EN IEC 62290-3:2025

SLOVENSKI STANDARD
01-september-2025
Nadomešča:
SIST EN IEC 62290-3:2020
SIST EN IEC 62290-3:2020/AC:2020
Železniške naprave - Komandno-kontrolni sistemi za upravljanje urbanega
prometa - 3. del: Specifikacija sistemskih zahtev
Railway applications - Urban guided transport management and command/control
systems - Part 3: System requirements specification
Bahnanwendungen - Betriebsleit- und Zugsicherungssysteme für den städtischen
schienengebundenen Personennahverkehr - Teil 3: Systembezogene
Anforderungsspezifikation
Applications ferroviaires - Systèmes de contrôle/commande et de gestion des transports
guidés urbains - Partie 3: Spécification des exigences système
Ta slovenski standard je istoveten z: EN IEC 62290-3:2025
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EUROPEAN STANDARD EN IEC 62290-3

NORME EUROPÉENNE
EUROPÄISCHE NORM May 2025
ICS 45.060.01 Supersedes EN IEC 62290-3:2019; EN IEC 62290-
3:2019/AC:2020-07
English Version
Railway applications - Urban guided transport management and
command/control systems - Part 3: System requirements
specification
(IEC 62290-3:2025)
Applications ferroviaires - Systèmes de contrôle/commande Bahnanwendungen - Betriebsleit- und
et de gestion des transports guidés urbains - Partie 3: Zugsicherungssysteme für den städtischen
Spécification des exigences système schienengebundenen Personennahverkehr - Teil 3:
(IEC 62290-3:2025) Systembezogene Anforderungsspezifikation
(IEC 62290-3:2025)
This European Standard was approved by CENELEC on 2025-05-05. CENELEC members are bound to comply with the CEN/CENELEC
Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC
Management Centre or to any CENELEC member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation
under the responsibility of a CENELEC member into its own language and notified to the CEN-CENELEC Management Centre has the
same status as the official versions.
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Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the
Netherlands, Norway, Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Türkiye and the United Kingdom.

European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2025 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Ref. No. EN IEC 62290-3:2025 E

European foreword
The text of document 9/3168/FDIS, future edition 2 of IEC 62290-3, prepared by TC 9 "Electrical
equipment and systems for railways" was submitted to the IEC-CENELEC parallel vote and approved
by CENELEC as EN IEC 62290-3:2025.
The following dates are fixed:
• latest date by which the document has to be implemented at national (dop) 2026-05-31
level by publication of an identical national standard or by endorsement
• latest date by which the national standards conflicting with the (dow) 2028-05-31
document have to be withdrawn
This document supersedes EN IEC 62290-3:2019 and all of its amendments and corrigenda (if any).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CENELEC shall not be held responsible for identifying any or all such patent rights.
This document has been prepared under a standardization request addressed to CENELEC by the
European Commission. The Standing Committee of the EFTA States subsequently approves these
requests for its Member States.
Any feedback and questions on this document should be directed to the users’ national committee. A
complete listing of these bodies can be found on the CENELEC website.
Endorsement notice
The text of the International Standard IEC 62290-3:2025 was approved by CENELEC as a European
Standard without any modification.
Annex ZA
(normative)
Normative references to international publications
with their corresponding European publications
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments)
applies.
NOTE 1  Where an International Publication has been modified by common modifications, indicated by (mod),
the relevant EN/HD applies.
NOTE 2  Up-to-date information on the latest versions of the European Standards listed in this annex is available
here: www.cencenelec.eu.
Publication Year Title EN/HD Year
IEC 62290-1 2025 Railway applications - Urban guided transport EN IEC 62290-1 2025
management and command/control systems
- Part 1: System principles and fundamental
concepts
IEC 62290-2 2025 Railway applications - Urban guided transport EN IEC 62290-2 2025
management and command/control systems
- Part 2: Functional requirements
specification
IEC 62290-3 ®
Edition 2.0 2025-03
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Railway applications – Urban guided transport management and

command/control systems –
Part 3: System requirements specification

Applications ferroviaires – Systèmes de contrôle/commande et de gestion des

transports guidés urbains –
Partie 3: Spécification des exigences système

INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
INTERNATIONALE
ICS 45.060.01  ISBN 978-2-8327-0308-3

– 2 – IEC 62290-3:2025 © IEC 2025
CONTENTS
FOREWORD . 4
INTRODUCTION . 6
1 Scope . 9
2 Normative references . 9
3 Terms, definitions and abbreviated terms . 10
3.1 Terms and definitions. 10
3.2 Abbreviated terms . 10
4 UGTMS system architecture and non-functional requirements . 11
4.1 Overall system architecture . 11
4.2 Hypotheses for UGTMS architecture . 12
4.3 General description of UGTMS subsystems . 13
4.3.1 General . 13
4.3.2 UGTMS wayside subsystem (WS) . 13
4.3.3 UGTMS onboard subsystem (OBS) . 13
4.3.4 UGTMS spot transmission subsystem (SPTS) . 13
4.3.5 UGTMS data communication subsystem (DCS) . 14
4.3.6 UGTMS operation control subsystem (OCS) . 14
4.4 External equipment in the UGTMS environment . 14
4.4.1 General . 14
4.4.2 Infrastructure related equipment (INF) . 14
4.4.3 Trackside signalling related equipment (TSE) . 15
4.4.4 Station related equipment (SE) . 15
4.4.5 External interlocking related equipment (EIXL) . 15
4.4.6 Traction power control system related equipment (TPCS) . 15
4.4.7 Maintenance system related equipment (MS) . 16
4.4.8 Operations control HMI related equipment (OHMI) . 16
4.4.9 Operation planning system related equipment (OPS) . 16
4.4.10 Voice communication system related equipment (VCS) . 16
4.4.11 CCTV surveillance system related equipment (CSS) . 16
4.4.12 Passenger information system related equipment (PIS) . 17
4.4.13 Train related equipment (TR) . 17
4.4.14 Train HMI related equipment (THMI) . 17
5 UGTMS rail network description . 18
5.1 General . 18
5.2 Line section . 18
5.3 Track segment . 19
5.4 Connecting rules between track segments . 20
5.5 Structure and content of the configuration data related to the rail network
description . 20
6 Requirement allocation and description . 21
6.1 Functional and non-functional requirement allocation to UGTMS subsystems . 21
6.1.1 General principles . 21
6.1.2 Allocation of functional requirements from IEC 62290-2:2024 . 23
6.2 Summary of allocated functions and subfunctions from IEC 62290-2 . 251
6.3 Identification of interfaces for the UGTMS subsystems . 259
6.3.1 General . 259

IEC 62290-3:2025 © IEC 2025 – 3 –
6.3.2 Identification of interfaces between UGTMS subsystems . 259
6.3.3 Interfaces between UGTMS subsystems and the environment . 266
Bibliography . 267

Figure 1 – The three-step process followed by the UGTMS standard . 7
Figure 2 – UGTMS system environment (as defined in IEC 62290-1) . 11
Figure 3 – UGTMS system architecture, external systems and external interfaces . 12
Figure 4 – UGTMS concept of line section . 19
Figure 5 – UGTMS track segment definition . 19
Figure 6 – UGTMS track segment chaining . 20
Figure 7 – Example for the description of 6.1.2 . 22

Table 1 – Summary of allocated functions and subfunctions from IEC 62290-2:2024 . 252
Table 2 – Identification of interfaces between UGTMS subsystems . 260
Table 3 – Interfaces between UGTMS subsystems and the environment . 266

– 4 – IEC 62290-3:2025 © IEC 2025
INTERNATIONAL ELECTROTECHNICAL COMMISSION
____________
RAILWAY APPLICATIONS – URBAN GUIDED TRANSPORT
MANAGEMENT AND COMMAND/CONTROL SYSTEMS –

Part 3: System requirements specification

FOREWORD
1) The International Electrotechnical Commission (IEC) is a worldwide organization for standardization comprising
all national electrotechnical committees (IEC National Committees). The object of IEC is to promote international
co-operation on all questions concerning standardization in the electrical and electronic fields. To this end and
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Standardization (ISO) in accordance with conditions determined by agreement between the two organizations.
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consensus of opinion on the relevant subjects since each technical committee has representation from all
interested IEC National Committees.
3) IEC Publications have the form of recommendations for international use and are accepted by IEC National
Committees in that sense. While all reasonable efforts are made to ensure that the technical content of IEC
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4) In order to promote international uniformity, IEC National Committees undertake to apply IEC Publications
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any IEC Publication and the corresponding national or regional publication shall be clearly indicated in the latter.
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6) All users should ensure that they have the latest edition of this publication.
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Publications.
8) Attention is drawn to the Normative references cited in this publication. Use of the referenced publications is
indispensable for the correct application of this publication.
9) IEC draws attention to the possibility that the implementation of this document may involve the use of (a)
patent(s). IEC takes no position concerning the evidence, validity or applicability of any claimed patent rights in
respect thereof. As of the date of publication of this document, IEC had not received notice of (a) patent(s), which
may be required to implement this document. However, implementers are cautioned that this may not represent
the latest information, which may be obtained from the patent database available at https://patents.iec.ch. IEC
shall not be held responsible for identifying any or all such patent rights.
IEC 62290-3 has been prepared by IEC technical committee 9: Electrical equipment and
systems for railways. It is an International Standard.
This second edition cancels and replaces the first edition published in 2019. This edition
constitutes a technical revision.
This edition includes the following significant technical changes with respect to the previous
edition:
a) the last maintenance of IEC 62290-1 is taken into account, in particular the changes made
for describing the external environment of UGTMS;
b) the last maintenance of IEC 62290-2 is taken into account, as IEC 62290-3 is using the
requirements defined in the latter. Therefore, the document reflects the deleted functions
and requirements in IEC 62290-2, and also the new functions and requirements.

IEC 62290-3:2025 © IEC 2025 – 5 –
The text of this International Standard is based on the following documents:
Draft Report on voting
9/3168/FDIS 9/3199/RVD
Full information on the voting for its approval can be found in the report on voting indicated in
the above table.
The language used for the development of this International Standard is English.
This document was drafted in accordance with ISO/IEC Directives, Part 2, and developed in
accordance with ISO/IEC Directives, Part 1 and ISO/IEC Directives, IEC Supplement, available
at www.iec.ch/members_experts/refdocs. The main document types developed by IEC are
described in greater detail at www.iec.ch/publications.
For a better readability of the text, some elements of subclause 6.1.2 are in italic and bold
characters to highlight the headlines of the functional tree of IEC 62290-2 (to avoid any
confusion for the reader with the numbering of clauses and subclauses of IEC 62290-3), whose
order and hierarchy is followed to do the allocation of requirements from this document
IEC 62290-2. The mention of applicability depending on GOA of some functions having a
condition to be mandatory is provided in bold characters.
Moreover, again for a question of a better readability of the text, the titles of the functional tree
of IEC 62290-2 standard are prefixed with "FCN".
A list of all parts of IEC 62290 series, under the general title Railway applications – Urban
guided transport management and command/control systems, can be found on the IEC website.
The committee has decided that the contents of this document will remain unchanged until the
stability date indicated on the IEC website under webstore.iec.ch in the data related to the
specific document. At this date, the document will be
• reconfirmed,
• withdrawn, or
• revised.
– 6 – IEC 62290-3:2025 © IEC 2025
INTRODUCTION
The IEC 62290 series specifies the functional, system and interface requirements for the
command, control, and management systems intended to be used on urban, guided passenger
transport lines and networks.
These systems are designated herein as urban guided transport management and
command/control systems (UGTMS). UGTMS cover a wide range of operations needs from non-
automated (GOA1) to unattended (GOA4) operation. A line may be equipped with UGTMS on
its full length or only partly equipped.
The IEC 62290 series does not specifically address security issues. However, aspects of safety
requirements may apply to ensuring security within the urban guided transit system.
The main objectives of this series are as follows:
• to provide a baseline system description and functional requirements specification for a
transport authority to use in a request for proposal;
• to provide recommendations for those transport authorities wishing to acquire an
interoperable or interchangeable system.
It is the responsibility of the transport authority concerned to decide on how to apply the
IEC 62290 series and to take into account their particular needs.
The IEC 62290 series is also intended to support applications for upgrading existing signalling
and command control systems. In this case, interchangeability and compatibility could be
ensured only for the additional UGTMS equipment. Checking the possibility for upgrading
existing equipment and the level of interoperability is the responsibility of the transport authority
concerned.
Application of the series should take into account the differences between the various networks
operated in different nations. Those differences include operational and regulatory
requirements as well as different safety cultures.
The IEC 62290 series defines a catalogue of UGTMS requirements split into mandatory and
optional functions. The functions used are based on the given grade of automation. Most of the
functions characterized as mandatory are considered with no condition. Some specific functions
have a condition to be mandatory (this condition being generally related to the use of an external
equipment by UGTMS). By fulfilling the requirements, a supplier can create one or more generic
applications including all mandatory functions and all or a subset of optional functions. A generic
application will achieve interoperability within the defined specific application conditions.
Customising a generic application will create a specific application taking into account of local
conditions such as track layout and headway requirements. It is the choice of supplier and
transport authority to add additional functions to a generic or specific application. These
additional functions are not described in the IEC 62290 series.
According to IEC 62278, it is the responsibility of the transport authority to decide, taking into
account their risk acceptance principles, to conduct specific hazard and risk analysis for each
specific application. The safety levels for the functions of each specific application are
determined by a specific risk analysis.
Terms like "safety-related command", "safety conditions", "safe station departure" are
mentioned without having performed any hazard analysis.

IEC 62290-3:2025 © IEC 2025 – 7 –
The IEC 62290 series is intended to consist of four parts:
• IEC 62290-1, "System principles and fundamental concepts", provides an introduction to the
IEC 62290 series and deals with the main concepts, the system definition, the principles
and the basic functions of UGTMS.
The three other parts correspond to the three steps (see Figure 1) required in the process of
specifying UGTMS and are used accordingly.
• IEC 62290-2, "Functional requirements specification", specifies the functional requirements
associated to the basic functions provided by IEC 62290-1, within the system boundaries
and interfaces as defined in IEC 62290-1:2024, Figure 3.
The FRS (functional requirements specification) identifies and defines the functions that are
necessary to operate an urban guided transport system. Two types of functions are
distinguished for a given grade of automation: mandatory functions (e.g. train detection) and
optional functions (e.g. manage stabling). Requirements of functions have the same
allocation, unless they are marked otherwise.
• IEC 62290-3, "System requirements specifications", deals with the architecture of the
system and the allocation of the requirements and functions identified in IEC 62290-2 to
UGTMS equipment.
The SRS (system requirement specification) specifies the architecture of a UGTMS system,
with mandatory and optional UGTMS equipment.
• IEC 62290-4 , "Interface specifications", deals with the definition of the interfaces, as well
as the data exchanged by them (FIS and FFFIS), for the interoperable and interchangeable
UGTMS equipment identified in IEC 62290-3.
For interfaces between UGTMS equipment, the logical interface or FIS (functional interface
specification) and/or the physical and logical interface or FFFIS (form fit functional interface
specification) will be considered.
NOTE The specific structure of IEC 62290-4 will be established to accommodate optional and mandatory UGTMS
equipment, and to reflect local conditions. In principle, only one FIS or FFFIS will be defined for the same interface.
However, when justified in some cases, several FISs or several FFFISs will be defined for the same interface.

Figure 1 – The three-step process followed by the UGTMS standard
___________
Under consideration.
– 8 – IEC 62290-3:2025 © IEC 2025
Requirements are those necessary to fulfil all operational needs for safe and orderly operation
requested by transport authorities without regard to technical solutions.
The chosen level of detail in describing requirements enables customers as well as transport
authorities to be assured that generic applications delivered by different suppliers will cover at
least the same functionality as specified in this document.
Requirements which are established by the IEC 62290 series are indicated clearly with a
requirement identification number related to the function to be covered.

IEC 62290-3:2025 © IEC 2025 – 9 –
RAILWAY APPLICATIONS – URBAN GUIDED TRANSPORT
MANAGEMENT AND COMMAND/CONTROL SYSTEMS –

Part 3: System requirements specification

1 Scope
This part of IEC 62290 specifies the system architecture for urban guided transport
management and command/control systems (UGTMS) as defined in IEC 62290-1 and
IEC 62290-2, and the allocation of functions and requirements defined in IEC 62290-2 to the
different UGTMS subsystems (designated as system constituents in IEC 62290-1 and
IEC 62290-2), for use in urban guided passenger transport lines and networks.
This document is applicable for new lines or for upgrading existing signalling and command
control systems.
This document is applicable to applications using
• continuous data transmission,
• continuous supervision of train movements by train protection profile, and
• localisation by onboard UGTMS equipment (reporting trains), and optionally by external
wayside (and optionally onboard) device.
The functional allocations of the UGTMS subsystems are mandatory (forming a sort of core
system) or optional, according to the mandatory/optional functions and requirements defined in
IEC 62290-2.
This document is applicable as a basis to define FIS and FFFIS. For specific applications, some
elements can be added to meet the requirements coming from additional functions or
equipment.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies.
For undated references, the latest edition of the referenced document (including any
amendments) applies.
IEC 62290-1:2024, Railway applications – Urban guided transport management and
command/control systems – Part 1: System principles and fundamental concepts
IEC 62290-2:2024, Railway applications – Urban guided transport management and
command/control systems – Part 2: Functional requirements specification

– 10 – IEC 62290-3:2025 © IEC 2025
3 Terms, definitions and abbreviated terms
3.1 Terms and definitions
For the purposes of this document, the terms and definitions given in IEC 62290-1 and the
following apply.
ISO and IEC maintain terminology databases for use in standardization at the following
addresses:
• IEC Electropedia: available at https://www.electropedia.org/
• ISO Online browsing platform: available at https://www.iso.org/obp
3.1.1
run type
predefined speed profile which is managed at OCS level
EXAMPLE Energy saving profile, minimum run time.
3.2 Abbreviated terms
CSS CCTV surveillance system
DCS UGTMS data communication subsystem
EB emergency braking
EIXL external interlocking
FCN function
HVCB high voltage circuit breaker
INF infrastructure
MS maintenance system
OBS UGTMS onboard subsystem
OCS UGTMS operations control subsystem
OHMI operations control HMI
OPS operation planning system
PIS passenger information system
REQ requirement
SE station equipment
SPTS UGTMS spot transmission subsystem
THMI train HMI
TPCS traction power control system
TR train (but not its HMI)
TSE trackside signalling equipment
TSR temporary speed restriction
VCS voice communication system
WS UGTMS wayside subsystem
ZOP zone of protection
IEC 62290-3:2025 © IEC 2025 – 11 –
4 UGTMS system architecture and non-functional requirements
4.1 Overall system architecture
Clause 4 provides the general description of UGTMS architecture, the list of UGTMS
subsystems, the identification of interfaces between UGTMS subsystems, and between UGTMS
subsystems and the environment.
Non-functional requirements (like the ones related to performance) are described as well, in
addition to the main choices made in this document and having an impact on architecture.
Figure 2 and Figure 3 describe the UGTMS system architecture in consistency with the
environment described in IEC 62290-1, highlighting external interfaces with this environment
and internal interfaces between UGTMS equipment.

Figure 2 – UGTMS system environment (as defined in IEC 62290-1)
In the rest of the document, following an architecture decision (as shown in Figure 3), the spot
transmission subsystem is considered as an independent UGTMS subsystem.

– 12 – IEC 62290-3:2025 © IEC 2025

Figure 3 – UGTMS system architecture, external systems and external interfaces
It has to be noted that Figure 3 does not represent all the flows through the DCS subsystem, in
order to keep it readable. The direct flows through the DCS existing possibly between external
equipment and a UGTMS subsystem are described in 4.4, in 6.1 and 6.3.
It has to be noted as well that the allocation work done in Clause 6 has permitted the
identification of potential communication links for external equipment through the DCS, but the
document does not cover all of these communication links.
Hypotheses [H1], [H2] and [H3] in 4.2 have been applied for the determination of this system
architecture.
4.2 Hypotheses for UGTMS architecture
Subclause 4.2 describes the major choices identified in this document and having an impact on
architecture, and that result from the allocation done in 6.1 and in 6.2.
While Figure 3 is an architecture prepared to achieve the allocation of functions and
requirements defined in IEC 62290-2, some allocating works are difficult on this system
breakdown structure level of the figure. The following hypotheses complement the
representation of architecture to complete the allocations (tag with "H" is added to each item in
preparation to link related descriptions):
[H1] It is assumed that the external OHMI is connected to the UGTMS subsystems via the
OCS. As an option, according to the decided allocation for requirements from
IEC 62290-2, the connection can be done directly though the DCS.
[H2] It is assumed that the external train HMI is directly connected to the OBS. As an option,
it could be through the DCS.
[H3] The architecture and the related allocation considered in this document is the one of the
current state of the art which involves both WS and OBS (different approaches induced
by technology evolution could be considered in the future maintenance of this document,
such as for instance an architecture which allocates a maximum of functions to OBS).
[H4] The duty roster, if any, is considered to be included in the operation planning system.

IEC 62290-3:2025 © IEC 2025 – 13 –
4.3 General description of UGTMS subsystems
4.3.1 General
As shown on Figure 3, UGTMS system is split into five subsystems:
• the UGTMS wayside subsystem;
• the UGTMS onboard subsystem;
• the UGTMS spot transmission subsystem;
• the UGTMS data communication subsystem;
• the UGTMS operation control subsystem.
4.3.2 UGTMS wayside subsystem (WS)
The UGTMS wayside subsystem consists of UGTMS wayside equipment not related to the spot
transmission subsystem.
The equipment included in the UGTMS wayside subsystem performs the following main
functions:
• ensure safe route through interlocking related functions, or an interface with an external
interlocking;
• ensure the safe separation of trains, for instance through the determination of movement
authority to be sent to trains, or contribution to it, and based on train locations;
• ensure the management of inputs/outputs to interface with trackside signalling equipment
(such as points, signals, etc.) or platform door control systems.
4.3.3 UGTMS onboard subsystem (OBS)
The UGTMS onboard subsystem consists of UGTMS onboard equipment not related to the spot
transmission subsystem.
The equipment included in the UGTMS onboard subsystem performs the following main
functions (depending on the GOA):
• determine the train location;
• ensure that the train proceeds safely in accordance with its movement authority and
permitted speed;
• drive and control the train automatically;
• interface with the spot transmission subsystem.
4.3.4 UGTMS spot transmission subsystem (SPTS)
The UGTMS spot transmission subsystem interfaces with the OBS to provide data from the
wayside which is unique to a guideway location.
An example of this system is a transponder interrogator on the train and transponders on the
track. Static devices on the track that can be accurately read with an onboard camera can also
be considered as STPS.
The UGTMS spot transmission subsystem performs synchronisation of train location.

– 14 – IEC 62290-3:2025 © IEC 2025
4.3.5 UGTMS data communication subsystem (DCS)
The UGTMS data communication subsystem provides data communication within UGTMS.
It can be used as well for exchanges between UGTMS subsystems and external systems.
It is made up of a wayside related part, the wayside data communication network, an onboard
part, the onboard data communication network, and the radio data communication network
making the connection between these two parts.
The onboard data communication network interconnects the UGTMS onboard equipment within
a train. Another possible configuration might be for instance to connect a UGTMS onboard
subsystem and a neighbouring subsystem, in the case of two trains coupled and equipped with
UGTMS equipment.
The radio data communication network provides a radio link between UGTMS wayside
equipment and UGTMS onboard subsystem.
4.3.6 UGTMS operation control subsystem (OCS)
The UGTMS operation control subsystem provides control and monitoring facilities to supervise
the traffic and other subsystems.
The operations control human machine interface (OHMI) is out of UGTMS scope.
4.4 External equipment in the UGTMS environment
4.4.1 General
These external devices as shown on Figure 3 have been defined accordingly with
IEC 62290-1:2024, Figure 3.
For external devices which are described in 4.4.2 to 4.4.14, depending on choices of options
made by applying IEC 62290-2, the corresponding clauses in this document are applicable or
not.
For instance, if an application of IEC 62290 does not consider the interface with the external
voice communication system, then 4.4.10 is not applicable, and everything in relation with such
an interface in the rest of this document is also not applicable.
4.4.2 Infrastructure related equipment (INF)
The infrastructure related equipment covers:
• the track and related detectors (intrusion detection systems along the track, wayside
obstacle detection, broken rail detection),
• devices used as staff protection purposes (e.g. plungers for switching off the power),
• the tunnel ventilation,
• fire and smoke detectors deployed in tunnels or along the track,
• washing machines,
• flood gates or blasting doors, and
• emergency exits.
IEC 62290-3:2025 © IEC 2025 – 15 –
4.4.3 Trackside signalling related equipment (TSE)
The concerned devices are those installed along the track, and that are in relation with
signalling.
This covers:
• points, signals, track circuits and any other train detection devices like axle counters,
• equipment for displaying train hold information,
• equipment for displaying wayside obstacle information,
• equipment for displaying working zone information,
• equipment for displaying station departure authorization, and
• equipment for initiating the unattended turnback.
4.4.4 Station related equipment (SE)
The devices concerned are those installed in stations.
The devices that are covered by this category are:
• fire detection/protection systems deployed in stations,
• platform/track intrusion/fall detection systems,
• platform doors, and platform end doors,
• equipment for displaying platform screen door closing status,
• gap detection devices (falling or trapped objects/persons),
• gap filling devices,
• the overcrowding detection system,
• emergency handles, and
• stop request devices.
4.4.5 External interlocking related equipment (EIXL)
Such equipment is usually encountered when a choice has been made to retain an existing
interlocking when upgrading the train control system to UGTMS.
External interlocking equipment may be of several different types, for example fully electronic,
where both the control and safety functions are realised by a computer, all relay, where control
and safety functions are realised by electromechanical relays and their associated wiring, or
computer-controlled relay interlockings, which are hybrid systems, where the control functions
are carried out by computer, but the safety functions are performed by relays.
4.4.6 Traction power control system related equipment (TPCS)
This equipment is intended to control the traction power system which supplies the trains with
electrical power via the contact line or conductor rails.
The substations which feed the traction power system and their associated circuit-breakers are
controlled from the traction power control system which may (but not necessarily) be located in
the OCC.
– 16 – IEC 62290-3:2025 © IEC 2025
4.4.7 Maintenance system related equipment (MS)
The maintenance system related equipment is in charge of the maintenance support for the
operation of a UGTMS system, and of the diagnostic for failures or accidents.
The maintenance system covers the whole UGTMS system, and its subsystems, including the
DCS.
The maintenance system is connected to the UGTMS DCS, to the UGTMS OCS or, in some
cases, to the UGTMS WS.
The maintenance support and diagnostic is performed by using data and reported statuses or
alarms from the different UGTMS subsystems.
4.4.8 Operations control HMI related equipment (OHMI)
The OHMI is the external equipment permitting the operations staff to manage the operations
of UGTMS line through a set of displayed information and a set of commands.
Such equipment is located in the OCC, but can also be located locally in equipment rooms, or
be portable with a wireless connection.
4.4.9 Operation planning system related equipment (OPS)
This is the external equipment which supports the staff to plan and manage timetables and
provides to UGTMS the planned timetables for a given line, and the duty roster (see [H4] in
4.2).
4.4.10 Voice communication system related equipment (VCS)
This is a system whose equipment is located at the OCC, or on the platform, and at other
locations within a station or possibly along the track, or onboard a train.
This system includes the emergency call devices for instance.
This system allows staff to talk with passengers and staff to communicate with other staff,
wherever they are.
Such equipment has to provide an interface with the DCS in accordance with the DCS
characteristics (e.g. communication protocols, or bandwidth, etc.).
4.4.11 CCTV surveillance system related equipment (CSS)
The concerned devices are those installed at the OCC, along the track and in the stations (both
in platforms, technical rooms and other station’s rooms), or onboard vehicles. This system
allows the display, elaboration, transmission and recording of real-time videos for a real-time
surveillance (monitoring and storing for additional processing) ensuring passengers’ security
and safety.
The use of it is basically for the OCC staff, but also possibly the train operator.
Such equipment has to provide an interface with the DCS in accordance with the DCS
characteristics (e.g. communication protocols, or bandwidth, etc.).

IEC 62290-3:2025 © IEC 2025 – 17 –
4.4.12 Passenger information system related equipment (PIS)
The real-time passenger information can be displayed at platforms, in trains, concourses and
ticket offices.
It may include the next station information, both predictions about arrival and departure times,
as well as platform and train formation information. Onboard trains, it may also include
predictions about arrival times and connections, as well as information about the nature and
causes of disruptions.
4.4.13 Train related equipment (TR)
The devices that are covered by this category are the following (items listed in IEC 62290-1,
Figure 3, "TRAIN" box):
• doors, propulsion, brakes, train length device (e.g. couplers);
• obstacle detection device, derailment detection device, fire/smoke detection device;
• gap detection device or gap closing device (gap fillers, moveable steps and similar devices);
• emergency stop/door release handles/alarm buttons;
• other equipment interfaces (e.g. lighting, HVAC, battery);
• train diagnostics (for maintenance);
• train status (for fitness for operation).
4.4.14 Train HMI related equipment (THMI)
The train HMI related equipment is to receive commands from train operator or staff, for
instance about:
• changing driving modes,
• reset of emergency brake,
• train identification, train length,
• activation/resume of onboard equipment, and
• destination of train journey, etc.
The train HMI related equipment provides information to train operator or staff, for instance
about:
• drivi
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