NAME OF RULE value of NID_PACKET (packet 12). ID OF THE RULE

6.1.2.1
Warning/stop monitoring

DESCRIPTION The value of the package identifier for package 12 (level 1 driving licence) for free driving, warning and
stop is 12.

CREDENTIALS [SRS_BL3]

REASON convention

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COMMENT -

NAME OF RULE Value of Q_DIR (Package 12) at War ID OF THE RULE

6.1.2.2
voltage/stop monitoring

DESCRIPTION The value for the direction of validity of the transmitted data for free ride, war
direction and hold should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

RULE NAME Value of L_PACKET (packet 12) on warning/halt monitoring ID OF THE RULE
6.1.2.3

DESCRIPTION The value of the packet length of packet 12 in free run, warning and stop is 73
Bits.

CREDENTIALS -

REASON Number of bits in the package 12 for free travel, warning and stop including package header (header)

COMMENT -

RULE NAME Value of Q_SCALE (packet 12) in warning/stop monitoring ID OF THE RULE
6.1.2.4

DESCRIPTION The value of the distance scale identifier for Packet 12 at Free Run, Warning, and Stop
is 1 (1m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF RULE Value of V_MAIN (Package 12) at War ID OF THE RULE

6.1.2.5
voltage/stop monitoring

DESCRIPTION The value of the signaling dependent speed limit is at

- Free ride and warning: 160 km/h

- Stop: 0 km/h

CREDENTIALS -

REASON - Free ride and warning: Maximum speed with outside signalling.

- Halt: train braking and vehicle transition to “Trip” mode (Train Trip Order).

COMMENT Speeds are projected with a resolution of 5 km/h.

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RULE NAME Value of V_LOA (Package 12) at War ID OF THE RULE

6.1.2.6
voltage/stop monitoring
DESCRIPTION The value of the permitted speed at the driving license limit is at

- Free ride and warning: 160 km/h

- Stop: 0 km/h

CREDENTIALS -

REASON - Free ride and warning: Maximum speed with outside signalling

- Stop: End of License (EOA)

COMMENT Speeds are projected with a resolution of 5 km/h.

RULE NAME Value of T_LOA (Package 12) at War ID OF THE RULE

6.1.2.7
voltage/stop monitoring
DESCRIPTION The value of the period of validity of the permitted speed at the driving license limit is 1023 (ÿ) for free
driving, warning and stop.

CREDENTIALS -

REASON In Switzerland, the driving license is not limited in time.

COMMENT Value 1023 (ÿ) is a special value according to [SRS_BL3].

NAME OF RULE Value k of N_ITER (packet 12) on warning/stop ID OF THE RULE

6.1.2.8
monitoring

DESCRIPTION The value of the number of data set iterations after this variable (index k) is at
Free run, warning and stop k = 0.

CREDENTIALS -

REASON Only one projected section in the driver's license, the "Endsection".

COMMENT -

NAME OF RULE value of L_ENDSECTION (packet 12). ID OF THE RULE

6.1.2.9
Warning/stop monitoring
DESCRIPTION The value of the final section length of the license is at

- Free run and warning: 32767 (32.767 km with Q_SCALE = 1 m)

- Free travel and warning at penultimate and last exterior signal before entering
Level 2: Distance between transmission point and the level border to level 2 + 50m

- Stop: 0 meters

- Stop at infill balise groups: distance between resolution point reference (infill loca
tion reference) and end of license.

CREDENTIALS -

REASON - Clear course and warning: With this value every signal section length in Switzerland is covered.

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- Free travel and warning at the penultimate and last exterior signal before entering
Level 2: If the vehicle does not receive a Level 2 driving license for a reason, it is
braked at the level limit. With a value of 32767, it would otherwise drive through
the Level 2 area with Level 2 LS. In order for the security requirement for Level 2
to be met, the rule must also be applied to the penultimate external signal.

- Stop: End of Authorization (EOA) at the main signal

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME Value of Q_SECTIONTIMER (packet 12) on warning/stop ID OF THE RULE

6.1.2.10
monitoring

DESCRIPTION The value of the timer identifier for the final section is at Freie Reise, War
tion and stop 0 (no timer information).

CREDENTIALS -

REASON In Switzerland, signal sections are not limited in time.

COMMENT -

NAME OF RULE value of Q_ENDTIMER (packet 12). ID OF THE RULE

6.1.2.11
Warning/stop monitoring

DESCRIPTION The value of the timer identifier for the final section is at Freie Reise, War
tion and stop 0 (no timer information).

CREDENTIALS -

REASON In Switzerland, the signal sections are not subject to time.

COMMENT -

RULE NAME Value of Q_DANGERPOINT (packet 12) in warning/stop ID OF THE RULE

6.1.2.12
monitoring

DESCRIPTION The value of the danger point identifier (slipping distance) is at free ride,
Warning and stop 0.

CREDENTIALS -

REASON In the case of free travel, no danger point (slipping path) is relevant.

In the case of a warning and stop function without speed monitoring, no danger
point is monitored after the signal.

COMMENT -

RULE NAME Value of Q_OVERLAP (Package 12). ID OF THE RULE

6.1.2.13
Warning/stop monitoring

DESCRIPTION The value of the time-limited slipping distance identifier (overlap) is at

Free run, warning and stop 0.

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

CREDENTIALS -

REASON In the case of free travel, warning and stop without speed monitoring, no time-limited
slipping distance (overlap) is relevant.

COMMENT -

6.1.3 Package 21 (tilt profile)

NAME OF RULE value of NID_PACKET (packet 21). ID OF THE RULE

6.1.3.1
Warning/stop monitoring

DESCRIPTION The packet identifier value for packet 21 (slope profile) at clear warning
and stop is 21.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF RULE Value of Q_DIR (Package 21) at War ID OF THE RULE

6.1.3.2
voltage/stop monitoring

DESCRIPTION The value for the direction of validity of the transmitted data for free ride, war
direction and hold should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

RULE NAME Value of L_PACKET (packet 21) on warning/halt monitoring ID OF THE RULE
6.1.3.3

DESCRIPTION The value of the packet length of packet 21 for free run, warning and stop is 54 bits.

CREDENTIALS -

REASON Number of bits in the packet 21 for free travel, warning and stop without speed monitoring
including packet header (header)

COMMENT -

RULE NAME Value of Q_SCALE (packet 21) in warning/stop monitoring ID OF THE RULE
6.1.3.4

DESCRIPTION The value of the distance scale identifier for Packet 21 at Free Run, Warning, and Stop
is 1 (1m).

CREDENTIALS -

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF RULE value of D_GRADIENT (Package 21). ID OF THE RULE

6.1.3.5
Warning/stop monitoring
DESCRIPTION The value of the distance to the next change in the slope profile at free run,
Warning and stop is 0 meters.

CREDENTIALS -

REASON The first inclination value is configured directly from the transfer point and is valid until
new information is available.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF RULE Value of Q_GDIR (Package 21) at War ID OF THE RULE

6.1.3.6
voltage/stop monitoring
DESCRIPTION The value of the slope identifier for free run, warning and stop without speed monitoring is 1 (up).

CREDENTIALS [DAT_147]

REASON In the case of free travel, warning and stop, a gradient of 50 per mille is always projected.

COMMENT In contrast to ZUB, ETCS takes the train length into account when calculating the
braking curve. In each case, the smallest (i.e. most restrictive) gradient under the train
is taken into account. If the gradient sent when the advance signal shows a warning is
greater than the gradient valid up to the advance signal, this causes the braking curves
to flatten out compared to ZUB

RULE NAME Value of G_A (packet 21) on warning/stop ID OF THE RULE

6.1.3.7
monitoring

DESCRIPTION The value of the safe grade value at free run, warning and stop without Ge
speed monitoring is 50 per thousand.

CREDENTIALS [DAT_147], [SRS_BL3], 3.13.4.2

REASON In the case of free travel, warning and stop, no restrictive speeds on the track are
monitored or Braking curves calculated.

ETCS takes into account the most restrictive gradient under the train.

COMMENT Inclinations are projected with a resolution of one per thousand.

NAME OF RULE Value k of N_ITER (packet 21) on warning/stop ID OF THE RULE

6.1.3.8
monitoring

DESCRIPTION The value of the number of data set iterations after this variable (index k) is at
Free run, warning and stop k = 0.

CREDENTIALS -

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

REASON Only one slope value in the projected driving license section

COMMENT -

6.1.4 Package 27 (International Static Velocity Profile)

Figure with graphic representation of the variables in package 27 see chapter 2.2.3.

NAME OF RULE Value of NID_PACKET (Package 27). ID OF THE RULE

6.1.4.1
Warning/stop monitoring

DESCRIPTION The value of the packet identifier for packet 27 (International Speed Profile) at
Free ride, warning and stop without speed enforcement is 27.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME Value of Q_DIR (Package 27) at War ID OF THE RULE

6.1.4.2
voltage/stop monitoring

DESCRIPTION The value for the direction of validity of the transmitted data for free ride, war
direction and hold should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

RULE NAME Value of L_PACKET (packet 27) in warning/halt monitoring ID OF THE RULE
6.1.4.3

DESCRIPTION The value of the packet length of packet 27 with free run, warning and stop without Ge
speed monitoring is 58 bits.

CREDENTIALS -

REASON Number of bits in the package 27 for free travel, warning and stop including package header (header)

COMMENT -

RULE NAME Value of Q_SCALE (packet 27) in warning/stop monitoring ID OF THE RULE
6.1.4.4

DESCRIPTION The value of the distance scale identifier for Packet 27 at Free Run, Warning, and Stop
is 1 (1m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

RULE NAME Value of D_STATIC (packet 27) in warning/stop monitoring ID OF THE RULE
6.1.4.5

DESCRIPTION The value of the distance to the next speed change in the static speed profile for free run, warning
and stop is 0 meters.

CREDENTIALS -

REASON Speed is valid directly from the transmission point.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME Value of V_STATIC (packet 27) in warning/stop monitoring ID OF THE RULE
6.1.4.6

DESCRIPTION The value of the speed in the static speed profile with free travel, warning and stop is 160 km/h for all
train categories.

CREDENTIALS -

REASON Maximum speed for external signalling

COMMENT Stop:

Braking of the train and transition of the vehicle to the operating mode “Trip” (Train Trip Order) is triggered
by V_MAIN = 0 (packet 12) when a stop signal is passed.

Speeds are projected with a resolution of 5 km/h.

RULE NAME Value of Q_FRONT (packet 27) in warning/stop monitoring ID OF THE RULE
6.1.4.7

DESCRIPTION The value of the section end identifier in the static speed profile at free
Run, Warning and Stop is 1 (no train length considered).

CREDENTIALS -

REASON In the case of free travel, warning and stop, no restrictive trackside speeds are monitored.

COMMENT -

NAME OF RULE Value n of N_ITER (packet 27) on warning/stop ID OF THE RULE

6.1.4.8
monitoring

DESCRIPTION The value of the number of data set iterations after this variable (index n) is at
Clear run, warning and stop n = 0.

CREDENTIALS -

REASON Same static speed profile (160 km/h) for all train rows resp. Train categories for free ride, warning and stop.

COMMENT If n = 0, the variables Q_DIFF, NC_CDDIFF(n), NC_DIFF(n) and

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V_DIFF(n) cannot be configured.

NAME OF RULE Value k of N_ITER (packet 27) on warning/stop ID OF THE RULE 6.1.4.9
monitoring

DESCRIPTION The value of the number of data set iterations after this variable (index k) is at
Free run, warning and stop k = 0.
CREDENTIALS -

REASON Only one section in the static speed profile for all train rows resp. Train categories in the
monitored area for free run, warning and stop.

COMMENT If k = 0, the variables D_STATIC(k), V_STATIC(k) Q_FRONT(k) and N_ITER(k) do not

have to be configured.

6.1.5 Packet 76 (Package for transmitting the text message "Warning")

NAME OF RULE value of NID_PACKET (packet 76). ID OF THE RULE 6.1.5.1

Warning/stop monitoring

DESCRIPTION The value of the packet identifier for packet 76 (packet for transferring predefined
text messages) in the case of a warning without speed monitoring is 76.
CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF RULE Value of Q_DIR (Package 76) at War ID OF THE RULE 6.1.5.2
voltage/stop monitoring

DESCRIPTION The value for the direction of validity of the transmitted data when warning should be 1
(nominal direction).
CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

RULE NAME Value of L_PACKET (packet 76) in warning/halt monitoring ID OF THE RULE 6.1.5.3

DESCRIPTION The packet length value of packet 76 for warning without speed monitoring is 94 bits.

CREDENTIALS -

REASON Number of bits in the packet 76 for warning without speed monitoring including packet
header (header)

COMMENT -

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RULE NAME Value of Q_SCALE (packet 76) in warning/stop monitoring ID OF THE RULE
6.1.5.4

DESCRIPTION The value of the distance scale identifier for packet 76 when warning is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF RULE value of Q_TEXTCLASS (package 76). ID OF THE RULE

6.1.5.5
Warning/stop monitoring

DESCRIPTION The value of the identifier for the class of text to be displayed on warning is 1
(Important Information).

CREDENTIALS -

REASON The text display and acknowledgment request to the driver for the warning
function are relevant to safety.

COMMENT -

NAME OF RULE value of Q_TEXTDISPLAY (package 76). ID OF THE RULE

6.1.5.6
Warning/stop monitoring

DESCRIPTION The value of the identifier for the combination of text display conditions in the event of a warning is 1
(start and end of the text display until all start and end conditions are met).

CREDENTIALS -

REASON The text display and acknowledgment request to the driver for the warning
Function must be performed immediately and until confirmed by the engine driver or approx. 3 seconds
and 100 m after passing the train control point transmitting the warning.

COMMENT 100 m are set so that the engine driver has enough time to comply with the confirmation request if he also
has to confirm the LS mode (on starting vehicle).

NAME OF RULE value of D_TEXTDISPLAY (package 76). ID OF THE RULE

6.1.5.7
Warning/stop monitoring (initial condition)

DESCRIPTION The value of the distance to the start of the text display (initial condition) in the case of a warning is 0m.

ÿ Initial conditions of text display from this point.

CREDENTIALS -

REASON Text display is time and distance dependent.

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

COMMENT -

RULE NAME Value of M_MODETEXTDISPLAY (package 76) on warning/ ID OF THE RULE

6.1.5.8
stop monitoring (initial condition)

DESCRIPTION The value of the on-board mode for the text display (initial condition) when warning is 12 (“LS”).

CREDENTIALS -

REASON The text only has to be displayed in «Limited Supervision» mode.

COMMENT -

RULE NAME Value of M_LEVELTEXTDISPLAY (package 76) on warning/ ID OF THE RULE

6.1.5.9
stop monitoring (initial condition)

DESCRIPTION The value of the on-board operational level for the text display (initial condition) when warning is 2 (level
1).

CREDENTIALS -

REASON The text only needs to be displayed in on-board operational level 1.

COMMENT -

NAME OF RULE value of L_TEXTDISPLAY (package 76). ID OF THE RULE

6.1.5.10
Warning/stop monitoring (final condition)

DESCRIPTION The value of the distance during which the warning text message must be displayed (and
acknowledged) (end condition) is 100m.

CREDENTIALS -

REASON This value is set to 100m so that the train driver has enough time to comply with
the confirmation request if he also has to confirm the LS mode (starting vehicle). If
the confirmation request is not followed, braking is triggered after this distance and
after 3 seconds (T_TEXTDISPLAY).

COMMENT Distances are configured with a resolution of one meter (Q_SCALE=1m).

RULE NAME Value of T_TEXTDISPLAY (package 76). ID OF THE RULE

6.1.5.11
Warning/stop monitoring (final condition)

DESCRIPTION The value of the time period during which the text message must be displayed and acknowledged in
the event of a warning (end condition) is 3 seconds.

CREDENTIALS -

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

REASON This value is set to 3 seconds to give the train driver enough time to comply with the
confirmation request. If the confirmation request is not followed, braking is triggered
after this time has elapsed or at the latest after the distance of 100m (L_TEXTDISPLAY)
has been covered.
COMMENT Times are configured with a resolution of one second.

NAME OF RULE Value of M_MODETEXTDISPLAY (package 76) on warning/ ID OF THE RULE

6.1.5.12
stop monitoring
(end condition)

DESCRIPTION The value of the vehicle operating mode for the text display (end condition) in the event of a warning
is 15 ÿ End conditions are made independent of the operating mode.

CREDENTIALS -

REASON End conditions are made mode independent.

COMMENT -

RULE NAME Value of M_LEVELTEXTDISPLAY (package 76) on warning/ ID OF THE RULE

6.1.5.13
stop monitoring
(end condition)

DESCRIPTION The value of the on-board operational level for the text display (end cond
tion) with a warning is 5 ÿ end conditions are made level-independent.

CREDENTIALS -

REASON End conditions are made level independent.

COMMENT -

RULE NAME Value of Q_TEXTCONFIRM (packet 76) on warning/stop ID OF THE RULE

6.1.5.14
monitoring

DESCRIPTION The value of the identifier for the request/reaction of the text confirmation at War
tion is 11bin. ÿ Triggering braking if the train driver has still not confirmed when all
end conditions have been reached.
CREDENTIALS -

REASON Triggering emergency braking as with today's SIGNUM system.

COMMENT -

RULE NAME Value of Q_CONFTEXTDISPLAY (packet 76) on warning/stop ID OF THE RULE

6.1.5.15
monitoring

DESCRIPTION The value of the identifier of the end of the text display after confirmation is 0
(Text message disappears once confirmed).
CREDENTIALS -

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

REASON The text message disappears as soon as it is acknowledged.

COMMENT -

RULE NAME Value of Q_TEXTREPORT (package 76). ID OF THE RULE

6.1.5.16
Warning/stop monitoring

DESCRIPTION The value of the identifier for reporting the text confirmation to the RBC is 0
(no feedback required).

CREDENTIALS -

REASON Vehicle is not connected to any RBC and is not sending any data.

COMMENT If Q_TEXTREPORT = 0, the variables NID_TEXTMESSAGE, NID_C and NID_RBC do not have to
be configured.

RULE NAME Value of Q_TEXT (packet 76) in warning/stop monitoring ID OF THE RULE
6.1.5.17

DESCRIPTION The value of the text identifier is 1 for "Warning".

CREDENTIALS -

REASON -

COMMENT Depending on the language selected by the engine driver, the texts displayed are in

German warning

French alert

Italian Warning

English Acknowledgement

The European harmonized translations in D, F and I are not yet available.

6.1.6 Package 80 (operating mode profile)

NAME OF RULE value of NID_PACKET (packet 80). ID OF THE RULE

6.1.6.1
Warning/stop monitoring

DESCRIPTION The value of the package identifier for package 80 (operating mode profile) with clear driving and
warning is 80.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF RULE Value of Q_DIR (Package 80) at War ID OF THE RULE

6.1.6.2
voltage/stop monitoring

DESCRIPTION The value for the direction of validity of the transmitted data for free travel and

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

Warning should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

RULE NAME Value of L_PACKET (packet 80) in warning/halt monitoring ID OF THE RULE
6.1.6.3

DESCRIPTION The value of the packet length of packet 80 with clear run and warning is 85 bits.

CREDENTIALS -

REASON Number of bits in the packet 80 with free travel and warning including packet header (header)

COMMENT -

RULE NAME Value of Q_SCALE (packet 80) in warning/stop monitoring ID OF THE RULE
6.1.6.4

DESCRIPTION The value of the distance scale identifier for packet 80 in clear and warning is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF RULE Value of D_MAMODE (Package 80). ID OF THE RULE

6.1.6.5
Warning/stop monitoring
DESCRIPTION The value of the distance until the next mode change in the driving permission
Free run and warning is 0 meters.

CREDENTIALS -

REASON Operating mode is valid directly from the transmission point.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF RULE Value of M_MAMODE (Package 80). ID OF THE RULE

6.1.6.6
Warning/stop monitoring

DESCRIPTION The value of the required operating mode within the driving license for free driving and
Warning is 10bin ÿ "Limited Supervision" "LS".

CREDENTIALS [SRS_BL3]

REASON «Limited Supervision» operating mode is valid directly from the transmission point.

COMMENT -

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Systemführerschaft ETCS CH Signal dependent train control point only with warning/stop monitoring

NAME OF RULE value of V_MAMODE (packet 80). ID OF THE RULE

6.1.6.7
Warning/stop monitoring
DESCRIPTION The value of the speed relevant to the operating mode in the case of free travel and warning
is 160 km/h.
CREDENTIALS -

REASON Maximum speed for external signalling..

COMMENT Speeds are projected with a resolution of 5 km/h.

NAME OF RULE value of L_MAMODE (packet 80). ID OF THE RULE

6.1.6.8
Warning/stop monitoring
DESCRIPTION The value of the area length of the «Limited Supervision» with clear run and warning
is 1111...111bin (ÿ).
CREDENTIALS -

REASON This value covers every signal section length in Switzerland.

COMMENT Value 1111...111bin (ÿ) is a special value according to [SRS_BL3].

NAME OF RULE value of L_ACKMAMODE (packet 80). ID OF THE RULE

6.1.6.9
Warning/stop monitoring
DESCRIPTION The value of the acknowledgment area length before entering «Li
mited Supervision» with clear run and warning is 0 meters.
CREDENTIALS -

REASON «Limited Supervision» operating mode is valid directly from the transmission point.
COMMENT A vehicle that is already in «Limited Supervision» mode no longer needs to change the
operating mode and confirm it accordingly
ren.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF RULE value of Q_MAMODE (packet 80). ID OF THE RULE

6.1.6.10
Warning/stop monitoring
DESCRIPTION The value for the identifier for the start of the mode profile is 1 (end of
driving license and danger point).
CREDENTIALS -

REASON «Limited Supervision» operating mode is valid directly from the transmission point.
COMMENT -

NAME OF RULE Value k of N_ITER (packet 80) on warning/stop ID OF THE RULE

6.1.6.11
monitoring

DESCRIPTION The value of the number of data set iterations after this variable (index k) when free

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drive and warning is k = 0.

CREDENTIALS -

REASON Only one mode change in this license.

COMMENT -

6.1.7 Package 145 (Suppression of braking in the event of balise inconsistency)

NAME OF THE RULE Suppression of braking at ID OF THE RULE

6.1.7.1
Baliseninkonsistenz (Pack 145)

DESCRIPTION From the point of view of availability, package 145 (suppression of braking in the event of balise
inconsistency) must be configured according to Chapter 20.1 "Suppress balise inconsistency
reaction of the ETCS vehicle equipment".

CREDENTIALS [DAT_161]

REASON [DAT_161]

COMMENT -

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Systemführerschaft ETCS CH Signal-dependent train control point with v-monitoring

7 Signal dependent train control point with v

monitoring
7.1.1 General

NAME OF THE RULE use v-monitoring ID OF THE RULE

7.1.1.1

DESCRIPTION The use of speed enforcement based on the signal location must be carried out in accordance with
[AB_EBV] AB 39.3.c or the concept for the use of train control systems on the infrastructure
operator's network.

CREDENTIALS [AB_EBV]

REASON -

COMMENT The specific determination of the place of use of speed enforcement is not regulated in this
document.
The equipment concept for using train control systems on optically signalized routes
[R_I-20027] is used at the SBB infrastructure.

RULE NAME Deploy Warning/Stop on v Monitoring ID OF THE RULE

7.1.1.2

DESCRIPTION The signal location-related use of the warning function for a signal with v monitoring must be analogous
to the previous use of the SIGNUM system in accordance with [AB_FDV] Section 1, 9.10.

CREDENTIALS [AB_FDV] Section 1, 9.10, [P_20003821], [BP], [PrZube]

REASON Same operational functionality for the train driver and safety as with the SIGNUM system.

COMMENT -

NAME OF THE RULE Necessary packets for v-monitoring ID OF THE RULE

7.1.1.3

DESCRIPTION The following packages must be configured for speed monitoring:

- 12 (level 1 driving license)

- 21 (tilt profile)

- 27 (International static speed profile)

- 76 (package for transmitting predefined text messages) only when warning

- 80 (operating mode profile)

- 145 (suppression of braking in case of balise inconsistency)

In the case of stop/ unilluminated signal and/or auxiliary signal/ FASI , package 80 must not be
configured for «Limited Supervision» (LS) operating mode.

Package 145 must not be configured if the signal shows a permanent stop .

CREDENTIALS [SRS_BL3], [UNISIG_Eng_Rules] 4.2.4.6.2

REASON -

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COMMENT In the event of a stop/ unilluminated signal and/or auxiliary signal/ FASI , package 80
must not be configured for the «Limited Supervision» (LS) operating mode, otherwise the
vehicle will immediately switch to LS when driving past the signal with override and, due to
the lack of Level 1 Permission to drive would be braked with an immediate stop.

RULE NAME Speed thresholds in v-monitoring ID OF THE RULE

7.1.1.4

DESCRIPTION The speed reduction thresholds must always be at the level of the
Danger point and not at the height of the corresponding threshold according to the
driving service and operating regulations (e.g. signal).

CREDENTIALS [PrZube]

REASON The speed monitoring is basically used to monitor danger spots and not the correct
behavior of the train driver in accordance with the train service and operating regulations.

COMMENT Exceptions are defined in the configuration rules themselves.

7.1.2 Package 12 (Level 1 driver's license)

RULE NAME Value of NID_PACKET (packet 12) when v monitored ID OF THE RULE
7.1.2.1

DESCRIPTION The value of the package identifier for package 12 (level 1 driver's license) with v-monitoring is 12.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME Value of Q_DIR (packet 12) at v monitoring ID OF THE RULE

7.1.2.2

DESCRIPTION The value for the direction of validity of the transmitted data with v-monitoring
should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

In the case of a loop, the value for the direction of validity of the transmitted data must be
coordinated with the direction of validity of the loop notification (packet 134 Q_LOOPDIR).

RULE NAME Value of L_PACKET (packet 12) when v monitored ID OF THE RULE
7.1.2.3

DESCRIPTION The value of the packet length of packet 12 in v-monitoring is

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- in the case of signal aspects with a target speed of 0 km/h, 95 bits for the relevant or next signal

- In the case of signal aspects with a target speed of 0 km/h at the next signal and this is equipped
with a loop to prevent departure, 142 bits (see Chapter 9.4 or 9.5).

- On a loop for departure prevention at stop / unlit signal

142 bits (see chapter 9.4 or 9.5).

- with advance warning 95 bits

- 73 bits for all other signal aspects.

-
CREDENTIALS

REASON Number of bits in the packet 12 with v-monitoring including packet header (header)
-
COMMENT

RULE NAME value of Q_SCALE (packet 12) at v ID OF THE RULE

7.1.2.4
monitoring

DESCRIPTION The value of the distance scale identifier for packet 12 in v-monitoring is 1 (1 m).

-
CREDENTIALS

REASON Distances are configured with a resolution of one meter.

-
COMMENT

RULE NAME Value of V_MAIN (packet 12) at v monitoring ID OF THE RULE

7.1.2.5

DESCRIPTION The value of the speed limit normally dependent on signaling is at

- Stop/ non-illuminated signal and/or auxiliary signal/ FASI: 0 km/h

- all other signal aspects: 160 km/h

-
CREDENTIALS

REASON - Stop/ non-illuminated signal and/or auxiliary signal/ FASI: braking of the train and transition of
the vehicle to “Trip” mode (Train Trip Order).

- Other signal aspects maximum speed for external signalling. Signalized speed restrictions in these
signal aspects are monitored on the one hand by V_LOA (target speed) and within the section
by packet 27 (international static speed profile).

COMMENT Speeds are projected with a resolution of 5 km/h.

RULE NAME Value of V_LOA (packet 12) at v monitoring ID OF THE RULE

7.1.2.6

DESCRIPTION The value of the permitted speed at the driving license limit resp. at the next main signal (target
speed) is at

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Signal image
value
(System N)
(1)
H 0 km/h

Unlit signal (1) 0 km/h with basic position H

(2)
0 km/h
at basic position -0
(1)
Hi 0 km/h
(2)
-0 0 km/h
(3) (4)
M 160 km/h
(2)
B 0 km/h
(2)
=0 0 km/h
(2)
0 km/h
+0
Attention: Next signal shows -0
* (4)
-V V 10 km/h

V
* (4) (4)
km/h if notice 10 km/h
board or 160
is present
V
for line speed

Signal image
value
(System L)
(1)
H 0 km/h

Unlit signal (1) 0 km/h at main signal ÿH

(2)
0 km/h
at advance signal ÿ W
(1)
H+Hi 0 km/h
(1)
PHASES 0 km/h
(2)
IN 0 km/h
(3) (4)
F1 * 160 km/h
(3) (4)
F1 160 km/h
(2)
F2+Bes. 0 km/h
(2)
F6+Bes. 0 km/h
(2)
F6 0 km/h
(4) (5) (6)
F2* 40 km/h
(4) (5) (3) (4)
F2 40 km/h or 160 km/h when driving on a route
(4) (5) (6)
F3* 60 km/h
(4) (5) (3) (4)
F3 60 km/h or 160 km/h when driving on a route
(4) (5) (6)
F5* 90 km/h
(4) (5) (3) (4)
F5 90 km/h or 160 km/h when driving on a route

Signal image
value
(System L)
(1)
H+D 0 km/h

Unlit signal
(1) 0 km/h H

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(1)
H+Hi+W 0 km/h
(1)
FASI + W 0 km/h
(2)
F2+bes.+D 0 km/h
(2)
F6+Bes.+D 0 km/h
(2)
F6+D 0 km/h
(2)
F2+W 0 km/h
(4) (5)
F2+F2* 40 km/h
(4) (5)
F2+F3* 60 km/h
(4) (5)
F2+F5* 90 km/h
(3) (4)
F2+F1* 160 km/h
(2)
F3+W 0 km/h
(4) (5) (6)
F3+F2* 40 km/h
(4) (5)
F3+F3* 60 km/h
(4) (5)
F3+F5* 90 km/h
(3) (4)
F3+F1* 160 km/h
(2)
F5+W 0 km/h
(4) (5) (6)
F5+F2* 40 km/h
(4) (5) (6)
F5+F3* 60 km/h
(4) (5)
F5+F5* 90 km/h
(3) (4)
F5+F1* 160 km/h
(2)
F1 + W. 0 km/h
(4) (5) (6)
F1+F2* 40 km/h
(4) (5) (6)
F1+F3* 60 km/h
(4) (5) (6)
F1+F5* 90 km/h
(3) (4)
F1 + F1 * 160 km/h

CREDENTIALS -

REASON -

COMMENT (1) End of License (EOA) right at the main signal

(2) End of license (EOA) at the next main signal, at +0 at the next but one
ten Signal

(3) If a speed of less than 160 km/h is listed in the route table, this is monitored by the international
static speed profile (package 27). Speed differences of different trains cannot be distinguished
with V_LOA.

(4) Permission to Drive Limit (LOA) at next main signal

(5) Is there a different speed in the distance table for this signal aspect
led, this is valid.

(6) If, according to [PrZube], the destination is behind the next main signal for a pre-entry signal of the
signaling system L, the end of driving permission (L_ENDSECTION) is projected until the next
main signal. The supervision

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of the target point is projected with the international static speed profile (package 27). In this case,
V_LOA must be configured to 160 km/h.

Speeds are projected with a resolution of 5 km/h.

RULE NAME Value of T_LOA (packet 12) at v monitoring ID OF THE RULE

7.1.2.7

DESCRIPTION The value of the validity period of the permitted speed on the driving license
limit is 1023 (ÿ) for all signal aspects.

CREDENTIALS -

REASON In Switzerland, the driving license is not limited in time.

COMMENT Value 1023 (ÿ) is a special value according to [SRS_BL3].

NAME OF RULE Value k of N_ITER (packet 12) at v monitoring ID OF THE RULE

7.1.2.8

DESCRIPTION The value of the number of data iterations after this variable (index k) is k = 0 for all signal aspects.

CREDENTIALS -

REASON -

COMMENT -

RULE NAME Value of L_ENDSECTION (packet 12) in v-monitoring ID OF THE RULE

7.1.2.9

DESCRIPTION The value of the final section length of the license is at

- Stop/ non-illuminated signal and/or auxiliary signal/ FASI: 0 meters.

- Signal aspects with a target speed of 0 km/h at the next main signal of the
Distance between transmission point and next main signal in meters.

- Pre- warning of the distance between the transmission point and the main signal showing stop in
meters.

- Warning of a group signal where the latest stopping place is equipped with beacon groups, the distance
between the transmission point and the latest stopping place in meters.

- Target signals for which the balise group requires topology in exceptional cases
must be positioned behind the signal, the distance between the point of transmission and the
last balise of the signal with +2 meters in meters.

- all other signal aspects of the distance between transmission point and next
tem main signal in meters.

CREDENTIALS [UNISIG_Eng_Rules], [PrZube]

REASON - Stop/ non-illuminated signal and/or auxiliary signal/ FASI: end of driving permission directly at the
main signal

- Pre- warning: End of driving permission at the next but one signal

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- All other signal aspects: Driving permission limit at the next main signal

COMMENT If several routes with the same signal image but with unknown route information and
different target distances can be set from a signal, the target distance of the monitored driving
permission with distance correction of a cor
correction point if the difference between the shortest and the longest route is more than 10
meters for the same signal aspect.

See Chapter 10 "Correction point". If the difference between the shortest and longest route is
less than or equal to 10 meters, no correction point needs to be provided. In such a situation,
the target distance must be configured up to the longest target distance

If the target point according to [PrZube] is shortly after the next signal (braking curve
extends back into the signal section to be configured), this monitoring is configured with
package 27 (international static speed profile) and package 21 (inclination profile). The braking
curve to the speed threshold beginning in the projected signal section is also taken into account
by the vehicle equipment. See also [PrZube]. In the event of a fault, the end of the driving
license from the perspective of the train driver is always with the next resp. main signal after
next.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME Value of Q_SECTIONTIMER (packet 12) in v-monitoring ID OF THE RULE

7.1.2.10

DESCRIPTION The value of the timer identifier for the final section is 0 for all signal aspects
(No timer information).
-
CREDENTIALS

REASON In Switzerland, signal sections are not limited in time.

-
COMMENT

RULE NAME Value of Q_ENDTIMER (packet 12) when v monitoring ID OF THE RULE
7.1.2.11

DESCRIPTION The value of the timer identifier for the final section is 0 for all signal aspects
(No timer information).
-
CREDENTIALS

REASON In Switzerland, the signal sections are not subject to time.

-
COMMENT

RULE NAME Value of Q_DANGERPOINT (packet 12) in v-monitoring ID OF THE RULE

7.1.2.12

DESCRIPTION The value of the danger point identifier (slipping distance) is at

- Stop, auxiliary signal and non-illuminated signal, as well as signal aspects with destination
speed 0 km/h at the next resp. with advance warning at the next but one

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Signal 1 ÿ Danger point information follows here (freeing speed).

- in the case of roads on buffer stops 1 ÿ danger point information follows here
(Release Speed).
- all other signal aspects 0 ÿ no danger point information follows here
(Release Speed).

CREDENTIALS -

REASON In the case of signal aspects with a target speed of 0 km/h, the following freeing
speed, danger point or slippage information relevant.

This data is not relevant for the other signal aspects. The danger point monitoring
takes place with L_ENDSECTION.

COMMENT -

RULE NAME Value of D_DP (packet 12) at v monitoring ID OF THE RULE

7.1.2.13

DESCRIPTION The value of the distance between the end of driving license and the danger point ( avg
slipway) is 0 m for all signal aspects.

CREDENTIALS -

REASON No specific danger point is monitored after the signal. The train driver uses the signal
to orientate himself with regard to distances. Due to the configuration of 0 m, the point
at which braking starts for the train control is identical for every signal. In addition, the
braking curves largely correspond to the EuroZUB braking curves, in which no danger
point is monitored after the signal (same safety).

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

Variable may only be configured if Q_DANGERPOINT = 1.

RULE NAME Value of V_RELEASEDP (packet 12) in v-monitoring ID OF THE RULE

7.1.2.14

DESCRIPTION The value of the danger point-dependent extrication speed is:

ÿ at stop, auxiliary signal and non-illuminated signal, as well as signal aspects
with a target speed of 0 km/h at the next resp. with advance warning when over
next signal 127 (use of "national value" V_NVREL = 40 km/h
ÿ speed of intervention).
ÿ With loop for departure prevention (see chapter 9.3 or 9.4) with stop / not
illuminated signal 0 km/h
ÿ In the case of routes on a buffer stop (terminus station) 15 km/h
ÿ With upstream balise groups for departure prevention in a terminal track
Slipping distance less than 40 meters (see Chapter 9.2) at a stop / unilluminated
signal 10 km/h.
ÿ In the case of upstream balise groups to prevent departure (see Chapter 9.2).
Stop / unlit signal 15 km/h.

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CREDENTIALS [Memo_Abfahrverh], [RA_ID9_22_37], [DT_080], [DT_151]

REASON Same release speed as with the ZUB system.

For infill elements with the signal aspects stop, auxiliary signal and non-illuminated
signal , the release speed must be reconfigured.

COMMENT Speeds are projected with a resolution of 5 km/h.

According to [SRS_BL3], value 127 is a special value.

Variable may only be configured if Q_DANGERPOINT = 1.

So that the inaccuracy of the odometry is as small as possible when a train runs onto
a buffer stop, complete driving permission information with a target speed (V_LOA) of
0 km/h and a freeing speed of 15 km/h at the level of the buffer stop.

If upstream groups of beacons are installed to prevent departure, the permission to

proceed information must be projected into the group of beacons directly at the signal,
taking into account rule 5.1.1.6 (group of beacons ÿ according to the following figure).

1 2 3

1
Signal-BG

2
1. upstream BG to prevent departure

3 2. upstream BG to prevent departure

If the route to the signal aspect is not clear from the last signal (route on buffer stop
and main signal with the same signal aspect), the reduced freeing speed of 15 km/h
may only be projected at the last balise group before the buffer stop with the complete
driving permit.

RULE NAME Value of Q_OVERLAP (packet 12) when v monitoring ID OF THE RULE
7.1.2.15

DESCRIPTION The value of the time-limited slipping distance identifier (overlap) is:

ÿ In the case of signal aspects with a target speed of 0 km/h at the next signal, which one
is equipped with a loop to prevent departure 1 (information on the time-limited
slipping path follows).

ÿ On a loop for prevent departure at stop / unlit signal 1

(Time-limited slip-through information follows).

ÿ With an upstream balise group to prevent departure when stopped / not

Illuminated signal 0 (there is no information on the time-limited slip-through path).

ÿ For all other signal aspects 0 (there is no information on the temporal

limited slip-through path).

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CREDENTIALS [Memo_Abfahrverh]

REASON A time-limited slipping distance (overlap) is only relevant in the case of a departure prevention
with a loop.

COMMENT See also Chapter 9.3 resp. 9.4 for departure prevention with loop.

RULE NAME Value of D_STARTOL (packet 12) at v monitoring ID OF THE RULE

7.1.2.16

DESCRIPTION The value of the distance from the start of the Overlap timer to
at the end of the driving license corresponds to:

ÿ Maximum of the distance of the permission to drive transmitted by the signal

(L_ENDSECTION) -50 Meter in Meter

ÿ In the case of a platform in the affected signal section, the distance from the beginning of the
platform to the associated signal in meters.

ÿ For signal sections in which there is no platform, the distance from

End of the loop to the associated signal in meters.

If platforms or loops of different lengths can be reached with the same signal aspect, which are
equipped with a loop to prevent departure, the longest distance must be selected, taking into
account the maximum distance of the permission to proceed transmitted by the signal
(L_ENDSECTION) -50 m.

The identical values for D_STARTOL must be configured for the preceding signal and for
the loop to prevent departure.

CREDENTIALS [Memo_Abfahrverh], [SRS_BL3] 3.8.4.4.4

REASON The slip distance (overlap) timer must not be activated before a correction point, as this can
lead to unwanted braking.

COMMENT The value of the distance from the start of the slip distance (overlap) timer to the end of the
license is taken into account from the end of the license back.

Within the range defined by D_STARTOL (measured backwards from the end of the permission
to proceed) of the permission to proceed transmitted at the signal should not appear on any
a correction point must be provided along the route ÿ place correction points earlier
ren.
If the earlier placement of correction points is not possible, the correction points must be
placed in such a way that trains do not have to stop operationally in any possible route before
the correction point.
The Overlap timer should not expire before a correction point by stopping a train, as this will
lead to unwanted braking.
If this is not possible either, a packet 27 (international static speed profile) and packet 21
(inclination profile) for the entire length of the (corrected) driving license must be transmitted
again at the correction points concerned.

Platform beginning

Perron

Loop Ende Loop Anfang

Variable may only be configured if Q_OVERLAP = 1.

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RULE NAME Value of T_OL (packet 12) at v monitoring ID OF THE RULE

7.1.2.17

DESCRIPTION The value of the validity period of the temporary slide-through is 1023 (ÿ).

CREDENTIALS [Memo_Abfahrverh]

REASON In Switzerland, the signal sections are not subject to time.

COMMENT Value 1023 (ÿ) is a special value according to [SRS_BL3].

Variable may only be configured if Q_OVERLAP = 1.

RULE NAME Value of D_OL (Packet 12) at v Monitoring ID OF THE RULE

7.1.2.18

DESCRIPTION The value of the distance between the end of the driving license and the slip-through distance (Over
lap) end is 0 meters.

CREDENTIALS -

REASON There is no time-limited slipping distance (overlap) relevant.

COMMENT Variable may only be configured if Q_OVERLAP = 1.

RULE NAME Value of V_RELEASEOL (Package 12) on v-monitoring ID OF THE RULE

7.1.2.19

DESCRIPTION The value of the time-limited slip distance (overlap) dependent

liberation speed is:

ÿ In the case of signal aspects with a target speed of 0 km/h, which one at the next signal
is equipped with a departure prevention loop 127 (use of “national value”
V_NVREL=40 km/h ÿ intervention speed).

ÿ On a loop for prevent departure at stop / unlit signal

15 km/h.

CREDENTIALS [Memo_Abfahrverh]

REASON The intervention speed should be reduced by the loop and set to 0 km/h (V_RELEASEDP)
after standstill.

COMMENT According to [SRS_BL3], value 127 is a special value.

Variable may only be configured if Q_OVERLAP = 1.

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7.1.3 Package 21 (tilt profile)

RULE NAME Value of NID_PACKET (packet 21) when v monitored ID OF THE RULE
7.1.3.1

DESCRIPTION The packet identifier value for packet 21 (slope profile) in v-monitoring is 21.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME Value of Q_DIR (packet 21) at v monitoring ID OF THE RULE

7.1.3.2

DESCRIPTION The value for the direction of validity of the transmitted data with v-monitoring
should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

In the case of a loop, the value for the direction of validity of the transmitted data must be coordinated with
the direction of validity of the loop notification (packet 134 Q_LOOPDIR).

RULE NAME Value of L_PACKET (packet 21) when v monitored ID OF THE RULE
7.1.3.3

DESCRIPTION The value of the packet length of packet 21 depends on the number of slope values in the
monitored section and is at
-
1 bias value: value of packet length = 54 bits

- 2 bias values: packet length value = 78 bits (54 + 24)

- 3 bias values: packet length value = 102 bits (54 + 24 + 24)

-
etc.

CREDENTIALS -

REASON Number of bits in the packet 21 including packet header (header)

COMMENT -

RULE NAME Value of Q_SCALE (packet 21) in v monitoring ID OF THE RULE

7.1.3.4

DESCRIPTION The value of the distance scale identifier for packet 21 in v-monitoring is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

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COMMENT -

RULE NAME Value of D_GRADIENT (packet 21) at v monitoring ID OF THE RULE

7.1.3.5

DESCRIPTION The value of the distance to the next change in the slope profile for all signals
images is 0 meters.

CREDENTIALS -

REASON The first inclination value is configured directly from the transfer point and is valid until
new information is available.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME Value of Q_GDIR (packet 21) at v monitoring ID OF THE RULE

7.1.3.6

DESCRIPTION The value of the slope identifier depends on the following slope and is for all signal aspects:

- 0 for downwards (downhill) or 0 per thousand or

-
1 for up (slope)
CREDENTIALS -

REASON -

COMMENT -

RULE NAME Value of G_A (packet 21) at v monitoring ID OF THE RULE

7.1.3.7

DESCRIPTION The value of the safe slope value must correspond to the slope up to the first decisive speed threshold
in the static international speed profile (Package 27), eg first diverting switch or up to the next
signal in per thousand.

It can be 0 – 254 per mil.

The inclination value can be taken from the DfA or the PfS.

CREDENTIALS [RTE_29100]

REASON Slope value is taken into account in braking curve calculation.

The inclinations indicated in the signal plans are too imprecise.

COMMENT If the slope is taken from the DfA data, the value of the slope must be calculated as follows.

An inclination i for the section from A to W

AW
ÿ

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A IN B

Location (m)

z1
z2

z3 route profile

300 d
distance (m)

iAÿW ÿ Minÿi 1 ,i 2 ÿ

( zz 31
ÿ

) *1000 in
i 1
ÿ
‰ (1)
300 ÿ d
ÿ
zz 32
ÿ ÿ
*1000
i2 ÿ
in ‰ (2)
d
If the distance d between two points is longer than 1800m, the slope relevant for the entire section is
calculated according to the above algorithm with d ÿ1800 towards the end of the section.

iAÿW ÿ Minÿi 1 ,i 2 ÿ according to (1) and (2) with d ÿ1800.

Gradient: Value is always rounded up to a whole number.

Pitch: Value is always rounded down to a whole number.

Inclinations are projected with a resolution of one per thousand.

NAME OF RULE Value k of N_ITER (packet 21) at v monitoring ID OF THE RULE

7.1.3.8

DESCRIPTION The value of the number of data set iterations after this variable (index k) depends on the number of slope
values in the monitored section and is
-
1 propensity value: value of number of data set iterations k = 0

- 2 propensity values: value of number of data set iterations k = 1

- 3 propensity values: value of number of data set iterations k = 2

etc.

CREDENTIALS -

REASON -

COMMENT The gradient profile is always configured with an open end ÿ value G_A or G_A(k) always ÿ 255.

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tilt value

G_A example (k=0)

1 grade value in section

D_GRADIENT distance (section)

tilt value

G_A example (k=1)

G_A(1) 2 slope values in section

D_GRADIENT distance (section)

D_GRADIENT(1)

tilt value
G_A(2)
G_A example (k=2)
G_A(1) 3 slope values in section

D_GRADIENT distance (section)

D_GRADIENT(1)

D_GRADIENT(2)

NAME OF RULE Value of D_GRADIENT(k) (packet 21) in v-monitoring ID OF THE RULE

7.1.3.9

DESCRIPTION The value of the distance to the next change in the slope profile corresponds to the distance from the
location of the last change in slope to the location of the next change in slope in meters.

It can be 0 - 32'767 m.
CREDENTIALS -

REASON Incrementally projected inclination profile

COMMENT To determine the relevant changes in the slope profile, see Principles
2.2.6.5 - 2.2.6.11.

If further inclination changes are taken into account in the monitored section, further
data set iterations (k) must be configured.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME value of Q_GDIR (k) (packet 21) at v ID OF THE RULE

7.1.3.10
monitoring

DESCRIPTION The value of the slope identifier (index k) depends on the following slope
and is for all signal aspects:
- 0 for downwards (downhill) or 0 per thousand or

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-
1 for up (slope)

CREDENTIALS -

REASON Incrementally projected inclination profile

COMMENT If further inclination changes are taken into account in the monitored section, further
data set iterations (k) must be configured.

RULE NAME Value of G_A (k) (packet 21) at v monitoring ID OF THE RULE
7.1.3.11

DESCRIPTION The value of the safe gradient value (index k) must correspond to the gradient up to the next decisive
speed threshold in the static international speed profile (Package 27), eg diverting points or up
to the next signal in per thousand.

It can be 0 – 254 per mil.

The inclination value can be taken from the DfA or the PfS.

CREDENTIALS -

REASON Slope value is taken into account in braking curve calculation.

The inclinations indicated in the signal plans are too imprecise.

COMMENT If the slope is taken from the DfA data, it must be calculated as follows.

An inclination i
WB
ÿ
for the section from W to B

A IN B

Location (m)

z1

z2 route profile

z3

300 d distance (m)

iW ÿB ÿ Minÿi 1 ,i 2 ÿ

( zz
31
ÿ

) *1000
i ÿ
in ‰ (1)
1

300 ÿ d

ÿ
zz
32
ÿ ÿ
*1000
i2 ÿ
in ‰ (2)
d

If the distance d between two points is longer than 1800m, that for the whole
Section relevant slope according to the above algorithm with d ÿ1800 against the
calculated towards the end of the section.

iW ÿB ÿ Minÿi 1 ,i 2 ÿ according to (1) and (2) with d ÿ1800.

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Systemführerschaft ETCS CH Signal-dependent train control point with v-monitoring

Gradient: Value is always rounded up to a whole number.

Pitch: Value is always rounded down to a whole number.

If further inclination changes are taken into account in the monitored section, further data set
iterations (k) must be configured.

Inclinations are projected with a resolution of one per thousand.

7.1.4 Package 27 (International Static Velocity Profile)

Figure with graphic representation of the variables in package 27 see chapter 2.2.3.

RULE NAME Value of NID_PACKET (packet 27) when v monitored ID OF THE RULE 7.1.4.1

DESCRIPTION The packet identifier value for packet 27 (International Speed Profile) at
v-monitoring is 27.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME Value of Q_DIR (packet 27) when v monitored ID OF THE RULE 7.1.4.2

DESCRIPTION The value for the direction of validity of the transmitted data with v-monitoring
should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

In the case of a loop, the value for the direction of validity of the transmitted data must be
coordinated with the direction of validity of the loop notification (packet 134 Q_LOOPDIR).

RULE NAME Value of L_PACKET (packet 27) when v monitored ID OF THE RULE 7.1.4.3

DESCRIPTION The value of the packet length of packet 27 with v-monitoring depends on the number
Speed sub-sections and speed information for the different union trains resp. Train categories in
package 27 and cannot be definitively specified here.

CREDENTIALS -

REASON Number of bits in the packet 27 including packet header (header)

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COMMENT -

RULE NAME Value of Q_SCALE (packet 27) at v monitoring ID OF THE RULE

7.1.4.4

DESCRIPTION The value of the distance scale identifier for packet 27 in v-monitoring is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

RULE NAME value of D_STATIC (packet 27) at v ID OF THE RULE

7.1.4.5
monitoring
DESCRIPTION The value of the distance to the next speed change in the static
Velocity profile on all signal aspects is 0 meters.

CREDENTIALS -

REASON The first speed values in the static speed profile are projected directly from the transmission point and are
valid until new information is available.

COMMENT The international static speed profile must contain the profile speeds to be monitored for the entire length
of the license (Package 12).
Any extension of the driving license through a correction point must be taken into account or a new
international static speed profile must be transmitted in the correction point using packet 27.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME Value of V_STATIC (packet 27) at v ID OF THE RULE

7.1.4.6
monitoring
Basic profile
DESCRIPTION The value of the speed to be monitored in the first section of the static speed profile with v-monitoring (basic profile)
must correspond to the speed in km/h for train series A from the transfer point.

160 km/h is projected for stop/ signal not illuminated and/or auxiliary signal/ FASI .

It can be 0 – 160 km/h.

CREDENTIALS -

Reason [PrZube], [I-30131] Track Table / RADN

COMMENT Speed is taken from the route table (RADN) or from the signaled speed ÿ speed profile.

Stop:

Braking the train and switching the vehicle to “Trip” mode (Train

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Systemführerschaft ETCS CH Signal-dependent train control point with v-monitoring

Trip order) is triggered by V_MAIN = 0 (packet 12) when passing a stop/ unilluminated
signal and/or auxiliary signal/ FASI signal.

Speeds are projected with a resolution of 5 km/h.

RULE NAME value of Q_FRONT (packet 27) at v ID OF THE RULE 7.1.4.7

monitoring
Basic profile

DESCRIPTION The value of the section end identifier at the end of the first section of the stati
cal speed profile depends on the speed change and the
Driving service regulations and amounts to:

- 0 ÿ train length taken into account

-
1 ÿ Train length not considered
CREDENTIALS -

REASON -

COMMENT In the case of a transition from a higher to a lower speed value, the value of Q_FRONT is
irrelevant since the lower speed and its Q_FRONT are relevant for monitoring.

With a signal-dependent train control point, the train length is never taken into account at
the end of the last projected section.ÿ Q_FRONT = 1.

NAME OF RULE Value n of N_ITER (packet 27) at v monitoring ID OF THE RULE 7.1.4.8

DESCRIPTION The value of the number of data set iterations after this variable (index n) at v
monitoring is:

- At different speeds for the trains R, W and N im

signal section, 3 (value of data iterations n=3)

- In all other cases, 2 (value of data iterations n=2).

Exception: In the case of a stop/ unilluminated signal and/or auxiliary signal , the
number of data iterations 0 (n=0) can be configured.

CREDENTIALS -

REASON The speeds of the trains R, W and N resp. of the international train categories must be
configured with additional data sets Q_DIFF(n), NC_CDDIFF(n) and V_DIFF(n).

COMMENT In the case of stop/ unilluminated signal and/or auxiliary signal/ FASI , the static
speed profile is identical for all trains.

Except for stop/ unilluminated signal and/or auxiliary signal , at least two additional
speed profiles are always configured for the train series R and W or N (N_ITER=2) in
sections in which the speed profile corresponds to the line speed (plafond). If, according to
the route table, the train series W is available, but no train series N, the second profile for
the train series W may be used. In this case, no profile for train series N

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be projected. If there are no speed differences between the R, W and N trains according
to the route table, in sections in which the speed profile corresponds to the route speed
(ceiling), the
both data iterations for the train series R and N (same values) are configured. ÿ Reserve
for later use

RULE NAME Value of Q_DIFF (1) (packet 27) at v ID OF THE RULE

7.1.4.9
monitoring

Train row R

DESCRIPTION The value of the identifier for the international train category identifier is 0 (train category with cant
deficiency).

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT Only necessary if value n of N_ITER > 0.

RULE NAME Value of NC_CDDIFF (1) (packet 27) at v monitoring ID OF THE RULE
7.1.4.10

Train row R

DESCRIPTION The value of the train category identifier for the train series R resp. Train category with cant
deficiency 150mm is 3 (150mm).

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT Only necessary if value n of N_ITER > 0.

RULE NAME Value of V_DIFF (1) (packet 27) at v monitoring ID OF THE RULE
7.1.4.11

Train row R

DESCRIPTION The value of the speed to be monitored for the train series R resp. Train category with a cant deficiency
of 150mm in the first section of the static speed profile with v-monitoring must correspond to
the speed in km/h for the highest braking row of train row R.

It can be 0 – 160 km/h.

CREDENTIALS [PrZube], [I-30131] Track Table / RADN

REASON -

COMMENT Speed is taken from the distance table (RADN) resp. taken from the speed profile.

Only necessary if value n of N_ITER > 0.

Speeds are projected with a resolution of 5 km/h.

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RULE NAME Value of Q_DIFF (n) (packet 27) at v ID OF THE RULE

7.1.4.12
monitoring
train row W

DESCRIPTION The value of the identifier for the international train category identifier is 0 (train category with cant
deficiency).

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT Only necessary if the value n of N_ITER > 0 and according to 7.1.4.8 the train series W
has to be configured.

RULE NAME Value of NC_CDDIFF (n) (packet 27) at v monitoring ID OF THE RULE
7.1.4.13

train row W
DESCRIPTION The value of the train category identifier for the train series W resp. Train category with cant
deficiency 210mm is 6 (210mm).

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT Only necessary if the value n of N_ITER > 0 and according to 7.1.4.8 the train series W
has to be configured.

NAME OF RULE Value of V_DIFF(n) (packet 27) at v ID OF THE RULE

7.1.4.14
monitoring
train row W
DESCRIPTION The value of the speed to be monitored for the train series W resp. Train category with a cant
deficiency of 210mm in the first section of the static speed profile with v-monitoring must
correspond to the speed in km/h for the highest braking row of train row W.

It can be 0 – 160 km/h.

CREDENTIALS [PrZube], [I-30131] Track Table / RADN

REASON -

COMMENT Speed is taken from the distance table (RADN) resp. taken from the speed profile.

Only necessary if the value n of N_ITER > 0 and according to 7.1.4.8 the train series W
has to be configured.

Speeds are projected with a resolution of 5 km/h.

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RULE NAME Value of Q_DIFF (n) (packet 27) at v ID OF THE RULE

7.1.4.15
monitoring
train row N
DESCRIPTION The value of the identifier for the international train category identifier is 0 (train category
with cant deficiency).

CREDENTIALS [SRS_BL3] and [Memo_Traincat]

REASON convention

COMMENT Only necessary if the value n of N_ITER > 0 and according to 7.1.4.8 the train
series N has to be configured.

RULE NAME Value of NC_CDDIFF (n) (packet 27) at v monitoring ID OF THE RULE
7.1.4.16

train row N

DESCRIPTION The value of the train category identifier for the train series N resp. Train category with
Cant deficiency 275mm is 9 (275mm).

CREDENTIALS [SRS_BL3] and [Memo_Traincat]

REASON convention

COMMENT Only necessary if the value n of N_ITER > 0 and according to 7.1.4.8 the train
series N has to be configured.

NAME OF RULE Value of V_DIFF(n) (packet 27) at v ID OF THE RULE

7.1.4.17
monitoring
train row N

DESCRIPTION The value of the speed to be monitored for the train series N resp. Train category with a cant deficiency
of 275mm in the first section of the static speed profile with v-monitoring must correspond to
the speed in km/h for the highest braking row of train row N.

It can be 0 – 160 km/h.

CREDENTIALS [PrZube], [I-30131] Track Table / RADN

REASON -

COMMENT Speed is taken from the distance table (RADN) resp. taken from the speed profile.

Only necessary if the value n of N_ITER > 0 and according to 7.1.4.8 the train
series N has to be configured.

Speeds are projected with a resolution of 5 km/h.

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NAME OF RULE Value k of N_ITER (packet 27) at v monitoring ID OF THE RULE

7.1.4.18

DESCRIPTION The value of the number of data set iterations after this variable (index k) depends
gig is the number of speed sections in the monitored (signal) section and is

-
1 speed subsection: value of the number of data set iterations k = 0
- 2 speed sections: value of the number of data set iterations k = 1
- 3 speed sections: value of the number of data set iterations k = 2
etc.

CREDENTIALS -

REASON Each change in the velocity profile must be accompanied by an additional data set
D_STATIC(k), V_STATIC(k), Q_FRONT(k) and N_ITER(k), Q_DIFF(k,m),
NC_CDDIFF(k,m), NC_DIFF(k,m) and V_DIFF(k,m) can be configured.

COMMENT The change in the speed profile refers both to a speed change in the basic profile
(train row A) and to speed changes in the highest brake rows of train rows R and N.

The velocity profile is always configured with an open end ÿ value V_STATIC
or V_STATIC(k) always ÿ 127.

RULE NAME Value of D_STATIC (k) (packet 27) at v monitoring ID OF THE RULE
7.1.4.19

DESCRIPTION The value of the distance to the next change in the static speed profile (section) shall
correspond to the distance in meters between the location of the last speed change
and the location of the next speed change.

It can be 1 - 32'767 m.

CREDENTIALS -

REASON Incrementally configured speed profile

COMMENT The change in the speed profile refers both to a speed change in the basic profile
(train row A) and to speed changes in the highest brake rows of train rows R and N.

The international static speed profile must contain the profile speeds to be
monitored for the entire length of the license (Package 12).
Any extension of the driving license through a correction point must be taken into
account or a new international static speed profile must be transmitted in the
correction point using packet 27.

Only necessary if value k of N_ITER > 0.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

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RULE NAME Value of V_STATIC (k) (packet 27) at v monitoring ID OF THE RULE 7.1.4.20

Basic profile

DESCRIPTION The value of the speed to be monitored in section (k) of the static speed profile with v-monitoring
(basic profile) must correspond to the speed in km/h for train series A in section (k).

It can be 0 – 160 km/h.

CREDENTIALS -

REASON [PrZube], [I-30131] Route table / RADN, [Memo_Traincat]

COMMENT Speed is taken from the route table (RADN) or from the signaled speed ÿ speed profile.

Only necessary if value k of N_ITER > 0.

Speeds are projected with a resolution of 5 km/h.

RULE NAME Value of Q_FRONT (k) (packet 27) at v monitoring ID OF THE RULE 7.1.4.21

DESCRIPTION The value of the section end identifier at the end of the section (k) of the static
The speed profile depends on the change in speed and the driving service regulations
and is:
- 0 ÿ train length taken into account
-
1 ÿ Train length not considered

CREDENTIALS -

-
REASON

COMMENT Only necessary if value k of N_ITER > 0.

At the end of the last projected section (k), the train length is never taken into account.
Monitoring only on Zugspitze ÿ Q_FRONT = 1.

RULE NAME Value m of N_ITER (k) (packet 27) at v monitoring ID OF THE RULE 7.1.4.22

DESCRIPTION The value of the number of data set iterations after this variable (index m) at v
monitoring is:

- At different speeds for the trains R, W and N im

Section, 3 (value of data iterations m=3)

- For sections in the speed profile in which the speed is monitored according to the route
table, 2 (value of the data iterations m=2).

The number of data iterations 0 (m=0) can be configured for sections in the speed profile
in which the restriction (punctual or extensive restriction) is monitored according to the
signaled speed.

CREDENTIALS -

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REASON The speeds of the trains R, W and N resp. of the international train categories must
be configured in section (k) with additional data sets Q_DIFF(k,m), NC_CDDIFF(k,m),
NC_DIFF(k,m) and V_DIFF(k,m).
Except for stop/ unilluminated signal and/or auxiliary signal , at least two
additional speed profiles are always configured for the train series R and W or N
(N_ITER=2) in sections in which the speed profile corresponds to the line speed
(plafond).
The section in which the signaled speed is monitored is not dependent on the train
series. Only the basic profile is required (optimization of the number of bits in the
balise)
COMMENT If, according to the route table, the train series W is available, but no train series N,
the second profile for the train series W may be used. In this case, no profile needs to
be configured for train series N. Exist according to the route table
no speed differences between the R, W and N trains
in sections in which the speed profile corresponds to the line speed (ceiling), the two
data iterations for train series R and N (same values) are projected. ÿ Reserve for
later use.

RULE NAME Value of Q_DIFF (k,1) (packet 27) at v monitoring ID OF THE RULE
7.1.4.23

Train row R

DESCRIPTION The value of the identifier for the international train category identifier is 0 (train category with cant
deficiency).

CREDENTIALS [SRS_BL3] and [Memo_Traincat]

REASON convention

COMMENT Only necessary if value k of N_ITER > 0 and value m of N_ITER > 0.

NAME OF RULE Value of NC_CDDIFF(k,1) (packet 27) in v-monitoring ID OF THE RULE

7.1.4.24

Train row R

DESCRIPTION The value of the train category identifier for the train series R resp. Train category with
cant deficiency 150mm is 3 (150mm).
CREDENTIALS [SRS_BL3] and [Memo_Traincat]
REASON convention

COMMENT Only necessary if value k of N_ITER > 0 and value m of N_ITER > 0.

RULE NAME Value of V_DIFF (k,1) (packet 27) at v monitoring ID OF THE RULE
7.1.4.25

Train row R

DESCRIPTION The value of the speed to be monitored for the train series R resp. train cat
category with a cant deficiency of 150mm in section (k) of the static speed profile
with v-monitoring must be equal to the speed in km/h for the

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the highest brake row of the R train series.

It can be 0 – 160 km/h.

CREDENTIALS [PrZube], [I-30131] Track Table / RADN
REASON -

COMMENT Speed is taken from the distance table (RADN) resp. taken from the speed profile.

Only necessary if value k of N_ITER > 0 and value m of N_ITER > 0.

Speeds are projected with a resolution of 5 km/h.

RULE NAME Value of Q_DIFF (k,m) (packet 27) at v monitoring ID OF THE RULE
7.1.4.26

train row W

DESCRIPTION The value of the identifier for the international train category identifier is 0 (train
category with cant deficiency).
CREDENTIALS [SRS_BL3] and [Memo_Traincat]
REASON convention

COMMENT Only necessary if value k of N_ITER > 0 and value m of N_ITER > 0 and according
to 7.1.4.22 the train series W has to be configured.

RULE NAME Value of NC_CDDIFF (k,m) (packet 27) in v-monitoring ID OF THE RULE
7.1.4.27

train row W

DESCRIPTION The value of the train category identifier for the train series W resp. Train category with
Cant deficiency 210mm is 6 (210mm).
CREDENTIALS [SRS_BL3] and [Memo_Traincat]
REASON convention

COMMENT Only necessary if value k of N_ITER > 0 and value m of N_ITER > 0 and according
to 7.1.4.22 the train series W has to be configured.

RULE NAME Value of V_DIFF (k,m) (packet 27) at v monitoring ID OF THE RULE
7.1.4.28

train row W

DESCRIPTION The value of the speed to be monitored for the train series W resp. train cat
Category with cant deficiency 210mm in section (k) of the static speed profile with
v-monitoring shall correspond to the speed in km/h for the highest brake row of train
row W.

It can be 0 – 160 km/h.

CREDENTIALS [PrZube], [I-30131] Track Table / RADN

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REASON -

COMMENT Speed is taken from the distance table (RADN) resp. taken from the speed profile.

Only necessary if value k of N_ITER > 0 and value m of N_ITER > 0 and according
to 7.1.4.22 the train series W has to be configured.

Speeds are projected with a resolution of 5 km/h.

RULE NAME Value of Q_DIFF (k,m) (packet 27) at v monitoring ID OF THE RULE
7.1.4.29

train row N
DESCRIPTION The value of the identifier for the international train category identifier is 0 (train category with cant
deficiency).

CREDENTIALS [SRS_BL3] and [Memo_Traincat]

REASON convention

COMMENT Only necessary if value k of N_ITER > 0 and value m of N_ITER > 0 and according
to 7.1.4.22 the train series N has to be configured.

RULE NAME Value of NC_CDDIFF (k,m) (packet 27) in v-monitoring ID OF THE RULE
7.1.4.30

train row N
DESCRIPTION The value of the train category identifier for the train series N resp. Train category with cant
deficiency 275mm is 9 (275mm).

CREDENTIALS [SRS_BL3] and [Memo_Traincat]

REASON convention

COMMENT Only necessary if value k of N_ITER > 0 and value m of N_ITER > 0 and according
to 7.1.4.22 the train series N has to be configured.

RULE NAME Value of V_DIFF (k,m) (packet 27) at v monitoring ID OF THE RULE
7.1.4.31

train row N
DESCRIPTION The value of the speed to be monitored for the train series N resp. Train category with a cant deficiency
of 275mm in the first section of the static speed profile with v-monitoring must correspond to
the speed in km/h for the highest braking row of train row N.

It can be 0 – 160 km/h.

CREDENTIALS [PrZube], [I-30131] Track Table / RADN
REASON -

COMMENT Speed is taken from the distance table (RADN) resp. the speed

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profile taken.

Only necessary if value k of N_ITER > 0 and value m of N_ITER > 0 and according to
7.1.4.22 the train series N has to be configured.

Speeds are projected with a resolution of 5 km/h.

7.1.5 Packet 76 (Package for transmitting the text message "Warning")

RULE NAME Value of NID_PACKET (packet 76) when v monitored ID OF THE RULE
7.1.5.1

DESCRIPTION The value of the packet identifier for packet 76 (packet for transferring predefined
text messages) in the case of a warning without speed monitoring is 76.
CREDENTIALS [SRS_BL3]
REASON convention

COMMENT -

RULE NAME Value of Q_DIR (packet 76) on v monitoring ID OF THE RULE

7.1.5.2

DESCRIPTION The value for the direction of validity of the transmitted data when warning should be 1
(nominal direction).
CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

RULE NAME Value of L_PACKET (packet 76) when v monitored ID OF THE RULE
7.1.5.3

DESCRIPTION The packet length value of packet 76 for warning without speed monitoring is 94 bits.

CREDENTIALS -

REASON Number of bits in the packet 76 for warning without speed monitoring including packet
header (header)
COMMENT -

RULE NAME Value of Q_SCALE (packet 76) in v monitoring ID OF THE RULE

7.1.5.4

DESCRIPTION The value of the distance scale identifier for packet 76 when warning is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

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COMMENT -

RULE NAME Value of Q_TEXTCLASS (Package 76) when v monitored ID OF THE RULE
7.1.5.5

DESCRIPTION The value of the identifier for the class of text to be displayed on warning is 1
(Important Information).

CREDENTIALS -

REASON The text display and acknowledgment request to the driver for the warning
function are relevant to safety.

COMMENT -

RULE NAME Value of Q_TEXTDISPLAY (package 76) in v-monitoring ID OF THE RULE

7.1.5.6

DESCRIPTION The value of the identifier for the combination of text display conditions in the event of a warning is 1 (start and end of
the text display until all start and end conditions are met).

CREDENTIALS -

REASON The text display and acknowledgment request to the driver for the warning
Function must be performed immediately and until confirmed by the engine driver or approx. 3 seconds
and 100 m after passing the train control point transmitting the warning.

COMMENT 100 m are set so that the engine driver has enough time to comply with the confirmation request if he also
has to confirm the LS mode (on starting vehicle).

NAME OF RULE value of D_TEXTDISPLAY (package 76). ID OF THE RULE

7.1.5.7
v-monitoring (initial condition)
DESCRIPTION The value of the distance to the start of the text display (initial condition) in the case of a warning is 0m.

ÿ Initial conditions of text display from this point.

CREDENTIALS -

REASON Text display is time and distance dependent.

COMMENT -

RULE NAME value of M_MODETEXTDISPLAY (package 76) at v-monitoring ID OF THE RULE

7.1.5.8
(initial condition)

DESCRIPTION The value of the on-board mode for the text display (initial condition) when warning is 12 (“LS”).

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CREDENTIALS -

REASON The text only has to be displayed in «Limited Supervision» mode.

COMMENT -

NAME OF RULE Value of M_LEVELTEXTDISPLAY (Package ID OF THE RULE

7.1.5.9
76) with v-monitoring (initial condition)

DESCRIPTION The value of the on-board operational level for the text display (initial condition) when warning is 2 (level
1).

CREDENTIALS -

REASON The text only needs to be displayed in on-board operational level 1.

COMMENT -

NAME OF RULE value of L_TEXTDISPLAY (package 76). ID OF THE RULE

7.1.5.10
v-monitoring (end condition)
DESCRIPTION The value of the distance during which the warning text message must be displayed (and
acknowledged) (end condition) is 100m.

CREDENTIALS -

REASON This value is set to 100m so that the engine driver has enough time to comply with
the confirmation request if he also has to confirm the LS mode (starting vehicle). If
the confirmation request is not followed, braking is triggered after this distance and
after 3 seconds (T_TEXTDISPLAY).

COMMENT Distances are configured with a resolution of one meter (Q_SCALE=1m).

RULE NAME Value of T_TEXTDISPLAY (package 76). ID OF THE RULE

7.1.5.11
v-monitoring (end condition)
DESCRIPTION The value of the time period during which the text message must be displayed and acknowledged in
the event of a warning (end condition) is 3 seconds.

CREDENTIALS -

REASON This value is set to 3 seconds to give the train driver enough time to comply with the
confirmation request. If the confirmation request is not followed, braking is triggered
after this time has elapsed or at the latest after the distance of 100m (L_TEXTDISPLAY)
has been covered.
COMMENT Times are configured with a resolution of one second.

NAME OF RULE value of M_MODETEXTDISPLAY (package 76) at v- ID OF THE RULE

7.1.5.12
monitoring (end condition)

DESCRIPTION The value of the on-board operating mode for the text display (end condition) at

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Warning is 15 ÿ end conditions are made mode independent.

CREDENTIALS -

REASON End conditions are made mode independent.

COMMENT -

NAME OF RULE value of M_LEVELTEXTDISPLAY (package 76) at v- ID OF THE RULE

7.1.5.13
monitoring (end condition)

DESCRIPTION The value of the on-board operational level for the text display (end cond
tion) with a warning is 5 ÿ end conditions are made level-independent.

CREDENTIALS -

REASON End conditions are made level independent.

COMMENT -

RULE NAME Value of Q_TEXTCONFIRM (packet 76) on v-monitoring ID OF THE RULE

7.1.5.14

DESCRIPTION The value of the identifier for the request/reaction of the text confirmation at War
tion is 11bin. ÿ Triggering braking if the train driver has still not confirmed when all end
conditions have been reached.
CREDENTIALS -

REASON Triggering emergency braking as with today's SIGNUM system.

COMMENT -

RULE NAME Value of Q_CONFTEXTDISPLAY (packet 76) on v-monitoring ID OF THE RULE

7.1.5.15

DESCRIPTION The value of the identifier of the end of the text display after confirmation is 0
(Text message disappears once confirmed).
CREDENTIALS -

REASON The text message disappears as soon as it is acknowledged.

COMMENT -

RULE NAME Value of Q_TEXTREPORT (package 76) in v-monitoring ID OF THE RULE

7.1.5.16

DESCRIPTION The value of the identifier for reporting the text confirmation to the RBC is 0
(no feedback required).
CREDENTIALS -

REASON Vehicle is not connected to any RBC and is not sending any data.

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COMMENT If Q_TEXTREPORT = 0, the variables NID_TEXTMESSAGE, NID_C and NID_RBC do not have to
be configured.

RULE NAME Value of Q_TEXT (packet 76) when v monitored ID OF THE RULE
7.1.5.17

DESCRIPTION The value of the text identifier is 1 for "Warning".

CREDENTIALS -

REASON -

COMMENT Depending on the language selected by the engine driver, the texts displayed are in

German warning

French alert

Italian Warning

English Acknowledgement

The European harmonized translations in D, F and I are not yet available.

7.1.6 Package 80 (operating mode profile)

RULE NAME Value of NID_PACKET (packet 80) when v monitored ID OF THE RULE
7.1.6.1

DESCRIPTION The value of the packet identifier for packet 80 (operating mode profile) with v-monitoring is 80.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT In the event of a stop/ unilluminated signal and/or auxiliary signal/ FASI , package 80 must not be
configured for the «Limited Supervision» (LS) operating mode, otherwise the vehicle will immediately switch
to LS when driving past the signal with override and, due to the lack of Level 1 Permission to drive would be
braked with an immediate stop.

RULE NAME Value of Q_DIR (packet 80) when v monitored ID OF THE RULE
7.1.6.2

DESCRIPTION The value for the direction of validity of the transmitted data with v-monitoring
should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If the balise transmits data for the other direction of travel, the Q_DIR must be coordinated.

In the case of a loop, the value for the direction of validity of the transmitted data must be coordinated with
the direction of validity of the loop notification (packet 134 Q_LOOPDIR).

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RULE NAME Value of L_PACKET (packet 80) when v monitored ID OF THE RULE
7.1.6.3

DESCRIPTION The value of the packet length of packet 80 in v-monitoring is 85 bits.

CREDENTIALS -

REASON Number of bits in the packet 80 with v-monitoring including packet header (header)

COMMENT -

RULE NAME value of Q_SCALE (packet 80) at v ID OF THE RULE

7.1.6.4
monitoring
DESCRIPTION The value of the distance scale identifier for packet 80 in v-monitoring is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

RULE NAME Value of D_MAMODE (packet 80) on v monitoring ID OF THE RULE

7.1.6.5

DESCRIPTION The value of the distance until the next mode change in the driving permission

v-monitoring is 0 meters.

CREDENTIALS -

REASON Operating mode is valid directly from the transmission point.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME Value of M_MAMODE (packet 80) on v monitoring ID OF THE RULE

7.1.6.6

DESCRIPTION The value of the required operating mode within the driving permission for v-monitoring
is 10bin ÿ "Limited Supervision" "LS".

CREDENTIALS -

REASON «Limited Supervision» operating mode is valid directly from the transmission point.

COMMENT -

RULE NAME Value of V_MAMODE (packet 80) when v monitoring ID OF THE RULE
7.1.6.7

DESCRIPTION The value of the speed relevant to the operating mode for v-monitoring is 160
km/h.

CREDENTIALS -

REASON Maximum speed for external signalling.

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COMMENT Speeds are projected with a resolution of 5 km/h.

RULE NAME Value of L_MAMODE (packet 80) when v monitoring ID OF THE RULE
7.1.6.8

DESCRIPTION The value of the range length of the «Limited Supervision» operating mode with v monitoring is
1111....1111bin (ÿ).

CREDENTIALS -

REASON This value covers every signal section length in Switzerland.

COMMENT Value 1111...111bin (ÿ) is a special value according to [SRS_BL3].

RULE NAME Value of L_ACKMAMODE (packet 80) in v-monitoring ID OF THE RULE

7.1.6.9

DESCRIPTION The value of the acknowledgment area length before entering limited supervision mode in v-
supervision is 0 meters.

CREDENTIALS -

REASON «Limited Supervision» operating mode is valid directly from the transmission point.

COMMENT A vehicle that is already in «Limited Supervision» mode no longer needs to change the operating mode
and confirm it accordingly
ren.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME Value of Q_MAMODE (packet 80) on v monitoring ID OF THE RULE

7.1.6.10

DESCRIPTION The value for the identifier for the start of the mode profile is 1 (end of
driving license and danger point).

CREDENTIALS -

REASON «Limited Supervision» operating mode is valid directly from the transmission point.

COMMENT -

NAME OF RULE Value k of N_ITER (packet 80) at v monitoring ID OF THE RULE

7.1.6.11

DESCRIPTION The value of the number of data set iterations after this variable (index k) with v monitoring is k =
0.

CREDENTIALS -

REASON Only one mode change in this license

COMMENT -

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7.1.7 Package 145 (Suppression of braking in the event of balise inconsistency)

NAME OF THE RULE Suppression of braking at ID OF THE RULE

7.1.7.1
Baliseninkonsistenz (Pack 145)

DESCRIPTION From the point of view of availability, package 145 (suppression of braking in the event of balise
inconsistency) must be configured according to Chapter 20.1 "Suppress balise inconsistency
reaction of the ETCS vehicle equipment".

CREDENTIALS [DAT_161]

REASON [DAT_161]

COMMENT -

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8 resolution elements

8.1 Infill-Balisengruppe
NAME OF THE RULE Use infill balise groups ID OF THE RULE 8.1.1.1

DESCRIPTION Infill balise groups should only be used in the standard gauge network with one
resolution point upstream of the signal if no loop is available for operational resolution.

-
CREDENTIALS

REASON Only selective release function in v-monitored areas without loop

COMMENT Project planning of the infill balise groups is carried out according to Chapter 7
"Signal-dependent train control point with v-monitoring" and subsequent rule for package 136
(resolution point reference).

If upstream balises are used to prevent departure, a full driving license and no infill
information is transmitted in the event of a stop/ non-illuminated signal . See
Chapter 9 "Departure Prevention".

In order for the infill information to be evaluated, the next beacon group referenced with
packet 136 (resolution point reference) must be known in the linking information on the vehicle.
Configuration of the linking according to Chapter 19 "Linking".

RULE NAME Necessary packages for infill ID OF THE RULE 8.1.1.2

Beacongroup

DESCRIPTION A location reference must be transmitted for the local referencing of the data transmitted by the infill balise
group. For this purpose, the package in the ETCS system
- 136 (resolution point reference)
used.

The others for an L1 LS driving license or Resolution information (infill) necessary packages

- 12 (level 1 driving license)

- 21 (tilt profile)
- 27 (International static speed profile) and
- 80 (operating mode profile)

must be configured according to the signal assigned to the infill balise group.
This applies to the corresponding signal aspects.

In order for the driver's license to be evaluated, packet 136 must be configured before the
packets with infill information.

From the point of view of availability, package 145 (suppression of braking in the event
of beacon inconsistency) is projected into each telegram and each beacon of the beacon
group.

CREDENTIALS [SRS_BL3]

REASON The infill balise group information must be unique to a balise group as

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location reference are assigned.

The infill balise group usually transmits the same payload (packets 12, 21, 27 and
80) as the assigned signal.

COMMENT Project planning of packages 12 (level 1 driving licence), 21 (inclination profile), 27

(international static speed profile), 80 (operating mode profile) and 145 (suppression
of braking in the event of beacon inconsistency) see Chapter 7 "Signal dependent
Train control point with v-monitoring”.

The direction of validity (Q_DIR) value in infill packets refers to the orientation of the
infill balise array and not to the direction of validity of the resolution point reference.

The signal assigned to the infill beacon group must be linked so that the release
information of the infill beacon group is evaluated by the vehicle. For link configuration,
see Chapter 19 "Linking".

Package 145 is configured according to Chapter 20.1 "Suppress balise inconsistency

reaction of the ETCS vehicle equipment".

Packages 5 (linking table) and 145 (suppression of braking with balises in consistency)
are not part of the infill information and must therefore be configured before package
136 (resolution point reference).

NAME OF THE RULE Disallowed packets in the infill ID OF THE RULE

8.1.1.3
Information bei Infill-Balisengruppen

DESCRIPTION Infill information in infill balustrade groups must not contain packets for the direction of validity
of the opposite direction as well as packet 41 (level change command), packet 46 (conditional
level change command), packet 72 (transmission of free text messages), packet 76 (transmission
of predefined text messages) 132 (stop for shunting movement / danger for shunting information),
package 134
(Loop registration / EOLM package) and package 137 (stop for
journey under staff responsibility).

CREDENTIALS [UNISIG_Eng_Rules], 4.2.4.5.1

-
REASON
-
COMMENT

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8.2 Loop / Loopanmeldung (EOLM)

8.2.1 General

NAME OF THE RULE Use Loop ID OF THE RULE

8.2.1.1

DESCRIPTION The resolution element loop should only be used in the standard gauge network

- in the case of a repetition signal which is in a v-monitored area.

- at a signal when an operational resolution is necessary.

- in the case of a departure prevention in the transit track.

-
CREDENTIALS

REASON Release of restrictive speeds for operational reasons in v monitored areas

COMMENT The loop can then be used to resolve a restrictive extrication speed ÿ operational resolution.

When using the stop/ unlit exit prevention loop

Signal see Chapter 9 "Departure Prevention".

In the case of repeat signals, a balise group without a loop is sufficient in most cases.
The balise group is then configured according to Chapter 11
"Signal dependent train control point only with v-monitoring" and without warning/stop.

If the repeat signal requires a warning/stop function, a loop cannot be applied.

NAME OF THE RULE Use loop for safety functions ID OF THE RULE
8.2.1.2

DESCRIPTION The loop must not be considered as a secure element for the transmission of information
Part of a safety function, such as an emergency stop when the restrictive signal aspect
falls back .

CREDENTIALS [SRS_BL3]

REASON According to [SRS_BL3], the loop is basically only used to transmit upgraded information.
No safety requirements have been formulated in relation to falling back (more restrictive)
signal patterns.
-
COMMENT

NAME OF THE RULE Necessary packets for loop registration ID OF THE RULE 8.2.1.3

DESCRIPTION For the detection and evaluation of the loop, the ETCS system must be informed
onen in the loop notification (EOLM) with the packet
- 134 (Loopanmeldung)

be transmitted from the preceding beacon group.

CREDENTIALS [SRS_BL3]

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REASON In order for a vehicle to be able to recognize and evaluate the loop, a minimal
trackside data set has to be transmitted.

COMMENT The other packages required for an L1 LS driver's license

- 12 (level 1 driving license)
- 21 (tilt profile)
- 27 (International static speed profile) and
- 80 (operating mode profile)

are transmitted by the preceding train signal.

NAME OF THE RULE Necessary packets in the loop telegram ID OF THE RULE
8.2.1.4

DESCRIPTION A location reference must be transmitted for local referencing of the data transmitted in the
loop. For this purpose, the package in the ETCS system
- 136 (resolution point reference)
used.

The others for an L1 LS driving license or Resolution information (infill) necessary

packages

- 12 (level 1 driving license)

- 21 (tilt profile)
- 27 (International static speed profile) and
- 80 (operating mode profile)

must be configured according to the signal assigned to the loop. This applies to the
corresponding signal aspects.

Package 145 (suppression of braking in the event of beacon inconsistency) must not
be configured in the loop telegram, in contrast to the beacon group for the assigned
signal.

In order for the driving license to be evaluated, packet 136 must be configured before
the other packets with infill information in the telegram.

CREDENTIALS [SRS_BL3]

REASON The loop information must be clearly assigned to a balise group as a location reference.

The loop usually transmits the same useful information (packets 12, 21, 27 and 80) as
the assigned signal.

The direction of validity (Q_DIR) value in infill packets refers to the orientation of the
loop and not to the direction of validity of the resolution point reference.
See rule 8.2.2.8.

The use of the loop resp. of package 134 and their use by another train control
system must be clarified and compared.

COMMENT Project planning of packages 12 (level 1 driving licence), 21 (inclination profile), 27

(international static speed profile) and 80 (operating mode profile) see chapter
7 "Signal-dependent train control point with v-monitoring".

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The signal assigned to the loop must be linked so that the release information of the loop
(infill) can be evaluated by the vehicle. This can be done, for example, by the Loo
panmeldebalisengruppe (EOLM). Link configuration, see Chapter 19
„Linking“.

NAME OF THE RULE Illegal packets in the loop telegram ID OF THE RULE
8.2.1.5
(Infill-Information)

DESCRIPTION In the loop telegram, no packets for the direction of validity of the oncoming
direction as well as package 41 (level change command), package 46 (conditional level
change command), package 72 (transmission of free text messages), package 76
(transmission of predefined text messages), package 132 (stop for shunting movements), package 134
(loop registration) and packet 137 (stop for journey under staff responsibility) are transmitted.

CREDENTIALS [UNISIG_Eng_Rules], 4.2.4.5.1

REASON -

COMMENT -

8.2.2 Package 134 (Loopanmeldung)

NAME OF RULE value of NID_PACKET (packet 134). ID OF THE RULE

8.2.2.1
Loopanmeldung

DESCRIPTION The value of the packet identifier for packet 134 (loop registration) is 134.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME Value of Q_DIR (Packet 134) at Loopan ID OF THE RULE

8.2.2.2
report

DESCRIPTION The value for the direction of validity of the transmitted data for loop registration
should be 0 (reverse direction).

CREDENTIALS -

REASON Typically, the EOLM information is placed in the beacon group of an oncoming direction
signal.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

NAME OF RULE value of L_PACKET (packet 134). ID OF THE RULE

8.2.2.3
Loopanmeldung

DESCRIPTION The value of the packet length of packet 134 with loop registration is 74 bits.

CREDENTIALS -

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REASON Number of bits in the packet 134 with loop notification including packet header (header)

COMMENT -

NAME OF RULE Value of Q_SCALE (packet 134) at loop registration ID OF THE RULE
8.2.2.4

DESCRIPTION The value of the distance scale identifier for packet 134 on loop notification is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

RULE NAME Value of NID_LOOP (packet 134) at Loo ID OF THE RULE

8.2.2.5
pregistration

DESCRIPTION Each loop must have its own identification number and be identified by the Loo
registration must be clearly announced in advance.

The value of the identification number can be 0 – 16383.

CREDENTIALS -

REASON A loop must be clearly assigned to a loop application using an identification number.

COMMENT According to rule 5.2.4.7, NID_LOOP corresponds to the NID_BG of the balise group of the
corresponding train control point.

NAME OF RULE Value of D_LOOP (packet 134) at loop registration ID OF THE RULE
8.2.2.6

DESCRIPTION The value must correspond to the distance between beacon groups of the loop notification (EOLM)
and the loop start in meters.

It can be 0 - 32'766 m.

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT If the distance is not known, D_LOOP = 1111 … 1111bin is set. However, this special value should be
avoided if possible, since the vehicle cannot detect a failure of the loop.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

Distance specification is not used to limit the loop telegram reception but only for diagnostic purposes.

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NAME OF RULE Value of L_LOOP (packet 134) at loop registration ID OF THE RULE
8.2.2.7

DESCRIPTION The loop length value must be the length of the loop starting from the distance
D_LOOP in meters.

It can be 0 - 32'766 m.

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT If the loop length is not known, L_LOOP = 1111 … 1111bin is set.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

Distance specification is not used to limit the loop telegram reception but only for diagnostic
purposes.

NAME OF RULE value of Q_LOOPDIR (packet 134). ID OF THE RULE

8.2.2.8
Loopanmeldung

DESCRIPTION The value of the loop's valid direction identifier is

- 0 in the opposite (opposite) direction of validity of the loop compared to the loop
notification (EOLM).
-
1 with the same (same) direction of validity of the loop as compared to the loop
notification (EOLM).

CREDENTIALS -

REASON Used to identify the data from the loop that is valid for the direction of travel.
-
COMMENT

RULE NAME value of Q_SSCODE (packet 134). ID OF THE RULE

8.2.2.9
Loopanmeldung

DESCRIPTION The value of the spread spectrum code in the loop declaration must match the code of the
correspond to the loop from which telegrams are to be received.

It can be 0-15.

CREDENTIALS [SRS_BL3]

REASON The spread spectrum code must be known to the vehicle in order to recognize and
evaluate the loop information.

COMMENT According to rule 5.1.1.9, loops in adjacent tracks must not have the same spread
spectrum code ÿ prevention of cross talk.

Value Q_SSCODE = 15 is reserved for test purposes.

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8.3 Packet 136 (resolution point reference)

NAME OF RULE Value of NID_PACKET (packet 136) for ID OF THE RULE

8.3.1.1
resolution point reference
DESCRIPTION The packet identifier value for packet 136 (resolution point reference) is 136.

CREDENTIALS [SRS_BL3]

REASON convention

-
COMMENT

RULE NAME Value of Q_DIR (packet 136) for resolution point reference ID OF THE RULE
8.3.1.2

DESCRIPTION The value for the valid direction of the transmitted data for the resolution point reference should be 1 (nominal direction).

-
CREDENTIALS

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the loop or in the balise group, the Q_DIR must be
coordinated.

The Q_DIR must match the direction of validity given to the loop by packet 134 (loop notification,
Q_LOOPDIR).

RULE NAME Value of L_PACKET (packet 136) for up ID OF THE RULE

8.3.1.3
solve point reference

DESCRIPTION The value of the packet length of packet 136 for the resolution point reference is dependent
of Q_NEWCOUNTRY and is

- 38 bits if referenced balise group is in the same "national area".

(Q_NEWCOUNTRY = 0).

- 48 bits if referenced balise group in another "national area"

(Q_NEWCOUNTRY = 1).

-
CREDENTIALS

REASON Number of bits in the packet 136 for resolution point reference including packet header (header)

COMMENT Referenced beacon group is the beacon group of the next signal to which the upstream infill
information belongs.

RULE NAME Value of Q_NEWCOUNTRY (packet 136) for resolution point ID OF THE RULE
8.3.1.4
reference

DESCRIPTION The value of the identifier for the new "national area" is
0 if referenced balise group is in the same "national area".
-

1 if referenced balise group is in another "national area".

-

-
CREDENTIALS

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REASON If the referenced beacon group is in a different "national area" (different value for NID_C),
this must be announced with Q_NEWCOUNTRY = 1.

Q_NEWCOUNTRY = 0 is the default case.

COMMENT Referenced beacon group is the beacon group of the next signal to which the upstream
infill information belongs.

The comparison of the NID_C values takes place at

- Loop between the balisengruppe, which the package 134 (Loop registration) ent
stops and the loop.
- Infill balise group between the infill balise group and the referenced balise group.

RULE NAME Value of NID_C (packet 136) for resolution point reference ID OF THE RULE
8.3.1.5

DESCRIPTION The value of the "national area" identifier must match the NID_C value in the balise
header of the referenced balise group.

CREDENTIALS [SRS_BL3]

REASON A change in the NID_C value must be communicated to the vehicle for the unambiguous
recognition of the referenced balise group.

COMMENT Referenced beacon group is the beacon group of the next signal to which the upstream
infill information belongs.

If the referenced beacon group is in the same "national area" as the transmitting beacon
group (Q_NEWCOUNTRY = 0), then NID_C is not projected. Determination of NID_C see
Chapter 5.2 "ETCS packets and variables for L1 LS routes".

NAME OF RULE Value of NID_BG (packet 136) for resol ID OF THE RULE
8.3.1.6
sepoint reference
DESCRIPTION The value of the identification number of the balise group must correspond to the NID_BG value
in the balise header of the referenced balise group.

CREDENTIALS [SRS_BL3]

REASON A beacon group must be able to be clearly assigned using an identification number.

COMMENT Referenced beacon group is the beacon group of the next signal to which the upstream
infill information belongs.

For determination of NID_BG, see Chapter 5.2 "ETCS packages and variables for L1 LS
Stretch".

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9 departure prevention
9.1 General
NAME OF THE RULE Use drive-off prevention ID OF THE RULE
9.1.1.1

DESCRIPTION The location-related use of the departure prevention must be in accordance with [AB_EBV] AB
39.3.a or concept for the use of train control on the infrastructure operator's network.

The solutions described to prevent departure can be used up to a minimum slipping

distance of 40 meters and in spur tracks. If the slipping distance in a through track is
less than 40 meters, the project planning and the hardware installation must be checked
in detail and, if necessary, determined for the specific situation.

CREDENTIALS [AB_EBV]

REASON [AB_EBV]

COMMENT The specific determination of the place of use of the departure prevention is not
regulated in this document.
At SBB Infrastructure, the equipment concept for using train control systems on
optically signalized routes [R_I-20027] is used to determine the location.

RULE NAME Equipment in case of departure prevention ID OF THE RULE

9.1.1.2

DESCRIPTION A departure prevention can be implemented by one or more balise groups in front, by a
loop or by a combination of the two variants. The hardware equipment must depend
on the effectiveness of the departure prevention. With regard to configuration in L1 LS,
a distinction is made between the following variants:

- Departure prevention with upstream balise group

- Departure prevention with loop
- Departure prevention with loop and upstream balise group
CREDENTIALS -

REASON [Memo_Abfahrverh], [DT_201]

COMMENT The concrete variant decision regarding mode of operation and hardware equipment is
not regulated in this document.
At SBB Infrastructure, the variant decision is regulated in the document "Project
planning rules for LEU, Eurobalises and Euroloops for train control" [I-50115].

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9.2 Departure prevention with upstream balise group

NAME OF THE RULE Necessary packets in upstream bali sen group for ID OF THE RULE
9.2.1.1
departure prevention

DESCRIPTION In the case of a departure prevention with an upstream balise group, at stop / not
illuminated signal or at the latest stopping point for group signals, a signal-
dependent v-monitoring can be configured with the following packages:
- 12 (level 1 driving license)
- 21 (tilt profile)
- 27 (International static speed profile)
- 80 (operating mode profile)

- 145 (suppression of braking in case of balise inconsistency)

With the exception of the latest stopping point for group signals, infill information
must be configured for all other signal aspects in a through track in accordance with
Chapter 8.1 "Infill balise group". At the latest stopping point for group signals, a full
driving license must always be projected if a route has been provided for the
corresponding track.
In a dead end track, for all other signal aspects, only package 145 (suppression of
braking in the event of balise inconsistency) according to Chapter 20.1
"Suppress balise inconsistency reaction of the ETCS vehicle equipment".

CREDENTIALS [SRS_BL3], [UNISIG_Eng_Rules] 4.2.4.6.2, [PrZube]

REASON Trackside data set so that a starting train changes to «Limited Supervision» mode
at the upstream beacon group and is monitored with a braking curve in the event of
a stop / unilluminated signal .
COMMENT According to Chapter 11, this group of balises upstream of the main signal to
prevent departure can also be used for repeat signals without a loop.

Packet 136 (Resolve Point Reference) is displayed at Halt/ Unlit signal

or at the latest stopping point for group signals, since a full permission to drive is
transmitted (no infill information).

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9.3 Departure prevention with loop

RULE NAME Overlap Extrication Speed at Leading Signal ID OF THE RULE

9.3.1.1

DESCRIPTION If a signal is equipped with a loop to prevent departure, the preceding signal must have signal aspects
with a target speed of 0 km/h at the
Signal with departure prevention in package 12 (level 1 driving license) the freeing speed
regarding the slipping distance (overlap) can also be projected.

If a loop can be run from several preceding signals to the relevant target signal with departure
prevention, these must be configured accordingly.

CREDENTIALS [Memo_Abfahrverh]

REASON In the case of a loop with departure prevention, the freeing speeds with regard to the slipping
path and the danger point are transmitted as infill information.

COMMENT Project planning of package 12 (level 1 driving licence) with liberation speed regarding the
slipping distance, see Chapter 7.1.2 "Package 12 (level 1 driving licence)".

RULE NAME Necessary packets in loop for departure prevention ID OF THE RULE
9.3.1.2

DESCRIPTION For departure prevention must be used with the loop at stop / unlit
Signal the following packets are transmitted:

- 13 (distance information for «Staff Responsible» mode)

- 136 (resolution point reference)

- 12 (level 1 driver's license) with V_RELEASEDP = 0 km/h and
V_RELEASEOL = 15 km/h

- 21 (tilt profile)

- 27 (International static speed profile)

For all other signal aspects, the loop is used as a resolution element according to Chapter 8.2
"Loop / loop registration (EOLM)" configured. However, package 13 (distance information for
«Staff Responsible» operating mode) must also be configured for all other signal aspects
(upgrading distance).

Package 145 (suppression of braking in the event of beacon inconsistency) must not be
configured in the loop telegram, in contrast to the beacon group for the assigned signal.

CREDENTIALS [Memo_Abfahrverh]

REASON [Memo_Abfahrverh]

COMMENT With the loop, the freeing speed with regard to the danger point (danger point) at a stop / non-
illuminated signal of 0 km/h is transmitted.

For configuration of package 136 (resolution point reference) see Chapter 8.3 "Package 136
(resolution point reference)".

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Project planning of packages 12 (level 1 driving license), 21 (inclination profile) and 27

(international static speed profile) see Chapter 7 "Signal-dependent
Train control point with v-monitoring”.

In order for the loop's infill information to be evaluated by the vehicle, the signal assigned to the
loop must be linked and the loop must be announced by the preceding balise group. See Chapter
19 "Linking" and Chapter 8.2 "Loop / loop notification (EOLM)". A train processed in «Staff
Responsible» mode
the distance information of the packet 13 only if the vehicle is in the loop with the
Package 134 (EOLM) has been registered. If the vehicle does not know the loop message (EOLM),
the distance information in packet 13 is not evaluated for the «staff responsible».

For all other signal patterns, the distance for "Staff Responsible" must be upgraded again with
Package 13. A train that has received the distance for «Staff Responsible» to the main signal
when the signal is stopped / not illuminated must be able to depart again when the signal is switched
on.

9.3.2 Package 13 (distance information for “Staff Responsible” operating mode)

RULE NAME Value of NID_PACKET (packet 13) for SR ID OF THE RULE

9.3.2.1
distance from the loop

DESCRIPTION The value of the packet identifier for packet 13 (distance information for «Staff
Responsible») is 13.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME Value of Q_DIR (packet 13) for SR Distance ID OF THE RULE
9.3.2.2
vom Loop

DESCRIPTION The value for the direction of validity of the transmitted data must be valid
direction of the loop registration (package 134, Q_LOOPDIR).

CREDENTIALS -

REASON Used to identify the data from the loop that is valid for the direction of travel.

COMMENT -

RULE NAME Value of L_PACKET (packet 13) for SR ID OF THE RULE

9.3.2.3
distance from the loop

DESCRIPTION The packet length value of packet 13 depends on Q_NEWCOUNTRY as well

the number of balise groups and cannot be determined conclusively here.

CREDENTIALS -

REASON Number of bits in packet 13 depending on Q_NEWCOUNTRY and number of balise groups
pen.

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COMMENT -

RULE NAME Value of Q_SCALE (packet 13) for SR ID OF THE RULE

9.3.2.4
distance from the loop

DESCRIPTION The value of the distance scale identifier for packet 13 is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

RULE NAME Value of Q_NEWCOUNTRY (packet 13) for SR distance ID OF THE RULE
9.3.2.5
from loop/beacon group related signal

DESCRIPTION The value of the identifier for the new "national area" is
-
0 if referenced balise group is in the same "national area".
-
1 if referenced balise group is in another "national area".

CREDENTIALS -

REASON If the referenced beacon group is in a different "national area" (different value for NID_C),
this must be announced with Q_NEWCOUNTRY = 1.

Q_NEWCOUNTRY = 0 is the default case.

COMMENT Referenced beacon group is the beacon group of the next signal to which the upstream
infill information belongs.

The NID_C values are compared between the loop and the balise group
of the signal belonging to the loop.

NAME OF RULE Value of NID_C (packet 13) for SR distance from loop/ ID OF THE RULE
9.3.2.6
beacon group associated
Signal

DESCRIPTION The value of the "national area" identifier must match the NID_C value in the balise
header correspond to the reference balise group.

CREDENTIALS -

REASON A change in the NID_C value must be communicated to the vehicle for the unambiguous
recognition of the referenced balise group.

COMMENT The reference beacon group is the beacon group of the signal belonging to the loop.

If the referenced balise group is in the same "national area" as the loop
(Q_NEWCOUNTRY = 0), NID_C is not configured.

For determination of NID_C, see Chapter 5.2 "ETCS packages and variables for L1 LS
Stretch".

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RULE NAME Value of NID_BG (packet 13) for SR distance from loop/ ID OF THE RULE
9.3.2.7
beacon group related signal

DESCRIPTION The value of the identification number of the balise group must correspond to the NID_BG value in
correspond to the beacon group of the signal belonging to the loop.

CREDENTIALS [SRS_BL3]

REASON [SRS_BL3]

COMMENT -

RULE NAME Value of Q_NEWCOUNTRY (Packet 13) for SR Distance ID OF THE RULE
9.3.2.8
from Loop/Reference Balise Group

DESCRIPTION The value of the identifier for the new "national area" is
-
0 if the reference balise group is in the same "national area".
-
1 if the reference balise group is in another "national area".

CREDENTIALS -

REASON If the referenced beacon group is in a different "national area" (different value for NID_C),
this must be announced with Q_NEWCOUNTRY = 1.

Q_NEWCOUNTRY = 0 is the default case.

COMMENT As a rule, the last balise group in the direction of travel before the loop is defined as the
reference balise group.

The NID_C values are compared between the loop and the balise group which contains
packet 134 (loop registration).

RULE NAME Value of NID_C (Packet 13) for SR Distance from Loop / ID OF THE RULE
9.3.2.9
Reference Balise Group

DESCRIPTION The value of the "national area" identifier must match the NID_C value in the balise
header correspond to the reference balise group.

CREDENTIALS [SRS_BL3]

REASON A change in the NID_C value must be communicated to the vehicle for the unambiguous
recognition of the referenced balise group.

COMMENT As a rule, the last balise group in the direction of travel before the loop is defined as the
reference balise group.

If the referenced balise group is in the same "national area" as the loop
(Q_NEWCOUNTRY = 0), NID_C is not configured.

For determination of NID_C, see Chapter 5.2 "ETCS packages and variables for L1 LS
Stretch".

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NAME OF RULE Value of NID_BG (packet 13) for SR distance from loop/ ID OF THE RULE
9.3.2.10
reference balise group

DESCRIPTION The value of the identification number of the balise group must correspond to the NID_BG value in the
balise header of the reference balise group.

CREDENTIALS [SRS_BL3]

REASON [SRS_BL3]

COMMENT As a rule, the last balise group in the direction of travel before the loop is defined as the reference
balise group.

RULE NAME Value of D_SR (packet 13) for SR distance from loop ID OF THE RULE
9.3.2.11

DESCRIPTION The value of the distance that can be covered in «Staff Responsible» mode corresponds to:

ÿ In the event of a stop / unilluminated signal, the distance from the reference balise group to the next
main signal in meters

ÿ The value 32767 (ÿ) for all other signal aspects.

CREDENTIALS [SRS_BL3]

REASON In the event of a stop / unilluminated signal , a vehicle in «Staff Responsible» mode can
advance to the main signal.

For all other signal images, the distance for "Staff Responsible" must be revalued.

COMMENT Value 32767 (ÿ) is a special value according to [SRS_BL3].

Referenzbalisengruppe
1 Referenzbalisengruppe (k)
2

Perron
D_SR

RULE NAME Value k of N_ITER (packet 13) for SR distance from loop ID OF THE RULE
9.3.2.12

DESCRIPTION The value of the number of data iterations after this variable (index k) depends on the number of reference
balise groups before and in the loop area and is
*
-
1 balise group: value of the number of data set iterations k = 0
*
- 2 balise groups: value of the number of data set iterations k = 1
*
- 3 balise groups: value of the number of data set iterations k = 2

etc.

CREDENTIALS [DT_292]

REASON All loop notification balise groups (EOLM) within the loop and the last loop notification balise group
(EOLM) read in the direction of travel before the loop are to be listed in packet 13 as reference balise
groups.

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*
COMMENT The first value of the distance to a referenced balise group which is in Be
"Staff Responsible" mode of operation is determined by
Q_NEWCOUNTRY, NID_C, NID_BG, and D_SR.

RULE NAME value of Q_NEWCOUNTRY (k) (packet 13) ID OF THE RULE 9.3.2.13
for SR distance from loop / reference bali
group(k)

DESCRIPTION The value of the identifier for the new "national area" is (k).
-
0 if reference balise group(k) is in the same "national area".
-
1 if reference balise group(k) is in another "national area".
CREDENTIALS -

REASON If the referenced beacon group is in a different "national area" (different value for NID_C),
this must be announced with Q_NEWCOUNTRY = 1.

Q_NEWCOUNTRY = 0 is the default case.

COMMENT The NID_C values are compared between the loop and the referenced balise group(k).

RULE NAME Value of NID_C (k) (packet 13) for SR Dis ID OF THE RULE 9.3.2.14
tanz vom Loop / Referenzbalisengrup pe
(k)

DESCRIPTION The value of the "national area" identifier (k) must match the NID_C value in the Bali
senheader correspond to the reference balise group(k).

CREDENTIALS [SRS_BL3]

REASON A change in the NID_C value must be communicated to the vehicle for the unambiguous
recognition of the referenced balise group.

COMMENT If the referenced balise group(k) is in the same "national area" as the loop
(Q_NEWCOUNTRY = 0), then NID_C is not configured.

For determination of NID_C, see Chapter 5.2 "ETCS packages and variables for L1 LS
Stretch".

RULE NAME Value of NID_BG (k) (packet 13) for SR ID OF THE RULE 9.3.2.15
Distance from loop / reference balises
group(k)

DESCRIPTION The value of the identification number of the balise group(k) must correspond to the NID_BG
value in the balise header of the reference balise group(k).

CREDENTIALS [SRS_BL3]

REASON [SRS_BL3]

COMMENT -

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RULE NAME Value of D_SR (k) (packet 13) for SR distance from loop ID OF THE RULE
9.3.2.16

DESCRIPTION The value of the distance(k) covered in «Staff Responsible» mode

may be equal to at

ÿ At stop / non-illuminated signal of the distance of the reference balise group

pe(k) to the next main signal in meters

ÿ The value 32767 (ÿ) for all other signal aspects.

CREDENTIALS [SRS_BL3]

REASON In the event of a stop / unilluminated signal , a vehicle in «Staff Responsible»

mode can advance to the main signal.

For all other signal images, the distance for "Staff Responsible" must be revalued.

COMMENT

Referenzbalisengruppe Referenzbalisengruppe (k)

Perron
D_SR(k)

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9.4 Departure prevention with loop and upstream balise group

9.4.1 Upstream balise group for departure prevention in the loop area

NAME OF THE RULE Necessary packets in upstream bali sen group for ID OF THE RULE
9.4.1.1
departure prevention in
Walking area

DESCRIPTION For the departure prevention with upstream balise group and loop must be in the upstream balise
group in the loop area at stop / non-illuminated signal
or at the latest stopping point for group signals, a signal-dependent v monitoring
can be configured with the following packages:

- 12 (level 1 driving license)

- 21 (tilt profile)
- 27 (International static speed profile)
- 80 (operating mode profile)

With the exception of the latest stopping point for group signals, no information needs to
be configured for all other signal aspects.

From the point of view of availability, package 145 (suppression of braking in the event
of beacon inconsistency) is projected into each telegram and each beacon of the beacon
group.

At the latest stopping point for group signals, full driving permission must always be
projected if a route has been provided for the corresponding track.

CREDENTIALS [SRS_BL3], [UNISIG_Eng_Rules] 4.2.4.6.2, [DT_201]

REASON Trackside data set so that a starting train changes to «Limited Supervision» mode at the
upstream beacon group and is monitored with a braking curve in the event of a stop /
unilluminated signal .

COMMENT The configuration of package 134 for the P44 systems ETM and ZUB 262 must be clarified
on a situation-specific basis.

9.4.2 Loop to prevent departure with upstream balise group in the loop area

RULE NAME Overlap Extrication Speed at Leading Signal ID OF THE RULE

9.4.2.1

DESCRIPTION The freeing speed for the slipping distance (overlap) at the preceding signal is projected according to
project planning rule 9.3.1.1.

CREDENTIALS [Memo_Abfahrverh]

REASON In the case of a loop with departure prevention, the freeing speeds with regard to the
slipping path and the danger point are transmitted as infill information.

COMMENT Project planning of package 12 (level 1 driver's license) with liberation speed regarding the
slipping distance, see Chapter 7.1.2 "Package 12 (level 1 driver's license

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nis) “.

NAME OF THE RULE Necessary packets for the loop to prevent departure ID OF THE RULE
9.4.2.2
with a group of beacons in front in the loop area

DESCRIPTION For the departure prevention with upstream balise group and loop must with
The following packets are transmitted in the loop when there is a stop / unilluminated signal :
- 136 (resolution point reference)
- 12 (level 1 driver's license) with V_RELEASEDP = 0 km/h and
V_RELEASEOL = 15 km/h
- 21 (tilt profile)
- 27 (International static speed profile)

For all other signal aspects, the loop is used as a resolution element according to Chapter 8.2
"Loop / Loop Registration (EOLM)" projected.

CREDENTIALS [DT_201]

REASON [DT_201]

COMMENT With the loop, the freeing speed with regard to the danger point (danger point) at a stop /
non-illuminated signal of 0 km/h is transmitted.

For configuration of package 136 (resolution point reference) see Chapter 8.3 "Package 136
(resolution point reference)".

Project planning of packages 12 (level 1 driving license), 21 (inclination profile) and 27

(international static speed profile) see Chapter 7 "Signal-dependent
Train control point with v-monitoring”.

In order for the loop's infill information to be evaluated by the vehicle, the signal assigned
to the loop must be linked and the loop must be announced by the preceding balise
group. See Chapter 19 "Linking" and Chapter 8.2 "Loop / loop notification (EOLM)".

The freeing speed for slipping (overlap) at the preceding signal must be projected
according to Rule 9.3.1.1.

Package 13 is not planned, since the departure prevention with loop and upstream balise
group for starting or turning trains is perceived with the upstream balise groups.

The loop prevents a passing train from departing

taken.

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10 Proofing point
10.1.1 General
NAME OF THE RULE Use correction point at v ID OF THE RULE
10.1.1.1
monitoring
DESCRIPTION A correction point can be used with v-monitoring for the correction resp. Update

- the target distance in the driving license (correction).

- the international static speed profile (update).
- the slope profile (update).
- of linking (updating).
CREDENTIALS [SRS_BL3]

REASON The vehicle must know the real route characteristics of the route as far as possible
and take them into account in the v-monitoring.

COMMENT Values such as length information regarding text messages (packets 72 and 76) cannot
be corrected.

NAME OF THE RULE Use distance correction at v ID OF THE RULE

10.1.1.2
Monitoring (correction point)
DESCRIPTION If there are several routes with the same signal aspect but with one signal
unknown route information and different target distances adjustable, the target distance of
the monitored driving license with distance correction of a cor
correction point if the largest difference between the shortest and the longest route is
more than 10 meters with the same signal aspect.

The shortest target distance (smallest L_ENDSECTION) must be configured in the

preceding signal. Normally, the target distance is extended with the distance correction in
the correction point.

If a correction point has to be provided due to the different target distances, a correction
point must be provided for each possible route for which the correction point is announced
by linking (see Chapter 19).

CREDENTIALS [SRS_BL3] 3.8.5.3.5, [PrZube]

REASON Driving on longer routes must be possible despite speed enforcement if there are several
possible routes and the same signal pattern.

COMMENT Large differences in gradients in the routes must be taken into account in the project
planning.

If the target distances differ by less than 10 meters with the same signal aspect, no
correction point needs to be provided and the largest target distance needs to be
configured for the value of the final section length (L_ENDSECTION).

Exception: If there is enough slipping distance behind the signal in a complex track
system (many correction points necessary) or if only speeds ÿ 40 km/h are permitted (e.g.
shunting tracks), exceptions may be permitted by the respective infrastructure manager. If
this results in the use of one

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correction point and the correction of the target distance is omitted, the largest
target distance must be configured for the value of the end section length
(L_ENDSECTION).

RULE NAME Necessary packets for distance correction ID OF THE RULE

10.1.1.3
(Proofreading point)

DESCRIPTION For the correction of the target distance of the driving license, system information must be included with
the package

- 16 (distance correction)
be transmitted.

CREDENTIALS [SRS_BL3]

REASON In order for a vehicle to perform distance correction in speed enforcement, a minimal
trackside data set needs to be transmitted.

COMMENT The other packages necessary for the linking and the L1 LS driving license
- 5 (Linking)
- 12 (level 1 driving license)
- 21 (tilt profile)
- 27 (International static speed profile) and
- 80 (operating mode profile)

are transmitted by the preceding train signal.

To avoid error messages on vehicles, package 16 (distance correction) must be
configured for all possible routes.

NAME OF THE RULE Use tilt correction at v monitoring (correction ID OF THE RULE
10.1.1.4
point)

DESCRIPTION If several routes with the same signal image but with different gradient values can be set from one signal,
the gradient of the monitored driving permission must be corrected in a correction point if a speed
reduction has to be monitored by the signal image or the line speed and the difference in the
gradient values exceeds 5 per thousand .

CREDENTIALS [SRS_BL3]

REASON The vehicle uses the slope to calculate the braking curve.

COMMENT Distance differences in the routes must be taken into account in the project planning.

RULE NAME Necessary packages for tilt correction ID OF THE RULE

10.1.1.5
(Proofreading point)

DESCRIPTION For the correction of the inclination of the driver's license system information must be included with the
package

- 21 (tilt profile)
be transmitted.

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CREDENTIALS [SRS_BL3]

REASON -

COMMENT For project planning of package 21, see Chapter 7 "Signal-dependent train control point
with v-monitoring".

It should be noted that a package 21 profile update replaces the previously received
profile data.

The other packages required for the L1 LS driver's license

- 12 (level 1 driving license)
- 27 (International static speed profile) and
- 80 (operating mode profile)

are transmitted by the preceding train signal.

RULE NAME More packages in correction point ID OF THE RULE

10.1.1.6

DESCRIPTION If the values of the linking or the international static speed profile need to be updated, then the packets
must be updated

- 5 (Linking)
- 27 (International static speed profile)
be used.

If a separate beacon group is installed for a correction point (no use of existing beacon
group in the opposite direction), package 145 (suppression of braking in the event of beacon
inconsistency) according to Chapter 20.1
"Suppress balise inconsistency reaction of the ETCS vehicle equipment".

CREDENTIALS [SRS_BL3]

REASON The vehicle must know the real route characteristics of the route as far as possible, but at
least for the entire length of the driving license, and take them into account in the v
monitoring.

COMMENT Project planning of the packages see chapter 19 "Linking" resp. Chapter 7 “Signal dependent
Train control point with v-monitoring.

Note that a package 27 profile update replaces the previously received profile data. No
driver's license (MA) may be configured in the direction of validity of the correction point
(package 12). However, an infill driving license is permitted (package 136 and package
12).

NAME OF THE RULE Link correction point ID OF THE RULE

10.1.1.7

DESCRIPTION A correction point must be announced by linking and marked as linked in the balise telegram header
(header).

CREDENTIALS [SRS_BL3]

REASON Specification of the ETCS system

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COMMENT The correction point must be announced as "unknown" in the link, since a different correction point is
used depending on the route.

Project planning of the linking see chapter 19 "Linking".

Identification of linking in balise telegram header see rule 5.2.3.12.

10.1.2 Package 16 (Distance Corrector)

NAME OF RULE Value of NID_PACKET (packet 16) for ID OF THE RULE

10.1.2.1
Distance correction (correction point)

DESCRIPTION The packet identifier value for packet 16 (distance correction) is 16.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME Value of Q_DIR (packet 16) for distance ID OF THE RULE
10.1.2.2
correction (correction point)

DESCRIPTION The value for the direction of validity of the transmitted data is

- 0 for the direction opposite to the nominal direction (reverse direction),

if the information is integrated in a balise group of a signal of the opposite direction (standard case).

-
1 for nominal direction if a separate balise group is used for the correction point.

CREDENTIALS -

REASON -

COMMENT The orientation of a balise group is specified by its header (N_PIG).

NAME OF RULE Value of L_PACKET (packet 16) for distance correction ID OF THE RULE
10.1.2.3
(correction point)

DESCRIPTION The packet length value of packet 16 (distance correction) is 40 bits.

CREDENTIALS -

REASON Number of bits in the packet 16 (distance correction)

COMMENT -

RULE NAME value of Q_SCALE (packet 16) for distance correction ID OF THE RULE
10.1.2.4
(correction point)

DESCRIPTION The value of the distance scale identifier for packet 16 (distance correction) is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

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COMMENT -

NAME OF RULE Value of L_SECTION (packet 16) for dis ID OF THE RULE
10.1.2.5
dance correction (correction point)

DESCRIPTION The value of the section length in the distance correction must correspond to the distance
between the correction point and the end of the current section (e.g. next signal).
meters match.
CREDENTIALS -

REASON The vehicle must know the real distances of the route and driving license and take
them into account in the v-monitoring.
COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

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Systemführerschaft ETCS CH Signal-dependent train control point only with v-monitoring

11 Signal-dependent train control point only

with v-monitoring
RULE NAME Deploy v-Monitoring (Without Warning/Stop) ID OF THE RULE
11.1.1.1

DESCRIPTION A signal-dependent train control point for pure speed monitoring without warning/stop
monitoring should only be used in the standard gauge network
become this

- in the case of a signal with no warning/stop, but risk-oriented v

monitoring is provided.

- in the case of a repetition signal which is in a v-monitored signal section and for which no
loop is available for resolution.

- with a main signal as an upstream balise group to prevent the

Driving over the danger point in the event of a stop signal in the event of an erroneous
departure (departure prevention) when trains are starting, taking into account the
projected freeing speed.

CREDENTIALS -

REASON Network-wide identical warning/stop functionality for the engine driver for all signals
as with the SIGNUM system, but risk-oriented use of v-monitoring.

Resolution function in v-monitored areas without a loop.

Prevention of crossing a stop signal in the event of an erroneous departure (departure

prevention) when trains are starting.

COMMENT The signal-dependent train control point is only configured with v monitoring
according to 7 "Signal-dependent train control point with v-monitoring" without the "Warning"
text message (package 76).

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12 ETCS transitions
12.1 "National Values"
12.1.1 General

NAME OF THE RULE Use data package "National Values" ID OF THE RULE 12.1.1.1

DESCRIPTION "National values" must be transferred to the vehicle at

- all ETCS level changes on the route / stations to and from L2.

- all ETCS level changes on the route / stations to and from L1 LS

- all ETCS level changes on the route / stations to and from L0.

- all ETCS level changes at border crossings.

- Transitions if the changing "National Area" (NID_C) is not already in that

List of known "national values" on the vehicle is.

- Depot and industrial plant exits if the vehicle does not have valid "national values"
for the subsequent route/
station section has more. So-called "throw balises" are used for this purpose.

CREDENTIALS -

REASON For the journey, the ETCS vehicle equipment for each section must have a valid
“national values” data set that corresponds to the ETCS level. The "national values"
are relevant to security.

The use of the ETCS default values can be restrictive and therefore impede operation.

COMMENT The "National Values" data set is transmitted with package 3 (National Values).
"National values" are only transmitted when they change. The data set always refers
to one or more (max. 31) "national identifiers" (NID_C).

In Switzerland, there are “national values” data sets for the Level 2 sections and
for the rest of the network (RoN).
Since package 3 in [SRS_BL3] has changed compared to previous versions, two
different data sets must be configured for RoN. Which data set is used is regulated in
the following chapters.

At border crossings, the "national values" of the neighboring countries must be

specified by the corresponding foreign infrastructure operators.

If there is no valid “national values” data set on the vehicle, the ETCS default values
are taken into account.

12.1.2 Package 3 (national values) RoN Switzerland

NAME OF THE RULE "National Values" (Package 3) RoN Switzerland ID OF THE RULE 12.1.2.1

DESCRIPTION The values for package 3 can be found in the system guide document "Project planning
principles for "National Values" in Switzerland" [NV_CH].

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CREDENTIALS [NV_CH], [SRS_BL3]

-
REASON

COMMENT The “national values” for both data sets are listed in the referenced document. The
"national values" (Package 3) for L1 LS according to SRS Baseline 3, as well as the
national values for L0 according to SRS Baseline 2. Which data set is used is regulated
in the following chapters.

For transitions to existing Level 2 routes, as well as country transitions, clarifications must
be made with the affected route operators regarding the "national values".

For "national values" for transitions to Level 2 routes in Switzerland, the generic project
planning rules ETCS Level 2 [Pr_gen_L2_HGS] and [Pr_gen_L2_ÿ160] as well as the
document on the balise configurations at the level limits [BG_konfig_LT] must be
observed.

NAME OF THE RULE Scope "national values", ID OF THE RULE 12.1.2.2

D_VALIDNV

DESCRIPTION Does the value correspond to the distance until the "national values" become valid 0 m resp.
the special value 32767 (Now), the NID_C value of the beacon header of the transmitting
beacon group must be contained in packet 3 (national values).

CREDENTIALS [SRS_BL3]
-
REASON

COMMENT If the national values are to be valid directly from the transmitting balise group, the value
0 (0 m) is configured for D_VALIDNV. The special value for D_VALIDNV = 32767 (Now)
may only be configured as of [SRS_BL3] and is only transferred in special cases that are
not part of this document.

12.2 Changing the level / operating mode

12.2.1 General

NAME OF THE RULE Level change in shunting areas ID OF THE RULE 12.2.1.1

DESCRIPTION Level changes should not take place in marshalling areas. So you should
be laid so that no regular shunting trips are affected.

Is the level change only relevant for vehicles with [SRS_BL3] equipment (eg
Level change Level 0 ÿ Level 1), this can be provided in shunting areas.

CREDENTIALS [SRS_BL3] 4.4.8.1.5, SRS Baseline 2.x, 4.4.8.1.5

REASON In the "Shunting" operating mode, the level change commands from on-board devices
according to SRS Baseline 2 are not read and executed.

A vehicle with [SRS_BL3] equipment performs the level change as soon as the
"Shunting" mode is exited after passing the level limit.

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COMMENT See [BP] for shunting trips across level limits.

NAME OF THE RULE Level change after v-announcement ID OF THE RULE

12.2.1.2

DESCRIPTION Level changes should not occur after a signal that may signal a v-announcement or
warning .

CREDENTIALS -

REASON If the train driver has to initiate braking after the signal, he must not be distracted by a request
for confirmation.

COMMENT -

NAME OF THE RULE Project planning level change ID OF THE RULE

12.2.1.3

DESCRIPTION The level change must take place through the configuration of package 41 (level change command).

CREDENTIALS [SRS_BL3]

REASON Functionality of the ETCS system

COMMENT The command to switch to the "Limited Supervision" operating mode for Level 1 LS is
carried out by packet 80 (operating mode profile) together with the transmission of the driving
license for Level 1 LS.

RULE NAME Level Limits Panels ID OF THE RULE

12.2.1.4

DESCRIPTION The changes of the ETCS levels in the outdoor area must not be done with signs Le
veltransition ETCS at the level limits.

CREDENTIALS [Memo_Levelgrenze], [DAT_290]

REASON [DAT_290]

COMMENT The level limits are marked in the route table (RADN).

NAME OF THE RULE “National Values” ID OF THE RULE

12.2.1.5

DESCRIPTION The transfers of “national

Values” (Package 3) is transferred to SRS Baseline 3 or SRS Baseline 2, depending on the
level transition

CREDENTIALS -

REASON In Switzerland, there are different types of equipment on the vehicle (SRS Baseline 2 and
Baseline 3). Depending on the M_VERSION of the balise, the “national values” package must
be transmitted in the correct version, otherwise the default values of the “national values”
would be used at most ÿ operational hindrance.

COMMENT -

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NAME OF THE RULE Tolerances when changing levels ID OF THE RULE

12.2.1.6

DESCRIPTION The level transition board must not be installed after the level boundary and the corresponding beacon
group (+0 meters) and at most 10 meters before the level boundary.

If the minimum distances defined in the requirements of the following level transitions
cannot be met, the minimum distances must be determined individually based on the
local maximum speed (including a 5% surcharge for odometry inaccuracy).

-
CREDENTIALS
-
REASON
-
COMMENT

12.2.2 Level 0 ÿ Level 1 LS

Level Level 0 Level 1

Mode A LS

Schema
(Indicates/
Balisen)

M_VERSION 2.0 M_VERSION 2.0 M_VERSION 2.0

reference A B C

NAME OF THE RULE limit change level 0 ÿ level 1 LS ID OF THE RULE

12.2.2.1

DESCRIPTION a. Can the signal A show a signal image, which is on the vehicle to
can trigger a confirmatory warning, the distance between signal A and level limit
B should be at least 140 meters.
b. Signal A should not be a ZUB train control point.
c. The distance between level limit B and signal C should be at least 285 m.
i.e. There must be no overlap between the Warning confirmation area (Signal A,
Signal C) and the «Limited Supervision» mode confirmation.
e. For signal C, the ETM receive channel must be deactivated.
f. There must be no overlap between the confirmation of the “Limited Supervision”
operating mode and any confirmation of a warning at signal C.

CREDENTIALS [Memo_Levelgrenze]

REASON justification to
a. Train driver basically has 3 seconds and 100 m time around the fast gear
(Warning) to confirm.
b. Double monitoring from level limit B to the next signal C, pre-

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Operating in the event of disruptions and driving against a stop signal (ZUB exemption) leads
to operational difficulties.

c. The «Limited Supervision» operating mode must be confirmed within 5 seconds and the switching time
of the ETM is 1.7 seconds.

COMMENT In principle, a level 0 ÿ level 1 LS border between main signal -

main signal, main signal - distant signal or distant signal - main signal.

The required target distances are based on a maximum line speed of 160 km/h. If the distances in
requirements a) and c) cannot be met, the minimum distances must be determined individually based on the
local maximum speeds (including a 5% surcharge for odometry inaccuracy). triggers a warning to be
confirmed, the distance from signal A and level limit B (requirement a)) must not be less than the minimum
distance of 100 m.

Other manufacturers and infrastructure operator-specific regulations must be taken into account.

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.2.2
Packets to be transmitted when changing
level 0 ÿ level 1 LS

DESCRIPTION At the train control point A, the level and operating mode change must be so
as for the journey in L1 LS are transmitted with each signal aspect:

- Package 3 (national values) for L1 LS from point B + 50 m

- Packages 12 (Level 1 Driving Licence), 21 (Slope Profile) and 27 (International Static Speed Profile) at
least from point B

- Package 41 (level change command) for changing to level 1 at point B +50 m

- Package 80 (operating mode profile) for switching to «Limited Supervi

sion» at point B.

- Package 145 (suppression of braking in case of balise inconsistency)

Package 76 (text message "Warning") must not be projected at point A for any signal aspect.

CREDENTIALS -

REASON Change command to Level 1 LS (Package 41) and minimum required trackside data set (Packages 12,
21, 27 and 80) for a vehicle to run in ETCS Level 1 LS.

At point A, the level change command is projected 50 meters behind the level boundary so that the level
change command is triggered by point B and does not depend on the odometry of the vehicle. ÿ defined
change point at the level limit

If package 76 (text message "Warning") is configured, the "Warning" appears as soon as the vehicle
changes to Level 1 LS. The engine driver would have to confirm the mode LS and the text message
"Warning" at the level limit.

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN Switzerland".

The configuration of the packages 12, 21, 27 80 and 145 should correspond to the configuration for a signal-
dependent train control point with warning/stop monitoring only.

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to speak. It must correspond to the signal aspect of signal A.

Value of M_VERSION in the balises at train control point A is 010 0000bin.

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.2.3
value of NID_PACKET (packet 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The packet identifier value for packet 41 (level change command) is 41.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.2.4
Value of Q_DIR (packet 41) on change
Level 0 ÿ Level 1 LS

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.2.5
value of L_PACKET (Package 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The value of packet length of packet 41 (level change command) for level change
Level 0 ÿ Level 1 is 63 bits.

CREDENTIALS -

REASON Number of bits in the packet 41 incl. packet header (header)

COMMENT -

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.2.6
Value of Q_SCALE (package 41) when changing
level 0 ÿ level 1 LS

DESCRIPTION The value of the distance scale identifier for packet 41 (level change command) is 1 (1 m).

CREDENTIALS -

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REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.2.7
value of D_LEVELTR (package 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The value of the distance to move to level 1 must equal the distance from the pulling leg
flow point A to the level limit B in meters +50m.

CREDENTIALS -

REASON The level change is almost always triggered by the level change BG (point B), so it is always in the same
place and not dependent on odometry.

COMMENT For B's location see rule 12.2.2.1.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.2.8
value of M_LEVELTR (Package 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The value of the required level is 2 ÿ level 1.

CREDENTIALS -

REASON Change to level 1 at point B +50m.

COMMENT -

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.2.9
value of L_ACKLEVELTR (packet 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The value of the confirmation area length before switching to level 1 is 0
Meter.

CREDENTIALS -

REASON The change from level 0 ÿ level 1 does not have to be confirmed by the engine driver, but the change to
«Limited Supervision» mode (package 80) does.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.2.10
Value k of N_ITER (package 41) when changing
level 0 ÿ level 1 LS

DESCRIPTION The value of the number of data set iterations after this variable (index k) is k = 0.

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CREDENTIALS -

REASON No mixed level is projected ÿ The route from point B must be traveled in L1.

-
COMMENT

NAME OF THE RULE Train Control Point B: ID OF THE RULE 12.2.2.11

Packets to be transmitted for driving in Level 1 LS

DESCRIPTION At train control point B the following must be transmitted:

- Package 3 (national values) for L1 LS directly from point B
- Package 41 (level change command) for changing to level 1 directly at B

CREDENTIALS [SRS_BL3] 5.10.1.4

REASON convention

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN
Switzerland".

Package 145 (suppression of braking in the event of balise inconsistency) must not be
configured in this train control point. Value of M_VERSION in bales at train control point B is
010 0000bin.

NAME OF THE RULE Train Control Point B: ID OF THE RULE 12.2.2.12

value of NID_PACKET (packet 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The packet identifier value for packet 41 (level change command) is 41.

CREDENTIALS [SRS_BL3]

REASON convention

-
COMMENT

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.2.13
Value of Q_DIR (packet 41) on change
Level 0 ÿ Level 1 LS

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

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NAME OF THE RULE Train Control Point Point B: ID OF THE RULE

12.2.2.14
value of L_PACKET (Package 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The value of packet length of packet 41 (level change command) for level change
Level 0 ÿ Level 1 is 63 bits.

CREDENTIALS -

REASON Number of bits in the packet 41 incl. packet header (header)

COMMENT -

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.2.15
Value of Q_SCALE (package 41) when changing
level 0 ÿ level 1 LS

DESCRIPTION The value of the distance scale identifier for packet 41 (level change command) is 1 (1
m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.2.16
value of D_LEVELTR (package 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The value of the distance to change to level 1 is 32767 ÿ Now.

CREDENTIALS -

REASON Immediately change to level 1 at point B.

COMMENT Value 32767 (Now) is a special value according to [SRS_BL3].

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.2.17
value of M_LEVELTR (Package 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The value of the required level is 2 ÿ level 1.

CREDENTIALS -

REASON Immediately change to level 1 at point B.

COMMENT -

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NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.2.18
value of L_ACKLEVELTR (packet 41).
Change level 0 ÿ level 1 LS

DESCRIPTION The value of the confirmation range length before entering level 1 is 0 meters.

CREDENTIALS -

REASON The change from level 0 ÿ level 1 does not have to be confirmed by the engine driver,
but the change to «Limited Supervision» mode (package 80) does.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.2.19
Value k of N_ITER (package 41) when changing
level 0 ÿ level 1 LS

DESCRIPTION The value of the number of data set iterations after this variable (index k) is k = 0.

CREDENTIALS -

REASON No mixed level is projected ÿ The route from point B must be traveled in L1.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.2.20
Packets to be transmitted for driving in Level 1 LS

DESCRIPTION At the train control point C, the following must be transmitted for the journey in L1 LS for each signal
aspect:

- Package 12 (Level 1 Driving Licence), 21 (Grade Profile) and 27 (International Static

Speed Profile), Package 80 (Mode Profile) and Package 145
(Suppression of braking in the event of balise inconsistency)
CREDENTIALS -

REASON Minimum required trackside data set (packages 12, 21, 27 and 80) for a vehicle to run in
ETCS Level 1 LS.

COMMENT Packages 12, 21, 27, 80 and 145 are configured in the same way as for a signal-dependent
train control point, only with warning/stop monitoring or with v-monitoring.

Value of M_VERSION in the balises at train control point C is 010 0000bin.

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12.2.3 Level 1 LS ÿ Level 0

Level Level 1 Level 0

Mode LS A

Schema
(Indicates/
Balisen)

M_VERSION 2.0 M_VERSION 2.0 M_VERSION 2.0

reference A B C

NAME OF THE RULE Limit Change Level 1 LS ÿ Level 0 ID OF THE RULE

12.2.3.1

DESCRIPTION a. Can the signal A show a signal image, which is on the vehicle to
confirmatory warning, the distance between signal A and the level 0 confirmation
request should be at least 140 meters.

b. The confirmation request for moving to level 0 should be no later than

235 meters before level boundary B.

c. There must be no overlapping of the confirmation area warning (signal A)

and give confirmation request level 0.

i.e. The distance between the level limit B and the signal C should be 150 meters
be.
If possible, signal A should not be a signal with speed monitoring.

CREDENTIALS [Memo_Levelgrenze]

REASON justification to
a. The train driver basically has 3 seconds and 100 m to acknowledge the warning
.
b. Engine driver has at least 5 seconds to confirm the level change after level 0
before level limit B.
c. Activation time of the ETM is 1.7 seconds + 50 meters
COMMENT In principle, a level 1 LS ÿ level 0 boundary between main signal -
main signal, main signal - distant signal and/or distant signal - main signal.

The ETM receiving channel must be active again for signal C and EuroZUB
(package 44) information must be configured for signal C so that the engine driver
can check the correct functioning of the ETM receiving channel.

The required target distances are based on a maximum line speed of 160 km/h. If the
minimum distances defined in requirements a), b) and d) cannot be maintained, the
minimum distances must be determined on the basis of local maximum speeds
(including a 5% surcharge for odometry inaccuracy). If signal A can show a signal
pattern which can trigger a warning to be confirmed on the vehicle, the distance from
signal A and the

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Confirmation request level 0 (requirement a)) not fall below the minimum distance of 100 m.

Other manufacturers and infrastructure operator-specific regulations must be taken into account.

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.3.2
Packets to be transmitted when changing level 1
LS ÿ level 0

DESCRIPTION At the train control point A, for driving in L1 LS and for the level
be transmitted with each signal aspect:

- Package 3 (national values) RoN Switzerland valid at point B + 50 meters

- Packages 12 (Level 1 Driving Licence), 21 (Slope Profile) and 27 (International Static Speed Profile) at
least up to point B

- Package 41 (level change command) for changing to level 0 at point B + 50

Meter

- Package 76 (transmission of predefined text messages) only in case of warning

- Package 80 (operating mode profile) for travel in «Limited Supervision» mode

to point B

- Package 145 (suppression of braking in case of balise inconsistency)

CREDENTIALS -

REASON Necessary trackside data set for a vehicle to run in ETCS Level 1 to B.

At point A, the level change command is projected 50 meters behind the level boundary so that the level
change command is triggered by point B and does not depend on the odometry of the vehicle. ÿ defined
change point at the level limit

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN Switzerland".

Packages 12, 21, 27, 80 and 145 are configured in the same way as for a signal-dependent train control
point, only with warning/stop monitoring or with v-monitoring. It must correspond to the signal aspect of
signal A.

Value of M_VERSION in the balises at train control point A is 010 0000bin.

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.3.3
value of NID_PACKET (packet 41).
Change level 1 LS ÿ level 0

DESCRIPTION The packet identifier value for packet 41 (level change command) is 41.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

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NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.3.4
Value of Q_DIR (packet 41) on change
Level 1 LS ÿ Level 0

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 (nominal direction).

-
CREDENTIALS

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.3.5
value of L_PACKET (Package 41).
Change level 1 LS ÿ level 0

DESCRIPTION The value of packet length of packet 41 (level change command) for level change
Level 1 ÿ Level 0 is 63 bits.

-
CREDENTIALS

REASON Number of bits in the packet 41 incl. packet header (header)

-
COMMENT

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.3.6
Value of Q_SCALE (package 41) when changing
level 1 LS ÿ level 0

DESCRIPTION The value of the distance scale identifier for packet 41 (level change command) is 1 (1
m).

-
CREDENTIALS

REASON Distances are configured with a resolution of one meter.

-
COMMENT

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.3.7
value of D_LEVELTR (package 41).
Change level 1 LS ÿ level 0

DESCRIPTION The value of the distance to go to level 0 must equal the distance from the pulling leg
flow point A to the level limit B in meters +50m.

-
CREDENTIALS

REASON The level change is almost always triggered by the level change BG (point B), so it is always in the same
place and not dependent on odometry.

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COMMENT For B's location see rule 12.2.3.1.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.3.8
value of M_LEVELTR (Package 41).
Change level 1 LS ÿ level 0

DESCRIPTION The value of the required level is 0 ÿ level 0.

CREDENTIALS -

REASON Change to level 0 at point B +50 m

COMMENT -

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.3.9
value of L_ACKLEVELTR (packet 41).
Change level 1 LS ÿ level 0

DESCRIPTION The value of the confirmation area length before switching to level 0 should be 300
up to 450 meters.

CREDENTIALS -

REASON The change from level 1 ÿ level 0 must be able to be confirmed by the train driver at least 5 seconds before

level limit B.

COMMENT The level change command to level 0 is configured in the train control point A 50 m behind the level
boundary B. The confirmation area length must therefore be extended by 50 meters. The required target
distance is based on a maximum line speed of 160 km/h. If the distance cannot be maintained, it must be
determined individually based on the local maximum speed (including a 5% surcharge for odometry inaccuracy),
taking into account the 5 second confirmation time.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.3.10
Value k of N_ITER (package 41) when changing
level 1 LS ÿ level 0

DESCRIPTION The value of the number of data set iterations after this variable (index k) is k = 0.

CREDENTIALS -

REASON No mixed level is projected ÿ The route from point B must be traveled in L0.

COMMENT -

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NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.3.11
Packets to be transmitted for journey in level 0

DESCRIPTION At train control point B the following must be transmitted:

- Package 3 (national values) for L0 directly from point B
- Package 41 (level change command) for changing to level 0 directly at B

CREDENTIALS [SRS_BL3] 5.10.1.4

REASON convention

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN
Switzerland".

Package 145 (suppression of braking in the event of balise inconsistency) must not be
configured in this train control point.

Value of M_VERSION in the balises at train control point B is 010 0000bin.

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.3.12
value of NID_PACKET (packet 41).
Change level 1 LS ÿ level 0

DESCRIPTION The packet identifier value for packet 41 (level change command) is 41.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.3.13
Value of Q_DIR (packet 41) on change
Level 1 LS ÿ Level 0

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.3.14
value of L_PACKET (Package 41).
Change level 1 LS ÿ level 0

DESCRIPTION The value of packet length of packet 41 (level change command) for level change
Level L1 ÿ Level 0 is 63 bits.

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CREDENTIALS -

REASON Number of bits in the packet 41 incl. packet header (header)

COMMENT -

NAME OF THE RULE Train Control Point B: ID OF THE RULE 12.2.3.15

Value of Q_SCALE (package 41) when changing
level 1 LS ÿ level 0

DESCRIPTION The value of the distance scale identifier for packet 41 (level change command) is 1 (1
m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Train Control Point B: ID OF THE RULE 12.2.3.16

value of D_LEVELTR (package 41).
Change level L1 LS ÿ level 0

DESCRIPTION The value of the distance to change to level 0 is 32767 ÿ Now.

CREDENTIALS -

REASON Immediately change to level 0 at point B.

COMMENT Value 32767 (Now) is a special value according to [SRS_BL3].

NAME OF THE RULE Train Control Point B: ID OF THE RULE 12.2.3.17

value of M_LEVELTR (Package 41).
Change level 1 LS ÿ level 0

DESCRIPTION The value of the required level is 0 ÿ level 0.

CREDENTIALS -

REASON Immediately change to level 0 at point B.

COMMENT -

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.3.18
value of L_ACKLEVELTR (packet 41).
Change level 1 LS ÿ level 0

DESCRIPTION The value of the confirmation area length before the change to level 0 corresponds to the value
configured in train control point A for L_ACKLEVELTR in meters.

CREDENTIALS -

REASON The change from level 1 to level 0 must be confirmed by the engine driver.

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It is not clearly defined whether a change in the length of the confirmation area is interpreted
by the vehicle as a new level change or as a repetition of the previous one.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.3.19
Value k of N_ITER (package 41) when changing
level 1 LS ÿ level 0

DESCRIPTION The value of the number of data set iterations after this variable (index k) is k =
0.

CREDENTIALS -

REASON No mixed level is projected ÿ The route from point B must be traveled in L0.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.20
Packets to be transmitted for journey in level 0

DESCRIPTION At the train control point C, the following must be transmitted for each signal aspect when driving in level 0:

- EuroSIGNUM and EuroZUB information (package 44)

- Package 72 (transmission of free text messages) for text message "ETM / ZUB
active?"

CREDENTIALS Similar to [Test_ETM]

REASON
EuroZUB information (package 44) is projected for risk-oriented monitoring or otherwise for
checking the ETM reception channel ("ETM / ZUB active?").

Package 72 for the ZUB control request ("ETM / ZUB active?") to the engine driver, since the ETM
reception channel must be active again at train control point C.
The ZUB control requests (“ETM / ZUB active?”) must be transmitted in the respective language in
accordance with the definition of the language limits in [AB_FDV] Section 1, 3.1.

Value of M_VERSION in the balises at train control point C is 010 0000bin.

COMMENT Package 44 is configured according to [I-50116]

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.21
value of NID_PACKET (packet 72).
Change level 1 LS ÿ level 0

DESCRIPTION The value of the packet identifier for packet 72 (transmission of free text messages) for

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the text message "ETM / ZUB active?" when changing level 1 LS ÿ level 0 is 72.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.22
Value of Q_DIR (packet 72) on change
Level 1 LS ÿ Level 0

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.23
value of L_PACKET (package 72).
Change level 1 LS ÿ level 0

DESCRIPTION The value of packet length for packet 72 depends on the transmitted text in
X_TEXT(L_TEXT) and is for the text message:

ÿ "ETM / ZUB active?" (German) 220 bits.

ÿ "ETM / ZUB actif?" (French) 220 bits.

ÿ "ETM / ZUB attivi?" (Italian) 228 bits.

CREDENTIALS -

REASON Number of bits in the package 72 (train control point C) when changing level 1 LS ÿ
Level 0 including packet header (header)

COMMENT The ZUB control requests (“ETM / ZUB active?”) must be transmitted in the respective language in
accordance with the definition of the language limits in [AB_FDV] Section 1, 3.1.

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.24
Value of Q_SCALE (package 72) when changing
level 1 LS ÿ level 0

DESCRIPTION The value of the distance scale identifier for packet 72 when changing level 1 LS ÿ level 0 is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

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COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.25
value of Q_TEXTCLASS (package 72).
Change level 1 LS ÿ level 0

DESCRIPTION The value of the identifier for the text class to be displayed when changing level 1 LS ÿ
Level 0 is 1 (important information).

CREDENTIALS -

REASON The text display for the engine driver 'ETM / ZUB active?' is relevant to safety.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.26
value of Q_TEXTDISPLAY (package 72).
Change level 1 LS ÿ level 0

DESCRIPTION The value of the identifier for the combination of text display conditions at change
sel Level 1 LS ÿ Level 0 is 1 (start and end of the text display until all start and end conditions are met).

CREDENTIALS -

REASON The text must be displayed to the train driver immediately when passing signal C and until the next signal.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.27
value of D_TEXTDISPLAY (package 72).
Change level 1 LS ÿ level 0

DESCRIPTION The value of the distance to the start of the text display (initial condition) is
when changing level 1 LS ÿ level 0 0 meters.

CREDENTIALS -

REASON The text must be displayed directly when passing signal C.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.28
Value of M_MODETEXTDISPLAY (package 72) when
changing level 1 LS ÿ level 0
(initial condition)

DESCRIPTION The value of the on-board mode for the text display (initial condition) is 15 ÿ Initial conditions are made
mode-independent.

CREDENTIALS -

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REASON Initial conditions are made mode independent.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE 12.2.3.29

Value of M_LEVELTEXTDISPLAY (package
72) when changing level 1 LS ÿ level 0
(initial condition)

DESCRIPTION The value of the on-board operational level for the text display (initial ref
condition) is 5 ÿ initial conditions are made level-independent.

CREDENTIALS -

REASON Initial conditions are made level independent.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE 12.2.3.30

value of L_TEXTDISPLAY (package 72).
Change level 1 LS ÿ level 0 (final condition)

DESCRIPTION The value of the distance during which the text message must be displayed (end condition)
corresponds to the shortest distance between train control point C and the next signal in
level 0 in meters.

CREDENTIALS Similar to [Test_ETM]

REASON This value is selected in such a way that the engine driver retains the display up to the
next signal at most.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point C: ID OF THE RULE 12.2.3.31

value of T_TEXTDISPLAY (package 72).
Change level 1 LS ÿ level 0 (final condition)

DESCRIPTION The value of the time period during which the text message must be displayed (end condition) is 1023
ÿ End conditions of the text display are time-independent.

CREDENTIALS -

REASON Text display is only distance dependent.

COMMENT According to [SRS_BL3], value 1023 is a special value.

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NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.32
Value of M_MODETEXTDISPLAY (package 72)
when changing level 1 LS ÿ level 0
(end condition)

DESCRIPTION The value of the on-board operating mode for the text display (end condition) be
carries 15 ÿ end conditions are made operating mode independent.

CREDENTIALS -

REASON End conditions are only distance dependent.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.33
Value of M_LEVELTEXTDISPLAY (package 72)
when changing level 1 LS ÿ level 0
(end condition)

DESCRIPTION The value of the on-board operational level for the text display (end cond
tion) is 5 ÿ end conditions are made level-independent.

CREDENTIALS -

REASON End conditions are made level independent.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.34
Value of Q_TEXTCONFIRM (package 72) when
changing level 1 LS ÿ level 0

DESCRIPTION The value of the text confirmation request/reaction identifier is 00bin

ÿ No confirmation from the engine driver required.

CREDENTIALS -

REASON No confirmation from the engine driver required.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.35
Value of L_TEXT (package 72) on change
Level 1 LS ÿ Level 0

DESCRIPTION The value of the text string length for the transmission of:

ÿ "ETM / ZUB aktiv?" (German) is 16.

ÿ "ETM / ZUB actif?" (French) is 16.

ÿ "ETM / ZUB attivi?" (Italian) is 17.

CREDENTIALS -

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REASON Specification of the text string length is necessary.

COMMENT The ZUB control requests (“ETM / ZUB active?”) must be transmitted in the respective
language in accordance with the definition of the language limits in [AB_FDV] Section 1,
3.1.

The value depends on the text to be transmitted with the text string elements X_TEXT.
*
Text length = L_TEXT X_TEXT.

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.3.36
Values of X_TEXT(L_TEXT) (package 72)
when changing level 1 LS ÿ level 0

DESCRIPTION Each element of a text string contains the value of a letter or number
according to ISO 8859-1, also known as Latin alphabet #1.

The text message when changing level 1 LS ÿ level 0 contains:

- For "ETM / ZUB active?" (German) 16 text elements.
- For "ETM / ZUB actif?" (French) 16 text elements.
- At "ETM / ZUB attivi?" (Italian) 17 text elements.

German Französisch Italian

X_TEXT(1) 69 E 69 E 84 T 69 AND
X_TEXT(2) 84 T 77 M 32 84 T
X_TEXT(3) 77 M Blank 47 / 77 M
X_TEXT(4) 32 Blank 32 Blank 90 32 Blank
X_TEXT(5) 47 / X_TEXT(6) Z 85 U 66 B 47 /
32 Blank 32 Blank 97 32 Blank
X_TEXT(7) 90 Z a 99 c 116 t 90 Z
X_TEXT(8) 85 U 105 i 102 f 85 U
X_TEXT(9) 66 B 63 ? 66 B
X_TEXT(10) 32 Blank 32 Blank
X_TEXT(11) 97 a X_TEXT(12) 97 a
107 k X_TEXT(13) 116 t 116 t
X_TEXT(14) 105 i X_TEXT(15) 116 t
118 v X_TEXT(16) 63 ? 105 i
118v
105 i
X_TEXT(17) 63 ?
CREDENTIALS -

REASON -

COMMENT The ZUB control requests (“ETM / ZUB active?”) must be transmitted in the respective
language in accordance with the definition of the language limits in [AB_FDV] Section 1,
3.1.

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12.2.4 Level 2 ÿ Level 0 ÿ Level 1 LS (indirect change)

Level Level 2 Level 0 Level 1

Mode FS A LS

Schema
(Indicates/
Balisen)

CAB

M_VERSION 1.0 M_VERSION 1.0 M_VERSION 2.0

reference A B C D

NAME OF THE RULE Application Change Level 2 ÿ Level 0 ÿ Level 1 LS ID OF THE RULE
12.2.4.1
(indirect change)

DESCRIPTION This level change sequence must be used if vehicles with ETCS equipment that do not understand
the «Limited Supervision» operating mode are still operating.

-
CREDENTIALS

REASON Vehicles that cannot process the “Limited Supervision” operating mode must switch to Level
0 after the Level 2 route. These are then
Level 1 LS area monitored with EuroSIGNUM/EuroZUB (package 44).

COMMENT Level 2 according to UNISIG SRS < 3.0.0

NAME OF THE RULE Limits Change Level 2 ÿ Level 0 ÿ ID OF THE RULE

12.2.4.2
Level 1 LS (indirect change)

DESCRIPTION a. The length of the level 0 area (B – C) should be 150 meters.

b. It is on signal C instead of a level 1 LS warning (e.g. in the case of a warning,

advance warning or announcement) to configure speed monitoring. The
EuroSIGNUM / EuroZUB (Package 44) information is to be configured normally.

c. The distance from beacon group C to D should be as small as possible, but must not be
less than the minimum distance between the beacon groups specified by the
manufacturer.

CREDENTIALS [Memo_Levelgrenze]

REASON justification to

a. This is also the monitoring gap with an activation time of 1.7 seconds of the ETM
reception channel + 50 meters.

b. No overlapping or simultaneous acknowledgments of operating mode

«Limited supervision» and warning at signal C.

COMMENT Other manufacturers and infrastructure operators specific regulations are to be

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consider. The required target distance is based on a maximum line speed of 160 km/h. If the
distance of requirements a) cannot be met, the minimum distance must be determined
individually based on the local maximum speed (including a 5% surcharge for odometry
inaccuracy). There must be enough time for the activation of the ETM (1.7 seconds + 50 m).

NAME OF THE RULE Train Control Point A and B and ID OF THE RULE
12.2.4.3
RBC

DESCRIPTION The rules for configuring the train control points A, B and RBC (Level 2) can be found in [Pr_gen_L2_HGS]
or [Pr_gen_L2_ÿ160] and [BG_konfig_LT] and are not explained further in this document.

CREDENTIALS [Pr_gen_L2_HGS], [Pr_gen_L2_ÿ160], [BG_konfig_LT]

-
REASON

COMMENT For the Level 2 driving license and notification of a level change, the corresponding level-specific
project planning rules must be applied.

Value of M_VERSION in the balises at train control points A and B resp. in the RBC telegram is
001 0000bin.

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.4.4
Packets to be transmitted for changing
Level 2 ÿ Level 0 ÿ Level 1 LS (indirect
Change) and ride in Level 1 LS

DESCRIPTION At the train control point C, LS must be used for changing and driving in L1
transmitted to each signal aspect:

- Package 3 (national values) for L1 LS directly from point C

- Packages 12 (Level 1 Driving Licence), 21 (Slope Profile) and 27 (International Static Speed
Profile)

- Package 41 (level change command) for changing to level 1 directly at point C

- Package 80 (operating mode profile) for switching to «Limited Supervi

sion»

- EuroZUB (package 44) information

Package 76 (text message "Warning") must not be configured in point C for any signal aspect

-
CREDENTIALS

REASON Level 1 transition order (package 41) and trackside data set (packages 12, 21, 27 and 80) to
allow a vehicle to run in ETCS Level 1 LS.

If package 76 (text message "Warning" is configured, the "warning" appears as soon as the vehicle
changes to level 1 LS. The engine driver would have to confirm the mode LS and the text message
"Warning" at the level limit.

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN
Switzerland".

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Packages 12, 21, 27 and 80 are configured in the same way as for a signal-dependent train control
point, only with warning/stop monitoring or with v-monitoring.

Package 145 (suppression of braking in the event of balise inconsistency) must not be configured
in this train control point. Project planning EuroZUB (package 44) according to [I-50116].

Value of M_VERSION in the balises at train control point C is 010 0000bin.

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.4.5
value of NID_PACKET (packet 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The packet identifier value for packet 41 (level change command) is 41.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.4.6
Value of Q_DIR (packet 41) on change
Level 2 ÿ Level 0 ÿ Level 1 LS (indirectly
alternating)

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.4.7
value of L_PACKET (Package 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The value of packet length of packet 41 (level change command) for level change
Level 0 ÿ Level 1 is 63 bits.

CREDENTIALS -

REASON Number of bits in the packet 41 incl. packet header (header)

COMMENT -

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NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.4.8
Value of Q_SCALE (Package 41) at Wech
sel Level 2 ÿ Level 0 ÿ Level 1 LS (Indirect
Change)

DESCRIPTION The value of the distance scale identifier for packet 41 (level change command) is 1 (1
m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.4.9
value of D_LEVELTR (package 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The value of the distance to change to level 1 is 32767 ÿ Now.

CREDENTIALS -

REASON Change to level 1 directly at tensile shear point C.

COMMENT On vehicles with ETM and ETCS equipment, the ETM reception channel is deactivated when changing to level
1.

The time that the vehicle needs to deactivate the ETM receiving channel is max. 1.7 seconds.

The vehicles which switch to level 1 at C can therefore receive and monitor the packet 44 information of
signal C for EuroSIGNUM/EuroZUB via the ETM reception channel, which is still active for a short time.

Value 32767 (Now) is a special value according to [SRS_BL3].

NAME OF THE RULE Tensile Shear Point C: ID OF THE RULE

12.2.4.10
value of M_LEVELTR (Package 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The value of the required level is 2 ÿ level 1.

CREDENTIALS -

REASON Change to level 1

COMMENT -

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NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.4.11
value of L_ACKLEVELTR (packet 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The value of the confirmation area length before switching to level 1 is 0
Meter.

-
CREDENTIALS

REASON The change from level 0 ÿ level 1 does not have to be confirmed by the engine driver, but the
change to «Limited Supervision» mode (package 80) does.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.4.12
Value k of N_ITER (Package 41) at Wech sel
Level 2 ÿ Level 0 ÿ Level 1 LS (Indi rekter
Wechsel)

DESCRIPTION The value of the number of data set iterations after this variable (index k) is k = 0.

-
CREDENTIALS

REASON No mixed level is projected ÿ The route from point C must be traveled in L1.

-
COMMENT

NAME OF THE RULE Train Control Point D: ID OF THE RULE

12.2.4.13
Packets to be transmitted for changing
Level 2 ÿ Level 0 ÿ Level 1 LS (indirect
Change) and ride in Level 1 LS

DESCRIPTION At the train control point D (redundancy) the following must be transmitted:
- Package 3 (national values) for L1 LS directly at point D

- Package 41 (level change command) for changing to level 1 directly at point D

CREDENTIALS [Pr_Q_LINK]

REASON Redundant switch command to level 1 (package 41) .

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN
Switzerland".

Package 145 (suppression of braking in the event of balise inconsistency) must not be
configured in this train control point. Value of M_VERSION in the bales at train control point D
is 010 0000bin.

The linking identifier Q_LINK in the beacon telegram header is 0 ÿ unlinked.

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NAME OF THE RULE Train Control Point D: ID OF THE RULE

12.2.4.14
value of NID_PACKET (packet 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The packet identifier value for packet 41 (level change command) is 41.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Train Control Point D: ID OF THE RULE

12.2.4.15
Value of Q_DIR (packet 41) on change
Level 2 ÿ Level 0 ÿ Level 1 LS (indirectly
alternating)

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

NAME OF THE RULE Train Control Point D: ID OF THE RULE

12.2.4.16
value of L_PACKET (Package 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The value of packet length of packet 41 (level change command) for level change
Level 0 ÿ Level 1 is 63 bits.

CREDENTIALS -

REASON Number of bits in the packet 41 incl. packet header (header)

COMMENT -

NAME OF THE RULE Train Control Point D: ID OF THE RULE

12.2.4.17
Value of Q_SCALE (Package 41) at Wech
sel Level 2 ÿ Level 0 ÿ Level 1 LS (Indirect
Change)

DESCRIPTION The value of the distance scale identifier for packet 41 (level change command) is 1 (1
m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

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COMMENT -

NAME OF THE RULE Train Control Point D: ID OF THE RULE

12.2.4.18
value of D_LEVELTR (package 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The value of the distance to change to level 1 is 32767 ÿ Now.

CREDENTIALS -

REASON Switch to level 1 directly at the train influence point D.

COMMENT The vehicles that change to level 1 at D have not read the train control point C and are braked when
changing to level 1. There is no driver's license information for Level 1.

On vehicles with ETM and ETCS equipment, the ETM reception channel is deactivated when changing to level
1.

The time that the vehicle needs to deactivate the ETM receiving channel is max. 1.7 seconds.

The vehicles which switch to level 1 at D can therefore receive and monitor the packet 44 information of
signal C for EuroSIGNUM/EuroZUB via the ETM reception channel, which is still active for a short time. Value
32767 (Now) is a special value according to [SRS_BL3].

NAME OF THE RULE Train Control Point D: ID OF THE RULE

12.2.4.19
value of M_LEVELTR (Package 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The value of the required level is 2 ÿ level 1.

CREDENTIALS -

REASON Change to level 1

COMMENT -

NAME OF THE RULE Train Control Point D: ID OF THE RULE

12.2.4.20
value of L_ACKLEVELTR (packet 41).
Change level 2 ÿ level 0 ÿ level 1 LS (indirect
change)

DESCRIPTION The value of the confirmation range length before entering level 1 is 0 meters.

CREDENTIALS -

REASON The change from level 0 ÿ level 1 does not have to be confirmed by the engine driver, but the change to
«Limited Supervision» mode (package 80) does.

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COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point D: ID OF THE RULE

12.2.4.21
Value k of N_ITER (Package 41) at Wech sel
Level 2 ÿ Level 0 ÿ Level 1 LS (Indi rekter
Wechsel)

DESCRIPTION The value of the number of data set iterations after this variable (index k) is k = 0.

CREDENTIALS -

REASON No mixed level is projected ÿ The route from point D must be traveled in L1.

COMMENT -

12.2.5 Level 2 ÿ Level 1 LS (direct change)

Level Level 2 Level 1

Mode FS LS

Schema
(Indicates/
Balisen)

CAB

M_VERSION 2.0 M_VERSION 2.0 M_VERSION 2.0

reference A B C

NAME OF THE RULE Application Change Level 2 ÿ Level 1 ID OF THE RULE

12.2.5.1
LS (direct change)

DESCRIPTION This (direct) level change can only be used if only vehicles with ETCS equipment that understand the
«Limited Supervision» mode of operation are operating.

CREDENTIALS -

REASON Owns the level 2 track equipment (RBC and balises) the same value of
M_VERSION like that of the level 1 LS track equipment, so it can grant the direct
transition level 2 ÿ level 1 LS.

As long as there are vehicles that cannot process the "Limited Supervision" operating
mode (Baseline 2), they must switch to Level 0 after the Level 2 route.

These are then monitored in the Level 1 LS area with EuroSIGNUM/EuroZUB.

In this case, the indirect change L2 ÿ L0 ÿ L1 LS according to chapter 12.2.4

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be applied.

COMMENT Level 2 according to ERA Baseline 3 (e.g. SRS 3.2.0.)

NAME OF THE RULE limit change level 2 ÿ level 1 LS ID OF THE RULE

12.2.5.2
(direct change)

DESCRIPTION a. There should be at least 235 meters between level limit B and signal C.

b. If the requirement of 235 meters cannot be met, speed monitoring should be configured at
signal C instead of a level 1 LS warning (e.g. in the case of a warning, advance warning
or announcement) .

c. There must be no overlap between the warning (signal C) confirmation area and the
«Limited Supervision» mode of operation confirmation.

CREDENTIALS [Memo_Levelgrenze]

REASON justification to

a. Confirmation of the «Limited Supervision» operating mode must be given within 5 seconds
the take place.

b. No overlapping or simultaneous confirmations of «Limited Supervision» mode and warning

on signal C.

COMMENT Other manufacturers and infrastructure operator-specific regulations must be taken into account.

NAME OF THE RULE Train Control Point A and B and ID OF THE RULE
12.2.5.3
RBC

DESCRIPTION The rules for configuring the train control points A, B and RBC (Level 2) can be found in [Pr_gen_L2_HGS]
or [Pr_gen_L2_ÿ160] and [BG_konfig_LT] and are not explained further in this document.

CREDENTIALS [Pr_gen_L2_HGS], [Pr_gen_L2_ÿ160], [BG_konfig_LT]

-
REASON

COMMENT For the Level 2 driving license and notification of a level change, the corresponding level-specific
project planning rules must be applied.

Value of M_VERSION in the balises at train control points A and B resp. in the RBC
telegram is 010 0000bin.

NAME OF THE RULE Train Control Point B: ID OF THE RULE

12.2.5.4
Packets to be transmitted when changing level 2 ÿ
level 1 LS (direct change)

DESCRIPTION At the train control point B, for the change and the journey in L1 LS
be transmitted:

- Package 3 (national values) for L1 LS directly from point B

- Packages 12 (Level 1 Driving Licence), 21 (Slope Profile) and 27 (International Static Speed
Profile)

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- Package 41 (level change command) for changing to level 1 directly at B

- Package 80 (operating mode profile) for changing to «Limited Supervision» mode directly
at B

CREDENTIALS -

REASON Command to change to level 1 (packages 41) on the ETCS level transition panel and the
minimum required trackside data set (packages 12, 21, 27 and 80) so that a vehicle can run
in ETCS Level 1 LS.

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN
Switzerland".

The configuration of driving license level 1 LS (packages 12, 21 and 27) and the operating
mode profile (package 80) from B is carried out analogously to a distant signal for signal C. It
can be a point with warning/stop monitoring or with v-monitoring Act. It is conceivable that the
driving license L1 LS is sent directly by the RBC up to point C and therefore only packets 3
and 41 have to be configured in point B (fixed data balise).

The driving license and the operating mode profile level 1 LS is required from B, since the
driving license level 2 ends there and a vehicle would otherwise be forced to brake.

Package 145 (suppression of braking in the event of balise inconsistency) must not be
configured in this train control point.

Value of M_VERSION in the balises at train control point B is 010 0000bin.

NAME OF THE RULE Train Control Point C: ID OF THE RULE 12.2.5.5

Packets to be transmitted for changing
level 2 ÿ level 1 LS (direct change) and
driving in level 1 LS

DESCRIPTION At the train control point C, the following must be transmitted in L1 LS for the journey:

- Package 3 (national values) for L1 LS directly from point C

- Packages 12 (Level 1 Driving Licence), 21 (Slope Profile) and 27 (International Static
Speed Profile)
- Package 41 (level change command) for changing to level 1 directly at C
- Package 80 (operating mode profile) for switching to «Limited Supervi
sion» directly at signal C

CREDENTIALS -

REASON Minimum required trackside data set (packages 12, 21, 27 and 80) for a vehicle to run in
ETCS Level 1 LS.

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN
Switzerland".

Packages 12, 21, 27 and 80 are configured in the same way as for a signal-dependent train
control point, only with warning/stop monitoring or with v-monitoring.

The configuration of package 41 (level change command) for changing to level 1

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takes place as in point B.

Package 145 (suppression of braking in the event of balise inconsistency) must not be configured
in this train control point.

Value of M_VERSION in the balises at train control point C is 010 0000bin.

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.5.6
value of NID_PACKET (packet 41).
Change level 2 ÿ level 1 LS (more direct
change)
DESCRIPTION The packet identifier value for packet 41 (level change command) is 41.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.5.7
Value of Q_DIR (packet 41) on change
Level 2 ÿ Level 1 LS (direct change)
DESCRIPTION The value for the direction of validity of the transmitted data should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.5.8
value of L_PACKET (Package 41).
Change level 2 ÿ level 1 LS (more direct
change)
DESCRIPTION The value of packet length of packet 41 (level change command) for level change
Level 2 ÿ Level 1 LS is 63 bits.

CREDENTIALS -

REASON Number of bits in the packet 41 incl. packet header (header)

COMMENT -

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NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.5.9
Value of Q_SCALE (packet 41) when
changing level 2 ÿ level 1 LS (direct change)

DESCRIPTION The value of the distance scale identifier for packet 41 (level change command) is 1 (1
m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.5.10
value of D_LEVELTR (package 41).
Change level 2 ÿ level 1 LS (more direct
change)
DESCRIPTION The value of the distance to change to level 1 is 32767 ÿ Now.

CREDENTIALS -

REASON Switch to level 1 right at turn influence point C

COMMENT Value 32767 (Now) is a special value according to [SRS_BL3].

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.5.11
value of M_LEVELTR (Package 41).
Change level 2 ÿ level 1 LS (more direct
change)
DESCRIPTION The value of the required level is 2 ÿ level 1.

CREDENTIALS -

REASON Change to level 1 at point C

COMMENT The switch to the «Limited Supervision» operating mode is carried out using package 80 (operating
mode profile) in the L1 LS driving licence.

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.5.12
value of L_ACKLEVELTR (packet 41).
Change level 2 ÿ level 1 LS (more direct
change)
DESCRIPTION The value of the confirmation range length before entering level 1 is 0 meters.

CREDENTIALS -

REASON The change from level 2 ÿ level 1 does not have to be confirmed by the train driver, but the change to
«Limited Supervision» mode (package 80) does.

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COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Train Control Point C: ID OF THE RULE

12.2.5.13
Value k of N_ITER (package 41) when changing
level 2 ÿ level 1 LS (direct change)

DESCRIPTION The value of the number of data set iterations after this variable (index k) is k = 0.

CREDENTIALS -

REASON No mixed level is projected ÿ The route from point B must be traveled in L1.

COMMENT -

12.2.6 Level 1 LS ÿ Level 2

Level Level 1 Level 2

Mode LS FS

Schema
(Indicates/
Balisen)

CAB

M_VERSION 2.0 M_VERSION 1.0 M_VERSION 1.0

reference A B C

NAME OF THE RULE Limit Change Level 1 LS ÿ Level 2 ID OF THE RULE

12.2.6.1

DESCRIPTION a. If signal A can show a signal image that can trigger a warning on the vehicle that must be confirmed,
the distance between signal A and level limit B should be at least 140 meters.

CREDENTIALS [Memo_Levelgrenze]
REASON justification to
a. The engine driver basically has 3 seconds and 100m to close the "warning".
to confirm.
COMMENT Other manufacturers and infrastructure operator-specific regulations must be taken
into account.

The required target distance is based on a maximum line speed of 160 km/h. If the
distance of requirement a) cannot be maintained, the minimum distance is individually
due to local maximum speeds (incl.
5% surcharge for odometry inaccuracy). If signal A can show a signal image that
triggers a warning on the vehicle that must be confirmed,

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the distance from signal A and level limit B (requirement a)) must not be less than
the minimum distance of 100 m (warning must be confirmed in the optically signaled
area).

NAME OF THE RULE Train Control Point A: ID OF THE RULE

12.2.6.2
Packets to be transmitted when changing
level 1 LS ÿ level 2

DESCRIPTION At the train control point A, each signal aspect for the journey in L1 LS
be transmitted:
- Packages 12 (Level 1 Driving Licence), 21 (Slope Profile) and 27 (International
Static Speed Profile) as far as known, but at least up to point C.

- Package 80 (operating mode profile) for travel in «Limited Supervision» mode

- Package 145 (suppression of braking in case of balise inconsistency)
CREDENTIALS -

REASON Necessary trackside data set for a vehicle to run in ETCS Level 1 LS to B.

COMMENT Packages 12, 21, 27, 80 and 145 are configured in the same way as for a signal-
dependent train control point with v-monitoring or a signal-dependent train control point
with only warning/stop monitoring.
If a warning/stop monitoring is configured, the value of the end section length
(L_ENDSECTION) may be configured up to point C at most. The projection must
correspond to the signal aspect of signal A.

The announcement of the level change (package 41) must be implemented by

the level 2 route. This can be found in the corresponding Level 2 documents.

The project planning required for driving in Level 2 from B can be found in the relevant
Level 2 documents.

NAME OF THE RULE Train Control Point B and C and ID OF THE RULE
12.2.6.3
RBC

DESCRIPTION The rules for configuring train control points B, C and RBC (Level 2) can be found in
[Pr_gen_L2_HGS] or [Pr_gen_L2_ÿ160] and [BG_konfig_LT] and are not explained
further in this document.

CREDENTIALS [Pr_gen_L2_HGS], [Pr_gen_L2_ÿ160], [BG_konfig_LT]

REASON -

COMMENT For the Level 2 driving licence, the corresponding level-specific project planning rules
must be applied.

Value of M_VERSION in the balises at train control points A and B resp. in the RBC
telegram is 001 0000bin.

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12.2.7 Level STM ÿ Level 1 LS

12.2.7.1 The configuration rules for changing Level STM (PZB/LZB, SCMT, etc.) to Level 1 LS
will be defined later when a concrete application is available.

12.2.8 Level 1 LS ÿ Level STM

12.2.8.1 The configuration rules change from Level 1 LS to Level STM (PZB/LZB, SCMT, etc.)
will be defined later when a concrete application is available.

12.2.9 Level 1 FS ÿ Level 1 LS

Level Level 1

Mode FS LS

Schema
(Indicates/
Balisen)

reference A B C

12.2.9.1 The project planning rules for changing Level 1 FS to Level 1 LS will be provided later on
defined for a specific application.

12.2.10 Level 1 LS ÿ Level 1 FS

Level Level 1

Mode LS FS

Schema
(Indicates/
Balisen)

reference A B C

12.2.10.1 The project planning rules for changing Level 1 LS to Level 1 FS will be provided later on
defined for a specific application.

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12.2.11 Cancel level 0 ÿ level 1 LS (continue to level 0)

NAME OF THE RULE Cancel Change Level 0 ÿ Level 1 LS ID OF THE RULE

12.2.11.1
(continue to level 0)

DESCRIPTION Sketch of train control points A and B see 12.2.2.

If, after the train control point A, there is one that does not lead to Level 1 LS
drive on the route, the level and operating mode change commands from A must be replaced by a new
level change command through a subsequent train control point

failed after level 0.

CREDENTIALS -

REASON Proceed to level 0.

COMMENT The distance between train control point A and the train control point
with the level change command to level 0 must be shorter than the distance

D_LEVELTR in train control point A for changing to level 1 LS at train control point B.

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.11.2
Change level 0 ÿ level 1 LS

Packets to be transmitted for onward journey in

Level 0

DESCRIPTION At the train control point, the following must be transmitted:

- Package 3 (national values) for L0 valid from this point

- Package 41 (level change command) for going directly to level 0

CREDENTIALS [SRS_BL3] 5.10.1.4

REASON convention

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN Switzerland".

Package 145 (suppression of braking in the event of balise inconsistency) must not be configured in
this train control point.

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.11.3
Change level 0 ÿ level 1 LS

Value of NID_PACKET (packet 41) for

Proceed to level 0

DESCRIPTION The packet identifier value for packet 41 (level change command) is 41.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

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RULE NAME Turn control point to cancel ID OF THE RULE

12.2.11.4
Change level 0 ÿ level 1 LS

Value of Q_DIR (packet 41) for continue to level

0

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.11.5
Change level 0 ÿ level 1 LS

Value of L_PACKET (packet 41) to proceed to

level 0

DESCRIPTION The value of packet length of packet 41 (level change command) for level change
Level L1 ÿ Level 0 is 63 bits.

CREDENTIALS -

REASON Number of bits in the packet 41 incl. packet header (header)

COMMENT -

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.11.6
Change level 0 ÿ level 1 LS

Value of Q_SCALE (packet 41) for continue to level

0

DESCRIPTION The value of the distance scale identifier for packet 41 (level change command) is 1 (1
m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.11.7
Change level 0 ÿ level 1 LS

Value of D_LEVELTR (packet 41) for proceeding to

level 0

DESCRIPTION The value of the distance to change to level 0 is 32767 ÿ Now.

CREDENTIALS -

REASON Immediately change to level 0 at the train influence point.

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COMMENT Value 32767 (Now) is a special value according to [SRS_BL3].

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.11.8
Change level 0 ÿ level 1 LS

Value of M_LEVELTR (packet 41) for proceeding to

level 0

DESCRIPTION The value of the required level is 0 ÿ level 0.

CREDENTIALS -

REASON Immediately change to level 0 at the train influence point.

COMMENT -

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.11.9
Change level 0 ÿ level 1 LS

Value of L_ACKLEVELTR (packet 41) for

Proceed to level 0

DESCRIPTION The value of the confirmation area length before entering level 0 is 0 meters.

CREDENTIALS -

REASON -

COMMENT Vehicle remains in level 0 ÿ train driver does not have to confirm a change.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.11.10
Change level 0 ÿ level 1 LS

Value k of N_ITER (package 41) for continuing to

level 0

DESCRIPTION The value of the number of data set iterations after this variable (index k) is k =
0.

CREDENTIALS -

REASON No mixed level is configured

COMMENT -

12.2.12 Cancel level 1 LS ÿ level 0 or level 2 (continue to level 1 LS)

RULE NAME Cancel Switch Level 1 LS ÿ Level 0 ID OF THE RULE

12.2.12.1
or Level 2 (continue to Level 1 LS)

DESCRIPTION Sketch of train control points A and B see Level 1 LS ÿ Level 0 12.2.3 (ÿ Level
0) resp. 12.2.6 (ÿ Level 2).

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If a route that does not lead to Level 0 or Level 2 is driven on after train control point A, the
level change command from A must be canceled by a subsequent train control point by a
new level change command to Level 1 LS.

CREDENTIALS -

REASON Proceed to level 1 LS

COMMENT The distance between train control point A and the train control point with the level change
command after level 1 LS must be shorter than the distance
D_LEVELTR in train control point A for changing to level 0 or level 2 at train control point B.

Packages 12 (level 1 driving licence), 21 (gradient profile), 27 (international static speed

profile) and package 80 (operating mode profile) for travel in «Limited Supervision» mode
must be carried from train control point A at least to the next level 1 LS signal to be valid.

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.12.2
Change level 1 LS ÿ level 0 or level 2

Packets to be transmitted for onward journey in

Level 1 LS

DESCRIPTION At the train control point, the following must be transmitted:

- Package 3 (national values) for L1 LS valid from this point
- Package 41 (level change command) for direct change to level 1

CREDENTIALS [SRS_BL3] 5.10.1.4

REASON convention

COMMENT Package 3 is projected according to Chapter 12.1.2 "Package 3 (national values) RoN
Switzerland".

Package 145 (suppression of braking in the event of balise inconsistency) must not be
configured in this train control point. Value of M_VERSION in Bali sen is 010 0000bin.

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.12.3
Change level 1 LS ÿ level 0 or level
2

Value of NID_PACKET (packet 41) for

Proceed to level 1 LS

DESCRIPTION The packet identifier value for packet 41 (level change command) is 41.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

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Systemführerschaft ETCS CH ETCS transitions

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.12.4
Change level 1 LS ÿ level 0 or level 2

Value of Q_DIR (packet 41) for continue driving

in level 1 LS

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

RULE NAME Turn control point to cancel ID OF THE RULE

12.2.12.5
Change level 1 LS ÿ level 0 or level 2

Value of L_PACKET (packet 41) for proceeding to

level 1 LS

DESCRIPTION The value of packet length of packet 41 (level change command) for level change
after level 1 is 63 bits.

CREDENTIALS -

REASON Number of bits in the packet 41 incl. packet header (header)

COMMENT -

RULE NAME Assertion point to override ID OF THE RULE

12.2.12.6
Change level 1 LS ÿ level 0 or level 2

Value of Q_SCALE (packet 41) for continue driving

in level 1 LS

DESCRIPTION The value of the distance scale identifier for packet 41 (level change command) is 1 (1
m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

RULE NAME Assertion point to override ID OF THE RULE

12.2.12.7
Change level 1 LS ÿ level 0 or level 2

Value of D_LEVELTR (packet 41) for proceeding to

level 1 LS

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DESCRIPTION The value of the distance to change to level 1 is 32767 ÿ Now.

CREDENTIALS -

REASON Immediately change to level 1 at the train influence point.

COMMENT Value 32767 (Now) is a special value according to [SRS_BL3].

RULE NAME Turn control point to cancel ID OF THE RULE 12.2.12.8

Change level 1 LS ÿ level 0 or level
2

Value of M_LEVELTR (packet 41) for proceeding to

level 1 LS

DESCRIPTION The value of the required level is 2 ÿ level 1.

CREDENTIALS -

REASON Immediately change to level 1 at the train influence point.

COMMENT -

NAME OF THE RULE Assertion point to override Wech ID OF THE RULE 12.2.12.9
sel Level 1 LS ÿ Level 0 or Level 2

Value of L_ACKLEVELTR (packet 41) for

Proceed to level 1 LS

DESCRIPTION The value of the confirmation range length before entering level 1 is 0 meters.

CREDENTIALS -

REASON -

COMMENT Vehicle remains in Level 1 LS ÿ train driver does not have to confirm a change.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

RULE NAME Turn control point to cancel ID OF THE RULE 12.2.12.10

Change level 1 LS ÿ level 0 or level 2

Value k of N_ITER (packet 41) for continuing to

level 1 LS

DESCRIPTION The value of the number of data set iterations after this variable (index k) is k =
0.

CREDENTIALS -

REASON No mixed level is configured

COMMENT -

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12.3 Country transitions (border crossings)

12.3.1 General
NAME OF RULE Country Transitions ID OF THE RULE
12.3.1.1

DESCRIPTION The change of the "national values" and the ETCS level as well as the ETCS Be
type of operation must be planned trackside at the border crossings in accordance
with the document "Principles and project planning rules for ETCS country
transitions".

CREDENTIALS [Pr_LT]
REASON -

COMMENT -

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Systemführerschaft ETCS CH Train control point for correction of the distance measurement (odometry)

13 train control point for correction of the distance

measurement (odometry)
NAME OF THE RULE Use train influence point for correction of distance ID OF THE RULE
13.1.1.1
measurement

DESCRIPTION Balise groups for odometry correction should be added to the existing ones
Balise groups for warning/stop monitoring resp. v-monitoring can only be used if

- there is v-monitoring AND

- the signal section > 1500 meters is AND

- by linking existing balise groups (also in the opposite direction)

System reactions cannot be accepted for security and capacity reasons.

Additional balise groups can be used on sections of the route with intensive skidding/planing.

-
CREDENTIALS

REASON Response only relevant for v-monitoring.

By linking other beacon groups, an odometry correction can already be made

gen.

COMMENT Linking is possible with balise groups in the nominal as well as in the opposite direction (reverse
direction).

NAME OF THE RULE Additional train influence point for ID OF THE RULE
13.1.1.2
Correction of the distance measurement

DESCRIPTION An additional train control point for the correction of the distance measurement must be linked from a preceding
balise group with package 5 (linking table).

If the correction point for the distance measurement does not contain any useful information, at
least the beacon telegram header (header), packet 145 (suppression of braking in the event of
beacon inconsistency) and packet 255 (telegram end identifier) must be configured.

-
CREDENTIALS

REASON The balise group telegram must meet the minimum requirements of the ETCS system.

COMMENT For details on the balise telegram header (header) and packet 255 (telegram end identifier),
see Chapter 5.2.2 "Package and variable overview".

Package 145 is configured according to Chapter 20.1 "Suppress balise inconsistency reaction of
the ETCS vehicle equipment".

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Systemführerschaft ETCS CH Local, continuous v-monitoring (without signal)

14 Local, continuous v-monitoring (no signal)

14.1.1 General
NAME OF THE RULE Local, continuous v-monitoring without signal ID OF THE RULE
14.1.1.1
connection (e.g. on steep slopes, curves)

DESCRIPTION Permanent speed monitoring without signal connection can be connected to spec
fishing locations such as steep slopes or bends.

This type of monitoring without a signal connection should only be used if speed
monitoring from a train control point with a signal connection is not possible for this
line section.
CREDENTIALS [AB_FDV]
REASON Simple line speed supervision on risk sections when a preceding signal dependent
train influence point has no v-supervision.

COMMENT If this type of monitoring is used in a route section with v-monitoring from a train
control point with a signal connection, the subsequent package configurations must
match the configurations of the preceding train control point and must not influence
them permissively.

If there is a train influence control point(s) with warning/stop surveillance within the
area with local continuous v-surveillance, packet(s) 21 (grade profile) and packet(s)
27 (international static speed profile) are the train influence point(s) adjusted so that
they do not overwrite the local, permanent v monitoring with overly permissive values.

The specific determination of the place of use of the local, permanent speed
monitoring without a signal connection is not regulated in this document.
The equipment concept for using train control systems on optically signalized
routes [R_I-20027] is used at the SBB infrastructure.

NAME OF THE RULE v-monitoring without signal connection (e.g. with a ID OF THE RULE
14.1.1.2
large gradient, curve)

DESCRIPTION For local continuous speed enforcement without signal connection mus
sen system information with the packages
- 21 (tilt profile)
- 27 (International static speed profile)
- 145 (suppression of braking in case of balise inconsistency)
be transmitted.
CREDENTIALS [SRS_BL3]

REASON In order for a vehicle to be able to carry out speed monitoring, a trackside data set
must be transmitted when driving over the balises.
COMMENT The other packages required for an L1 LS driver's license
- 12 (level 1 driving license) and

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- 80 (operating mode profile)

are always transmitted by the preceding train signal.

14.1.2 Package 21 (slope profile)

Figure with graphical representation of the variables in package 21 see rule 7.1.3.7.
NAME OF THE RULE Value of NID_PACKET (packet 21) for v monitoring ID OF THE RULE
14.1.2.1
without signal connection (e.g. on a large gradient,
curve)

DESCRIPTION The value of the package identifier for package 21 (slope profile) is 21.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Value of Q_DIR (packet 21) with v monitoring ID OF THE RULE
14.1.2.2
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

NAME OF THE RULE Value of L_PACKET (packet 21) with v monitoring ID OF THE RULE
14.1.2.3
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the packet length of packet 21 with v-monitoring without a signal connection (e.g. with a large
gradient, curve) is usually 78 bits.

CREDENTIALS -

REASON Number of bits in the package 21 with v-monitoring without signal connection (e.g. with a large
gradient, curve) including a change in the gradient profile and package header (header)

COMMENT -

NAME OF THE RULE Value of Q_SCALE (packet 21) for v monitoring ID OF THE RULE
14.1.2.4
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the distance scale identifier for packet 21 in v-monitoring without sig
nal connection (e.g. with a large incline, curve) is 1 (1 m).

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CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Value of D_GRADIENT (packet 21) for v monitoring ID OF THE RULE
14.1.2.5
without signal connection (e.g. for large gradients,
curves)

DESCRIPTION The value of the distance to the first change in the slope profile when v-monitoring
without a signal connection (e.g. on a large incline, curve) is 0 meters.

CREDENTIALS -

REASON The first inclination value is configured directly from the transfer point and is valid until
new information is available.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF RULE Value of Q_GDIR (packet 21) at v ID OF THE RULE

14.1.2.6
Monitoring without signal connection
(e.g. on steep slopes, curves)
DESCRIPTION The value of the first slope identifier in v-monitoring without a signal connection
(e.g. with a large gradient, curve) depends on the incline up to the start of the large
gradient or curve and is:
- 0 for downwards (downhill) or 0 per thousand or
-
1 for up (slope)
CREDENTIALS -

REASON In the case of v-monitoring without a signal connection (e.g. on a steep downhill slope or
curve), the incline up to the start of the steep downhill slope or curve in the braking curve
is taken into account.

COMMENT -

NAME OF THE RULE Value of G_A (packet 21) with v ID OF THE RULE
14.1.2.7
monitoring without signal connection (e.g.
with a large gradient, curve)

DESCRIPTION The value of the safe slope value with v-monitoring without signal connection (e.g. with a large
slope, curve) must correspond to the slope up to the beginning of the large slope or the
curve in parts per thousand.

It can be 0 – 254 per mil.

The inclination value can be taken from the DfA or the PfS.

CREDENTIALS -

REASON In the case of v-monitoring without a signal connection (e.g. on a steep downhill slope,
curve), the incline value up to the start of the steep downhill slope or curve is taken into
account in the braking curve calculation.

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The inclinations indicated in the signal plans are too imprecise.

COMMENT If the slope is taken from the DfA data, the value of the slope must be calculated as follows.

An inclination i
IF
ÿ
for the section from A to K

A TO AND

Location (m)

z1
z2

route profile
z3

300 d
distance (m)

iAÿK ÿ Minÿi 1 ,i 2 ÿ

( zz
31
ÿ

) *1000
i ÿ
in ‰ (1)
1

300 ÿ d

ÿ
zz
32
ÿ ÿ
*1000
i2 ÿ
in ‰ (2)
d

If the distance d between two points is longer than 1800m, that for the whole
Section relevant slope according to the above algorithm with d ÿ1800 against the
calculated towards the end of the section.

iAÿK ÿ Minÿi 1 ,i 2 ÿ according to (1) and (2) with d ÿ1800.

Gradient: Value is always rounded up to a whole number.

Pitch: Value is always rounded down to a whole number.

Inclinations are projected with a resolution of one per thousand.

NAME OF THE RULE Value k of N_ITER (packet 21) with v monitoring ID OF THE RULE
14.1.2.8
without signal connection
(e.g. with a large gradient, curve)

DESCRIPTION The value of the number of data iterations according to this variable (index k) is always k = 1 in the case of v-
monitoring without a signal connection (e.g. in the case of a large gradient, curve).

CREDENTIALS -

REASON Second grade value after the start of the large descent or curve

COMMENT Do other restrictive speeds on the trackside have to be monitored or Braking curves are
calculated, further data set iterations with a higher index k must be configured.

The gradient profile is always configured with an open end ÿ value G_A or G_A(k)
always ÿ 255.

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NAME OF THE RULE Value of D_GRADIENT(k) (packet 21) for v-monitoring ID OF THE RULE
14.1.2.9
without signal connection (e.g. for large gradients,
curves)

DESCRIPTION The value of the distance up to the second change in the gradient profile in v
monitoring without a signal connection (e.g. on a large descent, curve) must
correspond to the distance between the group of beacons without a signal connection
and the beginning of the large descent or curve in meters.

It can be 0 - 32'767 m.

CREDENTIALS -

REASON Second slope value is valid from start of large slope or curve.

COMMENT Do other restrictive speeds on the trackside have to be monitored or Braking

curves are calculated, further data set iterations (k) must be configured.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Value of Q_GDIR(k) (packet 21) for v monitoring ID OF THE RULE
14.1.2.10
without signal connection (e.g. for large
gradients, curves)

DESCRIPTION The value of the second slope identifier in v-monitoring without a signal connection
(e.g. on a large incline, curve) is 1 (upwards).

CREDENTIALS [DAT_147]

REASON The second gradient value for v-monitoring without a signal connection (e.g. for a
large gradient, curve) is always configured with 50 per mil from the start of the large
gradient or curve. ÿ Warning/stop monitoring

COMMENT Do other restrictive speeds on the trackside have to be monitored or Braking

curves are calculated, further data set iterations (k) must be configured and the value
of Q_DIR(k) must be coordinated.

In contrast to ZUB, ETCS takes the train length into account when calculating the
braking curve. In each case, the smallest (i.e. most restrictive) gradient under the
train is taken into account. If the gradient sent when the advance signal shows a
warning is greater than the gradient valid up to the advance signal, this causes the
braking curves to flatten out compared to ZUB.

NAME OF THE RULE Value of G_A(k) (packet 21) with v monitoring ID OF THE RULE
14.1.2.11
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the safe second incline value for v-monitoring without a signal connection (e.g.
in the case of a large incline, curve) is 50 per mil from the start of the large incline or
curve.

CREDENTIALS [DAT_147]

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REASON In and after the large gradient or curve, in most cases no further restrictive speeds on the
trackside are monitored or Braking curves calculated.

Speed monitoring on steep slopes or curves is carried out with package 27 (international
static speed profile. The gradient of the route is no longer relevant.

COMMENT However, if other restrictive speeds on the trackside have to be monitored or Braking
curves are calculated, further data iterations (k) must be configured and the value of
G_A(k) must be coordinated.

Inclinations are projected with a resolution of one per thousand.

14.1.3 Package 27 (International Static Velocity Profile)

Figure with graphic representation of the variables in package 27 see chapter 2.2.3.

NAME OF THE RULE Value of NID_PACKET (packet 27) for v monitoring ID OF THE RULE
14.1.3.1
without a signal connection (e.g. on a large
gradient, curve)

DESCRIPTION The packet identifier value for packet 27 (International Speed Profile) is 27.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Value of Q_DIR (packet 27) with v ID OF THE RULE
14.1.3.2
monitoring without signal connection (e.g.
with a large gradient, curve)

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

NAME OF THE RULE Value of L_PACKET (packet 27) with v monitoring ID OF THE RULE
14.1.3.3
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the packet length of packet 27 with v-monitoring without a signal connection
(e.g. with a large gradient, curve) depends on the projected number of changes in the
speed profile and number of train categories in package 27 and cannot be definitively
specified here.

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CREDENTIALS -

REASON Number of bits in the packet 27 including packet header (header).

COMMENT -

NAME OF THE RULE Value of Q_SCALE (packet 27) for v monitoring ID OF THE RULE
14.1.3.4
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the distance scale identifier for packet 27 at v-monitoring without sig
nal connection (e.g. with a large incline, curve) is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Value of D_STATIC (packet 27) for v monitoring ID OF THE RULE
14.1.3.5
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the distance up to the first speed change in the static speed profile with v-monitoring without a signal
connection (e.g. on a large gradient, curve) must correspond to the distance from the beacon group to the
start of the gradient or curve speed to be monitored in meters.

It can be 0 - 32'767 m.

CREDENTIALS -

REASON -

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Value of V_STATIC (packet 27) with v monitoring ID OF THE RULE
14.1.3.6
without signal connection (e.g. with a large
gradient, curve)

Basic profile
DESCRIPTION The value of the speed to be monitored in the first section of the status
cal speed profile with v-monitoring (basic profile) without a signal connection (e.g. on a steep gradient,
curve) must correspond to the speed on the steep gradient or curve in km/h for train series A.

It can be 0 – 160 km/h.

CREDENTIALS [I-30131] Route table / RADN, [Memo_Traincat]

REASON -

COMMENT Speed is taken from the distance table (RADN) resp. taken from the speed profile.

Speeds are projected with a resolution of 5 km/h.

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NAME OF THE RULE Value of Q_FRONT (packet 27) for v monitoring ID OF THE RULE
14.1.3.7
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the section end identifier at the end of the first section of the static speed profile with v-
monitoring without a signal connection (e.g. with a large gradient, curve) depends on whether
other sections with different speeds are monitored and is:

- 0 ÿ train length taken into account

1 ÿ Train length not considered

-

CREDENTIALS -

REASON -

COMMENT If a subsequent second section with even more restrictive speed

is monitored, Q_FRONT = 1 (train length not taken into account) can be configured.

NAME OF THE RULE Value n of N_ITER (packet 27) with v monitoring ID OF THE RULE
14.1.3.8
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the number of data set iterations according to this variable (index n) with v monitoring
without signal connection (e.g. with a large gradient, curve) is:

- At different speeds for train series R, W and N, 3 (value

of data iterations n=3)

- In all other cases, 2 (value of data iterations n=2).

CREDENTIALS -

REASON The speeds of the trains R, W and N resp. of the international train categories must be provided with
additional data sets Q_DIFF(n), NC_CDDIFF(n), NC_DIFF(n)
and V_DIFF(n) are configured.

COMMENT There are always at least two additional profiles for the train series R and W or
N configured (N_ITER=2). If, according to the route table, the train series W is available, but no train
series N, the second profile can be used for the train series W. In this case, no profile needs to be provided
for train series N. If, according to the route table, there are no speed differences between the R, W and N
train series, the two data iterations for the R and N train series (same values) are configured. ÿ Reserve for
later use

NAME OF RULE Value of Q_DIFF(1) (packet 27) at - ID OF THE RULE

14.1.3.9
Monitoring without signal connection
(e.g. on steep slopes, curves)
Train row R

DESCRIPTION The value of the identifier for the international train category identifier is 0 (train category with cant
deficiency).

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CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME value of NC_CDDIFF (1) (packet 27) at v ID OF THE RULE

14.1.3.10
Monitoring without signal connection
(e.g. on steep slopes, curves)

Train row R
DESCRIPTION The value of the train category identifier for the train series R resp. Train category with cant deficiency
150mm is 3 (150mm).

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT Only necessary if value n of N_ITER > 0.

NAME OF THE RULE Value of V_DIFF(1) (packet 27) for v monitoring ID OF THE RULE
14.1.3.11
without signal connection (e.g. for large
gradients, curves)

Train row R
DESCRIPTION The value of the speed to be monitored for the train series R resp. Train category with a cant
deficiency of 150 mm in the first section of the static speed profile with v-monitoring
without signal connection (e.g. with a large gradient, curve) must correspond to the curve
speed for train row R or the speed on a large gradient in km/h for the highest braking row
of the train row match R.

It can be 0 – 160 km/h.

CREDENTIALS [I-30131] Track Table / RADN

REASON -

COMMENT Speed is taken from the distance table (RADN) resp. taken from the speed profile.

Only necessary if value n of N_ITER > 0.

Speeds are projected with a resolution of 5 km/h.

RULE NAME Value of Q_DIFF (n) (packet 27) at v ID OF THE RULE

14.1.3.12
monitoring

train row W
DESCRIPTION The value of the identifier for the international train category identifier is 0 (train category with
cant deficiency).

CREDENTIALS [SRS_BL3]

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REASON convention

COMMENT Only necessary if the value n of N_ITER > 0 and according to 14.1.3.8 the train series W
has to be configured.

RULE NAME Value of NC_CDDIFF (n) (packet 27) at v monitoring ID OF THE RULE
14.1.3.13

train row W

DESCRIPTION The value of the train category identifier for the train series R resp. Train category with cant
deficiency 150mm is 6 (210mm).

CREDENTIALS [SRS_BL3]
REASON convention

COMMENT Only necessary if the value n of N_ITER > 0 and according to 14.1.3.8 the train series W
has to be configured.

NAME OF RULE Value of V_DIFF(n) (packet 27) at v ID OF THE RULE

14.1.3.14
monitoring
train row W

DESCRIPTION The value of the speed to be monitored for the train series W resp. Train category with a cant
deficiency of 210mm in the first section of the static speed profile with v-monitoring must
correspond to the speed in km/h for the highest braking row of train row W.

It can be 0 – 160 km/h.

CREDENTIALS [PrZube], [I-30131] Track Table / RADN
REASON -

COMMENT Speed is taken from the distance table (RADN) resp. taken from the speed profile.

Only necessary if the value n of N_ITER > 0 and according to 14.1.3.8 the train series W
has to be configured.

Speeds are projected with a resolution of 5 km/h.

NAME OF RULE Value of Q_DIFF(n) (packet 27) at - ID OF THE RULE

14.1.3.15
Monitoring without signal connection
(e.g. on steep slopes, curves)
train row N

DESCRIPTION The value of the identifier for the international train category identifier is 0 (train category with
cant deficiency).
CREDENTIALS [SRS_BL3]
REASON convention

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COMMENT Only necessary if the value n of N_ITER > 0 and according to 14.1.3.8 the train series
N has to be configured.

RULE NAME Value of NC_CDDIFF (n) (packet 27) at v ID OF THE RULE

14.1.3.16
Monitoring without signal connection
(e.g. on steep slopes, curves)
train row N

DESCRIPTION The value of the train category identifier for the train series N resp. Train category with
Cant deficiency 275mm is 9 (275mm).
CREDENTIALS [SRS_BL3] and [Memo_Traincat]
REASON convention

COMMENT Only necessary if the value n of N_ITER > 0 and according to 14.1.3.8 the train series
N has to be configured.

NAME OF THE RULE Value of V_DIFF(n) (packet 27) with v monitoring ID OF THE RULE
14.1.3.17
without signal connection (e.g. with a large
gradient, curve)

train row N

DESCRIPTION The value of the speed to be monitored for the train series N resp. Train category with cant
deficiency 275mm in the first segment of the static speed profile with v-monitoring
shall correspond to the cornering speed or the speed on a steep descent in km/h for
the highest brake row of train row N.

It can be 0 – 160 km/h.

CREDENTIALS [I-30131] Track Table / RADN
REASON -

COMMENT Speed is taken from the distance table (RADN) resp. taken from the speed profile.

Only necessary if the value n of N_ITER > 0 and according to 14.1.3.8 the train series
N has to be configured.

Speeds are projected with a resolution of 5 km/h.

NAME OF THE RULE Value k of N_ITER (packet 27) with v monitoring ID OF THE RULE
14.1.3.18
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the number of data set iterations after this variable (index k) at v
Monitoring without a signal connection (e.g. on a steep incline, curve) is usually k =
1 (e.g. end of the speed limit).
CREDENTIALS -

REASON The speed profile after the big descent or curve must be with a

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further data set D_STATIC(k), V_STATIC(k), Q_FRONT(k) are transmitted.

COMMENT If further sections with speed changes are monitored within the monitored area,
then another (e.g. third) data set with D_STATIC(k), V_STATIC(k), Q_FRONT(k)
and N_ITER(k), Q_DIFF(k,m), NC_CDDIFF (k,m), NC_DIFF(k,m) and V_DIFF(k,m)
can be configured.

NAME OF THE RULE Value of D_STATIC(k) (packet 27) for v monitoring ID OF THE RULE
14.1.3.19
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the distance to the second speed change in static Ge
The speed profile for v-monitoring without a signal connection (e.g. on a steep
gradient, curve) must correspond to the distance from the beginning of the steep
gradient or curve to its end (increment) in meters.

It can be 1 - 32'767 m.
CREDENTIALS -

REASON -

COMMENT If another speed section has to be monitored within the v-monitored area, then
another data packet with D_STATIC(k), V_STATIC(k), Q_FRONT(k) and
N_ITER(k), NC_DIFF(k,m) and V_DIFF(k, m) are projected.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Value of V_STATIC(k) (packet 27) with v monitoring ID OF THE RULE
14.1.3.20
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the speed to be monitored in the second section of the static speed profile with v-monitoring
without a signal connection (e.g. on a large incline, curve) is generally 160 km/h.

CREDENTIALS -

REASON Maximum speed with external signaling ÿ warning/stop monitoring

COMMENT If another speed section has to be monitored, the value 160 km/h must be adjusted
and another data packet with D_STATIC (k), V_STATIC (k), Q_FRONT (k) and
N_ITER (k) must be configured.

Speeds are projected with a resolution of 5 km/h.

NAME OF THE RULE Value of Q_FRONT(k) (packet 27) with v monitoring ID OF THE RULE
14.1.3.21
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the end of section identifier at the end of the second section of the static speed profile with
v-monitoring without a signal connection (e.g. on a steep downhill slope, curve) depends on the
change in speed and the driving

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service regulations and amounts to:

- 0 ÿ train length taken into account

-
1 ÿ Train length not considered
-
CREDENTIALS
-
REASON

COMMENT If a subsequent third section is monitored with a limiting speed, Q_FRONT = 1 (train length not
taken into account) can be configured.

If another speed section has to be monitored, then another data packet with D_STATIC(k),
V_STATIC(k), Q_FRONT(k) and
N_ITER(k), NC_DIFF(k,m) and V_DIFF(k,m) can be configured.

At the end of the last projected section (k), the train length is never taken into account.
Monitoring only on Zugspitze ÿ Q_FRONT = 1.

NAME OF THE RULE Value m of N_ITER(k) (packet 27) with v monitoring ID OF THE RULE
14.1.3.22
without signal connection (e.g. with a large
gradient, curve)

DESCRIPTION The value of the number of data set iterations after this variable (index m) at v
Monitoring without a signal connection (e.g. with a large gradient, curve) is usually m = 0.

-
CREDENTIALS

REASON Only one speed (160 km/h) for all train categories ÿ warning/stop monitoring

COMMENT If another speed section has to be monitored in the v-monitored area, another data packet
with D_STATIC (k), V_STATIC (k), Q_FRONT (k) and N_ITER (k), Q_DIFF(k,m), NC_CDDIFF(k,
m), NC_DIFF(k,m)
and V_DIFF(k,m) are configured.

14.1.4 Package 145 (suppression of braking in the event of balise inconsistency)

NAME OF THE RULE Suppression of braking at ID OF THE RULE

14.1.4.1
Baliseninkonsistenz (Pack 145)

DESCRIPTION From the point of view of availability, package 145 (suppression of braking at
Balise inconsistency) projected into each telegram and each balise of the balise group.

Package 145 is to be configured according to Chapter 20.1 "Suppress balise inconsistency

reaction of the ETCS vehicle equipment".

CREDENTIALS [DAT_161]

REASON [DAT_161]
-
COMMENT

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Systemführerschaft ETCS CH Local, temporary speed limit (e.g. workplace)

15 Local, temporary speed limit (e.g. place of

work)
15.1 Monitoring of a temporary speed restriction
NAME OF THE RULE Monitoring of a temporary speed limit (e.g. work ID OF THE RULE
15.1.1.1
place)

DESCRIPTION A temporary restricted area such as a work site must be equipped with the warning function
of the warning/stop monitoring and/or speed monitoring on site in accordance with R
300.2 Appendix 1 (train control).

CREDENTIALS [FDV] R 300.2 Supplement 1

REASON The warning monitoring is analogous to previous practice with the SIGNUM system
(construction site magnet). Since the equipment with Eurobalises (in contrast to the
construction site magnets) also enables speed monitoring, this can be used if necessary.

COMMENT In order to prevent L1 LS vehicles with an active SIGNUM device from having to confirm
the warning twice, the warning information for all systems should only be transmitted via
balises.

15.2 Warning/stop monitoring at temporary speed limit

15.2.1 General

NAME OF THE RULE Warning Function at warning/stop monitoring at ID OF THE RULE

15.2.1.1
temporary speed restriction (e.g. work site)

DESCRIPTION For the warning function of the warning/stop monitoring without speed monitoring at temporary
slow-moving areas such as work sites, system information with package 76 (package for
transmitting predefined
Text messages) are transmitted. In a train control point, package 76 (transmission of
predefined text messages) may only be used once per direction of validity. In addition,
package 145 (suppression of braking in the event of beacon inconsistency) must be
configured in both beacons of the beacon group.

CREDENTIALS [SRS_BL3]

REASON In order for a vehicle to be able to execute the warning function in L1 LS, a trackside data
set must be transmitted for each warning term when navigating the balises.

COMMENT As for the warning function of the warning/stop monitoring without speed monitoring, the
text message "Warning" to be confirmed is transmitted at temporary slow-moving
sections.

The other packages required for an L1 LS driver's license

- 12 (level 1 driving license)
- 21 (tilt profile)
- 27 (International static speed profile) and

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- 80 (operating mode profile)

are transmitted by the preceding train signal.

The linking identifier Q_LINK in the beacon telegram header is 0 ÿ unlinked.

NAME OF THE RULE Value of M_VERSION (beacon telegram header) ID OF THE RULE
15.2.1.2
for warning/stop monitoring in front of a
temporary restricted area (e.g. work place)

DESCRIPTION The value of the version of the ERTMS/ETCS language must be used in balise groups for the
Warning function for temporary speed restrictions (e.g. work places) 010 0000bin .

CREDENTIALS -

REASON Prevents vehicles that are not L1 LS capable of displaying the text message (package 76) or
possibly processed incorrectly.

COMMENT Vehicles that are not suitable for L1 LS receive the warning information via package 44.

15.2.2 Package 76 (package for transmitting the text message "Warning")

NAME OF THE RULE Value of NID_PACKET (packet 76) when warning ID OF THE RULE
15.2.2.1
of a temporary speed limit (e.g. work place)

DESCRIPTION The value of the packet identifier for packet 76 (packet for transferring predefined
text messages) in the case of a warning without speed monitoring is 76.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME Value of Q_DIR (packet 76) on warning ID OF THE RULE

15.2.2.2
in front of a temporary speed limit (e.g
Place of work)
DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

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NAME OF THE RULE Value of L_PACKET (packet 76) when warning of a ID OF THE RULE
15.2.2.3
temporary slow-moving section (e.g. work place)

DESCRIPTION The packet length value of packet 76 for warning without speed monitoring is 94 bits.

CREDENTIALS -

REASON Number of bits in the packet 76 warning without speed monitoring including packet header (header)

COMMENT -

NAME OF THE RULE Value of Q_SCALE (packet 76) when warning of a ID OF THE RULE
15.2.2.4
temporary speed limit (e.g
Place of work)

DESCRIPTION The value of the distance scale identifier for packet 76 when warning is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Value of Q_TEXTCLASS (package 76) when ID OF THE RULE
15.2.2.5
warning of a temporary speed limit (e.g. work
place)

DESCRIPTION The value of the identifier for the class of text to be displayed on warning is 1
(Important Information).

CREDENTIALS -

REASON The text display and acknowledgment request to the driver for the warning
function are relevant to safety.

COMMENT -

NAME OF RULE value of Q_TEXTDISPLAY (package 76). ID OF THE RULE

15.2.2.6
Warning of temporary restricted areas
(e.g. work place)

DESCRIPTION The value of the identifier for the combination of text display conditions in the event of a warning is 1
(start and end of the text display until all start and end conditions are met).

CREDENTIALS -

REASON Same value as package 76 with signal-dependent train control point.

COMMENT -

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NAME OF RULE value of D_TEXTDISPLAY (package 76). ID OF THE RULE

15.2.2.7
Warning of temporary speed restriction
(e.g. work site) (initial condition)

DESCRIPTION The value of the distance to the start of the text display (initial condition) in the case of a warning is 0 m.

CREDENTIALS -

REASON Text display is time and distance dependent.

COMMENT -

NAME OF RULE Value of M_MODETEXTDISPLAY (Package ID OF THE RULE

15.2.2.8
76) in the event of a warning of a
temporary slow-moving area (e.g. work
site) (initial condition)

DESCRIPTION The value of the on-board mode for the text display (initial condition)
is 15 ÿ Text is displayed in every operating mode.
CREDENTIALS -

REASON The text must also be displayed in «Staff Responsible» mode.

COMMENT -

NAME OF RULE Value of M_LEVELTEXTDISPLAY (Package ID OF THE RULE

15.2.2.9
76) in the event of a warning of a
temporary slow-moving area (e.g. work
site) (initial condition)

DESCRIPTION The value of the on-board operational level for the text display (initial ref
condition) is 2 (level 1).
CREDENTIALS -

REASON The text only needs to be displayed in on-board operational level 1.

COMMENT -

NAME OF THE RULE Value of L_TEXTDISPLAY (package 76) in the event ID OF THE RULE
15.2.2.10
of a warning of a temporary speed limit (e.g.
workplace) (end condition)

DESCRIPTION The value of the distance during which the warning text message must be displayed (and
acknowledged) (end condition) is 100m.

CREDENTIALS -

REASON Same value as package 76 with signal-dependent train control point.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE=1m).

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RULE NAME Value of T_TEXTDISPLAY (package 76). ID OF THE RULE

15.2.2.11
Warning of temporary slow-moving area
(e.g. work place) (end condition)
DESCRIPTION The value of the length of time the text message is displayed (and acknowledged).
the must (end condition) is 3 seconds.
CREDENTIALS -

REASON This value is set to 3 seconds to give the train driver enough time to acknowledge the
confirmation request. If the confirmation request is not followed, braking is triggered
after this time has elapsed or at the latest after the distance of 100m (L_TEXTDISPLYAY)
has been covered.
COMMENT Times are configured with a resolution of one second.

NAME OF RULE Value of M_MODETEXTDISPLAY (Package ID OF THE RULE

15.2.2.12
76) in the event of a warning of a
temporary slow-moving area (e.g. work site)
(final condition)
DESCRIPTION The value of the on-board operating mode for the text display (end condition) be
carries 15 ÿ end conditions are made operating mode independent.
CREDENTIALS -

REASON End conditions are made mode independent.

COMMENT -

NAME OF RULE Value of M_LEVELTEXTDISPLAY (Package ID OF THE RULE

15.2.2.13
76) in the event of a warning of a
temporary slow-moving area (e.g. work site)
(final condition)
DESCRIPTION The value of the on-board operational level for the text display (end cond
tion) is 5 ÿ Text is displayed in each level.
CREDENTIALS -

REASON End conditions are made level independent.

COMMENT -

NAME OF RULE Value of Q_TEXTCONFIRM (package 76) for warning ID OF THE RULE
15.2.2.14
of temporary speed restriction (e.g. work place)

DESCRIPTION The text acknowledgment request/reaction identifier value is 11bin

ÿ Triggering braking if the train driver has still not confirmed when all end conditions
have been reached.
CREDENTIALS -

REASON Triggering braking as with today's SIGNUM system.

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COMMENT -

RULE NAME Value of Q_CONFTEXTDISPLAY (packet 76) on warning/stop ID OF THE RULE

15.2.2.15
monitoring

DESCRIPTION The value of the identifier of the end of the text display after confirmation is 0.
ÿ Text message disappears as soon as it has been confirmed.

CREDENTIALS -

REASON -

COMMENT -

RULE NAME Value of Q_TEXTREPORT (package 76). ID OF THE RULE

15.2.2.16
Warning/stop monitoring
DESCRIPTION The value of the identifier about reporting the text confirmation to the RBC is 0. ÿ
no feedback required.

CREDENTIALS -

REASON Vehicle is not connected to any RBC and is not sending any data.

COMMENT If Q_TEXTREPORT = 0, the variables NID_TEXTMESSAGE, NID_C and NID_RBC do not have to
be configured.

NAME OF THE RULE Value of Q_TEXT (packet 76) when warning of ID OF THE RULE
15.2.2.17
a temporary slow-moving area (e.g. work place)

DESCRIPTION The value of the text identifier is 1 for "Warning".

CREDENTIALS -

REASON According to the ERA decision, there is a general "acknowledgment" (Q_TEXT = 1) that should be used
both for the warning and for the speed limit section.

COMMENT Depending on the language selected by the engine driver, the texts displayed are in

German warning

French alert

Italian Warning

English Acknowledgement

The European harmonized translations in D, F and I are not yet available.

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15.2.3 Package 145 (Suppression of braking in the event of balise inconsistency)

NAME OF THE RULE Suppression of braking at ID OF THE RULE

15.2.3.1
Baliseninkonsistenz (Pack 145)

DESCRIPTION From the point of view of availability, package 145 (suppression of braking at
Balise inconsistency) projected into each telegram and each balise of the balise group.

Package 145 is to be configured according to Chapter 20.1 "Suppress balise

inconsistency reaction of the ETCS vehicle equipment".

CREDENTIALS [DAT_161]

REASON [DAT_161]
-
COMMENT

15.3 v-monitoring with or without warning/stop monitoring at

temporary speed limit

15.3.1 General

NAME OF THE RULE Monitoring of a temporary slow-moving area (e.g. ID OF THE RULE
15.3.1.1
work place) with v monitoring

DESCRIPTION If the speed is to be monitored at a temporary speed limit, monitoring must be carried out using either

- Speed restrictions (TSR) balise groups with

• Package 65 (temporary speed restriction)

• and if there is a cancellation signal package 66 (cancellation of temporary speed restriction)

or

- Integration into the train control point(s) of the preceding train

signal

be projected.

If the warning function of warning/stop monitoring is configured for temporary slow-moving

sections, the configuration according to Chapter 15.2 "Warning/stop monitoring for temporary
slow-moving sections" must be used.
-
CREDENTIALS

REASON The warning monitoring is analogous to previous practice with the SIGNUM system (construction
site magnet) and the v-monitoring analogous to the possibilities of the ZUB system, which,
however, have never been used for work sites.

COMMENT In the case of a temporary speed limit with v-monitoring, the other packages required for an L1 LS
driving license

- 12 (level 1 driving license)

- 21 (tilt profile)

- 27 (International static speed profile) and

- 80 (operating mode profile)

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transmitted by the preceding train signal.

The gradient profile of the preceding signal planned for the route section with only
warning/stop monitoring (gradient value = 50 per mille) up to the start of the temporary
slow-moving section is not corrected.

The linking identifier Q_LINK in the beacon telegram header is 0 ÿunlinked.

A separate beacon group with package 66 (cancellation of temporary slow-moving

section) is required for each cancellation signal.

NAME OF THE RULE Value of M_VERSION (balise telegram header) ID OF THE RULE
15.3.1.2
with v- with or without warning/stop monitoring
in front of a temporary restricted area (e.g. work
place)

DESCRIPTION The value of the version of the ERTMS/ETCS language must be used in balise groups for the warning
function and v-monitoring for temporary speed restrictions (e.g
jobs) 010 0000bin .
CREDENTIALS -

REASON Prevents vehicles that are not L1 LS capable of package 65 (temporary speed
restriction) and possibly package 66 (removal of temporary speed restriction) and the
text message (package 76) not resp. possibly processed incorrectly.
COMMENT Vehicles that are not suitable for L1 LS receive the speed restriction information using
package 44.

15.3.2 Package 65 (temporary speed restriction)

RULE NAME Value of NID_PACKET (packet 65) for temporary speed ID OF THE RULE
15.3.2.1
restriction

DESCRIPTION The value of the package identifier for package 65 (temporary speed restriction) is 65.

CREDENTIALS [SRS_BL3]
REASON convention

COMMENT -

NAME OF RULE value of Q_DIR (packet 65) for temporary ID OF THE RULE
15.3.2.2
speed restriction

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

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RULE NAME Value of L_PACKET (Package 65) for temporary speed ID OF THE RULE
15.3.2.3
restriction

DESCRIPTION The packet length value of packet 65 is 71 bits.

-
CREDENTIALS

REASON Number of bits in the packet 65 including packet header (header)

-
COMMENT

RULE NAME Value of Q_SCALE (Package 65) for temporary speed ID OF THE RULE
15.3.2.4
restriction

DESCRIPTION The value of the distance scale identifier for packet 65 is 1 (1 m).
-
CREDENTIALS

REASON Distances are configured with a resolution of one meter.

-
COMMENT

RULE NAME Value of NID_TSR (packet 65) for temporary speed restriction ID OF THE RULE
15.3.2.5

DESCRIPTION Each temporary speed restriction must have an identification number.

The value of the identification number can be 0-99.

A speed restriction with identification number 255 cannot be canceled by package 66.

-
CREDENTIALS

REASON Any subsequent cancellation with Package 66 must be able to be unequivocally assigned to a speed
restriction section by means of an identification number.

COMMENT The identification numbers 0 - 99 may only be used for temporary speed restrictions (e.g
workplaces) outside of level crossing systems.

The identification numbers 100 – 126 may only be used for speed restrictions at level crossing systems.

The identification numbers 127-254 are reserved for transmission by a route center (RBC).

According to [SRS_BL3], several traffic speed signal packets can be transmitted in a balise group to monitor
speed restrictions in the same direction. The NID_TSR values must differ.

A speed restriction that already exists on the vehicle is overwritten or replaced. replaced when a new speed
restriction is received with the same identification number, regardless of whether the existing one has already
started. It must be ensured that speed restriction zones are not unintentionally replaced or moved in this way.

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NAME OF RULE Value of D_TSR (packet 65) for temporary ID OF THE RULE
15.3.2.6
speed restriction

DESCRIPTION The value of the distance to the start of the speed restriction must correspond to the distance between
tsr balise group and the start of the speed restriction section in meters.

It can be 0 - 32'767 m.

CREDENTIALS -

REASON Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

COMMENT When positioning the TSR balise group, the necessary braking distance must be taken into
account.

NAME OF RULE Value of L_TSR (packet 65) for temporary ID OF THE RULE
15.3.2.7
speed restriction

DESCRIPTION The value of the length of the temporary speed restriction must correspond to the length of the speed
restriction in meters.

It can be 0 - 32'767 m.

CREDENTIALS -

REASON Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

COMMENT -

RULE NAME Value of Q_FRONT (packet 65) for temporary speed restriction ID OF THE RULE
15.3.2.8

DESCRIPTION The value of the section end identifier at the end of the temporary speed restriction section is 0 (train
length is taken into account)

CREDENTIALS [FDV]

REASON Complies with the FDV.

COMMENT -

NAME OF RULE Value of V_TSR (Package 65) for temporary ID OF THE RULE
15.3.2.9
speed restriction

DESCRIPTION The value of the allowed speed must be the speed restriction speed
speed in km/h.

It can be 0 – 160 km/h.

CREDENTIALS -

REASON Max. speed with external signaling is 160 km/h.

COMMENT Speeds are projected with a resolution of 5 km/h.

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15.3.3 Package 66 (cancellation of temporary speed restriction)

NAME OF RULE Value of NID_PACKET (packet 66) for ID OF THE RULE 15.3.3.1
Cancellation of the temporary speed limit

DESCRIPTION The value of the packet identifier for packet 66 (removal of temporary speed restriction) is 66.

CREDENTIALS [SRS_BL3]

REASON convention

-
COMMENT

RULE NAME Value of Q_DIR (packet 66) for canceling the temporary ID OF THE RULE 15.3.3.2
speed restriction

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

-
CREDENTIALS

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

RULE NAME Value of L_PACKET (packet 66) for canceling the temporary ID OF THE RULE 15.3.3.3
speed restriction

DESCRIPTION The packet length value of packet 66 is 31 bits.

-
CREDENTIALS

REASON Number of bits in the packet 66 including packet header (header)

-
COMMENT

RULE NAME Value of NID_TSR (packet 66) for overriding the temporary ID OF THE RULE 15.3.3.4
speed restriction

DESCRIPTION The value of the identification number corresponds to the identification number of the speed restriction to be removed.

-
CREDENTIALS

REASON The removal of a speed-restricted area must be clearly assigned to a speed-restricted area by means of an
identification number.

COMMENT Each temporary speed restriction to be removed must have an identification number. See NID_TSR in packet
65.

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16 level crossing system

16.1.1 General
NAME OF THE RULE Trackside device for securing a level crossing system ID OF THE RULE
16.1.1.1
with or without a control light

DESCRIPTION On the track unit for securing a level crossing system (with or without Kon
troll light) must be specifically monitored with L1 LS in the disturbed and open level
crossing system state (level crossing disturbed and level crossing open) . In the case of
level crossings disturbed and level crossings open , a selective speed limit of 5 km/h
must appear in the middle of the level crossing (package 65) and a text message "Level crossings
out of service” (package 76) for informing the engine driver.

If the trackside device for securing the level crossing system is located within a warning/
stop-monitored route section, the incline must be configured with package 21 (inclination
profile) up to the level crossing system.

If the trackside device for securing the level crossing system is located within a v-monitored
route section, the gradient (package 21) does not have to be projected, as this is transmitted
by the signal preceding the level crossing system for the entire route section.

The beacon group on the route device for securing a level crossing system (with or without
control light) must be linked to package 5 (Q_LINKREAKTION=01bin) so that system
braking is triggered if the beacon group is missing or defective.

If the state is not disturbed (LC closed) , only an empty telegram (header and packet 255)
must be transmitted in the train control point.

If several level crossing systems are monitored by a trackside device to secure the level
crossing system, a speed-restricted section must be configured in the trackside device for
each level crossing system. In this case, however, the text message "LCU out of
order" (Package 76) may only be configured once with a longer display duration.

CREDENTIALS [FDV], [RTE_25000], [PrZube]

REASON Similar protection of the level crossing as today with SIGNUM.

Information for the train driver about the faulty system status.
If a balise or the balise group fails, the vehicle is braked by the linking reaction.

COMMENT Depending on the type of level crossing system, the status LC disturbed may or may not
exist.

The driving license (package 12), the speed (package 27) and the operating mode profile
(package 80) for "LS" are transmitted for the entire route section by the signal preceding
the level crossing system.
It should be noted that the MA information including SSP of the preceding signal must
not be influenced by the beacon group on the wayside device.

Configuration of package 5 (linking table) see chapter 19 "Linking".

Package 145 (suppression of braking in the event of balise inconsistency) may

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A trackside device for securing the level crossing system cannot be configured, since
the linking reaction (system braking) could be suppressed for some error cases. In the
case of the beacon group to remove the slow-speed section after the level crossing
system, package 145 must be projected in accordance with Chapter 20.1 in both
beacons of the beacon group.

The speed limit transmitted at LC disturbed and LC open is monitored longer than
necessary due to the odometry inaccuracy. If this monitoring is operationally impeding,
the slow-moving section can optionally be canceled again by a balise group with package
66 (cancellation of temporary slow-moving section) after the level crossing system.

NAME OF THE RULE Cover signal to secure a ID OF THE RULE 16.1.1.2

level crossing system

DESCRIPTION With the cover signal to secure a level crossing system, the disrupted
ten and open level crossing system state (level crossing disturbed and level
crossing open) a stop can be transmitted. Accordingly, a warning at the advance
signal for the cover signal. In the case of an illuminated auxiliary signal at the cover
signal to secure a level crossing system, a stop without speed-restricted section and
without a text message for the disrupted level crossing must be configured.

If the status is not disrupted (LC closed) , free travel must be transmitted at the train
control point.

CREDENTIALS [RTE_25000], [PrZube]

REASON Operationally, stop signals are considered stop signals.

COMMENT The driving license (package 12), the incline (package 21), the speed (package 27) and
the operating mode profile (package 80) for L1 LS is required for the cover signal without
v-monitoring according to Chapter 6 "Signal-dependent train control point only with
warning/ Halt monitoring".

NAME OF THE RULE Level crossing systems secured by ID OF THE RULE 16.1.1.3
Route-dependent main signal

DESCRIPTION A level crossing system secured by a route-dependent main signal

nal does not have to be specifically monitored with L1 LS
Auxiliary signal no speed restriction and no text message for the disrupted level crossing
are projected.

CREDENTIALS [RTE_25000], [PrZube]

REASON The signal box secures the level crossing system with the route-dependent signal ÿ
signal stays on hold. No text message when the auxiliary signal is illuminated , as this
may also be necessary for other reasons.
-
COMMENT

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16.1.2 Package 21 (slope profile)

NAME OF RULE Value of NID_PACKET (packet 21) when monitoring ID OF THE RULE
16.1.2.1
level crossing systems in track section with
warning/stop monitoring

DESCRIPTION The packet identifier value for packet 21 (slope profile) in the warning/stop monitored leg is 21.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT Package 21 (gradient profile) is only configured if the trackside device for securing the
level crossing system is within a warning/stop-monitored track section.

If the trackside device for securing the level crossing system is located within a v-monitored
route section, the gradient (package 21) does not have to be projected, as this is
transmitted by the signal preceding the level crossing system for the entire route section.

NAME OF THE RULE Value of Q_DIR (packet 21) when monitoring level ID OF THE RULE
16.1.2.2
crossing systems in the
Route section with warning/stop
monitoring

DESCRIPTION The value for the direction of validity of the transmitted data in warning/stop over
guarded leg should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

NAME OF RULE Value of L_PACKET (Package 21). ID OF THE RULE

16.1.2.3
Monitoring of level crossing systems in the
route section with warning/stop monitoring

DESCRIPTION The packet length value of packet 21 in the warning/stop leg

Monitoring is 78 bits (2 slope values).

CREDENTIALS -

REASON Number of bits in the packet 21 including packet header (header)

COMMENT -

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NAME OF THE RULE Value of Q_SCALE (Package 21) when monitoring ID OF THE RULE 16.1.2.4
level crossing systems in
Route section with warning/stop
monitoring

DESCRIPTION The value of the distance scale identifier for packet 21 in v-monitoring is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Value of D_GRADIENT (Package 21) when ID OF THE RULE 16.1.2.5
monitoring level crossing systems in the track
section with warning/stop monitoring

DESCRIPTION The value of the distance to the next change in the slope profile for all signals
images is 0 meters.

CREDENTIALS -

REASON The first inclination value is configured directly from the transfer point and is valid
until new information is available.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Value of Q_GDIR (packet 21) when monitoring level ID OF THE RULE 16.1.2.6
crossing systems in the
Route section with warning/stop
monitoring

DESCRIPTION The value of the slope identifier depends on the following slope and is for all signal aspects:

- 0 for downwards (downhill) or 0 per thousand or

-
1 for up (slope)

CREDENTIALS -

REASON -

COMMENT -

NAME OF THE RULE Value of G_A (Package 21) when monitoring ID OF THE RULE 16.1.2.7
level crossing systems in the
Route section with warning/stop
monitoring

DESCRIPTION The value of the safe slope value must correspond to the slope up to the middle of the level crossing
system in parts per thousand.

It can be 0 – 254 per mil.

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The inclination value can be taken from the DfA or the PfS.

CREDENTIALS [RTE_29100]

REASON Slope value is taken into account in braking curve calculation.

The inclinations indicated in the signal plans are too imprecise.

COMMENT If the slope is taken from the DfA data, the value of the slope must be calculated as follows.

An inclination i for the section from A to W

AW
ÿ

A IN

Location (m)

z1

route profile
z3

z3

300 d
distance (m)

iAÿW ÿ Minÿi 1 ,i 2 ÿ

( zz
31
ÿ

) *1000
i 1
ÿ
in ‰ (1)
300 ÿ d
ÿ
zz
32
ÿ ÿ
*1000
i2 ÿ
in ‰ (2)
d
If the distance d between two points is longer than 1800m, that for the whole
Section relevant slope according to the above algorithm with d ÿ1800 against the
calculated towards the end of the section.

iAÿW ÿ Minÿi 1 ,i 2 ÿ according to (1) and (2) with d ÿ1800.

Gradient: Value is always rounded up to a whole number.

Pitch: Value is always rounded down to a whole number.

Inclinations are projected with a resolution of one per thousand.

NAME OF RULE Value k of N_ITER (packet 21) at monit ID OF THE RULE 16.1.2.8
engineering of level crossing systems in the
Route section with warning/stop
monitoring

DESCRIPTION The value of the number of data set iterations after this variable (index k) is dependent
the number of slope values in the monitored section and is k = 1 (2 slope values).

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CREDENTIALS -

REASON -

COMMENT The gradient profile is always configured with an open end ÿ value G_A or G_A(k) always ÿ 255.

NAME OF THE RULE Value of D_GRADIENT(k) (packet 21) when ID OF THE RULE
16.1.2.9
monitoring level crossing systems in the track
section with warning/stop monitoring

DESCRIPTION The value of the distance to the next change in the slope profile is equal to
Distance between the location of the trackside device and the middle of the level crossing system in meters.

It can be 0 - 32'767 m.

CREDENTIALS -

REASON Incrementally projected inclination profile

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF THE RULE Value of Q_GDIR(k) (packet 21) when monitoring ID OF THE RULE
16.1.2.10
level crossing systems in the
Route section with warning/stop
monitoring

DESCRIPTION The value of the slope identifier (index k) depends on the following slope
and is 1 for up (slope)

CREDENTIALS [DAT_147]

REASON -

COMMENT -

NAME OF THE RULE Value of G_A(k) (packet 21) when monitoring level ID OF THE RULE
16.1.2.11
crossing systems in
Route section with warning/stop
monitoring

DESCRIPTION The value of the safe slope value (index k) after the level crossing system is 50 per mil.

CREDENTIALS [DAT_147]

REASON Slope value is taken into account in braking curve calculation.

Tilt for warning/stop monitoring.

COMMENT -

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16.1.3 Package 65 (temporary speed restriction)

RULE NAME Value of NID_PACKET (packet 65) when monitoring level ID OF THE RULE 16.1.3.1
crossing systems

DESCRIPTION The value of the package identifier for package 65 (temporary speed restriction) is 65.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Value of Q_DIR (packet 65) at monitor ID OF THE RULE 16.1.3.2
engineering of level crossing systems

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

NAME OF RULE Value of L_PACKET (Package 65). ID OF THE RULE 16.1.3.3

Monitoring of level crossing systems

DESCRIPTION The packet length value of packet 65 is 71 bits.

CREDENTIALS -

REASON Number of bits in the packet 65 including packet header (header)

COMMENT -

NAME OF THE RULE Value of Q_SCALE (Package 65) when monitoring ID OF THE RULE 16.1.3.4
level crossing systems

DESCRIPTION The value of the distance scale identifier for packet 65 is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF THE RULE Value of NID_TSR (packet 65) when monitoring ID OF THE RULE 16.1.3.5
level crossing systems

DESCRIPTION Every temporary speed restriction in faulty level crossing systems must have its
have their own identification number.

The identification number must be different from the numbers of area

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hen speed-restrictions.

The value of the identification number can be 100 - 126.

CREDENTIALS -

REASON Package 66 (removal of a slow-moving section) should make it possible to remove

temporary slow-moving sections.
COMMENT The identification numbers 100 – 126 may only be used for the planning of speed-
restricted sections for level crossing systems.

The identification numbers 0 - 99 are reserved for temporary slow-moving areas

(e.g. workplaces) outside of level crossing systems.

The identification numbers 127-254 are reserved for transmission by a route center
(RBC).

A speed restriction that already exists on the vehicle is overwritten or replaced.

replaced when a new speed restriction is received with the same identification
number, regardless of whether the existing one has already started. It must be
ensured that speed restriction zones are not unintentionally replaced or moved in this
way.

NAME OF THE RULE Value of D_TSR (packet 65) when monitoring level ID OF THE RULE
16.1.3.6
crossing systems

DESCRIPTION The value of the distance to the start of the speed restriction must correspond to the distance between
mechanical train control point (line device) and center of the level crossing system
minus 1 meter in meters.

It can be 0 - 32'767 m.
CREDENTIALS -

REASON Distances are configured with a resolution of one meter (Q_SCALE = 1 m).
COMMENT Together with the length of the speed restriction (L_TSR) of 1 meter, this results in
a monitoring of the middle of the crossing.
If there are several level crossings in the relevant section, the speed limit is projected
to be in the middle of the first crossing minus one meter.

NAME OF THE RULE Value of L_TSR (packet 65) when monitoring level ID OF THE RULE
16.1.3.7
crossing systems

DESCRIPTION The value of the length of the temporary speed limit must be the speed limit
length and is 1 meter for level crossing systems.
CREDENTIALS -

REASON Selective v-monitoring on the middle of the transition.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

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NAME OF THE RULE Value of Q_FRONT (packet 65) when monitoring ID OF THE RULE
16.1.3.8
level crossing systems

DESCRIPTION The value of the section end identifier at the end of the speed restriction section is 1 (train length is not
taken into account)

CREDENTIALS [FDV] R 300.9, [BP] 2308.1 and 2308.2

REASON According to R 300.9, 7.1.3

COMMENT -

NAME OF THE RULE Value of V_TSR (packet 65) at monit ID OF THE RULE
16.1.3.9
engineering of level crossing systems

DESCRIPTION The value of the permitted speed in the case of faulty level crossing systems is
gen 5 km / h.

CREDENTIALS [FDV] R 300.9, [BP] 2308.1 and 2308.2

REASON Walking speed in the transition area

COMMENT Speeds are projected with a resolution of 5 km/h.

16.1.4 Package 76 (package for transmitting the text message "LC out of service")

RULE NAME Value of NID_PACKET (packet 76) when monitoring level ID OF THE RULE
16.1.4.1
crossing systems

DESCRIPTION The value of the packet identifier for packet 76 (packet for transferring predefined
Text messages) in the case of disrupted level crossing systems is 76.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF THE RULE Value of Q_DIR (packet 76) when monitoring level ID OF THE RULE
16.1.4.2
crossing systems

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

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RULE NAME Value of L_PACKET (Package 76). ID OF THE RULE

16.1.4.3
Monitoring of level crossing systems

DESCRIPTION The value of the packet length of packet 76 in the case of disturbed level crossing systems is
92 Bits.

CREDENTIALS -

REASON Number of bits in the package 76 with faulty level crossing systems including package header
(header)

COMMENT -

NAME OF THE RULE Value of Q_SCALE (packet 76) when monitoring ID OF THE RULE
16.1.4.4
level crossing systems

DESCRIPTION The value of the distance scale identifier for packet 76 in the case of faulty level crossing systems is 1
(1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

RULE NAME Value of Q_TEXTCLASS (Package 76) when monitoring ID OF THE RULE
16.1.4.5
level crossing systems

DESCRIPTION The value of the identifier for the text class to be displayed in the case of disrupted level crossings
gangways is 1 (important information).

CREDENTIALS -

REASON The text display for the engine driver in the event of faulty level crossing systems is relevant to
safety.

COMMENT -

RULE NAME Value of Q_TEXTDISPLAY (Package 76) when monitoring level ID OF THE RULE
16.1.4.6
crossing systems

DESCRIPTION The value of the identifier for the combination of text display conditions on error
th level crossing systems is 1 (beginning and end of the text display until all start and end
conditions are met).

CREDENTIALS -

REASON The text message to the engine driver in the event of disrupted level crossing systems must be
made immediately from the train control point (wayside device) to the last level crossing in the
affected section of line.

COMMENT -

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NAME OF THE RULE Value of D_TEXTDISPLAY (Package 76) when ID OF THE RULE
16.1.4.7
monitoring level crossing systems (initial condition)

DESCRIPTION The value of the distance to the start of the text display (initial condition) is
0 meters for disturbed level crossing systems.
CREDENTIALS -

REASON The text must be displayed directly when passing the train control point (wayside
device).
COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF RULE Value of M_MODETEXTDISPLAY (Package ID OF THE RULE

16.1.4.8
76) when monitoring level crossing
systems (initial condition)
DESCRIPTION The value of the on-board mode for the text display (initial condition) is 15 ÿ Initial conditions are made
mode-independent.

CREDENTIALS -

REASON The text must also be displayed in «Staff Responsible» mode.

COMMENT -

NAME OF THE RULE Value of M_LEVELTEXTDISPLAY (package 76) when ID OF THE RULE
16.1.4.9
monitoring level crossing systems (initial condition)

DESCRIPTION The value of the on-board operational level for the text display (initial ref
condition) is 2 (level 1).
CREDENTIALS -

REASON -

COMMENT -

NAME OF THE RULE Value of L_TEXTDISPLAY (package 76) when ID OF THE RULE
16.1.4.10
monitoring level crossing systems (end condition)

DESCRIPTION The value of the distance during which the text message is displayed must correspond to the distance
in meters between the train control point (wayside device) and the center of the last level
crossing secured with the wayside device.

CREDENTIALS -

REASON -

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

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NAME OF THE RULE Value of T_TEXTDISPLAY (package 76) when ID OF THE RULE 16.1.4.11
monitoring level crossing systems (end condition)

DESCRIPTION The value of the time period during which the text message must be displayed (End
condition) is 1023 ÿ End condition of the text display is time-independent.

CREDENTIALS -

REASON Text display is only distance dependent.

COMMENT According to [SRS_BL3], value 1023 is a special value.

NAME OF RULE Value of M_MODETEXTDISPLAY (Package ID OF THE RULE 16.1.4.12

76) when monitoring level crossing
systems (final condition)

DESCRIPTION The value of the on-board operating mode for the text display (end condition) be
carries 15 ÿ end conditions are made operating mode independent.

CREDENTIALS -

REASON End conditions are made mode independent.

-
COMMENT

NAME OF THE RULE Value of M_LEVELTEXTDISPLAY (package 76) when ID OF THE RULE 16.1.4.13
monitoring level crossing systems (end condition)

DESCRIPTION The value of the on-board operational level for the text display (end cond
tion) is 5 ÿ end conditions are made level-independent.

CREDENTIALS -

REASON End conditions are made level independent.

-
COMMENT

NAME OF RULE Value of Q_TEXTCONFIRM (Package 76) when ID OF THE RULE 16.1.4.14
monitoring level crossing systems

DESCRIPTION The value of the text confirmation request/reaction identifier is 00bin

ÿ No confirmation of the text by the train driver necessary.

CREDENTIALS -

REASON Non-reaction of the engine driver is only monitored by the track device by the speed
monitoring of the projected speed limit (5 km/h) at the level crossing.

-
COMMENT

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NAME OF THE RULE Value of Q_TEXT (packet 76) when monitoring level ID OF THE RULE 16.1.4.15
crossing systems

DESCRIPTION The value of the text identifier is 0 for "LC out of service".

-
CREDENTIALS
-
REASON

COMMENT Depending on the language selected by the engine driver, the texts displayed are in

German BUe out of service

French PN hors service

Italian PL out of order

English Level crossing not protected

16.1.5 Package 66 (cancellation of temporary speed restriction)

RULE NAME Value of NID_PACKET (packet 66) when monitoring level ID OF THE RULE 16.1.5.1
crossing systems

DESCRIPTION The value of the packet identifier for packet 66 (removal of temporary speed restriction) is 66.

CREDENTIALS [SRS_BL3]

REASON convention

-
COMMENT

NAME OF THE RULE Value of Q_DIR (packet 66) when monitoring level ID OF THE RULE 16.1.5.2
crossing systems

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

-
CREDENTIALS

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be coordinated.

NAME OF RULE Value of L_PACKET (Package 66). ID OF THE RULE 16.1.5.3

Monitoring of level crossing systems

DESCRIPTION The packet length value of packet 66 is 31 bits.

-
CREDENTIALS

REASON Number of bits in the packet 66 including packet header (header)

-
COMMENT

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NAME OF THE RULE Value of NID_TSR (packet 66) when monitoring level ID OF THE RULE
16.1.5.4
crossing systems

DESCRIPTION The value of the identification number corresponds to the identification number of the speed restriction to be
removed.

CREDENTIALS -

REASON The removal of a speed-restricted area must be clearly assigned to a speed-

restricted area by means of an identification number.
COMMENT Each temporary speed restriction to be removed must have its own identification
number. See NID_TSR in packet 65.

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Systemführerschaft ETCS CH Warning at special locations

17 Special Locations Warning

17.1.1.1 The warning function of warning/stop monitoring can also be applied in other special
locations to alert the train driver to the potential risk of the location without connecting
the train control device to a signal or to an interlocking and without the monitor speed.

17.1.1.2 The train control system for transmitting the warning is usually
temporarily installed for temporarily hazardous areas such as workplaces.
17.1.1.3 The configuration of these train control points can be taken from Chapter 15 "Local,
temporary slow-moving area (e.g. workplace)”.

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18 shunting movements
18.1.1 General

NAME OF THE RULE Monitoring shunting movements ID OF THE RULE

18.1.1.1

DESCRIPTION On the trackside , no L1 LS projects should be planned for monitoring shunting

movements are carried out.
CREDENTIALS -

REASON Replacing SIGNUM and ZUB with L1 LS does not require trackside L1 LS
Planning for the monitoring of shunting movements.
COMMENT Any trackside configurations for stop for shunting movement (danger for shunting
information) with package 132 remain reserved.

18.1.2 Package 132 (stop for shunting movement)

NAME OF RULE Value of NID_PACKET (packet 132) for ID OF THE RULE

18.1.2.1
Stop for shunting movement

DESCRIPTION The value of the packet identifier for packet 132 (drive permission in «Shunting» mode)
is 132.
CREDENTIALS [SRS_BL3]
REASON convention

COMMENT -

RULE NAME Value of Q_DIR (packet 132) for stop for ID OF THE RULE
18.1.2.2
shunting movement

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

RULE NAME Value of L_PACKET (packet 132) for stop for shunting ID OF THE RULE
18.1.2.3
movement

DESCRIPTION The packet length value of packet 132 is 24 bits.

CREDENTIALS -

REASON Number of bits in the packet 132 including packet header (header)

COMMENT -

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RULE NAME Value of Q_ASPECT (packet 132) for Stop for Shunting Movement ID OF THE RULE
18.1.2.4

DESCRIPTION The driving permission value in «Shunting» mode is:

- 0 to stop shunting movements

-
1 for driving shunting movements
CREDENTIALS -

REASON -

COMMENT -

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19 Linking
19.1.1 General

NAME OF THE RULE Linking General ID OF THE RULE

19.1.1.1

DESCRIPTION In package 5 (linking table) the upstream balise groups must not be contained in the case of a departure
prevention with loop and upstream balise group according to Chapter 9.4.

In all other cases, packet 5 (linking table) must contain at least all balise groups which
transmit information in the validity direction of packet 5 up to the balise group to be
finally linked in the linking table.

Package 5 should contain as few balise groups as possible in the linking table
(Configuration of package 5 as late as possible) so that the complexity for linking can
be kept low.

CREDENTIALS [SRS_BL3] 3.4.4.4.2

REASON In accordance with Rule 5.2.3.12, all beacon groups, except for the beacon group for
temporary speed restrictions and some beacon groups in the transition area from route
signaling to driver's cab signalling, are marked as "linked" (Q_LINK=1).

COMMENT If linking information is processed on-board, only the beacon groups marked as
"linked" (Q_LINK=1) and contained in the linking information and the beacon groups
marked as "not linked" (Q_LINK=0) are processed. [SRS_BL3] 3.4.4.4.2

If linking information is used, the vehicle equipment will discard information from a
balise group not included in the linking information but marked as 'linked' [SRS_BL3]
3.16.2.4.3. Balise groups that do not transmit any information in the direction of validity
of packet 5 may be included in the linking table provided this does not lead to overfilling
(number of bits) in the balise.

NAME OF RULE Linking for correction point ID OF THE RULE

19.1.1.2

DESCRIPTION Linking must be applied to a correction point when processing it

must become.

CREDENTIALS [SRS_BL3] 3.8.5.2.2

REASON The correction point information is only taken into account on the vehicle if the linking
information is available.

COMMENT Package 5 (linking table) is used for this.

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NAME OF RULE Linking for resolution information ID OF THE RULE

19.1.1.3

DESCRIPTION Linking must be applied to a signal if a resolution element (eg loop) upstream of this signal is to be processed.

CREDENTIALS [SRS_BL3] 3.6.2.3 and 3.8.4.6.4

REASON The resolution information is only taken into account on the vehicle if the linking information of the
signal to which the resolution information belongs is present.

COMMENT Package 5 (linking table) is used for this.

Package 5 can be integrated into an infill balise group, for example. Package 5 (linking table) is
not part of the infill information and must therefore be configured before package 136 (resolution point
reference). See also Rule 8.1.1.2.

Linking Package 5

A B3 Infill C3
Balise group to C3

Package 5 can be integrated, for example, in a balise group (EOLM) loop notification preceding the
loop.
Linking Package 5

A B3 C3
Loop to C3

In the case of departure prevention with an upstream beacon group and loop (Chapter 9.4), package
5 can be integrated, for example, in a loop notification beacon group (EOLM) preceding the loop. The
balise group at the next signal must be linked. The upstream balise group must not be linked.

Linking Package 5

B3 Infill- Loop to C3 C3
Balise group to
C3

NAME OF THE RULE Linking at level crossing systems ID OF THE RULE

19.1.1.4

DESCRIPTION Linking must be applied to a balise group containing one or more

re level crossing systems with a track device (with or without control light)
protects.
If the linking distance from the last group of beacons to the wayside device is greater than 1500
meters, an additional group of beacons must be installed in the range of 150-250 meters in front of
the wayside device to correct the distance measurement confidence interval.

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CREDENTIALS [SRS_BL3] ÿ Halt on non-reading of balise group.

REASON If the vehicle does not read the balise group, the level crossing system that may be
disrupted is protected by braking the linking reaction.
In the case of large linking distances, the linking reaction must not be slowed down
too late due to the odometry inaccuracy.

COMMENT Package 5 (linking table) is used for this.

If, due to the large linking distance, an additional beacon group has to be provided for
correcting the distance measurement confidence interval, this must be included in the
linking of the preceding beacon group with the linking reaction "no
reaction" (Q_LINKREACTION=10bin) .

Linking Package 5

Odometric track device

correction Ox
150-250 m
>1500m

In the additional beacon group for the correction of the distance measurement
confidence interval, package 145 (suppression of braking in the event of beacon
inconsistency) must be configured in each beacon of the beacon group. Package 145
is configured according to Chapter 20.1 "Suppress balise inconsistency reaction of the
ETCS vehicle equipment".

NAME OF THE RULE Linking for distance measurement confidence interval ID OF THE RULE
19.1.1.5
correction (odometry)

DESCRIPTION Linking to correct the distance measurement confidence interval should only be used very rarely.

Criteria for use, see Chapter 13 "Train control point for correction of the distance
measurement (odometry)".

CREDENTIALS -

REASON In warning/stop monitoring, the distance measurement confidence interval has none
Effect.

In the case of speed monitoring, the interval is corrected by regularly transmitting

new information at the signal locations.

COMMENT Package 5 (linking table) is used for this.

If a cornering speed has to be monitored over a large distance, the beacon groups
to be linked for the two directions of travel of the local continuous speed monitoring
can be used to correct the distance measurement error.

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NAME OF THE RULE Linking in other situations ID OF THE RULE

19.1.1.6

DESCRIPTION For reasons of complexity and minimization of the configuration effort, this is
restrict links. Therefore, except for the situations of Rules 19.1.1.2 -
19.1.1.5 no linking is required.

CREDENTIALS -

REASON The project planning effort is too great compared to the benefit of the "No Reaction" system reaction in the
case of very rarely occurring balise faults. Furthermore, the configuration of package 145 suppresses braking
in most cases.

COMMENT -

19.1.2 Linking with unknown route (correction point)

NAME OF THE RULE Linking with an unknown route ID OF THE RULE

19.1.2.1

DESCRIPTION Initial situation (see figure below):

a. Signal A shows signal aspects valid for journeys to platform 1, platform 2 or platform 3
(Signal Cx).

b. As an example, journeys to platform 3 or

Track 1 / 2 but not differentiated according to track 1 or track 2.

c. In the following description, a journey from A to platform 1 / 2 is set.

platform 1

B1 C1

track 2

B2 C2

track 3

A B3 C3

shortest distance

longest distance

In beacon group A, the following is configured according to the signal image:

a. The most restrictive profiles of all driving options (static speed,

inclination) for the longest distance (signal C1).

b. The most restrictive driving license (target speed, shortest distance ÿ C2,
slip-through path).

c. The linking distance to the most distant balise group with correction information
ÿ Correction point B1, the identity of the next balise group (correction point)
is set to "unknown".

The following static information is transmitted in balise group B (B1 and B2) :

a. This is a correction point (package 16).

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b. Profiles of this section (static speed, tilt) if correction

necessary.

c. The distance to the end of the current segment (distance B1 - C1 or B2 - C2).

i.e. Linking to the next balise group C1 or C2 (distance, identity, reaction, ...),
if linking necessary.

CREDENTIALS [SRS_BL3] 3.8.5.3.5

REASON The vehicle must know the real route characteristics of the route as far as possible and
take them into account in the v-monitoring.

COMMENT A data point can be linked to a maximum of one correction point (NID_BG value =
16383 ÿ unknown). This must be in packet 5 at the very end of any data set iterations.

If a correction point (NID_BG 16383) is announced to the vehicle with linking,

information from balise groups with Q_LINK=1 within the incremental linking distance
is not processed as long as no correction point (packet 16) has been processed by
the vehicle [SRS_BL3] 3.4.4.2.1.1. Therefore, for all possible routes for which a
correction point was announced with package 5, such a correction point must also be
provided. ÿ Package 16 also in beacon group B2
project.

NAME OF THE RULE Direction of validity when linking and ID OF THE RULE
19.1.2.2
Proofing point (s)

DESCRIPTION Are linked beacon groups with correction information when the route is unknown
on (correction point) is used, all these balise groups must be aligned in the same
valid direction.

CREDENTIALS [SRS_BL3] 3.4.4.4.2.1.d)

REASON The direction of validity of the linked beacon group must be specified explicitly; an
"unknown" value cannot be configured.

COMMENT -

NAME OF THE RULE Direction of validity when linking and consecutive ID OF THE RULE
19.1.2.3
correction points

DESCRIPTION Balise groups with correction information (correction points) follow each other directly
der, the direction of validity of the subsequent correction point must be in the opposite
direction of the preceding correction point.

CREDENTIALS [SRS_BL3] 3.16.2.7.2

REASON If a second correction point with the same direction of validity is found within the
expectation window of the first correction point, a system brake is triggered on the
vehicle.

COMMENT -

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19.1.3 Package 5 (Linkingtabelle)

RULE NAME Value of NID_PACKET (packet 5) for Lin ID OF THE RULE

19.1.3.1
king
DESCRIPTION The value of the package identifier for package 5 (linking table) is 5.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

RULE NAME Value of Q_DIR (packet 5) for linking ID OF THE RULE

19.1.3.2

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

NAME OF RULE Value of L_PACKET (Package 5) for Linking ID OF RULE 19.1.3.3

DESCRIPTION The value of the packet length of packet 5 (linking table) depends on
Q_NEWCOUNTRY and the number of linking sections and cannot be definitively
determined here.

CREDENTIALS -

REASON Number of bits in packet 5 depending on Q_NEWCOUNTRY and number of linking

sections.

COMMENT -

RULE NAME Value of Q_SCALE (packet 5) for RULE Linking ID 19.1.3.4

DESCRIPTION The value of the distance scale identifier for packet 5 (linking table) is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

RULE NAME Value of D_LINK (packet 5) for linking ID OF THE RULE

19.1.3.5

DESCRIPTION The value of the incremental linking distance must equal the distance between the first
Balise (N_PIG = 0) of the transmitting balise group and the first balise (N_PIG
= 0) correspond to the next balise group to be linked in meters.

If the next balise group is a correction point, the value of the incremental

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len linking distance correspond to the distance between the first beacon (N_PIG = 0) of
the transmitting beacon group and the first beacon (N_PIG = 0) of the most distant beacon
group with correction information in meters. See also 19.1.2.1.

It can be 0 - 32'767 m.

CREDENTIALS -

REASON Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

COMMENT First balise is the first balise in the nominal direction (location reference) and has the value
N_PIG = 0 (1st balise).

Reverserichtung Nominalrichtung

location reference

at at at
1 2 3

NAME OF RULE Value of Q_NEWCOUNTRY (Package 5) for ID OF THE RULE

19.1.3.6
Linking

DESCRIPTION The value of the identifier for the new "national area" is
-
0 if the balise group to be linked is in the same "national area".
-
1 if the balise group to be linked is in another "national area".

CREDENTIALS -

REASON If the beacon group to be linked is in a different "national area" (different value for NID_C),
this must be announced with Q_NEWCOUNTRY = 1.

COMMENT -

RULE NAME Value of NID_C (packet 5) for linking ID OF THE RULE

19.1.3.7

DESCRIPTION The value of the "national area" identifier must match the NID_C value in the balise
header correspond to the balise group to be linked.

CREDENTIALS [SRS_BL3]

REASON A changing NID_C value must be given to the vehicle for the unambiguous identification
of the balise group to be linked.

COMMENT If the beacon group to be linked is in the same "national area" as the transmitting
beacon group (Q_NEWCOUNTRY = 0), NID_C is not configured.

For determination of NID_C, see Chapter 5.2 "ETCS packages and variables for L1 LS
Stretch".

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RULE NAME Value of NID_BG (packet 5) for linking ID OF THE RULE 19.1.3.8

DESCRIPTION The value of the identification number of the beacon group must correspond to the NID_BG value in the
beacon header of the beacon group to be linked.

If the next balise group is a correction point, the value must be set to 16383 (unknown).

If the identification number is not known and the next balise group is not a correction point, the linking
must be dispensed with.

CREDENTIALS [SRS_BL3] 3.4.4.4.2.1

REASON [Memo_Fz_AWB]

-
COMMENT

RULE NAME Value of Q_LINKORIENTATION (packet 5) for linking ID OF THE RULE 19.1.3.9

DESCRIPTION The value for the validity direction identifier of the beacon group to be linked is

-
0 if the beacon group to be linked is traveled in reverse direction.
-
1 if the balise group to be linked is navigated in the nominal direction.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT The direction of validity of the linked beacon group(s) must always be known and
Q_LINKORIENTATION configured accordingly.

If linked beacon groups with correction information (correction point) are used when the route is
unknown, all of these beacon groups must be aligned in the same valid direction.

NAME OF RULE Value of Q_LINKREACTION (Package 5) for ID OF THE RULE 19.1.3.10

Linking

DESCRIPTION The value for the identifier of the linking reaction is

-
01bin for system braking (service brake) at train control points (wayside devices)
to protect level crossing systems.
-
10bin for no reaction (No Reaction) with all other linking applications.
-
CREDENTIALS

REASON Proofreading point

If the correction point is not read, the existing restrictive monitoring curve remains in place ÿ no hazard
ÿ no reaction required.

Signal preceding resolution information (infill)

If infill is not processed, the monitoring curve is not upgraded ÿ no hazard ÿ no reaction necessary.

level crossing system

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The aim of the train control point is to protect a faulty level crossing system. In the case of "No
Reaction", if the balise group was not read, the possibly disturbed level crossing would not be protected
ÿ hazard ÿ reaction system braking necessary.

Distanzmesskorrektur (Odometrie)

If the distance measurement is not corrected, there is no reduction in the confidence interval of the
monitoring curve ÿ no hazard ÿ no reaction necessary.

-
COMMENT

RULE NAME Value of Q_LOCACC (packet 5) for Lin ID OF THE RULE

19.1.3.11
king

DESCRIPTION The value for identifying the absolute accuracy of the beacon position of the beacon group to be linked is
normally 12 meters.

If the 12 meters are not sufficient due to the situation, the value of Q_LOCACC must be adjusted to
the situation. However, the value must be as small as possible.

-
CREDENTIALS

REASON Same value as Q_NVLOCACC in National Values.

The value should be chosen as small as possible because the confidence interval
opens further with a large Q_LOCACC.

COMMENT The ZUB system rounds distance values to 10 m or from 2000 m to an accuracy of 100 m.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF RULE Value k of N_ITER (packet 5) for linking ID OF THE RULE

19.1.3.12

DESCRIPTION The value of the number of data set iterations after this variable (index k) depends on the number of
balise groups to be linked in the package and is 5 (linking table).

*
-
1 balise group: value of the number of data set iterations k = 0
*
- 2 balise groups: value of the number of data set iterations k = 1
*
- 3 balise groups: value of the number of data set iterations k = 2

etc.

-
CREDENTIALS
-
REASON
*
COMMENT First balise group to be linked is determined by D_LINK, Q_NEWCOUNTRY, NID_C, NID_BG,
Q_LINKORIENTATION, Q_LINKREACTION and Q_LOCACC.

RULE NAME Value of D_LINK (k) (Packet 5) for Linking ID OF RULE 19.1.3.13

DESCRIPTION The value of the incremental linking distance (k) must equal the distance between the first

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beacons of the previously linked beacon group (k -1) and the first beacon of the next
beacon group to be linked (k) in meters.

If the nearest beacon group is a correction point, the value of the incremental linking
distance (k) shall be the distance between the first beacon (N_PIG = 0) of the transmitting
beacon group and the first beacon (N_PIG = 0) of the most distant beacon group with
correction information in metres correspond. See also 19.1.2.1.

It can be 0 - 32'767 m.

CREDENTIALS -

REASON Incrementally configured linking sections

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

COMMENT First balise is the first balise in the nominal direction (location reference) and has the value
N_PIG = 0 (1st balise).

If further linking sections are taken into account in package 5 (linking table), further
data set iterations (k) must be configured.

RULE NAME Value of Q_NEWCOUNTRY (k) (packet 5) for linking ID OF THE RULE
19.1.3.14

DESCRIPTION The value of the identifier for the new "national area" is (k).
-
0 if the balise group to be linked is in the same "national area".
-
1 if the balise group to be linked is in another "national area".

CREDENTIALS -

REASON If the beacon group to be linked is in a different "national area" (different value for NID_C),
this must be announced with Q_NEWCOUNTRY = 1.

COMMENT -

RULE NAME Value of NID_C (k) (packet 5) for linking ID OF THE RULE
19.1.3.15

DESCRIPTION The value of the "national area" identifier (k) must correspond to the NID_C value in the balise header
of the balise group to be linked.

CREDENTIALS [SRS_BL3]

REASON A changing NID_C value must be given to the vehicle for the unambiguous identification
of the balise group to be linked.

COMMENT If the beacon group to be linked is in the same "national area" as the transmitting
beacon group (Q_NEWCOUNTRY = 0), NID_C is not configured.

For determination of NID_C, see Chapter 5.2 "ETCS packages and variables for L1 LS
Stretch".

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RULE NAME Value of NID_BG (k) (Packet 5) for Linking ID OF RULE 19.1.3.16

DESCRIPTION The value of the identification number (k) of the balise group must correspond to the NID_BG value
in the balise header correspond to the balise group (k) to be linked.

If the beacon group (k) to be linked is a correction point, the value must be set to 16383 (unknown).

If the identification number is not known and the balise group (k) is not a correction point, the linking
must be omitted.

CREDENTIALS [SRS_BL3] 3.4.4.4.2.1

REASON [Memo_Fz_AWB]

COMMENT -

NAME OF RULE Value of Q_LINKORIENTATION(k) (Package ID OF THE RULE 19.1.3.17

5) for linking

DESCRIPTION The value for the validity direction identifier (k) of the beacon group to be linked is

-
0 if the beacon group to be linked is traveled in the reverse direction.
-
1 if the balise group to be linked is navigated in the nominal direction.

CREDENTIALS -

REASON -

COMMENT The direction of validity of the linked beacon group(s) must always be known and
Q_LINKORIENTATION configured accordingly.

If linked beacon groups with correction information (correction point) are used when the route is
unknown, all of these beacon groups must be aligned in the same valid direction.

RULE NAME Value of Q_LINKREACTION (k) (Package 5) for linking ID OF THE RULE 19.1.3.18

DESCRIPTION The value for the identifier (k) of the linking reaction is
-
01bin for system braking (service brake) at train control points to protect level crossing systems.

-
10bin for no reaction (No Reaction) with all other linking applications.

CREDENTIALS -

REASON Proofreading point

If the correction point is not read, the existing restrictive monitoring curve remains ÿ no hazard ÿ no
reaction required.

Signal preceding resolution information (infill)

If infill is not processed, the monitoring curve is not upgraded ÿ no hazard ÿ no reaction required.

level crossing system

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The aim of the train control point is to protect a faulty level crossing system. In the
case of "No Reaction", if the balise group was not read, the possibly disturbed level
crossing would not be protected ÿ hazard ÿ reaction system braking necessary.

Distanzmesskorrektur (Odometrie)

If the distance measurement error is not corrected, there is no reduction in the confidence
interval of the monitoring curve ÿ no hazard ÿ no reaction necessary.

-
COMMENT

RULE NAME Value of Q_LOCACC (k) (Package 5) for ID OF THE RULE

19.1.3.19
Linking

DESCRIPTION The value for the identifier of the absolute accuracy (k) of the beacon position of the beacon group to be
linked is normally 12 meters.

If the 12 meters are not sufficient due to the situation, the value of Q_LOCACC must be
adjusted to the situation. However, the value must be as small as possible.

CREDENTIALS -

REASON Same value as Q_NVLOCACC in National Values.

The value should be chosen as small as possible because the confidence interval
opens further with a large Q_LOCACC.

COMMENT The ZUB system rounds distance values to 10 m or from 2000 m to an accuracy of 100 m.

Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

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20 disruptions
20.1 Suppress balise inconsistency reaction of the ETCS onboard
equipment

20.1.1 General
NAME OF THE RULE Suppression of braking due to ID OF THE RULE
20.1.1.1
Baliseninkonsistenz

DESCRIPTION From the point of view of availability, it is generally desirable to brake on the
Suppress vehicle due to balise inconsistency. ETCS offers package 145 "Inhibition of
balise group message consistency reaction" for this purpose.

Package 145 may be used in train control points at:

ÿ Signal showing permanent stop

ÿ Trackside device for securing the level crossing system

ÿ Level transition balise group which contains P41 with D_LEVELTR=32676 (now) (point
B or C and D)

not be projected.

For all other train control points, except for the loop, packet 145 must be configured in
all telegrams and balises of the balise groups.
CREDENTIALS [DAT_161]
REASON Same security as P44. The improved error disclosure mechanisms under L1 LS are
particularly decisive for this decision.
COMMENT Package 145 may only be configured for balises.

The rule is to be applied independently of the beacon types (fixed and/or transparent
data beacons) of the beacon group.

20.1.2 Package 145 (Suppression of braking in the event of balise inconsistency)

NAME OF RULE Value of NID_PACKET (packet 145) ID OF THE RULE
20.1.2.1

DESCRIPTION The value of the packet identifier for packet 145 (Suppression of braking at
balise inconsistency) is 145.
CREDENTIALS [SRS_BL3]
REASON convention

COMMENT -

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NAME OF RULE value of Q_DIR (packet 145) ID OF THE RULE

20.1.2.2

DESCRIPTION The value for the direction of validity of the transmitted data must be 10bin ÿ
both directions (nominal and reverse)
CREDENTIALS [DAT_161]
REASON In the event of balise inconsistencies, braking should be suppressed for both directions
of travel.

COMMENT -

NAME OF RULE Value of L_PACKET (packet 145) ID OF THE RULE

20.1.2.3

DESCRIPTION The packet length value for packet 145 is 23 bits.

CREDENTIALS [DAT_161]
REASON Number of bits in the packet 145 including packet header (header)

COMMENT -

20.2 Signal Interference

20.2.1.1 Faults in the signal are recognized and processed by the interlocking. A valid signal aspect,
eg more restrictive signal aspect or stop/ unlit signal and/or auxiliary signal/ FASI is
selected and processed normally by the LEU. No specific telegram configuration is
necessary.

20.3 LEU input fault (LEU fault telegram)

20.3.1 General
NAME OF THE RULE Data to be transmitted at LEU ID OF THE RULE
20.3.1.1
Input fault (LEU
fault telegram)
DESCRIPTION Depending on the train control point, in the case of LEU input fault at

- Distant signal, repeating signal, main signal: Clear the road

- Level crossing system secured by route-dependent main signal:
Free ride

- Level crossing system secured with cover signal: free ride

- Level crossing system secured with trackside device (with or without control light):
Speed limit 5 km/h (package 65), text message "LC out of service" (package 76)
and, if necessary, gradient profile (package 21)

- Resolution element (infill balise group): Package 145

be transmitted using a LEU fault telegram.

For all train control points, except for a loop, the text message "PLC 2" with package 72
(transmission of free

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Text messages) and fallback information (packet 254) for technical fault disclosure.

CREDENTIALS [PrZube], [LH_Stoe_Offenb]

REASON [PrZube], [RTE_25000]

COMMENT Rule is valid for train control points with warning/stop monitoring and/or v-monitoring.

In the case of a loop, packet 72 (transmission of free text messages) must not be
configured, so only the fallback information (packet 254) is configured for the disclosure of
technical faults.

Clear travel must be planned according to Chapter 6 "Signal-dependent train control point
only with warning/stop monitoring".

Speed limit and text message "LCU out of service" must be in accordance with Chapter
16 "Level Crossing System".

In the event of a fault (LEU input fault), the infill balise group or the loop do
not transmit any infill information.

Package 145 must be configured according to Chapter 20.1 "Suppress balise

inconsistency reaction of the ETCS vehicle equipment".

20.3.2 Package 72 (package for transmitting the text message "SPS 2")
NAME OF RULE value of NID_PACKET (packet 72). ID OF THE RULE
20.3.2.1
LEU input failure
DESCRIPTION The value of the packet identifier for packet 72 (transmission of free text messages) for the text message
"SPS 2" with LEU inbound fault is 72.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF RULE Value of Q_DIR (packet 72) at LEU ID OF THE RULE

20.3.2.2
input interference
DESCRIPTION The value for the direction of validity of the transmitted data should be 1 (nominal direction).

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

The text message is only displayed in the validity direction of the direction of travel.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

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RULE NAME Value of L_PACKET (packet 72) at LEU ID OF THE RULE

20.3.2.3
input interference
DESCRIPTION The value of packet length for packet 72 in case of LEU inbound failure depends on
transferred text in X_TEXT(L_TEXT) and is "SPS 2" for the text message
132 Bits.

CREDENTIALS -

REASON Number of bits in the packet 72 with LEU input error including packet header (header)
COMMENT -

NAME OF RULE Value of Q_SCALE (packet 72) at LEU ID OF THE RULE

20.3.2.4
input interference
DESCRIPTION The value of the distance scale identifier for packet 72 on LEU inbound interference is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF RULE Value of Q_TEXTCLASS (packet 72) LEU ID OF THE RULE

20.3.2.5
input interference
DESCRIPTION The value of the identifier for the class of text to be displayed on LEU ingress failure
is 1 (important information).
CREDENTIALS -

REASON The text display is for the train driver and the technical fault disclosure.
COMMENT -

RULE NAME Value of Q_TEXTDISPLAY (package 72). ID OF THE RULE

20.3.2.6
LEU input failure
DESCRIPTION The value of the identifier for the combination of text display conditions at LEU
Input interference is 1 (start and end of text display until all start and end conditions are met).

CREDENTIALS -

REASON The text must be displayed to the engine driver immediately when passing the train control
point and for 5 seconds.
COMMENT -

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NAME OF RULE value of D_TEXTDISPLAY (package 72). ID OF THE RULE

20.3.2.7
LEU input failure (initial condition)

DESCRIPTION The value of the distance to the start of the text display (initial condition) at LEU
Input interference is 1111 … 111bin ÿ Initial conditions of the text display are independent
of the distance.

CREDENTIALS -

REASON Text display is only time dependent.

COMMENT Value 1111 … 1111bin is a special value according to [SRS_BL3].

RULE NAME Value of M_MODETEXTDISPLAY (packet 72) on LEU input ID OF THE RULE
20.3.2.8
failure (initial condition)

DESCRIPTION The value of the on-board mode for the text display (initial condition)
for LEU input failure is 12 (“LS”).

CREDENTIALS -

REASON The text only has to be displayed in «Limited Supervision» mode.

COMMENT -

NAME OF RULE Value of M_LEVELTEXTDISPLAY (Package ID OF THE RULE

20.3.2.9
72) at LEU input failure (initial condition)

DESCRIPTION The value of the on-board operational level for the text display (initial ref
condition) with LEU input fault is 2 (level 1).

CREDENTIALS -

REASON The text only needs to be displayed in on-board operational level 1.

COMMENT -

NAME OF RULE value of L_TEXTDISPLAY (package 72). ID OF THE RULE

20.3.2.10
LEU input fault (end condition)

DESCRIPTION The value of the distance during which the text message is displayed on LEU input failure
shows (and must be confirmed) (end condition) is 32767 ÿ end conditions of the text
display are distance-independent.

CREDENTIALS -

REASON Text display is only time dependent.

COMMENT Value 32767 is a special value according to [SRS_BL3].

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RULE NAME Value of T_TEXTDISPLAY (package 72). ID OF THE RULE 20.3.2.11

LEU input fault (end condition)

DESCRIPTION The value of the length of time during which the text message at LEU input failure
must be displayed (end condition) is 5 seconds.

CREDENTIALS -

REASON This value is set to 5 seconds so that the engine driver has enough time to recognize
the text message.

COMMENT Text message is not operationally relevant for the engine driver. It is only used for
the planned automatic technical fault disclosure and fault report [LH_Stoe_Offenb].

NAME OF RULE Value of M_MODETEXTDISPLAY (Package ID OF THE RULE 20.3.2.12

72) with LEU input fault (final condition)

DESCRIPTION The value of the on-board operating mode for the text display (end condition) in the event of an LEU
input fault is 15 ÿ End conditions are made independent of the operating mode.

CREDENTIALS -

REASON End conditions are made mode independent.

COMMENT -

NAME OF RULE Value of M_LEVELTEXTDISPLAY (Package ID OF THE RULE 20.3.2.13

72) with LEU input fault (final condition)

DESCRIPTION The value of the on-board operational level for the text display (end cond
tion) with LEU input disturbance is 5 ÿ end conditions are made level
independent.

CREDENTIALS -

REASON End conditions are made level independent.

COMMENT -

RULE NAME value of Q_TEXTCONFIRM (package 72) ID OF THE RULE 20.3.2.14

in case of LEU input failure

DESCRIPTION The value of the identifier for the request/reaction of the text confirmation at LEU
Input fault is 00bin ÿ No confirmation by the engine driver required.

CREDENTIALS -

REASON No confirmation from the engine driver required.

COMMENT -

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NAME OF RULE Value of L_TEXT (packet 72) at LEU ID OF THE RULE 20.3.2.15
input interference

DESCRIPTION The value of the text string length for the transmission of "PLC 2" is 5.
-
CREDENTIALS

REASON Specification of the text string length is necessary.

COMMENT The value depends on the text to be transmitted with the text string elements X_TEXT(L_TEXT).

RULE NAME Values of X_TEXT( L_TEXT ) (Package 72) ID OF THE RULE 20.3.2.16
in case of LEU input failure

DESCRIPTION Each element of a text string contains the value of a letter or number
according to ISO 8859-1, also known as Latin alphabet #1.

- The text message SPS 2 with LEU input fault contains 5 text elements.

X_TEXT(1) = 83 ÿ S
X_TEXT(2) = 80 ÿ P
X_TEXT(3) = 83 ÿ S
X_TEXT(4) = 32 ÿ Blank
X_TEXT(5) = 50 ÿ 2
-
CREDENTIALS
-
REASON
-
COMMENT

20.3.3 Package 254 (fallback information)

NAME OF RULE value of NID_PACKET (packet 254). ID OF THE RULE 20.3.3.1

LEU input failure

DESCRIPTION The value of the packet identifier for packet 254 (fallback information) is 254.

CREDENTIALS [SRS_BL3]

REASON convention

-
COMMENT

NAME OF RULE Value of Q_DIR (packet 254) at LEU ID OF THE RULE 20.3.3.2
input interference

DESCRIPTION The value for the direction of validity of the transmitted data must be 10bin ÿ
both directions (nominal and reverse).
-
CREDENTIALS

REASON Faster fault disclosure by driving in both directions.

-
COMMENT

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NAME OF RULE Value of L_PACKET (packet 254) at LEU ID OF THE RULE 20.3.3.3
input interference

DESCRIPTION The packet length value of packet 254 (fallback information) is 23 bits.
-
CREDENTIALS

REASON Number of bits in the packet 254 including packet header (header).

-
COMMENT

20.4 Balise input fault (balise default telegram)

20.4.1 General

NAME OF THE RULE Data to be transmitted at balises ID OF THE RULE 20.4.1.1

Input interference (balises
Defaulttelegramm)

DESCRIPTION Depending on the train control point, in the event of a balise input fault:
- Distant signal, repeating signal, main signal: Clear the road
- Level crossing system secured by route-dependent main signal:
Free ride

- Level crossing system secured with cover signal: free ride

- Level crossing system secured with trackside device (with or without control light):
Speed limit 5 km/h (package 65), text message "LC out of service" (package 76) and, if
necessary, gradient profile (package 21)

- Resolution element (infill balise group): Package 145

be transmitted using a balise default telegram.

For all train control points, the text message "PLC 1" with package 72 (transmission of free
text messages) and the fallback information (package 254) for the technical fault disclosure
must also be transmitted in the balise default telegram.

CREDENTIALS [PrZube], [LH_Stoe_Offenb]

REASON [PrZube], [RTE_25000]

COMMENT Rule is valid for train control points with warning/stop monitoring and/or v-monitoring.

Clear travel must be planned according to Chapter 6 "Signal-dependent train control point
only with warning/stop monitoring".

The slow-moving section and the text message "LCU out of service" must be configured in
accordance with Chapter 16 "Level crossing system".

Package 145 must be configured according to Chapter 20.1 "Suppress balise inconsistency
reaction of the ETCS vehicle equipment".

In the event of a fault (balise default telegram), the infill balise groups do not transmit
any infill information.

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20.4.2 Package 72 (package for transmitting the text message "SPS 1")

NAME OF RULE value of NID_PACKET (packet 72). ID OF THE RULE

20.4.2.1
Balise input jamming
DESCRIPTION The value of the packet identifier for packet 72 (transmission of free text messages) for
the text message "SPS 1" in the event of a balise input fault is 72.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF RULE Value of Q_DIR (packet 72) in balises ID OF THE RULE

20.4.2.2
input interference
DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

The text message is only displayed in the validity direction of the direction of travel.

COMMENT If data for the other direction of travel is transmitted in the balise, the Q_DIR must be
coordinated.

RULE NAME Value of L_PACKET (packet 72) on Bali sen ingress failure ID OF THE RULE
20.4.2.3

DESCRIPTION The value of the packet length for packet 72 in the event of a balise input fault depends on the
transmitted text in X_TEXT(L_TEXT) and is "PLC 1" for the text message
132 Bits.

CREDENTIALS -

REASON Number of bits in the packet 72 with balise input fault including packet header (header)

COMMENT -

RULE NAME Value of Q_SCALE (packet 72) on Bali sen ingress failure ID OF THE RULE
20.4.2.4

DESCRIPTION The value of the distance scale identifier for packet 72 on beacon input failure is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

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RULE NAME Value of Q_TEXTCLASS (packet 72) Bali sen inbound fault ID OF THE RULE
20.4.2.5

DESCRIPTION The value of the identifier for the text class to be displayed in the event of a balise input fault is 1
(important information).

CREDENTIALS -

REASON The text display is for the train driver and the technical fault disclosure.
-
COMMENT

RULE NAME Value of Q_TEXTDISPLAY (package 72). ID OF THE RULE

20.4.2.6
Balise input jamming
DESCRIPTION The value of the identifier for the combination of text display conditions at Bali
sen input fault is 1 (beginning and end of the text display until all start and end conditions
are met).

CREDENTIALS -

REASON The text must be displayed to the engine driver immediately when passing the train
control point and for 5 seconds.
-
COMMENT

NAME OF RULE value of D_TEXTDISPLAY (package 72). ID OF THE RULE

20.4.2.7
Balise input failure (initial condition)

DESCRIPTION The value of the distance up to the start of the text display (initial condition) in the case of a Bali
sen input fault is 1111 … 111bin ÿ The initial conditions of the text display are independent
of the distance.

CREDENTIALS -

REASON Text display is only time dependent.

COMMENT Value 1111 … 1111bin is a special value according to [SRS_BL3].

NAME OF RULE Value of M_MODETEXTDISPLAY (Package ID OF THE RULE

20.4.2.8
72) in case of balise input failure (initial
condition)
DESCRIPTION The value of the on-board mode for the text display (initial condition)
for balise input failure is 12 (“LS”).

CREDENTIALS -

REASON The text only has to be displayed in «Limited Supervision» mode.

-
COMMENT

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NAME OF RULE Value of M_LEVELTEXTDISPLAY (Package ID OF THE RULE

20.4.2.9
72) in case of balise input failure (initial
condition)

DESCRIPTION The value of the on-board operational level for the text display (initial condition) in the case of beacon
input failure is 2 (level 1).

CREDENTIALS -

REASON The text only needs to be displayed in on-board operational level 1.

-
COMMENT

NAME OF RULE value of L_TEXTDISPLAY (package 72). ID OF THE RULE

20.4.2.10
Balise input failure (final condition)

DESCRIPTION The value of the distance during the text message in case of balise input failure
must be displayed (and confirmed) (end condition) is 32767 ÿ end conditions of the text
display are distance-independent.

CREDENTIALS -

REASON Text display is only time dependent.

COMMENT Value 32767 is a special value according to [SRS_BL3].

RULE NAME Value of T_TEXTDISPLAY (package 72). ID OF THE RULE

20.4.2.11
Balise input failure (final condition)

DESCRIPTION The value of the time period during which the text message must be displayed in the event of a balise
input fault (end condition) is 5 seconds.

CREDENTIALS -

REASON This value is set to 5 seconds so that the engine driver has enough time to recognize the
text message.

COMMENT Text message is not operationally relevant for the engine driver. It is only used for the
planned automatic technical fault disclosure and fault report [LH_Stoe_Offenb].

NAME OF RULE Value of M_MODETEXTDISPLAY (Package ID OF THE RULE

20.4.2.12
72) in case of balise input failure (end
condition)

DESCRIPTION The value of the on-board operating mode for the text display (end condition) in the event of a beacon
input fault is 15 ÿ End conditions are made independent of the operating mode.

CREDENTIALS -

REASON End conditions are made mode independent.

-
COMMENT

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NAME OF RULE Value of M_LEVELTEXTDISPLAY (Package ID OF THE RULE

20.4.2.13
72) in case of balise input failure (end
condition)

DESCRIPTION The value of the on-board operational level for the text display (end cond
ment) in the case of balise input interference is 5 ÿ end conditions are made level-independent.

-
CREDENTIALS

REASON End conditions are made level independent.

-
COMMENT

RULE NAME value of Q_TEXTCONFIRM (package 72) ID OF THE RULE

20.4.2.14
in case of balise input failure
DESCRIPTION The value of the identifier for the request/reaction of the text confirmation in the case of balise input faults is
00bin ÿ No confirmation by the engine driver required.
-
CREDENTIALS

REASON No confirmation from the engine driver required.

-
COMMENT

NAME OF RULE Value of L_TEXT (packet 72) for balises ID OF THE RULE
20.4.2.15
input interference

DESCRIPTION The value of the text string length for the transmission of "PLC 1" is 5.
-
CREDENTIALS

REASON Specification of the text string length is necessary.

COMMENT The value depends on the text to be transmitted with the text string elements X_TEXT(L_TEXT).

RULE NAME Values of X_TEXT( L_TEXT ) (Package 72) ID OF THE RULE

20.4.2.16
in case of balise input failure

DESCRIPTION Each element of a text string contains the value of a letter or number
according to ISO 8859-1, also known as Latin alphabet #1.

- The text message PLC 1 in the event of a balise input fault contains 5 text elements.
X_TEXT(1) = 83 ÿ S
X_TEXT(2) = 80 ÿ P
X_TEXT(3) = 83 ÿ S
X_TEXT(4) = 32 ÿ Blank
X_TEXT(5) = 49 ÿ 1
-
CREDENTIALS
-
REASON
-
COMMENT

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20.4.3 Package 254 (fallback information)

NAME OF RULE value of NID_PACKET (packet 254). ID OF THE RULE
20.4.3.1
Balise input jamming
DESCRIPTION The value of the packet identifier for packet 254 (fallback information) is 254.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF RULE Value of Q_DIR (packet 254) in balises ID OF THE RULE

20.4.3.2
input interference
DESCRIPTION The value for the direction of validity of the transmitted data must be 10bin ÿ
both directions (nominal and reverse).

CREDENTIALS -

REASON Faster fault disclosure by driving in both directions.

COMMENT -

NAME OF RULE value of L_PACKET (packet 254). ID OF THE RULE

20.4.3.3
Balise input jamming
DESCRIPTION The packet length value of packet 254 (fallback information) is 23 bits.

CREDENTIALS -

REASON Number of bits in the packet 254 including packet header (header).

COMMENT -

20.5 Big metal masses in the track

20.5.1 General
NAME OF THE RULE Large masses of metal in the track ID OF THE RULE
20.5.1.1

DESCRIPTION Does a large mass of metal in the track lead to system failures due to integrity failures
ments during the self-test of ETCS balise antennas, this area of interference must be communicated to
the vehicle by means of train control points with package 67 (large metal masses in the track).

CREDENTIALS -

REASON The vehicles need this information to suppress the system fault message.

COMMENT Rule is valid for areas with warning/stop monitoring and/or v-monitoring. See [BMM] for more details and
examples.

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RULE NAME value of M_VERSION at package 67 ID OF THE RULE

20.5.1.2
(Large metal masses in the track)

DESCRIPTION The value of M_VERSION in the balises for transmitting packet 67 (big
metal masses in the track) is 001 0000.

CREDENTIALS -

REASON Large masses of metal in the track must also be taken into account by vehicles that only understand
the value M_VERSION = 001 0000bin .

COMMENT Vehicles from UNISIG SRS Version 2.3.0d (Chapter 3.15.7.2) should be immune to BMM up to 300 meters
in ETCS Level 0.

NAME OF THE RULE Physical configuration of balise groups in large ID OF THE RULE
20.5.1.3
masses of metal im
track

DESCRIPTION In the area of a large metal mass, a next group of balises may only follow
be present at the end of the range defined with packet 67. This is also the

odometry inaccuracy to be taken into account.

CREDENTIALS [Memo_Fz_AWB]

REASON Lack of existing ETCS on-board equipment. Because the antenna self-test is not activated again until after
the area with a large metal mass, balise groups could be missed.

COMMENT As soon as this deficiency is remedied, the rule can be lifted.

20.5.2 Package 67 (Large metal masses in the track)

NAME OF THE RULE Value of NID_PACKET (packet 67) for large ID OF THE RULE
20.5.2.1
masses of metal in the track

DESCRIPTION The value of the packet identifier for packet 67 (large metal masses in the track) is 67.

CREDENTIALS [SRS_BL3]

REASON convention

COMMENT -

NAME OF RULE Value of Q_DIR (packet 67) for large ID OF THE RULE
20.5.2.2
masses of metal in the track

DESCRIPTION The value for the direction of validity of the transmitted data should be 1 for nominal direction.

CREDENTIALS -

REASON Basically, the nominal direction is chosen.

COMMENT If at most data for the other direction of travel are transmitted in the balise, then this is the case

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tune the Q_DIR.

RULE NAME Value of L_PACKET (packet 67) at gros ID OF THE RULE

20.5.2.3
masses of metal in the track

DESCRIPTION The value of the packet length of packet 67 (large masses of metal in the track) depends
the number of interference areas that are transmitted to the vehicle and is 60
Bits (1 Störbereich)
CREDENTIALS [BMM]

REASON Number of bits in the packet 67 including packet header (header).

COMMENT Convention: Only one interference area is transmitted per packet 67. ÿ N_ITER=0

NAME OF RULE Value of Q_SCALE (packet 67) at gros ID OF THE RULE

20.5.2.4
masses of metal in the track

DESCRIPTION The value of the distance scale identifier for package 67 (Large metal masses in the track) is 1 (1 m).

CREDENTIALS -

REASON Distances are configured with a resolution of one meter.

COMMENT -

NAME OF RULE value of D_TRACKCOND (packet 67). ID OF THE RULE

20.5.2.5
large metal masses in the track

DESCRIPTION The value of the incremental distance to the beginning of the interference area with large
Metal mass must equal the distance from the point of transmission to the beginning of the
interference zone -5% of the distance in meters.
CREDENTIALS [BMM]

REASON The distance information within the package 67 is changed by at least 5% in order to
ensure that, despite odometry and project planning inaccuracies, the large metal masses
present are safely within the defined range.

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

BMM

BMM BMM

Package 67
BMM
Beacongroup

AND AND BMM BMM

d 5% 5%
And

BMM for OBU

Distance d=D_TRACKCOND is reduced by at least 5%.

Distance e is extended by at least 5% ÿ ed =L_TRACKCOND

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Several large metal masses follow each other and there is no balise group between these
areas, the areas for large metal masses can be combined and projected in one large area.

NAME OF RULE value of L_TRACKCOND (packet 67). ID OF THE RULE

20.5.2.6
large metal masses in the track

DESCRIPTION The value of the area length in which failure messages from the integrity check
The distance between the beginning and the end of the interference area must correspond
to + 5% of the distance in meters.

CREDENTIALS [BMM]

REASON The vehicle must be aware of the entire length of the interference zone.

The distance information within the package 67 is changed by at least 5% in order to ensure
that, despite odometry and project planning inaccuracies, the large metal masses present
are safely within the defined range. ÿ
See remark rule 20.5.2.5

COMMENT Distances are configured with a resolution of one meter (Q_SCALE = 1 m).

NAME OF RULE Value k of N_ITER (packet 67) at gros ID OF THE RULE

20.5.2.7
masses of metal in the track

DESCRIPTION The value of the number of data iterations according to this variable (index k) depends on the
number of interference areas that are transmitted to the vehicle and is:
k = 0* (1 interference area)

CREDENTIALS [BMM]-

REASON Only one area of large metal masses in the track is projected per packet 67 .
*
COMMENT First noise area is determined by D_TRACKCOND and L_TRACKCOND.

Convention Only one interference area is transmitted per packet 67 .

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21 Safety Relevance
21.1.1.1 ETCS Level 1 LS as limited surveillance (background surveillance) must have at least the
same security level as the previous SIGNUM and ZUB systems [SiZi_ETCSNetz].

21.1.1.2 The specific safety requirements from the hazard log, risk analyses, memoranda, conditions
of use of vehicles, etc. for ETCS Level 1 LS to the project planning rules or The values
used are included in the table below and their implementation is shown.

NAME DESCRIPTION SECURITY RELEVANCE PROJECT PLANNING RULE

name of use Description of the Specification of the Reference to

th project planning configuration rule or security relevance resp. configuration rule or in
rule resp. variable variable Security requirement (e.g which the variable is used
SIL4) and justification or, will
if necessary, reference to
the document where
justification is given

V_RELEASEDP hazard dependent [RA_ID9_22_37], Chapter 7.1.2

Release Speed [DT_080], [DT_151] "Package 12 (Level 1
For ETCS L1 LS driving license)"

basically the liberation Chapter 9

speed of 40 km/h is "departure prevention"
projected.
In the event of a departure

with upstream balise

groups
the liberation
speed with the
upstream balise group
replaced by 15 km/h.

In the event of a departure

change with upstream

balise groups in
In terminus tracks with
slipping distances of
less than 40 meters
(exit from terminus
tracks), the freeing
speed with the upstream
balise group is replaced
by 10 km/h.

In the event of a departure

change with loop is the

Speed of release
through the loop

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even at 15 km/h
puts. As soon as the train
comes to a standstill, this

set to 0 km/h by the

loop.

D_DP Use of the slide way for It won't go through Chapter 7.1.2
the super vised location slide projected. "Package 12 (Level 1
The supervised location is driving license)"
always at the end of
authority.

LEU input failure Configuration rules for fault [PrZube] Chapters 20.3 and 20.4
(fault telegram) resp. Default telegrams for
LEU resp.
Balises input
Balise entrance trump
interference (balises
ments
Defaulttelegramm)

Application Package 41 Package 41 with level change [RA_HazLog] ID 4

to L1 LS in each
The risk posed by the
signal for im wrong
hazard is considered
Level starting trains
negligible. There are not
any
measures
hen.

Protection of pure ETCS [RA_ID11]

(L1 LS) vehicles at
This hazard exists only
corridor exit to
during the
Level 0
Migration to ETCS L1 LS.
Due to the very small,
monetized, collective risk

from a cost perspective

Use not recommended,

risk-reducing Mas
to take action.

application package 5, Balise linking at only with Appropriate Chapter 19 "Linking"

Q_LINKREACTION Wayside devices secured implementation of the requirement
Chapter 16
level crossing systems and from [PrZube]
"level crossing facility"
linking reaction

application condition Fulfillment of the application Applicants to be complied with Implemented in various
gen conditions of the ETCS conditions rules, see also
vehicle equipment to the [Memo_Fz_AWB] [Memo_Fz_AWB]
route planning level 1 (LS).

ERTMS/ETCS Fulfill the ER Dimensions to be observed Taken into account and

configuration rules TMS / ETCS Dimensioning planning and projecting implemented in various rules
and project planning specifications for
interoperability

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rules [UNISIG_Eng_Rules]

21.1.1.3 The security relevance of the specified rules and the values used therein as
such is established directly in the rules.
21.1.1.4 It is assumed that the data included in the configuration, such as the permissible speed
profile, distances from signal plans, acknowledgment times for warning/stop monitoring,
etc., meet the safety requirements and are correct.

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22 tolerances
22.1.1 General
22.1.1.1 Tolerance considerations of the project planning rules resp. of the values used for locations,
distances, inclines, speeds, times, etc. can be made

- from security requirements.

- from the implementation of the ETCS system and operational process (e.g. level change).

- to the ETCS system specifications (e.g. accuracy of the balise position / Q_LOCACC).

- to the recorded basic data (e.g. regulations, plans, databases).

- to generate the permissible speed profile.

22.1.2 Security Targets

22.1.2.1 Tolerance requirements from safety considerations are included using the following table and
their implementation is considered.
NAME REQUIREMENT REALIZATION REMARK SAFETY CONSIDERATION
THE DEVIATION

name of the tolerance Realized Tole Any comment on Any safety assessment of
Variable requirement ranz tolerance and / or the deviation and justification
(e.g. +/- 1 m) (z.B. +/- 4 m) realization for acceptance

ERTMS / Fulfill the Considered and ---

No deviation
ERTMS / ETCS implemented in
ETCS planning
various
rules Dimensionie
regulate
planning and
projection rules

[UNISIG_Eng_
Rules]

22.1.3 Implementation of ETCS system

22.1.3.1 The tolerance considerations of the project planning rules resp. the values used from the
implementation of the ETCS system, such as the location of the level change in relation to
level 0 and activation/deactivation of the ETM reception channel, are made directly in the
project planning rules.

22.1.4 ETCS Systemvorgaben

22.1.4.1 The tolerance considerations of the project planning rules resp. the values used in relation to
the ETCS system specifications, such as the accuracy of the balise position (Q_LOCACC)
are made directly in the project planning rules. The memorandum [Memo_Levellimit] serves
as a basis for this.

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22.1.5 Basic Data

22.1.5.1 This document does not consider tolerances for the basic data collected.

22.1.5.2 It is assumed that the values adopted in the configuration from

plans, databases, DAZU, etc. are correct.

22.1.6 Permissible Speed Profile

22.1.6.1 This document does not consider tolerances for the permissible speed
activity profile made.
22.1.6.2 It is assumed that the permissible
speed profile is correct.
22.1.6.3 More permissive monitoring with ETCS Level 1 LS compared to the permitted Ge
speed profile are justified in the project planning rules.

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Systemführerschaft ETCS CH Appendix A: Code list of signal aspects

23 Appendix A: Code list of signal aspects

Signal Aspect Code Meaning
D non-illuminated signal (= in basic position)
IN warning
F2* Speed announcement 40 km/h
F3* Speed announcement 60 km/h
F5* Speed announcement 90 km/h
F1 * Announcement Free ride
SMALL Stop (illuminated emergency red light)
H Stop
H+ SMALL stop+emergency stop

D + Hi Auxiliary signal L (additional signal)

NH+Hi Auxiliary signal L (additional signal)
H+Hi Auxiliary signal L (additional signal)
H+NH+Hi Auxiliary signal L (additional signal)
PHASES Auxiliary signal L (flashing red)
F6+Bes Occupied track
F2+Bes Occupied track
F6+GE Simultaneous driveways
F2+GE Simultaneous driveways
FBUe Auxiliary signal L with additional signaling in the event of a faulty level crossing system
F6 Short drive
F2 Speed version 40 km/h
F3 Speed version 60 km/h
F5 Speed version 90 km/h
F1 Free ride
D+D Halt+Warning
NH+ EASY Halt+Warning
H+D Halt+Warning
H+NH+DUC Halt+Warning
D+W Halt+Warning
NH+W Halt+Warning
H+W Halt+Warning
H+NH+W Halt+Warning
D+Hi+D Auxiliary signal L (additional signal)
NH+Hi+EASY Auxiliary signal L (additional signal)
H+Hi+D Auxiliary signal L (additional signal)
H+NH+Hi+D Auxiliary signal L (additional signal)
D+Hi+W Auxiliary signal L (additional signal)
NH+Hi+W Auxiliary signal L(additional signal)
H+Hi+W Auxiliary signal L (additional signal)
H+NH+Hi+W Auxiliary signal L (additional signal)
FASI + W Auxiliary signal L (flashing red) + warning
PHASES + D Auxiliary signal L (flashing red) + warning
F6+Bes+D Occupied track
F2+Bes+D Occupied track
F6+GE+D Simultaneous driveways
F2+GE+D Simultaneous driveways
F2+D Speed execution 40 km/h + warning
F2+W Speed execution 40 km/h + warning
F6+D Short drive
F2+F2* Speed version 40 km/h + speed announcement 40 km/h
F2+F3* Speed version 40 km/h + speed announcement 60 km/h
F2+F5* Speed version 40 km/h + speed announcement 90 km/h
F2+F1* Speed version 40 km/h + announcement Free ride

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Systemführerschaft ETCS CH Appendix A: Code list of signal aspects

F3+D Speed execution 60 km/h + warning

F3+W Speed execution 60 km/h + warning
F3+F2* Speed version 60 km/h + speed announcement 40 km/h
F3+F3* Speed version 60 km/h + speed announcement 60 km/h
F3+F5* Speed version 60 km/h + speed announcement 90 km/h
F3+F1* Speed version 60 km/h + announcement Free ride
F5+D Speed execution 90 km/h + warning
F5+W Speed execution 90 km/h + warning
F5+F2* Speed version 90 km/h + speed announcement 40 km/h
F5+F3* Speed version 90 km/h + speed announcement 60 km/h
F5+F5* Speed version 90 km/h + speed announcement 90 km/h
F5+F1* Speed version 90 km/h + announcement Free ride
F1+D Free ride + warning
F1 + W. Free ride + warning
F1+F2* Free ride + speed announcement 40 km/h
F1+F3* Free ride + speed announcement 60 km/h
F1+F5* Free ride + speed announcement 90 km/h
F1 + F1 * Free ride + announcement Free ride
+0 advance warning
=0 Short drive
-0 warning
-0+Bes Occupied track
Hi Auxiliary signal N
-4 Speed announcement 40 km/h
4- Speed version 40 km/h
-5 Speed announcement 50 km/h
5- Speed version 50 km/h
-6 Speed announcement 60 km/h
6- Speed version 60 km/h
-7 Speed announcement 70 km/h
7- Speed version 70 km/h
-8 Speed announcement 80 km/h
8- Speed version 80 km/h
-9 Speed announcement 90 km/h
9- Speed version 90 km/h
-10 Speed announcement 100 km/h
10- Speed version 100 km/h
-11 Speed announcement 110 km/h
11- Speed version 110 km/h
-12 Speed announcement 120 km/h
12- Speed version 120 km/h
-13 Speed announcement 130 km/h
13- Speed version 130 km/h
-14 Speed announcement 140 km/h
14- Speed version 140 km/h
-15 Speed announcement 150 km/h
15- Speed version 150 km/h
-16 Speed announcement 160 km/h
16- Speed version 160 km/h
M Free ride
fix permanently programmed monitoring with always the same information
Default tag Balise input jamming
LEU Default LEU input failure
level open The level crossing system is switched off or the barriers are open
LC disturbed Malfunction of the level crossing system
Level crossing closed The level crossing system is switched on or the barriers are closed
Stop Signal image for stop

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warning Signal image for warning

drive Signal image for free travel
Out of service Drive with caution (at tram signal)
caution Drive with caution (at tram signal)

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Systemführerschaft ETCS CH Appendix B: Table of M_MCOUNT values

24 Appendix B: Table of M_MCOUNT values

Note: Route-specific signal images (e.g. track number signals, movement position indicators, point
position evaluation, etc.) are not differentiated in M_MCOUNT.
Design signal type
signal type (train control) Signalbild Code M_MCOUNT
(train control)
Vorsignal System N -0 1

Vorsignal System N D 2 (a)

Vorsignal System N -4 3

Vorsignal System N 4- 4

Vorsignal System N -5 5

Vorsignal System N 5- 6

Vorsignal System N -6 7

Vorsignal System N 6- 8

Vorsignal System N -7 9

Vorsignal System N 7- 10

Vorsignal System N -8 11

Vorsignal System N 8- 12

Vorsignal System N -9 13

Vorsignal System N 9- 14

Vorsignal System N -10 15

Vorsignal System N 10- 16

Vorsignal System N -11 17

Vorsignal System N 11- 18

Vorsignal System N -12 19

Vorsignal System N 12- 20

Vorsignal System N -13 21

Vorsignal System N 13- 22

Vorsignal System N -14 23

Vorsignal System N 14- 24

Vorsignal System N -15 25

Vorsignal System N 15- 26

Vorsignal System N -16 27

Vorsignal System N 16- 28

Vorsignal System N M 29

Vorsignal System N +0 30

Main signal system N H 31

D (a)
Main signal system N 32

Main signal system N Hi 33

Main signal system N +0 34

Main signal system N =0 35

Main signal system N -0 36

Main signal system N -0+Bes 37

Main signal system N -4 38

Main signal system N 4- 39

Main signal system N -5 40

Main signal system N 5- 41

Main signal system N -6 42

Main signal system N 6- 43

Main signal system N -7 44

Main signal system N 7- 45

Main signal system N -8 46

Main signal system N 8- 47

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Main signal system N -9 48

Main signal system N 9- 49

Main signal system N -10 50

Main signal system N 10- 51

Main signal system N -11 52

Main signal system N 11- 53

Main signal system N -12 54

Main signal system N 12- 55

Main signal system N -13 56

Main signal system N 13- 57

Main signal system N -14 58

Main signal system N 14- 59

Main signal system N -15 60

Main signal system N 15- 61

Main signal system N -16 62

Main signal system N 16- 63

Main signal system N M 64

Vorsignal System L IN 71
(a)
Vorsignal System L D 72

Vorsignal System L F2* 73

Vorsignal System L F3* 74

Vorsignal System L F5* 75

Vorsignal System L F1 * 76

Home signal system L H+ SMALL 79

Home signal system L H+NH+Hi 80

Home signal system L H 81

(a)
Home signal system L SMALL 82
(a)
Home signal system L D 83

Home signal system L H+Hi 84

(a)
Home signal system L NH+Hi 85
(a)
Home signal system L D + Hi 86

Home signal system L PHASES 87

Home signal system L F2+Bes 88

Home signal system L F6+Bes 89

Home signal system L F6+GE 90

Home signal system L F2+GE 91

Home signal system L F6 92

Home signal system L F2 93

Home signal system L F3 94

Home signal system L F5 95

Home signal system L F1 96

Home signal system L FBUe 97

Signal with H/W/F tap Stop 101

SIGNUM tap Signal with H/W/F tap warning 102

Signal with H/W/F tap drive 103

Railroad Crossing level open 104

Railroad Crossing LC disturbed 105

BUe locked
Railroad Crossing 106
its

tram signal Stop 107

tram signal Out of service 108

tram signal
tram signal caution 109

tram signal drive 110

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Mini main signal H 111

(a)
Mini main signal D 112

Mini main signal IN 113

ZBP depending on switch position No end position 114

switch pick-off ZBP depending on switch position legal position 115

ZBP depending on switch position left position 116

ZBP depending on switch position and/or E-BG L2: (b)

117
signal aspect No driveway
switch pick-off ZBP depending on switch position and/or E-BG L2: (b)
118
and/or signal signal aspect Driveway I
ZBP depending on switch position and/or E-BG L2: (b)
119
signal aspect Entrance II
LEU Default 127
all signals
Default tag 128

Distant and main signal system L H+NH+W 147

Distant and main signal system L H+NH+DUC 148

Distant and main signal system L H+NH+Hi+W 149

Distant and main signal system L H+NH+Hi+D 150

Distant and main signal system L H+W 151

(a)
Distant and main signal system L H+D 152
(a)
Distant and main signal system L NH+W 153
(a)
Distant and main signal system L NH+ EASY 154
(a)
Distant and main signal system L D+W 155
(a)
Distant and main signal system L D+D 156

Distant and main signal system L H+Hi+W 157

(a)
Distant and main signal system L H+Hi+D 158
(a)
Distant and main signal system L NH+Hi+W 159
(a)
Distant and main signal system L NH+Hi+EASY 160
(a)
Distant and main signal system L D+Hi+W 161
(a)
Distant and main signal system L D+Hi+D 162

Distant and main signal system L FASI + W 163

(a)
Distant and main signal system L PHASES + D 164

Distant and main signal system L F6+Bes+D 165

Distant and main signal system L F2+Bes+D 166

Distant and main signal system L F6+GE+D 167

Distant and main signal system L F2+GE+D 168

Distant and main signal system L F6+D 169

Distant and main signal system L F2+W 170

(a)
Distant and main signal system L F2+D 171

Distant and main signal system L F2+F2* 172

Distant and main signal system L F2+F3* 173

Distant and main signal system L F2+F5* 174

Distant and main signal system L F2+F1* 175

Distant and main signal system L F3+W 176

(a)
Distant and main signal system L F3+D 177

Distant and main signal system L F3+F2* 178

Distant and main signal system L F3+F3* 179

Distant and main signal system L F3+F5* 180

Distant and main signal system L F3+F1* 181

Distant and main signal system L F5+W 182

(a)
Distant and main signal system L F5+D 183

Distant and main signal system L F5+F2* 184

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Distant and main signal system L F5+F3* 185

Distant and main signal system L F5+F5* 186

Distant and main signal system L F5+F1* 187

Distant and main signal system L F1 + W. 188

(a)
Distant and main signal system L F1+D 189

Distant and main signal system L F1+F2* 190

Distant and main signal system L F1+F3* 191

Distant and main signal system L F1+F5* 192

Distant and main signal system L F1 + F1 * 193

Combined signal system L without stop IN 201

(a)
Combined signal system L without stop D 202

Combined signal system L without stop F2* 203

Combined signal system L without stop F3* 204

Combined signal system L without stop F5* 205

Combined signal system L without stop F1 * 206

Combined signal system L without stop F6 207

Combined signal system L without stop F2 208

Combined signal system L without stop F3 209

Combined signal system L without stop F5 210

Combined signal system L without stop F1 211

Combined signal system L with stop H+ SMALL 219

Combined signal system L with stop H+NH+Hi 220

Combined signal system L with stop H 221

(a)
Combined signal system L with stop SMALL 222
(a)
Combined signal system L with stop D 223

Combined signal system L with stop H+Hi 224

(a)
Combined signal system L with stop NH+Hi 225
(a)
Combined signal system L with stop D + Hi 226

Combined signal system L with stop PHASES 227

Combined signal system L with stop F6+Bes 228

Combined signal system L with stop F2+Bes 229

Combined signal system L with stop FBUe 230

Combined signal system L with stop IN 231

Combined signal system L with stop F2* 232

Combined signal system L with stop F3* 233

Combined signal system L with stop F5* 234

Combined signal system L with stop F1 * 235

Combined signal system L with stop F6 236

Combined signal system L with stop F2 237

Combined signal system L with stop F3 238

Combined signal system L with stop F5 239

Combined signal system L with stop F1 240

Fixed data balancing Fixed data balancing fix 255

MiniLEU Code

MiniLEU H / W / F Halt & LowBat 129

MiniLEU H / W / F LC open & LowBat 129
MiniLEU H / W / F Warning & LowBat 130
fault conditions
MiniLEU H / W / F Ride & LowBat 131
MiniLEU
MiniLEU H / W / F LC locked & LowBat 131
MiniLEU H / W / F undervoltage 132
MiniLEU H / W / F Interruption of contact tap 133

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MiniLEU H / W / F Short circuit contact tap 134

MiniLEU H / W / F Implausible contact 135

MiniLEU H / W / F safety shutdown 136

MiniLEU H / W / F Reserve for further development 137…140

The values marked with (a) do not require the use of the corresponding M_MCOUNT value.
Alternatively, the same value may be used as for the illuminated signal position with the same meaning.

In the case of the values marked with (b), it must be defined in the respective investment projects what entrance I, II etc. means.

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