EN IEC 62290-2:2025

SLOVENSKI STANDARD
01-september-2025
Železniške naprave - Komandno-kontrolni sistemi za upravljanje mestnega tirnega
prometa - 2. del: Specifikacija funkcionalnih zahtev
Railway applications - Urban guided transport management and command/control
systems - Part 2: Functional requirements specification
Bahnanwendungen - Betriebsleit- und Zugsicherungssysteme für den städtischen
schienengebundenen Personennahverkehr - Teil 2: Funktionale
Anforderungsspezifikation
Applications ferroviaires - Systèmes de contrôle/commande et de gestion des transports
guidés urbains - Partie 2: Spécification des exigences fonctionnelles
Ta slovenski standard je istoveten z: EN IEC 62290-2:2025
ICS:
03.220.30 Železniški transport Transport by rail
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 62290-2

NORME EUROPÉENNE
EUROPÄISCHE NORM May 2025
ICS 45.060.01 Supersedes EN 62290-2:2014
English Version
Railway applications - Urban guided transport management and
command/control systems - Part 2: Functional requirements
specification
(IEC 62290-2:2025)
Applications ferroviaires - Systèmes de contrôle/commande Bahnanwendungen - Betriebsleit- und
et de gestion des transports guidés urbains - Partie 2: Zugsicherungssysteme für den städtischen
Spécification des exigences fonctionnelles schienengebundenen Personennahverkehr - Teil 2:
(IEC 62290-2:2025) Funktionale Anforderungsspezifikation
(IEC 62290-2:2025)
This European Standard was approved by CENELEC on 2025-05-16. 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.
CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Croatia, Cyprus, the Czech Republic,
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 62290-2:2025 E

European foreword
The text of document 9/3167/FDIS, future edition 3 of IEC 62290-2, 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 62290-2:2025.
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 62290-2:2014 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 62290-2:2025 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 EN 62290-1 -
transport management and
command/control systems - Part 1: System
principles and fundamental concepts

IEC 62290-2 ®
Edition 3.0 2025-04
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Railway applications – Urban guided transport management and

command/control systems –
Part 2: Functional requirements specification

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

transports guidés urbains –
Partie 2: Spécification des exigences fonctionnelles

INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
INTERNATIONALE
ICS 45.060.01  ISBN 978-2-8327-0302-1

– 2 – IEC 62290-2:2025 © IEC 2025
CONTENTS
FOREWORD . 5
INTRODUCTION . 8
1 Scope . 11
2 Normative references . 11
3 Terms, definitions and abbreviated terms . 11
4 Operational concept . 12
4.1 Organisation of operation for urban guided transport . 12
4.2 Basic operational principles . 13
4.3 Principles to ensure safe route . 14
4.4 Principles to ensure safe separation of trains . 14
4.5 Principles to ensure safe speed . 14
4.6 Degraded modes of train operation . 15
5 Functions for train operation . 16
5.1 Ensure safe movement of trains . 16
5.1.1 Ensure safe route . 16
5.1.2 Ensure safe separation of trains . 20
5.1.3 Determine permitted speed . 23
5.1.4 Authorize train movement . 25
5.1.5 Supervise train movement. 28
5.1.6 Provide interface with external interlocking . 31
5.2 Drive train . 32
5.2.1 Determine operating speed profile . 32
5.2.2 Control train movement in accordance with train operating speed profile . 33
5.2.3 Stop train in station . 34
5.3 Supervise guideway . 36
5.3.1 Prevent collision with obstacles . 36
5.3.2 Prevent collisions with persons on tracks . 37
5.3.3 Protect staff on track by work zone . 42
5.4 Supervise passenger transfer . 43
5.4.1 Control train and platform doors . 43
5.4.2 Prevent injuries to persons between cars or between platform and train . 46
5.4.3 Ensure train departure . 47
5.5 Operate a train . 49
5.5.1 Put in or take out of operation . 49
5.5.2 Manage driving modes . 50
5.5.3 Manage movement of trains after unexpected stops . 51
5.5.4 Manage stabling . 52
5.5.5 Deleted . 52
5.5.6 Restrict train entry to station . 52
5.5.7 Change the travel direction . 53
5.5.8 Couple and uncouple a train. 53
5.5.9 Supervise the status of UGTMS . 54
5.5.10 Manage traction power supply on train . 57
5.5.11 Manage train washing . 58
5.5.12 Manage non-stopping areas . 59
5.6 Ensure detection and management of emergency situations . 59

IEC 62290-2:2025 © IEC 2025 – 3 –
5.6.1 React to detected onboard fire/smoke . 59
5.6.2 React to detected derailment . 60
5.6.3 React to detected or suspected broken rail . 60
5.6.4 Manage passenger requests . 61
5.6.5 React to loss of train integrity . 63
5.6.6 React to the loss of train doors closed and locked status . 63
6 Functions for operation management and supervision . 64
6.1 Manage the daily timetable . 64
6.1.1 Import timetables . 65
6.1.2 Select the timetable . 65
6.1.3 Modify the operational timetable . 65
6.2 Manage the train service . 66
6.2.1 Manage train missions . 66
6.2.2 Set routes automatically . 68
6.2.3 Regulate trains . 69
6.2.4 Deleted . 69
6.2.5 Manage operational disturbances . 69
6.2.6 Dispatch trains for energy saving . 70
6.3 Supervise train operations . 70
6.3.1 Supervise train tracking . 70
6.3.2 Supervise trains and wayside equipment . 71
6.3.3 Supervise passengers . 72
6.3.4 Perform progressive shutdown . 73
6.4 Control traction power . 73
6.4.1 Monitor traction power supply . 73
6.4.2 Command traction power supply . 74
6.4.3 Control regenerative braking . 74
6.5 Manage the interface with the HMI . 74
6.5.1 Manage the interface with the operations control HMI . 75
6.5.2 Manage the interface with the train HMI . 75
6.6 Provide interface with the communication system for passengers and staff . 75
6.7 Provide interface with the passenger information system . 76
6.8 Provide interface with passenger surveillance system. 76
6.9 Support maintenance . 76
6.10 Manage train and staff resources . 77
6.10.1 Assign train to operation needs . 77
6.10.2 Assign or reassign train staff . 77
Annex A (informative) Advice to the reader about options in the document, for
functions and requirements . 79
A.1 General statement . 79
A.2 Indications provided for information in this document. 79
Annex B (informative) Typical system performance criteria . 89
Annex C (informative) Summary of applicability of functions and subfunctions
depending on GOAs . 91
Bibliography . 98

Figure 1 – Three-step process followed by the UGTMS series . 9
Figure 2 – Organisation of operation. 12

– 4 – IEC 62290-2:2025 © IEC 2025
Figure 3 – Train protection profile and speed supervision . 15
Figure 4 – Specification of a safe route . 17

Table B.1 – Examples of performance criteria seen as essential for a UGTMS
application . 89
Table C.1 – Mandatory and optional functions/subfunctions according to GOA. 92

IEC 62290-2:2025 © IEC 2025 – 5 –
INTERNATIONAL ELECTROTECHNICAL COMMISSION
____________
RAILWAY APPLICATIONS – URBAN GUIDED TRANSPORT
MANAGEMENT AND COMMAND/CONTROL SYSTEMS –

Part 2: Functional 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
in addition to other activities, IEC publishes International Standards, Technical Specifications, Technical Reports,
Publicly Available Specifications (PAS) and Guides (hereafter referred to as “IEC Publication(s)”). Their
preparation is entrusted to technical committees; any IEC National Committee interested in the subject dealt with
may participate in this preparatory work. International, governmental and non-governmental organizations liaising
with the IEC also participate in this preparation. IEC collaborates closely with the International Organization for
Standardization (ISO) in accordance with conditions determined by agreement between the two organizations.
2) The formal decisions or agreements of IEC on technical matters express, as nearly as possible, an international
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
Publications is accurate, IEC cannot be held responsible for the way in which they are used or for any
misinterpretation by any end user.
4) In order to promote international uniformity, IEC National Committees undertake to apply IEC Publications
transparently to the maximum extent possible in their national and regional publications. Any divergence between
any IEC Publication and the corresponding national or regional publication shall be clearly indicated in the latter.
5) IEC itself does not provide any attestation of conformity. Independent certification bodies provide conformity
assessment services and, in some areas, access to IEC marks of conformity. IEC is not responsible for any
services carried out by independent certification bodies.
6) All users should ensure that they have the latest edition of this publication.
7) No liability shall attach to IEC or its directors, employees, servants or agents including individual experts and
members of its technical committees and IEC National Committees for any personal injury, property damage or
other damage of any nature whatsoever, whether direct or indirect, or for costs (including legal fees) and
expenses arising out of the publication, use of, or reliance upon, this IEC Publication or any other IEC
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 62290-2 has been prepared by IEC technical committee 9: Electrical equipment and
systems for railways. It is an International Standard.
This third edition cancels and replaces the second edition published in 2014. This edition
constitutes a technical revision.
This edition includes the following significant technical changes with respect to the previous
edition:
a) the functions 5.1.4.5 Stopping a train en route, 5.1.5.4 Monitor speed limit at discrete
location, 5.5.5 Manage UGTMS transfer tracks, 5.6.4.1 Monitor passenger emergency calls
and 6.2.4 Ensure connecting services have been deleted;
b) the functions 5.5.11 Manage train washing, 5.5.12 Manage non-stopping areas and 6.3.4
Perform progressive shutdown have been added;

– 6 – IEC 62290-2:2025 © IEC 2025
c) many of the requirements have been reworded: changes in their wording could be only minor
and editorial, or it could have technical consequences;
d) some requirements of the second edition have been moved from one function/subfunction
to another;
e) some requirements have been deleted;
f) some new requirements have been added in the existing functions;
g) an informative annex giving the reader some user’s recommendations about this document
has been added;
h) another informative annex giving some typical performance-related criteria has been also
added.
i) an informative annex providing a summary of applicability of functions and subfunctions
(mandatory or optional) depending on GOA has been added.
In order to avoid any disturbance in the use of the document, when functions or requirements
of IEC 62290-2:2014 have been deleted, their numberings have been kept on purpose in this
document. The expression "Deleted" is indicated at the place of the former headlines of the
deleted functions, or at the place of the wording of the deleted requirements. Therefore, the
impacts on any existing references or traceability matrices defined previously to this third
edition is limited as much as possible.
For readability of the text, just below the headline of functions and subfunctions describing
requirements, the description of applicability of this function depending on GOAs is given in
bold characters.
For the same reason of readability, some elements of Annex A are in italic and bold characters,
when some extracts of the main part of the document are considered for providing additional
information to the reader, oriented for the proper use of the document.
The text of this International Standard is based on the following documents:
Draft Report on voting
9/3167/FDIS 9/3198/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.
A list of all parts in the IEC 62290 series, published under the general title Railway applications
– Urban guided transport management and command/control systems, can be found on the IEC
website.
IEC 62290-2:2025 © IEC 2025 – 7 –
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.
– 8 – IEC 62290-2:2025 © 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 62290-2:2025 © IEC 2025 – 9 –
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 main 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) 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 – Three-step process followed by the UGTMS series
___________
Under consideration.
– 10 – IEC 62290-2:2025 © 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 62290-2:2025 © IEC 2025 – 11 –
RAILWAY APPLICATIONS – URBAN GUIDED TRANSPORT
MANAGEMENT AND COMMAND/CONTROL SYSTEMS –

Part 2: Functional requirements specification

1 Scope
This part of IEC 62290 specifies the functional requirements of UGTMS (urban guided transport
management and command/control systems) 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 of trains by onboard UGTMS equipment (reporting trains), and optionally by
external wayside (and optionally onboard) device.
In this document, the functional requirements set the framework to which detailed functions are
added to define any generic or specific application.
Because of that, although this document is applicable as a basis to define SRS, FIS and FFFIS,
elements can be added for a generic or specific application.
NOTE The functional breakdown in this document is consistent with basic functions in IEC 62290-1:2024, Table 1.
These basic functions have been refined in this document into a more complete and detailed tree, and the
"mandatory/optional" attributes of their subfunctions can be different with those given in IEC 62290-1:2024, Table 1.
The functional breakdown which follows Clause 1 is the reference one for the IEC 62290 series.
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
3 Terms, definitions and abbreviated terms
For the purposes of this document, the terms and definitions given in IEC 62290-1 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

– 12 – IEC 62290-2:2025 © IEC 2025
4 Operational concept
4.1 Organisation of operation for urban guided transport
Using infrastructure (guideway and its elements) and trains, the organisation of operation for
public transport is structured generally into the following tasks (see Figure 2):
• planning operation (offices for planning operation including timetable, train and staff
resources), which is out of the scope of this document;
• operations management and supervision (operations control centre) as described in
Clause 6;
• executing train operations, as described in Clause 5;
• maintenance for all facilities and equipment of the transport system, especially
infrastructure, trains, UGTMS equipment. Maintenance is out of the scope of this document,
but UGTMS supports maintenance as described in 6.9.

Figure 2 – Organisation of operation
This operations organisation hierarchy provides an overview of UGTMS functions of this
document. Train operations are enabled by command-control equipment situated both at the
wayside and onboard, which interfaces to the operations control centre (OCC) equipment.
Operation management and supervision is carried out from the OCC which provides also the
interface to the external operations control HMI to operate and display all functions required by
UGTMS.
IEC 62290-2:2025 © IEC 2025 – 13 –
The task of operations planning contains all necessary measures to prepare operation.
Operations planning provides the operations management and supervision level with all
necessary information to execute train operation. Operations management and supervision
provides information to operations planning level to enable adjustment of the planning process
for operational needs.
Operations management and supervision include all measures which are necessary to ensure
operations in normal, perturbed, and failure situations.
The functions to be realised on this level are described in Clause 6.
4.2 Basic operational principles
UGTMS can be applied to a wide range of urban guided transport systems, and the specific
UGTMS operational requirements for a given application depend on the required grade of
automation. Nevertheless, the following basic operational principles apply for all UGTMS
applications.
UGTMS has precise knowledge of the limits of UGTMS territory, which can include both mainline
and depot tracks.
UGTMS includes the capability to perform verification checks of the UGTMS onboard equipment
prior to entering UGTMS territory. The checks should be performed sufficiently in advance of
entry into UGTMS territory to verify the proper operation of the UGTMS onboard equipment,
including any UGTMS wayside equipment dependencies.
Under normal circumstances, it should not be necessary for a train to come to a stop when
entering or exiting UGTMS territory, unless required for other safety or operational reasons.
UGTMS trains can include passenger trains, non-passenger trains and maintenance trains, and
different functional requirements may apply to the different types of train. For example, non-
passenger trains and maintenance trains are normally not required to stop at passenger stations
on the mainline.
UGTMS trains are capable of operating in various driving modes, depending on the grade of
automation and on the operational status of the UGTMS onboard and wayside equipment.
UGTMS ensures a safe route, safe train separation and the safe speed of all UGTMS trains
operating in UGTMS territory. Trains can be operated manually by a train operator, or
automatically by UGTMS depending on the grade of automation. When operating automatically,
some functions (such as door operation) may continue to be the responsibility of the train staff.
Non-operative UGTMS trains that are operating in UGTMS territory operate under the principles
described in 4.6.
Commands from staff shall be provided via the interface with the external operations control
HMI.
Systems are operated with or without a timetable, for example by using headway regulation
only.
The basic system performances of UGTMS can vary, for instance depending on the needs for
capacity, headways (see examples of typical system performance criteria in Annex B).

– 14 – IEC 62290-2:2025 © IEC 2025
4.3 Principles to ensure safe route
The operational purpose of setting routes is to allow trains to travel to different destinations in
the network.
UGTMS permits trains to be manually or automatically routed between any defined origin and
destination in accordance with the train service requirements for the line, predefined routing
rules, and any UGTMS user-directed service strategy. Where applicable to the specific track
configuration, automatic routing supports the proper merging and diverging of trains at
junctions, the turnback of trains, the movement of trains from/to depot areas, and the rerouting
of trains in response to service disruptions or planned outages.
UGTMS ensures a safe route for all UGTMS trains in all grades of automation.
To prevent train collisions and derailments, train movement is not authorized until the route is
set and locked. The route is locked prior to the train entering the route and route locking is
maintained while the train is within the route. Routes can be released by manual commands or
by movement of trains.
Ensuring a safe route is either a UGTMS function or an external function. In the latter case, an
appropriate interface shall be provided.
4.4 Principles to ensure safe separation of trains
The required design and operating headways for the line are as specified by the transport
authority. The design headway for a line involves many factors that are outside of UGTMS (e.g.
track alignment, gradients, track speed limits, train acceleration and braking rates, station dwell
times, terminal track configurations, train operator reaction times, etc.). These factors shall be
specified by the transport authority. UGTMS factors contributing to achievable headways
include accuracy of train location and train speed determination, resolution of movement
authority limits for a given train, frequency at which location reports and movement authorities
are updated, data communication delays, and UGTMS equipment reaction times for both
UGTMS wayside and UGTMS onboard equipment.
UGTMS provides safe train separation assurance in all grades of automation based on the
principle of an instantaneous stop of a preceding train.
To ensure safe train separation, UGTMS establishes an absolute movement authority limit for
each train based on the determined location of the train ahead. This absolute movement
authority limit represents the limit of movement protection for a following train, with appropriate
consideration of the location margin of the preceding train, including location uncertainty and
rollback tolerance.
4.5 Principles to ensure safe speed
UGTMS provides overspeed protection in all grades of automation to ensure that the train's
actual speed does not exceed its safe speed. The safe speed is derived with consideration of
both permanent and temporary speed limits within the train's movement authority as well as
any permanent or temporary speed restrictions applicable to the train.

IEC 62290-2:2025 © IEC 2025 – 15 –
UGTMS ensures that a train does not travel beyond the train protection profile by supervising
train movement along the authorized route to a defined target point (see Figure 3). The distance
between the target point and movement authority limit is a variable safety distance, as
determined by the safe braking model, to ensure that this limit is not exceeded. The safe braking
model includes consideration of factors such as location inaccuracy of the following train, train
length, allowable overspeed permitted by the UGTMS system, maximum speed measurement
error, UGTMS reaction times and latencies, maximum train acceleration rate possible at the
time an overspeed condition is detected by UGTMS, worst-case reaction times to disable the
propulsion system and apply the emergency brakes following detection of an overspeed
condition, and emergency brake rate, etc.

Figure 3 – Train protection profile and speed supervision
According to the safe braking model, any violation of the train protection profile will not result
in the train exceeding the movement authority limit.
4.6 Degraded modes of train operation
It is a basic operational principle to continue to move trains with a level of safety potentially
degraded in the event of UGTMS equipment failures, possibly at reduced operating speeds or
increased operating headways when compared to normal train operations. As a consequence,
UGTMS supports degraded modes of operation in the event of failure and continues to provide
train protection with reliance on adherence to operating procedures. This is achieved through
functional elements of UGTMS itself, through a separate non-UGTMS fall-back wayside signal
system (if specified by the transport authority), or through application of the relevant operating
procedures, or through a combination of operating procedures with one of the other two
methods.
Degraded modes of train operation should take advantage of the functional capabilities of
UGTMS in order to eliminate hazards to passengers and staff while continuing to provide
passenger train service. Specifically, degraded modes of train operations in UGTMS territory
should address those UGTMS equipment failures that affect all trains operating within a
particular area of control or a particular train operating within any area of control.
The management of external sensors related to their failures, resetting
...