![]() ![]() The specification was written in 1996 in response to EU Council Directive 96/48/EC99 of 23 July 1996 on interoperability of the trans-European high-speed rail system. This is a bundle of documents, which may have different versioning for each document. Versions are called system requirements specifications (SRS). ![]() īecause ETCS is in many parts implemented in software, some wording from software technology is used. In 1995, a development plan first mentioned the creation of the European Rail Traffic Management System (ERTMS). The mandate for TSI was resolved by 93/38/EEC. Until 1993, the organizational framework was created to start technical specifications that would be published as Technical Specifications for Interoperability (TSI). ![]() The rail manufacturing industry and rail network operators had agreed on creation of interoperability standards in June 1991. This led to a resolution on 91/440/EEC as of 29 July 1991, which mandated the creation of a requirements list for interoperability in high-speed rail transport. The Commission communicated the decision to the European Council, which approved the plan in its resolution of 17 December 1990. On 4 and 5 December 1989, a working group including Transport Ministers resolved a master plan for a trans-European high-speed rail network, the first time that ETCS was suggested. īoth factors led to efforts to reduce the time and cost of cross-border traffic. By the end of the 1980s there were 14 national standard train control systems in use across the EU, and the advent of high-speed trains showed that signalling based on lineside signals is insufficient. Notable differences include voltages, loading gauge, couplings, signalling and control systems. The European railway network grew from separate national networks with little more in common than standard gauge. Switzerland, an early adopter of ETCS Limited Supervision, has introduced a moratorium on its planned roll-out of ETCS Level 2 due to cost and capacity concerns, added to fears about GSM-R obsolescence starting in 2030. There are also significant problems regarding compatibility of the latest software releases or baselines of infrastructure-side equipment with older on-board equipment, forcing in many cases the train operating companies to replace ETCS equipment after only a few years. Even though these legacy systems were developed in the 1960s, they provided similar performance to ETCS Level 2, thus the reluctance of infrastructure managers to replace these systems with ETCS. The main goal of achieving interoperability had mixed success in the beginning.ĭeployment has been slow, as there is no business case for replacing existing train protection systems, especially in Germany and France which already had advanced train protection systems installed in most mainlines. Many networks outside the EU have also adopted ETCS, generally for high-speed rail projects. It is a legal requirement that all new, upgraded or renewed tracks and rolling stock in the European railway system should adopt ETCS, possibly keeping legacy systems for backward compatibility. ETCS specifications have become part of, or are referred to, the Technical Specifications for Interoperability (TSI) for (railway) control-command systems, pieces of European legislation managed by the European Union Agency for Railways (ERA). This catalysed the Directive 1996/48 about the interoperability of high-speed trains, followed by Directive 2001/16 extending the concept of interoperability to the conventional rail system. At the beginning of the 1990s there were some national high speed train projects supported by the EU which lacked interoperability of trains. The need for a system like ETCS stems from more and longer running trains resulting from economic integration of the European Union (EU) and the liberalisation of national railway markets. The information exchanged between track and trains can be either continuous or intermittent according to the ERTMS/ETCS level of application and to the nature of the information itself. Trackside equipment aims to exchange information with the vehicle for safely supervising train circulation. This is the foundation for future automatic train operation (ATO). ETCS is the signalling and control component of the European Rail Traffic Management System (ERTMS).ĮTCS can allow all trackside information to be passed to the driver cab, removing the need for trackside signals. The European Train Control System ( ETCS) is a train protection system designed to replace the many incompatible systems used by European railways, and railways outside of Europe. ![]()
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