CLC/TS 50459-2:2005

SLOVENSKI SIST-TS CLC/TS 50459-2:2006

STANDARD
januar 2006
Železniške naprave – Komunikacijski, signalni in procesni sistemi – Evropski
sistem za vodenje železniškega prometa – Vmesnik človek-stroj – 2. del:
Ergonomska razporeditev informacij ERTMS/ETCS/GSM-R
(istoveten CLC/TS 50459-2:2005)
Railway applications – Communication, signalling and processing systems –
European Rail Traffic Management System – Driver-Machine Interface – Part 2:
Ergonomic arrangements of ERTMS/ETCS information
ICS 03.220.30; 13.180; 35.240.60 Referenčna številka
©  Standard je založil in izdal Slovenski inštitut za standardizacijo. Razmnoževanje ali kopiranje celote ali delov tega dokumenta ni dovoljeno

TECHNICAL SPECIFICATION CLC/TS 50459-2
SPECIFICATION TECHNIQUE
TECHNISCHE SPEZIFIKATION September 2005

ICS 03.220.30; 13.180; 35.240.60

English version
Railway applications –
Communication, signalling and processing systems –
European Rail Traffic Management System –
Driver-Machine Interface
Part 2: Ergonomic arrangements of ERTMS/ETCS information

Applications ferroviaires – Bahnanwendungen –
Systèmes de signalisation, de Telekommunikationstechnik, Signal-
télécommunications et de traitement – technik und Datenverarbeitungssysteme –
Système européen de gestion du trafic Europäisches Leitsystem für den
ferroviaire – Schienenverkehr –
Interface de conduite Mensch-Maschine Schnittstelle
Partie 2: Aménagement ergonomique Teil 2: Ergonomische Anordnung
des informations ERTMS/ETCS der ERTMS/ETCS Informationen

This Technical Specification was approved by CENELEC on 2005-05-07.

CENELEC members are required to announce the existence of this TS in the same way as for an EN and to
make the TS available promptly at national level in an appropriate form. It is permissible to keep conflicting
national standards in force.
CENELEC members are the national electrotechnical committees of Austria, Belgium, Cyprus, Czech
Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden,
Switzerland and United Kingdom.

CENELEC
European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung

Central Secretariat: rue de Stassart 35, B - 1050 Brussels

© 2005 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.

Ref. No. CLC/TS 50459-2:2005 E

Foreword
This Technical Specification was prepared by SC 9XA, Communication, signalling and processing systems,
of Technical Committee CENELEC TC 9X, Electrical and electronic applications for railways.
The text of the draft was submitted to the vote and was approved by CENELEC as CLC/TS 50459-2 on
2005-05-07.
The following date was fixed:
– latest date by which the existence of the CLC/TS
has to be announced at national level (doa) 2005-11-07
This Technical Specification has been prepared under mandates M/024 and M/334 given to CENELEC by
the European Commission and the European Free Trade Association.
__________
– 3 – CLC/TS 50459-2:2005
Contents
Page
Introduction.6
1 Scope.7
2 Normative references.7
3 Terms and definitions .8
4 Symbols and abbreviations .8
5 Characteristics of the screen layout .10
5.1 Presentation philosophy.10
5.1.1 Area description.10
5.1.2 The use of areas.11
5.1.3 Examples of screen management.12
5.2 Colour and sound philosophy.12
5.2.1 Ceiling speed monitoring (CSM) .13
5.2.2 Target speed monitoring (TSM) .15
5.2.3 Release speed monitoring (RSM) .17
5.2.4 Other supervisions or protections.17
6 ERTMS/ETCS driving information shown on the DMI.17
6.1 Principles.17
6.2 Speed and Supervision information .18
6.2.1 Speed Information .19
6.2.2 Brake Information.31
6.2.3 Supplementary Driving Information.41
6.3 Planning Information.52
6.3.1 General description .53
6.3.2 Distance scale .53
6.3.3 Orders and announcements.55
6.3.4 Gradient profile .56
6.3.5 Speed profile related information .56
6.3.6 Most restricted speed profile (MRSP) .58
6.3.7 Indication starting point.60
6.3.8 Train position and geographical location.61
6.3.9 Show and hide Planning area .62
6.3.10 Second layer information.62
6.4 Monitoring Information.63
6.4.1 TIU monitoring.63
6.4.2 STM monitoring .64
6.4.3 GSM-R monitoring.65
6.4.4 Actual time.66
6.4.5 Prompt information for the driver.66
6.4.6 Train running number .67
6.5 Driver menu selection.67
6.5.1 Main menu.67
6.5.2 Mode menu.68
6.5.3 Override menu.69
6.5.4 Data menu.69
6.5.5 Special menu.70
Annex A (normative) Conditions for display and colour philosophy.72
Annex B (informative) Example of area and screen dimensions when using a touch device.73
Annex C (informative) Example of area and screen dimensions when using soft keys .74
Annex D (informative) Other example of area and screen dimensions when using soft keys.75

Annex E (informative) DMI example with only necessary information and with soft keys and hard
keys .76
Annex F (informative) Other DMI example with soft keys and hard keys .77
Bibliography.78

Figure 1 — The main areas of the DMI . 10
Figure 2 — The sub areas of the DMI . 10
Figure 3 — The use of areas of the DMI . 11
Figure 4 — Colour philosophy and DMI brake monitoring . 14
Figure 5 — Speed and supervision areas. 18
Figure 6 — Overview of the main elements in the speed and supervision areas. 18
Figure 7 — Screen location of the speed dial . 19
Figure 8 — 400 km/h indication for the DMI. 19
Figure 9 — 250 km/h indication for the DMI. 19
Figure 10 — Screen location for the current train speed pointer . 20
Figure 11 — Size of the current train speed pointer . 21
Figure 12 — Current train speed pointer. 21
Figure 13 — Screen location for the current train speed digital. 22
Figure 14 — Current train speed digital . 23
Figure 15 — Screen location of the Circular Speed Gauge (CSG). 23
Figure 16 — Size of the Circular Speed Gauge (CSG); all dimensions in cells. 24
Figure 17 — Circular Speed Gauge (CSG), when the Pre-indication Status is active. 24
Figure 18 — Circular Speed Gauge (CSG), when the Over-speed Status is active. 24
Figure 19 — Screen location of the maximum supervised speed indication . 25
Figure 20 — Maximum supervised speed indication . 26
Figure 21 — Screen location of the Set speed indication . 27
Figure 22 — Set speed indication at V . 27
perm
Figure 23 — Set speed indication at V . 27
target
Figure 24 — Screen location of the Release speed. 28
Figure 25 — Release speed, when V > V . 28
perm release;
Figure 26 — Release speed, when V < V . 28
perm release;
Figure 27 — Screen location for advice speed . 29
Figure 28 — Advice speed . 30
Figure 29 — Screen location for distance to target. 31
Figure 30 — Distance to target . 31
Figure 31 — Screen location for warning time to intervention . 32
Figure 32 — Warning time to intervention. 33
Figure 33 — Screen location for predicted distance to standstill location. 34
Figure 34 — Predicted distance to standstill location . 35
Figure 35 — Predicted distance to standstill location . 35
Figure 36 — Screen location for predicted speed at target. 36
Figure 37 — Predicted speed at target . 36
Figure 38 — Screen location for brake intervention symbol . 38
Figure 39 — Brake intervention. 38
Figure 40 — Screen location for passenger emergency intervention . 39
Figure 41 — Screen location for braking train symbol . 40
Figure 42 — Braking train. 40
Figure 43 — Screen location for mode information (active and acknowledgment). 41
Figure 44 — Mode information. 42
Figure 45 — Screen location for level information . 42
Figure 46 — Level information . 43
Figure 47 — Acknowledgement of a transition. 44
Figure 48 — Screen location for text messages . 44
Figure 49 — Text messages . 45
Figure 50 — Screen location for actual orders. 46
Figure 51 — Actual orders. 47
Figure 52 — Screen location for supervision of driver activity . 48
Figure 53 — Screen location for emergency signal to/from trains . 49
Figure 54 — Screen location for time schedule difference . 50

– 5 – CLC/TS 50459-2:2005
Figure 55 — Screen location for time table. 50
Figure 56 — Time table. 51
Figure 57 — Screen location for additional information . 51
Figure 58 — Planning area. 52
Figure 59 — Main elements of the planning area .52
Figure 60 — Screen location for the distance scale. 54
Figure 61 — Distance scale . 54
Figure 62 — Screen location for the orders and announcements. 55
Figure 63 — Screen location for the gradient profile. 56
Figure 64 — Screen location for the speed profile related information. 57
Figure 65 — Speed profile related information. 57
Figure 66 — Screen location for the most restricted speed profile . 58
Figure 67 — Most restricted speed profile . 58
Figure 68 — Relationship between MRSP of the track and the actual MRSP for the driver . 59
Figure 69 — Screen location for the indication starting point. 60
Figure 70 — Relationship between MRSP of the track and the indication starting point
for the driver. 60
Figure 71 — Screen location for the train position and geographical location. 61
Figure 72 — Train position and geographical location. 61
Figure 73 — Second layer information for orders and announcements . 62
Figure 74 — Second layer information for speed profile related information. 62
Figure 75 — Monitoring area, right part . 63
Figure 76 — Screen location for the TIU monitoring.63
Figure 77 — TIU monitoring . 64
Figure 78 — Screen location for the STM mode monitoring. 65
Figure 79 — GSM-R Network indication . 65
Figure 80 — Screen location for the actual time . 66
Figure 81 — Actual time. 66
Figure 82 — Main menu input area. 67
Figure 83 — Mode menu. 68
Figure 84 — Override menu. 69
Figure 85 — Data menu . 70
Figure 86 — Special menu. 71
Figure B.1 — Screen dimensions when using a touch device (units in cells). 73
Figure C.1 — Screen dimensions when using soft keys (units in cells). 74
Figure D.1 — Screen dimensions when using soft keys (units in cells). 75
Figure E.1 – DMI Example with only necessary information and with soft keys and hard keys . 76
Figure F.1 — DMI example with soft keys and hard keys. 77

Table 1 — Order and precedence of Status information under CSM . 15
Table 2 — Order and precedence of Status information under TSM. 16
Table 3 — Conditions for display and colour philosophy of the current train speed pointer. 22
Table 4 — Conditions for display and colour philosophy of the circular speed gauge . 25
Table 5 — Conditions for display and colour philosophy of the maximum supervised speed . 26
Table 6 — Conditions for display and colour philosophy of the Release speed. 29
Table 7 — Conditions for display of the distance to target. 32
Table 8 — Conditions for display and colour philosophy of the warning time to intervention. 34
Table 9 — Conditions for display of the predicted distance to standstill. 36
Table 10 — Conditions for display of the predicted speed at target . 37
Table 11 — Conditions for display of the brake intervention symbol . 39
Table 12 — Conditions for display of the passenger emergency brake . 39
Table 13 — Conditions for display of the braking train symbol. 41
Table 14 — Condition for display of orders with and without feedback . 47
Table 15 — Conditions for display of the driver activity supervision. 49
Table 16 — Condition for display of the emergency signal. 49
Table 17 — Conditions for display of the Planning area. 53
Table 18 — Colour philosophy of the orders and announcements. 56
Table 19 — Area and menu . 68

Introduction
This Technical Specification forms Part 2 of a series, the other parts being:
CLC/TS 50459-1 for ergonomic principles for the presentation of ERTMS/ETCS/GSM-R information
CLC/TS 50459-3 for ergonomic arrangements of ERTMS/GSM-R information
CLC/TS 50459-4 for data entry procedure for ERTMS/ETCS/GSM-R
CLC/TS 50459-5 for symbols for ERTMS/ETCS/GSM-R
CLC/TS 50459-6 for audible information for ERTMS/ETCS/GSM-R
These Technical Specifications contain the ergonomic arrangements of information on the ERTMS DMI
Display. Most items are illustrated with an example.

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1 Scope
This Technical Specification describes from an ergonomic point of view how ERTMS information shall be
arranged and displayed. This Technical Specification describes more ergonomic details than currently
provided by the ERTMS/ETCS/GSM-R specifications.
This Technical Specification defines the ergonomics for the Driver-Machine Interface (DMI) for the
ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train
Radio Systems, and for the stand alone ERTMS/GSM-R Train Radio Systems and for other technical
systems currently provided on the engines.
The ergonomics covers the
 general arrangements (dialogue structure, sequences, layout philosophy, colour philosophy),
 symbols,
 audible information,
 data entry arrangements.
The aims of the ERTMS/ETCS/GSM-R Train Control and Train Radio Systems are standardised systems
facilitating interoperable movement of trains and permitting economies of scale in procurement and
operations. The objective of this Technical Specification is to define the minimum requirements on the
DMI that are necessary to enable these objectives to be achieved. Hence the Technical Specification is
limited to ergonomic considerations and does not define the technology to be used for the implementation.
The reasons for defining the ergonomics of the DMI are as follows:
 achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the
large number of STM’s requiring the use the ERTMS/ETCS DMI, only a harmonised approach is
feasible;
 defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS
specifications;
 to reduce the risk of incorrect operation by a driver working with different trains fitted with
ERTMS/ETCS and ERTMS/GSM-R;
 facilitating train operation with a unified ergonomics, hence reducing the cost of driver training.
This Technical Specification is applicable on all trains fitted with the ERTMS/ETCS and also for trains
fitted with train radio (GSM-R) DMI.
The scope of Part 2 of the Technical Specification CLC/TS 50459 series is to define ergonomic
arrangements of ERTMS/ETCS information.
This specification gives guidelines how to implement different technology (soft keys, touch screen device,
LCD, cathode tube, etc.)
2 Normative references
The following referenced documents are indispensable for the application 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.
Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail
system, Official Journal L 235 , 17/09/1996 P. 0006 – 0024

CLC/TS 50459-1, Railways applications – Communication, signalling and processing systems –
European Rail Traffic Management System – Driver-Machine Interface – Part 1: Ergonomic principles for
the presentation of ERTMS/ETCS/GSM-R information
CLC/TS 50459-3, Railways applications – Communication, signalling and processing systems –
European Rail Traffic Management System – Driver-Machine Interface – Part 3: Ergonomic arrangement
of ERTMS/GSM-R information
CLC/TS 50459-4, Railways applications – Communication, signalling and processing systems –
European Rail Traffic Management System – Driver-Machine Interface – Part 4: Data entry for the
ERTMS/ETCS/GSM-R systems
CLC/TS 50459-5, Railways applications – Communication, signalling and processing systems –
European Rail Traffic Management System – Driver-Machine Interface – Part 5: Symbols
CLC/TS 50459-6, Railways applications – Communication, signalling and processing systems –
European Rail Traffic Management System – Driver-Machine Interface – Part 6: Audible information
UIC 651, Layout of driver's cabs in locomotives, railcars, multiple-unit trains and driving trailers
3 Terms and definitions
For the purposes of this document, the definitions given in CLC/TS 50459-1 apply.
4 Symbols and abbreviations
AllS All Status
ATD Automatic Train Driving
ATO Automatic Train Operation
CSG Circular Speed Gauge
CSM Ceiling Speed Monitoring
dgry dark grey
DSD Driver Safety Device
EOA End Of Authority
EVC European Vital Computer
IndS Indication Status
IntS Intervention speed Status
LCD Liquid Crystal Display
LED Light Emitting Diodes
LXG Level Crossing
MA Movement Authority
mgry medium grey
– 9 – CLC/TS 50459-2:2005
MRSP Most Restrictive Speed Profile
NL Non Leading mode
NoFS Not in Full Supervision Mode
NoS No Status active
or orange
OS On Sight mode
OvS Over-speed Status
PreS Pre-indication Status
PTT Push To Talk
RBC Radio Block Centre
RSM Release Speed Monitoring
SR Staff Responsible mode
STM Specific Transmission Module
TIU Train Interface Unit
T Time before intervention
int
TSM Target Speed Monitoring
T Time at which 'warning time to intervention' is displayed
square
UIC Union Internationale des Chemins de Fer
UN Unfitted
V Intervention speed
int
V Permitted speed
perm
V Release speed
release
V Target speed
target
V Current speed of the train
train
WaS Warning speed Status
w x h width by height
yel yellow
5 Characteristics of the screen layout
5.1 Presentation philosophy
The information shown to the driver on the ERTMS/ETCS DMI is grouped into different areas depending
on the nature of the information: speed related information, distance related information, driver inputs, etc.
Figure 1 and Figure 2 show the definition and the allocation of the different areas. It shows the DMI when
all information is combined into one screen.
Whilst most of the examples are based on touch screen technology for input actions, it is not the intention
of this standard to restrict implementation solely to this technology. Soft key arrangements are discussed,
they have the same status as touch screen arrangements, but they are not explicitly shown in an example.
The areas for navigation of soft keys (e.g. the dedicated control or navigation buttons) are not shown
either.
Annex B gives an overview of area and screen dimensions when using a touch device. Annexes C, D, E
and F give examples of area and screen dimensions when using soft keys.
This specification and the shown figures describe what information shall be presented on the screen,
regardless of its technical implementation. Clause 6 explains in detail how the different areas shall be
used.
Figure 1 — The main areas of the DMI Figure 2 — The sub areas of the DMI
5.1.1 Area description
The total size of all information areas shown on the DMI is 640 x 450 cells (w x h).
These dimensions are chosen because all areas will then properly fit into the total size. The height of
450 cells is the graphical compromise between the 9 vertical oriented buttons of equal size in the F area
and a clear separation between the A, B and D area on one hand and the C and E area on the other hand.
The 30 cells in the heights of the display are not needed in the touch screen option, but they can be used
in the soft key option to show along the width of the display the soft key reference to hard keys along the
display (see Annexes C and D).
5.1.1.1 Speed and Supervision area
A Supervised distance information (A1, A2 and A3; total size: 54 x 300 cells (w x h))
B Speed Information (B0, B1, B2, B3/4/5, B6 and B7; total size: 280 x 300 cells (w x h))
C Supplementary Driving Information (C1, C2/3/4, C5/6/7, C8 and C9; total size: 334 x 50 cells
(w x h)); the size of the areas C1 – C7 can vary within the range of the area C

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5.1.1.2 Planning area
D Planning Information (D1, D2, D3/4/5, D6, D7, D8 and D9; total size 246 x 300 cells (w x h))
5.1.1.3 Monitoring area
Eleft Monitoring (E1, E3, E4, E5, E19/20/21/22/23 and E24/25; E2 and E18 are intentionally missing;
total size 334 x 100 cells (w x h))
Eright Monitoring (E6/7/8/9/10/11/12/13/14/15, E16a/b, E17; E2 and E18 are intentionally missing;
total size 246 x 150 cells (w x h))
5.1.1.4 Driver input area
F Input (F1, F2, F3, F4 and F5/6/7/8/9; total size: 60 x 450 (w x h))
5.1.2 The use of areas
Figure 3 — The use of areas of the DMI
Preference may be given to show all areas on the same display screen, as shown in the examples in this
specification.
If the information is displayed on more than one screen the way the information is presented in each area
shall not be affected. A change of resolution or screen size shall not affect the general appearance of
each area; but only the accuracy of the details shown.
5.1.2.1 The use of the areas A, B, C and Eleft
The main information is shown on area A, B, C and Eleft
The areas A, B, C and Eleft shall be displayed, shall be adjacent to one another and shall be within
central forward field of the driver’s vision.
5.1.2.2 The use of the areas D and Eright
The areas D and Eright should be shown as described in this document; however they need not be
adjacent to each other or to A, B, C and Eleft.

5.1.2.3 The use of area F
The content of area F does not need to be adjacent to the other areas.
5.1.2.4 The use of areas with STM
All areas can be used for STM visualisation, as long as the required ERTMS/ETCS information can be
clearly displayed.
5.1.3 Examples of screen management
To control the attention of the driver, either the driver or the ERTMS/ETCS system or the Railway
Operator can decide to show or hide information. This can be achieved using several screen layers.
NOTE 1 The combination of layers with a touch screen device enables fast dialogues and an integrated interface. The
same can be applied for soft keys, by pointing to a few keys along the screen, which activates the other layers.
A level crossing 10 km ahead might be known to the system (within the movement authority (MA)) but the
driver only wants to be informed in advance of events within a distance of 4 km. By setting the planning
scale on area D to 4 km, the driver hides information outside this range.
When the train is running too close to intervention or is running in target speed monitoring (TSM, see
5.2.2) the system shall automatically dim the planning information; the driver has to reduce speed first
before the hidden or dimmed information is shown again in the original presentation. In this example, the
system controls the attention of the driver by hiding certain categories of information, e.g. advisory or
timetable information.
Another example of the ERTMS/ETCS DMI helping to control the driver's attention, is showing and hiding
the supervised distance information (area A) and dimming the Planning area (area D), depending on
whether the train is inside or outside the TSM. Dimming the Planning area ensures that route information
is still visible but less conspicuous.
Some information is available in the ERTMS/ETCS system, but is only needed in special situations or in
case of disturbance or malfunction, e.g. test functions, diagnostics, train data, geographical information,
explanations of orders and announcements and (non-) ERTMS/ETCS information (e.g. door systems).
These kinds of detail are generally available on an underlying screen layer.
NOTE 2 When using a touch screen device, the driver can reveal them by touching the screen on the appropriate area, or
activating the dedicated key of the soft key arrangement. After a second driver’s action or after a certain time delay, the
information will be hidden again.
5.2 Colour and sound philosophy
The principle (illustrated in Figure 4) is used extensively in the description of this specification
(CLC/TS 50459-2). The principle is based on the general explanation of the colour philosophy described
in CLC/TS 50459-1.
For explanatory reasons Figure 4 is divided in the following sections:
 one ceiling speed monitoring section (CSM);
 two target speed monitoring sections (TSM) to explain how to manage the colour philosophy when
two targets are defined;
)
 one release monitoring section (RSM) .

1)
RSM is a special case of TSM
– 13 – CLC/TS 50459-2:2005
NOTE 1 Figure 4 is used only to explain the DMI objects presentation in the other clauses of this specification. Figure 4 is
showing the situation when ERTMS/ETCS is in Full Supervision (FS) mode.
NOTE 2 Annex A gives a complete overview of the colour philosophy for all related areas and objects.
Undesired oscillation between colour schemes and audible information shall be avoided by the
appropriate means (e.g. with a delay time of 2 seconds to switch off the current colour scheme).
5.2.1 Ceiling speed monitoring (CSM)
5.2.1.1 Permitted speed
The Permitted Speed is the speed the driver is allowed to follow in Figure 4. The Permitted speed is
shown to the driver by the CSG (see 6.2.1.4) and is defined by the MRSP.
5.2.1.2 Over-speed Status information
If the current train speed (V ) exceeds the Permitted Speed (V ) the Over-speed Status information is
train perm
activated.
Each time the Over-speed Status is activated an audible information (S1, see CLC/TS 50459-6) shall be
activated
5.2.1.3 Warning Status information
The Warning Status information shall be activated whilst the On-Board system activates a Warning.
While the Warning Status information is activated an audible information (S2, see CLC/TS 50459-6) shall
be activated.
5.2.1.4 Intervention Status information
The Intervention Status information shall be activated whilst the On-Board system activates an
Intervention.
The Intervention Status information overwrites the Over-speed Status and Warning Status information.
When the Intervention Status is no more active an audible information (S3 see CLC/TS 50459-6) shall be
activated.
Figure 4 — Colour philosophy and DMI brake monitoring

– 15 – CLC/TS 50459-2:2005
5.2.1.5 Order and precedence of Status
The Intervention Status shall have precedence over the Over-speed Status, the Warning Status and
the Permitted Speed.
 The current speed is increasing:
The starting point is the Permitted Speed. If the actual speed continues to increase first the Over-
speed Status is activated and if the actual speed then continues to increase the Warning Status is
activated and then finally the Intervention Status.
 The current speed is decreasing after an intervention:
The starting point is the Intervention Status. When the system allows the release of the brakes
and after an acknowledgment if required the Intervention Status is cancelled.
Table 1 — Order and precedence of Status information under CSM
Shall hide � Intervention Warning Over-speed
Status Status Status
� Information
Intervention Status - yes yes
5.2.2 Target speed monitoring (TSM)
5.2.2.1 Pre-indication Status information
NOTE At the moment of the Pre indication Status the driver is expected to prepare for a slow-down action. The train
might have been running some time at constant speed in ceiling speed area. It is therefore useful to alert the driver of
the need to start braking as soon as the (Pre-) indication is given.
As soon as the current train front-end position passes the Pre-indication location or limit V shall be
target
displayed. The first time the Pre-indication Status is activated an audible information (S5 see
CLC/TS 50459-6) shall be activated.
In the case that a more restrictive target becomes applicable the audible information (S5) shall be
activated again.
5.2.2.2 Indication Status information
The Indication Status shall be activated when the Indication Limit is exceeded by the train.
NOTE This Indication Status shall be given early enough to enable the driver to start braking before the Permitted
speed begins to decrease.
The Indication Status information overwrites the Pre-indication Status information.
An audible information (S10, CLC/TS 50459-6) may be used to inform the driver that the brake can be
released without the risk of intervention.

5.2.2.3 Over-speed Status information
The Over-speed Status information is supplementary to the Pre-indication and Indication Status
information.
The Over-speed Status shall not change the presentation of the Pre-indication Status, the Indication
Status and the Release speed.
Each time the Over-speed Status is activated an audible information (S1, see CLC/TS 50459-6) shall
be activated.
5.2.2.4 Warning Status information
The Warning Status information shall be activated whilst the On-Board system activates a Warning.
While the Warning Status is activated an audible information (S2, see CLC/TS 50459-6) shall be
activated.
5.2.2.5 Intervention Status information
The Intervention Status information shall be activated whilst the On-Board system activates an
Intervention.
The Intervention Status information overwrites the Over-speed Status information.
When the Intervention Status is no longer active an audible information (S3 see CLC/TS 50459-6)
shall be activated.
5.2.2.6 Order and precedence of Status
The Intervention Status shall have precedence over the Permitted Speed or the Pre-indication Status
or the Indication Status or the Warning status.
 The current speed is maintained or not decreasing sufficiently
The starting point is the Pre-indication Status or the Indication Status. If the actual speed is
maintained or not decreasing sufficiently the Over-speed status is activated. If the actual speed
then continues not to decrease sufficiently the Warning Status is activated and finally the
Intervention Status.
 The current speed is decreasing sufficiently after an intervention
The starting point is the Intervention Status. When the system allows to release of the brakes and
after an acknowledgment if required the Intervention Status is cancelled and the Pre-Indication
Status or Indication Status is applicable.
Table 2 — Order and precedence of Status information under TSM
S
...