Guidance on Train Voice and Related Messaging Communications Iss 1.pdf · Synopsis This document ... Guidance on Train Radio Systems for Voice and Related Messaging Communications

Railway Group Guidance Note GE/GN8580 Issue One Date December 2003

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Guidance on Train Radio Systems for Voice and Related Messaging Communications

Signatures removed from electronic version

Synopsis This document provides guidance on meeting the requirements for radio systems that provide the principle means of voice and related messaging radio communications between trains and shore-based locations.

Submitted by

Karl Reilly Project Manager

Authorised by

Anne Blakeney Acting Department Head Railway Group Standards Management

This document is the property of the Rail Safety and Standards Board Limited. It shall not be reproduced in whole or in part without the written permission of the Department Head of Railway Group Standards Management, Rail Safety and Standards Board.

Published by Rail Safety and Standards Board Evergreen House 160 Euston Road London NW1 2DX

© Copyright 2003 Rail Safety and Standards Board Limited

Uncontrolled When Printed Document superseded as of 01/06/2013

To be superseded by GKRT0694 Iss 1 published on 02/03/2013

Railway Group Guidance GE/GN8580 Issue One Date December 2003


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Issue record

Issue Date Comments

One December 2003 Original document



Railway Group Guidance Note GE/GN8580 Issue One Guidance on Train Radio Systems for Voice

and Related Messaging Communications Date December 2003

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Contents Section Description Page

Part 1 General information 5 1.1 Scope of Railway Group Standards 5 1.2 General responsibilities 5 1.3 General compliance date 5 1.4 Health and safety responsibilities 5 1.5 Technical content 6 1.6 Supply 6

Part 2 Application of this document 7 2.1 Purpose 7 2.2 To whom these requirements apply 7 2.3 Application – infrastructure controller 7 2.4 Application – station operator 8 2.5 Application – train operator 8 2.6 Application – Rail Safety and Standards Board 9 2.7 Document management 9 2.8 Definitions and acronyms 10

Part 3 Requirement for installation 13 3.1 Train radio installation 13 3.2 Train radio fixed infrastructure installation 13 3.3 Responsibilities 13

Part 4 Train radio system requirements 15 4.1 Introduction 15 4.2 Basic functionality 15 4.3 Basic performance requirements 21 4.4 Defective equipment 22 4.5 Additional measures to support operational enhancements, where required 23 4.6 Further functionality 24 4.7 Use of the train radio system 26

Part 5 Train radio requirements 27 5.1 Introduction 27 5.2 Equipment requirements 27

Part 6 Train radio fixed infrastructure requirements 31 6.1 Introduction 31 6.2 Train radio fixed infrastructure 31

Part 7 System management and maintenance requirements 35 7.1 Introduction 35





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7.2 System management and maintenance 35

Part 8 Operation of multiple radio systems 39 8.1 Introduction 39 8.2 Migration principles 39 8.3 Steady state principles 40

Part 9 Shunting radio 41 9.1 Introduction 41 9.2 Shunting radio requirements 41

References 42





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Part 1 General information

1.1 Scope of Railway Group Standards 1.1.1 The overall scope of Railway Group Standards, and specifically of the controlled infrastructure

(as used in this Railway Group Standard), is set out in Appendix A of GA/RT6001. The specific scope of this Railway Group Standard is set out in Part 2.

1.2 General responsibilities 1.2.1 Railway Group Standards are mandatory on all Railway Group members and apply to all relevant

activities that fall into the scope of each individual’s Railway Safety Case. If any of those activities are performed by a contractor, the contractor’s obligation in respect of Railway Group Standards is determined by the terms of the contract between the respective parties. Where a contractor is a duty holder of a Railway Safety Case, then Railway Group Standards apply directly to the activities described in its Railway Safety Case.

1.2.2 The Railway Group comprises Rail Safety and Standards Board Limited, the infrastructure controller and the train and station operators who hold Railway Safety Cases for operation on or related to the controlled infrastructure (as set out in GA/RT6001).

1.2.3 Rail Safety and Standards Board Limited is also known as RSSB.

1.2.4 Under the Railways (Safety Case) Regulations 2000, the duty holder (as defined in those Regulations) is responsible for ensuring that the requirements of Railway Group Standards are complied with. Contractual arrangements (including a lease at a station) do not of themselves relieve the duty holder of its obligations under those Regulations.

GN1 Railway Group Guidance Notes are non-mandatory documents providing helpful information relating to the control of hazards and often set out a suggested approach, which may be appropriate for Railway Group members to follow.

1.3 General compliance date 1.3.1 This Railway Group Standard comes into force and shall be complied with from 7 February 2004,

except as specified in Part 2. Where the date specified in Part 2 is later than the above date, this is to allow Railway Group members sufficient time to achieve compliance with the specified exceptions.

1.3.2 After the compliance date, Railway Group members shall not deviate from the requirements set out in this Railway Group Standard. Where it is considered not reasonably practicable to comply with the requirements, authorisation not to comply shall be sought in accordance with GA/RT6001, GA/RT6004 or GA/RT6006.

1.4 Health and safety responsibilities 1.4.1 In issuing this Railway Group Standard, RSSB makes no warranties, express or implied, that

compliance with all or any documents published by RSSB is sufficient on its own to ensure safe systems of work or operation. Each user is reminded of its own responsibilities to ensure health and safety at work and its individual duties under health and safety legislation.





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1.5 Technical content 1.5.1 The technical content of this Railway Group Standard has been approved by:

Jeff Allan, Principal Train Control and Communications Engineer, RSSB

Richard Evans, Principal, Operations, RSSB

1.5.2 Enquiries should be directed to RSSB – Tel. 020 7904 7518 or e-mail [email protected].

1.6 Supply 1.6.1 Controlled and uncontrolled copies of this Railway Group Standard may be obtained from the

Industry Safety Liaison Department, Rail Safety and Standards Board, Evergreen House, 160 Euston Road, London NW1 2DX or e-mail [email protected].

No guidance is given.





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Part 2 Application of this document

2.1 Purpose 2.1.1 This document contains the minimum mandatory requirements for radio systems that provide the

principle means of voice and related messaging radio communications between trains and shore-based locations.

GN2 This guidance note supports Railway Group Standard GE/RT8080.

2.2 To whom these requirements apply 2.2.1 This document contains requirements that are applicable to duty holders of the infrastructure

controller and train operator categories of Railway Safety Case.

2.3 Application – infrastructure controller Scope and compliance

2.3.1 This document is applicable to all new and existing train radio fixed infrastructure.

2.3.2 This document is applicable to all work that affects train radio fixed infrastructure on Network Rail controlled infrastructure, whether new or as a modification.

2.3.3 The infrastructure controller shall provide train radio fixed infrastructure compliant with Parts 3, 4, 6, 7, 8 and 9 of this document no later than 1 January 2011 on all Network Rail controlled infrastructure.

2.3.4 Prior to 1 January 2011, if the infrastructure controller does not provide train radio fixed infrastructure compliant with Parts 4, 6, 8 and 9 of this document, then the infrastructure controller shall continue to provide legacy train radio fixed infrastructure. If this is the case, then:

a) the infrastructure controller shall ensure that the legacy train radio fixed infrastructure maintains at least the level of functionality and performance provided at the date of publication of this document

b) the infrastructure controller shall, in consultation with train operators, ensure that the requirements set out in Part 7 of this document are applied to the maintenance and system management of the legacy train radio fixed infrastructure

c) the infrastructure controller shall, in consultation with train operators, develop and maintain a migration plan, compliant with the requirements of section 8.2 of this document, for migrating to train radio fixed infrastructure that is compliant with Parts 3, 4, 6, 7, 8 and 9 of this document.

GN3 Legacy train radio systems are those train radio systems that are compliant with the documents referenced in clause 2.7.1 of GE/RT8080 (subject to derogations that were accepted against these documents). These systems are known as driver only passenger radio system, cab secure radio (CSR), radio electronic token block (RETB), national radio network (NRN), and shunting radios.

GN4 It is recognised that these legacy train radio systems are not fully compliant with all the requirements set out in GE/RT8080. Prior to replacement with new train radio systems, legacy radio systems should be maintained so that they continue to provide the level of functionality and performance required by the documents referenced in clause 2.7.1 of GE/RT8080 (subject to derogations that were accepted against these documents) and by applicable company standards.





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GN5 The maintenance requirements set out in Part 7 of GE/RT8080 are substantially unchanged from the maintenance requirements set out in the documents referenced in clause 2.7.1 of the standard.

Exclusions from scope

2.3.5 From 1 January 2011, where a radio system is being used solely for shunting operations that are not taking place on running lines, it is permissible for the radio system not to comply with Parts 4, 5, 6, 7 and 8, provided the infrastructure controller ensures that the elements of the radio system for which the infrastructure controller has responsibility, comply with Parts 3 and 9 of this document.

2.3.6 This document is not applicable to the use of GSM-R hand-portables (sometimes referred to as IVRS systems) where used to supplement legacy or new train radio systems, for example to provide mitigation to specific risks in axle counter areas. Such systems are not considered to be train radio systems in the sense of this document.

2.3.7 This document is restricted to the train radio application. The measures in this document apply whether or not other applications are using the same infrastructure (for example, ERTMS).

GN6 The exclusions in the standard make it acceptable to continue to use a specialist shunting radio (for example, shunting radios based on back-to-back paired radios) for shunting operations, where these take place off running lines (for example, in yards and depots). However, shunting operations that take part on running lines should use the main train radio system.

2.4 Application – station operator 2.4.1 There are no requirements applicable to a station operator.

2.5 Application – train operator Scope and compliance

2.5.1 This document is applicable to all new and existing elements of train radio systems that are the responsibility of train operators (see Part 3 of this document).

2.5.2 This document is applicable to all work that affects train radio equipment on vehicles, whether new or as a modification.

2.5.3 Train operators shall fit train radios compliant with Parts 3, 4, 5, 7 and 9 of this document in all trains that operate on Network Rail controlled infrastructure no later than the date determined by the migration plan required by section 8.2.

2.5.4 Prior to this date, if a train is not fitted with a train radio that is compliant with Parts 4, 5 and 9, of this document, then the train operator shall continue to use a legacy train radio. If this is the case, then:

2.5.5 None of the measures mandated by this standard require VAB inspection.

a) the train operator shall ensure that the legacy train radio is compatible with the train radio fixed infrastructure on the routes travelled by the train

b) the train operator shall ensure that the legacy train radio maintains at least the level of functionality and performance provided at the date of publication of this document

c) the train operator shall, in consultation with the infrastructure controller, ensure that the measures set out in Part 7 of this document are applied to the maintenance and system management of legacy train radios





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d) the train operator shall, in consultation with the infrastructure controller, develop and maintain a migration plan, compliant with the requirements of section 8.2 of this document, for migrating to train radios that are compliant with Parts 3, 4, 5, 7, 8 and 9 of this document.

Exclusions from scope

2.5.6 The requirements in this document are not applicable to vehicles that operate solely within a possession.

2.5.7 For trains that spend a minority of time on Network Rail controlled infrastructure, the train operator does not need to have a train radio compliant with Parts 4, 5, 6 and 7 of this document, provided that the requirements of section 8.3 of this document are complied with.

2.5.8 From the date agreed under clause 2.5.3, where a radio system is being used solely for shunting operations that are not taking place on running lines, it is permissible for the radio system not to comply with Parts 4, 5, 6, 7 and 8, provided the train operator ensures that the elements of the radio system for which the train operator has responsibility, comply with Parts 3 and 9 of this document.

2.5.9 This document is not applicable to the use of GSM-R hand-portables (sometimes referred to as IVRS systems) where used to supplement legacy or new train radio systems, for example to provide mitigation to specific risks in axle counter areas. Such systems are not considered to be train radio systems in the sense of this document.

2.5.10 This document is restricted to the train radio application. The measures in this document apply whether or not other applications are using the same infrastructure (for example, ERTMS).

2.6 Application – Rail Safety and Standards Board 2.6.1 There are no requirements applicable to RSSB.

2.7 Document management Superseded documents

2.7.1 The following Railway Group documents are superseded, either in whole or in part as indicated:

Superseded documents:

Sections superseded Date when sections are superseded

GO/RT3410, issue 1, June 1997 Train Radio Communication

All 7 February 2004

GO/OP0004, issue 1, September 1993 Provision of Radio for Shunting Purposes

All 7 February 2004

Related requirements in other documents

2.7.2. The documents listed below contain requirements that are relevant to the application of this document.

GE/RT8081 Requirements for GSM-R voice radio system

Technical Specification for Interoperability relating to the Control-Command and Signalling Subsystem

EIRENE Functional Requirements Specification EIRENE System Requirements Specification





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European Interoperability Directive (96/48EC) The Wireless Telegraph Act 1949 The Telecommunications Act 1984 The Communications Bill 2003

GN7 Under the European Interoperability Directive (96/48EC), all railway routes in Europe being built or upgraded and designated as Trans European (High Speed TEN) by the European Union must be equipped with the systems specified in the Technical Specifications for Interoperability (TSIs). The EIRENE specifications, which detail the GSM-R system, are the normative reference for train radio systems in the Command-Control and Signalling TSI. It should be noted that the EIRENE specifications do not provide a complete end-to-end specification for train radio.

GN8 GE/RT8080 applies to all controlled infrastructure, whether that infrastructure be:

a) high speed TEN

b) conventional TEN

c) neither of the above.

GN9 As such, it has broader geographic application in the UK than the TSIs.

GN10 GE/RT8080 sets out the overall requirements for train radio operation in the UK. It is intended to be consistent with the EIRENE specifications. However, it neither mandates nor precludes the national fitment of GSM-R in the UK.

GN11 GE/RT8081 sets out specific measures to be employed where GSM-R is implemented.

2.8 Definitions and acronyms Broadcast calls

2.8.1 A call from, for example, the signaller to all train drivers within the boundaries of a geographic area. Only the initiator of the call can talk, the recipients can listen only.

Cab secure radio 2.8.2 A legacy analogue train radio system implemented, prior to the publication of this document, over

part of the rail network providing secure communications between driver and signaller.

GN12 No guidance is given.

In service 2.8.3 A train is in service from the time it starts its journey until the time it completes its journey. A

vehicle is in service when it forms part of a train which is in service.

GN13 This definition is taken from GO/RT3437.

Legacy train radio system 2.8.4 A train radio system that was implemented prior to the publication of this document.

National radio network 2.8.5 A legacy analogue train radio system implemented, prior to the publication of this document,

across the rail network providing non-secure communications between driver and regional controller.

Pre-defined geographic area 2.8.6 A part of the railway defined and stored within the train radio system configuration.

Regional controller 2.8.7 An individual within an infrastructure controller’s operations control who is responsible for making

and receiving calls on the train radio system.





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Stock number 2.8.8 This is the class identifier, followed by a three-digit individual vehicle (in the case of locomotives)

or unit (in the case of multiple units) identifier (for example 465201). See GM/RT2210 for further information.


Traction unit 2.8.9 Any railway vehicle, which has the capacity for self-propulsion (whether or not the power by

which it operates is derived from a source external to the vehicle).

GN15 This definition is taken from GO/RT3437.

Train 2.8.10 Either:

a) two or more items of rolling stock coupled together, at least one of which is a traction unit, or

b) a traction unit not coupled to any other rolling stock.

Train identity 2.8.11 An item of information that identifies a particular train and which is readily known to the signaller

and regional controller. For example, the train identity could be the train running number, train reporting number or head-code.

Train radio 2.8.12 Equipment installed on or within the train, providing the driver with access to the train radio

system.

Train radio fixed infrastructure 2.8.13 The part of the total train radio system at fixed locations necessary for radio communication with

a train.

Train radio number 2.8.14 The unique number allocated to each train radio.

GN16 In the case of a GSM-R radio this would be the MSISDN or mobile telephone number.

Train radio system 2.8.15 A radio system providing the principle means of voice and related messaging radio

communications between train drivers and shore-based locations.

GN17 This definition is restricted to radio communications. In many cases, signal post telephones (SPTs) provide the principal means of voice communications.





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Part 3 Requirement for installation

3.1 Train radio installation 3.1.1 Train operators shall ensure that a train radio can be operated from each cab that is required to

be used as a driving cab of a train in service. The installation can either be permanent or utilise transportable or portable equipment, provided that the train radio is compliant with all applicable requirements in this document.

GN18 Large fleets of rolling stock would most likely require train radios to be permanently installed to simplify, as far as possible, the train radio and radio system management and operation.

GN19 For small fleets of rolling stock (for example, heritage rolling stock) the additional complexity of using transportable or portable radio equipment may be offset by the more limited use of these trains. Issues associated with the use of transportable or portable radio equipment include:

a) additional complexity in the configuration of train radios (for example, see clause 7.2.6)

b) ensuring an appropriate power supply for the duration of the journey (see clause 3.1.2b))

c) the need to ensure that the equipment (including the antenna) complies with train radio technical specification referred to in clause 4.3.3a)

d) ensuring that the equipment is located so that the driver can view the display and operate the controls without moving from their primary driving position (see clause 5.2.11)

e) potentially reduced equipment reliability and availability when compared to permanent installations.

3.1.2 The train operator shall ensure that:

a) the driver always has access to a train radio that is compatible with the train radio fixed infrastructure on each of the routes travelled by the train when in service

b) train radios have sufficient power supply for the duration of the journey, with an appropriate contingency allowance.

GN20 The train operator should be aware of the battery life of transportable or portable equipment, which should be sufficient for the total duration of the journey taking into account potential delays. Spare charged batteries, for example, should be available in case they become necessary to continue normal operation.

3.2 Train radio fixed infrastructure installation 3.2.1 The infrastructure controller shall ensure train radio fixed infrastructure is fitted on all lines in

accordance with this document.

GN21 No guidance is given

3.3 Responsibilities Infrastructure controller

3.3.1 The infrastructure controller shall be responsible for:

a) the provision and maintenance of all train radio fixed infrastructure equipment, including fixed terminals, base stations, communication links to other networks and interfaces to external infrastructure-based systems





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b) the provision and maintenance of infrastructure-based voice recording facilities

c) the control of train radio fixed infrastructure software

d) the train radio fixed infrastructure system management, including subscriber management

e) the identification of locations and scenarios where only intrinsically safe equipment can be used because of a risk of explosion.

GN22 In practice, it is unlikely that intrinsically safe radios would be required on Network Rail controlled infrastructure, but this may be an issue when a Railway Group member’s train moves on to infrastructure controlled by a neighbouring infrastructure controller.

Train operators

3.3.2 Train operators shall be responsible for:

a) the provision and maintenance of all train radio system equipment mounted on rail vehicles

b) the provision and maintenance of test facilities required to demonstrate that train radios are operational

c) where applicable, identifying locations and scenarios where only intrinsically safe equipment can be used because of a risk of explosion.

GN23 Clause 3.3.2b) concerns the testing of the train radio that can form part of a vehicle examination in the depot. For modern train radios, test facilities are usually in the form of a portable computer that can be used to confirm that set-up data and system configuration is as expected. For clause 3.3.2c), refer to the guidance provided for clause 3.3.1e).





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Part 4 Train radio system requirements 4.1 Introduction 4.1.1 This section details the minimum requirements for radio systems, enabling voice and related

messaging communications between trains in service and shore-based locations. This section does not apply to radio systems used solely for shunting operations that are not taking place on running lines.


4.2 Basic functionality Driver initiated emergency calls

4.2.1 The train radio system shall enable an emergency voice call to be made by a driver of a train in service.

4.2.2 Following connection of the emergency voice call, the driver shall have access to a speech connection in order to pass information.

4.2.3 The signaller responsible for the location of the train shall be a recipient of the emergency voice call and shall have access to a speech connection.

4.2.4 Recipients of the emergency voice call shall also include all drivers of trains in service in a pre-defined geographic area, which is based on the location of the train which initiated the emergency call.

GN25 Clauses 4.2.1 to 4.2.4 detail the basic functionality required for driver initiated emergency calls.

This type of call is required to be some form of multi-party or group voice call (rather than a point-to-point call between the initiating driver and the signaller) as a consequence of clause 4.2.4. In addition, the type of call is required to be able to meet the performance requirements set out in clauses 4.3.5 and 4.3.6, and have the appropriate call priority as set out in clause 4.3.4.

GN26 Clause 4.2.3 states that the signaller responsible for operational control at the location of the train is to receive the emergency call. Where position information is not sufficient or not used (in order to meet the performance requirements for emergency calls) to exclusively route the emergency call to the correct signaller, it is permissible to route the call to more than one signaller, one of which is the required signaller (this is permitted under clause 4.2.20). Additional procedures should be in place to cover the way in which incoming emergency voice calls are handled in these instances.

GN27 Clauses 4.2.3 and 4.2.4 state the minimum set of users that are required to be able to receive the emergency call. The requirement does not prohibit other users from receiving the call. Other potential recipients could include neighbouring signallers, regional controllers, appropriate electrical control room operators (ECROs), and other mobile users (for example, track workers) in the vicinity of the incident. A decision on the definition of the overall set of users that receive the emergency voice call rests with the infrastructure controller.

GN28 Driver initiated emergency calls are primarily made to stop or caution trains in an area of a potential incident. It is up to the infrastructure controller to define the pre-defined geographic areas in which the emergency voice call is received. In doing so, the infrastructure controller should take into account aspects such as line speed and signalling, to ensure that the pre-defined area:

a) encompasses all trains approaching the incident that cannot be stopped by the signalling system





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b) does not unnecessarily involve trains that are some distance from the incident and which can be stopped by the signalling system

c) does not unnecessarily involve trains that are on routes not connected with the incident, (it is recognised that this might not be possible to achieve).

GN29 It can be reasonably assumed that on receipt of an emergency call a signaller will return to danger any signals that can be used to protect the location of the emergency. Therefore, the broadcast area for the emergency needs to relate to sections of line where signals cannot provide protection.

GN30 There is an issue about trains entering or leaving the defined broadcast area during the transmission of a message. Procedures should be developed to deal with drivers not receiving a complete message. However, there should be no significant risk if the broadcast area overlaps with the area protected by signals.

GN31 Requirements concerning the definition of pre-defined geographic areas for GSM-R systems are set out in GE/RT8081.

Signaller initiated emergency calls

4.2.5 The train radio system shall enable an emergency voice call to be made by a signaller.

4.2.6 Following connection of the emergency voice call, the signaller shall have access to a speech connection in order to pass information.

4.2.7 Recipients of the emergency voice call shall include all drivers of trains in service in a pre-defined geographic area wholly or partly within the signaller’s area of responsibility.

GN32 Clauses 4.2.5 to 4.2.7 set out the basic functionality required for signaller initiated emergency calls. This type of call is required to be some form of multi-party, group or broadcast voice call (rather than a point-to-point call between the initiating signaller and a specific driver) as a consequence of clause 4.2.7. In addition, the type of call is required to be able to meet the performance requirements set out in clauses 4.3.5 and 4.3.6, and have the appropriate call priority as set out in clause 4.3.4.

GN33 Clause 4.2.7 states the minimum set of users that should receive the emergency voice call. The requirement does not prohibit other parties from receiving the call. Other potential recipients could include neighbouring signallers, regional controllers, appropriate ECROs, and other mobile users (for example, track workers) in the vicinity of the incident. A decision on the definition of the overall set of users that receive the emergency voice call rests with the infrastructure controller.

GN34 It is the responsibility of the infrastructure controller to define the pre-defined geographic areas in which the emergency voice call is received. The definition of these areas should take into account aspects such as line speed and signalling. As a result of this, it may be necessary to provide the signaller with means to initiate the emergency calls not only over the complete area of control, but also over specific parts of the area of control. In doing so, an appropriate balance should be found between flexibility, ease of invoking the desired functionality and effectiveness of the emergency voice call (for example the areas should not be too large to avoid including users to which the emergency call does not relate or too small to create too many choices for the signaller).

GN35 Signaller to driver emergency calls are primarily made to stop or caution trains in an area of a potential incident. It is noted that the signalling system remains the primary means of controlling train movements, but that train radio systems can be used as a secondary method.

GN36 Requirements concerning the definition of pre-defined geographic areas for GSM-R systems are set out in GE/RT8081.





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Regional controller initiated emergency calls

4.2.8 The train radio system shall enable an emergency voice call to be made by a regional controller.

4.2.9 Following connection of the emergency voice call, the regional controller shall have access to a speech connection in order to pass information.

4.2.10 Recipients of the emergency voice call shall include all drivers of trains in service, and all signallers in a pre-defined geographic area wholly or partly within the regional controller’s area of responsibility.

GN37 The same guidance applies as for emergency voice calls initiated by signallers with respect to the mechanisms for the call, the definition of pre-defined geographical areas and for the receiving parties (see GN32 – GN36).

GN38 The infrastructure controller should have appropriate procedures in place to handle emergency calls.

Failure to connect emergency calls

4.2.11 The train radio system shall enable the call initiator to be made aware when the system has failed to connect the emergency call. The infrastructure controller and train operators shall each have procedures which address this situation.

GN39 Although this clause requires an indication to be given to the call initiator when the system has failed to connect the emergency call, it does not mandate when and how this is achieved. It may be appropriate for the train radio system to attempt a number of automatic call set-up attempts before the user is given an indication that the call has failed (as is the case for GSM-R; see clauses 13.2.2.3 and 13.2.2.3 of the EIRENE FRS). Care should be taken to provide the user with a clear indication of the failure.

GN40 Procedures, in the event of failure to connect an emergency call, should cover the use of other means to mitigate a potential incident (for example, use of track circuit clips and/or detonators).

Driver initiated non-emergency calls

4.2.12 The train radio system shall enable a driver of a train in service to make two-way non-emergency voice calls (see clauses 4.2.18 and 4.2.20) to:

a) the signaller responsible for the location of the train

b) the regional controller responsible for the location of the train.

GN41 Clause 4.2.12 states the minimum group of personnel who should be contactable by a train driver. The standard does permit others to be contactable, such as TOC Control. However, communication facilities can act as a distracter.

Signaller and regional controller initiated non-emergency calls

4.2.13 The train radio system shall enable the signaller to make a non-emergency:

a) broadcast voice call to all trains in service in a pre-defined geographic area which lies wholly or partly within the signaller’s area of responsibility

b) two-way point-to-point voice call to a driver of a train in service in the signaller’s area of responsibility.

GN42 Non-emergency signaller broadcast calls are likely to be broadcast over the whole of the signaller’s area of control. However, in the case of a particularly large area, it may be appropriate to divide the area into a number of sub-areas for the purpose of broadcast calls. If





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implemented, care should be taken in ensuring that the system allows sufficient flexibility in selecting any area(s) whilst minimising the potential of selecting the wrong area.

GN43 Although clause 4.2.13b) refers to point-to-point two-way calls, it does not prohibit the additional use of other types of two-way call (for example, multi-party calls and group calls).

4.2.14 The train radio system shall enable the regional controller to make a non-emergency:

a) broadcast voice call to all trains in service in a pre-defined geographic area which lies wholly or party within the regional controller’s area of responsibility

b) two-way point-to-point voice call to a driver of a train in service in the regional controller’s area of responsibility.

GN44 The functionality is similar to that envisaged for signallers (see guidance on clause 4.2.13). It is noted that control areas are larger, and hence it is likely to be more appropriate to divide the control area into a number of sub-areas for the purpose of broadcast calls.

4.2.15 For two-way voice calls to a driver of a train in service initiated by a signaller or regional controller (specifically clauses 4.2.13b) and 4.2.14b)):

a) the user shall be able to initiate the call by entering the train identity, provided that the train radio system has sufficient information to be able to determine the intended recipient from the train identity. If sufficient information is not available, then the user shall be notified accordingly

b) the user shall be able to initiate the call by entering the stock number, provided that the train radio system has sufficient information to be able to determine the intended recipient from the stock number. If sufficient information is not available, then the user shall be notified accordingly.

GN45 The normal mode of operation for point-to-point calls should be for the signaller or regional controller to call a train in their area by entering the train identity.

GN46 Clause 4.2.15a) does not require a specific form of train identity to be used. However, any train identity used should be easily understandable by the signaller and regional controller to ensure that the intended recipient can be determined.

GN47 As an example, the train identity could be the train running number or head-code. The current UK implementation of head-codes does not in all cases provide a means to uniquely identify the intended recipient at a national level (that is, there may be more than one train in the UK with the same head-code). Additional information would be required in such instances where the intended recipient of the call is ambiguous, for example by detecting whether the intended called party is within or outside the area of control and requesting a confirmation from the calling party.

Handling of multiple emergency calls

4.2.16 The infrastructure controller, in consultation with train operators, shall define how the train radio system handles multiple emergency calls made in the same or overlapping areas.

GN48 The users (signallers, regional controller, drivers and other users) should normally only be

engaged in at most a single emergency call at any one time.

GN49 There may be situations where more than one emergency call exists within a certain area. Example scenarios could include:

a) both a signaller and regional controller initiate an emergency call





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b) two drivers initiate an emergency call for unrelated incidents, but the pre-defined areas overlap

c) two drivers initiate an emergency call for unrelated incidents and, where the pre-defined areas do not overlap, the same signaller covers both areas

GN50 Consideration should be given during design to ensure that the train radio system can handle these and similar scenarios in a manner that avoids user confusion.

Routing of 999/112 calls

4.2.17 Any 999/112 calls made on the train radio system shall be routed to the railway emergency operator. The infrastructure controller shall have procedures in place to ensure that the railway emergency operator informs the appropriate signallers and/or regional controllers of any relevant and important content of any 999/112 call made on the train radio system.

GN51 Members of train crew should be discouraged from making 999/112 calls from train radios. Instead, use should be made of the emergency call features as set out in clauses 4.2.1 to 4.2.4.

Train location information

4.2.18 The infrastructure controller shall assess the use of train location information systems to mitigate the risk of mis-routing of driver to signaller/regional controller calls (specifically clauses 4.2.3, 4.2.12a) and 4.2.12b)). The assessment shall be on an area-by-area basis and shall include consideration of:

a) the accuracy, reliability and integrity of the information source when compared to the internal call routing capabilities of the train radio system

b) the complexity of route sections and signaller control areas

c) the intensity of train service

d) whether legacy train radio systems have previously utilised the information source.

4.2.19 The provision of sources of train location information and any assessment of non-implementation of such sources shall be re-validated each time there is a change to the potential sources of train location information.

GN52 The train radio system could have inherent capabilities of routing calls based on the location of the originator to the signaller or regional controller responsible for the current location of the train. These capabilities may not however be sufficient to determine the correct recipient in all cases.

GN53 Clause 4.2.18 requires an assessment to be carried out to determine what the most appropriate train position information system is that can be utilised to increase the accuracy of call routing, and thus reduce the risk of call mis-routing. This could be in the form of already existing systems (such as the TD systems or GPS) or by implementing new position information systems.

GN54 In carrying out the assessment of suitability of the train position information system, consideration should be given to the requirements set out in clause 4.5.3 for areas requiring operational enhancements.

GN55 Clause 4.2.18 should not be interpreted as mandating the fitment of additional train location information systems, nor that a particular train location information system should necessarily be used, even if it is already available. Additionally, this clause should not be interpreted as mandating that the TD systems would be the only possible sources of train location information.

GN56 Clause 4.2.19 ensures that any decision made to use (or not to use) systems for increased call routing accuracy is not considered as a one-off decision. Additional assessments should be carried out when, for example, new systems become available or when the capabilities of the





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current system(s) change. This is to ensure that over the lifetime of the train radio system the most appropriate means of call routing is achieved.

Accuracy of call routing

4.2.20 For driver-initiated calls (specifically clauses 4.2.3, 4.2.12a) and 4.2.12b)), where the train radio system does not have sufficient information to determine the intended recipient, then it is permitted that the call is routed to more than one signaller (specifically clauses 4.2.3 and 4.2.12a)) or regional controller (specifically clause 4.2.12b)). In this case, the infrastructure controller shall have a written procedure that specifies the action to be taken by each signaller or regional controller.

GN57 Train location information may not be sufficient to always identify the intended signaller or

regional controller. For example, GSM-R uses cell information (in particular, knowledge of the cell in which the call originated) to support call routing. Cells can straddle control boundaries (for example, between two or more signalling areas). Hence, if additional external train location information is not available (for example, in the form of train describer information), GSM-R cannot always uniquely identify the intended recipient.

GN58 In such cases, clause 4.2.20 permits the call to be routed to more than one recipient to ensure that the correct signaller or regional controller is a recipient. Written procedures are required in order to ensure that the call is answered and dealt with correctly.

Initialisation information

4.2.21 At the commencement of a journey it is necessary for the train identity to be associated with the train radio. If this association is performed incorrectly, then miscommunication can occur during the train’s journey.

4.2.22 The infrastructure controller and train operators shall put in place appropriate measures to control the risk that initialisation information is incorrect or incomplete.

GN59 Clause 4.2.21 identifies that if initialisation information is entered incorrectly, then this increases the risk of miscommunication. This could be in the form of mis-routing of calls, as well as the system not providing the correct identification of the calling party to the recipient. The infrastructure controller and train operators are therefore required to introduce measures to control this risk.

GN60 The measures could be technical, procedural, or a mixture of the two. Whatever method is implemented, appropriate measures should be taken to mitigate against initialisation errors not being trapped. This could involve a cross-check against train location information systems or procedural checking of the information by signallers.

GN61 The potential consequences of initialisation errors can be reduced further by the correct application of voice protocol when the train radio is subsequently used. The voice protocol should be used to positively identify the participants of a call irrespective of information presented by the train radio or signalling systems.





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4.3 Basic performance requirements Coverage and related system parameters

4.3.1 The train radio system shall enable continuous communications between shore-based locations and trains at all locations, subject to transient effects outside the control of Railway Group members.

4.3.2 In those locations where the train radio system is to be used in conjunction with handheld shunting radios to support shunting operations (see clause 9.2.1), then the train radio system shall enable continuous communications to and from a shunter, subject to transient effects outside the control of Railway Group members.

4.3.3 The precise technical specification of the coverage level and other supporting system parameters is system and technology dependent. The infrastructure controller, with the participation of the train operators, shall be responsible for developing and maintaining this technical specification for the train radio system. The specification shall include:

a) train radio performance and configuration requirements (for example, the required combination of power output, receiver sensitivity, antenna gain and positioning, feeder losses, etc) to be met by train radios

b) train radio fixed infrastructure coverage specification (field strength, carrier to noise and carrier to interference ratios, etc)

c) train radio and train radio fixed infrastructure reliability, availability and maintainability

d) specific consideration of the functionality and performance required of the train radio system on each route

e) coverage maps.

GN62 The intention of clause 4.3.1 is to ensure that the design target for coverage is 100% as far as reasonably practicable, taking into account clause 4.3.2.

GN63 It is impossible from a technical perspective for any radio system to provide 100% coverage. Actual coverage levels vary with both time and location.

GN64 Coverage levels for radio systems are usually specified in terms of a level of confidence (or probability) that the field strength is above a certain level. The radio system is then designed (typically supported by coverage modelling tools) to these levels, and a testing regime is set up to provide assurance that system coverage meets the design requirement.

GN65 The scope of Railway Group Standards only relate to Network Rail controlled infrastructure. It is therefore not possible to mandate that there is suitable radio coverage in train depots where these are not on Network Rail controlled infrastructure. It is, however, clearly beneficial for there to be radio coverage where trains start their journey to aid testing and to enable initialisation to take place at an appropriate time.

GN66 Providing adequate coverage within a train shed might not be achieved; however, in most cases train depots are located along lines required to have radio coverage and therefore the external areas of these depots could be covered.

GN67 GE/RT8080 is specifically written for train radio requirements and clause 4.3.3d) requires that these requirements are considered in determining the actual coverage levels. It is not possible to mandate within the standard a requirement for suitable coverage for track workers to use handheld portable radios using the train radio system. With GSM-R the radio coverage is anticipated to be much better than public GSM because GSM-R is specifically designed to cover the railway.





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Emergency call priority

4.3.4 Emergency calls (see clauses 4.2.1 to 4.2.11) shall take priority over all other calls. Where necessary, established non-emergency calls shall be pre-empted, in order for emergency calls to reach the intended recipients.

GN68 The train radio system should have mechanisms to handle any form of congestion within the system, as it may be necessary to free up resources when emergency calls are being made. In addition, the terminal equipment should enable an existing lower priority call to be terminated in favour of an incoming higher priority call.

GN69 This feature is provided in GSM-R through Enhanced Multi-Level Precedence and Pre-emption (eMLPP) in combination with call arbitration.

GN70 Public emergency calls (see clause 4.2.17) need not be given the same priority as (railway) emergency calls.

Call set-up times

4.3.5 Call set-up times and the probability of call success shall be in accordance with the performance requirements set out in section 3.4 of the EIRENE Functional Requirements Specification (EFRS).

4.3.6 The infrastructure controller shall ensure that the train radio fixed infrastructure is designed, implemented and maintained so as to achieve the call set-up times under all reasonably foreseeable call traffic levels. The infrastructure controller shall consult with the train operators, in order to determine the reasonably foreseeable call traffic levels.

GN71 The requirements in the EIRENE FRS are end-to-end requirements, which means that the call set-up values should be apportioned appropriately across sub-systems that make up the overall train radio system. In addition, the infrastructure controller should define what the start and finish events are for each type of call, in order to assess whether the performance requirements are being met by the system.

4.4 Defective equipment 4.4.1 Requirements concerning defective on-train train radio equipment are set out in GO/RT3437.

4.4.2 The infrastructure controller shall put in place alternative plans if the train radio fixed infrastructure become defective.

4.4.3 The infrastructure controller, with the participation of the train operators, shall define these plans and associated procedures.

GN72 Measures should be in place to manage the risk that the on-train radio equipment is not operational. Train operators could consider the following aspects in support of their obligations to meet the requirements set out in GO/RT3437:

a) the on-train radio equipment could perform a number of basic diagnostics self-tests when it is powered up (as for example specified for GSM-R in EIRENE FRS, clause 5.2.3)

b) initiate test calls to ascertain whether the radio link and/or the handset are working correctly

c) allow the user of the on-train equipment to invoke other diagnostics tests on demand

d) allow the user to test the PTT button (see clause 5.2.22).

In order to minimise the risk of defective equipment, train operators should be encouraged to test in the depot all train radios that are expected to be used that day.





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4.5 Additional measures to support operational enhancements, where required Introduction

4.5.1 In order to support certain localised operational enhancements (for example, driver only operation of passenger trains), additional train radio functionality beyond that stated in section 4.2 is necessary. This additional functionality need only be provided in those signalling areas where support for operational enhancements is required (for example, in those signalling areas in which driver only operation of passenger trains is performed), and in those trains that are to utilise the operational enhancements (for example, those trains that are intended to operate as driver only operation of passenger trains).

GN73 The clauses in section 4.5 only become mandatory where the train radio system is being used in support of certain operational modes (for example, driver only operation of passenger trains). For areas not required to support these specific types of operational mode, the train radio system should, as a minimum, provide the functionality set out in sections 4.2 and 4.3, but may also meet the clauses in section 4.5.

GN74 Care should be taken in defining the functionality for on-train equipment, in particular where the train radios are not limited to particular areas.

Primary means of communication for the authorisation of train movements

4.5.2 Clauses 4.5.3 to 4.5.4 set out the additional requirements on the train radio system in locations where the train radio system is to be used as the primary means of voice communications between driver and signaller for the authorisation of train movements.

4.5.3 Within the signalling areas operating this operational enhancement, the train radio fixed infrastructure shall have sufficient information to know which trains are in each signaller’s area of responsibility. This is to enable driver initiated non-emergency calls to the signaller (specifically clause 4.2.12a)) to be routed to only the intended recipient (compare to clause 4.2.20 for basic functionality).

4.5.4 It is a prerequisite that train identities of trains using this operational enhancement shall be planned to be unique within the signalling areas operating this operational enhancement. When combined with clause 4.5.3, unique train identities shall enable signallers to:

a) call trains directly by entering the train identity (see clause 4.2.15a))

b) uniquely identify incoming calls from a train based on the displayed train identity (see clause 6.2.1a)).

GN75 Although the voice protocol remains the key mechanism for identifying call participants, it is

important that when used as the primary means of voice communications between the driver and signaller for the authorisation of train movements, that the train radio system should not introduce doubt about the identities of the calling and called parties.

GN76 In addition, clause 4.5.3 does not permit calls to be routed to multiple recipients (this is in contrast to what is acceptable under clause 4.2.12 for normal operations). As a consequence of this, a suitable train location information system to allow unambiguous tracking of trains across signaller’s areas of control, should be utilised. This should be taken into account when carrying out the assessment regarding suitability of location information systems under clause 4.2.18.

Driver only operation of passenger trains

4.5.5 Clauses 4.5.6 to 4.5.9 set out the additional requirements on the train radio system in locations where the train radio system is to be used in support of driver only operation of passenger trains.





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GO/RT3271 sets out other measures, not related to the train radio system, that are necessary for driver only operation of passenger trains.

4.5.6 The train radio system shall meet all of the additional requirements that apply when the train radio system is to be used as the primary means of voice communications between driver and signaller for the authorisation of train movements (specifically clauses 4.5.3 to 4.5.4).

4.5.7 Train radios on trains that are to be operated as driver only operation of passenger trains shall interface to the on-train driver safety device (DSD) and public address (PA).

4.5.8 Upon activation of the DSD, the train radio system shall provide the signaller with an emergency alarm. The alarm shall provide sufficient information for the signaller to be able to determine immediately the train from which the alarm originated.

4.5.9 The train radio system shall enable the signaller to relay a voice message over a train’s PA system.

Driver initiated calls to the electrical control room operator

4.5.10 Clause 4.5.11 sets out the additional requirements on the train radio system in locations where the train radio system forms part of the electrification communication strategy on an electrified route.


4.5.11 The train radio system shall enable the driver to make a two-way non-emergency voice call to the electrical control room operator (ECRO) responsible for the current location of the train. The call shall be capable of being initiated by the driver, following a small number of key presses.

GN78 The system is already required to provide this functionality for the purpose of call routing to the signaller or regional controller responsible for the current location of the train (see clause 4.2.12). Consideration should be given to enhance this functionality to also cover the routing of calls to ECROs, where required under this clause.

GN79 GE/RT8080 does not prohibit the call to be routed to more than one ECRO in those instances where the train radio system cannot uniquely identify the intended recipient. The infrastructure controller should ensure that additional procedures are in place to cover the way in which incoming calls are handled under these circumstances.

4.6 Further functionality 4.6.1 It is permitted that further functionality (for example, pre-defined messaging, variable content text

messaging and fax), as agreed by the infrastructure controller and train operators, be supported by the train radio system. Any further functionality shall:

a) not compromise the requirements set out in this document

b) be demonstrated not to have a negative impact on driver or signaller attention and workload.

GN80 This section acknowledges that introduction of new train radio systems may provide additional functionality over and above the minimum mandated, which could support further applications that potentially offer a number of opportunities to enhance communications to and from the train. Although introduction of these additions may be beneficial, an assessment should be carried out to ensure that their introduction meets the requirements of clause 4.6.1.

GN81 In some cases the radio system being replaced may already support functionality additional to the minimum called for (for example, the ‘waiting at signal’ message). The provision of such functionality may well be justified on the basis that to lose the feature would have a negative impact on driver and signaller workload.





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Pre-defined messages

4.6.2 Clauses 4.6.3 to 4.6.5 set out the requirements to be applied if pre-defined messages (for example, ‘Waiting at Signal’) are to be utilised.

GN82 Pre-defined messaging is offered by certain legacy train radio systems (for example, driver only passenger radio and cab secure radio systems). Although not considered a minimum requirement, GE/RT8080 permits their use for the future.

4.6.3 The infrastructure controller, with the participation of the train operators, shall specify a set of pre-defined messages to be used on the controlled infrastructure. In specifying these, the following requirements shall be adhered to, in order to limit driver distraction whilst moving:

a) each pre-defined message shall be able to be accommodated, without user interaction, onto the screen display of each train radio

b) all pre-defined messages shall be short and unambiguous

c) the total number of pre-defined messages shall be kept to a minimum

d) the operational use of pre-defined messages shall be consistent with the capabilities of the messaging technology employed.

4.6.4 The use of pre-defined messages shall not prevent the sending or receiving of emergency calls.

4.6.5 The sender of a pre-defined message shall receive a failure indication if the message cannot be delivered to the intended recipient, unless the failure is such that a failure indication cannot be provided.


Use of variable content messaging

4.6.6 Clauses 4.6.7 to 4.6.10 set out the requirements to be applied if variable content messages (for example, variable content text messages or faxes) are to be utilised.

GN84 The use of new technology, in particular GSM-R, offers the opportunity to utilise new features such as variable content text messaging (for example, via SMS if implemented with GSM-R).

GN85 It is clear that such features could enable improvements to the running of the railway. It is also clear that such features also have the potential to increase risk through driver and signaller distraction, and where ‘store and forward’ technology could be used inappropriately for time-critical applications.

4.6.7 Railway Group members are permitted to use variable content messaging in order to confirm safety-critical instructions between signallers and drivers. Railway Group members shall not use variable content messages to replace any existing procedures for passing safety-critical information. For example, those procedures set out in GE/RT8000.

GN86 Whilst introducing variable content messaging in order to confirm safety-critical instructions may be beneficial, care should be taken that the messaging technology is used appropriately (see also clause 4.6.9). For example, ‘delayed’ messages may introduce hazards into the operational railway. In addition, care should be taken to ensure that the message clearly relates to the safety-critical instruction being confirmed.

4.6.8 If variable content messages are sent to a driver, signaller or the regional controller, then their arrival shall be announced by a suitably non-intrusive means and shall not require the recipient to respond to secure their receipt. It shall be possible for the recipient to access such messages when their duties permit.





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4.6.9 The operational use of variable content messaging shall be consistent with the capabilities of the messaging technology employed.

4.6.10 The use of variable content messages shall not prevent the sending or receiving of emergency calls.

4.6.11 Where printer facilities are provided for making hard copies of variable content messages, then these facilities shall be suitable and sufficient for the purposes. Factors for consideration include but are not limited to:

a) font size and type

b) paper dimensions and type

c) print colour.

4.7 Use of the train radio system Access to the train radio system

4.7.1 Unauthorised access to the train radio system communication facilities shall be prevented, in particular by members of the public.


Training requirements

4.7.2 Company policy, procedures and training shall ensure that authorised users:

a) are aware of the risks of a driver using the train radio system whilst moving, and avoid communicating with a driver on the move, except calls and pre-defined messages from signallers or regional controllers

b) respond to any call or message, except calls and pre-defined messages from signallers or regional controllers, at the driver’s discretion, subject to the prevailing operational conditions

c) do not use the train radio system for any purpose other than that agreed by the infrastructure controller and train operators.

GN88 Company policies for drivers answering calls should clearly state that the driver has authority to judge if the call can be handled safely.

4.7.3 In addition, company policy, procedures and training shall ensure that drivers:

a) are not required to compose a variable content message or transfer a variable content message to hard copy whilst moving

b) are not required to respond to calls or messages whilst moving, except calls and pre-defined messages from signallers or regional controllers, subject to the prevailing operational conditions

c) are not required or permitted to initiate calls or send messages whilst moving, except when the driver considers it necessary, having taken into account the safety and operational need.

4.7.4 GE/RT8046 sets out appropriate management processes which seek to ensure that all operational personnel undertake safety communications in the manner set out in GE/RT8000.

GN89 Company policies on the use of mobile phones might need to be modified to include the use of train radio if the train radio system includes greater scope for the driver to make general calls. Advice on the risk involved in using a phone while controlling a vehicle (road or rail) is regularly being revised; company policies should be reviewed on a regular basis to reflect any changes in advice.





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Part 5 Train radio requirements 5.1 Introduction 5.1.1 This section details the minimum requirements for equipment located on a train for the purposes

of providing the train radio facilities identified in Part 4. This section does not apply to radio systems used solely for shunting operations that are not taking place on running lines.


5.2 Equipment requirements Call handling requirements

5.2.1 Driver initiated emergency calls (see clauses 4.2.1 to 4.2.4) shall be initiated by a device, such as a push button, specifically provided for this purpose. The device shall be coloured red or clearly marked to identify its function under all operating conditions.

5.2.2 Train operators shall perform an assessment of those locations that a driver is required to call frequently using the train radio as part of the driver’s duties. Drivers shall be able to initiate calls to frequently called locations using a small number of key presses.

5.2.3 Drivers shall be able to initiate calls and be aware that a call has been answered without lifting the radio handset.

5.2.4 Incoming broadcast (see clauses 4.2.13a) and 4.2.14a)) and emergency calls (see clauses 4.2.1 to 4.2.10) shall automatically be connected to the loudspeaker if the handset is not in use, or to the handset if the handset is off hook.

GN91 Part 4 has already identified a number of locations that the driver may have to communicate with, in particular, signallers, regional controllers and ECROs. However, there may be other locations that the drivers may have to contact as part of their duties.

GN92 In defining the number of key presses, a balance has to be found between the frequency of the call, the circumstances under which the call is to be made and the ease with which the call can be made. For example:

a) a device, such as a single red button, is configured for the use of emergency calls, which are subsequently routed to the most appropriate signaller (as set out in clause 5.2.1)

b) frequently made non-emergency calls to, for example, signallers and regional controllers, could be initiated by pressing dedicated buttons

c) for less frequently made calls, short code dialling may be appropriate to initiate these calls.

GN93 Clause 5.2.3 introduces a form of ‘hands free’ dialling. GE/RT8080 does not mandate that the call should be ‘hands free’ once the called party has accepted the call.

Train radio failure

5.2.5 The train radio shall provide a failure indication if connection is lost with the train radio fixed infrastructure or if there is a failure within the train radio, unless the failure is such that a failure indication cannot be provided.

GN94 The indications should be clear and unambiguous, and provide some indication of the type of failure (for example, lost coverage, call dropped).

For GSM-R, the GSM service indicator could provide some of this functionality, but additional indications would be required to cover connections lost due to failures other than coverage loss.





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Audible indications

5.2.6 Train radio audible indications shall be of the following distinct types, which shall be immediately apparent to, and recognisable by, the driver:

a) emergency call indication: used to inform the driver of an incoming emergency call

b) priority indication: the audible indication shall alert the driver to the fact the train radio requires the driver’s immediate attention, subject to the prevailing operational conditions

c) informative indication: the audible indication shall be non-intrusive and not require the driver to perform any immediate action. It shall be used for functions that allow the driver to respond when their duties permit.

5.2.7 Further requirements on indications are set out in GM/RT2161.


Multiple train radios in the cab

5.2.8 Where it is necessary, due to the routes travelled by the train, for the train to be equipped with more than one train radio, then consideration shall be given to providing a single train radio interface in the cab for the driver.

GN96 When combining multiple radios into a single train radio interface, care should be taken to ensure that the driver can clearly distinguish which radio system is being used at any one time. This is particularly important where the different systems provide different sets of functionality and/or use different operating procedures.

5.2.9 Only one train radio shall be operational at any one time.

5.2.10 The train operator shall have documented procedures in place to cover multiple train radios in the same cab, including:

a) a procedure to ensure that the correct train radio is in use at all times

b) a procedure for using a single train radio user interface where such an interface is provided.

GN97 GE/RT8080 does not preclude the use of multiple train radio systems nationally, provided that they each comply with GE/RT8080 and, except in a limited set of circumstances, only one train radio system is operational in each signaller’s area (see Part 8). Clearly, it is preferable from a safety and operational perspective for there to be one train radio system nationally, and if multiple train radio systems were to be implemented, then procedures would be required to handle transitions between systems.

GN98 It is unlikely that more than one train radio will be required in a cab following the national implementation of GSM-R.

GN99 Radios provided in a train for ERTMS are not train radios according to the definition provided by GE/RT8080. It is acceptable to have a train radio plus other radios on the train to support other applications.

Train radio controls

5.2.11 In order to minimise driver distraction, the train radio shall be located such that the driver can view the display and operate the controls without moving from the primary driving position. Further requirements on the positioning of the train radio are set out in GM/RT2161.

5.2.12 Train radios shall be procured which have been designed according to ergonomic principles for usability and to minimise driver distraction. In particular, the principles shall have governed the





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size, shape and coding of controls and displays according to frequency of use, sequence of use, and importance of use.

5.2.13 Controls and displays shall be designed for use under all operating conditions (for example, by including backlighting for night-time use).

GN100 Although it may be desirable to automatically detect what the intensity and contrast levels should be for particular operating conditions (for example, by including a light intensity sensor to detect when to switch the backlighting on and off), consideration should be given to providing the user with the means to override or adjust these settings, in order to handle changing conditions.

5.2.14 The train radio driver interface shall be designed so as to minimise reliance upon menu structures for regularly used functions. However, it is permissible for infrequent functions to be embedded in menus if this results in reduced clutter on the interface.

5.2.15 Train radio controls shall be appropriately protected against inadvertent or accidental use, especially with regard to the emergency call function.

GN101 Although clause 5.2.1 requires a device, such as a dedicated button, to be provided to initiate emergency calls, GE/RT8080 does not preclude providing other means of invoking this functionality (for example, through a menu). It may be desirable to provide alternative means of invoking certain key functions in order to mitigate against potential failures. However, in the case of emergency calls, care should be taken that appropriate protection, as set out in clause 5.2.15, is provided.

5.2.16 The sound output level of the train radio loudspeaker shall be adjustable by the driver, but not to such a low level that there could be false reporting of its malfunction.

GN102 Whilst adjustment to the loudspeaker volume is mandated to enable drivers to have some control over the sound level, the minimum setting should be sufficient for the driver to be aware of any output from the speaker.

GN103 Although not mandated, it could be desirable to define sound output ranges for different types of cabs to ensure that the radio can be configured adequately for its intended environment. This should avoid the situation where, for example, in a noisy cab, the lowest volume level setting is too low, whereas the same volume level is too loud for a quiet cab.

5.2.17 The sound output level calibration shall be such that when set to the mid-level, normal speech and any warning tones are clearly audible in the normal operating environment of the cab by all drivers.

5.2.18 When set at maximum sound output level, the train radio shall not prevent other cab system warning tones from being heard by the driver.


Train failure conditions

5.2.19 The driver shall continue to have access to the train radio system under train failure conditions, unless the train radio system suffers an internal failure that prevents communication.

GN105 Loss of power to the train radio from the train is not an internal failure of the train radio system. However, a failure of the train radio is an internal failure of the train radio system.

GN106 Clause 5.2.19 could be met through the provision of a back-up battery to support continued operation of the train radio under train failure/power loss conditions and/or additional equipment such as a hand-portable, which can operate independently from the train infrastructure and can serve as a back-up.





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GN107 An additional advantage of the hand-portable approach would be that it could be used away from the train to support a range of operational scenarios.

Data recorders on trains

5.2.20 The train radio shall be capable of providing information concerning the status and operation of the train radio to the data recorder on the train. This shall include information concerning the initiation and receipt of emergency call events.

5.2.21 Requirements concerning data recorders on trains are set out in GM/RT2472.

GN108 Clause 5.2.20 of GE/RT8080 is the mirror of clause B4.1o) of GM/RT2472, and is intended to

ensure that train radios and data recorders on trains develop in a consistent manner. GM/RT2472 requires that consideration be given to recording the status and operation of the train radio, while GE/RT8080 ensures that train radios are capable of providing such information to data recorders on trains.

GN109 Train operators should give consideration to the precise set of events that are capable of being recorded. As a minimum, the initiation and receipt of emergency call events are to be included, since failure of the train radio system may result in these calls not being initiated properly, without providing sufficient evidence of this to support accident investigations. For example, the system may initiate the emergency call correctly, but the on-train radio does not receive the call. This would constitute a partial failure of the call, which may remain unnoticed by the network.

GN110 Other events to be recorded may include:

a) terminations of emergency calls

b) DSD alarm message transmissions (see clause 4.5.8)

c) train radio failures reported to the user (see clause 5.2.5)

d) details of other incoming and outgoing calls.

Testing of PTT facilities

5.2.22 If press-to-talk (PTT) facilities are used during emergency calls, the PTT shall be tested and proven to be operational before entering in service. The PTT test shall not result in an emergency call being initiated.

GN111 The test envisaged should simply establish that the PTT contact is working. As such, it need not necessarily result in any form of call or message being sent over the air interface.

GN112 Consideration should be given to using the PTT button during all calls and not just during emergency calls. This would not only avoid confusion in emergency situations where the driver is possibly be under considerable stress, but would also provide additional assurance as to the correct operation of the button.





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Part 6 Train radio fixed infrastructure requirements 6.1 Introduction 6.1.1 This section details the minimum requirements for train radio fixed infrastructure equipment and

procedures employed for the purposes of providing the train radio facilities identified in Part 4. This section does not apply to radio systems used solely for shunting operations that are not taking place on running lines.


6.2 Train radio fixed infrastructure Call handling

6.2.1 Signaller and regional controller terminals shall:

a) for driver initiated calls (specifically clauses 4.2.1, 4.2.12a) and 4.2.12b)), provide the user with the train identity, where this is available, in conjunction with the call. If the train identity is not available, then the user shall be provided with the stock number of the train

b) be capable of accepting two or more calls and enable the user to deal with one call at a time and in whichever order the user chooses

c) allow the user to terminate any call to which they are a party

d) enable the user to readily transfer a call to another location, in particular those locations identified in GE/RT8021.

GN114 Signaller and regional controller terminals should support call queues. Any information provided in the queue should allow easy and unambiguous identification of the call originator.

Communications failure

6.2.2 The signaller shall be provided with an audible and visual indication of a service-affecting fault that prevents the signaller from making or receiving emergency calls, unless the failure is such that a failure indication cannot be provided.

6.2.3 The regional controller shall be provided with an audible and visual indication of a service-affecting fault that prevents the regional controller from making emergency calls, unless the failure is such that a failure indication cannot be provided.

Audible indications

6.2.4 Audible indications of the signaller and regional controller terminals shall be of the following distinct types, which shall be immediately apparent to, and recognisable by, the user:

a) emergency call indication: used to inform the signaller of an incoming emergency call

b) priority indication: the audible indication shall alert the user to the fact that the train radio system requires the user’s immediate attention, subject to the prevailing operational conditions (to be used, for example, when a train driver calls to request the attendance of the emergency services)

c) informative indication: the audible indication shall be non-intrusive and not require the user to perform any immediate action. It shall be used for functions that allow the user to respond when their duties permit.

6.2.5 Further requirements on indications are set out in GK/RT0025.





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Signaller and regional controller terminals

6.2.6 User interfaces shall be designed according to ergonomic principles for usability. These principles shall govern the size, shape and coding of controls and displays according to frequency of use, sequence of use, and importance of use.

6.2.7 The controls of the signaller’s and the regional controller’s terminals shall be appropriately protected against inadvertent or accidental use, especially with regard to the emergency call function.


6.2.8 If press-to-talk facilities are used during emergency calls, the PTT shall be tested and proven to be operational each day. The PTT test shall not result in an emergency call being initiated.

6.2.9 GK/RT0025 sets out further requirements that apply to the signaller terminals.

GN116 The test envisaged should simply establish that the PTT contact is working. As such, it need not necessarily result in any form of call or message being sent over the air interface.

GN117 Consideration should be given to using the PTT button during all calls and not just during emergency calls. This would not only avoid confusion in emergency situations where the signaller or regional controller is likely to be under considerable stress, but would also provide additional assurance as to the correct operation of the button.

Recording

6.2.10 The infrastructure controller, for later analysis, shall record all operational and emergency train radio communications (voice and related messaging communications) involving any of the following:

a) a driver

b) a signaller.

6.2.11 Requirements concerning recording facilities are set out in GE/RT8021.

GN118 For legacy train radio systems, voice recording is performed locally, typically at the signalbox.

The introduction of GSM-R services enables centralised voice recording facilities to be utilised. Central recording of calls requires a dedicated operation with clearly defined procedures and performance requirements.

GN119 Care should be taken that the central recording facility can capture all identified calls (including calls such as mobile-to-mobile and signaller-to-signaller) without placing unnecessary constraints on the system design.

6.2.12 Communication recordings shall be made available for monitoring purposes as a means of ensuring system integrity and user discipline. Requirements concerning the monitoring of communications are set out in GE/RT8046.

Procedural requirements

6.2.13 The infrastructure controller shall ensure that:

a) there are documented arrangements identifying those responsible for dealing with emergency calls, the actions necessary to deal effectively with emergency situations and specifying the records to be maintained and for what period





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b) signallers dealing with emergency calls have immediate access to information which may be required in handling an emergency situation, as set out in GO/RT3471

c) there are documented arrangements which enable the effective handling of train radio system emergency calls received, arising on lines which interface with, or are immediately adjacent to, those controlled by the infrastructure controller

d) signallers and regional controllers are aware of the pre-defined geographic areas over which emergency (see clauses 4.2.1 to 4.2.10) and broadcast (see clauses 4.2.13a) and 4.2.14a)) calls are made.


Lineside signs

6.2.14 The infrastructure controller, in consultation with the train operators, shall determine a consistent policy for whether lineside signs are required to support the train radio system.

6.2.15 Other requirements concerning lineside signs are set out in GI/RT7033.

GN121 Lineside signs were provided to support the operation of legacy train radio systems, and will continue to be used until legacy train radio systems are replaced by new train radio systems. Clause 6.2.14 requires that an assessment be performed to determine whether or not lineside signs continue to be necessary to support the operation of new train radio systems. There may be various reasons why lineside signs are required. These include providing information concerning:

a) correct initialisation information for drivers registering their train radio at a particular location (see clauses 4.2.21 and 4.2.22)

b) specific telephone numbers to be used

c) boundaries of areas with different operating conditions, for example, when entering and leaving areas which support the enhanced functionality referred to in section 4.5

d) boundaries between different train radio systems (as set out in section 8).





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Part 7 System management and maintenance requirements 7.1 Introduction 7.1.1 This section details the minimum requirements for maintenance and system management of train

radio systems.

7.2 System management and maintenance 7.2.1 The infrastructure controller shall ensure that system management of the train radio system is

carried out effectively with clear allocation of responsibilities.

GN122 The allocation of responsibilities, as far as is permitted in Railway Group Standards, is set out in section 3.3. Clause 7.2.1 recognises that there is a need for greater detail in the allocation of responsibilities for the system management and maintenance for the process to be effective.

7.2.2 A configuration management system shall be in place to support the safe maintenance, operation and modification of the train radio system. Processes shall be in place to ensure consistency between the train radio system and any interfacing systems (for example, train location systems).

GN123 Data (subscriber profiles, pre-defined areas, etc) is required in order to properly operate the train radio system. This involves data preparation, entering data and maintaining this data. In addition, modifications to aspects such as system hardware, software and documentation may be required, which should be managed and controlled.

GN124 The configuration management system used to support these activities is considered to be an infrastructure component and becomes the responsibility of the infrastructure controller for its safe management and operation. In particular, the aspects of data preparation, data entry and data modification require stringent control procedures.

GN125 When looking at a system such as GSM-R, configuration management is not just limited to the ground-based infrastructure. Subscriber identity modules (SIM cards) should be provided with each radio (train radio or otherwise) in a form that is compatible with the train radio infrastructure. Working procedures should be implemented to enable these SIM cards to become and remain functional. These procedures should identify such issues as, for example, how and in what timescales SIM cards can be authorised or deactivated.

GN126 In addition, the configuration system management should ensure that alterations to other systems, such as train location systems or signalling equipment, are reflected in the train radio system to ensure that call routing is carried out correctly.

7.2.3 System data and information shall be kept up-to-date.

GN127 It should be noted that data contained in the train radio system might require updates as a result of external systems changing where these systems are required to interact and exchange data with the train radio system. Examples of changes that may lead to modifications include the change of signaller areas and resignalling schemes.

7.2.4 Software and hardware updates shall be performed in a controlled fashion, and in particular ensure that different system elements are utilising compatible software and hardware versions.

7.2.5 Train radios shall not have software updated while the train is moving or in service.

GN128 Software and hardware updates on CSR and NRN have sometimes been problematic. The standard recognises that such updates need to be performed in a manner that minimises disruption. In particular, it will be necessary to test software compatibility between the infrastructure and all types of train radio that are operational.





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GN129 It is anticipated that with GSM-R, software updates can be achieved over the air interface automatically making the process much simpler to manage. This method of update does potentially introduce an additional risk of train radios being updated while the unit is in use. Clause 7.2.5 is intended to protect against this risk.

7.2.6 A register shall be maintained that records the correlation between train radio numbers and stock numbers. Where the correlation between train radio number and stock number is changed, the train operator shall ensure that the register is updated before the train enters in service.

GN130 A routing database should be maintained within the train radio system that relates the train identity and/or stock number to the train radio number. The train radio system, infrastructure component, is the host for this database and this puts the responsibility to maintain this database with the infrastructure controller. However, the accuracy of the database content will largely be dependent on the train operators. The issue of keeping the system data up-to-date (see clause 7.2.3) is mainly procedural. Working procedures should be implemented, in order that authorised users’ needs are adequately and safely managed for the operational railway.

7.2.7 The infrastructure controller and train operators shall each have arrangements in place to:

c) ensure that train radio communication equipment is operational, where necessary, to meet the requirements of this document

d) monitor train radio equipment performance (other requirements are set out in GK/RT0106)

e) share information on train radio performance as an input to safe train operation. This shall include identification of the areas where radio coverage is unacceptable

f) monitor the ongoing compliance with the requirements set out in Part 4

g) identify for all calls, where possible, whether they connect or fail to connect. It is permissible for this to be automatically monitored by the train radio system

h) monitor the quality of transmissions and reception of emergency and other calls.

GN131 Call/signal dropouts do not necessarily constitute defective equipment and therefore should be

monitored and reported separately, in order to establish any patterns that may exist and in support of any maintenance that would be required.

GN132 As for any system with components under the responsibility of different organisations, it can be extremely difficult to tackle problems of system performance unless there is a good and close working relationship between the various organisations. Clause 7.2.7 calls for each organisation to have arrangements in place to monitor and share information. Railway Group Standards cannot mandate that Railway Group members co-operate or agree on a means of tackling joint issues.

7.2.8 Where planned maintenance of train radio fixed infrastructure affects performance or functionality of the train radio system, the infrastructure controller shall give sufficient advance notice to the train operators, in order that alternative train operating arrangements or communication systems can be considered, consulted with the infrastructure controller, published and implemented.

7.2.9 In the following circumstances, details of the permitted arrangements for train operation shall be published in the appropriate operating publications or late notices issued to staff:

a) temporary alternative train radio system arrangements agreed with the infrastructure controller (see also section 4.4)

b) locations where the use of radio for communication is required as an alternative to the use of signal post telephones.





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7.2.10 The infrastructure controller and train operators shall each have arrangements which enable reporting of defects and unplanned outages in train radio systems or equipment, in order that:

a) effective repairs can take place

b) alternative communication arrangements can be introduced, where appropriate (see GK/RT0106).






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Part 8 Operation of multiple radio systems 8.1 Introduction 8.1.1 This section concerns the operation of multiple train radio systems (excluding systems used

solely for shunting operations that are not taking place on running lines) in the same geographic area where users can perceive a difference between the operation of the train radio systems.

8.1.2 It is noted that it is technically possible to operate multiple train radio systems, and provide users with the same functionality, performance and unified user interfaces. This section does not apply to this scenario.

8.1.3 The operation of multiple train radio systems in the same geographic area could occur for a variety of reasons such as:

a) prior to compliance with all sections of this document

b) part of the introduction of replacement train radio systems

c) where the infrastructure is used by trains that primarily operate on infrastructure controlled by a neighbouring infrastructure controller (for example, Nexus formally known as Tyne and Wear Metro).

8.1.4 This section details principles to be applied when multiple train radio systems are in operation in the same geographic area in the following circumstances:

a) short-term measures to support migration to a new train radio system (see section 8.2)

b) long-term measures where operation of multiple train radio systems is part of the ‘steady state’ operation of the railway (see section 8.3).

8.2 Migration principles 8.2.1 The infrastructure controller and the train operators shall jointly determine the most appropriate

process and timescale for introduction of new train radio systems and the length of time overlap before the existing train radio fixed infrastructure is withdrawn from service, in order for rolling stock upgrades and training programmes to be implemented.

8.2.2 The infrastructure controller and the train operators shall, in consultation with each other, develop migration plans for the train radio fixed infrastructure and replacement of train radios respectively. The migration plans shall address the risks associated with the migration. Particular consideration shall be given to:

a) dual fitment of train radio fixed infrastructure systems in a geographic area prior to migration of rolling stock

b) where the new train radio system offers significant safety benefits over an existing train radio system, then consideration shall be given within the migration plan to realising those benefits early within the migration

8.2.3 Consideration shall also be given to the following issues which are to be addressed in the migration plans:

a) ensuring all trains receive emergency calls associated with the geographic area they are located in

b) situations where emergency calls need to be made from more than one location

c) avoiding signaller confusion if two or more terminals are involved





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d) avoiding user confusion regarding different operating procedures for different train radio systems

e) overcoming lack of familiarity with equipment

f) ensuring training courses are aligned to migration timescales

g) avoiding driver confusion over who they are talking to

h) ensuring the driver does not forget to change channel manually when one of the train radio systems is the national radio network (NRN) or radio electronic token block (RETB)

i) avoiding driver confusion over the use of radio, due to having to use multiple systems (including multiple train radios in the cab)

j) ensuring modifications to control rooms are ready in time for migration of rolling stock

k) providing adequate training

l) ensuring implementation of the new system does not result in a degradation in the operation of existing communication systems

m) ensuring decommissioning of existing communication systems only commences following migration of all rolling stock

n) ensuring all users are advised of the change (including track workers, special trains)

o) managing a mixture of train radio systems on trains in a possession.


8.3 Steady state principles 8.3.1 The steady state operation of multiple train radio systems in a signaller’s area shall only be

permitted where there are trains operating which spend a minority of time on Network Rail controlled infrastructure. In such circumstances:

a) the train operator and infrastructure controller shall have documented procedures in place to cover the operation of the multiple train radio systems

b) for trains which spend a minority of time on Network Rail controlled infrastructure, the infrastructure controller shall ensure that a train radio system is utilised that provides direct communication between the driver and the signaller

c) the signaller shall be able to immediately determine which train radio system is in use on each train.

GN135 Clause 8.3.1 imposes limitations on the use of multiple train radio systems in the same geographic area (specifically, a signaller’s area). In particular, the clause is intended to cover the scenario where metro trains operate for a short distance over Network Rail controlled infrastructure. In such cases, it is acceptable for the metro trains to use their own train radio system, provided that the Network Rail signaller is equipped with appropriate terminal equipment.

GN136 Railway Group members should consider the converse scenario where their trains spend time operating on infrastructure not covered by the requirements of Railway Group Standards.

GN137 For guidance concerning multiple train radio systems on a national basis (see GN97 – GN99).





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Part 9 Shunting radio 9.1 Introduction 9.1.1 This section details the minimum system requirements to be met by shunting radio systems

irrespective of how the system is provided.


9.1.2 Shunting radio can either be provided as:

a) a system whose sole purpose is to support shunting at a particular location (for example, paired shunting radios operating in ‘back-to-back’ mode)

b) a part of the train radio system utilised by trains in service.

GN139 This clause gives the option to provide shunting radios either as stand alone or as part of another radio system by providing specific additional functionality. In either case, where more than one train radio system is used, consideration should be given to the operation of multiple radios (see clauses 5.2.8 to 5.2.10 and Part 8).

GN140 Note also that in accordance with clause 2.3.5 of the standard, where the system is implemented as stand alone, only Parts 3 and 9 apply under certain conditions, but when the shunting radio is implemented as part of an integrated system, all parts apply.

9.2 Shunting radio requirements 9.2.1 The infrastructure controller shall consult with train operators to determine those locations where

the train radio system is to be used in conjunction with handheld shunting radios to support shunting operations.

GN141 The procedures should cover, for example:

a) the type of radio system to be employed locally

b) what records are to be kept

c) the use of radio call signs

d) management of failures and defective radio equipment.

9.2.2 The Railway Group member responsible for the shunting arrangements at a particular location shall document the procedures for the use and control of shunting radio at the location.

9.2.3 When a driver is relying on radio communications from a shunter (or shunters) for control of a train movement:

a) a confidence tone or continuous speech shall be used which provides continuous assurance to the driver that the communications link to the shunter is operational

b) only individuals participating in, or directly monitoring, the train movement shall be party to the call and receive the confidence tone.

9.2.4 Technical and procedural measures shall be implemented to ensure that radio communications used to support shunting are localised and cannot involve participants in different geographic locations.






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References The Catalogue of Railway Group Standards and the Railway Group Standards CD-ROM give the current issue number and status of documents published by RSSB.

Documents referenced in the text Railway Group Standards

GE/RT8000 Master Rule Book

GE/RT8021 Facilities for Emergency Voice Communications with Control Rooms

GE/RT8046 Safety Communications

GE/RT8080 Train Radio Systems for Voice and Related Messaging Communications

GE/RT8081 Requirements for GSM-R voice radio system

GI/RT7033 Railway Signs Required for Safety

GK/RT0025 Signalling Control and Display Systems

GK/RT0106 Management of Safety Related Failures of Signalling and Operational Telecommunications Systems

GO/RT3251 Train Driving

GO/RT3271 Driver Only Operation

GO/RT3437 Defective On-Train Equipment

GO/RT3471 Incident Response Planning

GM/RT2161 Requirements for Driving Cabs of Railway Vehicles

GM/RT2210 Identification of Rail Vehicles

GM/RT2472 Data Recorders on Trains – Design Requirements

Other references

EFRS EIRENE Functional Requirements Specification

ESRS EIRENE System Requirements Specification

