This is an example lexicon
Ceci est un exemple de lexique
1D reference frame
It is a one-dimensional reference frame attached to the vehicle where the ASTP is installed. On the plan of the carriage floor, it is defined by the origin represented by the ASTP reference point (refer to definition D21.1 2.1.1.1.1) and a x axis following the track centreline and oriented toward one end of the vehicle. The end of the vehicle used as the reference for the orientation of the x axis is defined by static configuration (e.g., side A or side B of the vehicle). This reference frame is fixed, it doesn’t change with either the train configuration, or the train movement. This reference frame is defined by static parameters represented by the ASTP reference point location and the orientation of the x axis in the vehicle. This 1D reference frame is used by the ASTP to express along the track centre line, the position, the speed, and the acceleration of the carriage where the ASTP is installed.
3D reference frame
It is a three-dimensional reference frame attached to the vehicle where the ASTP is installed. It is defined by the carriage frame by a right trihedron. The origin is the ASTP reference point (refer to definition D21.1 2.1.1.1.1). On the plan defined by the carriage floor, the x axis is the carriage longitudinal axis oriented toward one end of the vehicle (same direction as the x axis 1D reference frame), y axis is the orthogonal to the carriage longitudinal axis oriented to the left, z axis the orthogonal to the carriage floor oriented up. This reference frame is fixed, it doesn’t change with either the train configuration, or train movement. The 3D reference frame is used by the ASTP to express the velocity and acceleration of the vehicle where the ASTP is installed.
ESC
ETCS System Compatibility (ESC) is the recording of technical compatibility between ETCS on-board and the trackside parts ETCS of the CCS subsystems within an area of use. Each ESC Type identifies the set of ESC checks (e.g. document check, lab or track test, …) applicable for a section or group of sections within an area of use. It is possible to use the same ESC type for cross border infrastructure and for different national infrastructures. The results of the ESC checks for an on-board unit on the Interoperability Constituent level or subsystem level, including findings and conditions arising, are recorded in the ESC Check Report. ‘Representative configuration’ means a configuration on the basis of which test results can be achieved, which are valid for various configurations of the same certified ETCS on-board interoperability constituent or of a certified on-board subsystem. These results shall also be equivalent for various configurations of a certified ETCS trackside subsystem. For ESC checks at ETCS on-board Interoperability Constituent level the following is to be observed: (1) The ESC Interoperability Constituent Statement records the ESC results of the ETCS On-board Interoperability Constituent to the ESC Type(s) that is valid regardless of the specific configuration of the ETCS on-board Interoperability Constituent. This document shall be produced by the on-board supplier. The template provided in Appendix C.2 or C.6 shall be used. (2) The ESC Interoperability Constituent Statement shall include the summary of the findings and conditions of the ESC Check Report(s) on the results of the ESC checks passed (defined in one or more ESC Type), which are valid independently from the specific configuration parameters of the on-board Interoperability Constituent and can therefore be used in every applicable specific on-board CCS subsystem level. (3) The ESC Interoperability Constituent Statement shall include the list of ESC checks performed for the ESC Type(s). (4) The ESC Interoperability Constituent Statement shall include the reference to the NoBo assessment Report according to 6.2.4.3 (ETCS and radio system compatibility checks for Interoperability Constituent). The ESC of the specific on-board CCS subsystem with respect to one or more ESC Type(s) is laid down in the ESC Statement. The template provided in Appendix C.1 or C.5 shall be used. At subsystem level, the ESC Statement shall also include the summary of the ESC Check Report and shall demonstrate the fulfilment of the required ESC checks (for each ESC Type included in the Statement) published in the Agency ESC/RSC technical document in addition to already provided ESC interoperability constituent statements. The ESC Statement shall also include the full list of ESC Interoperability Constituent statements taken into account in the assessment (if any), the conditions (if any) with respect to the different ESC Types and the NoBo Assessment Report according to 6.3.3.1 (ETCS and radio system compatibility checks).
4.2.17.1. ETCS System Compatibility
A location marker is a marker border on the trackside to indicate a potential En...
A location marker is a marker border on the trackside to indicate a potential End of Authority (EoA).
A mission is a train movement for a certain purpose without changing the train c...
A mission is a train movement for a certain purpose without changing the train characteristics or direction until the mission has reached its destination.
A perception that has a direct influence on the staff member. The perception can...
A perception that has a direct influence on the staff member. The perception can be: * acoustic (image: 4-screenshot-20250930-144931-19.png) * visual (image: 5-screenshot-20250930-144931-20.png) * olfactory (image: 6-screenshot-20250930-144931-21.png) * gustatory (image: 7-screenshot-20250930-144931-22.png) * haptic (image: 8-screenshot-20250930-144931-23.png)
A segments is an area of the infrastructure, on which missions are performed. Ro...
A segments is an area of the infrastructure, on which missions are performed. Routes are set to protect segments. A segment usually * starts at a Stop Marker, Location Marker, Shunting Signal or at the train front end AND * ends at the following Stop Marker, Location Marker, Shunting Signal, Protection Signal, Marker Goard "Stop for Shunting Movements" or buffer sto
Absolute position reference frame
Train front end position expressed with absolute geo coordinate system using a 3 D reference frame (e.g., Long, Lat, Alt, WGS84, ETRS89…).
Accident
Accident’ means an unwanted or unintended sudden event or a specific chain of such events which have harmful consequences; accidents are divided into the following categories: collisions; derailments; level crossing accidents; accidents to persons involving rolling stock in motion; fires and others.
‘accident’ means an unwanted or unintended sudden event or a specific chain of such events which have harmful consequences; accidents are divided into the following categories: collisions; derailments; level crossing accidents; accidents to persons involving rolling stock in motion; fires and others; [SOURCE: SPPRAMSS-337 - [Directive (EU) 2016/798] Article 3 Definitions (11) ]
Accuracy
The difference between true and estimated values with a defined probability.
Actor
An actor is an entity external to the system under consideration, which can be either a human or a technical system. Actors interact with the system through interfaces. This definition is applicable to system actor, logical actor, and physical actor.
Adaptability
Adaptability refers to the ability to adjust a system in response to changes in its environment or changes of requirements. It involves a broader concept of flexibility and resilience, encompassing not only modifications to the system itself but also its capacity to accommodate evolving needs or external factors. An adaptable system can respond effectively to new technologies, market demands, user expectations, or regulatory changes.
Adapted product
In System Pillar context, an "adapted" product uses some of the SP compliant specifications, but not all. Its system behavior is not completely compliant to System Pillar specification. The adaption is done, to make current national products future ready (later connection or upgrade to SP compliant systems)
Adaptor
In the scope of CCS migration, an adaptor is defined as a logical component ensuring compatibility between harmonised SERA and legacy non-SERA components. Its use can be necessary for integrating and operating harmonised SERA components of the System Pillar Reference Architecture in a legacy environment. The purpose of an adaptor is translating information by converting, reducing or enriching data. An adaptor can ingest input from one or multiple components and provide output to one or multiple other components. As a logical component, the adaptor can be implemented in existing legacy systems or in separated to be developed new physical components. Example: An SCI-OP adaptor translates information from a legacy TMS to a harmonised PES and vice versa.
Add Train
Add a completely new train journey or add a new train journey to an existing train journey
Advanced Protection System APS
Advanced Protection System APS{comment:230} The Advanced Protection System is based the train-centric approach using Full Moving block principles with the overall objective to engineer high capacity, low cost, high reliability signalling systems. APS dissolves the conventional separation of RBC and interlocking functionality and uses a more generic and simplified safety logic by abandoning the route concept and the accompanying static engineering processes. By emphasising the safety logic, the dependency on country specific operational processes is reduced. A new term is ETPS "European Train Protection System".
ASTP
Advanced Safe Train Positioning (ASTP) is a CCS onboard interoperability constituent, separated from the ERTMS/ETCS on-board equipment by fully standardized interfaces with all connected systems. ASTP shall perform functions for safety relevant applications and be the only source of odometry information in the CCS-OB. The main ASTP functionalities interfacing with other onboard systems, are: * provision of Odometry information * identification of all potential virtual Reference Location(s) * provision of 3D kinematic information
Advanced Safe Train Positioning (ASTP)
Advanced Safe Train Positioning
(AFARP) - As far as reasonably practicable
"As far as reasonably practicable" means that the action shall be undertaken until either the requirement is met, or the actors involved in the definition, review and approval of the work item conclude that further effort to resolve open issues is unlikely to bring an equivalent measurable benefit to the overall solution.
Allocation Area
The area in the trackside which shall be free of operational conflict(s) for the execution of an operational need (movement or other). In other words, it is the area in the trackside that shall be reserved to an operational movement. The safety system shall not allow an SPT2OD-6043 - Missing cross-reference to be allocated to conflicting movement(s) or conflicting operational need(s). (image: diagram_20231213-1048.28106.mxg.svg) {comment:64} Note as a representation, SPT2OD-6043 - Missing cross-reference is equivalent to the combined Danger Zone(s) of the underlying assets over the area in which it is intended to next perform a train movement, possibly including flank protection and overlap areas (to be discussed at a later stage).
Allocation Body
An Allocation Body is an independent organization responsible for train path allocation to Railway Undertakings and other Applicants; this includes the designation of individual paths and the assessment of their availability. In most cases, the AB is the same organization as the Infrastructure Manager. But if the rail operator is not independent from the Infrastructure Manager, then path allocation must be carried out, according to Directive 2012/34/EU, by an independent Allocation Body.
Allocation process
The process by which capacity is granted to an Applicant by the Infrastructure Manager or relevant capacity Allocation Body; this capacity is available for the duration of the working timetable period only.
Allocation
Allocation means the allocation of railway infrastructure capacity by an infrastructure manager
An ETCS stop marker is a trackside marker board that signals:
An ETCS stop marker is a trackside marker board that signals: * a potential End of Authoritiy (EoA) * to signal the place where a driver has to stop the train
Analysis
Qualitative assessment of requirements, issues, etc.
Angular rate
It is the angular speed of the rotational angles of the attitude.
Answer.
Answers a Question. Questions and answers are used for Q&A or FAQ documents. If you have an open question in your project, use "Issue"
ASFA
Anuncio de Señales y Frenado Automático (ASFA; "Announcement of Signals and Automatic Braking"); Is an Automatic Protetion System which is widely used on the Spanish rail network. It consists of a mechanism that stops a train if the driver does not properly heed signals.
Anuncio de Señales y Frenado Automático
Applicant
Applicant means a railway undertaking or an international grouping of railway undertakings or other persons or legal entities, such as competent authorities under Regulation (EC) No 1370/2007 and shippers, freight forwarders and combined transport operators, with a public-service or commercial interest in procuring infrastructure capacity;
Application Condition
Application conditions are specific conditions imposed on external entities that interact with the system under consideration. They are also precise requirements about the environment and use of the system under consideration in its application. The following list contains examples for application conditions: * skills of maintenance people that need{comment:24} to be trained * operators of the system * requirements about the physical environment * maintenance processes ("exported constraint, relevant for users"). * physical needs * temperatures of server rooms * engineering rules * precautions in installation and testing * rules and methods for maintenance and fault-finding * safety-related ones (SRAC) and RAM-related ones (RAM RAC) Note: Application Conditions shall not be used to export requirements to another system or subsystem. If something is expected from another level 3 system or subsystem, it shall first go through ARC domain who will derive it.{comment:111} This ensures clear entry points for subsystems, improve completeness of analysis by considering the big picture when more than one sub-system is involved. Addtional note: External should be more specific in the frame of System Pillar. This could be external to system level 2 (so external to CCS and TMS etc.). This to avoid having subsystems (system level 3 and higher) exporting requirements to each other instead of having them clearly defined at global system with appropriate system analysis. In the context of System Pillar, "external" has to be understood as "external to CCS system" for tasks/domains, system level or analysis phase (OA, SA, LA or PA). {comment:33}
Application Configuration Data
The Application configuration refers to use case-specific data for the Consuming Systems for a specific application. These can be detailed as SPT2TS-127776 - Infrastructure data i.e., Track edges, Track geometry, Track properties, Segment Profiles, etc. and SPT2TS-127777 - Vehicle data i.e., Braking and Traction efforts, Rolling coefficients, etc.
Application Configuration.
Set of combined Features (which are child workitems).
AEE
The Application Execution Environment refers to the combination of Runtime Environment and Safety Framework. Previous definition: The Application Execution Environment refers to the combination of Runtime Environment and Safety Environment.
The Application Execution Environment refers to the combination of Runtime Environment and Safety Environment. The safety environment is excluded for the basic integrity applications
Application Execution Environment
Application Guideline
Defining procedural requirements for Railway Operators
The Application Layer refers to the functions provided by the Functional Systems. These functions are implemented as Tasks within Functional Applications. Previous definition: The Application Layer contains Functional Applications that constitute Functional Systems.
The Application Layer contains Functional Applications that constitute Functional Systems.
Application Layer
ALM
Application Lifecycle Management
API
Application Programming Interface
ARCADIA
Arc{comment:3}hitecture Analysis & Design Integrated Approach (ARCADIA) is a system and software architecture engineering method based on architecture-centric and model-driven engineering activities. A short description of the method can be found here. Main resources about ARCADIA can be found on the official website: https://www.eclipse.org/capella/arcadia-reference.html ARCADIA uses four layers to develop and model a system: * Operational Analysis - what the users of the system need to accomplish * System Need Analysis{comment:4} - what the system has to accomplish for the user * Logical Architecture - How the system will work to fulfil expectations * Physical Architecture - How the system will be developed and built (image: 3-1-screenshot-20230107-163323.png) Figure {caption:Figure} Figure Four perspectives of Arcadia [Arcadia web : https://www.eclipse.org/capella/arcadia.html ]
(Arc)hitecture (A)nalysis and (D)esign (I)ntegrated (A)pproach
ARCT
Architecture and Release Coordination Team
ATAM
Architecture Tradeoff Analysis Method
AWC
Architecture Working Circle
Area Controller
The Area Controller manages areas for the View.
Area Controller The Area Controller manages areas for the View.
AoC
The Area of Control is the topologically limited extent and the infrastructural Trackside Assets in this geographical extent. The term is used here for defining the technical and operational responsibility of a Trackside Subsystem.
Area of Control
Arrival Datetime Change
Change in the arrival time of a train in a station, either by arriving earlier or later than planned
AFARP
Denote that an action shall be done until the cost to do so does not justify the benefit of doing it.
As far as reasonably practicable
AsBo
From DIRECTIVE (EU) 2016/797 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 11 May 2016 on the interoperability of the rail system within the European Union: (42) ‘conformity assessment body’ means a body that has been notified or designated to be responsible for conformity assessment activities, including calibration, testing, certification and inspection; a conformity assessment body is classified as a ‘notified body’ following notification by a Member State; a conformity assessment body is classified as a ‘designated body’ following designation by a Member State;
Assessment Body
Assessment.
Quantitative assessment of requirements, issues, etc.
ASAM MDF
Association for Standardisation of Automation and Measuring Systems - Measurement Data Format
ATO Automatic Train Operation AoC Area of Control CCS Control Command and Signal...
ATO | Automatic Train Operation AoC | Area of Control | CCS | Control Command and Signaling CI/CD | Continuous Integration / Continuous Deployment CMS | Capacity Management system CPU | Central Processing Unit CTC | Centralized traffic control CVSS | Common Vulnerability Scoring System | DBMS | Database Management System DDOS | Distributed Denial of Service DEV | Development DLP | Data loss prevention DNS | Domain Name System DR | Disaster Recovery-Plan | EDA | Event-driven architecture ELK | Elasticsearch, Logstash, Kibana | FAM | Fixed asset mgmt | HMI | Human Machine Interface HTTP | Hypertext Transfer Protocol | IRM | Information Rights Management | OS | Operating system OR | Operational Requirements | NTMS | Neighborhood TMS | MD5 | Message Digest Method 5 MITM | Man-in-the-middle attack MS | Microservices MVCC | Multi-version concurrency control | PES | Plan Execution System PIS | Passenger Information System POS | Path Order System PROD | Production | QA | Quality Assurance{comment:128} | RAID | Redundant Array of Independent Disks RAM | Random Access Memory RBAS | Role Based Access Control REST | Representational State Transfer RIM | Rail Infrastructure Manager ROC | Rail Operating Company RT | Real Time RU | Rail Undertakings | SAD | System Architecture Description SCI-OP | Standard Communications Interface – Operational Plan SEMP | System Engineering Management Plan SOAP | Simple Object Access Protocol SoC | Separation of Concerns SSL | Secure Sockets Layer | TAF | Telematics Applications for Freight TAP | Telematics Applications for Passenger Services TCR | Temporary Capacity Restrictions TLS | Transport Layer Security TMSTPS | Traffic Management SystemTrain Protection System TSI | Technical Specification for Interoperability | UML | Unified Modeling Language | WAF | Web Application Firewall WSDL | Web Services Description Language | XFN | Cross functional
When it is in AV State, the ATO-OB is ready for operation and it is waiting for the ATO Engagement Conditions to be fulfilled.
ATO Available
When it is in EG State, the ATO-OB is responsible for driving the train controlling brake and traction according to the computed ATO Operational Speed Profile.
ATO Engaged
Attitude reference frame
It describes the orientation of a rigid body with respect to a fixed coordinate system by determining the rotational angles, yaw-pitch-roll. On the plan defined by the carriage floor, the roll axis is the carriage longitudinal axis oriented toward the train front end, pitch axis is the orthogonal to the carriage longitudinal axis oriented to the left, yaw axis is the orthogonal to the carriage floor oriented up. Angles are absolute values using as references the horizontal plan to determine the pitch and roll angles, the direction to the north to determine the yaw.
Attribute
Attribute is an inherent property or characteristic of an entity that can be distinguished quantitatively or qualitatively by human or automated means
Authentication
The process to verify the identity of communicating peers.
Authorised User
A system user with write access, who can configure the system
ATIP
Automated Track Inspection Program (by Federal Railroad Administration (USA))
Automated Track Inspection Program
Automatic Conflict Solution
Solves conflicts based on algorithms. May use optimisation functions.
ADM
implicit-from-entry-label: Automatic Driving Module
Automatic Driving Module
APE
This is the adaptation of the existing concept of Automatic Route Setting (ARS) as defined in (SPLI-1455 - Automatic route setting system) irrespective of how the routes/paths are set. Concept is being currently developed under topic 72 (2 subtopics planned, one for manual and another one for automatic activation/deactivation of routes/paths) and will need support and advice from Traffic CS to see how it matches the new concept of routes defined by Traffic CS.
Automatic Plan Execution
APM
Automatic Processing Module
ASO
Automatic Shunting Operation
ATO
Automatic Train Operation
Automatic Train Operation is technology for automating the operation of trains. The degree of the automatisation is shown by the Grade of Automatation (GoA). GoA0: train operating on-sight, no automation GoA1: train operating manual, train driver controls starting, stopping, passenger service functions as opening and closing doors and handling emergency. Train protection systems like ETCS L1 in place. GoA2: train operating semi-automatic. Starting and stopping automated using advanced train protection systems like ETCS L2 or 3, driver operates passenger service functions and handles emergencies GoA3: driverless train operation. Starting and stopping automated, service staff operates passenger service functions and handles emergencies GoA4: unattended train operation. All operations are fully automated without any on-train staff
availability, <of a product>
Ability of an item to be in a state to perform a required function under given conditions at a given instant of time or over a given time interval, assuming that the required external resources are provided [SOURCE: IEC 60050-821: FDIS2016, 821-05-82, modified] Source: SPPRAMSS-349 - [EN 50126-1:2017]
Availability
Availability: property of being accessible and usable on demand by an authorized entity (source: ISO 27000-2018 )
BKP
implicit-from-entry-label: Backup and restore
Backup and restore
Backwards Compatibility
Backwards compatibility is a design or software feature that allows a product, system, or software application to remain compatible with earlier versions or older hardware. In the context of software, it means that a newer version of a program can still run and interact with files, data, or systems that were created using previous versions of that software. This ensures that users can upgrade to the latest version without losing access to their existing data or needing to make significant changes to their workflows. It's a valuable feature that enhances user convenience and reduces disruptions when technology evolves. Backward compatibility for hardware, also known as "hardware backward compatibility," refers to the ability of a newer piece of hardware to work seamlessly with older hardware components or peripherals, such as connectors, interfaces, or accessories. In the context of hardware, backward compatibility typically ensures that the new hardware can accommodate and interact with devices or components that were designed for older hardware specifications. Hardware backward compatibility is important for user convenience, cost savings, and reducing the need for immediate updates to all associated hardware components when a single component is upgraded. It often requires the inclusion of older ports or connectors on newer hardware or the development of adapters or converters to bridge the compatibility gap between old and new technologies.
Baseline
Sets of specifications or work products at specific points in time that have been formally reviewed and agreed on. Notes: - Pay attention that, in the context of System Pillar (and use of Polarion), several kinds of baselines exist: Polarion Document Baseline, Polarion Project Baseline, Polarion Collection Baseline and System Pillar Release (treated in the Configuration Management Plan ){comment:218} - This definition is a general definition. Another definition exists in glossary imported from the Subset-23. : SPLI-772 - BASELINE {comment:348}
basic ASTP
Basic Advanced Safe Train Positioning (Basic ASTP) is a new CCS-OB interoperability constituent providing Odometry functionality with to be defined performance and availability targets. Basic ASTP shall perform this function primarily for ERTMS/ETCS on-board equipment via a standardised FFFIS compliant interface, but could be used for other applications on the train.
basic Advanced Safe Train Positioning (basic ASTP)
Basic Brake Test -
BIL
Integrity attribute for safety-related functions with a TFFR higher than (less demanding) 10−5.h−1 or for non-safety-related functions.
Basic Integrity Level
The Basic Integrity Platform Independence Interface I4 (Interface 4) is used to perform a basic integrity platform independence with the applications. In other words, this API is an interface limited to non-safety functionalities between runtime environment and applications.
Basic Integrity Platform Independence Interface
BBC (DR)
Building Block Configuration which contains the deployment rules for the FS.
Building Block Configuration which contains the deploy rules for the FS.
BBC (InSW)
Building Block Configuration which contains the initial software for the Initial FS Compartment.
BBC (SW-x)
Building Block Configuration which contains software and/or data which is part of an FS Compartment. The quantity of BBCs - BBC(SW-1), BBC(SW-2), .. - depends on the concrete solution of the FS.
Binary Executable File
A Binary Executable File is a platform-specific file that contains compiled code in a machine-readable binary format, which can be directly executed by a computer’s processor
Biometric Reader
Device that reads the identity of a person by comparing some attributes of their physiological being or behavioral traits against a sample database. This reader permits the authentication of the actor.
Device that reads the identity of a person by comparing some attribute of their physiological being or behavioral traits against a sample database. This reader permits the authentication of the actor.
Biometric Reader Device that reads the identity of a person by comparing some attribute of their physiological being or behavioral traits against a sample database. This reader permits the authentication of the actor.
Black Box Data
SW configuration data content format that is supplier specific. The payload is not standardized for this case, therefore it is "black box" and being distributed as non transparent payload.
Black channel
Black Channel is formally defined into EN 61748-3-3 chapter 3.1.1.2 as "communication channel without available evidence of design or validation according to IEC 61508 series". More in general, a black channel refers to a communication channel where the characteristics of the communication system are not fully known or trusted, and therefore, safety mechanisms are implemented within the safety-related system itself to ensure reliable and safe data transmission. Essentially, it treats the communication system as a "black box" and relies on safety protocols and error detection/correction mechanisms within the communicating devices to mitigate potential communication failures. Black channel concept application and related safety measures are widely reported into CEI EN 61748-3-3.
Block / Unblock
Commands from Signaller (and in some situations also from Maintainer) to set or remove inhibition of the following track elements among others: * occupation of a track section (that could be disturbed/failed) * sending of MA from a specific signal/SMB * movement of a movable element (points, derailers, LXs, bascule bridges, etc) * route setting (that could include track sections, movable elements and signals/SMBs within the route){comment:147}
Brake De-icing -
Brake Monitoring -
Brake Pipe -
BBC
Data for a Building Block, see Configuration Update Concept of Transversal.
A BuildingBlockConfiguration (BBC) is a node on a layer within the configuration dependency tree. It must be uniquely identifiable within the system as bbcId. On the lower levels of the dependency trees the bbcIds are assigned by the supplier - for example by imprinting the structure of configurable items into a sourceable physical unit. A BBC may contain a configurationFile artifact and dependencies to other BBCs. One Building BlockConfiguration (BBC) has exactly one configuration.json file (and an additional configurationSafe.json if it is a safe BBC). BBCs that itself have no further dependencies in their configuration.json file are the Lowest Updatable Units (LUU - can be updated on its own). BBCs that are updatable must provide a corresponding configurationFile (payload). BBCs that are updatable need an endpoint described in the "configuration.json" file. That BBC endpoint can be accessed using a protocol capable of file transfer (e.g. opc ua).
Building Block Configuration
Building Block Manifest
The Building Block Manifest is a document that describes a Building Block configuration. For more details see the description for SPT2TS-123463 - BuildingBlockConfiguration "configuration.json" document .
A BuildingBlock is a logical unit of the system that is bound to a sourceable physical equipment by means of a Basic Data Identifier having: * standardised functionality or aggregates standard functionality it depends on * may have standardised PRAMS requirements (including Tolerable Functional Failure Rate [TFFR] * may have Safety Integrity Levels [SIL] for functions within the system border and Safety Related Application Conditions [SRAC]) * standardised cyber security requirements (including Security Level [SL] based on the security requirements, and Security Related Application Conditions [SRAC]) * may have (on lower levels) standardised interfaces (on all OSI Layers) towards other Building Blocks and/or external systems. One equipment can host several BuildingBlocks (e.g in the case of a MultiObjectController) and may be separately sourceable from different suppliers and capable of being integrated by a third party (integrator). A BuildingBlock is configured by one or more BuildingBlockConfigurations. A BuildingBlock must have an unique identifier called bbId (that could be a technical system or subsystem identifier). The bbIds are assigned by the integrator and are transferred to another physical unit in case of replacement. Each bbId must be unique.
Building Block
Button
A Hard Key allocated to a dedicated system on a cab. It's designed with a dedicated SIL. It allows a selection from two states and keeps one state as long as it is pressed.
A Hard Key allocated to a dedicated system on a cab. It's designed with a dedicated SIL level. It allows a selection from two states and keeps one state as long as it is pressed.
Button A Hard Key allocated to a dedicated system on a cab. It's designed with a dedicated SIL level. It allows a selection from two states and keeps one state as long as it is pressed.
Buzzer
Electrical device that makes a buzzing noise and is used to provide an audible warning.
Buzzer Electrical device that makes a buzzing noise and is used to provide an audible warning.
C-DAS - Connected Driver Advisory System
C-Type Train - Vehicles with [c]ommon brake control in accordance with (separate...
C-Type Train - Vehicles with [c]ommon brake control in accordance with SPT2ARC-4747 (separate control of dynamic and train air brake is not possible for ATO-OB). Typically, this term includes EMUs, DMUs, railbuses or electric railcars.
CVR-OB
Cabin Voice Radio On-Board
Capability Meaning
For the purposes of this document, a capability, in the framework of CMS, is considered as an interaction between processes, stakeholders and (IT) tools as illustrated in figure 5:
Capability
The ability of a system in performing a specific functionality
CMS
Capacity Management system
In the railway context, capacity management refers to the strategic planning and operational control measures implemented to effectively manage the available resources and infrastructure of a railway system in order to meet the demand for transportation services. It involves assessing, optimizing, and maximizing the capacity of various components within the railway system, such as tracks, stations, trains, and associated facilities.
Capacity Management
Capacity Planning
Capacity Planning is an instrument to determining the total theoretically available capacity supply (max. number of journeys per direction) and compare it to demand. Capacity can be requested from long term to short term (ad hoc slot ordering). Capacity planning supports the planning along all-time horizons (strategic to short term).
Capacity Plan
The capacity plan comprises any planned capacity usage (traffic and construction works) at any point in time during the planning period. The aim is a consistent and conflict free capacity plan.
Capacity Production
Capacity production is the implementation of the operational plan. Capacity production begins when the train starts its scheduled mission and ends with when it ends.
Capacity Restriction
Capacity restriction is a temporary full or partial unavailability of network infrastructure due to construction works, maintenance, inspection works or due to environmental influences and disruptions.
Capacity waste means:
* Paths are ordered without proper need, allocated and modified after allocation so that other ROCs cannot sensibly make use of them * Allocated paths are changed by RIMs after allocation due to the impact of TCRs by RIMs (same one allocating the path or another one on a different network) * An unnecessary number of paths are not allocated or are cancelled by RIMs due to poor alignment of several planned TCRs * Paths are not allocated or are cancelled by RIMs due to planned TCRs at times when little or no work is actually being carried out * Paths are not allocated or are cancelled by RIMs due to planned TCRs that were cancelled * Paths are not usable (or re-usable) due to the changes being communicated too late (i.e., due to paths being cancelled too late, TCRs cancelled, etc.)
Capacity-friendly behaviour means:
* A path confirmed is a commitment from both ROC and RIM, which should be kept after it has been allocated and accepted * Ordering capacity only when the market need for it need has been confirmed (ROC) * Give back the capacity as soon the market need changes, or other external requirements are known (ROC) * Defining the capacity for TCRs in a way that no more capacity than necessary is blocked – in dialogue between ROCs and RIMs * Planning the majority of TCRs and their impact to paths before path allocation (RIM) * Reducing TCRs in operational timetable to the minimum and planning their impact to paths/trains as early as possible (RIM) * Stabilising TCR planning - avoiding TCR cancellations that lead to a double loss of business, as well as massive re-planning of scheduled TCRs, which results in high efforts in operational planning (RIM)
Capacity
The total overall capability of the infrastructure that can be utilised by traffic or by maintenance. Capacity may apply to specific geographic sectors like stations or lines. Capacity usage must be requested, which results in capacity demand.
C2P
The Capella2Polarion bridge is used to synchronise Capella model elements with Polarion work items. These work items have the prefix C2P in the name to indicate the specific purpose. More information can be found in here https://github.com/DSD-DBS/capella-polarion.
Capella2Polarion
CAPEX
Capital Expenditures or Capital Expenses
Capital Expenditures
Carriage front end
It is represented by a point on the carriage floor along the longitudinal axis. This point is the most forward element belonging to the carriage. Its absolute position is expressed in a geocoordinate reference frame. It is used in the case the ASTP is not installed in the first vehicle.
Categorisation of national migration phases for a single country
| LEGACY phase | ADAPTION phase | HARMONISATION phase | SERA CCS phase Description | No SP specification used in national propducts | Some SP specifications are used in national bespoke products, which show partly SPRA compliant behavior. This is especially done to connect them to future harmonized products, or to upgrade them to later harmonized products. | First fully harmonized products are available in Europe, and are procured "as is", together with the introduction of the harmonized operational processes that fit to them. Then more and more harmonized products are available. First full pilot lines with harmonized products are built. | A "core" of the harmonized architecture is defined and mandatory (by law, or because national bespoke solutions are not any more available in the market or not affordable for the architecture core). Railway Tasks | Define national requirements for bespoke products and installations. Optimisation of national products in "small steps". | Organize, negotiate and execute the integration of harmonized interfaces into national products | Buy harmonized products from the shelf for new lines, and procure also their connection to installed legacy systems. Introduce harmonized processes on the new lines. Perhaps upgrade old lines (optionally). | Buy all core products of the harmonized architecture from the shelf. And some preferred optional harmonized products (e.g. Tools). System Pillar Support | none | Provide first stable harmonized interface specifications and system requirement specifications | Provide and maintain operational rulebooks and system specification, (as recommendations, along STIP process). | Provide and maintain operational rulebooks and system specification, (as recommendations, along STIP process). Supplier Support | Provide and support national bespoke products installation projects and maintenance | Adapt national bespoke products plattforms early and perhaps partly to first harmonized SP specifications | Provide harmonized products. | Provide all harmonized products of the core architecture, and preferred optional harmonized products. Example Start-End year of a phase (in X years from now) | 0-15y | 0-15y | 8-40y | 20y-... Comments | | The business case for adaption is different in each situation, and needs national analysis and decision. If many adaptions are asked on national basis at the same time, the limited availability of development capacity for national solutions will lead to a quite restrictive prioritisation. | The availability of harmonized products depends on their development challenge, active market demand and supplier strategies. EULynx OC are available today. Harmonized ATO GoA4 solution for broad network wide usage in mainline might take 15 years and specifically built trains. | Solutions should convince and by this convince the market. Making them mandatory early creates large risks. But it should be clear what gets mandatory in a second step.
CBM
condition-based maintenance preventive maintenance based on the assessment of physical condition Note 1 to entry: The condition assessment may be by operator observation, conducted according to a schedule, or by condition monitoring (192-06-28 SPPRAMSS-4462 - condition monitoring, <of an item> ) of system parameters. [SOURCE: IEC 60050-192:2015, 192-06-07]
CCF
Common Cause Failures: failures of multiple items, which would otherwise be considered independent of one another, resulting from a single cause Note 1 to entry: Common cause failures can also be "common mode failures" (IEV 192-03-19). Note 2 to entry: The potential for common cause failures reduces the effectiveness of system redundancy. [SOURCE: IEC 60050-192:2015, 192-03-18]
CCS Deployment
CCS Deployment refers to one physical deployment of a CCS System, that is uniquely identifiable with bbId, bbcId and bbcVersion. A CCS Deployment consists of the CCS hardware running the BBCs that are defined in a Top-Level BuildingBlockConfiguration (BBC) and its dependencies.
CCS Evolution Path
A (CCS) Evolution Path, is a standardised upgrade process (extensions, enhancements, and error corrections) of the CCS architecture. The evolution process shall respect the need for sufficient stability, i.e. periods for sufficient return of investment for developed products and installed systems.
CCS Feature (for MIG)
A CCS Feature is a cohesive piece of system functionality.{comment:9} It can be at the top level of the system of interest, in which case it is equivalent to the concept of System Capability, or it can be at a lower level, in which case it is to be considered as a sub-feature of a higher-level feature.
CCS Feature
A CCS Feature is a main/top-level function on System Level 3 for CCS. Examples: ATO GoA2, Cold Movement Detection, C-DAS Mixable onboard features (M/O means mandatory/optional) Feature(s) | M/O | Comment/Constrain/Condition/Version/Subfeature ETCS (ATP/ATO GoA1), only radio based | M | Compatibilty matrix onboard/trackside System Versions: Like today in TSI22. Assumption about phased out SV for the target system later on: Will be analysed in migration team. Inclusion of GSM-R in target architecture: To be analysed by MIG team with COM team, current TSI discussions to be included. ATO GoA 2,3 or 4 | O | RTO | O | Absolute Continuous Train Positioning | O | Option: Capabal to use trackside augmentation information (like EGNOS or map information) Train Integrity Information | O | Mandatory, if no trackside train detection exists Reliable train length information | O | Mandatory, if no trackside train detection exists Cold movement detection | O | DAC | O | C-DAS | O | Standard diagnostic interface | O | TMS onboard user interface | O | Fallback/light ATP system | O | To be discussed. Idependent and simplified mode or system that has minimal dependecies/maximized availability and allows safe rudimentory traffic in most degraded modes or for special vehicles Mixable trackside features in scope (M/O means mandatory/optional) Feature(s) | M/O | Comment/Constrain/Condition/Version/Subfeature ETCS onboard (ATP/ATO GoA1) | M | Radio based ETCS without lineside signals (no support for "overlay" installations. ATO GoA 2,3 or 4 | O | RTO | O | Postioning Augmentation Information | O | EGNOS, onboard map service Trackside Train detection | O | Mandatory, if trains/train units have no train-integrity, position reporting and reliable length information. Could be block sensors, geometric positions or point sensors. Onboard/trackside sensors can exist in parallel. DAC Control Applications | O | C-DAS Service | O | TMS services for onboard | O | e.g. request shunting route or possession by driver Support for fallback/light ATP system | O | To be discussed. Idependent and simplified mode or system that has minimal dependecies/maximized availability and allows safe rudimentory traffic in most degraded modes or for special vehicles
CCS Manifest
The CCS Manifest is a document that describes a CCS deployment configuration. For more details see the description for SPT2TS-123463 - BuildingBlockConfiguration "configuration.json" document .
CCS System
The control command and signalling (CCS) system covers signalling, train control, positioning equipment and telecommunications. {comment:1}
CCS-OB
Control-Command and Signalling - On Board
CCS-TRK
Control-Command and Signalling - Track-side
CCS/TMS Extended ERA Ontology (CCS/TMS Data Model)
The CCS/TMS Extended ERA Ontology and its derived CCS/TMS Data Model{comment:91} defines the harmonised data language for configuration, communication and diagnostics interfaces within ERJU System Pillar architecture. The Transversal CCS domain is responsible for the specification of the CCS/TMS Data Model in collaboration with * the System Pillar domains, which apply the defined data structures in interface specifications * the Innovation Pillar, which proves the applicability of the data model by incorporating it into flagship program demonstrators.
CEF Transport
Connecting Europe Facility Transport, funding tool of the European Commission
CPU
implicit-from-entry-label: Central Processing Unit
Central Processing Unit
CTC
Centralized traffic control
implicit-from-entry-label: Certificate Authority
Certificate Authority
Certification body
Certification body means a body, responsible for the certification of entities in charge of maintenance or for certification of the entity or organization that fulfill maintenance functions referred to in points (b), (c) or (d) of Article 14(3) of Directive (EU) 2016/798, or parts of those functions
CCM
Change Control Management
A formal request to modify existing software to correct an issue, add new functionality, or comply with updated standards or operational requirements.
Change Request
Changeability
Changeability refers to the ease with which a system can be modified or customized to meet specific requirements or adapt to new circumstances. It encompasses both minor changes, such as configuration adjustments, and more substantial modifications, such as adding or removing sub-systems.
claim, claims
General notion to express that a track extent is used by or reserved for an object. For instance, a Movement Permission would claim its full track extent, including any Points in a certain position. Or a Usage Restriction Area claims its extent so that it cannot be used in a conflicting way (higher speed, for instance). A track extent consequently can only be used, if there is not any conflicting claim. This notion is more general and implementation-independent than lock which already somehow suggests a boolean flag and tempts to assume that there can only be one claim.
Class A / B system
ERMTS is considered being a class A system whereas national legacy non-ERTMS systems are known as class B systems. In the frame of the migration to the future, harmonised CCS architecture based on harmonised operating rules, ERTMS systems based on earlier baselines are also treated as a kind of Class B system.
Class
An object is an instance of a class and a class is an object type.
CMD - Cold Movement Detector
COSMA
Co-operative Shortening of MA is a special procedure between Traffic CS and Train CS to shorten a given Movement Authority.
Co-operative Shortening of MA
CCS
Command Control System TSI
COTS
Commercial Off The Shelf (COTS) components and modules are assemblies, modules or parts designed for commercial applications for which the item manufacturer or vendor solely establishes and controls the specifications for performance, configuration, and reliability (including design, materials, processes, and testing) without additional requirements imposed by users and external organisations.
Commercial Off-the-Shelf
CBO
A generic target or high level objective defining the mandate of the System Pillar. They are derived by tasks and domains and are not created by them. They can be formulated freely.
Common Business Objective
CSM-RA
‘common safety method for Risk evaluation and Assessement’ {comment:95} means the methods describing the assessment of safety levels and achievement of safety targets and compliance with other safety requirements; SPPRAMSS-619 - [CSM RA + (EU) No 1136/2015]
Common safety method for Risk evaluation and Assessement
CVSS
Common Vulnerability Scoring System
The process of initiating and terminating an dialogue between Trackside (RBC) and On-board via data radio.{comment:155} This communication session is maintained a maximum time of 5 minutes in case of failed re-connection attempts. Note that it is a different concept to SPP-28485 - Missing cross-reference.
Communication Session
CER
Community of European Railway and Infrastructure Companies
CEE
The Compartment Execution Environment refers to the combination of Physical Computing Element and Virtualisation Environment.
Compartment Execution Environment
Comp
A Compartment is a consistent, integrated entity comprising exactly one Runtime Environment Instance, at most one Safety Environment Replica, and Task Replicas of its respective Functional Applications. It can be deployed on either a Physical or a Virtual Computing Element. Previous definition: A Compartment is a consistent, integrated entity comprising exactly one Runtime Environment Instance, Safety Environment Task Replicas of at most one Safety Environment, and Functional Application Task Replicas of its respective Functional Applications. It can be deployed on either a Physical or a Virtual Computing Element.
A Compartment{comment:4} is a consistent, integrated entity comprising exactly one Runtime Environment Instance, Safety Environment Task Replicas of at most one Safety Environment, and Functional Application Task Replicas of its respective Functional Applications. It can be deployed on either a Physical or a Virtual Computing Element.
Compartment
Competent Authority
Competent authority means any public authority or group of public authorities of a Member State or Member States which has the power to intervene in public passenger transport in a given geographical area or any body vested with such authority
Competent Local Authority
Competent local authority means any competent authority whose geographical area of competence is not national
Complete Train Cancellation
Completely cancel the train journey and remove the train from the Forecast calculations
Component Exchange
A connection between two components that allows them to convey functional exchange and their exchange items. In the System Pillar component exchange is used as SPPR-2601 - Interface.
The Computing Element provides physical or virtual compute resources.
Computing Element
CEnv
A computing environment encompasses the hardware, software, network resources, and services that enable the deployment, operation, and management of applications or services. Computing environment includes the application execution environment and the computing platform.
Computing Environment
CPHW
Physical Computing Elements and network hardware.
Computing Platform Hardware
CPSW
Provides platform-level services (e.g., resource allocation, compartment execution environment).
Computing Platform Software
The Computing Platform provides and manages computing resources and communication resources for functional systems (specialised IO are not included). It contains CP hardware (physical computing element(s) and communication hardware) and CP software (virtualisation environment and platform management). Note: The CP shows an abstract view and may contains several PCEs.
Computing Platform
Concept Aspect
A{comment:122} content for sketching concepts regarding analysis purposes which is linked to requirements.
CONUSE
Concept how to use the system
CONEMP
Concept of Employment
CONOPS
Concept of Operations
Conceptual Data Model
The conceptual data model is the information model of the railway system. It captures domain knowledge by defining concepts that describe the railway system. The model includes relations between concepts.
Conceptual Glossary
Container of concepts, typically class model illustrating a lexical definition, incl. relationships between concepts. May also be imported or authored by the project. Conceptual glossaries are referred to by lexcial glossaries.
condition monitoring, <of an item>
obtaining information about physical state or operational parameters Note 1 to entry: Condition monitoring is used to determine when preventive maintenance may be required. Note 2 to entry: Condition monitoring may be conducted automatically during operation or at planned intervals. Note 3 to entry: Condition monitoring methods include: vibration analysis, tribology and thermography. [SOURCE: IEC 60050-192:2015, 192-06-28]
Conditional Emergency Stop CES
Conditional Emergency Stop CES Conditional Emergency Stop is the emergency stop triggered by a shortened MA (no TR Mode) using message 15.
The position, speed, acceleration interval within which the ASTP assumes the true train position, speed, acceleration is, with a defined probability.
Confidence Interval
Confidentiality
Property that information is not made available or disclosed to unauthorized individuals, entities, or processes (source: ISO 27000-2018 )
Config Item
The name of a template that is used for System Pillar results
Configuration Data
The (CCS/TMS) Configuration Data refers to a conglomerate of different configuration data required for CCS/TMS systems. These can be broadly classified as SPT2TS-127773 - Application Configuration Data, SPT2TS-127774 - System Configuration Data and SPT2TS-127775 - Software Configuration Data. CCS/TMS Configuration Data is provided via the configuration interface to the CCS/TMS Systems. The configuration data is assumed static within a version and changes occur only when there is a version change or increase, opposite to dynamic data, which may change within a configuration version of the system.
A configuration item refers to any resource within a system that needs to be managed and controlled in order to support the delivery of products or services. It can be an unchangeable item such as a software (provided by the originator it remains unchanged until installation), or it can be a changeable item such as a parametrisation file (provided by the originator it may be changed by a third party before installation). Configuration items are typically identified, documented, and tracked throughout their lifecycle to ensure proper control, maintenance, and change management. They are often part of a configuration management system or database, which helps in organizing and managing the configuration items and their relationships. The purpose of managing configuration items is to have a clear understanding of the resources that make up a system, their interdependencies, and their characteristics. This enables effective control, planning, and decision-making, particularly in areas such as asset management, change management, and problem resolution.
Configuration item
Configuration Management Concept
The Configuration Management Concept is a solution oriented description of the Configuration Management Process: it defines all the technical solutions needed for the concrete implementation of the Configuration Management Process.
Configuration Management Process
The Configuration Management Process captures all concrete activities along the complete configuration management chain: from the Building Block realisation (by the Building Block Supplier(s)), to the integration into a specific System Instance (by the Integrator(s)), to the distribution to the field (by the Operator), and the actual activation (going into operation) in the field (it includes also on a train). The Configuration Management Process is a solution agnostic term that collects all activities needed for the Configuration Management.
Configuration Management
Configuration Management refers to the management of all Configuration Items of a physical instance of a System (e.g. trains or trackside CCS). From a process point of view, it covers activities along the complete chain, from the Building Block Supplier(s) to the Integrators, the Operator, and the actual Deployment being operational.
CREP
The Configuration Repository System is a repository to store SPT2TS-127779 - Configuration Data. Repositories could access other repositories to add missing items recursively. For this reason, different repositories can exist {comment:40} on the operator level (IM/RU) storing the SPT2TS-127776 - Infrastructure data or SPT2TS-127777 - Vehicle data and it could be also on the level of the integrator/ supplier storing SPT2TS-127775 - Software Configuration Data. Note: The Configuration Repository is also referred to as "Digital Registry", in the context of single source of truth for CCS/TMS subsystem configuration data. However, the term "Digital Registry" is avoided since it collides with different meanings and expectations within the overall architecture (e.g. DR for runtime operations, which is not the case here). Note: According to the Logical Concept for Configuration (SMI V3), the BuildingBlockConfigurations (BBC, data item) must conform to the directory structure or REST API structure defined in configuration logical concept, including structure, (intransparent) payload and configuration.json and configurationSafe.json according to the schema defined.
Configuration Repository
Configuration View
The configuration view exposes map data that{comment:1} fit the purpose of a given use case, e.g. ATO, TMS, ETCS L2/3 and delivers the information for the configuration of the subsystems that realise the use case.
Configuration
Refers to an allocation of systems with MDS units. This allocation could be selected and applied by the MDS (Display Manager). For each vehicle type there is a specific configuration of business applications that use the MDS. A generic configuration is only possible inside one vehicle type to describe the maximum number of involved applications.
Conflict
A conflict is any difference between the operational plan and the forecast, regardless of any actual need for intervention to resolve it.
Connection Change
Change the time and/or location of a connecting train
Considered Fleet Type
type of rolling stock regarding a certain usecas, for example cargo trains, passenger trains, high speed passenger trains
Considered Track Type
type of track regarding a certain usecase, for example cargo line, high speed line, regional line
Consist
A consist is a rail vehicle or a sequence of coupled rail vehicles.
Consolidated Glossary
A SPPR-5436 - Lexical Glossary is called consolidated if all contained items are not contradictory nor ambiguous toward other glossaries of System Pillar. All possible ambiguities are resolved by means of context information added to the definitions. A consolidated glossary provides a safe basis for the context underlying its namespace. This supports efficient communication in expert groups. See SPPR-5313 - Consolidate the glossary items.
Constraint
Constraints are requirements that limit the solution space beyond what is necessary to meet the given functional requirements and quality (or non-functional) requirements. Constraints should be classified according to its nature: Technical, Legal, Organisational, Stakeholders, Cultural, Enviromental - e.g. Project Requirements and SEMP related rules are organisational constraints -. 'Constraint' for requirement management (this definition) is not strictly the same as a model element 'constraint' used in Capella modelling, which is a "limitation of applicabilty of a design workitem" within a specific model view or perspective. See also from SPPR-2205 - P9.6 Explain engineering content with helper workitems : "A Constraint is typically linked to model elements like processes or functional chains. It limits limits the applicability of something or defines conditions for something."
Context model
A context model is a window to the underlying comprehensive linked set of data types. The context model prescribes the content of a view. A context model is platform-independent, i.e. not designed with a particular technology in mind.
CI/CD
Continuous Integration / Continuous Deployment
Control Command and Signaling
Control, Command and Signalling
CCS OB
CCS OB refers to the SPLI-372 - On-board control-command and signalling part of the SPLI-83 - Control-Command and Signalling
Control-Command and Signalling - Onboard
CCS TRK
CCS TRK refers to the SPLI-375 - Trackside control-command and signalling part of the SPLI-83 - Control-Command and Signalling.
Control-Command and Signalling - Trackside
Control-Command and Signalling
Controller Unit
The Controller Unit is a hardware component which embeds logical controller(s). There may be only one Hardware or distributed to several HMI Elements.{comment:54}
The Controller Unit is a hardware component which embeds logical controller(s). There may be only one Hardware or distributed to several HMI elements.
Controller Unit The Controller Unit is a hardware component which embeds logical controller(s). There may be only one Hardware or distributed to several HMI elements.
Coordination
Coordination means the process through which the infra structure manager and applicants will attempt to resolve situations in which there are conflicting applications for infrastructure capacity.
CBV
Core Business Vocabulary
corrective maintenance
Maintenance carried out after fault detection to effect restoration Note 1 to entry: Corrective maintenance of software invariably involves some modification. [SOURCE: IEC 60050-192:2015, 192-06-06]
CBA
Cost Benefit Analysis
Coupling Speed
Coupling speed is appropriated speed for a successful coupling. It is determined by the vehicle manufacturer in cooperation with the Railway Undertaking to avoid damages during coupling as well as an unnecessary slow approach.{comment:3}
XFN
Cross functional
Cross-Acceptance
Status{comment:1393} achieved by a product that has been accepted by one authority to the relevant standards and is acceptable to other authorities without the necessity for further assessment, see [IEC 60050-821:2017,{comment:1335} 821-12-15].
CSM-ALSP
Common Safety Methods for assessing the safety level and the safety performance of railway operators [SOURCE: RECOMMENDATION ERA1219 OF THE EUROPEAN UNION AGENCY FOR RAILWAYS]
CST
‘common safety targets’ (CSTs) means the minimum safety levels that are to be reached by the system as a whole, and where feasible, by different parts of the Union rail system (such as the conventional rail system, the high-speed rail system, long railway tunnels or lines solely used for freight transport); SPPRAMSS-337 - [Directive (EU) 2016/798]
customer
a customer is an entity who buys and owns railway equipments and services from manufacturers (also called supplier) or engineering companies (e.g. Rus, IMs).
CVR (TRD Display)
The display associated to this system is called TRD (Train Radio Display) in UIC-612. The ergonomics of this system is also defined in UIC-612-4.The TRD is located on the left side of the cab according to UIC-612-0, EN 16186-2 (chapter 7.21).The SIL is SIL0 (Basic Integrity).Information is presented on demand when triggered by the driver or when external actors (passenger, traffic agent,etc.) call the driver. Current communication between CVR and TRD is supplier-specific? To facilitate the deployment of the MDS solution, a migration to a generic communication used also by other systems should be considered.
The display associated to this system is called TRD (Train Radio Display) in UIC-612. The ergonomics of this system isalso defined in UIC-612-4.The TRD is located on the left side of the cab according to UIC-612-0, EN 16186-2 (chapter 7.21).The SIL is SIL0 (Basic Integrity).Information is presented on demand when triggered by the driver or when external actors (passenger, traffic agent,etc.) call the driver. Current communication between CVR and TRD is supplier-specific? To facilitate the deployment of the MDS solution, a migration to a generic communication used also by other systems should be considered.
DAC - Digital Automatic Coupling
DAC CU
* The DAC CU is currently not installed in the couplers due to issues related to acceleration and vibration. * DAC CU could manage uncoupling command. * The DAC CU itself should also be standardized, especially concerning the junction interface. Suppliers are currently being consulted to deliver a standardized solution, rather than custom components, to ensure future plug-and-play compatibility. This standardization is essential to ensure safety features are maintained and aligned with SIL2 expectations.
Danger Point
The location beyond the End of Movement Authority that can be reached by the front of the train without creating a hazardous situation. /ETCS/ - SUBSET-023
Danger Zone
The area in the trackside in which the track path shall be uninterrupted and unobstructed at the time a train runs over it.{comment:101} (image: diagram_20231212-1333.02592.mxg.svg) Note as a representation, it has the dimensions of the trackside asset (within its boundaries).
DAS - Driver Advisory System
DAS-OB - Driver Advisory System On Board
Data Class
A data class is a structure that defines the data and their elementary properties.
DLP
Data loss prevention
Data Model Layer
Note: informelle Gruppierung im Modell (analog zur RCA tiers), für Kommunikation/Verständnis A data model layer offers a view of the information as needed by, and as limited by a functional domain such as topology, geometry, signalling, gauge, etc.
PREP
The external actor Data Preparation is responsible to prepare (import, validate, and compile) SPT2TS-127779 - Configuration Data for application in CCS Systems. This could be on the IM, RU, Supplier or integrator level. Note: The required engineering data and linked rules for data preparation need to be allocated to this external actor. In addition, the interface between an Engineering Process and a Repository is specified in System Pillar TCCS/CONEMP. Consequently, the output or result of a tool-support engineering process is standardized for the configured CCS/TMS systems.
Data Preparation
DBMS
Database Management System
Decision
A decision is a single action intended to make a modification the operational plan.
Link to workitems / documents, that shall be decided. Is assigned to the coregroup conveners.
Decommissioning
Withdrawing systems or components from service and dismantle it
Definition Earliest Time Constraint for Pass Event - MP Limit Marker:
Definition Earliest Time Constraint for Pass Event - MP Limit Marker: * The Earliest Time Constraint for a Pass Event defines the point in time that must be reached according to the scheduled departure time for that Pass Event. * This constraint prevents MP requests from being send too early and MP Extends from being requested longer than necessary, which could otherwise lead to incorrect train sequencing (for example, if a train is running earlier than scheduled).
Definition Earliest Time Constraint for Stop Event - MP Limit Marker:
Definition Earliest Time Constraint for Stop Event - MP Limit Marker: * The Earliest Time Constraint for a Stop Event defines the point in time that must be reached according to the scheduled departure time for that Stop Event. * This constraint prevents MP requests from being send too early and MP Extends from being requested longer than necessary, which could otherwise lead to incorrect train sequencing (for example, if a train is running earlier than scheduled).
Definition Earliest Time Constraint Pass Event :
Definition Earliest Time Constraint Pass Event for STA Request:{comment:99}{comment:101} * The Earliest Time Constraint Pass Event is an additional constraint, which is only calculated, if there is Movement Event of type Pass (Operational Plan Movement) between the STA and the calculated Pass Position Constraint. * The Earliest Time Constraint Pass Event is needed to not trigger the STA Request too early in case of a Pass Event between the STA and the calculated Pass Position Constraint. * The Earliest Time Constraint Pass Event defines a point in time that must be reached to trigger the STA Request. Triggering of STA Request: * The Earliest Time Constraint Pass Event and the Pass Position Constraint for a specific STA Request do apply simultaneously. This means that both constraints need to be resolved to trigger the STA Request. * If there are multiple Movement Events of type Stop or Pass planned between the calculated Pass Position Constraint and the specific STA, only the one closest to the specific STA will be used; the others are not relevant. This is because the closest Movement Event is assumed to have the most accurate scheduled time for the specific STA.
Definition Earliest Time Constraint Stop Event:
Definition Earliest Time Constraint Stop Event for STA Request: * The Earliest Time Constraint Stop Event is an additional constraint, which is only calculated, if there is Movement Event of type Stop (Operational Plan Movement) between the STA and the calculated Pass Position Constraint. * The Earliest Time Constraint Stop Event is needed to not trigger the STA Request too early in case of a Stop Event between the STA and the calculated Pass Position Constraint. * The Earliest Time Constraint Stop Event defines a point in time that must be reached to trigger the STA Request. Triggering of STA Request: * The Earliest Time Constraint Stop Event and the Pass Position Constraint for a specific STA Request do apply simultaneously. This means that both constraints need to be resolved to trigger the STA Request. * If there are multiple Movement Events of type Stop or Pass planned between the calculated Pass Position Constraint and the specific STA, only the one closest to the specific STA will be used; the others are not relevant. This is because the closest Movement Event is assumed to have the most accurate scheduled time for the specific STA.
Definition of Blocking Element:
Definition of Blocking Element: * A Blocking Element is an element on the specified track path over which the MP shall not be extended.{comment:29}{comment:54} * A Blocking Elements are of type Switchable Trackside Asset, TrainObject, Unresolved Trackbound Object, Restriction Area, Stop Event, Pass Event or Maximum MP length * If one of the named objects is a Blocking Element for a MP Limit Marker depends on the state of the element and/or the planned activities in the Operational Plan.
Definition of Earliest Time Constraint:
Definition of Earliest Time Constraint: * The Earliest Time Constraint is an additional constraint, which is only calculated, if there is Movement Event of type STOP or PASS (Operational Plan Movement) between the STA and the calculated Pass Position Constraint. * The Earliest Time Constraint is needed to not trigger the STA Request to early in case of STOP or PASS Event between the STA and the calculated Pass Position Constraint Triggering of STA Request: * The Earliest Time Constraint defines a point in time that must be reached to trigger the STA Request. * The Earliest Time Constraint and the Pass Position Constraint for a specific STA Request do apply simultaneously. This means that both constraints need to be resolved to trigger the STA Request. * If there are multiple Movement Events of type STOP or PASS planned between the calculated Pass Position Constraint and the specific STA, only the one closest to the specific STA will be used; the others are not relevant. This is because the closest Movement Event is assumed to have the most accurate scheduled time for the specific STA
Definition of Max Length Constraint - MP Limit Marker:
Definition of Max Length Constraint - MP Limit Marker: If the MP Limit Marker is located further away than the maximum possible length of the MP (based on the position of the Train Object), the MP shall be requested with the maximum allowable length. As the Train Object moves, the MP Limit Marker can also be adjusted accordingly. A minimum distance for shifting the MP Limit Marker can be established for this purpose. It is assumed that the maximum possible length of the MP Extent (Movement Permission Path Segment) corresponds to the maximum length of the ETCS Movement Authority, which may be limited by factors such as the number of possible gradients.
Definition of MP Limit Marker Constraint:
Definition of MP Limit Marker Constraint: * An MP Limit Marker Constraint describes a constraint to be resolved before shifting the MP Limit Marker to its next position * Before the MP Limit Marker can be shifted to its next position the constraints of the current Blocking Element have to be resolved * An MP Limit Marker Constraint can be of type: Pass Position Constraint, Earliest Time Constraint, Driveability Constraint, Overlap Constraint, Max Length Constraint
Definition of MP Limit Marker:
Definition of MP Limit Marker: * The MP Limit Marker defines the position on the track path to which the next MP, including its Risk Buffer shall be extended upon request. * The MP Limit Marker is always shifted to the next Blocking Element along the track path specified in the Operational Plan Movement as soon as all MP Limit Marker Constraints have been resolved. * The shift of the MP limit marker to the next position serves as the trigger for PES to send the corresponding MP Request.
Definition of MP Request Constraint:
Definition of MA Request Constraint - MP Limit Marker: The MA Request Constraint is used for the initial MP Request of a starting up train (SoM). PES shall wait for the MA Request sent by the train (ETCS-OBU) and forwarded by ETPS before sending its MP Request to ETPS{comment:33}
Definition of Overlap Constraint Restriction Area - MP Limit Marker:
Definition of Overlap Constraint Restriction Area - MP Limit Marker: If an Restriction Area is a Blocking Element depends on the type of the specified Usage Restriction(s). * An overlap of the requested, restricted MP is allowed if e.g. the Usage Restrictions is of type “speed restriction” or “on-sight restriction * The MP Limit Marker position shall end in front of the URA if e.g. a Usage Restrictions of type “possession” or “non-stopping area” is specified.
Definition of Overlap Constraint Train Object - MP Limit Marker:
Definition of Overlap Constraint Train Object - MP Limit Marker: If another Train Object is a Blocking Element depends on type of activity specified in Movement Event of Operational Plan Movement. * An extent and overlap of the requested, restricted MP with another Train Object shall be allowed for joining or meeting activities (entry into occupied section). * The MP Limit Marker position shall end in front of the Train Object if no such Movement Event is specified in the Operational Plan Movement
Definition of Overlap Constraint Unresolved Trackbound Object - MP Limit Marker:
Definition of Overlap Constraint Unresolved Trackbound Object - MP Limit Marker: If another UTO is a Blocking Element depends on the UTO creation reason, and the type of activity specified in Movement Event of Operational Plan Movement. * An extent and overlap of the requested, restricted MP with another UTO shall be allowed for joining or meeting activities (entry into occupied section). * The MP Limit Marker position shall end in front of UTO if no such Movement Event is specified in the Operational Plan Movement * UTO creation reasons: Further details can be added in a later version of this document.
Definition of Pass Position Constraint - MP Limit Marker:
Definition of Pass Position Constraint - MP Limit Marker: * The Pass Position Constraint defines the latest track position the train must pass for the constraint to be considered resolved. * The Pass Position Constraint prevents MP requests from being send too early and MP Extends from being requested longer than necessary (for example, when departure times of Stop and Pass Events are reached and the next required STAs are already in the required drivability state).
Definition of Pass Position Constraint for STA Request:
Definition of Pass Position Constraint for STA Request: * The Pass Position Constraint defines the latest track position the train must pass at which PES must send the STA Request, so that the train can receive a MP over that STA without the need to drive into the braking curves of a current, already existing MP. Triggering of STA Request: * The Pass Position Constraint indicates where the first attempt to send the STA Request is made. If the STA is allocated e.g. by another Train Object at this point in time, then the STA Request is not send, it is queued by PES and executed once the STA is no longer allocated.{comment:21}{comment:46}
Definition of Reserved STA Path:
Definition of Reserved STA Path: * The Reserved STA Path indicates that the drivability state of the reserved STAs can only be requested for the corresponding Train Object. Logic of Reserved STA Path : * The Reserved STA Path is extended all the way up to and over the STA which shall be requested after the following conditions are satisfied: * Pass Position Constraint and Earliest Time Constraint for the corresponding STA are resolved. * The path between the Train Object and the said STA is clear of other trains or other Reserved STA Paths. * The Reserved STA Path shall have at least the extent of the current MP (including Risk Buffer) but may extend beyond the current MP (including Risk Buffer) in the direction of travel. * The Reserved STA Path shall have the same rear end as the current MP. * The Reserved STA Path shall not overlap with the Reserved STA Path of another Train Object. Triggering of STA Request: * The STA Request shall be triggered, as soon as the Reserved STA Path overlaps with the corresponding STA.
Definition.
Glossary entry. See: Definitions
Definiton of Driveability Constraint - MP Limit Marker:
Definiton of Driveability Constraint - MP Limit Marker: The Driveability Constraint is resolved if the needed STA is in the required driveability state.
Degraded Mode
"Degraded Mode" in railway operations refers to defined procedures applied when one or more safety-critical technical systems (such as signalling, train detection, level crossings, automatic train protection, or communication systems) are unavailable or functioning abnormally. In such situations, normal operational processes are replaced by alternative or emergency procedures that require dedicated fall back solutions (technically) {comment:117}or mainly trained personnel to manually initiate, execute, and monitor train movements, thereby temporarily assuming responsibilities normally fulfilled by technology. The goal is to sustain railway operations at an acceptable level of safety until full technical functionality is restored. Degraded Mode does not include ad hoc operational deviations (such as rerouting trains for non-technical reasons) but specifically addresses failures or constraints in technical systems essential for safe operation. All measures are to be thoroughly documented and communicated, and operations in degraded mode are to be minimized in time and extent due to inherently increased risk."{comment:157}
delete - CCS Configuration Manifest
implicit-from-entry-label: delete - CCS Configuration Manifest
Deliverable
An input or output of a task that crosses the process boundaries. Any unique and verifiable product, result, or capability to perform a service that must be produced to complete a process, phase, or project. (e.g. Requirement Specification)
Demand
A Demand on the SCI-SCMD interface is a message from a client to ETPS which asks ETPS for a certain task where the client (usually the Signaller) or the designated procedure takes over responsibility. Therefore, certain safety checks can be overridden.{comment:1327} The Demand always follows a Request{comment:1328} on the SCI-SCMD interface where ETPS had found that overridable safety checks would be violated. After a confirmation of the Signaller that he takes over responsibility, this Request then becomes a Demand and will be granted/executed. A Demand shall not be used for regular operation.
Departure Datetime Change
Change in the departure time of a train in a station, either by departing earlier or later than planned
Deployment
rollout
Design Safety Case
The Design Safety Case gives evidence to the design for a product or application done in Phase 1 to 5. The Design Safety Case will: * fulfil the requirements of Phase 4 (including validation report) and integrated in a modular architecture in Phase 5, * define the SuC and its interfaces and must comply thereby to a harmonised reference architecture (e.g. "System Pillar Reference Architecture"): * functional allocation, * interfaces description, * standardised tests activities (e.f. test benches, procedures), * allocation of safety requirements (e.g. TFFR, SRAC) * be presented to the ISA for a first statement, * be reused for further generic product safety cases or generic/specific safety cases, * evolve along the whole lifecycle of the SuC design, * cover the Safety Management topics in the EU-Rail Standardisation and TSI Input Plan (STIP).
DeBo
Designated Body
Desk Area
Desk Area is a location attribute (left, center...) associated to HMI Element for {comment:55}Display Computing Unit to allocate elements to a View.
Desk Area is a location attribute (left, center...) associated to HMI Element for MDS Controller to allocate elements to a View.
Desk Area is a location attribute (left, center...) associated to HMI Element for TDS Controller to allocate elements to a View.
Desk Area Desk Area is a location attribute (left, center...) associated to HMI Element for TDS Controller to allocate elements to a View.
Desk Display Area
The Desk Display Area identifies the desk controlled by MDS (in case of multiple cabins controlled only by one MDS such as locomotive or centralised integration).
The Desk Display Area identifies the desk controlled by TDS (in case of multiple cabins controlled only by one TDS such as locomotive or centralised integration).
A Zone displaying a piece of visual information of particular system and defined by a size (in cells) and an absolute position (x ,y, z axes). It is more commonly named Area in this specification.
{comment:88}A Zone displaying a piece of visual information of a particular system and defined by a size (in cells) and an absolute position (x ,y, z axes). It is more commonly named Area in this specification.{comment:125} The Desk Display Area identifies the desk controlled by TDS (in case of multiple cabins controlled only by one TDS such as locomotive or centralised integration).{comment:204}
Desk Display Area A Zone displaying a piece of visual information of particular system and defined by a size (in cells) and an absolute position (x ,y, z axes). It is more commonly named Area in this specification.
Desk
Inside a cab, the set of operating controls*, which is dedicated to preferred movements in a given direction (i.e. forward movements, in which visibility from the cab is provided to the driver). Exception: some single cab locomotives are fitted with one single desk, allowing normal movements in both directions. *(set of operating controls: screens, buttons, traction/brake lever, direction controller, radio control, switches, …)
Inside a cab, the set of operating controls*, which is dedicated to preferred movements in a given direction (i.e. forward movements, in which visibility from the cab is provided to the driver). Exception: some single cab locomotives are fitted with one single desk, allowing normal movements in both directions. *set of operating controls: screens, buttons, traction/brake lever, direction controller, radio control, switches, …
Inside a cab, the set of operating controls*, which is dedicated to preferred movements in a given direction (i.e. forward movements, in which visibility from the cab is provided to the driver). Exception: some single cab locomotives are fitted with one single desk, allowing normal movements in both directions. *set of operating controls: screens, buttons, traction/brake lever, direction controller, radio control, switches, …Desk
Desk Inside a cab, the set of operating controls*, which is dedicated to preferred movements in a given direction (i.e. forward movements, in which visibility from the cab is provided to the driver). Exception: some single cab locomotives are fitted with one single desk, allowing normal movements in both directions. *set of operating controls: screens, buttons, traction/brake lever, direction controller, radio control, switches, …Desk
Development Partnership
Contract between IM or RU and one of more suppliers about developing product(s) or (sub)systems as a collaboration
DEV
Development
Deviation Detection
Comparing the operational plan with the real-time status to detected operational deviations. Deviations have already happened and may only be mitigated but not solved.
Deviation
A deviation is any difference between the operational plan and the actual state of traffic; unlike a conflict, deviations may only be mitigated but not solved.
Data source
Device or System issuing the data. In the case of individual vehicles issue of the data is done by the CCU or an ED. In the case of a train, it is done by the CCU of the leading consist. In the case of the data source being a land side system, it would be an FDFT backend.
Device or System issuing the data.
Diagnostics
Diagnostics is the assessment{comment:1} of health and performance of an asset or a group of assets. Furthermore, the diagnostic system also provides all information of single components in the field like: software version, parametrisation file version, firmware version, hardware version, manufacturer part number, manufacturer serial number,{comment:35} ID in the field (e.g. NID_ENGINE), cumulated hours in operation, IP address, etc. All this data is being used for analysis purposes.
Diagnostics is the assessment of health and performance of an asset or a group of assets. Furthermore, the diagnostic system also provides all information of single components in the field like: software version, parametrisation file version, firmware version, hardware version, manufacturer part number, manufacturer serial number, ID in the field (e.g. NID_ENGINE), cumulated hours in operation, IP address, etc. The latter is being used for analysis purposes.{comment:168} {comment:131}
Diagram.
Stores a diagram, slide, or picture.
Diffuse operational state
Detailed granular information about a subsystems that by themselves are not enough to implement a procedure in normal operation . E.g. track position of a starting train, pre-defined failure state of a trackside asset, etc.
DAC
Digital Automated Coupling
Digital Continuity
Digital continuity means that the transformation of information from the single source of truth all the way to production maps is fully automated, robust and without manual processing steps. Secondly, new storage technologies, computing platforms, communication protocols will come into fashion and the data model shouldn't prevent future users to adopt such technical innovations.
DR-I
The Digital Register Infrastructure (DR-I) is a database managing and providing static infrastructure data as central service. The data exchange between Traffic CS and this database is based on the Standard Maintenance Interface SMI-xx (e.g. prepared by EULYNX) via the subsystem Configuration.
Digital Register - Infrastructure
DR-V
Digital Register - Vehicle
Direct Brake -
Direct Track Possession / Occupancy
Physical occupation of a train to a network or part of the network
DG MOVE
Directorate-General for Mobility and Transport
DG RTD
Directorate-General for Research and Innovation
Disaster Recovery-Plan
Dispatching
Dispatching is the sum of actions intended to make modifications the operational plan.
Display Computing Unit
Computing Hardware that contains {comment:49}a real time operating system, virtualization software and virtual containers for the parallel applications. This hardware shall be generic to be interchangeable.{comment:7}(Software in DCU will be application specific).
Computing Hardware that contains an real time operating system, virtualization software and virtual containers for the parallel applicactions. This hardware shall be generic to be interchangeable.
Display Controller
The part of the display that is assuring the safe display of the requested information on the screen, related to time, place, duration and colour.
Display HW Controller
Display Manager
Is the interface to the Display Controller and synchronising all status and data informations of all business applications for the Display Units.
Is the interface to the Display HW Controller and synchronising all status and data informations of all business applications for the Display Units.
Display Panel
Glass (LCD) showing pixels without controller.
Display Panel Glass (LCD) showing pixels without controller.
DDOS
Distributed Denial of Service
DistributionJob "distribution-job.json" document
A DistributionJob is defines the time and conditions when one or more CCS deployments with the same homologation receive their software configuration update (preload and activation). Examples for conditions when the distribution-job is started are approvals from a train-driver, or someone from operation or a GOA4 system that need to approve the configuration update within the preloading and activation time windows. The distribution-job.json document references the Top Level BuildingBlockConfiguration (BBC), that has recursive dependency tree. The distribution-job is defined within a distribution-job.json document that is validated by the distribution-job.schema.json.
DM - Digital Map
Document Author
Document Author is the document generator and belongs to a specific task/domain. See role SPPR-5408 - Document Author
Domain Data Model
A domain data model is the information package needed by a professional discipline and the associated subsystems such as TMS, time tabling, ATO, ETCS signalling.
Domain Model
Entity Relationship Model (ER Model or ERM) of entities (Domain Objects) and their relations within the railway Traffic CS domain. Concept: ETPS Specification patterns - Detail, Domain Model, Safety Rules
DNS
implicit-from-entry-label: Domain Name System
Domain Name System
Domain Object
A Domain Object is an instance of a type of entities from the Domain Model. Entities are part of the Domain Model if they are of interest for Traffic CS. They are usually described by properties which are relevant. Irrelevant properties are not considered. Therefore, it is a model or abstract view on reality. Domain Objects can exist for real-world objects like trains or Trackside Assets and control objects like Movement Permissions.
Driveability (or Drivability)
The degree of smoothness and steadiness of acceleration of a vehicle.
DAS-OB
Driver Advisory System On Board
DMI
Driver Machine Interface
ABD
The extension of the movement authority of a following train considers the rear of the Safe Train Extent of a preceding train as an absolute limit that shall not be passed – the speed and braking capacity of the preceding train are neglected.{comment:3}{comment:21} (image: 1-screenshot-20240904-140007.png)
Driving in Absolute Braking Distance
RBD
The extension of the movement authority of a following train is derived from the Safe Train Extent of the preceding train considering also speed and braking capacity of the preceding train. The distance between both trains during motion can be shorter than driving in Absolute Braking Distance, increasing the rail operation efficiency.{comment:8}{comment:22} (image: 1-screenshot-20240904-140007.png)
Driving in Relative Braking Distance
Driving Strategy Change
Change the driving strategy from the defined list (energy efficient, reduce maximum speed, etc..)
Driving Strategy
How to drive the train as a combination of acceleration, braking, cruising and coasting (Energy efficient, reduced maximum speed, Maximal Coasting, Minimum Time Train Control, etc..)
Dual control = Control that requires the approval by two authorised individuals...
Dual control = Control that requires the approval by two authorised individuals in order to be performed.
Dual Trackside Signalling Strategy
Installing and running both class B signalling system and ETCS on the same track
Dwell time
Waiting time between the arrival and estimated departure time of a train at stop.
Dynamic Brake -
Dynamic Business Rules
All defined rules related to the journey dynamics, e.g. Maximum waiting time of a connecting train
DTCC
Dynamic Train-Centric Control permits movement ending at any location on the track (as long as this movement is allowed by the set of Safety Rules), a capability that is fundamentally restricted under current block-based signalling principles. Dynamic Train-Centric Control combines route protection and train control features. Based on the operational plan obtained from the TMS, Traffic CS will allocate a Movement Permission for the designated train and determine the Movement Authority for the designated train. This is different from the current approach where train authorisations are determined for predefined routes that have been set by an IXL.
Dynamic Train-Centric Control
E-coupler
Regarding the LCDF, the determination logic for the last coupled unit is still under discussion, particularly whether the e-coupler is coupled, uncoupled, ready or not for coupling — with the goal of standardizing the logic for a SIL2 sensor.
EARS
SPPR-3560 - Easy approach to requirements syntax (EARS)
Easy Approach to Requirements Syntax
EB - Emergency Brake
ECM
Entity in charge of maintenance (‘ECM’) means an entity in charge of the maintenance of a vehicle, and registered as such in a vehicle register referred to in Article 47 of Directive (EU) 2016/797 The maintenance of vehicles is defined in the Article 14 of Directive (EU) 2016/798. In particular, the four functions of ECMs are described in the Article 14 (3): (a) a management function to supervise and coordinate the maintenance functions referred to in points (b) to (d) and to ensure the safe state of the vehicle in the railway system; [editorial edition : ECM 1 in this document] (b) a maintenance development function responsible to manage the maintenance documentation, including the configuration ation management, based on design and operational data as well as on performance and return on experience; [editorial edition : ECM 2 in this document] (c) a fleet-maintenance management function to manage the vehicle's removal for maintenance and its return to operation after maintenance; [editorial edition : ECM 3 in this document] (d) a maintenance delivery function to deliver the required technical maintenance of a vehicle or parts of it, including the release to service documentation. [editorial edition : ECM 4 in this document] The entity in charge of maintenance shall carry out the management function itself, but may outsource the maintenance functions referred to in points (b) to (d), or parts thereof, to other contracting parties such as maintenance workshops.
ECN - Ethernet Consist Network
Ecoupler
13:49 in red (2x400V battery charger compatibility magnetic in test
EWAN
implicit-from-entry-label: EGNOS Wide Area Network
EGNOS Wide Area Network
ELK
Elasticsearch, Logstash, Kibana
EPCIS
Electronic Product Code Information Services
Element
Any physical component that is part of the infrastructure composition (switches, tracks, signals)
Emergency train treatment
The emergency treatment is the CCS or TMS decision making tool dealing with trains in relationship to emergency location. The objective is to improve the emergency alarm call in FRMCS using location info allowing immediately to decide about the behavior of trains in or approaching to an area of emergency depending on the positions (topology): trains moving away from the emergency should move on, the MA of trains approaching with enough distance shall switch to an adapted MA (OS or shortened MA / CES), trains approaching with less/not enough distance shall have an unconditional emergency stop (UES).{comment:136}
EMPA
An EMPA ...
End Occupancy Location
The location point where the infrastructure element (track, signal, switch, etc..) occupation has ended
End Occupancy Time
The timestamp where the infrastructure element (track, signal, switch, etc..) occupation has ended
EoL
In system design, the term "End of Life" refers to the stage in the lifecycle of a system or product when it is no longer considered viable, functional, or supported. It marks the point at which the system or product is no longer actively maintained, developed, or sold by the manufacturer or service provider.
End of Life
EoM
End of Mission.
End of Mission
EoS
In system engineering, "End of Support" refers to the point in the lifecycle of a system or software product when the manufacturer or service provider discontinues providing technical support, maintenance, and updates for the product. It signifies the end of the official assistance and resources available from the provider to address issues, fix bugs, or offer guidance to users of the system.
End of Support
E-2-E
implicit-from-entry-label: End-to-End
End-to-End
Engineering data
The Engineering Data is the validated data enabling the generation of Configuration Data during product configuration.{comment:146} The Engineering Data (aka Configuration Input Data) is created based on the SPT2TS-125758 - Engineering Input Data but generic (IM-unspecific). Typically, the data are not adapted to cope with specific views demanded by different Consuming Systems. The Engineering Data contains all the base data (i.e., track topology and topography) for deriving the Configuration Data during the compilation process.{comment:147}{comment:145} Besides providing base data for the Configuration Data generation, the Engineering Data shall also cover the needs for the configuration of Consuming Systems (e.g., Parameter Data). The Engineering Data must fulfil engineering rules that are influenced by the requirements of the Configuration Data for the Consuming Systems. The Engineering Data contains only the updated resulting data (i.e., not several variants/versions of the same track) that is needed for the next compiling and provisioning of Configuration Data and operation at a certain point in time in the Consuming Systems.{comment:144}
The Engineering Data as part of the SPT2TS-2040 - CCS/TMS Extended ERA Ontology (CCS/TMS Data Model) contains all the base data (i.e.,{comment:19} track topology, track geometry, track asset configuration) for compiling the next version(s) of use case-specific Domain Data. The standardized Engineering Data comprehensively covers the data needs for the SERA in the scope of the System Pillar (i.e. radio-based ETCS only). Specific data needed for migration is out of the scope of SPT2TS-2040 - CCS/TMS Extended ERA Ontology (CCS/TMS Data Model).
Engineering data are measurements, design data and derived data that parametrise the railway system, i.e. configuration information.
EET
Engineering Environment Team
Engineering Input Data
Refers to data from Infrastructure Manager (IM) specific digital sources required for engineering, such as: * Track layout (nominal geometry of the respective construction phase * Track Assets (points, signals, train detection elements, etc.) * Properties (speeds, gradients, etc.) * Structures (platform, tunnel, etc.) * Logical data such as trackside train detection sections (if still available) * Acquisition Data * Configuration Data for track objects * Others (placeholder to include other possible data from IM
Refers to data for specific digital sources required for engineering, such as * Track layout (nominal geometry of the respective construction phase) * Track Assets (points, signals, train detection elements, etc.) * Properties (speeds, gradients, etc.) * Structures (platform, tunnel, etc.) * Logical data such as trackside train detection sections (if still available) * Acquisition Data * Configuration Data for track objects * Train specific data like ETCS Braking curves * Any other data required for CCS/TMS system configuration
Engineering View
The engineering view exposes the configuration information that was used to build, test and release the railway system. This constitutes the as-planned situation.
ECS
A collection of enterprise security interface (ESI) implementations of central security and IT communication functions in a back-office environment. Examples are Security Incident and Event Management System (SIEM), Intrusion Detection System, PKI Certificate Authority, Corporate Directory, Asset Management, DNS. These services are typically accessible for the automation network via controlled communication paths (e.g. DMZ). The interfaces of the Shared Cybersecurity Services to the Enterprise Services are identified by ESI-<Service name>. Note: Enterprise Shared Services are typically 3rd-party components not dedicated to the rail environment. Therefore the realization of the Enterprise Shared Services may use other security requirements than the Secure Component Specification. Recommended security specification are ISO 27033, ISO 27034, NIST 800-53, and/or IEC 62443-4-2. Note: Enterprise Shared Services and Shared Cybersecurity Services are separated by the IT/OT border (e.g. by a DMZ).
Enterprise Cybersecurity Services
ERP
Enterprise Ressource Management
ESS
implicit-from-entry-label: Enterprise Security Services
Enterprise Security Services
ERA - European Railway Agency
EECT
implicit-from-entry-label: ERA Extended Core Team
ERA Extended Core Team
ERG - Euro Radio Gateway
ERJU Hazard Database
ERJU Hazard Database. A collection existing hazard lists of known hazards and accidents which is initiated and maintained by ERJU's PRAMS domain with the aim to provide a harmonized set of hazards/accidents.
Error correction
Error corrections are a type of evolutions, covered by the Evolution management process. Several types of error correction at building block level can occur: * error correction of the TSI, because it is incorrect (curently not covered by the Evolution Management process). * error correction of the specification, because it is not compliant with the TSI. * error correction of the specification, because it is incorrect * error correction of the source code, because it is not implementing correctly the specification i.e. "deviating from intended functions and/or performance". Error corrections are basically defined in: * SPPRAMSS-4525 - [Directive 2016/797] (Article 16) and * SPPRAMSS-328 - [TSI CCS + (EU) 2023/1695] (section 6.5 Management of errors and 7.2.10 ) More details are defined in SPPRAMSS-14396 - Error correction.
ERTMS - European Rail Traffic Management System
EUG
ERTMS Users Group
ATO-TS
ERTMS/ATO Trackside (ATO-TS) is the ERTMS/ATO trackside subsystem. ERTMS/ATO provides a set of non-safety functions related to speed control, accurate stopping, door opening and closing, and other functions traditionally assigned to a driver, while the safety of operation is still ensured by ETCS with regards to the speed and distance limits and also by other safe systems.
ERTMS/ATO Trackside
Essential Function
Function or capability that is required to maintain health, safety, the environment (HSE) and availability for the equipment under control (definition from IEC 62443-4-2) Note: Essential functions include, but are not limited to, the safety instrumented function (SIF), the control function and the ability of the operator to view and manipulate the equipment under control. The loss of essential functions is commonly termed loss of protection, loss of control and loss of view respectively. In some industries additional functions such as history may be considered essential. In the context of the ERJU System Pillar all systems in scope provide functionality as defined in "Essential functions". Note: IEC 63452 definition: All functions needed to operate the railway system, such as per example traffic control, speed control, traction/brake control,...
Estimated departure time
Estimated departure time is the predicted time at which a train is expected to start moving. {comment:124}{comment:176} * Note: is there a need to define different times? e.g., published timetable, internal IM/RU working timetable
Estimated Distance
It is expressed as the distance along the track centreline between a reference location and the estimated train front end position.
Estimated Train Front End Position
The position the ERTMS/ETCS localisation on-board equipment estimates the train front end is at, with the highest probability according to the physical characteristics of the train and to the localisation working conditions. Also referred to as “Estimated Position” SUBSET-023.
ETCS (CCD display)
The display associated to this system is called CCD (Control Command Display) in UIC-612. The functionalities and the ergonomics of this system are standardised in the subset 026 and ERA DMI 15560.The CCD display is located in front of the driver according to UIC-612-0, EN 16186-2 (chapter 7.21). According to subset 091, some THR are related to the DMI and involve THR equivalent to SIL2. Information of ETCS are mandatory when train is in motion. It could be debatable if this is also the case at standstill. There is a proposal for standardisation communication between ETCS and MDS known as Subset-121. {comment:153}
The display associated to this system is called CCD (Control Command Display) in UIC-612. The functionalities and theergonomics of this system are standardised in the subset 026 and ERA DMI 15560.The CCD display is located in front of the driver according to UIC-612-0, EN 16186-2 (chapter 7.21).According to subset 091, some THR are related to the DMI and involve THR equivalent to SIL2.Information of ETCS are mandatory when train is in motion. It could be debatable if this is also the case at standstill. Communication between ETCS and MDS is standardised in subset 121.
ETP-OB - European Train Protection On-Board
ETP-OB - European Train Protection On-Board Note: ETP-OB equivalent with ETCS-OB
EUSPA
EU Agency for the Space Programme
EUG - ERTMS Users Group
COM
European Commission
CENELEC
European Committee for Electrotechnical Standardization
CEN
European Committee for Standardization
EDDP
European DAC Delivery Program
EGNOS
implicit-from-entry-label: European Geostationary Navigation Overlay Service
European Geostationary Navigation Overlay Service, European satellite navigation system
European Geostationary Navigation Overlay Service
EI#7
Authorisation to start after preparing a movement.{comment:132}
European Instruction 7
{comment:129}{comment:150}A European Instruction is an instruction issued by the Signaller to the Driver to ensure safe operation when this cannot be provided by the signalling system. A European Instruction will state for example: - which train it is issued to - the time and date it was issued - location of train (if relevant) - location of issuer - a clear, precise, unambiguous instruction - a Unique Identification. The EI precises speed, special conditions for train movement and other requests for safe operations.
European Instruction
EPF
European Passengers' Federation
EIM
European Rail Infrastructure Managers
ERRAC
European Rail Research Advisory Council
ERTMS
European Rail Traffic Management System
ERDS
European Railway Data Space
European Railway Traffic Management System (ERTMS) is a single European signalling and speed control system that ensures interoperability of the national railway systems, reducing the purchasing and maintenance costs of the signalling systems as well as increasing the speed of trains, the capacity of infrastructure and the level of safety in rail transport. ERTMS comprises of the European Train Control System (ETCS), i.e. a cab-signalling system that incorporates automatic train protection, the Global System for Mobile communications for Railways (GSM-R) and operating rules. (ERA definition)
European Railway Traffic Management System (ERTMS) is a single European signalling and speed control system that ensures interoperability of the national railway systems, reducing the purchasing and maintenance costs of the signalling systems as well as increasing the speed of trains, the capacity of infrastructure and the level of safety in rail transport. (ERA definition)
European Railway Traffic Management System
European Securities Committee
ESA
European Space Agency
ESO
European Standardization Organization
ESIF
European Structural and Investment Funds
ETSI
European Telecommunications Standards Institute
ETPS
The Trackside Protection System is the core system of Traffic CS, implementing the safety critical functions. The Trackside Protection System controls all Trackside Assets Control and Supervision (TACS) connected to ETPS, for example points, level crossings, and manages Movement Permissions for trains, whilst maintaining the safety of the railway.
European Trackside Protection System
ETM
European traffic management
ETCS
ETCS - European Train Control System
European Train Control System (ETCS) is a cab-signalling system that incorporates automatic train protection (ERA definition). ETCS in the frame of SERA will support the following Levels: * L2 with fixed train detection (classic L2 with trackside detection (track circuits, axle-counters, …)) * L2 with hybrid train detection (virtual fixed or moving blocks with trackside detection (axle-counters, …)) – formerly known as Hybrid L3 * L2 with virtual fixed or moving blocks and train integrity (no trackside detection) – formerly known as pure L3
European Train Control System
ETF
European Transport Workers' Federation
ENISA
European Union Agency for cybersecurity
ERA
European Union Agency for Railways
EVN
European Vehicle Number
ERJU
Organisation being tasked with the standardisation in the railway domain at European level.
(Europe’s Rail) Joint Undertaking
Europe’s Rail Joint Undertaking
EU-Rail
Europe's Rail
EVC - European Vital Computer
EDA
Event-driven architecture
Evolution
Evolution is the process of gradually developing, refining or improving parts of the System Pillar Harmonized Operational Processes respectively the System Pillar Reference Architecture (SPRA).
Evolution refers to the gradual development and refinement of a system over time, through a process of adaptation and improvement. Evolution is often driven by the need to to improve system reliability , efficiency, or other key metrics, while addressing new or changing needs and challenges.
Evolvability
Evolvability is the ability to easily adapt to new technologies or to extend the functionality of the CCS system without the involvement of the original supplier.{comment:429}
Exchange item
Element transferred through an interface, which can be either energy, matter, and/or information. A exchange item carries elements with the same transport conditions, simultaneously with the same non-functional properties.
Exchange scenario
Describe the interactions between structural elements by focusing on the exchange of information in a given context and with a time axis. They allow the ordering of information sequences and behaviours of structural elements, but can also be used as a basis for specification tests. Scenarios can be linked to sequence diagrams (SysML wording). Scenarios are suitable to be used for: * Regarding abstractions: operational needs, system analysis, logical architecture, physical architecture * Regarding structural entities: system, subsystem, system element, logical component, actor * Regarding functions: behaviour definition of function (how functions of structural entities exchange data through exchange items) * Regarding other behavioural aspects: pre and post-conditions and invariant as start to end conditions as well as state invariant of the scenario * Regarding purpose: represent, at least, one complete sequence of functional exchanges on a time axis The goal is to visualise system black-box behaviour or system interaction behaviour with actors.
Exchangeability
Exchangeability is the ability to replace a sub-system from supplier A by a subsystem from supplier B without affecting other sub-systems or the overall system/subsystem and with a reasonable integration effort and/or certification effort. Different to interchangeability, exchangeability does not specify physical characteristics of subsystem. {comment:1413}
Exchanged Data
Data interchanged between at least two entities (in this case, data generated and processed by the IMs).
Exclusive MP Area (EMPA)
Within an EMPA, at most one MP is allowed.
Existing Railway System
Existing rail system means the infrastructure composed of lines and fixed installations of the existing rail network as well as the vehicles of all categories and origins traveling on that infrastructure
Extended View
View displayed on more than one Display Panel.
{comment:89} View displayed on more than one Display Panel.
Extended View View displayed on more than one Display Panel.
External Button
A button which is not directly managed by MDS.
A button which is not directly managed by TDS.
External Button A button which is not directly managed by TDS.
The external Diagnostic, Configuration and IT Security Interface I1 (Interface 1) comprises communication-based interfaces between rail systems and central infrastructure components such as diagnostics, IT-security services and remote update.
External Diagnostic, Configuration and IT Security Interface(s)
ESPR
External SP Releases are delivered outside of the EU-RAIL program. These releases are delivered publicly to the sector for feedback on CR's (see EU Rail and Harmonisation Document), to ERA for TSI updates, to the Standardisation{comment:319} bodies and to RU's and IM's to perform call of tender. It is expected that these releases are mature releases with the maturity demonstrated, for instance thanks to demonstrators in Innovation Pillar.
External SP Release
fail-safe [821-01-10]
able to enter or remain in a safe state in the event of a failure
fail-safe
able to enter or remain in a safe state in the event of a failure [SOURCE: IEC 60050-821:2017 , 821-01-10]
able to enter or remain in a safe state in the event of a failure [821-01-10 ]
failure cause
set of circumstances that leads to failure Note 1 to entry: A failure cause may originate during specification, design, manufacture, installation, operation or maintenance of an item. [SOURCE: IEC 60050.192:2015, 192-03-11]
failure mode
Manner in which failure occurs. Note 1 to entry: A failure mode may be defined by the function lost or other state transition that occurred. [SOURCE: IEC 60050-192:2015, 192-03-17]
failure rate [821-12-21]
limit of the ratio of the conditional probability that the instant of time, T, of a failure of a product falls within a given time interval (t, t + Δt) and the duration of this interval, Δt, when Δt tends towards zero, given that the item is in an up state at the start of the time interval Note 1 to entry: For applications where distance travelled or number of cycles of operation is more relevant than time then the unit of time can be replaced by the unit of distance or cycles, as appropriate. Note 2 to entry: The term “failure rate” is often used in the sense of “mean failure rate” defined in IEV 192-05-07. [SOURCE: IEC 62278:2002, 3.14, modified]
failure rate
limit of the ratio of the conditional probability that the instant of time, T, of a failure of a product falls within a given time interval (t, t + Δt) and the duration of this interval, Δt, when Δt tends towards zero, given that the item is in an up state at the start of the time interval Note 1 to entry: For applications where distance travelled or number of cycles of operation is more relevant than time then the unit of time can be replaced by the unit of distance or cycles, as appropriate. Note 2 to entry: The term “failure rate” is often used in the sense of “mean failure rate” defined in IEV 192-05-07. [IEC 60050-821, 821-12-21]
limit of the ratio of the conditional probability that the instant of time, T, of a failure of a product falls within a given time interval (t, t + Δt) and the duration of this interval, Δt, when Δt tends towards zero, given that the item is in an up state at the start of the time interval Note 1 to entry: For applications where distance travelled or number of cycles of operation is more relevant than time then the unit of time can be replaced by the unit of distance or cycles, as appropriate. Note 2 to entry: The term “failure rate” is often used in the sense of “mean failure rate” defined in IEV 192-05-07. [821-12-21][IEC 62278:2002, 3.14, modified]
failure
loss of ability to perform as required Note 1 to entry: A failure of an item is an event that results in a fault of that item: see "fault" (IEV 192-04-01). Note 2 to entry: Qualifiers, such as catastrophic, critical, major, minor, marginal and insignificant, can be used to categorize failures according to the severity of consequences, the choice and definitions of severity criteria depending upon the field of application. Note 3 to entry: Qualifiers, such as misuse, mishandling and weakness, can be used to categorize failures according to the cause of failure. [SOURCE: IEC 60050-192:2015, 192-03-01]
fault, <of an item>
inability to perform as required, due to an internal state Note 1 to entry: A fault of an item results from a failure, either of the item itself, or from a deficiency in an earlier stage of the life cycle, such as specification, design, manufacture or maintenance. See latent fault (192-04-08).{comment:215} Note 2 to entry: Qualifiers, such as specification, design, manufacture, maintenance or misuse, may be used to indicate the cause of a fault. Note 3 to entry: The type of fault may be associated with the type of associated failure, e.g. wear-out fault and wear-out failure. Note 4 to entry: The adjective “faulty” designates an item having one or more faults. [SOURCE: IEC 60050-192:2015, 192-04-01]
fault correction time
part of active corrective maintenance time taken to perform fault correction [SOURCE: IEC 60050-192:2015,192-07-14]
fault detection time
DEPRECATED: undetected fault time time interval between failure and detection of the resulting fault [SOURCE: IEC 60050-192:2015,192-07-11]
fault localization time
DEPRECATED: fault location time part of active corrective maintenance time taken to complete fault localization
fault tree
logic diagram showing the faults of sub items, external events, or combinations thereof, which cause a predefined, undesired event [SOURCE: IEC 60050-192:2015, 192-11-07]
FDFT: Full Digital Freight Train
FDFT: Full Digital Freight Train : designates the rolling stock operated according to FDFTO
FCI
FDFTO Central Instance
feature/function proposed by the system which is not available AND which has no...
feature/function proposed by the system which is not available AND which has no solution/procedure that can bypass. Restrictions are related to open CRs, which often should be "translated" in an understandable manner for the customer (baseline user), and sometimes form an operational point of view, testing point of view etc...
Feature
Characteristic of a system in a product line that distinguishes it from other systems in the product line. Those characteristics express either stakeholder-visible variability or implementation variability. Note: In feature-based product line engineering, features express differences among member products. A characteristic common to all member products in the product line is usually not modelled as a feature. Features in railway is everything what can be different when moving between A and B. Variation type / Dependency | Description (image: 5-screenshot-20241129-173318-7.png) | A mandatory features is implicitly selected if its parent feature is selected. (image: 6-screenshot-20241129-173318-8.png) | Only one group of alternative features is possible under a parent node. Exactly one feature has to be selected from a group if the parent feature is selected. The other alternative feature are automatically excluded. (image: 7-screenshot-20241129-173318-9.png) | The optional features are not belonging to each other (building not a group of similar features). If at least one of the optional features is selected the parent node is selected as well. (image: 8-screenshot-20241129-173318-10.png) | Only one group of or features is possible under a parent node and 0..n features can be selected. If at least one of the or features is selected the parent node is selected as well. In principal optional features and or features are equivalent. The only difference is that optional features do not belong to each other and or features are a group of similar features.
FRA
Federal Railroad Administration (USA)
FFFIS - Form Fit Functional Interface Specification
In contrast to an FIS (Functional Interface Specification), FFFIS describes not only the functional requirements for an interface, but also its complete, specific design. An FFFIS has the requirement that all devices with an interface developed according to it are interchangeable. "FF - Form Fit" is a classification of interchangeable parts which are identical in shape, fit and function and are therefore interchangeable with one another. An FFFIS is therefore a clear description of an interface between devices or modules.
FFFIS - Form-Fit Functional Interface Specification
FFFIS
Form, Fit and Function Interface Specification{comment:216}
FIS - Functional Interface Specification
implicit-from-entry-label: FIS - Functional Interface Specification
Functional requirements and description of an interface. This clarifies also the functional apportionment and related safety requirements of the two sub-systems of the interface.
FAM
Fixed asset mgmt
A block in which the extremities of the block sections are at fixed locations. The signalling allows a train to move from one block to the next, normally only when the block ahead is clear.
Fixed Block
FVB
A Fixed Virtual Block is a Fixed Block where the limits are virtual and do not necessarily correspond to train detection boundaries.
Fixed Virtual Block
Flagship Area
Fleet
All the vehicles of the railway company
FMECA
failure modes, effects and criticality analysis quantitative or qualitative method of analysis that involves failure modes and effects analysis together with a consideration of the probability of the failure mode occurrence and the severity of the effects Note 1 to entry: The term "fault mode, effects and criticality analysis" in IEC 60050-191:1990 (now withdrawn; replaced by IEC 60050-192:2015) is deprecated, since a fault (192-04-01) is a state and cannot logically have a mode, whereas a failure mode (192-03-17) is a change of state. [SOURCE: IEC 60050-192:2015, 192-11-06] Note 2 to entry: FMEA is a systematic method of evaluating an item or process to identify the ways in which it might potentially fail, and the effects of the mode of failure upon the performance of the item or process and on the surrounding environment and personnel. Failure modes may be prioritized according to their importance. The prioritization can be based on a ranking of the severity alone, or this can be combined with other measures of importance. When failure modes are prioritized, the process is referred to as failure modes, effects and criticality analysis (FMECA).
Forecast
The forecast displays the future state of traffic. It based on the current operational state. The forecast projects the current operational plan into the future. A forecast for each train run under consideration of mutual train influence is processed (train run time, section run time, minimal section run time, detailed topology, headways and train sequence, circulation, connection, etc.).
FFF
Form, Fit and Function
Form Fit Function Interface Specification
A FFFIS is the complete definition of an interface between functional or physical entities. The FFFIS includes: - FIS, - Electrical characteristics related to data, - communication protocol, - and including connector and plug. The FFFIS and accompanying documents (e.g. safety analysis) guarantees the interoperability but not the exchangeability of physical entities, see Subset-037 SPT2ARC-1620.
FORM FIT FUNCTIONAL INTERFACE SPECIFICATION
Founding Members
FP - Flagship Projects
FPMH
Failures Per Million Hours{comment:96}
FPMK
Failures Per Million Kilometres{comment:97}
FRMCS - Future Railway Mobile Communication System
FS - Full Supervision Mode in ETCS
FS - Full Supervision Mode in ETCS{comment:26}
FSA : FDFTO System Authority
FSO : FDFTO system organization
FTA
fault tree analysis deductive analysis using fault trees Note 1 to entry: See also fault tree (192-11-07 SPPRAMSS-4464 - fault tree ). [SOURCE: IEC 60050-192:2015, 192-11-08]
The Fault Tree Analysis (FTA) deals with the identification and investigation of conditions and influencing variables that lead to or contribute to the occurrence or potentially possible occurrence of a defined main event. For the Fault Tree Analysis, this event is usually the blocking or impairment of system performance, safety or other important operational features
Full Backwards Compatibility
Full backward compatibility, also known as "complete backward compatibility," refers to a situation in which a newer version of software, hardware, or a system is not only compatible with the previous version but also ensures compatibility with all previous versions and features without exceptions. In other words, any software, data, or hardware that worked with older versions will work seamlessly and without any issues with the new version. With full backward compatibility, users can transition to the latest version with confidence, knowing that they won't encounter any incompatibilities or disruptions. This level of compatibility often requires careful design and testing to ensure that all legacy functionalities and components are supported and function correctly in the newer version.
Full Brake Test -
FDFTO
Full Digital Freight Train Operations
FTE
Full Time Equivalent
function checkout time
part of active maintenance time taken to complete function checkout [SOURCE: IEC 60050-192:2015,192-07-16]
FAT
A Functional Application Task implements part of the functionality provided by a Functional Application. Depending on its role in the overall function provided by the Functional Application, it has a specific SIL assigned (in-line with total FA SIL definition). It may run replicated in multiple Compartments as FA Task Replicas.
Functional Application Task
A Functional Application is a comprehensive set of self-contained software functions, assumed to be provided as one product by a single vendor. Depending on its role in the overall function provided by the Functional System, it has a specific SIL (BIL up to SIL4) assigned (in-line with total FS SIL definition).
Functional Application
Functional apportionment
Functional apportionment is the clear assignment of functions to subsystems. It is an architectural choice supporting the ability to replace a subsystem of supplier A by a subsystem of supplier B both compliant with a given FIS.
FBS
implicit-from-entry-label: Functional Breakdown Structure
Functional Breakdown Structure
Functional Chain
Is an ordered set of references to functions and the SPPR-2047 - Functional Exchange that link them, describing one possible path among all the paths forming the data-flow. Functional chains are used to describe the system behaviour in a particular usage context, to contribute to one or more SPPR-2583 - System Capability.{comment:95} Each reference to a function or exchange inside the chain can be qualified by an expectation in the context of the chain (the value that an exchange item or a function attribute should take, for example). Furthermore: A functional chain also specifies constraints or expectations of precedence or anteriority via oriented sequence links. A set of functions and sequence links is a sequence. Control nodes can be defined between the sequence links, to express the parallelism or alternative between several sequences of functions, or, also the iteration or condition of a sequence to be realised. ARCADIA talks only about a functional chain from system level onwards, in operational analysis, it is still called operational process, the methodology is the same for both, therefore no further distinction is made.
Functional Exchange
A connection between two functions or two components that allows them to convey exchange items.
FIS
Functional Interface Specification
FRS/FIS
Functional Requirement Specification/Functional Interface Specification
FRS
Functional Requirements Specification
Functional requirement
A SPPR-3791 - System Requirement which specifies what the system of interest does, i.e. actions or functions that the system of interest must perform. In general, functional requirements capture the required behaviour of the system of interest.
FSDR
The Functional System Deployment Rules comprises all necessary information for deploying the respective Functional System onto specific approved Compartment Execution Environment(s). These deployment rules are compiled as part of the FS integration process and are part of each integrated, tested and qualified/approved Functional System along with its FS Compartments and all necessary approval documentation.
Functional System Deployment Rules
A Functional System is a comprehensive set of self-contained Compartments, assumed to be provided as one product by a single vendor. Depending on its overall function, it has a specific SIL assigned.
Functional System
Functional Topology
The 'Functional Topology' is part of railway infrastructure and defines different functional elements like Signals, Points, etc.
Function
A function is a transformation of inputs into outputs which is purpose-oriented and pays towards a higher goal of a system. All possible input and output values are defined by the exchange items allocated to the functional exchanges of the function. Consequently, when the inputs to the system change, the transformations within the system modify the outputs accordingly. They can be available in a range of system states and therefore change its behaviour based on the current state of inputs. The structure of functions does not have to reflect any possible implementation and does not have to follow an object decomposition paradigm, as would be followed normally by software engineers implementing one or more systems. In addition, each function is continuously performed by the system or system actors. They are not created, called and terminated. Functions are allocated to the system or to the system actors. Each function is allocated to one or multiple functional requirements, defining “what” the function is doing. The expected characteristics of functions are then specified via non-functional requirements, which define the “how” (how safe, how accurate, how fast, how reliable, etc.) the function is performing the transformation.
Funktional team
A Functional team includes the role owners of the same role. It organizes the work allocation and overall results for that role, including the workflows and working methods. The name of the functional team has a “-F” at the end. The functional teams form a matrix to the organisational units of the SP. If an organisational unit has more persons with the same role, one of them can be delegated to the functional team as a "speaker". Functional teams organise themselves internally. From "outside" (SP processes) the team is addressedaddressed as one actor. The worksplit in the functional teams is decided in the team. The functional teams act with the responsibilities and tasks defined by the role it represents. The functional team is lead and moderated by the participant from System Level 1/ (mostly people from the engineering services, see role allocation table). Functional teams decide in consensus, or escalate to the coregroup. Example for the functional Team “REQ-F”
FRMCS
Future Railway Mobile Communication System
FVA - Functional Vehicle Adapter
FWSI
‘fatalities and weighted serious injuries (FWSIs)’ means a measurement of the consequences of significant accidents combining fatalities and serious injuries, where 1 serious injury is considered statistically equivalent to 0,1 fatalities;{comment:98} SPPRAMSS-347 - [2009/460/EC]
GASC
Generic Application Safety Case;SPPRAMSS-334 - [EN 50129:2018/AC:2019-04] {comment:99},SPPRAMSS-335 - [EN 50126-2:2017]
GW - Gateway
Gateway
GCU
General Contract of Use
Generic Application Safety Case (from SPPRAMSS-334 - [EN 50129:2018/AC:2019-04])
Generic Application Safety Case
GPSC
Generic Product Safety Case (from SPPRAMSS-334 - [EN 50129:2018/AC:2019-04])
Generic Product Safety Case
GSL
The Geometric Safety Logic is a safety logic which is train-oriented, in contrast to traditional block-oriented safety logic. In train-oriented safety logic, direct train information is evaluated, where block-oriented safety logic, indirect information of an occupation is used. That greatly simplifies the safety logic as it has not to make complicated mapping from occupations to trains.
Geometric Safety Logic is a generic safety logic implementation independent from the specific where the paths reserved for train movements can start and end at any geometric location on the railway track. This is in contrast to a more traditional route-based signaling system, where the paths reserved for train movements start and end at fixed, pre-determined locations (e.g. route origin and destination).
Geometric Safety Logic
GNSS
implicit-from-entry-label: Global Navigation Satellite System
Global Navigation Satellite System
Global Positioning System
GAD
implicit-from-entry-label: GNSS Augmentation Dissemination system
GNSS Augmentation Dissemination system
GA-OB
implicit-from-entry-label: GNSS Augmentation On-Board
GNSS Augmentation On-Board
GA-TS
implicit-from-entry-label: GNSS Augmentation TrackSide
GNSS Augmentation TrackSide
Generic Product Safety Case; SPPRAMSS-334 - [EN 50129:2018/AC:2019-04] {comment:100},SPPRAMSS-335 - [EN 50126-2:2017]
GoA
GoA - Grade of Automation
Grade of Automation
Granularity
The granularity characterises the level of modularity of a system. The more subsystems a system is composed of, the higher its granularity.
Granularization
The granularization refers to system engineering activity aiming at defining granularity.
GSM-R - Global System for Mobile Communications – Railways
HHT
A handheld terminal is a portable device used to assist trackside operations. The device communicates with the signalling system and enables an authorised user to manage, such as: * Activating/Deactivating Working areas * Activating/Deactivating Temporary Shunting Areas * Requesting Shunting movements * Requesting movement of Points. The user logs on to the handheld terminal to access functions specific to their role. The use of the handheld terminal is mandatory. Not using the handheld terminal is a fallback scenario which is only permitted in case the terminal is technically unavailable for use. (image: 6-screenshot-20250507-115430-57.png) Image source
Handheld terminal
Hard Key
Physical key not part of view. This key can also have a text label or symbol.
Hard Key Physical key not part of view. This key can also have a text label or symbol.
The Hardware Abstraction Interface I2 (Interface 2) provides an abstraction of all technology layers above from the specific hardware used below, enabling easy replaceability of commercial of-the-shelf hardware procurable from a well-sized market of hardware vendors. Note: This is not really an interface, but rather a compatibility list of allowed hardware incl. CPU, memory, etc.
Hardware Abstraction Interface
The Hardware Layer contains the actual Physical Computing Elements providing the compute resources to the platform.
Hardware Layer
Hardware refers to the physical components of a computer system or electronic device. It encompasses all the tangible parts that can be seen and touched, such as the central processing unit (CPU), memory modules, storage devices (hard drive, solid-state drive), possible input/output devices (e.g. keyboard, mouse, monitor, etc), motherboard, graphics card, sound card, and various other components that make up a computation unit or electronic device. Hardware is responsible for executing and processing instructions and data, providing the necessary functionality for software to run and perform tasks.
Hardware
Harmonisation
Harmonisation includes the options TSI specification (Annex A or Application Guide), Standardisation via ESO, or agreed System Pillar Publication.
HDDI
The purpose of HDDI is to ensure the compatibility of use-case specific data generated by different systems, suppliers and/or in different European countries to improve railway asset management and togenerate sustainable benefits for all stakeholders. Each UC HDDI specification is generated for the specificuse case. * The harmonisation ensures the comparability of railway asset diagnostic data. * HDDI can be implemented at different levels in the diagnostic data chain depending on the specific use case (UC). The harmonised diagnostic data consists of asset related data: * The measurement data of the parameters of the use case specific railway component or system. * The diagnostic data represent the time-dependent condition of the intended asset component or system. * The specified meta-data needed to generate the diagnostic information. * The specified diagnostic outcome for asset management. * The harmonised diagnostic data interface is a standardised method for how the intended data is provided to the data user.The HDDI-specification must include the definition of the data provider, the data user, as well as the syntax for the data transfer.
Harmonised Diagnostic Data Interface
HERD
ERJU System Pillar Task 5: Harmonised European Railway Diagnostics
Harmonised European Railway Diagnostics
Harmonization
Act or process to make something consistent or compatible. Harmonizing the railway system can include all kinds of technical systems, operations and processes.
Harmonized interchangeable product ("modular" product).
A harmonized product is interchangeable, if it implements ALL and ONLY harmonized SPRA interfaces together with the harmonized system behavior, which is only parametrizable, but not customizable in terms of software behavior with propietary customisation features.
Harmonized product
A product is harmonized only if it adapts all availabe harmonized interfaces of the System Pillar Refernce Architecture (SPRA) on all interface types (system interface, user interface, physical interface) and the correlating system behaviour (=stateful reaction on input interfaces/events on state changes/output interfaces). A harmonized product could have customized additional optional interfaces and system behavior, if the system can be used in the harmonized way without making use of them.
Hazard
Condition that could lead to an accident Note 1 to entry: The equivalent definition in [IEC 60050-903:2013, 903-01-02] refers to "harm" instead of "accident". Note 2 to entry: A Hazard sits at the boundary of the system under consideration. [ ERA-REC-116-2015-GUI]
A problemativ situation that can occure with a system.
HAZOP
A hazard and operability study (HAZOP) is a structured and systematic examination of a complex planned or existing process or operation in order to identify and evaluate problems that may represent risks to personnel or equipment. The intention of performing a HAZOP is to review the design to pick up design and engineering issues that may otherwise not have been found. The technique is based on breaking the overall complex design of the process into a number of simpler sections called 'nodes' which are then individually reviewed. It is carried out by a suitably experienced multi-disciplinary team (HAZOP) during a series of meetings. The HAZOP technique is qualitative, and aims to stimulate the imagination of participants to identify potential hazards and operability problems. Structure and direction are given to the review process by applying standardised guide-word prompts to the review of each node. [SOURCE: Wikipedia Hazard and operability study - Wikipedia]
A hazard and operability study (HAZOP) is a structured and systematic examination of a complex planned or existing process or operation in order to identify and evaluate problems that may represent risks to personnel or equipment. The intention of performing a HAZOP is to review the design to pick up design and engineering issues that may otherwise not have been found. The technique is based on breaking the overall complex design of the process into a number of simpler sections called 'nodes' which are then individually reviewed. It is carried out by a suitably experienced multi-disciplinary team (HAZOP) during a series of meetings. The HAZOP technique is qualitative, and aims to stimulate the imagination of participants to identify potential hazards and operability problems. Structure and direction are given to the review process by applying standardised guide-word prompts to the review of each node.
Heading.
Chapter title. This is no normal wokitem type, cannot be commented, etc. Is automatically created in documents when a heading is entered.
Headway Distance
Safe distance between two running trains
High level BuildingBlocks
Due to the dependency concept the BuildingBlocks can form units of unlimited size. The recursive dependency tree can have any depth. Every level of the dependency tree links to the next level - that allows to assign clear responsibilities for each of the levels. As an example a BuildingBlock "area" might refer to a number of "interlocking interiors" and "filedelements" in its next downstream dependency level. The Top-Level BuildingBlockConfiguration is the root where all dependencies start from.
HMI Component
A Secure Component with a human machine interface. Examples of HMI Components are PC Workstation, tablet device, smart phone, device with touch screen,... Exemptions: embedded components without a screen, e.g. with push buttons and LEDs.
HMI Element
An HMI Element is a physical component that interacts with the driver: Buzzer, Display Panel, loudspeaker, Hard Key...
HMI Element An HMI Element is a physical component that interacts with the driver: Buzzer, Display Panel, loudspeaker, Hard Key...
HOF Hazard
Hazard whose cause is related to human and organisational (HOF) factors. These harzards are managed by means of the "HOF Hazard" Work Item.
HOF
Human and Organisational Factors
Holder of the vehicle type authorization
Holder of the vehicle type authorization means the natural or legal person that has applied for and received the vehicle type authorization, or its legal successor
Homologation
In the railway context, *homologation* refers to the formal approval process that ensures a railway system, component, or piece of equipment meets all relevant safety, technical, and regulatory standards before it can be put into operation. This process involves rigorous testing, certification, and validation by authorized bodies to confirm that the railway elements, such as trains, signaling systems, and infrastructure, comply with national and international standards. The process typically includes a series of assessments, including safety, interoperability, performance, and environmental impact evaluations, before final approval is granted for commercial use. This term is used as a "generic" term that covers any aspect related to certification, assessment, authorisation, approval, acceptance.
HBD
Hot Box Detector
HTTP endpoint
The HTTP endpoint is a Secure Component using HTTP communication (client and server).
Human and Organisational Factors (HOF) are at the heart of safety operations and management. They even play a key role in both Operational Safety and Occupational Safety.
Human and Organizational Factors can lead to application conditions.
Human and Organizational Factors
HMI
Human Machine Interface
Graphical component to interact with a user e.g., by train graph.
The Human Machine Interface is a physical interface permitting an interaction between a human and the system control. The purpose of this interface is to allow effective operation by the human (ie: acknowledgement for a function) permitting to the machine (computer) to adapt simultanously the behaviour of the control command.
HSI
Human-System Integration, an interdisciplinary approach that aims at optimising in an early development stage the global system performance by designing solutions adapted for both human and technical system. HSI studies integrates work from multiple human centred domains - process analysis, both qualitative and quantitative, ergonomics, safety, suitability, habitability, skill analysis, training.
Human-System Integration
Hybrid Train Detection
Hybrid Train Detection is a type of train detection which uses fixed (pre-configured) virtual blocks for the separation of trains which are able to send train integrity confirmation in the position report, while a limited installation of trackside train detection is used for the separation of trains which are not able to send integrity confirmation, as well as for the handling of degraded situations.
HTTP
Hypertext Transfer Protocol
IAM
implicit-from-entry-label: Identity Access Management
Identity Access Management
Identity
An identity acts as an address where algorithms can retrieve detailed information about an object or struct.
Impersonation
Impersonation, in terms of behavior, involves a person or entity imitating or mimicking the actions, mannerisms, or characteristics of another individual or entity. In the context on how this definition is to be understood, a newer system would behave exactly like an older version system of itself, allowing it to interact with older systems/subsystems transparently, by behaving exactly like the older version expected by them. From a software perspective, the different impersonations a system can take could be implemented as independent modules, which would reduce the complexity of each module implementing an specific impersonation, and also limit the side effects of changes or bugs in one module to the others. It could also facilitate the addition of a new version of a system, while still keeping the former version of the system available in a transparent way.
Implementation Requirements
define how a system is to be built in terms of specific technology. These may be specific requirements from the customer about a solution that they require or they may be legislative requirements.
In the Staff responsible mode (SR) the mission is performed on sight and with ou...
In the Staff responsible mode (SR) the mission is performed on sight and with out a Movement authority (MA). Training info: DMI-Symbol: (image: 1-screenshot-20250930-143742-12.png) The ETCS on board unit observes in SR: * the high speed according due thenational value (in Germany 40 km/h) * if necessary permanently lower speeds (if balises are equipped SR is offered, if * Override + EOA was used * if no valid position of the vehicle could be determined The mission can be upgraded ot OS or FS, if a valid position has been determined.
In this document, the abbreviations "IM" for Infrastructure manager" and "RU" fo...
In this document, the abbreviations "IM" for Infrastructure manager" and "RU" for Railway Undertaking are used due to their widespread use in the rail sector. The equivalents terms are "RIM" for Rail Infrastructure Managers" and "ROC" for Railway Operating Company. CMS | Capacity Management System CBO | Common Business Objectives CCS | Command Control Signalling ETMN | European Traffic Management Network RIM | (Rail) Infrastructure Manager IM | Rail Infrastructure Manager ROC, RU | Rail Operating Company, Railway Undertaking TMS | Traffic Management System XS - S - M – L - XL | Extra Small - Small – Medium – Large – Extra Large TCC | IM Traffic Control Center TCR | Temporary Capacity Restriction ETM Network | European Traffic Management Network short – medium – long | Referring to implementation period in sub-chapter “Summary Assessment of Feasibility”
Incident Impact Management
Managing the recovery from incidents to normal state of operations.
Incident
Incident means any occurrence, other than an accident or serious accident, affecting the safety of railway operations
‘incident’ means any occurrence, other than an accident or serious accident, affecting the safety of railway operations; SPPRAMSS-337 - [Directive (EU) 2016/798]
ISA
The role is defined in "Table G.4 — Role specification for Independent Safety Assessor" of SPPRAMSS-335 - [EN 50126-2:2017]
Independent Safety Assessor
Indirect Brake -
Indirect Track Possession / Occupancy
Part of the infrastructure that is not directly occupied by a train, but contains a buffer area for example between the train and signal.
Indivisible for deployment
When a set of CCS features must be included in full for any given deployment (e.g. migration plateau, SP release, migration target etc.).{comment:112}
Information model
Is a high-level representation of the information needed to describe and/or operate a system. It focuses on concepts, their relationships, and their properties.
IRM
Information Rights Management
Infrastructure Capacity
Infrastructure capacity means the potential to schedule train paths requested for an element of infrastructure for a certain period
Infrastructure data
Infrastructure Data is a detailed digital representation of the railway network that contains all infrastructure related information necessary for planning and performing railway operations, such as infrastructure characteristics, location and details of Field Elements, etc. The Infrastructure Data is static and remains unchanged until intended infrastructure updates occur. Infrastructure data is provided by the RINF represented by ERA ontology to be extended.
Infrastructure manager means any body or firm responsible in particular for establishing, managing and maintaining railway infrastructure, including traffic management and control-command and signalling; the functions of the infrastructure manager on a network or part of a network may be allocated to different bodies or firms.
Infrastructure Manager{comment:161}
Infrastructure Manager
Infrastructure
A section of the railway network (distance on the network between two points)
Initial FS Comp
It contains the minimum software which is needed to start up the FS Compartment and provide a functionality to install the BBC(SW-x) for the FS. This is the BBC (InSW). The initial FS compartment is necessary for remote load of the SW packages which are needed for the operative running mode of the FS compartment.
Initial FS Compartment
IPSE
Innovation Pillar System Experts
Innovation Pillar
Innovative solutions
The article 10 of the INFRA TSI shall be taken into account regarding innovative solutions for maintenance, upgrading and renewal of infrastructure.
INS
An Instance is a specific realisation of any entity.
Instance
Integration
Integration is to combine current and/or new systems with a known behaviour to a larger system with a target behaviour. For any country migrating or upgrading their system(s) ‘integration’ is an important consideration to ensure the whole railway operates in a safe and reliable manner.
Integrity
Integrity: property of accuracy and completeness (source: ISO 27000-2018 )
Interchangeability
Interchangeability is the ability to replace a subsystem from supplier A by a sub-system from supplier B without affecting other sub-systems or the overall system/subsystem and with a lowest reasonable integration effort{comment:1295} and without any need for recertification. Interchangeability is related also to the physical characteristics of sub-systems.
Interface adaption (in a national product pair)
An SPP-2228 - Missing cross-reference in a national product describes the development effort to change an existing product interface to a harmonized interface, which normally needs to be done at least on two sides. The SPP-2228 - Missing cross-reference leads to an SPP-2325 - Adapted product.
Interface
An interface is the link between different building blocks. Inside a building block there can be only "proprietary interfaces". {comment:1429}With an interface the sub-systems of different suppliers{comment:1296} can be combined.
A shared boundary between two systems or between a system and an actor, that interchange exchange items.
IXL
Interlocking is a set of signaling devices which physically materializes, in the area of action of a switch post (junction, crossing of tracks, etc.) throught mechanical, and / or electrical solutions . It allows train movement if the safety conditions have been met regarding train maneuver and signal control devices. (double. needs to be deleted)
Interlocking is a set of signaling devices which physically materializes, in the area of action of a switch post (junction, crossing of tracks, etc.) throught mechanical, and / or electrical solutions . It allows train movement if the safety conditions have been met regarding train maneuver and signal control devices.
Interlocking
Internal Button
The Internal Button is a button which is managed directly by MDS.
The Internal Button is a button which is managed directly by TDS.
Internal Button The Internal Button is a button which is managed directly by TDS.
Internal Publication
Any work product that is not required to be submitted in order to complete a process, phase, or project. An input or output of a task that does not cross the process boundaries.
ISPR
Internal SP Releases are internal to EU-RAIL program. These releases are delivered to the Innovation Pillar for the sake of setting up maturity demonstrators inline with the tentative future CCS architectures.
Internal SP Release
UITP
The International Association of Public Transport
International Association of Public Transport
IEC
International Electrotechnical Commission
ISO
International Organization for Standardization
UIC
International union of railways
UIP
International Union of Wagon Keepers
IoT
Internet of Things
Interoperability
Interoperability means the ability to allow the safe and uninterrupted movement of trains that accomplish the specified levels of performance.Reference to the TSI (European Regulation) would be good to understand the importance (double. needs to be deleted)
Interoperability means the ability to allow the safe and uninterrupted movement of trains that accomplish the specified levels of performance, see [Subset-023] SPT2ARC-1619 and [IOP-Dir 2016/797] SPT2ARC-1617 so that a train is able to run across different Infrastructure Managers (IM) networks, and that an IM network and that an infrastructure network{comment:1394} is able to interact with trains of different Railway Undertakings, using systems/sub-systems from different origins. Interoperability between subsystems is defined to achieve a similar unrestricted safe and uninterrupted interaction between subsystems.
IDPS
An Intrusion Detection and Prevention System (IDPS) is a network security solution designed to monitor, detect, and prevent unauthorized access, misuse, or malicious activity on a computer network
Intrusion Detection and Prevention System
Issue.
Polarion workitem type: Issue. A problem description to be solved in the specification. Can also be an open question, or a generic question, or a point on an agenda.
A problem description to be solved in the specification. Can also be an open question, or a generic question, or a point on an agenda.
JSON-LD
JavaScript Object Notation for Linked Data
JP - Journey Profile
Journey Profile
JWT
JSON Web Token is an Internet standard for creating data with signature and/or encryption whose payload holds JSON that asserts some number of claims.
JSON Web Token
Juridical recorder
collecting and storing juridical data (e.g. {comment:8}JRU data: SUBSET-027, possibly very similar data is also sufficient)
Keeper
Keeper means the natural or legal person that, being the owner of a vehicle or having the right to use it, exploits the vehicle as a means of transport and is registered as such in a vehicle register referred to in Article 47
Key Controller
Controller which manages states and failures of Hard Keys (internal and Lateral Key) and switches.
Key Controller Controller which manages states and failures of Hard Keys (internal and Lateral Key) and switches.
Kinematic data
Set of data including speed, acceleration, attitude or angular rate of the train.
L&P
LOC & PAS, Locomotive & Passenger TSI
Lateral Key
Hard Key located close to a Display Area allowing soft key technology.
Lateral Key Hard Key located close to a Display Area allowing soft key technology.
Layout Controller
The Layout Controller manages the Layout for an Area.
Layout Controller The Layout Controller manages the Layout for an Area.
Layout Element Controller
The Layout Element Controller manages Layout Elements of a Layout. It knows how to present itself and how to react on events.
The Layout Element Controller manages {comment:90}Layout Elements of a Layout. It knows how to present itself and how to react on events.
Layout Element Controller The Layout Element Controller managesLayout Elements of a Layout. It knows how to present itself and how to react on events.
Layout Element
Every element to be shown on the screen like button, speed gauge, video stream, symbol and text with their characteristics (size, position, type, colour, associated icon, etc.)
Layout Engine
The Layout Engine is an application and supplier specific piece of software, able to generate any View based on application specific needs.
The Layout Engine is a generic piece of software able to generate any View based on Areas, Layouts and Layout Elements as defined in a configuration.
The Layout Engine is an {comment:86}generic application and supplier specific piece of software, able to generate any View based on application specific needs. Areas, Layouts and Layout Elements as defined in a {comment:91}configuration.
Layout Engine The Layout Engine is a generic piece of software able to generate any View based on Areas, Layouts and Layout Elements as defined in a configuration.
Layout
Layout is a list of Layout Elements which is displayed in an area.
Layout Layout is a list of layout elements which is displayed in an area.
LCDF
LCDF - Last Coupler Detection Function
- determination of the last one, e-coupler coppled, uncoppled ready or not for coupling, standardize for a SIL2 sensor;
LCO & PAS
L&P, Locomotive & Passenger TSI
Legacy system
A legacy system is a system built without using SERA system specifications. It can use Class A or Class B train protection, e.g. interlocking with national light signals or interlocking with national ETCS L2 implementation without SERA operational rules.
LoS
Letter of Support
Any level intersection between a road or passage and a railway, as recognised by the infrastructure manager and open to public or private users. There are different types of Level Crossings. A level crossing can be equipped with a protective system to warn users about approaching trains. Warning devises can be a combination of e.g. lights, bells and barriers.{comment:133}{comment:152}
Level Crossing
Lexical Glossary
either imported from outside the project or authored inside the project, lexical glossaries are the containers for lexical entiries and abbreviations. A lexical glossary is first consolidated by its glossary author in its own scope, i.e. its definitions shall not be redundant with each other. It is then consolidated towards other glossaries. This glossary is then called SPPR-5441 - Missing cross-reference. Lexical glossaries are the source of the lexical definitons and abbreviations referred to in SPPR-5434 - Refering document.
LRU
Line Replaceable Unit
LOC & PAS
Locomotives and Passenger TSI
LOC-OB - Localisation On-Board
Local operation
Local operation of a movable element refers to operation physically/onsite done by Field Force not involving Trackside CCS and neither using a centralised panel (TMS) nor a local pannel nor a handheld terminal. The alternative to the local operation would be a "remote" operation from a centralised panel (TMS) or a local pannel or a handheld terminal. Currently the use of local is undestood as a "planned" operation while the use of "manual" would imply an "unplanned" operation.
Localisation Information
Set of spatial values referenced to the rail network, and kinematic variables referenced to the train unit, that provide the train front end position of the train in a specific point of the network and its dynamic behaviour from its speed, acceleration, and orientation values.
Localisation
Determines the position of the train within the track network, using for example topological coordinates.
Location Marker
A Harmonised trackside ETCS marker board defined in EN 16494/2015 ( 2 ) is used to identify a potential EOA, e.g. the end of a block section. ERTMS User Group defines a ETCS location Marker: * To be used to unambiguously identify an EOA which does not protect a safety-critical location. It is up to IM to decide whether an ETCS Location Marker can be used instead of an ETCS Stop Marker where no safety critical point needs to be protected. * To be used to identify specific locations on the track where the train shall stop when running without MA if the driver has received specific instruction from the signaller. * To be used to mark the location up to which the driver needs to confirm that the line is clear (e.g. for TAF function) To be used to mark the location up to which the driver has to drive under his/her responsibility before a possible MA in FS/OS is received. (image: 9-screenshot-20251001-151744-6.png)
Logging
is the activity of keeping a list of events that occur in a computer system, events such as problems, errors, or just information on current operations. [https://en.wikipedia.org/wiki/Logging_(computing)]
Logical Component
An abstraction of a system that performs the system functions without imposing restrictions on implementation. Logical components are also only connected via FIS and not via FFFIS interfaces.
Logical Function
A SPPR-2598 - Function derived during logical architecture by splitting a system function.
logistic delay
delay, excluding administrative delay, incurred for the provision of resources needed for a maintenance action to proceed or continue. [SOURCE: IEC 60050-192:2015, 192-07-13]
Loudspeaker
Device that converts an electrical audio signal into a corresponding sound.
Loudspeaker Device that converts an electrical audio signal into a corresponding sound.
LR is a collective term for L2 and L3 in the new CCS TSI 2022 (not yet officially issued) B4 R1.
LTM - Loop Transmission Module
LWG - Localisation Working Group
MooN
In an M-out-of-N configuration, a functional system consists of N redundant replicas, out of which at least M must be functioning correctly for the overall functional system to operate.
M-out-of N
MACMT
mean active corrective maintenance time expectation of the active corrective maintenance time [SOURCE: IEC 60050-192:2015, 192-07-22]
MAD
mean administrative delay. Expectation of the administrative delay. [SOURCE: IEC 60050-192:2015,192-07-26]
maintainability, <of an item>
Ability to be retained in, or restored to, a state to perform as required, under given conditions of use and maintenance Note 1 to entry: Given conditions would include aspects that affect maintainability, such as: location for maintenance, accessibility, maintenance procedures and maintenance resources. [SOURCE: IEC 60050-192:2015, 192-01-27] Source: SPPRAMSS-349 - [EN 50126-1:2017]
Maintainability
Ability to be retained in, or restored to, a state to perform as required, under given conditions of use and maintenance [EN50126], see SPT2ARC-1616, see also SPPRAMSS-3540 - maintainability, <of an item> .{comment:1297}
Maintainer
The Maintainer is an operational actor. He is in charge of maintaining a system in a operational state. To do so, he can monitor, diagnose, repair, update and configure the system. The main tasks of this actor are: configure displays in the cab, diagnose issues of a system, repair a system and update a system.
Maintenance Operator is the person in charge of applying the maintenance documents containing the maintenance constraints to repare the train if a default occurs, detected in commercial service, during tests or during train preparation. It role is also to apply preventive maintenance to improve the commercial service.
Maintenance Operator
MITM
Man-in-the-middle attack
Management by traceability (KANBAN based)
A trace (nodes/work items and their links) is a graph that works out one issue (e.g. one requirement) in the most efficient, complete and fast way, down to its operational and system implementation (image: 1-image10.png)
The management compartment provides the deployment, configuration and monitoring services through the standardised interfaces. The details will be specified in the future documents.
Management Compartment
Manual Route Setting
Manual route setting refers to the historical process of manually configuring and establishing train routes within the railway network. This involves selecting and activating specific track paths that trains will follow during their journey. Manual route setting is typically carried out by railway operators or dispatchers in the event that automatic route setting fails. This concept will be replaced in the target system of SERA by Movement Permission, see here: SPT2TRAFFIC-7866 - Movement Permission
Manufacturer
The company or organization creating a component, product or system.
Master Data
Master data represents "data about the business entities that provide context for business transactions".
MPE
Maximum Permissible Measurement Error
Maximum Stopping Time
Maximum allowed time for a train to wait on the platform according to the defined business rules
Maximum Waiting Time
The maximum time a train can wait for another train to arrive in order to take the passengers aboard
MBSE - Model-based System Engineering
MDBF
Mean Distance Between Failures [SOURCE: Wikipedia Mean Distance Between Failure – Wikipedia]
MDBSF
Mean Distance Between Service Failures [SOURCE: Wikipedia Mean Distance Between Failure – Wikipedia]
MDCM - Multi-Dimensional Configuration Management
MDS - Multi Display System; alternative naming for Train Display System, not yet...
MDS - Multi Display System; alternative naming for Train Display System, not yet in current architecture references.
MTBF
Mean time between failure
MD5
Message Digest Method 5
Methodology
A collection of related processes, methods, and tools.{comment:408}
Method
A technique for performing a task. Method is a grouping of guidance, modelling{comment:72} language, rules, techniques and patterns. Different methods may be available for the same task. It defines the “HOW” of each task. (In this context, the words “method,” “technique,” “practice,” and “procedure” are often used interchangeably.) At any level, process tasks are performed using methods. {comment:407}
MFDT
mean fault detection time [SOURCE: SPPRAMSS-3539 - [EN 61703: 2016]]
Microphone Controller
The Microphone Controller manages states and signals of Microphone.
Microphone Controller The Microphone Controller manages states and signals of Microphone.
Microphone
Device that translates sound vibrations from the air into electronic signals and scribes them to a recording medium or over a loudspeaker.
Microphone Device that translates sound vibrations from the air into electronic signals and scribes them to a recording medium or over a loudspeaker.
Microservices
MID - Mission Data
Migration Plateau
A Migration Plateau is a plateau used as target for a migration process.{comment:11}{comment:13}
Migration Strategies
The typical expected international timing of the harmonisation phase from international perspective is, that there will be early providers/early birds, and late providers/late birds. Since the reference architecture consists of different systems, the railways can also apply different migration strategies to different systems (image: 1-diagram_20240626-1851.56163.mxg.svg)
Migration
Migration is the national or company specific process of converting existing CCS/TMS systems including operational processes to corresponding systems and processes of the harmonized System Pillar Reference Architecture (SPRA).
Migration is the process or act of migrating (move from one part of something to another). In the context of CCS and TMS, migrating is the process of changing from the existing national CCS and TMS systems, currently in use in different European countries or on different infrastructures and moving to the target CCS and TMS architecture with Harmonised Operating Processes.
Milestone SP Release
Milestone{comment:293} releases are local to the domain or working group responsible for creating the document and does not need the approval of the configuration manager.{comment:292} The Lead Configuration manager should be informed. These can be interpreted as incremental changes to major releases. Each incremental baseline could be the introduction, update or removal of a feature or section of a document or model. Baselines are “minor” baselines (ex 2.1, 2.2...) .{comment:294}{comment:408} Milestone SP Releases are often created specifically for review and auditing purposes. They serve as evidence of adherence to System Pillar practices and are created according to local and global task and project milestones.
Minimum Circulation Time
Time taken to end the arrived journey, change crew, turn around, set the information of the new journey, start a new journey for the arrived train
MIN_DWELL_TIME
Minimum allowed value of dwell time, defined for each Stopping Point included in the Journey Profile, to be considered by the ATO-OB before departure. The minimum dwell time is applied during normal or degraded operation to aid service recovery.
Minimum dwell time
Minimum Stopping Time
Minimum allowed time for a train to wait on the platform according to the defined business rules
MOT
Ministry of Transportation
Mission - The mission is a set of tasks defined by the RU to be performed by a D...
Mission - The mission is a set of tasks defined by the RU to be performed by a Driver or a Consist. A Mission can be dedicated to a Driver or a Consist.
Mission Assignment
SPT2OD-4976 - Missing cross-reference refers to the portion of a SPT2OD-4965 - Missing cross-reference SPT2OD-4977 - Missing cross-reference which is assigned to a SPT2OD-4967 - Missing cross-reference
MCC
implicit-from-entry-label: Mission Control Centre
Mission Control Centre
MCX
implicit-from-entry-label: Mission Critical Services
Mission Critical Services
Mission Profile - The Mission Profile is the packet containing the Mission
MLD
mean logistic delay. Expectation of the logistic delay. [SOURCE: IEC 60050-192:2015,192-07-27]
MBSE
Model based System Engineering
Modularity
The target of modularity means, that only harmonized interchangeable products should be developed.
Modularity is used in this document as a general term for partinioning{comment:1395} a system/sub-system/module in sub-systems/modules.
The property of a system being composed of a coherent whole of single, independent building blocks or modules.
Monitoring data
The entity in charge of maintenance shall, either directly or via the keeper provide information to the railway undertakings and infrastructure managers operating the vehicles, keepers, manufacturers, holders of vehicles authorizations and holders of the type authorization of vehicles, subsystems or components, as most appropriate and shall in particular, inform them of exceptional maintenance findings beyond wear and tear.
Monitoring
continuous supervision of the system condition for diagnostic or prognostic purposes.
Movable element detection / detected
Refers to the position of a movable trackside element (see SPP-26712 - Movable trackside element) verified/confirmed by the Trackside CCS (Interlocking). For example, points/derailers can be detected right/left (direct or diverging) and Level Crossings can be detected "closed" (protected) or "open" (non-protected / with restrictions).{comment:151}
Movable elements are:
Movable elements are: * points, derailers and crossings * movable bridges * railway turntables and transfer table
Movable trackside element
Refers to points, derailers/catch points, LXs, bascule bridges, etc that can be operated to a specific position/direction normally between 2 possibilities. Position/direction refers to for example left/right in case of points.{comment:148}
Movement Permission Extent
A Movement Permission Extent is a linear contiguous stretch of track that is reserved for the movement of a train. The Movement Permission Extent and the available Risk Buffer are translated to an authorisation (e.g. Movement Authority) according to the /ETCS/ - SUBSET-026 that is transmitted to the train. The Movement Permission Extent is part of the Movement Permission.
A Movement Permission is a discrete domain object within the ETPS that defines and secures the operational path of a train. It replaces the traditional split between route setting, signalling, and train control by integrating them into one unified concept. Key characteristics: · Geometric Extent: The MP specifies a linear, contiguous section of track (running path) that a train is permitted to occupy, including mandatory safety margins (Risk Buffers, Risk Paths) to prevent collisions. · Basis for Movement Authority: An MP provides the trackside foundation from which an ETCS Movement Authority (MA) is derived and transmitted to the train. · Dynamic & Risk-Based: Unlike fixed interlocking routes, an MP can start and end at any topological point and is defined according to operational needs and real-time safety checks rather than static rules. · Lifecycle: MPs are created upon request, checked against topology and safety conditions, granted, supervised, and continuously updated (extended, shortened, upgraded, or removed). · Integration: By merging route protection and movement granting, the MP enables efficient infrastructure use, reduces unnecessary locking of track elements, and supports flexible, automated operations. Movement Permission is not just an “allowance to proceed” but a dynamic, safety-checked allocation of infrastructure to a specific train movement, forming the essential prerequisite for issuing a Movement Authority in ETCS.
Movement Permission
ETCS L2MB
Moving block is a concept where Movement Authorities can end at any location on the track. The Safe Train Extent of each train moves with that train based on its reported position and train integrity status and is not constrained to fixed block locations.
The term moving block is part of the ETCS Level 2 Moving Block Principle, which is a signalling concept placing emphasis on a largely independent signalling from the physical infrastructure. A moving block is defined by a block bounded by the confirmed rear end and the confirmed rear end of the preceding train (case 1, Figure 1) or, if closer, the beginning of the next fixed block (case 2, Figure 2). Such fixed blocks are delimited by TTDs e.g. around points and may for efficiency reasons still be used on ETCS L2MB lines. (image: 2-Def_MovingBlock1.png) Figure {caption:Figure} Case 1 Definition of Moving Block Figure {caption:Figure} Case 2 Definition of Moving Block (incl. TTDs)) The confirmed rear end of the preceding train is what releases the track behind it and in most cases delimits the moving block. It is established from the safe train length, represented by the distance between the estimated train front end position and the min safe rear end of the train [SUBSET-026 Baseline 4], if derived from a train position report with confirmed train integrity.
Moving block is based on the principle of spacing trains in absolute braking distance. In a moving block system, the rear end of a train is considered as a moving danger point to be protected against a following train. Positions of the trains are either given by trackside or trainside localisation euqipment.
Moving Block
MRT
expectation of the (mean) repair time [SOURCE: IEC 60050-192:2015, 192-07-21] Note 1: MRT = fault localization time + fault correction time + function checkout time according SPPRAMSS-3539 - [EN 61703: 2016]
mean operating time between failures expectation of the duration of the operating time between failures Note 1 to entry: Mean operating time between failures should only be applied to repairable items. For non-repairable items, see mean operating time to failure (192-05-11) SPPRAMSS-4040 - MTTF . [SOURCE: IEC 60050-192:2015, 192-05-13]
MTBSF
mean operating time between service failures Note 1 to entry: Service failures should be defined as one of the failures severity levels. These failures are understood as failures with operational impact. For example failures for which the safety reaction is application of the service brake. Note 2 to entry: Abbreviation is not yet defined in any CEN/CENELEC railway standard but is often used by railway operators and infrastructure managers.
MTD
mean technical delay [SOURCE: SPPRAMSS-349 - [EN 50126-1:2017] Annex B.4]
MTTFF
mean operating time to first failure expectation of the operating time to first failure Note 1 to entry: See also operating time to first failure (192-05-02). Note 2 to entry: For non-repairable items, the MTTFF is also the MTTF. [SOURCE: IEC 60050-192:2015, 192-05-12]
MTTF
mean operating time to failure expectation of the operating time to failure Note 1 to entry: In the case of non-repairable items with an exponential distribution of operating times to failure (i.e. a constant failure rate) the MTTF is numerically equal to the reciprocal of the failure rate. This is also true for repairable items if after restoration they can be considered to be "as-good-as-new". Note 2 to entry: See also operating time to failure (192-05-01) SPPRAMSS-4441 - operating time to failure, <of an item> . [SOURCE: IEC 60050-192:2015, 192-05-11]
MTTR
mean time to restoration - expectation of the time to restoration deprecated: mean time to repair, mean time to recovery Note 1 to entry: IEC 60050-191:1990 (now withdrawn; replaced by IEC 60050-192:2015) defined the term ”mean time to recovery” as a synonym, but restoration and recovery are not synonyms. Note 2 to entry: MTTR = MFDT + MAD + MLD + MTD + MRT according SPPRAMSS-3539 - [EN 61703: 2016] [SOURCE: IEC 60050-192, 192-07-23, modified: Note 2 to entry added.]
Multi Display System Unit
The{comment:9} Multi Display System Unit consists of the generic Display Computing Unit, the Display Controller and the Touch Display (Touch Panel).
The Multi Display System Unit consists of the generic display computing unit, the Display HW controller and the Touch Display (Touch Panel).
MDS
MDS - Multi Display System
Multi Display System
MVCC
Multi-version concurrency control
MILS
implicit-from-entry-label: Multiple Independent Levels of Security or Safety
Multiple Independent Levels of Security or Safety
Narrow Interfaces
narrow interfaces TBD
National development
A "national development" of product functionality creates SPP-2222 - Missing cross-reference.
NIP
In 2016, the EC also asked the EU Member States to establish the so-called “National Implementation Plans” (NIPs) in which they have to describe their actions to comply with the relevant standard for ERTMS, i.e. CCS TSI 2016/919. The CCS TSI regulates the implementation of fully interoperable 'control-command and signalling' subsystems. The NIPs have to fulfil two conditions, i.e. they must cover a period of at least 15 years and they must be updated every 5 years. In addition, they have to contain the following information: (image: 1-screenshot-20230616-124455.png)
National Implemenation Plan
National Safety Authority definition 1
National safety authority means a safety authority as defined in point (7) of Article 3 of Directive (EU) 2016/798
National Safety Authority definition 2
National safety authority means the national body entrusted with the tasks regarding railway safety in accordance with this Directive [ 2016 / 798 ]or any body entrusted by several Member States with those tasks in order to ensure a unified safety regime
NTCC
National Traffic Control Centre
nTMS
National Traffic Management System
NTC
NTC - National Train Control
National Train Control
NLES
implicit-from-entry-label: Navigation Land Earth Station
Navigation Land Earth Station
NB Rail
The NB-Rail Association is an international non-profit organization of the Third-Party Conformity Assessment Body (Notified Body (NoBo), Designated Body (DeBo), Assessment Body (AsBo), Entity in Charge of Maintenance – Certification Body (ECM-CB)) in the European railway sector. The association is installed to support and to complement the activities of NB-Rail coordination group.
NB-Rail Association
NTMS
Neighborhood TMS
Neighbouring Traffic CS
Neighbouring Traffic CS is located geographically adjacent to current Traffic CS territory. Neighbouring Traffic CS enables handing over or accepting a train going to/coming from current Traffic CS.{comment:17}
NAC
implicit-from-entry-label: Network Access Control
Network Access Control
Network Component
A device that facilitates IP data flow between devices, or restricts the flow of data, but may not directly interact with a control process. Examples of Network Components are network switches, LAN/WAN routers, firewalls, data diodes and VPN endpoints. Excluded from this definition are media converters, transceivers and bridges with no routing, switching or filtering capabilities. Such devices are not affected by this specification.
Network Statement
Network statement means the statement which sets out in detail the general rules, deadlines, procedures and criteria for charging and capacity-allocation schemes, including such other information as is required to enable applications for infrastructure capacity.
Network
Network means the entire railway infrastructure managed by an infrastructure manager;
Non-European Railway
IM and / or RU of a country that is no member of the European Union
Non-functional requirement
A SPPR-3791 - System Requirement which specifies the key system characteristics that determine how well the system performs duties and to define measurable criteria for evaluating a system function's effectiveness. They are often referred to as the performance targets and "quality attributes" of a system, which includes "-ilities," encompassing characteristics like safety, reliability, usability, serviceability, upgradeability, manufacturability, stability, portability, and more. They are essential to any specification as they emphasize measurable, quantitative criteria over vague qualitative descriptions, thereby ensuring the overall system's verifiability. They are pecified without imposing unnecessary design constraints or prescribing specific solutions., like the system-wide non-functional characteristic such as weight, reliability, or durability However, they can specifiy imposed specific limitations or restriction on how the system (or component, entity) is realised to define a clear solution or implementation (rather than simply guiding design choices).
Non-Repudiation
Non-Repudiation: ability to prove the occurrence of a claimed event or action and its originating entities (source: ISO 27000-2018 )
Non-Trackbound Object
A Non-Trackbound Object is not limited to the railway track (e.g. e.g., construction equipment, track worker)
normal/regular operation
desired state of operation of a system/component/equipment, i.e. absence of faults.
NB-Rail
Notified bodies for interoperability in the railway sector
NoBo
Notified Body
NNTR
Articles 13 and 14 of Interoperability Directive define the cases where national rules (NRs) can be notified ant the procedure of notification of national rules by Member States. The applicable national rules (NRs) for vehicle authorisation are recorded in IT tool RDD. In particular, rules for ETCS and GSM-R are listed in section 12 “On-board control command and signaling” in the parameters list defined in Commission Regulation (EU) 2015/2299. The relevant NRs for fixed installation including Control Command and Signaling trackside subsystem have to be notified through SRD tool (i.e. https://www.era.europa.eu/domains/registers/srd_en)
Notified national technical rules
NP - No Power Mode in ETCS
NRV
‘national reference value (NRV)’ means a reference measure indicating, for the Member State concerned, the maximum tolerable level for a railway risk category; SPPRAMSS-347 - [2009/460/EC]
NSA
National Safety Authority
NTP - National Train Protection
Object Name
An object name is a string that helps humans identity an object and that may reveal meaningful information about the object.
ODO
This term represents the odometry functionality as specified in the CCS TSI 2023. According to the glossary (SUBSET-23, TSI 2023): Odometry is the process of measuring the train’s movement along the track. Used for speed measurement and distance measurement.
Odometry
OE - Operational Execution
OMS - Online Monitoring System
OMS - Online Monitoring System NOTE : OMS is both trackside and on-board.
OMTS - On Board Multimedia & Telematics System (X2R4, equivalent with Passenger...
OMTS - On Board Multimedia & Telematics System (X2R4, equivalent with Passenger Information System)
On-Board
OB - On-board
Onboard Strategy
strategy of equipping and upgrading the trains with onboard communication units and additional technology as localisation, train integrity etc.
One CCU-based external position is not yet determined.
Online Monitoring System On Board
The On Board part of the Online Monitoring System as defined in SUBSET-149
OPC UA endpoint
The OPC UA endpoint is a Secure Component using OPC UA communication (client and server).
OCORA
OCORA - Open CCS On-board Reference Architecture
Open CCS On-board Reference Architecture
OSI layer
Open System Interaction Model, aka OSI 7 System Layer model
Open System Interaction Model
Operating Rules
Operating rules are entendend to inhance railway safety. They cover responsibilities, functionality of signalling equipment, procedures for safe train movement, handling incidents and accidents and other topics that are related to railway safety..
Operating State
The Operating State is the logical real-time representation of the actual state of the physical railway system in the Area of Control (e.g. information about the currently operating Train Units, the occupation of tracks, or the settings of Field Elements). The knowledge about the Operating State enables TMS to keep itself current with the operational situation in the Area of Control and to recognise deviations from an Operational Plan during execution. Further, it allows for identifying upcoming or existing conflicts between Operational Plans and developing appropriate countermeasures.
The operating state describes the current state of production: * how trains move * where trains are * which route is set in control system * status of assets This information is based on inputs from control systems.
Operating system
operating time to failure, <of an item>
operating time accumulated from the first use, or from restoration, until failure Note 1 to entry: See also operating time (192-02-05) SPPRAMSS-4080 - operating time . [SOURCE: IEC 60050-192:2015, 192-05-01]
operating time
Time interval for which an item is in an operating state Note 1 to entry: The duration of operating time may be expressed in units appropriate to the item concerned, e.g. calendar time, operating cycles, distance run, etc., and the units should always be clearly stated. [SOURCE: IEC 60050-192:2015, 192-02-05]
Operation and Traffic Management
The procedures and related equipment permitting coherent operation of the various structural subsystems, during both normal and degraded operation, including in particular train composition and train driving, traffic planning and management.
Operational Activity
On operational activity is one step in an operational process, that has inputs and outputs. The activity describes what and how the operational entity the operational activity is allocated to is doing.
Operational Capability
An operational capability is an ability, expected of one or more operational entities. The operational capability provides a service contributing to fulfilling a high-level goal to which one or more operational entities should contribute, and which is likely to influence system definition or usage. It is characterised by a set of operational processes and scenarios describing more precisely the conditions for performing the operational activities that contribute to it. Operational capabilities are similar to use cases. They describe the application of the system from the point of view of the user/operational entity.
OpsCON
Operational concepts (How system should function)
Operational concepts
Operational Data
Operational Data refers to real-time information generated from daily operations and activities related to the functioning of railway systems, reflecting the current status of operations (e.g. locked position of a switch). Operational data is exchanged between CCS/TMS systems via Standard Communication Interfaces (SCI-xx). Note: while Operational Data can be related to infrastructure or vehicle configuration data, it is clearly separated from SPT2TS-127779 - Configuration Data . {comment:74}
Operational Entity/Actor
A person or organisation performing an operational activity.
Operational Epics
Operational epics refer to large-scale initiatives or projects that are focused on improving the operational aspects of a business or organization. Unlike user epics, which typically address customer or user needs, operational epics are aimed at enhancing internal processes, systems, or infrastructure to optimize efficiency, productivity, and overall performance. Operational epics often involve cross-functional collaboration and may span multiple departments or teams within an organization. They are typically strategic in nature and aligned with the overall goals and objectives of the organization. Examples of operational epics could include implementing a new supply chain management system, revamping the customer support process, or optimizing the IT infrastructure to improve data security and accessibility. The use of epics in operational contexts helps break down complex initiatives into manageable units, allowing for better planning, resource allocation, and tracking of progress. By focusing on operational improvements, organizations can streamline their workflows, reduce costs, and enhance the overall effectiveness of their operations.
OHT
Operational Harmonization Team
Operational harmonization
An operational topic (process, actor, defintion, ...) is considered harmonized if a description is provided in the SP context that fulfills: * This description is exhaustive, delimited and precise. There is no remaining "open space and freedom". The scope is clearly defined. Existing gaps are clearly identified. Statements are formulated unambiguously, if necessary in a formal form. {comment:98} * A set of variants and parameters, if necessary, are part of the description. * The description has been agreed by both Railway and Industry stakeholdes. This consens is especially defined under the light of project rework and domain standardisaton: * The description is agreed by the railways stakeholders of system Pillar as fitting their need, i.e. all their needs are fullfilled by the available variants and parameters without having again a solution discussion or check. * This description is agreed by the industry stakeholdes as 1:1 implementable, without having to reopen again the ambiguity discussion
Operational Hazard
Hazard whose cause is related to a failure in the application of an operational scenario/procedure (e.g. hazard due to operator or signaler or driver error) and/or to external events. These hazards are managed by means of "Operational Hazard" Work Item.
A problematic situation that can occure with a process design.
The I0 is the sum of all operational interfaces used from Functional Systems (as eg. an RBC) to communicate with other Functional Systems (as eg. an IXL). Examples for these set of interfaces are the Eulynx Interfaces (SCI-xx) or interfaces like Euroradio or TSI-standardised interfaces.
Operational Interface
Operational Mission Segment
SPT2OD-5097 - Missing cross-reference refers to the portion of an SPT2OD-4977 - Missing cross-referencewhich represents the path on the railway track which is to be used for an immediate SPT2OD-4965 - Missing cross-reference movement and/or a related SPT2OD-4978 - Missing cross-reference .
Operational Mission
SPT2OD-4977 - Missing cross-reference refers to the complete operational journey planned from one initial position on the railway network to a final position on the railway network. Most commonly this can be exemplified by the commercial journey starting at a central station, passing through many regional stations before ending at a final central station somewhere else on the railway network. One SPT2OD-4977 - Missing cross-reference may have many SPT2OD-4978 - Missing cross-reference and may be assigned to the responsibility of one or more SPT2OD-4967 - Missing cross-reference along the way.
Operational Movement
An Operational Movement is part of the Operational Plan, and consist of a timetable or train service specifying when and where particular events are to take place. Some of these events could be a commercial stop, a run through over certain location or even a change of train composition or a handover to another Traffic Management System. The most simple way of representation of such timetable is in a tabular form indicating station or run through location, and arrival and departure time. More events could be associated a certain stations or locations depending on the Railway Undertaking needs. The Operational Movement is defined in such a way that the final user (passenger or freight company) knows if a particular timetable suits his/her needs.
Operational Plan
The Operational Plan is the result of the planning process performed by TMS. An Operational Plan will be issued by the TMS for any operationally relevant activity. This comprises all movements of Physical Train Units incl. shunting operations (Operational Movement), restrictions due to e.g., infrastructure maintenance and construction works, and warning measures during restrictions.
Analogous to the capacity plan, the operational plan supplies the train and traffic control and all other components with the operational train data. The operational plan is fed from the active timetable buffer and contains all trains (from the timetable buffer) that are currently in their operational time window. The operational plan is the result of various influences (decisions from dispatching, map data, etc.). It is updated every single minute.
Operational Requirements
Operational Requirement
Operational requirements are operational needs which an operational procedure and its design has to fulfil. It is a need issued in the context of the operational analysis and may qualify some operational actor, actor property, activity or scenario.
Operational Risk.
Value and mitigation for a operational hazard
Operational State
Dynamic state of all Domain Objects of the Domain Model of Traffic CS. The Operational State of ETPS reflects its view onto the managed objects, and updates on the Operational State are communicated to neighbour systems in Traffic CS like PES.
Operational Stop
SPT2OD-4978 - Missing cross-reference refer to the operational activities undertaken along, and in relation to, an SPT2OD-4977 - Missing cross-reference . Most commonly this can be exemplified by the station stops within a planned commercial journey for the entry/exit of passengers.
Operational track properties
Properties of a given piece of track, impacting operations. Non-exhaustive list: * Air tightness * Axle load/Line category * Load type restrictions (e.g. hazardous material, passenger) * Loading gauge restrictions * Low adhesion * Switchable neutral section * Operating regime * Driveability Hint: This includes a track closure. The driveability parameter can be train (category) specific. * Driving on sight * Local Operation Area Hint: A Local Operation Area is meant to be the technical possibility to implement a Temporary Shunting Area via this restriction toolset. * Modes/accepted GoA level * Speed Hint: The Static Speed Profile is not subject of this scenario, only temporary restrictions. * Overhead current restrictions (including restart of operations after a blackout, with not enough power for all trains to start simultaneously) * Prohibitions of usage of brakes * Sanding * Traction type * Wind vulnerability The following track properties are considered to be static properties, which will not be managed with dynamic restrictions, but via the static infrastructure data (Digital Map/Digital Register): * Big Metal Masses * Non-stopping area * Powerless area * Radio hole * Tunnel Stopping Are
OPE
Operational TSI
Operative FS Comp
It contains the complete SW packages (BBCs) which represent in total the FS Compartment for the operative running mode. These are the BBC(SW-x).
Operative FS Compartment
O-IF
Operator Interface
Opex
Operational Expenditures
This interface is used to manage (monitor, control, diagnose, configure) the virtual computing environments.
Orchestration Interface
Overlapped
Overlapped is the word used to describe two different objects refering, at least partially, to the same physical part of the track. For example, if a Movement Permission Extent is overlapping a Level Crossing, it means that at least some part of the Movement Permission extent goes over the outer limits of the Level Crossing. The technical description is as follows: Object A is overlapped by Object B (or vice versa) if the following condition is TRUE for at least one LinearElementSection in Object A: { The starting point of the LinearElementSection from Object A is between the starting and ending point of at least one LinearElementSection in Object B with the same LinearElement ID } OR { The ending point of the LinearElementSection from Object A is between the starting and ending point of at least one LinearElementSection B with the same LinearElement ID } OR { The starting point of at least one LinearElementSection from Object B is between the starting and ending point of the LinearElementSection from Object A with the same LinearElement ID }
Override
A procedure in specific degraded situations (for example in the case of loss of communication session or a failed trackside element (signal/MB, track circuit, failed point, etc)), when railways allow a train to pass its End of Movement Authority or an authorised location or a location that will trip the train. The driver must not use the Override procedure unless authorised by trackside personnel / Signaller. The OB has to fulfill certain conditions for the Override to be available in the DMI, these conditions are stated in Subset-026 section 5.8.2.1 and ERA_ERTMS_015560 (DMI specs) Table 34.
Parameter Data
Parameter Data define the system configuration data required for national and supplier-specific operative environments. A notable example of such data are ETCS national values. ETCS national values may be required for migration purposes and shall be replaced by SERA standardised values in the target system.{comment:34}
Partial Train Cancelation
Cancel parts of the train journey. E.g., Train 00715 Interlaken - Spiez - Bern - Olten - Basel -> Interlaken - Spiez - Bern
PIS
Passenger Information System
Passenger Information Time
The duration of the platform change announcement
Passenger transfer
Passenger transfer is the process where a passenger enters, leaves or switches from one train to another.
Patch
A patch is a small software update that fixes bugs, security vulnerabilities, or minor issues. It corresponds to the PATCH version in Semantic Versioning (SEMVER), indicating backward-compatible without adding new features (e.g. SPPRAMSS-15261 - Error correction, system improvements, unexpected system behavior).
POS
Path Order System
Pay Load Type
The contents loaded in a train. e.g., Dangerous goods is a type of the payload
PER
PER - Perception
Perception
performance < of an item >
Performance is the ability of all technical and operational functions, in a specific operational context, to deliver a pre-defined and agreed level of service of the system and/or vehicle in operation. With the addition (and further clarification) that: The minimum level of performance is determined and influenced by technical and operational aspects on system, vehicle and operational level, such as but not limited to: reliability, availability, maintainability, safety, security, human factors, quality, mission profile, environment, environmental conditions and laws and regulations. This means the scope and boundaries (span of control) of performance need to be defined clearly. This also stresses why the inclusion of the principles of the RAM Policy to the ERJU activities for PRAMS, is of high importance.
PRAMSS
Performance, reliability, availability, maintainability, safety and security
Performance requirement
A performance requirement is a non-functional requirement associated with corresponding functional requirement and defines how well a particular function has to perform – they are the constraints on that function.
PFH
average frequency of a dangerous failure per hour average frequency of a dangerous failure of an E/E/PE safety related system to perform the specified safety function over a given period of time NOTE 1 The term “probability of dangerous failure per hour” is not used in this standard but the acronym PFH has been retained but when it is used it means “average frequency of dangerous failure [h]". NOTE 2 From a theoretical point of view, the PFH is the average of the unconditional failure intensity, also called failure frequency, and which is generally designated w(t). It should not be confused with a failure rate (see Annex B of IEC 61508-6). NOTE 3 When the E/E/PE safety-related system is the ultimate safety layer, the PFH should be calculated from its unreliability F(T)=1-R(t) (see “failure rate” above). When it is not the ultimate safety-related system its PFH should be calculated from its unavailability U(t) (see PFD above). PFH approximations are given by F(T)/T and 1/MTTF in the first case and 1/MTBF in the second case. NOTE 4 When the E/E/PE safety-related system implies only quickly repaired revealed failures then an asymptotic failure rate λas is quickly reached. It provides an estimate of the PFH. [EN 61508-4:2010 - §3.6.19]
probability of dangerous failure per hour [EN 61508-4:2010]
probability of dangerous failure per hour [SOURCE: EN 61508-4:2010]
PCE
The Physical Computing Element refers to the physical device providing compute resources.
Physical Computing Element
Physical Link
Means of communication/transport relating to the hosting of physical components, used as a medium by exchanges between behavioural components.
PIS - Passenger Information System
PES
The Plan Execution System is a subsystem of Traffic CS which is responsible for: * processing the Operational Plans provided by the TMS, which are based on the Operating State of the railway within the Area of Control and * providing the Operating State within the Area of Control received from Trackside Protection System towards the TMS.
Plan Execution System
Plan Execution
Plateau
A Plateau is a consistent requirement subset of the System Pillar Reference Architecture (SPRA) to be defined by the System Pillar domains. It can be used for market tenders in a specific timeframe and is recommended by and agreed across the sector. In the context of system engineering, a "plateau" refers to a distinct stage or phase within the system development lifecycle (SDLC) where progress or development remains relatively stable or flat for a period of time. It is characterized by a temporary pause or leveling off in the advancement or evolution of the system being developed.
In the context of system engineering, a "plateau" refers to a distinct stage or phase within the system development lifecycle (SDLC) where progress or development remains relatively stable or flat for a period of time. It is characterized by a temporary pause or leveling off in the advancement or evolution of the system being developed. During a plateau, the system or project may have reached a certain level of functionality, maturity, or completion. It can be seen as a natural phase in the development process, where the initial rapid progress slows down, and further enhancements or major changes are temporarily put on hold. This can occur for various reasons, such as: * Technical Stability: The system has achieved a stable and functioning state, meeting the primary objectives or requirements defined for that particular stage of development. The focus during this phase may shift towards fine-tuning, optimization, and bug fixing. * Resource Allocation: The allocation of resources, including personnel, time, and budget, may be temporarily redirected to other areas of priority. This can result in a pause in major advancements for the system on the plateau. * Stakeholder Evaluation: Stakeholders may require time to evaluate and provide feedback on the current state of the system before proceeding to the next phase. This evaluation period can lead to a plateau in development activities. * Planning and Preparation: The system engineering team may use the plateau phase to plan and prepare for the next stage of development. This includes conducting feasibility studies, conducting risk assessments, gathering requirements, or developing a roadmap for future enhancements or releases. While plateaus can be a temporary slowdown in the system development process, they can also provide opportunities for reflection, evaluation, and strategic decision-making. During this phase, system engineers and stakeholders can assess the current state of the system, address any outstanding issues or challenges, and plan for future iterations or developments. It's important for system engineers to effectively manage plateaus by maintaining clear communication with stakeholders, ensuring proper documentation, and utilizing the time and resources available to refine and improve the system before progressing to the next stage of development.
Platform Change Time
Time for a passenger to move from the planned arrival platform to the new arrival platform
Platform Change
A change in the arrival/ departure platform. E.g., Train 00175 arrival in Bern platform 3 -> Train 00175 arrival in Bern platform 7
The platform management manages the computing platform resources and is a part of the Computing Platform software.
Platform Management
PWITD
Polarion Work Item of Type Definition
PWITR
Polarion Work Item of Type Reference
Portability
Function by considering the ability for one function to be ported from one technology to another technology. The property that allows migrating a software from one concrete computing platform implementation to another concrete computing platform implementation.
{comment:131}The "Position Report" (PR) is a structured message sent from the train’s On-board (OBU) to the trackside CCS such as the RBC). This report communicates the current position of the train, including its precise location, direction, speed, and other relevant status information. The Position Report allows the trackside system to continuously track the train’s progress, ensure safety, and allocate new movement authorities accordingly. Position Reports are fundamental to ETCS because they enable accurate, real-time management of train movements without relying on trackside detection equipment.
Position Report
PMAT
PRAMSS Management & Assurance Team
PRAMS
Performance, reliability, availability, maintainability, safety
Presentation Logic
The presentation logic controls the flow (dialogue sequence) and layout elements of the User interface using system specific layouts based on generic layout elements. The presentation logic may also include data validation
Procedure
A procedure is a set of instructions for completing a single task or activity within a process. A process is a series of tasks/activities that produce an outcome. In other words, a procedure is the execution of a pre-defined process by means of pre-defined rules.
Process Framework
A process framework refers to a structured and systematic approach for designing, documenting, and managing processes within an organisation for a defined scope.{comment:402}
Process Task
An atomic activity that is included within a process. It is used when the work in the Process is not broken down to a finer level of Process detail. Action intended to contribute to the achievement of one or more outcomes of a process.
Process-System harmonisation dependency
The process-system harmonisation dependency decribes the fact, that in the highly automated CCS processes, which form a mixed sequence of actor actions and system function activation, the integration of a single not harmonized process action or a single not harmonized functional system behaiour already leads to a non harmonized system behaviour demanding for non harmonized operational process steps. Or in other words: A specific process depends on a specific system functionality and vice versa. Therefore harmonising one side in a specific way is only possible by harmonising the other side in a specific way. (image: 2-diagram_20240622-2035.38937.mxg.svg)
Process
Set of interrelated or interacting activities that use inputs to deliver an intended result. * Processes require a purpose and outcome, all processes have at least one activity. * A process defines “WHAT” is to be done, without specifying “HOW” each task is performed.
PdM
Product data management (PDM) is the name of a business function within product lifecycle management (PLM) that denotes the management and publication of product data.[1] In software engineering, this is known as version control. The goals of product data management include ensuring all stakeholders share a common understanding, that confusion during the execution of the processes is minimized, and that the highest standards of quality controls are maintained. PDM should not be confused with product information management (PIM).
Product data Management
Production view
The production view is an information model that is restricted to the needs of a given use case. It is designed to allow data delivery to consumers using a given technology.
PROD
Production
Prognostics
{comment:7} {comment:53}is the ability to predict an impeding failure of a system based on the current system conditions [ISBN-13: ‎978-0849398797]. Prognosis technologies typically use measured or inferred features, as well as data-driven and/or physics-based models, to predict the condition of the system at some future time [DOI: 10.1002/9780470117842].
PMO
Project Management Office
Project Milestone.
The planning hierarchy is Release>Project Milestone>Work Package>Task
Properties Topology
The 'Properties Topology' is part of railway infrastructure and defines different properties for a section of track like speed limit, traction system etc.
QoS - Quality of Service
Quality and Assurance
Quality attribute
Quality attribute is a realized non-functional requirement used to evaluate the performance of a system
Quality
Within the scope of the System Pillar, quality is the act of assuring compliance to established procedures, standards, requirements, rules and/or guidelines. In essence, it is the act of complying with the workflow decided and established by EET with support and feedbacks from System/Pillar tasks/domains. As a result, the term quality by itself holds no significance within the scope of this plan; it gains meaning only when associated with governing conventions and procedures.
Question.
Entry in a FAQ or Q&A list. Description holds answer. If there are many answers then workitems of type "Answer" can be linked.
Quick Brake Release -
RAT
implicit-from-entry-label: Radio Access Technology
Radio Access Technology
RBC
Radio Block Centre is a computer-based system that elaborates messages to be sent to the train on basis of information received from external trackside systems and on basis of information exchanged with the on-board subsystems. The main objective of these messages is to provide movement authorities to allow the safe movement of trains on the Railway infrastructure area under the responsibility of the RBC. The interoperability requirements for the RBC are mainly related to the data exchange between the RBC and the on-board subsystem. (subset26-2)
Radio Block Centre
Often referred in the specifications as "safe radio connection" or "safe connection" is the connection between an On-board and an RBC and its management is contained in the EURORADIO specifications. The indication statuses of the safe radio connection are: “No Connection”, “Connection Lost/Set-Up failed”, “Connection Up”. The national/default values for the supervision of the safe radio connection are T_NVCONTACT and M_NVCONTACT. Note that it is a different concept to SPP-28486 - Missing cross-reference.{comment:154}
Radio Connection
RFID
Radio Frequency Identification
RCM-DX
Rail Condition Monitoring – Data Exchange
RIM
Rail Infrastructure Manager
RNE
Rail Net Europe
ROC
Rail Operating Company
RASCOP
Rail Standardisation Coordination Platform for Europe
Rail Undertakings
RNE TIS
RailNetEurope Train Information System
Railway Infrastructure
Railway infrastructure means the items listed in Annex I [of DIRECTIVE 2012/34/EU OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 21 November 2012 establishing a single European railway area (recast)
RMR
implicit-from-entry-label: Railway Mobile Radio
Railway Mobile Radio
Railway Requirement
Railway requirements are epics, visions, needs or user stories coming from stakeholders as their concrete vision (who, what, why). It can be formulated in a few sentences and has not a strict form criteria. These can be translated to more precise operational requirements during analysis processes in case they describe operational epics for the business target picture of an operational area (like CCS or energy). The can be freely formulated but should follow the writing patterns of epics and user stories. They should be specific enough to be assigned to exactly one System Pillar task.
Railway undertaking means any public or private under taking licensed according to this Directive, the principal business of which is to provide services for the transport of goods and/or passengers by rail with a requirement that the undertaking ensure traction; this also includes under takings which provide traction only;
Railway Undertaking
railway vehicle
A single item suitable for circulation on wheels on railway lines, e.g., wagon or traction unit
Railway
The term "railway" is used to represent railway infrastructure managers, railway undertakings, vehicle owners and all other possible combinations of the rolling stock and infrastructure owning and operating companies.
RAM
Random Access Memory
RIMS
implicit-from-entry-label: Ranging and Integrity Monitoring Stations
Ranging and Integrity Monitoring Stations
Rationale.
Reasons why another workitem WAS designed this way
reliability block diagram logical, graphical representation of a system showing how reliability of its sub items (represented by blocks) and combinations thereof, affect reliability of the system [SOURCE: IEC 60050-192:2015, 192-11-03]
A Reliability Block Diagram (RBD) is a graphical representation of the successful operation of a system. It shows the logical connection of the (functional) components (represented by blocks), which is required for the successful operation of the system. Consequently, an RBD is equivalent to a logical equation of Boolean variables and the probability calculations primarily refer to constant values of the success/failure probabilities of a block.
Reaction Time
In semi automatic conflict solution, the Dispatcher can decline the executed dispatching measure and override it
Reader Controller
The Reader Controller manages states and failures of the Biometric Reader and/or the RFID Reader.
The Reader Controller manages states and failures of the Biometric Readerand/or the RFID Reader.
Reader Controller The Reader Controller manages states and failures of the Biometric Readerand/or the RFID Reader.
Real Time
Real-Time Conflict Detection
Determine the difference between the operational plan and the forecast. Conflicts predicted to occur in the future but may be solved before they happen. Conflicts arise from the impact of deviations.
Rearview system
The Rearview system permits to see the states of the doors at standstill. The ergonomics of this system is supplier specific; no norm or standard specify it. Two displays are used for the rearview system. Two options exist for the position of the displays : one on the left side of the cab and the other on the right side of the cab (left doors vs. right doors), or the two displays side by side on the left or on the right side of the cab. The SIL associated to this system is SIL0 (Basic Integrity). Images from cameras are only displayed at standstill. Current communication between Rearview system and its displays is supplier specific. To facilitate the deployment of the MDS solution, a migration to a generic communication used also by other systems should be considered.
The Rearview system permits to see the states of the doors at standstill. The ergonomics of this system is supplierspecific; no norm or standard specify it. Two displays are used for the rearview system. Two options exist for the position of the displays : one on the left side ofthe cab and the other on the right side of the cab (left doors vs. right doors), or the two displays side by side on the left or on the right side of the cab. The SIL associated to this system is SIL0 (Basic Integrity). Images from cameras are only displayed at standstill. Current communication between Rearview system and its displays is supplier specific. To facilitate the deployment of the MDS solution, a migration to a generic communication used also by other systems should be considered.
RAID
Redundant Array of Independent Disks
Ref. Loc.
The reference location on the track which the train based distance reading refers to. It is used as a common location reference between the ERTMS/ETCS on-board and trackside equipment (according to the "Reference Location" definition in SUBSET-023, TSI 2023).
Reference Location
Reference.
Hyperlink and/or copy of an external document. See: References
Refering document
any system pillar document, but for glossaries, written by a document author or read by a document reader. The document contains System Pillar Work-items, but for definitions and concepts. The export of a document may contain a table of definitions generated out of the definitions refered to in the document.
RTCC
Regional traffic control centre
RINF
The Register of Infrastructure. (RINF) comprehensively describes the static rail network characteristics and capabilities. It contains network parameters for each subsystem or part subsystem.
The Register of Infrastructure comprehensively describes the static rail network characteristics and capabilities. It contains network parameters for each subsystem or part subsystem.
Register of Infrastructure
Registers of Infrastructure
implicit-from-entry-label: Registration Authority
Registration Authority
Regulatory authorities
Under European Union legislation, each Regulatory Body (RB) has the task to oversee the application of Community rules and act as an appeal body in case of disputes. DIRECTIVE 2012/34/EU, Article 55: 'Each Member State shall establish a single national regulatory body for the railway sector. Without prejudice to paragraph 2, this body shall be a stand-alone authority which is, in organizational, functional, hierarchical and decision- making terms, legally distinct and independent from any other public or private entity. It shall also be independent in its organization, funding decisions, legal structure and decision- making from any infrastructure manager, charging body, allocation body or applicant. It shall furthermore be functionally independent from any competent authority involved in the award of a public service contract.' Thus it shall ensure that charges set by the Infrastructure Manager comply with Chapter II of 2001/14/EU and are non-discriminatory. The RB oversees negotiations between applicants and the IM and intervenes when the requirements of 2001/14 are likely to be contravened. Applicants have the right to appeal to the RB if they believe that they have been unfairly treated, discriminated against or are in any other way aggrieved. In particular, they may appeal against decisions adopted by the IM (or where appropriate the Railway Undertaking) concerning: a) the network statement; b) criteria contained within it; c) the allocation process and its outcome; d) the charging scheme; e) level or structure of infrastructure fees which it is, or may be, required to pay; f) arrangements for access.
Relative position
The Train front end position expressed with a distance from a reference location in a 1D reference frame.
Release.
A package of documents (polarion collection) released by a domain at a certain time
reliability, <of an item>
Ability to perform as required, without failure, for a given time interval, under given conditions. Note 1 to entry: The time interval duration can be expressed in units appropriate to the item concerned, e.g. calendar time, operating cycles, distance run, etc. Note 2 to entry: Given conditions include aspects that affect reliability, such as: mode of operation, stress levels, environmental conditions, and maintenance. Note 3 to entry: Reliability can be quantified using measures defined in Section 192-05, Reliability related concepts: measures. [SOURCE: IEC 60050-192:2015, 192-01-24] Source: SPPRAMSS-349 - [EN 50126-1:2017]
RAMS
Reliability, Availability, Maintainability and Safety
RCM
The concept of reliability centred maintenance is defined in SPPRAMSS-11144 - [IEC 60300-3-11:2009]. Reliability-centered maintenance (RCM) is a concept of maintenance planning to ensure that systems continue to do what their users require in their present operating context. Successful implementation of RCM will lead to increase in cost effectiveness, reliability, machine uptime, and a greater understanding of the level of risk that the organization is managing.
Reliability Centred Maintenance
Reliable Data
Reliable Data refers to a typical characteristic of data which satisfies the qualities of being trustworthy/low probability of incorrect information/low fault rate of the information, current (not obsolete), complete, and accurate. The attribute “reliable” is not limited or coupled exclusively to safety-related functions since a sufficient level of quality is also required to guarantee a good performance, high availability, and reliability of non-safe functions such as realised by ATO or TMS. Hence, the data quality attribute ‘Reliable’ means safety-related or non-safety-related data that satisfies the Consuming System’s data quality requirements.
Remaining Dwell Time
The amount of time left before a train resume moving.
Remote Control Device
Remote control device is a type of electronic device for radio based control of traction units. It allows the train driver to pilot the engine without being present in the cabin. (image: 4-screenshot-20250411-100143-3.png)
RTO
Remote Train Operations
Remote Train Operation
The Remote Train Operation (RTO) system is an operational entity. It provides the status of the train in terms of remote driving: stand-alone, monitored, observed and controlled. Depending on this status, the MDS can change the active configuration of the cab displays. In addition to provide input to the MDS, the RTO may require a specific view on a display. If so, the interface between the RTO and the MDS will be the same as for the other systems described below.
Renewal
Renewal means any major substitution work on a subsystem or part of it which does not change the overall performance of the subsystem;
REP - Repository
REP
A Replica is a specific realisation of any entity in a cluster of peers used for composite fail safety and/or availability. Replicas of the same entity always run in distinct Compartments deployed to distinct Computing Elements.
Replica
REST
Representational State Transfer
Request
A Request on the SCI-CMD or SCI-SCMD{comment:1276} interface is a message from a client to ETPS which asks ETPS for a certain task. ETPS will perform a number of safety checks and if at least one fails, the Request is rejected, otherwise it is granted and executed.
Requirement set
A requirement set can contain all relevant requirements for a given entity (enterprise/operational entity/system/subsystem). Usually this is captured in a requirements document and/or a baseline in a database.
Requirement
A requirement is the result of a formal transformation of one or more needs or parent requirements into an agreed-to obligation for an entity to perform some function or possess some characteristic within specified constraints with acceptable risk. They are written as formal textual “shall” statements in a structured, natural language what an entity must achieve.
Restriction of use
feature/function proposed by the system which is not available AND which has no...feature/function proposed by the system which is not available AND which has no solution/procedure that can bypass. Restrictions are related to open CRs, which often should be "translated" in an understandable manner for the customer (baseline user), and sometimes form an operational point of view, testing point of view etc...
Retrofit
Addition of new technology or features to older systems. For trains it could be adding an ETCS onboard unit to a class B equipped train.
Reusability
The property of a sub-system to be integrated without any modification inside various CCS possibly deployed in different operation contexts. This is related to "cross acceptance" as defined in [EN50129]:{comment:1336} 3.1.7. {comment:1298}
RFID Reader
Radio Frequency Identification (RFID) refers to a wireless system comprised of two components: tags and readers. The reader is a device that has one or more antennas that emit radio waves and receive signals back from the RFID tag. This reader permits the authentication of the actor.
RFID Reader Radio Frequency Identification (RFID) refers to a wireless system comprised of two components: tags and readers. The reader is a device that has one or more antennas that emit radio waves and receive signals back from the RFID tag. This reader permits the authentication of the actor.
risk, <of a hazard>
combination of the probability of occurrence of accident and the severity of that accident Note 1 to entry: In French, the term “risque” also denotes the potential source of harm, in English “hazard” (see 903-01-02) SPPRAMSS-4044 - Hazard . [SOURCE: IEC 60050-903:2013, 903-01-07, modified — <of a hazard> has been added and "harm" has been replaced with "accident"]
risk analysis
systematic use of available information to identify hazards and to estimate the risk [Source: IEC 60050-903:2013, 903-01-08]
risk assessment
overall process comprising a risk analysis and a risk evaluation [Source: IEC 60050-903:2013, 903-01-10]
Risk Buffer
The Risk Buffer is a linear contiguous stretch of track that serves as the overrun protection to avoid an accident e.g. if the train brakes do not perform as well as expected and as a safety buffer in the event of a rollback of a chased train. It is part of a Movement Permission. A Risk Buffer exists if there is a Danger Point or project-specific safety margin greater than zero.
risk evaluation
procedure based on the risk analysis to determine whether the tolerable risk has been achieved [Source: IEC 60050-903:2013, 903-01-09]
Risk Path
A Risk Path is one potential path (a linear contiguous stretch of track) by which a non-permitted vehicle movement could result in a flank collision with a vehicle moving along the Movement Permission Extent. A Movement Permission can contain zero or more Risk Paths.
The Risk Path is one potential path by which a non-permitted vehicle movement could result in a flank collision with a vehicle moving along the Movement Permission extent. The Risk Path starts at each end of the relevant Fouling Section in the extent of the Movement Permission (including the Risk Buffer, if not opted out by other configuration) and is limited through a sufficient method for providing flank protection. For instance, a Switchable Track Asset or Movement Permission could be used for limiting the Risk Path. The Risk Path is defined as a Contiguous Track Area.
Risk.
Value of damage and mitigation for a hazard.
RNE Glossary
Narrow definition: the maximum number of trains which can be planned to move in both directions over a specified section of track in a 24hour period. General definition: the totality of potential train paths that can be accommodated on a railway line or a network
Road Traffic (DRAFT)
Any traffic on a railway track level crossing other than railway traffic.
Roadmap
Visualization of a specific plan
RBAS
Role Based Access Control
Role
A role is described by a set of responsibilities. Roles are used to define the responsibilities of tasks, ensuring that individuals or a group of people perform their assign tasks and contribute to their successful execution.
Roll Away
An unintended and non-powered movement of the train in a direction, which conflicts with the current position of the direction controller in the active desk. Reference: Glossary of Terms and Abbreviation. SUBSET-023. Issue 4.0.0
Rolling Stock - Generic term referring to the train subsystem which includes the...
Rolling Stock - Generic term referring to the train subsystem which includes the propulsion and braking devices. It possibly includes the TCMS subsystem
Route Change
To change the assigned network of the train, including a change in the assigned stops. E.g., planned journey: Interlaken -> Spiez -> Bern -> Basel ...... New Plan: Spiez -> Zurich -> Basel
Route in railway operations and CCS
A "route" refers in railway operations and the context of Control Command and Signalling (CCS) to a specific path through the railway network that is set or authorised for a train to move from a defined starting point to a defined end point. This path is ensured to be free of conflicting train movements, with all points (switches) and signals set accordingly to allow the train to pass safely. In the CCS context, the route includes: * The successive track sections or blocks * Configured points set and locked for the intended movement * Required flank or protection measures active * All other conflicting movements prevented by interlocking or CCS logic Routes are fundamental to safe train movement and are established by the signalling system before a train is allowed to proceed. This concept of route will be replaced in the target system of SERA by Movement Permission, see here: SPT2TRAFFIC-7866 - Movement Permission{comment:153}
RU - Railway Undertaking.
Rule.
Design principle that shall used in a certain area. Is used to avoid the need of Rationals for every design element.
RTE
The Runtime Environment refers to the software needed to provide the services of the Runtime Layer in a single Compartment.
Runtime Environment
The Runtime Layer refers to the system services (e.g., application and computing resource orchestration, monitoring of the Functional Applications and the Application Execution Environment, tracing and logging, communication services that are not related to safety, security means incl. authentication, encryption, key storage, etc.) and the communication stack for information exchange between Functional Applications running on the same Computing Environment and with external entities. It may also include an operating system.
Runtime Layer
S-Type Train - Vehicles with independently ([s]eparately) controlled dynamic and...
S-Type Train - Vehicles with independently ([s]eparately) controlled dynamic and train air brakes as an EN/UIC-brake system in accordance with SPT2ARC-4746 - Missing cross-reference , chapter 5.4. Typically, a locomotive hauling a train consisting of coaches.
SCA
Safe Configuration Authority, see Configuration Update Concept of Transversal.
Safe Configuration Authority
safe state [821-12-49]
condition which continues to preserve safety [SOURCE: IEC 62425:2007, 3.1.42]
safe state
condition which continues to preserve safety [Source: IEC 60050-821, 821-12-49]
condition which continues to preserve safety [821-12-49][IEC 62425:2007, 3.1.42]
STE
The Safe Train Extent represents the extent of the track that may be occupied by a connected train. It is calculated from train-side information (Confirmed Rear End and Max Safe Front End derived from the ETCS Position Report) and track-side information (track vacancy proving sections like track circuits or axle counters), taking into account the most recent information available from these train- and track-side information sources. Remarks: * The Safe Train Extent for a train will be updated when new information becomes available. * For a moving train, it is likely that the train will move outside the Safe Train Extent between update
Safe Train Extent
Safe Train Length Determination
Function of ETCS Level 3.
SET
A Safety Environment Task implements part of the functionality provided by a Safety Environment. Depending on its role in the overall function provided, it has a specific SIL assigned (in-line with total SE SIL definition). It may run replicated in multiple Compartments as SE Task Replicas.
Safety Environment Task
The Safety Environment refers to the software needed to provide the services of the Safety Layer in one single Compartment. Previous definition: The Safety Environment refers to all Safety Environment Tasks needed for a Functional System.
The Safety Environment refers to all Safety Environment Tasks needed for a Functional System.
Safety Environment
The Safety Framework refers to all Safety Environment Replicas needed for a Functional System. Previous definition: new term
Safety Framework
The Safety Layer implements all the technical safety principles related to fulfilling the requirements of EN 50126, EN 50716 (formerly 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EN 50129, EN 50159 (e.g., composite fail safety, fault tolerance, voting mechanisms, redundancy mechanisms for availability, safety communication layers etc.) that are needed to enable the execution of Functional Applications up to SIL4.{comment:1}
Safety Layer
The aim of introducing Safety Platform Independence Interface I5 (Interface 5), is to be able to implement platform independent Safe Functional Applications (up to SIL4) i.e., applications, based on a generalised abstraction between the application logic and the system interfaces, that will run unchanged on different platform implementations.
Safety Platform Independence Interface
Safety principles are binding guidelines and conditions to respect for safe trai...
Safety principles are binding guidelines and conditions to respect for safe train movement. Details described here: S2 Harmonisation operational Safety Principles (image: 9-screenshot-20250930-145656-24.png)
SASC
Specific Application Safety Case; SPPRAMSS-334 - [EN 50129:2018/AC:2019-04] ,SPPRAMSS-335 - [EN 50126-2:2017] {comment:104}
Scalability
Scalability refers to the ability of a system/sub-system to handle an increasing workload or expand its capacity without significantly impacting performance, efficiency, or cost.
Schema meta-model
A data schema is implemented in a known language such as XSD/XML or JSON schema. This allows a computer program to parse data that are known to conform to this specific schema. The schema documents the semantics of data entities so that an intelligent reader can interpret the information in the data. Such a schema can be represented as a meta-model.
SCV-OB - Signal Converter-On-board
secondary functions
"Value analysis defines a “basic function” as anything that makes the product work or sell. A function that is defined as “basic” cannot change. Secondary functions, also called “supporting functions”, described the manner in which the basic function(s) were implemented. Secondary functions could be modified or eliminated to reduce product cost."
SecRACs = Security Related Application Conditions. These application conditions...
SecRACs = Security Related Application Conditions. These application conditions need to be fulfilled to fulfill the approved level of security. SecRACs are defined in TS 50701 (draft: IEC 63452).
SecRAC
security-related application condition [SOURCE: CLC/TS 50701:2023]
Secure Communication
defines an integrity-protected and optionally encrypted channel between two entities. Security is achieved by using TLS 1.3 or OPC UA Secure Conversation.
Secure Component
An implementation, as part of an automation control system, either a host device, embedded device, network device or software application on a host device, which realizes subsystem functions, implements security capabilities and consisting of a physical encasing, computing capabilities and network communication, and interfacing to the Shared Cybersecurity Services. Examples of CCS secure components are object controller, trackside cabinet, IXL rack, ATO-OB, OBU, ATO-TS, IXL/RBC combination, shared cybersecurity services, security proxy for legacy devices, …) Examples of components which are not meeting the definition of a Secure Component are components with no network communication, e.g. directly connected sensors or displays.
SSL
Secure Sockets Layer
STS
implicit-from-entry-label: Secure Time Synchronisation
Secure Time Synchronisation
SIEM
implicit-from-entry-label: Security Information and Event Management
Security Information and Event Management
SOC
implicit-from-entry-label: Security Operation Centre
Security Operation Centre
Segment Profile
A Segment Profile is a one-dimensional object that describes a single and consecutive section of track and corresponds to the Track Centreline of that section of track. A Segment Profile has a Start Point and an End Point, which correspond to the boundary points of the section of Track Centreline of that Segment Profile. A Segment Profile defines a set of static infrastructure data required by different on-board applications like ATO, Perception, Localisation, APM. The Segment Profile is part of Application Configuration Data. These data are derived from Infrastructure Data according to the interface data structure requirements of the consumers.
SEMP Link Rule.
Defines how certain Polarion workitems shall be linked. See: SPPROCESS/SEMP Annex D Processes/SEMP Link Rules overview
SEMP Process.
Defines a process in the SEMP. See: SEMP Processes
SEMP Role Allocation.
Name of the person who has a certan role in a certain team. See: Tracker search for role allocations
Sensitivity points
Sensitivity points are any modeled values under a given individual quality attribute that are significantly affected by a change to the architecture
SoC
Separation of Concerns
SERA Enablers
The development of the SERA Target functionality is a long-term process. In this process standalone functional units so-called "SERA Enablers" are developed belonging to the SERA Target system. Individual SERA Enablers might be suitable for early rollout in legacy projects, which still use national specifications and legacy systems. Therefore, SERA Enablers are standalone subsystems having standardized interfaces, which are specified, developed, tested and approved according to the needs of the SERA Target. If needed, adapters can be used to integrate them in legacy systems (part of migration strategy). Currently identified SERA Enablers are: * Object controllers with SP Standard interfaces (partially based on EULYNX) * PES and ETPS with SP Standard interfaces (i.e. SCI process interfaces and service interfaces SDI, SMI and SSI) * Central services with SP Standard interfaces (i.e. service interfaces SDI, SMI and SSI), which provide supporting functions for operation of SERA systems: configuration, maintenance and digital register-infrastructure, security, communication. * TMS with SP Standard interfaces (i.e. SCI-OP process interface and service interfaces SDI, SMI and SSI) * FRMCS for radio communication, replacing GSM-R * Safe train integrity and train length information of rolling stock, enabling safe traffic control for mixed traffic * ATO-TS ( for ATO GoA1/2) with SP Standard interfaces (i.e. SCI process interfaces and service interfaces SDI, SMI and SSI), based on harmonized operation concept and related rules
SERA Phase
The SERA Phase is a deployment phase, which starts when the SERA Target - comprising all SERA Enablers (refer to SERA Enablers list in Glossary) - is ready (i.e. tested and approved) for implementation (rollout) in projects. The key SERA Enabler will be the moving block with the DTCC safety principle (either implemented with GSL or CBTC based solutions){comment:1258} based on the harmonized operation concept and related rule set. In this context the trackside infrastructure is equipped for moving block (allowing TDD reduction) enabling degraded modes and mixed fleet operation (i.e. parallel movement of equipped and non-equipped trains with or w/o safe train length and integrity). Core elements for rollout of the SERA Target are the subsystems ETPS and PES (ATO-TS optional) plus the related process interfaces SCI between them and to the adjacent systems like: * TMS * Operators Workplace * Object Controllers. Additionally, also adjacent auxiliary systems and related interfaces SDI, SMI, SSI plus related tools (e.g. for engineering, testing, simulation) must be available as well. For example, these auxiliary systems are: * Central services, which provide supporting functions for operation of the core systems: configuration, maintenance and digital register-infrastructure, security, communication.
SERA Pre-Phase
The SERA Pre-Phase is a deployment phase, which starts when the first SERA Enablers (belonging to the SERA Target; see SERA Enablers list in Glossary) are ready for implementation (rollout) in projects, where legacy subsystems can be replaced already by equivalent SERA Subsystems. Such projects still use national specifications and legacy systems. This approach forms a significant part of the overall migration strategy towards SERA. As a sample this might comprise the early introduction of certain SERA Enablers like object controllers having SP Standard interfaces (based on EULYNX) in combination with legacy system components (supporting legacy L2/FB/FVB principles; optional ATO GoA2). This allows early benefitting - during the long-term SERA Development process - from their advantages (e.g. performance increase and cost reduction) and ensures protection of investment The gradual rollout of those SERA Enablers is part of the migration path towards the later SERA Phase and its target system. SERA Enablers in this pre-phase must be functional units of reasonable size and standalone testable and approved - e.g. like an SERA ready object controller unit. Related migration use cases and concepts are specified in separate SP Documents.
Serious Accident
Serious accident means any train collision or derailment of trains resulting in the death of at least one person or serious injuries to five or more persons or extensive damage to rolling stock, the infrastructure or the environment, and any other accident with the same consequences which has an obvious impact on railway safety regulation or the management of safety; ‘extensive damage’ means damage that can be immediately assessed by the investigating body to cost at least EUR 2 million in total.
‘serious accident’ means any train collision or derailment of trains resulting in the death of at least one person or serious injuries to five or more persons or extensive damage to rolling stock, the infrastructure or the environment, and any other accident with the same consequences which has an obvious impact on railway safety regulation or the management of safety; ‘extensive damage’ means damage that can be immediately assessed by the investigating body to cost at least EUR 2 million in total; [SOURCE: SPPRAMSS-337 - [Directive (EU) 2016/798] Article 3 Definitions (12) ]
Service Facility
Service facility means the installation, including ground area, building and equipment, which has been specially arranged, as a whole or in part, to allow the supply of one or more services referred to in points 2 to 4 of Annex II of DIRECTIVE 2012/34/EU OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 21 November 2012 establishing a single European railway area (recast).
SFCS
The{comment:65} Service Function Configuration System is used to configure BuildingBlockConfigurations on BuildingBlocks consistently according to an explicit dependency tree. If a new Top-Level version is chosen in a distribution job the difference of the dependency trees are calculated. The installation runs through different steps, such as Preloading, Deactivation of incompatible (safe) BuildingBlockConfigurations, Activation (Installation) and Commit.It includes a small safe function called SafeConfigurationAuthority (SCA). The details are described in Logical Concept for Configuration (SMI V3).
Service Function Configuration System
SFC
The Service Function Configuration (SFC) is the implementation of the Configuration Management System. The SFC is a central location technical system that is responsible for managing the BuildingBlock Configurations. Each BuildingBlock deployment is managed by exactly one SFC.
Service Function Configuration
SFDS
The{comment:66} Service Function Diagnostic aggregates and manages all cascaded diagnostic systems connected to it in one consistent OPC UA namespace.{comment:84} The details are described in the Generic Diagnostic Concept.
Service Function Diagnostic System
SFD
implicit-from-entry-label: Service Function Diagnostics
Service Function Diagnostics
Services
Services are one of the two key components of economics, the other being goods. A service is a type of economic activity (or series of activities) that is of a more or less intangible nature, is not stored and does not result in ownership. Normally (but not necessarily) it takes place in interactions between the customer and service employees and /or systems of the service provider, provided as solutions to customer problems. Examples of services include the transfer of goods, such as the postal service delivering mail, and the use of expertise or experience, such as a person visiting a doctor. Services include the provision of what is necessary for maintenance of thing or operation, assistance and advice. RNE dictionary
SCS
A collection of standard security interfaces (SSIs) of central security functions accessible for all Secure Components in the automation solution. The realization of the Shared Cybersecurity Services (SCS) implements the requirements of the Secure Component Specification as they are considered as Secure Components as well. The interfaces from Secure Components to Shared Cybersecurity Service are identified by SSI-<service name>. The Shared Cybersecurity Services implementations are identified by SCS-<service name>.
Shared Cybersecurity Services
SSS
Shared Security Service {comment:7}
Shared Security Service
SRU
Shop Replaceable Unit
Shunting composition:
Shunting composition: A traction unit coupled or not to a set of vehicles and intended to be moved under shunting conditions without train data.
Shunting Movement
Shunting movement refers to the process of moving railway vehicles (such as locomotives, passengers carriages, or freight wagons) within a rail yard or between tracks, typically for the purpose of assembling trains, repositioning vehicles, or preparing them for departure. Shunting movements are essential for the efficient management of rail operations. Shunting movements can be classified into two categories: supervised shunting and unsupervised shunting. See also reference SPLI-1040 - SHUNTING MOVEMENT and SPLI-1796 - Shunting movement
SIS
implicit-from-entry-label: Signal In Space
Signal In Space
SIL - Safety Interity Level
SOAP
Simple Object Access Protocol
SERA-CCS
For the railway sector, EU policy focuses on the main goal of establishing a single European railway area, an EU-wide system of railway networks which would allow the expansion of the rail sector based on * competition, * technical harmonization and * joint development of cross-border connections [see Building the single European railway area]. To this end, the EU aims to: * open and restructure the rail market * increase competitiveness by creating a level playing field for companies * develop infrastructure to ensure interoperability * improve efficiency in infrastructure use and safety * ensure fair prices for consumers{comment:5} SERA-CCS is understood to consist of those SERA objectives which are relevant for CCS (technical/operational target). It is defined by the following capabilities: * Provides Independence between Infrastructure Managers (IM) and Railway Undertakings (RU) or Vehicle Owners (VO): * No track access restriction or extra costs for a compliant RU/VO fleet/services accessing a given IM infrastructure compliant with SERA-CCS. * Non discriminatory access to IM services and capacity allocation across SERA-CCS IMs for compliant RU/VO fleet/services. * Ensures interoperability, which is the ability to allow the safe and uninterrupted movement of trains that accomplish the specified levels of performance across different infrastructure networks (IMs) and the ability that an infrastructure network is able to interact with trains of different RUs/VOs. * Ensures Harmonized Operations, based on: * Radio-based CAB Signalling, * Automatic Train{comment:1} Operation (ATO), * Single licensing for Drivers and Signalers across SERA-CCS. * Provides Backwards Compatibility: * Compatibility is considered to be achieved for a particular combination of on-board and trackside when the on-board is able to run a normal service on that trackside. The expression “train is running a normal service” shall be understood as “a train not penalized because of a reduction of performance or safety”. * {comment:2}The full functionality of any old version shall always be available in any new version of SERA-CCS * Enables significantly lower life cycle costs having easy Upgradability, Scaleability, Adaptability and Changeability of Hardware and Software components/systems/subsystems * Consists of a Modular Architecture, both trackside and onboard: * Trackside and Onboard architecture are designed to allow for separate replacements/upgrades of individual sub-systems with reasonable integration effort. * Enables Interchangeability of hardware and software components/systems/subsystems across suppliers * The modular architecture shall also allow for situations where the replacement/upgrade of individual components from different suppliers is needed. {comment:4}
Single European Railway Area - Command Control and Signaling
SERA
Defining the fundamental design principles and process for adopting a functional architecture for rail as a system, with a focus on CCS, CMS and TMS supporting the implementation of the SERA (Single European Railway Area)
Single European Railway Area
SESAR
implicit-from-entry-label: Single European Sky ATM Research
Single European Sky ATM Research
Skip Stop
Remove a planned stop
Soft Key
Context-dependent key which consists of a Hard Key with an associated label on the Display Area. When using a soft key technology, the driver action is done via the Hard Key adjacent to the label.
Soft Key Context-dependent key which consists of a Hard Key with an associated label on the Display Area. When using a soft key technology, the driver action is done via the Hard Key adjacent to the label.
Software Configuration Data
The Software Configuration data refers to executable binary files from suppliers which are usually required to install software on the systems. Software Configuration Data is provided via configuration interface to the CCS/TMS Systems.{comment:73}
Software is software that encompasses both : the operating system and the computer application that runs the computer. They are both essential for the operation of a device.
Software
SP - System Pillar
SC2.x
This refers to the ERJU contracts for SP signed every year; SC2.1 for the first year of developmeent and so on. The SP domains are part of the "Lot 2" in the overall ERJU project (e.g. IP, SP).
Specific Contract for Lot 2 of year x
Specific national product functionality
The set of functions of a national specific product, including system behavior on electronic or analog system and user interfaces
SPT1-railway System - Common business Objectives (rev. 63268)
SRAC.
Safety related application condition.
SRD
Single Rules Database [SOURCE: ERA, https://www.era.europa.eu/domains/registers/srd_en ]
SRS
System Requirement Specifications
STAS
One of the 1..n driveable paths within a Switchable Trackside Assets.
STA Section
Stakeholder Requirement
Stakeholder requirements are precise requirements of stakeholders for the system of interest. They are derived from stakeholder needs (e.g. railway requirements and the operational analysis) and provide the stakeholder-oriented view of what the system of interest shall achieve.
Stakeholder.
Characterizes a stakeholder
SCI-CMD
Standard Communication Interface - Command
SCI-IO
Standard Communication Interface - Input Output
SCI-LC
Standard Communication Interface - Level Crossing
SCI-LS
Standard Communication Interface - Light Signal
SCI-P
Standard Communication Interface - Points
SCI-SCMD
Standard Communication Interface - Safety-relevant Command
SCI-TWS
Standard Communication Interface - Trackworker Safety System
SCI-TDS
Standard Communication Interface - Train Detection System
SCI
SCI defines generic unified communication protocol to ensure interoperability between different railway signalling subsystems (e.g., interlocking, signals, points, level crossings).
Standard Communication Interface
SCI-OP
Standard Communications Interface – Operational Plan
SDI-DS
Standard Diagnostic Interface – Diagnostic System
SDI-WTMS
Standard interface for diagnostic data exchange between infrastructure manager and industry supplier.
Standard Diagnostic Interface – Wayside Train Monitoring Systems
SDI
Standard Diagnostic Interface as defined by EULYNX / System Pillar
Standard Diagnostic Interface
Standard Interfaces
TODO: Add definition for standard interfaces
SMI
Standard Maintenance Interface as defined by EULYNX / System Pillar
Standard Maintenance Interface
SSI
Standard Security Interface as defined by EULYNX / System Pillar
Standard Security Interface
STIP
The Europe’s Rail (EU-Rail) Standardisation and TSI Input Plan (STIP) is a collection of all outputs from EU-Rail (Innovation and System Pillar) which contribute to the goal of harmonisation of the railway system. The harmonisation topics are categorised in technical domains and described by the foreseen harmonisation channel (TSI, EN standards, SP document), the time horizon as well as dependencies with existing regulations, standards, and R&I activities.
Standardisation and TSI Input Plan
SDI-OC
Standardised interface for diagnostics - specifically for Object Controllers - to enable communication with the central service function Diagnostics
Standardised interface for diagnostics of Object Controllers
SDI-Traffic CS
Standardised interface for diagnostics - specifically for Traffic CS systems - to enable communication with the central service function Diagnostics
Standardised interface for diagnostics of Traffic CS systems
SMI-OC
Standardised interface for maintenance - specifically for Object Controllers - to enable communication with the central service function Maintenance
Standardised interface for maintenance of Object Controllers
SMI-Traffic CS
Standardised interface for maintenance - specifically for Traffic CS systems - to enable communication with the central service function Maintenance
Standardised interface for maintenance of Traffic CS systems
standard/routine operation
operational production processes that routinely occur in the day-to-day of an operational railway network, both non-degraded operations and routine degraded operations. Standard/routine operation apply to all operational categories - i.e. All GoA levels,
Standstill
Standstill is when the train’s speed is detected as 0 km/h by the onboard system, within the accuracy and limits of the system’s detection capabilities. In context of door closing procedure there is also the limit at or below 3 km/h and no un-commanded propulsion is available. This harmonises the intent of both TSIs: it acknowledges the LOC&PAS practical threshold (due to system tolerances) but defaults to the CCS zero-movement criterion when safety functions are involved.
Start Occupancy Location
The location point where the infrastructure element (track, signal, switch, etc..) occupation has started
Start Occupancy Time
The timestamp where the infrastructure element (track, signal, switch, etc..) occupation has started
State Machine
Collection of states connected by transitions.
State Transition
A change of state toward itself or toward another state. A transition is characterised by a trigger which can be an event or a boolean condition.
State
An observable and measurable attribute used to characterise a behaviour of an entity during which some invariant condition holds. States can be applied to elements such as actors, systems or subsystems.
Static (or semi-static) data
Static (or semi-static) data refers to information or data that remains unchanged or constant over time. It is data that does not require frequent updates or modifications. Static data typically includes reference data, constants, configuration settings, or any other data that remains consistent throughout the operation of a system or application. This type of data is often used as a foundation or reference point for various processes or calculations within a system. Static data is generally stored in a read-only format and is not subject to frequent modifications or user interactions. This is often data that requires a homologation process before it can be applied on a system going in operation. However, it can also include data that does not require a homologation like IP-address, security patches, etc. Example of statical data: software, firmware, parametrisation file, data related to the topology stored in an interlocking, braking curves stored in the ETCS on-board, etc.
Steep incline - A steep incline is such incline in which the holding brake force...
Steep incline - A steep incline is such incline in which the holding brake force is not sufficient to maintain the train stationary.
Steep Slope - A steep slope is such slope in which the holding brake force is no...
Steep Slope - A steep slope is such slope in which the holding brake force is not sufficient to maintain the train stationary
STIP Milestone.
Standardisation and TSI Input Plan Milestone
STM interface
Interface of the Specific Transition Module of a train
SMB
{comment:130}{comment:177}A Harmonised trackside ETCS marker board defined in EN 16494/2015 is a fixed, clearly recognisable trackside sign that indicates the location where a driver has to stop the train, if running without an MA. Further purpose defined by ERTMS Users Group: * To be used to unambiguously identify an EOA which must not be overpassed without authorisation by the signaller and which may protect one or a group of safety-critical points such as a point switch, a conflicting route, an entrance of a station, junctions, etc. * To be used to identify specific location on the track the train shall not overpass when an MA is not available, unless the driver has received a specific authorisation by the signaller. * To be used to mark the location up to which the driver needs to confirm that the line is clear (e.g. for TAF function). To be used to mark the location up to which the driver has to drive under his/her responsibility before a possible MA in FS/OS is received. (image: 8-screenshot-20251001-151620-5.png)
Stop Marker Board
Stopping Location
A stopping location (see also stopping point SPLI-1805 - Stopping point ) in ETCS Level 2 is the operational or electronic location where a train must stop, which can be defined by the EoA, a Stop Marker Board, buffer stop, other signals or operational situations (e. g. wrong path/point) or a platform-specific marker. The specific type chosen and its relation to the actual stopping action depends on operational context and infrastructure. ETCS ensures the train never passes its defined EoA, which may be set according to these physical or operational markers to match the scenario. In ETCS Level 2 railway operations, a "stopping location" is a precisely defined location where a train must come to a controlled standstill according to operational or signaling requirements. The stopping point can relate to different types of end locations or markers, such as: * End of Movement Authority (EoA):** The EoA is the furthest point up to which a train is authorized to move, transmitted electronically to the train via ETCS. It is a dynamic safe limit but not always a physically visible location. The EoA serves as a crucial stopping point, particularly in signal-controlled or cab-signaling sections. * Stop Marker Board (z. B. ETCS Stop Marker):** This is a physical sign on the track indicating where the train must stop. In ETCS operations, such boards are used at locations like platform ends or station entries where a precise physical stop is required. They serve as a visual reference and may coincide with the EoA or be separately enforced under operational rules. * Buffer Stops:** Buffer stops are physical barriers at the end of tracks, typically in terminal stations. The stopping point is set at a safe distance before the buffer stop, defined either by an operational instruction or by a marker. In ETCS, an EoA is placed in front of the buffer stop to ensure safe braking. * Platform Stops with Orientation Markers:** At platforms, stopping points may be designated by physical boards or electronic information, ensuring that the train aligns doors with the platform for passenger exchange. These points can include additional orientation markers (e.g., "Stop 1", "Stop 2") to guide train drivers depending on train length or type. There is no established difference between "stopping point" and "stopping location" in the context of ETCS Level 2 operations. Both terms generally refer to a defined spot—whether electronically (such as by EoA) or physically (such as a stop board, buffer stop, or platform marker)—where a train is required to come to a halt according to operational directives. In official documentation, the terms may sometimes be used interchangeably. If any distinction is made, it would usually be context-dependent, for example: - "Stopping point" could emphasize precision, meaning an exact, narrowly-defined halt position. - "Stopping location" might refer to a somewhat broader area, for example the general place where stopping is to occur, possibly including range markers (such as “between marker X and Y”). Both terms serve the same safety-critical function: specifying where a train is required to stop. For formal safety and operation, always use the terminology and definitions provided by your company or infrastructure manager. If you need clarification with official sources, please specify your organization or documentation type.
STPA
System Theoretic Process Analysis [Source: J3187:202305]
A Systems-Theoretic Process Analysis (STPA) is a hazard analysis technique based on control and system theory rather than the reliability theory underlying most existing hazard analysis techniques with the same goals as any hazard analysis technique, that is, to accumulate information about how hazards can occur.
Struct
A struct is a named and organised structure for storing a set of coherent information items. It is a class without methods.
Sub-system (sometimes called “Building Block”)
Sub-systems are along ARCADIA systems on System Level 5. Not to be confused with sub-systems in the TSI / interoperability directive. In the TSI / interoperability directive context a sub-system shall be regarded as a interoperability constituent{comment:1505} A sub-system is a part of a system, which is not split into smaller entities. It represents a leaf element in the hierarchy of systems-of-systems. Physically speaking, a sub-system is either a piece of hardware plus software, or just a piece of software. A sub-system is a source able unit of the CCS system, in particular: * a sub-system can be individually tendered to a supplier, * a sub-system can be built individually by a supplier, * a sub-system must be integrated into a system, which includes all necessary test, verification, certification and validation activities depending on the level of harmonisation. The harmonisation of the sub-system’s features is to be defined according to the requested level: * Functional Apportionment, * Interoperability, * Exchangeability, or * Interchangeability.
Substitution [in the framework of maintenance]
Substitution in the framework of maintenance’ means any replacement of components by parts of identical function and performance in the framework of preventive or corrective maintenance
Subsystem
Subsystems are along systems with standard interfaces on System Level 5. Not to be confused with subsystems in the TSI / interoperability directive. A subsystem is a part of a system, which is not refined any further during the specification task(The term subsystem is used in this document following the referenced architecting standards, it does not correspond to the subsystem definition as in the Interoperability Directive.). It represents a leaf element in the hierarchy of systems-of-systems. A subsystem is defined by the following characteristics: * For each subsystem exists a set of specification documents, that allows a supplier to build that subsystem, ideally without the need for further documentation. * The level of strictness of the specification can be variable: * Interoperable specification: Strict standardisation of all interface aspects that are needed for to systems to fulfil a defined set of operational capabilities together on runtime. * Interchangeable specification: Standardisation of all interface aspects that are needed to exchange one of the systems with the lowest reasonable integration effort. * Core standardisation specification: An interoperable standardisation that defines a guaranteed minimum of interoperability, but allows and gives room for specific and perhaps incompatible extensions that are only used, when all involved systems have them. * Guideline: A recommended specification that can be used as a whole, or can be used partly or changed. * A subsystem can be implemented as software only, as hardware only, as a mixture of both depending on the strictness of the specification (the specification can leave that aspect open). * Each subsystem can be individually tendered to a supplier * Each subsystem can be built individually by a supplier * Each subsystem must be integrated into a system, which includes all necessary test, verification, certification and validation activities.
Supplier
The term "supplier" is used in this document for product suppliers and integration service providers according to IEC 62443-2-4.
The company or organization providing a component, product or system.
Supply Chain
IACSs are typically composed of products and services integrated and tested to work together. Each of these products and services is provided to the asset owner by an organization (which may include the asset owner) that is generally referred to as a supplier. Each supplier often has suppliers of its own, and each of these second level suppliers may have suppliers of its own. This cascading of suppliers is referred to as the supply chain. (from IEC 62443-2-1, Org 1.6).
Supporting Information
Information not directly translatable into localisation information but needed to provide the desired output. This information will be used by internal ASTP processes to enable, improve, or validate localisation information.
Support.
Used for support issues in Polarion
SBB
Swiss Federal Railways
Switch
Physical component which allows a selection of 2 to N states and keeps the state until its position is changed.
Switch Physical component which allows a selection of 2 to N states and keeps the state until its position is changed.
SAD
System Architecture Description
System Capability
System capabilities define the need to the system of interest to satisfy its stakeholders including how the system capabilities relate to each other and how they relate to actors. It describes the high-level behaviour of a system and its interaction with other involved entities, resulting in a specific, observable outcome. This capability signifies the system's expected ability in delivering services that represents an operational objective. Essentially, a system capability defines a context for system usage, characterised by a set of exchanges scenarios that outline the conditions under which system functions contribute to achieving the objective. Traditional approaches like the ARCADIA method describe system capabilities from the system's perspective. However, we've opted to deviate from this method, focusing on an actor's perspective similar to use cases to suit our needs better. This deviation aims to create a stronger distinction between capability and function and ensure compatibility with SysML. The actor-oriented approach allows the capability to be documented from the perspective of those interacting with the system, enhancing clarity in defining system objectives and functionality. For example, rather than solely focusing on the system's technical aspects, we assess how the system's capabilities meet the needs and objectives of the users or external entities, ensuring comprehensive alignment with stakeholder goals.
System Computing Unit
This is the business application, ETCS, TCMS or Cabin Voice Radio that is sending the information to be viewed on a display.
System Configuration Data
The System Configuration data refers{comment:112} to the static data set required to configure systems with primary information before being put into operation. These data are elaborated as SPT2TS-127829 - Parameter Data
System Context
Describes the system relationships and environment that exist around a system.
SDLC
The System Development Life Cycle (SDLC) is a structured approach or methodology used in system engineering to guide the creation, deployment, and maintenance of systems. It provides a systematic framework for managing and controlling the entire process of building a system, from inception to retirement. The SDLC provides a structured approach to system development, ensuring that all necessary activities are carried out in a logical and controlled manner. It helps in managing risks, controlling costs, and delivering high-quality systems that meet stakeholder expectations.
System Development Life Cycle
SEMP
System Engineering Management Plan
System Function
A SPPR-2598 - Function derived during system analysis.
System Hazard
Hazard whose cause is related to a failure of one of the technical system functions/components. These hazards are managed by means of the "Hazard" Work Item.
Hazard whose cause is related to a failure of one of the system functions/components. These hazards are managed by means of the "Hazard" Work Item.
System Levels of the System Pillar
The system of systems approach is used inside the System Pillar to recursively refine the structure of the architecture down to the level of subsystems. The following figure shows the decomposition of a system of systems on one consistent example spanning 5 layers of refinement. Level 5 is the actual subsystem layer and is visually integrated into the bottom layer in the following figure to be able to show the relationship to logical components. (image: 1-screenshot-20221229-202431.png) Figure {caption:Figure}: System Level 1-5 combined view
SoS
According to ISO 21839, a system of systems is set of systems that interact to provide a unique capability that none of the constituent systems can accomplish on its own. A system of systems in our understanding at least comprises two constituent systems. A system of systems itself can be nested as a constituent system in a larger system of systems, i.e. system of systems can span multiple levels recursively.{comment:1}
System Of Systems
SPC
System Pillar Coregroup
System Pillar deliverables
The main output documents of the System Pillar are described in Systems Engineering Management Plan - Annex L List of System Pillar Deliverables.{comment:68}
SPDT
System Pillar Domain Team
SPRA
System Pillar Reference Architecture
System Pillar Release
A "System Pillar Release" is a baseline covering whole or part of the deliverables identified for the System Pillar project. See the SPPR-9687 - Definition of System Pillar Releases {comment:349}for more information.
SPSG
System Pillar Steering Group
System Pillar
System Requirements Specification
System Requirement
System requirements are precise functional or non-functional requirements for the system of interest. They are derived from the system analysis and architecture or stakeholder requirements and provide the technology-oriented view of how the system of interest shall achieve the stakeholder requirements. Except from SPPR-10493 - ISO/IEC/IEEE 29148:2018: "[...] specify, from the supplier’s perspective, what characteristics, attributes, and functional and performance requirements the system is to possess in order to satisfy stakeholder requirements. As far as constraints permit, the requirements should not imply any specific implementation."{comment:108}
SuC
The defined scope of components and its interrelation the security analysis and security specifications are made for. The system under consideration is defined in Security Architecture. The red rectangle displays the scope. These are the components in the system under consideration (SuC).
System under Consideration (from SPPRAMSS-334 - [EN 50129:2018/AC:2019-04])
System under Consideration [SOURCE: SPPRAMSS-4697 - [EN IEC 62443-3-2:2020]]
System under consideration
Systems
In the context of MDS, these are operational entities that require a human-machine interface. There are several systems in a cab. In this chapter, it is proposed to present the main systems considered in this paper in order to find the characteristic to be analysed from perspective of MDS. So descriptions of ETCS, TCMS, CVR and Rearview systems are given below and give an overview of their current situation. Other systems exist, such as Electronic Timetable Display, and should also be considered. However, it is assumed that the characteristics of the systems analysed would remain applicable to the other systems. An exhaustive analysis should be carried out to be sure of the relevance of this proposal. So far, the following characteristics have been considered: ergonomics, location in the cab, SIL requirements, when visibility is required, interface between the system and the driver's display.
In the context of MDS, these are operational entities that require a human-machine interface. There are several systems in a cab. In this chapter, it is proposed to present the main systems considered in this paper in order to find thecharacteristic to be analysed from perspective of MDS. So descriptions of ETCS, TCMS, CVR and Rearview systemsare given below and give an overview of their current situation. Other systems exist, such as Electronic TimetableDisplay, and should also be considered. However, it is assumed that the characteristics of the systems analysed wouldremain applicable to the other systems. An exhaustive analysis should be carried out to be sure of the relevance of thisproposal. So far, the following characteristics have been considered: ergonomics, location in the cab, SIL requirements,when visibility is required, interface between the system and the driver's display.
System
Arrangement of system elements, that together exhibit a stated behaviour or meaning that the individual constituents do not. According to ISO 15288 a system is “a combination of interacting elements organised to achieve one or more stated purposes. “. In terms of this document, a system in black box view is furthermore defined by: * interfaces to actors outside the system, defining the system boundary * at least one function allocated to it A system in white box view can be further refined into (exclusive or): * into a more granular systems, hence making itself to a system of systems * into subsystems on the lowest level of system of systems refinement In both cases, a system is a conceptual entity that aggregates the properties of its constituents but is not the element that defines the properties itself. A system is hence subject to the emerging properties of its constituents. Usage context definitions of term „system“: * Constituent system: according to ISO 21839, a system that forms part of a system of systems * System of interest: according to ISO 21839, a system whose life cycle or properties are under consideration in a given context
T2OD - Task 2: Operational Design Domain
Task 2: Operational Design Domain can be abbreviated as 'T2OD'.
TAP - Telematics Application for Passenger Service
target picture
The following are considered minimum characteristics (baseline) for the targeted solution: * Operational production processes directly related to the railway traffic commercial production are harmonised. This includes ETCS related processes, processes for securing and releasing railway lines/areas to/from maintenance and commissioning, operating through and recovering from degraded (non-regular) operations, reacting to and managing emergency situations (from operational perspective). * Railway system operates ETCS L2, without signals. * Railway system operates EULYNX type equipment.
Target System
the target architecture of the signalling system as a whole
A Task implements part of the functionality provided by a Functional Application. Depending on its role in the overall function provided by the Functional Application, it has a specific SIL assigned (in-line with total FA SIL definition). It may run replicated in multiple Compartments as Task Replicas. Previous definition: A Functional Application Task implements part of the functionality provided by a Functional Application. Depending on its role in the overall function provided by the Functional Application, it has a specific SIL assigned (in-line with total FA SIL definition). It may run replicated in multiple Compartments as FA Task Replicas.
Task
TCMS (TDD display)
The display associated to this system is called TDD (Technical and Diagnostic Display) in UIC-612. The ergonomics of this system is also defined in UIC-612-3.The TDD is located on the right side of the cab according to UIC-612-0, EN 16186-2 (chapter 7.21). Depending of the configuration of the train, the SIL associated to TDD could be SIL2 (when safety related information are only displayed on TDD) or SIL0 / Basic Integrity (when safety related information is presented on TDD and also with safe lights in cab). According to EN 16186-3 (table B.2), if existing, some information is mandatory for high speed class 1 trains. Otherwise, other information is optional. Current communication between TCMS and TDD is supplier-specific. To facilitate the deployment of the MDS solution, a migration to a generic communication used also by other systems should be considered.
The display associated to this system is called TDD (Technical and Diagnostic Display) in UIC-612. The ergonomics ofthis system is also defined in UIC-612-3.The TDD is located on the right side of the cab according to UIC-612-0, EN 16186-2 (chapter 7.21).Depending of the configuration of the train, the SIL associated to TDD could be SIL2 (when safety related informationare only displayed on TDD) or SIL0 / Basic Integrity (when safety related information is presented on TDD and also withsafe lights in cab).According EN 16186-3 (table B.2), if existing, some information is mandatory for high speed class 1 trains. Otherwise,other information is optional.Current communication between TCMS and TDD is supplier-specific. To facilitate the deployment of the MDS solution, a migration to a generic communication used also by other systems should be considered.
TCO
Total Cost of Ownership
Technical Committee
technical delay
delay incurred in performing auxiliary technical actions associated with, but not part of, the maintenance action EXAMPLE Rendering the equipment safe (such as immobilising, cooling, isolation and grounding). [SOURCE: IEC 60050-192:2015,192-07-15]
implicit-from-entry-label: Technical Document
Technical Document
TRL
TRL 1: Basic Principles Observed TRL 2: Technology Concept and/or Application Formulated TRL 3: Experimental Proof of Concept TRL 4: Technology Validated in Laboratory TRL 5: Technology Validated in Relevant Environment TRL 6: Technology Demonstrated in Relevant Environment TRL 7: System Prototype Demonstration in Operational Environment TRL 8: System Complete and Qualified Through Test and Demonstration TRL 9: Actual System Proven in Operational Environment
Technical readiness levels
TSI
Technical Specification for Interoperability
Technical Specifications for Interoperability
Technical user
A technical user is either a software process or device
TOBA
implicit-from-entry-label: Telecom On-Board Architecture
Telecom On-Board Architecture
TAF
implicit-from-entry-label: Telematic Applications for Freight
Telematic Applications for Freight
TAP
implicit-from-entry-label: Telematic Applications for Passenger
Telematic Applications for Passenger
TAF/TAP
Telematics Applications for Freight/Passenger Services
Telematics Applications for Freight
Telematics Applications for Passenger Services
TCR
Temporary Capacity Restrictions
Temporary Shunting Area (TShA)
Temporary Shunting Area (TShA) A temporary shunting area is an interlocked area{comment:15} temporarily set up to allow shunting operations. A temporary shunting area is always under the responsibility of a Shunting area manager. (OR.DEF.161 - Banedanmark)
Terminal operator
Test Case
Set of test inputs, conditions, and expected results developed to verify compliance with a specific system requirement.
Testability
A sub-system that is designed for testability will be ready to show that it fulfils the requirements needed by the overall system. Testability is not an attribute of the sub-system/module itself but has to be designed into architecture and interfaces.{comment:1299}
Text.
Used for any type of sketching, non-papers, protocols, etc.
The destination is a location, where
The destination is a location, where * the train changes its direction * the train characteristics are changed * the mission ends by a verbal or written order * a problem with the vehicle or the infrastructure obstructs further movement
The driver is an operational actor. He is in charge of (un)preparing and driving...
The driver is an operational actor. He is in charge of (un)preparing and driving trains. The main tasks of this actor are: activate/deactivate the cab, activate/deactivate systems, configure displays on the cab and operate systems.
The set of all traces together is called a “model”.
The Start of Mission (SoM) is the ETCS-start. The driver prepares with the SoM t...
The Start of Mission (SoM) is the ETCS-start. The driver prepares with the SoM the train for the mission. Training info: The SoM starts with the activation of the cab. Required input for the SoM is: * Driver Id * Train running number * ETCS-Level and RBC contact * Train data SoM is completed by pressing "Start" in the DMI (image: 1-screenshot-20250930-144308-14.png)
The term "railway" is the common definition of Infra managers, undertakings and...
The term "railway" is the common definition of Infra managers, undertakings and vehicle owners in this document.
The term "railway" refers to the definition of the "asset owner" of IEC 62443-2-...
The term "railway" refers to the definition of the "asset owner" of IEC 62443-2-1.
The train characteristics include the mandatory information on the technical cha...
The train characteristics include the mandatory information on the technical characteristics of trains. Trainingsinfo: Train characertistics could be: * Length (train) * Weight (train) * Locomotive class * vmax * Braking percentage / Brake weight * Automatic Train Protection * Differences from standard dimensions * Oversized vehicles (OBVs) * Route class
3GPP
Third Generation Partnership Project
Threat landscape
Threat landscape is used in this document as synonym for threat environment. Threat environment (definition from CENELEC TS 50701, IEC PT 63452) environment summary of information about threats, such as threat sources, threat vectors and trends, that have the potential to adversely impact a defined target (for example a company, facility or SuC)
TI Train integrity
implicit-from-entry-label: TI Train integrity
Timeframe
amount of years for a certain level of equipment or migration phase
Timestamp
The date and time formatted in YYYY-MM-DD hh:mm:ss.SSSZ as per ISO 8601{comment:74}
Timetable
Document or system that gives details of a train(s) schedule over a particular route (OPE TSI appendix J) This definition can be completed by the RNE definition: ' A schedule listing the times at which certain events, such as arrivals and departures at a transport station, are expected to take place. The timetable defines all planned train and rolling-stock movements which will take place on the relevant infrastructure during the period for which it is in force. Example: “annual timetable” (“yearly timetable” is incorrect)’
TIMS - Train Integrity Management System
TL Train length
implicit-from-entry-label: TL Train length
TLS endpoint
The TLS endpoint is a Secure Component using TLS-protected communication (client and server).
TO BE REUSED
Tool Requirement.
Used to store issues for the optimisation of Polarion
Tool
An instrument that, when applied to a particular method, can enhance the efficiency of the task, provided it is applied properly and by somebody with proper skills and training.{comment:409}
TWG
Topical Working Group
Touch Controller
Controller which manages the states and failures of a Touch Panel.
Controller which manages the states and failures of a {comment:92}Touch Panel.
Touch Controller Controller which manages the states and failures of a Touch Panel.
Touch Panel
Hardware detecting where the finger touches the panel. Sometimes called Touch Display as well.
Hardware detecting where the finger touches the panel.
Track Change
To change the assigned track to a train while maintaining the same journey stops
Track elements are movable elements, track sections, level crossings.
Track Topology
The 'Track Topology' is part of the railway infrastructure and defines the tracks and connections that allow trains to travel from one track to the next.
Trackbound Object
A Trackbound Object is composed of one or several railway vehicles that are physically linked together, that can only move on the railway track.
TACS
The scope of the system Trackside assets control and supervision is the layer with trackside assets and respective objects controllers. The system is responsible for the control and supervision of the trackside assets to ensure safe track usage as required by the system Traffic Control and Supervision. The system supports diagnostic, maintenance and security functions as required by the system Transversal CCS.
Trackside Assets Control and Supervision
Trackside Assets
All technical systems and products that are necessary for safe train operation from infrastructure perspective that are not located in the train.
Trackside Assets are elements on or near the track which are used to monitor (using sensors) and/or control (using actuators) the movement of vehicles through the railway network to provide a safe route through the railway network. They can be switchable or non-switchable and are controlled by the actors Trackside Asset Control and Supervision.
Trackside Asset
TTD
Trackside Train Detection is a system which determines the occupancy status of TTD sections. TTD section may be a Track Circuit or an Axle Counting system section. EULYNX synonym for TTD section: Track Vacancy Proving Section (TVPS)
Trackside Train Detection
traction unit
A powered railway vehicle able to move itself and other railway vehicles to which it may be coupled
Traction Unit -
Tradeoff points
Tradeoff points are architectural elements that affect different quality attributes simultaneously or architectural element to which multiple quality attributes are sensitive.
TCCS
implicit-from-entry-label: Traffic Control and Command System
Traffic Control and Command System
Traffic CS
Traffic Control and Supervision is the CSS Trackside System in charge of the control and supervision of the Railways Traffic. It includes ETCS Trackside and ATO Trackside.
Traffic Control and Supervision
TMS
Traffic Management System
Traffic Management System is used to manage the operation of the railway system and to ensure efficient recovery when unexpected traffic disruptions occur.
Traffic Management
Traffic management shall ensure the safe, efficient and punctual operation of the railway, including effective recovery from service disruption. The infrastructure manager shall determine procedures and means for: — the real time management of trains, — operational measures to maintain the highest possible performance of the infrastructure in case of delays or incidents, whether actual or anticipated, and — the provision of information to the railway undertaking(s) in such cases. Any additional processes required by the railway undertaking and which affect the interface with the infrastructure manager(s) may be introduced after being agreed with the infrastructure manager.
Traffic Monitoring
The monitoring of railway traffic involves systematically keeping track of (or supervising) and collecting information concerning parameters such as: train location, train speed, train direction. It uses uses graphical systems. The main graphic screens of these systems show two kinds of diagrams: train tracks and train schedules. Train track diagrams indicate the actual layout of railway tracks, signals, stations, and so on. They indicate the current position of trains, the condition of signals, the direction of switches, and so on, using simplified drawings of actual railway tracks and signals. To notify operators of this information, the color of tracks and signals are displayed, and a train's number is displayed in text that dynamically changes according to supervisory data. Train schedule diagrams consist of lines which correspond to the movements of trains, train numbers for each train line, and horizontal lines which show the positions of stations. They are presented as charts that illustrate train movements in actual time depicted along a horizontal axis.
Train Activate
Activate a deactivated train
Train composition:
Train composition: Train composition is the sequence of vehicles in a train. This means both the formation of vehicles within a train and their specific vehicle characteristics.
Train Consist Change
Add and/or remove wagons from the train or any other attribute in the train consist
TCMS
TCMS - Train Control & Management System
Train Control & Management System
Train Control and Monitoring System
Train crew
Members of the on-board staff of a train, who are certified as competent and appointed by a railway undertaking to carry out specific, designated safety related tasks on the train, for example the driver or the guard.
Train Deactivate
Deactivate an active/ standby train
Train Dispatcher: A Train Dispatcher is an Infrastructure Manager operator that...
Train Dispatcher: A Train Dispatcher is an Infrastructure Manager operator that acts from a workstation in the Control Room in order to direct and facilitate the movement of trains over an assigned territory, which is usually part, or all, of a railroad operating division. The dispatcher is also responsible for cost effective movement of trains and other on-track railroad equipment to optimize physical (trains) and human resource (crews) assets.”
Train dispatch
The indication to the person driving the train that all station or depot activities are completed and that, as far as the staff responsible are concerned, movement authority has been granted for the train.
Train Display System Controller
The TDS Controller interacts with systems (CCS, TCMS,CVR...) and manages the Desk Display Area.
The TDS Controller interacts with systems (CCS, TCMS,CVR...) and manages the {comment:96}Display Area. Check if other TDS Controller still remains. TDS Controller is the same as the Display Manager.
The TDS Controller interacts with system (CCS, TCMS,CVR) and manages the Desk Display Area.
Train Display System Controller The TDS Controller interacts with system (CCS, TCMS,CVR) and manages the Desk Display Area.
Train Display System (TDS)
Train Display System (TDS) The Train Display System is the train cab display system that comprises and manages one or more displays on the driver desk and a driver interface. It is composed of at least one display with the associated input devices, at least one loudspeaker and at least one Train Display System Controller. It offers a standardised communication interface to systems that need driver interaction.
Train Display System Unit
implicit-from-entry-label: Train Display System Unit
TDS
The Train Display System is the train cab display system that comprises and manages one or more displays on the driver desk and a driver interface. It is composed of at least one display with the associated input devices, at least one loudspeaker and at least one Display Manager. It offers a standardised communication interface to systems that need driver interaction.
The Train Display System is the train cab display system that comprises and manages one or more displays on the driver desk and a driver interface. It is composed of at least one display with the associated input devices, at least one loudspeaker and at least one Train Display System Controller. It offers a standardised communication interface to systems that need driver interaction.
The Train Display System is the train cab display system that comprises and manages one or more{comment:131} displays on the driver desk and a driver interface. It is composed of at least one display with the associated input devices, at least one loudspeaker and at least one Train Display System Controller. It offers {comment:93}a standardised communication interface to systems that need driver interaction.
TDS - Train Display System
Train Display System
Train Driver
Train driver means a person capable and authorized to drive trains, including locomotives, shunting locomotives, work trains, maintenance railway vehicles or trains for the carriage of passengers or goods by rail in an autonomous, responsible and safe manner.
Train dynamic data
Train axles, train length, train size and train wagons are considered train dynamic data.
Train front end
It is represented by a point on the carriage floor along the longitudinal axis. This point is the most forward element belonging to the engine with regards to the train orientation.  For the absolute position it is expressed in a geocoordinate reference frame . Note: if the ASTP is not installed in the first vehicle, the absolute position is given from carriage front end where the ASTP is installed.  For the 1D train front end position it is derived from the bogie pin 1D position by adding the distance between the bogie pin and the train front end. Rationale: Thanks to the absolute positioning of the ASTP and the Map Data, the absolute position of the bogie is determined. From this absolute position the bogie pin 1D position can be derived. Note the absolute error between the bogie and the train front end, and the bogie and the train front end on the track centreline is negligible (less than 0,02cm for curve with a radius of 150m).
Train Integrity Monitoring
Onboard monitoring system that makes sure that during a train ride the train is still complete and has not accidentally split. Function of ETCS Level 3
Train Joining
Train joining is an operational procedure that involves the process of combining two or more separate consists into a single train, possible anywhere on the network. This operation is typically planned in advance as part of the operational plan, whether short-term or long-term.
TLM
The Train Length Master (TLM) is the OTL device located in the driving cab. It is in charge of collecting from all the OTLs{comment:12} information related to the train length. For each OTL, the Train Length Master is expected to receive: * Couplers status of the wagon * Consist ID * Wagon Length It is important to highlight that the couplers status identifies if that node is on the head or in the tail of the train. How the OTL recognizes the couplers status is linked to the LCDF function embedded in the DAC. A similar solution can be implemented in case of classical couplers adoption. Moreover, the TLM shall: * calculate the train length by summing the single lengths received * store the composition of the train by using the vehicle IDs received * store the HoT and the EoT by identifying the IDs of the OTL which have one free coupler The last task of the TLM is to send the information to the TLMF. This list of information is described in [2]. It is trivial that all these information will be managed on channel A and channel B.
Train Length Master
TLMF
The Train Length Merging Function (TLMF) receives information from TLM-A and TLM-B.{comment:23} The main task of the TLMF consists of comparing the information received. If the both paths are sending coherent information, then the TLMF shall forward the data to the ETCS-OB. At least following checks are required: * Train length A (TLM-A) is equal to Train length B (TLM-B){comment:22} * List of vehicle IDs on path A is equal to List of vehicle IDs on path B * (optional) HoT A and EoT A correspond to HoT B and EoT B Once the checks are passed for the first time, during the train inauguration, the TLMF shall send the train length to the ETCS-OB and then starting a continuous monitoring of the information consistency. The TLMF shall inform the ETCS-OB when the train length information is no more available (e.g., the information is not coming from one channel, there is a misalignment between the two channels, etc.) and shall stop the monitoring when a reset takes place (e.g., end of mission).
Train Length Merging Function
Train Object
Train Object is the object needed by the ETPS to manage the Communication with an ETCS Equipped train.{comment:84}{comment:85}
Train Path
Train path means the infrastructure capacity needed to run a train between two places over a given period.
Train Position Report
The term Train Position Report refers to either Position Report packet (packet number 0) or Position Report based on two balise groups packet (packet number 1) according to /ETCS/ - SUBSET-026, chapter 7.
Train preparation
Ensuring that a train is in a fit condition to enter service, that the train equipment is correctly deployed and the train composition matches the train's designated route(s). Train preparation also includes technical inspections carried out prior to the train entering service.
Train preparation: Process for ensuring that a train is in a fit condition to enter service, that the train equipment is correctly deployed, and the train composition matches the train's designated route(s). It includes the coupling or decoupling of vehicles, connecting, or disconnecting of pipes, services, cabling, and the indication of a rear end signal. Train preparation also includes brake configuration setting and the inspections, tests, and checks before departure. Note: The movement to get a vehicle in or out of the train composition is a shunting movement.
TRN
A number under which the train is operated.
A number under which the train is operated. Reference: Glossary of Terms and Abbreviation. SUBSET-023. Issue 4.0.0
Train Running Number
Train Sequence Change
Change in the train sequence among the other trains on the network
Splitting
Train Splitting is an operational procedure that involves the process of separating a train into two or more consists, possible anywhere on the network and normally based on the operational plan as planned splitting. Specific procedures of the Railway Undertaking describe (vehicles specific, e.g., closing of flaps, protection covering against snow) details to perform the splitting. Unplanned splitting needs the communication with the signaller.
Train Splitting
Train Standby
Change the status of a train to standby (on hold until the train run starts)
TTLS
implicit-from-entry-label: Train Time Location Service
Train Time Location Service
Train true acceleration
The real signed acceleration of the train along the track centreline. It is expressed using the 1D reference frame defined by the bogie reference frame.
Train true position
The real position of the train front-end along the track centreline. It is expressed using the 1D reference frame defined by the bogie reference frame or a geocoordinate reference frame .
Train true speed
The real absolute speed of the train along the track centreline. It is expressed using the 1D reference frame defined by the bogie reference frame.
Train-centric Track Occupancy
With train-centric approach the trackside focus is on representing a railway vehicle with an extent in a topology rather than on representing anonymous occupancy states of fixed sizes reported by TTD systems as in today's conventional block-centric signaling systems. In other words, the term "train-centric" refers to a "train-oriented" view of the trackside system about the track occupation caused by a railway vehicle, e.g., an ETCS-equipped train. This view is achieved by fusion of localisation information from both train and trackside. A train-centric track occupancy determination is based primarily on localisation information received from the railway vehicle, e.g., from trains sent via ETCS Train Position Reports. The trackside system will also take into account additional trackside localisation information if available such as Trackside Train Detection (TTD) inputs, for example to: * Adjust the trackside view of track occupancy by train, based on clear TTD sections at the front or rear of the train * Detect movement of non-communicating railway vehicles, e.g., trains/wagons not equipped with ETCS and trains equipped with ETCS that have lost communication * Handle degraded situations, such as loss of train integrity.
Train
Eurostat/ITF/UNECE definition: one or more railway vehicles hauled by one or more locomotives or rail-cars, or one rail-car traveling alone, running under a given number or specific designation from an initial fixed point to a terminal fixed point. (A light engine, i.e. a locomotive traveling on its own, is not considered to be a train.) UNISIG definition for ERTMS: a traction unit (vehicle from where a train is operated) with or without coupled railway vehicles or a train set of vehicles with train data available. General definition: one or more railway vehicles capable of being moved. It may consist of a locomotive (sometimes more than one) to provide power with various unpowered vehicles attached to it. It may consist of a multiple unit, i.e. several vehicles formed into a fixed formation or set, which carry their own power and do not require a locomotive. A train may be only a locomotive running light (deadheading) to a point elsewhere on the railway. A train may carry passengers, freight or, rarely nowadays, both.
The train is an operational entity that provides informations to MDS such as cab is active, train in motion or at standstill. The train is involved in the following tasks: activate/deactivate the cab and configure displays on the cab.
TEN-T
Trans-European Transport Network based on EU-Regulation No 1315/2013
Trans-European Transport Network
Transport Layer Security [TLS]
TLS is normally implemented on top of TCP in order to encrypt Application Layer protocols such as HTTP, FTP, SMTP and IMAP, although it can also be implemented on UDP, DCCP and SCTP as well (e.g. for VPN and SIP-based application uses). This is known as Datagram Transport Layer Security (DTLS) and is specified in RFCs 6347, 5238 and 6083.
TLS
Transport Layer Security
Transversal CCS domain
TRD - Train Data
Basic parameters
In accordance with the relevant essential requirements, the Control-Command and Signalling Subsystems are characterised by the following basic parameters: (1) Control-Command and Signalling reliability, availability and safety characteristics relevant to interoperability (point 4.2.1); (2) On-Board ETCS functionality (point 4.2.2); (3) Trackside ETCS functionality (point 4.2.3); (4) Mobile communication functions for railways RMR (point 4.2.4); (5) RMR, ETCS and ATO air gap interfaces (point 4.2.5); (6) On-Board Interfaces Internal to Control-Command and Signalling (point 4.2.6); (7) Trackside Interfaces Internal to Control-Command and Signalling (point 4.2.7); (8) Key Management (point 4.2.8); (9) ETCS-ID Management (point 4.2.9); (10) Trackside Train Detection Systems (point 4.2.10); (11) Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment (point 4.2.11); (12) ETCS DMI (Driver-Machine Interface) (point 4.2.12); (13) RMR DMI (Driver-Machine Interface) (point 4.2.13); (14) Interface to Data Recording for Regulatory Purposes (point 4.2.14); (15) Trackside Control-Command and Signalling objects (point 4.2.15); (16) Construction of equipment used in CCS subsystems (point 4.2.16); (17) ETCS and Radio System Compatibility (point 4.2.17); (18) On-Board ATO functionality (point 4.2.18); (19) Trackside ATO functionality (point 4.2.19); (20) Technical documentation for Maintenance (point 4.2.20).
TSI CCS 2023 - 4.1.1. Basic parameters
‘technical specification for interoperability’ (TSI) means a specification adopted in accordance with Directive (EU) 2016/797 by which each subsystem or part of a subsystem is covered in order to meet the essential requirements and ensure the interoperability of the Union rail system; SPPRAMSS-337 - [Directive (EU) 2016/798]
TTD - Trackside Train Detection
Unconditional Emergency Stop UES
Unconditional Emergency Stop UES Unconditional Emergency Stop is the immediately executed stop triggered by message 16 and TR Mode applying emergency brake.
UML
Unified Modeling Language
UNIFE
Union des Industries Ferroviaires Européennes
UNISIG
Union Industry of Signalling
UNITEL
Union Industry of Telecommunications
UNISIG - Union Industry of Signalling
Unplanned speed restriction
An unplanned speed restriction refers to a temporary reduction in the maximum allowable speed for movements on a specific section of railway track that is not part of the regular operational plan. This restriction may be implemented due to unforeseen circumstances.{comment:1}
UTOE
Unresolved Trackbound Object Extent is the extent of the track that may be occupied by a railway vehicle not associated to a Train Object, i.e. it cannot be directly associated to a Safe Train Extent.
Unresolved Trackbound Object Extent
UTO
Unresolved Trackbound Object is the object needed by ETPS to manage occupancies of track areas where track vacancy is not proven and that cannot be associated to a Train Object{comment:83}
Unresolved Trackbound Object
Unsupervised movement
The unsupervised movement is not under the supervision of the CCS system. So, there is no Movement Authority like OS or FS. During this type of movement the Signaller and Driver have the responsibility for ensuring the safety and control of the train in the absence of the supervision by the CCS system.
Updateability
Updateability refers to the ability of a system to receive and incorporate updates or patches, e.g. to address security vulnerabilities. Updates are often provided to improve the performance of the system, stability, or security without introducing significant changes to its functionality.
Upgradeability
Upgradeability refers to the ability of a system to undergo significant enhancements or improvements in terms of its features, functionality, or performance. Upgrades typically involve the installation of a newer version or release of the system that offers new capabilities or improved performance compared to the previous version.
Upgrading
Upgrading means any major modification work on a subsystem or part of it which results in a change in the technical file accompanying the ‘EC’ declaration of verification, if that technical file exists, and which improves the overall performance of the subsystem.
URA
A Usage Restriction Area (URA) limits or constraints operation on a part within the Area of Control. URAs can be created according to an Operational Plan (e.g. for enabling construction works) or in response to an incident (e.g. as a mitigation measure). There are various limitations possible for a URA, e.g. speed restriction, full track closure or deactivate automatic operation.
Usage Restriction Area
Usage Restriction
All dynamic operational track properties (i.e. every temporary deviation from static track properties), which have an impact on operations, result in a usage restriction, which has to be considered by operational systems and/or staff.
UAS
implicit-from-entry-label: User Authentication Service
User Authentication Service
User Interface refers to a hardware or software device that allows a user to interact with a computer product. The interaction is into the graphical environment in which the user of an application, software or website navigates.
User Interface
User
A user is either a human, software process or device
Valid localisation information
Localisation information processed and validated by the ASTP achieving safety requirements for safe relevant data (e.g., valid position, valid speed…). Note: this valid position is the view from the ASTP, there is no link with the position status (unambiguous, ambiguous, valid, invalid…) at the ETCS system level.
Validator Finding.
Result of a validation
Variant
A Variant is a subset of features
Vehicle data
Vehicle Data is a detailed definition of the static train/vehicle characteristics used for the parametrisation of the CCS on-board. The parametrisation variables include but are not limited to train data, braking curves and coefficients, operation of service brake, unique ID (NID_ENGINE), operated ETCS levels, odometry system settings, network / bus settings, distance between balise antenna and front end, available traction systems, operated track condition functions, displayed information on DMI, etc.{comment:35}Vehicle data is provided by the ERATV/ RDV represented by ERA ontology to be extended.
Vehicle Input Data
Refers to data from Railway Undertakings (RU) specific digital sources required for engineering SPT2TS-127777 - Vehicle data
VK/SU Gateway
Vehicle{comment:53} Keeper/Supplier Gateway * The VK/SU gateway is different from FDFT backend according to SPT4DAC-179 - Missing cross-reference. * The VK/SU gateway is dedicated to forward data from the vehicles to the FDFT backends. * The VK/SU gateway is controlled by the FCI, in order to forward data to the right stakeholders at the right time.
Vehicle Keeper/Supplier Gateway
implicit-from-entry-label: Vehicle Keeper
Vehicle Keeper
Vehicle
Vehicle means a railway vehicle suitable for circulation on wheels on railway lines, with or without traction; a vehicle is composed of one or more structural and functional subsystems.
Velocity
Train speed expressed in a 3D reference frame defined by the carriage reference frame.
View Controller
The View Controller aggregates the View, the output devices and the controller of each input device.
The View Controller aggregates the View, the output devices and the controller of each input device. {comment:94}
View Controller The View Controller aggregates the View, the output devices and the controller of each input device.
View
Aggregation of Areas{comment:52} required for systems (CCS, TCMS, CVR...). A View can represent Areas of different systems at the same time.
Aggregation of Areas required for systems (CCS, TCMS, CVR...). A View can represent Areas of different systems at the same time.
View Aggregation of Areas required for systems (CCS, TCMS, CVR...). A View can represent Areas of different systems at the same time.
A view is a filter that restricts the set of data types to a subset that is of interest in the context of a use case. Filtering is by discipline and spatially.
Virtual Block
VCE
The Virtual Computing Element refers to virtually provided compute resources with computing resource guarantees.
Virtual Computing Element
VNC
implicit-from-entry-label: Virtual Network Computing
Virtual Network Computing
vTPM
A software-based representation of a traditional hardware-based TPM 2.0.
Virtual Trusted Platform Module
The Virtualisation Environment contains all software needed to provide (multiple) Virtual Computing Elements on a single Physical Computing Element.
Virtualisation Environment
The Virtualisation Interface I3 (Interface 3) is used to provide a standardised interface above the virtualisation layer so that applications or higher platform layers are independent of a specific implementation of the computing hardware.
Virtualisation Interface
The Virtualisation Layer contains mechanisms that are able to provide Virtual Computing Elements needed to run multiple Compartments on a single physical hardware underneath.
Virtualisation Layer
VLAN - Virtual Local Area Network
VLAN - Virtual Local Area Network{comment:49}
VCS
The Voice Communication System (VCS) is the trackside counterpart to the Cabin Voice Radio (CVR) and provides all required functionalities on trackside to establish and answer voice calls between On-Board staff and trackside staff
Voice Communication System
wagon
A railway vehicle without traction. It can be either a freight wagon capable of carrying good or a coach capable of carrying passengers.
WMS
Wayside Monitoring Systems are used for diagnostic and maintenance purposes as well as for hazard identification. In this context WMS Systems are applied for monitoring of rolling stock (vehicles) and/or the wayside infrastructure. Some examples include (not exhaustive): Acoustic Bearing Defect Detectors Avalanche detection Hot axle box detection.
Wayside Monitoring System
WTMS
implicit-from-entry-label: Wayside Train Monitoring Systems
Wayside Train Monitoring Systems
WAF
Web Application Firewall
WSDL
Web Services Description Language
WILD
implicit-from-entry-label: Wheel Impact Load Detectors
Wheel Impact Load Detectors
WPMS
implicit-from-entry-label: Wheel Profile Measuring Systems
Wheel Profile Measuring Systems
White label data broker
White label data broker: serving as manager to control the white label gateway to set up the connections to FDFT backends of stakeholders involved in the actual transport plan.
WLG
White Label Gateway
Wider System of Interest
The set of all operational entities defining then scope of the operational analysis.
Wireless Communication
Wireless Communication refers to the requirements for Wireless Communication from IEC 62443-4-2 mentioned in NDR 1.6, NDR 1.6 RE1 and CR 2.2, CR 2.2 RE1. Note: Secure Components are only seen as connected to Wireless Communication, if the Secure Component itself has Wireless Communication abilities implemented. This may count for Work Force Warning systems, for example. This explicitly does exclude Secure Components like Field element controllers, Euro radio, Interlockings and many more according to today's definitions.
Wireless Component
A Secure Component or Network Component with a wireless communication interface. Examples of Wireless Components are handheld devices, WLAN access points, WLAN/5G/FRMCS/... routers, modems and wireless object controllers. Note: additional requirements apply to Wireless Components (as IEC 62443-4-2 NDR 1.6, NDR 1.6 RE1 and CR 2.2, CR 2.2 RE1)
Work item
* Work items examples: “A requirement”, or “a function”, or “a concept aspect” * Work items are objects in the “engineering database” (ALM) that represent the result of a design step. * The structure of the work items is defined by the SEMP process definition documents (overview in the maps) * The master-engineering database is the ALM System (currently Polarion) which contains all work items and their links.
Work Package.
Work Product
An artefact associated with the execution of a process.
Working Timetable
Working timetable means the data defining all planned train and rolling-stock movements which will take place on the relevant infrastructure during the period for which it is in force
XSD
XML Schema Definition
yLoS
Yearly Letter of Support
Polarion Workitem