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The European Train Control System (ETCS) is a signalling, control and train protection system designed to replace the many incompatible safety systems currently used by European railways, especially on high-speed lines. ETCS requires standard trackside equipment and a standard controller within the train cab. In its final form, all lineside information is passed to the driver electronically, removing the need for lineside signals which, at high speed, could be almost impossible to see or assimilate. The need for ETCS stems from European Union (EU) Directive 96/48 about the interoperability of high-speed trains, followed by Directive 2001/16 extending the concept of interoperability to the conventional rail system. ETCS specifications have become part of, or are referred to, the technical specification for interoperability for (railway) control-command systems, which is a piece of European legislation managed by the European Railway Agency. It is a legal requirement that all new, upgraded or renewed tracks and rolling stock in the European railway system should adopt ETCS, possibly keeping legacy systems for backward compatibility. Many networks outside the EU have also adopted ETCS, generally for high-speed rail projects. ETCS is specified at four different levels: * Level 0: ETCS-compliant locomotives or rolling stock interact with lineside equipment that is non-ETCS compliant. * Level 1: ETCS is installed on lineside (possibly superimposed with legacy systems) and on board; spot transmission of data from track to train via ETCS balises * Level 2: Same as level 1, but ETCS data transmission is continuous; the currently used data carrier is GSM-R * Level 3: Same as level 2, but train location and train integrity supervision no longer rely on trackside equipment such as track circuits or axle counters == History == The European railway network grew from separate national networks with little more in common than standard gauge. Notable differences include voltages, loading gauge, couplings, signalling and control systems. By the end of the 1980s there were 14 national standard train control systems in use across the EU, and the advent of high-speed trains showed that signalling based on lineside signals is insufficient. Both factors led to efforts to reduce the time and cost of cross-border traffic. On 4 and 5 December 1989, a working group including Transport Ministers resolved a master plan for a trans-European high-speed rail network, the first time that ETCS was suggested. The Commission communicated the decision to the European Council, which approved the plan in its resolution of 17 December 1990. This led to a resolution on 91/440/EEC as of 29 July 1991, which mandated the creation of a requirements list for interoperability in high-speed rail transport.〔 The rail manufacturing industry and rail network operators had agreed on creation of interoperability standards in June 1991.〔|〕 Until 1993 the organizational framework was created to start technical specifications that would be published as TSI standards (Technical Specifications for Interoperability). The mandate for TSI was resolved by 93/38/EEC.〔 In 1995 a development plan first mentioned the creation of the European Rail Traffic Management System.〔 The specification was written in 1996 in response to EU Council Directive 96/48/EC99 of 23 July 1996 on interoperability of the trans-European high-speed rail system. First the European Railway Research Institute was instructed to formulate the specification and about the same time the ERTMS User Group was formed from six railway operators that took over the lead role in the specification. The standardisation went on for the next two years and it was felt to be slow for some industry partners – 1998 saw the formation of UNISIG (Union of Signalling Industry), including Alstom, Ansaldo, Bombardier, Invensys, Siemens and Thales which were to take over the finalisation of the standard.〔 In July 1998 SRS5a (System Requirement Specification 5a) documents were published that formed the baseline for technical specifications. UNISIG provided for corrections and enhancements of the baseline specification leading to the "Class P" specification in April 1999. The baseline specification has been tested by six railways since 1999 as part of the European Rail Traffic Management System〔(【引用サイトリンク】publisher=European Railway Agency )〕 The railway companies defined some extended requirements that were included to ETCS (e.g. RBC-Handover and track profile information) leading to the Class 1 Version 2.0.0 specification of ETCS that was published in April 2000. Further specification continued through a number of drafts until UNISIG published the SUBSET-026 defining the current implementation of ETCS signalling equipment – this Class 1 Version 2.2.2 was accepted by the European Commission in decision 2002/731/EEC as mandatory for high-speed rail and in decision 2004/50/EEC as mandatory for conventional rail. The SUBSET-026 is defined from eight chapters where chapter seven defines the ETCS language and chapter eight describes the balise telegram structure of ETCS Level 1.〔 Later UNISIG published the corrections as SUBSET-108 also known as Class 1 Version 2.2.2 "+" that was accepted in decision 2006/679/EEC. The earlier ETCS specification contained a lot of optional elements that limited interoperability. The Class 1 specifications were revised in the following year leading to Version 2.3.0 document series that was made mandatory by the European Commission in decision 2007/153/EEC on 9 March 2007. Annex A describes the technical specifications on interoperability for high-speed (HS) and conventional rail (CR) transport. Using Version 2.3.0 a number of railway operators started to deploy ETCS on a large scale, for example the Italian Sistema Controllo Marcia Treno is based on Level 1 balises. Further development concentrated on compatibility specification with the earlier "Class B" systems leading to specifications like EuroZUB that continued to use the national rail management on top of Eurobalises for a transitional period. Following the experience in railway operation the ERA (European Railway Agency) published a revised specification Class 1 Version 2.3.0 D ("debugged") that was accepted by the European Commission in July 2008. The final ETCS (later called Baseline 2) is divided into nine equipment and functional levels. The definition of the level depends on how the route is equipped and the way in which information is transmitted to the train. The movement authority (“permission to proceed”) and the corresponding route information are transmitted to the train and displayed in the cab ("cab signalling"). A vehicle fitted with complete ERTMS/ETCS equipment (EuroCab) and functionality can operate on any ETCS route without any technical restrictions. While some countries switched to ETCS, German and French railway operators had already introduced a modern type of train control system so they would gain no benefit. Instead ideas were introduced on new modes like "Limited Supervision" (known at least since 2004) that would allow for a low-cost variant, a new and superior model for braking curves, a cold movement optimisation and additional track description options. These ideas were compiled into a "baseline 3" series by the ERA, published as a Class 1 Version 3.0.0 proposal on 23 December 2008. The first consolidation (3.1.0) of the baseline 3 proposal was published by ERA on 26 February 2010〔(【引用サイトリンク】title=Baseline 3 First Consolidation )〕 and the second consolidation (3.2.0) on 11 January 2011.〔(【引用サイトリンク】title=Baseline 3 Second Consolidation )〕 The specification ''GSM-R Baseline 0'' was published as Annex A to the baseline 3 proposal on 17 April 2012.〔(【引用サイトリンク】title=New Annex A for ETCS Baseline 3 and GSM-R Baseline 0 )〕 At the same time a change to Annex A of baseline 2 (2.3.0d) was proposed to the European Commission that includes GSM-R baseline 0 allowing ETCS 3.3.0 trains to run on ETCS 2.3.0d tracks.〔http://www.era.europa.eu/Document-Register/Pages/ERARECERTMS03-2012.aspx〕〔(【引用サイトリンク】title=Recommendation on ERTMS delivered to European Commission )〕 The baseline 3 proposal was accepted by the European Commission with decision 2012/88/EU on 25. January 2012 〔(【引用サイトリンク】title=commission decision on the technical specification for interoperability relating to the control-command and signalling subsystems of the trans-European rail system )〕 and the update for ETCS 3.3.0 and the extension for ETCS 2.3.0d were accepted by the European Commission with decision 2012/696/EU on 6. November 2012.〔(【引用サイトリンク】title=commission decision amending Decision 2012/88/EU on the technical specifications for interoperability relating to the control-command and signalling subsystems of the trans-European rail system )〕 The ERA work programme concentrates on the refinement of the test specification SRS 3.3.0 to be published in July 2013. In parallel the GSM-R specification will be extended into a GSM-R baseline 1 until the end of 2013.〔 The German Deutsche Bahn has since announced equipping at least the TEN Corridors running on older tracks to be using either Level 1 Limited Supervision or Level 2 on high-speed sections. Current work continues on Level 3 definition with low-cost specifications (compare ERTMS Regional) and the integration of GPRS into the radio protocol to increase the signalling bandwidth as required in shunting stations. The specifications # 2 (ETCS baseline 3 and GSM-R baseline 0) were published as recommendations SRS 3.4.0 and ETCS 3.4.0 by the ERA in May 2014 to be submitted for the opinion of the Railway Interoperability and Safety Committee in the meeting n. 70 in June 2014.〔(【引用サイトリンク】title=System Requirements Specification (SUBSET-026) )〕〔(【引用サイトリンク】title=ETCS Driver Machine Interface (ERA/ERTMS/015560) )〕 The SRS 3.4.0 was accepted by the European Commission with the amending decision 2015/14/EU on 5. January 2015.〔(【引用サイトリンク】title=COMMISSION DECISION (EU) 2015/14 amending Decision 2012/88/EU on the technical specification for interoperability relating to the control-command and signalling subsystems of the trans-European rail system )〕 Stakeholders such as Deutsche Bahn have opted for a streamlined development model for ETCS - DB will assemble a database of change requests (CRs) to be assembled by priority and effect in a CR-list for the next milestone report (MRs) that shall be published on fixed dates through ERA (European Railway Agency). The SRS 3.4.0 from Q2 2014 matches with the first MR1 from this process, the further steps are planned for the MR2 to be published in Q4 2015 (possibly SRS 3.5.0) and the MR3 to be published in Q3 2017 (possibly SRS 3.6.0). Each specification will be commented on and handed over to the RISC (Railway Interoperability and Safety Committee) for subsequent legalization in the European Union. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「European Train Control System」の詳細全文を読む スポンサード リンク
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