IEC 62290-2:2011

Railway applications - Urban guided transport management and command/control systems - Part 2: Functional requirements specification

IEC 62290-2:2011 specifies the functional requirements specification of UGTMS (Urban Guided Transport Management and Command/Control Systems). IEC 62290-2 is applicable for new lines or for upgrading existing signalling and command control systems. Is applicable to:
- spot or continuous data transmission;
- continuous supervision of train movements by train protection profile;
- localisation of trains by wayside equipment or reporting trains.

Applications ferroviaires - Systèmes de contrôle/commande et de gestion des transports guidés urbains - Partie 2: Spécification des exigences fonctionnelles

La CEI 62290-2:2011 spécifie les exigences fonctionnelles des UGTMS (systèmes de contrôle/commande et de gestion des transports guidés urbains). Elle est applicable aux lignes nouvelles ou à l'évolution des systèmes de signalisation et de contrôle/commande existants. Est applicable à:
- une transmission ponctuelle ou continue de données;
- une supervision continue du mouvement des trains par courbe de contrôle de vitesse;
- une localisation des trains par équipement au sol ou trains communicants.

General Information

• Status: Published
• Publication Date: 20-Jun-2011
• ICS: 45.060.01 - Railway rolling stock in general
• Technical Committee: TC 9 - Electrical equipment and systems for railways
• Drafting Committee: WG 40 - TC 9/WG 40
• Current Stage: DELPUB - Deleted Publication
• Start Date: 10-Jul-2014
• Completion Date: 26-Oct-2025

Relations

• Revised: IEC 62290-2:2014 - Railway applications - Urban guided transport management and command/control systems - Part 2: Functional requirements specification
• Effective Date: 05-Sep-2023

Overview

IEC 62290-2:2011 is an international standard published by the International Electrotechnical Commission (IEC) that specifies the functional requirements for Urban Guided Transport Management and Command/Control Systems (UGTMS). This standard focuses on the management and control of urban guided transport, such as metro, tram, and automated people mover systems. It is applicable to new transport lines as well as upgrades to existing signaling and command control infrastructure.

Key aspects of IEC 62290-2 include support for both spot and continuous data transmission, continuous supervision of train movements via train protection profiles, and accurate train localization using wayside or onboard reporting equipment. The standard lays out a comprehensive framework ensuring safety, efficiency, and operational reliability in urban guided transport systems.

Key Topics

• Functional requirements specification: Defines essential capabilities for UGTMS including train operation, supervision, and control functions.
• Train movement control: Ensures safe route setting, train separation, speed supervision, and train authorization for movement.
• Localization: Provides methods for train location tracking using wayside equipment or on-train reporting, critical for safe separation and movement supervision.
• Operational safety: Establishes principles to maintain safe routes, separation between trains, and speed limits to prevent accidents.
• Emergency management: Covers detection and response to fire, derailment, broken rails, passenger emergencies, and loss of train integrity.
• Operational modes: Addresses normal operation as well as degraded modes to maintain safety during faults or disruptions.
• Interface management: Supports integration with external interlocking systems, human-machine interfaces (HMI), passenger information, surveillance, and communication systems.
• Timetable and service management: Includes functions for importing/modifying timetables, regulating train missions, dispatch, and handling operational disturbances.
• Traction power control: Supervises and commands energy supply and regenerative braking for efficient train operation.
• Resource management: Covers allocation of rolling stock and staff resources to optimize operations.

Applications

IEC 62290-2:2011 is essential for:

• New urban transit projects: Design and implementation of command and control systems for newly built tramways, metros, and automated guided transport networks.
• System upgrades: Modernization of existing urban guided transport signaling and control infrastructures to comply with international best practices.
• Safety critical transport management: Ensuring continuous real-time supervision for train safety-route protection, speed control, and emergency response.
• Operation optimization: Enhancing timetable coordination, service regulation, and resource usage in complex urban transit networks.
• Integration with urban transit ecosystems: Seamlessly interfacing with passenger information, communication, and control systems to improve operational efficiency and user experience.

Related Standards

IEC 62290-2 forms part of a broader portfolio of standards for railway and urban transit systems authored by the IEC. Key related standards include:

• IEC 62290-1: Overview and general requirements for Urban Guided Transport Management and Command/Control Systems.
• IEC 61508: Functional safety standards for electrical/electronic systems used in safety-critical applications.
• ISO/TS 22163: Railway applications - quality management system for rail organizations, to complement operational safety.
• EN 50126 / EN 50128 / EN 50129: European standards addressing railway system reliability, software, and safety assurance.
• IEC 61375 series: Train communication network standards ensuring interoperability among control components.

Summary

IEC 62290-2:2011 provides detailed functional requirements for the design and implementation of safe, reliable, and efficient Urban Guided Transport Management and Command/Control Systems. Its comprehensive specifications address all aspects of train operation, safety, emergency management, and system integration, making it a key reference for engineers, system integrators, and operators engaged in urban transit projects worldwide.

Keywords: IEC 62290-2, urban guided transport, UGTMS, train control systems, railway signaling, train supervision, command and control, urban transit safety, transport management system, metro signaling, tram control system, automated people mover, train localization, railway standards.

Standards Content (Sample)

IEC 62290-2 ®
Edition 1.0 2011-06
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

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IEC 62290-2 ®
Edition 1.0 2011-06
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
PRICE CODE
INTERNATIONALE
CODE PRIX XB
ICS 45.060 ISBN 978-2-88912-489-3

– 2 – 62290-2  IEC:2011
CONTENTS
FOREWORD . 4

INTRODUCTION . 6

1 Scope . 9

2 Normative references . 9

3 Terms, definitions and abbreviations . 9

3.1 Terms and definitions . 9

3.2 Abbreviations . 11

4 Operational concept . 11
4.1 Organisation of operation for urban guided transport . 11
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 . 24
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 . 35
5.3.1 Prevent collision with obstacles . 35
5.3.2 Prevent collisions with persons on tracks . 37
5.3.3 Protect staff on track . 40
5.4 Supervise passenger transfer . 41

5.4.1 Control train and platform doors . 41
5.4.2 Prevent person injuries between cars or between platform and train . 44
5.4.3 Ensure starting conditions . 45
5.5 Operate a train . 46
5.5.1 Put in or take out of operation. 46
5.5.2 Manage driving modes. 47
5.5.3 Manage movement of trains between two operational stops. 48
5.5.4 Manage depots and stabling areas . 49
5.5.5 Manage UGTMS transfer tracks . 49
5.5.6 Restrict train entry to station . 49
5.5.7 Change the travel direction . 50
5.5.8 Couple and split a train . 50
5.5.9 Supervise the status of the train . 51
5.5.10 Manage traction power supply on train . 53

62290-2  IEC:2011 – 3 –
5.6 Ensure detection and management of emergency situations . 54

5.6.1 React to detected fire/smoke . 54

5.6.2 React to detected derailment . 55

5.6.3 React to detected or suspected broken rail . 55

5.6.4 Manage passenger requests . 56

5.6.5 React to loss of train integrity . 58

5.6.6 Supervise closed and locked status of train doors . 58

6 Functions for operation management and supervision . 59

6.1 Manage the daily timetable . 59

6.1.1 Import timetables . 59
6.1.2 Select the timetable . 59
6.1.3 Modify the operational timetable . 60
6.2 Manage the train service . 60
6.2.1 Manage train missions . 60
6.2.2 Set routes automatically . 62
6.2.3 Regulate trains . 63
6.2.4 Ensure connecting services . 64
6.2.5 Manage operational disturbances . 64
6.2.6 Dispatch trains . 65
6.3 Supervise train operations . 65
6.3.1 Supervise train tracking . 65
6.3.2 Supervise trains and wayside equipment . 66
6.3.3 Supervise passengers . 67
6.4 Control traction power . 68
6.4.1 Monitor traction power supply . 68
6.4.2 Command traction power supply . 68
6.4.3 Control Regenerative Braking . 68
6.5 Manage the interface with the HMI . 69
6.5.1 Manage the interface with operation control HMI . 69
6.5.2 Manage the interface with the train HMI . 69
6.6 Provide interface with the communication system for passengers and staff . 70
6.7 Provide interface with the passengers information system . 70
6.8 Provide interface with passenger surveillance system . 70
6.9 Support maintenance . 70
6.10 Manage rolling stock and staff resources . 71

6.10.1 Assign rolling stock to operation needs . 71
6.10.2 Assign or reassign train staff . 71
Bibliography . 73

Figure 1 – The three-step process followed by the UGTMS standard . 7
Figure 2 – Organisation of operation . 12
Figure 3 –Train protection profile and speed supervision . 15
Figure 4 – Specification of a safe route . 17

– 4 – 62290-2  IEC:2011
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
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indispensable for the correct application of this publication.
9) Attention is drawn to the possibility that some of the elements of this IEC Publication may be the subject of

patent rights. IEC shall not be held responsible for identifying any or all such patent rights.
International Standard IEC 62290-2 has been prepared by IEC technical committee 9:
Electrical equipment and systems for railways.
The text of this standard is based on the following documents:
FDIS Report on voting
9/1529/FDIS 9/1543/RVD
Full information on the voting for the approval of this standard can be found in the report on
voting indicated in the above table.
This publication has been drafted in accordance with the ISO/IEC Directives, Part 2.

62290-2  IEC:2011 – 5 –
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 publication will remain unchanged until

the stability date indicated on the IEC web site under "http://webstore.iec.ch" in the data

related to the specific publication. At this date, the publication will be

• reconfirmed,
• withdrawn,
• replaced by a revised edition, or

• amended.
– 6 – 62290-2  IEC:2011
INTRODUCTION
IEC 62290 standard 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. This series does not apply to lines that are operated

under specific railway regulations, unless otherwise specified by the authority having

jurisdiction.
These systems are designated here 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.
This series does not specifically address security issues. However, aspects of safety
requirements may apply to assuring security within the urban guided transit system.
The main objective of this series is to achieve interoperability, interchangeability and
compatibility.
This series defines a catalogue of UGTMS functional requirements split into mandatory and
optional functions, as well as customisation principles. The functions used are based on the
given grade of automation taking into account the grade of line. 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 like track layout and headway
requirements. It is in the choice of supplier and transport authority to add additional functions
to a generic or specific application. These additional functions are not described in this series.
The application of this series is the responsibility of the transport authority concerned in
accordance with the authority having jurisdiction.
According to IEC 62278, it is the responsibility of the transport authority, in agreement with
the authority having jurisdiction, to decide, taking into account their risk acceptance principles
to conduct specific hazard and risk analysis for each specific application.
Terms like "safety related command", "safety conditions", "safe station departure" are
mentioned without having performed any hazard analysis.
The safety levels for the functions of each specific application have to be determined by a
specific hazard analysis.
This series is a recommendation for those transport authorities, wishing to introduce
interoperable, interchangeable and compatible equipment. It is the responsibility of transport
authorities, in accordance with authorities having jurisdiction, to take into account their
particular needs in the application of the series.
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. The definition of generic interfaces with existing equipment is taken into account
in the IEC 62290 series.
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.

62290-2  IEC:2011 – 7 –
Standard series IEC 62290 will consist of four parts:

• Part 1 “System principles and fundamental concepts” provides an introduction to the

standard and deals with the main concepts, the system definition, the principles and

the main functions of UGTMS (Urban Guided Transport Management and

Command/Control Systems).
The three other parts correspond to the three steps required in the process of specifying

UGTMS and are to be used accordingly.

• Part 2 “Functional requirements specification” specifies the functional requirements

associated to the basic functions provided by Part 1, within the system boundaries and

interfaces as defined in Figure 4 of Part 1. Safety level allocation can only be done
after a hazard and risk analysis has been carried out.
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 taking into account grade
of line: mandatory functions (e.g. train detection) and optional functions (e.g. interfaces
to passenger information and passenger surveillance systems). Requirements of
functions have the same allocation, unless they are marked otherwise.
• Part 3 (under consideration) “System specifications” deals with the architecture of the
system and the allocation of the requirements and functions identified in part 2 to
architecture constituents (SRS).
The SRS (System Requirement Specification) specifies the architecture of a UGTMS
system, with mandatory and optional constituents.
• Part 4 (under consideration) “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 constituents identified in part 3.
For interfaces between UGTMS constituents, 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 structures of part 3 and part 4 will be established following completion of part 2 to
accommodate optional and mandatory constituents, and to reflect local conditions. In principle, only one FIS or/and
FFFIS will be defined for the same interface. However, when justified in some cases, several FIS or several FFFIS
will be defined for the same interface.

Functional
requirements
(FRS)
System requirements
(SRS)
Interface requirements
(FIS or/and FFFIS)
IEC  891/11
Figure 1 – The three-step process followed by the UGTMS standard

– 8 – 62290-2  IEC:2011
Functional requirements are defined as such requirements, which are 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 functional requirements enables customers as well as

authorities having jurisdiction to be assured that generic applications delivered by different

suppliers will cover at least the same functionality as specified in this part of IEC 62290.

Functional requirements which are established by this series are indicated clearly with a

requirement identification number related to the function to be covered.

62290-2  IEC:2011 – 9 –
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 specification of UGTMS (Urban
Guided Transport Management and Command/Control Systems). IEC 62290-2 is applicable
for new lines or for upgrading existing signalling and command control systems.
This part of IEC 62290 is applicable to applications using:
• spot or continuous data transmission
• continuous supervision of train movements by train protection profile
• localisation of trains by wayside equipment or reporting trains.
This standard is not applicable to existing command and control systems or projects in
progress prior to the effective date of this standard.
Command and control systems which do not use data communications, between wayside
equipment and trains, for train protection purposes are outside the scope of this standard.
In this part 2 of the standard, the functional requirements set the framework to which detailed
functions should be added to define any complete application, either generic or specific.
Because of that, this part of the standard is not intended to be used as a basis for the
definition of complete SRS, FIS nor FFFIS.
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 amendments) applies.

IEC 62290-1, Railway applications – Urban guided transport management and
command/control systems – Part 1: System principles and fundamental concepts
3 Terms, definitions and abbreviations
For the purposes of this document, the following terms, definitions and abbreviations apply.
3.1 Terms and definitions
3.1.1
additional non-standard function
function to be adapted to the specific requirements of each transport authority (due to local
rules or specific needs of the transport authority); the components affected by this function
are not necessarily interchangeable nor interoperable

– 10 – 62290-2  IEC:2011
3.1.2
automatic mode
operation in GOA 2, 3 or 4
3.1.3
emergency brake
brake or combination of brakes which ensures that the train will stop with the brake rate

agreed between authority having jurisdiction, transport authority and train manufacturer

3.1.4
mandatory function
function compulsory for any UGTMS application depending of the GOA and has to be
developed in compliance with the UGTMS requirements in order to obtain interchangeable
and interoperable components
NOTE Requirements of mandatory functions are also mandatory unless they are marked as optional.
3.1.5
mission (of a train)
non-safety related instruction for guiding a train for a journey from one defined location (e.g.
terminal station, transfer track) to another defined location including intermediate stops for
passenger transfer and possibly needed actions of a train (e.g. turn back) including time
constraints
3.1.6
movement authority
permission for a train to run, within the constraints of the infrastructure, up to a specific
location
3.1.7
operation control HMI
external central HMI (at OCC) and/or local HMI (if any)
3.1.8
non-operative UGTMS trains
non-UGTMS equipped trains and trains with inoperative UGTMS onboard-equipment
3.1.9
optional function
function not compulsory for a defined GOA – for a specific UGTMS application the transport
authority has to decide if it uses it or not; if yes, this function shall be compliant with the
UGTMS requirements, in order to obtain interchangeable and interoperable components

3.1.10
reporting train
UGTMS-equipped train able to report its location and other relevant information
3.1.11
safe places
areas within the network of an operator where evacuation of passengers can be performed,
depending on current operational conditions, with a minimum of risks to the passengers (e.g.
stations, refuges on the line which are not under emergency condition)
3.1.12
service brake
braking applied by the driver or the train UGTMS onboard equipment to control train speed
NOTE This takes into account passengers comfort, economic and environmental considerations.

62290-2  IEC:2011 – 11 –
3.1.13
train integrity
the quality of the train being complete (no car unduly separated from the train)

3.1.14
train stop
a device located adjacent to a running rail which is so positioned that if the signal with which

it is associated is displaying danger it actuates the braking system of a train which passes this

signal; alternatively, when a line speed restriction exists, it may be used independently of a

signal
[IEC 60050-821:1998, 821-08-10]

3.1.15
transfer track
transition area between unequipped part of a network and UGTMS territory
3.1.16
zone of protection
a zone where no train is allowed to run as a response to various kinds of incidents except
identified hazardous situations for which trains can leave the zone
3.2 Abbreviations
AC Alternating Current
DC Direct Current
FPA Flank Protection Area
M Mandatory
O Optional
OVL Overlap
RD Route Destination
REQ Requirement
RO Route Origin
4 Operational concept
4.1 Organisation of operation for urban guided transport
The organisation of operation for public transport is structured generally in the following tasks
and carried out under use of facilities of infrastructure (guideway and its elements) and trains
(see Figure 2):
• planning operation (Offices for planning operation including timetable, train- and staff
resources), which is out of the scope of this standard,
• operation management and supervision (Operation Control Centre) which is described
in Clause 6,
• execute train operation (decentralised control and safeguarding level, wayside and
onboard) which is 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
standard but UGTMS supports maintenance as described in 6.9.

– 12 – 62290-2  IEC:2011
Operation planning
Ti metable
Operation
Duty roster
statistics
Train service table
Office
Manage train Supervise
Maintenance
services operation
Operation management
Trains
and supervision
Infrastructure
Operation control centre
Workshops
Train o peration
Ensure Drive Supervise  Supervise  Detect and
Operate
safe trains guideway passenger manage

trains
movement transfer emergency
of trains situations
Decentralized control-  and safeguarding level
IEC  892/11
Figure 2 – Organisation of operation
This hierarchy of organisation of operation will contribute to the description of UGTMS
functions of this “functional requirements specification” based on IEC 62290-1. It is also a first
approach for a system hierarchy to be described in the System Requirement Specification
(SRS). As first attempt the whole complex of “Train operation” shall be assigned to a “control
and safeguarding level” which will include “UGTMS wayside equipment” and “UGTMS onboard
equipment”, provided by interfaces with operation control centre equipment. The whole

complex of “Operation Management and supervision” will be assigned to the “OCC
equipment” which provides also the central operators HMI to operate and display all functions
required inside and outside UGTMS. The description of functions will take into account
wayside and onboard elements which has to be provided by the system to fulfil orderly and
safe transportation in accordance to required GOA.
The task of operation planning contains all necessary measures to prepare operation. The
activities are assigned to office working places independent from installations and facilities for
operation management, supervision and executing train operation.
Operation planning has to provide at least the operation management and supervision level
with all necessary information to execute train operation and will be provided by information
from management and supervision level with the goal to adjust the planning process for
operational needs.
62290-2  IEC:2011 – 13 –
If required the timetable is defined as a given workflow of train movements to realise the

transport offer for a specific “operation day” with details about the required number of

vehicles. The timetable will be composed for every line and contains the departure time on

every station of the line and timings for junctions where applicable.

During the night break (if there is one), the operation of non-passengers trains is possible.

The tasks of operation management and supervision take place under use of facilities

primarily at the Operation Control Centre level. It contains all measures which are necessary

to provide operation under normal, perturbed and failure situations. This system level has to

be provided with information from planning level.

Additionally this system level expects all required information from the control and
safeguarding level for the needs of supervising operation. This data should also be used on
the planning level to optimise the operational programme (e.g. practical headway, practical
travel time, etc.).
The functions to be realised on this level are described in Clause 6.
The tasks of executing train operation take place under use of facilities on the decentralised
control and safeguarding level. It contains all measures which are necessary to control and
safeguard train operation. This system level has to be provided with information from the
Operation control level with the goal of controlling train operation. It provides the OCC level
with information with the goal to supervise the status of infrastructure and trains and providing
data for maintenance of trains and wayside equipment.
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 will depend on the required grade of
automation with consideration of the grade of line. The following basic operational principles
will however apply for all UGTMS applications.
UGTMS will have precise knowledge of the limits of UGTMS territory which can include both
mainline and yard tracks.
UGTMS will include 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-equipped 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 will normally not be required to stop at
passenger stations on the mainline.
UGTMS-equipped trains will be capable of operating in various driving modes, depending on
the grade of automation and on the operational status of the UGTMS onboard and/or wayside
equipment.
UGTMS will ensure a safe route, safe train separation, and the safe speed of all UGTMS-
equipped trains operating in UGTMS territory. Trains can be operated manually by a train
driver, 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.
– 14 – 62290-2  IEC:2011
Trains not equipped with UGTMS onboard equipment, and/or trains with inoperative UGTMS

onboard equipment, that are operating in UGTMS territory will operate under the protection of

either a separate fall-back wayside signal system or operating procedures, or a combination

of both, as specified by the transport authority. (See also 4.6 below).

Commands from staff shall be provided via the interface with the operation control HMI.

Normally systems are run with a timetable, but it is possible to run a system using headway

regulation only.
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 will support the proper merging and diverging of trains at
junctions, the turnback of trains, the movement of trains from/to yards and train storage
areas, and the rerouting of trains in response to service disruptions and/or planned outages.
UGTMS will ensure a safe route for all UGTMS trains in all grades of automation.
To prevent train collisions and derailments, train movement will not be authorized until the
route is set and locked. The route will be locked prior to the train entering the route and route
locking will be maintained while the train is within the route. Routes will 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
appropriate interface shall be provided.
4.4 Principles to ensure safe separation of trains
The required design and operating headways for the line will be 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, driver 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 will provide safe train separation assurance in all grades of automation based on the
principle of an instantaneous stop of a preceding train. Safe train separation may be achieved
using either fixed block or moving block principles.
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 inaccuracy of the preceding train (including
any rollback tolerance).
4.5 Principles to ensure safe speed
UGTMS will provide overspeed protection in all grades of automation to ensure that the train's
actual speed will not exceed its safe speed. The safe speed will be derived with consideration

62290-2  IEC:2011 – 15 –
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.

UGTMS speed supervision may be continuous or non-continuous depending on the specific

grade of automation.
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 the limit of movement protection will

not be exceeded. The safe braking model includes consideration of factors such as location

margin inaccuracy of 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 e
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