EN 62625-1:2013

SLOVENSKI STANDARD
01-januar-2014
Železniške elektronske naprave - Sistem registriranja podatkov o vožnji vlaka - 1.
del: Specifikacija sistema
Electronic railway equipment - On board driving data recording system - Part 1: System
specification
Matériel électronique ferroviaire - Système embarqué d’enregistrement de données de
conduite - Partie 1: Spécification du système
Ta slovenski standard je istoveten z: EN 62625-1:2013
ICS:
03.220.30 Železniški transport Transport by rail
45.020 Železniška tehnika na Railway engineering in
splošno general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EUROPEAN STANDARD
EN 62625-1
NORME EUROPÉENNE
November 2013
EUROPÄISCHE NORM
ICS 45.060
English version
Electronic railway equipment -
On board driving data recording system -
Part 1: System specification
(IEC 62625-1:2013)
Matériel électronique ferroviaire -  Elektronische Betriebsmittel für Bahnen -
Système embarqué d’enregistrement Bordsystem zur Fahrdatenaufzeichnung -
de données de conduite - Teil 1: Systemspezifikation
Partie 1: Spécification du système (IEC 62625-1:2013)
(CEI 62625-1:2013)
This European Standard was approved by CENELEC on 2013-10-17. 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, Former Yugoslav Republic of Macedonia, France, Germany,
Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.

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

CEN-CENELEC Management Centre: Avenue Marnix 17, B - 1000 Brussels

© 2013 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.
Ref. No. EN 62625-1:2013 E
Foreword
The text of document 9/1820/FDIS, future edition 1 of IEC 62625-1, prepared by IEC/TC 9 "Electrical
equipment and systems for railways" was submitted to the IEC-CENELEC parallel vote and approved
by CENELEC as EN 62625-1:2013.

The following dates are fixed:
(dop) 2014-07-17
• latest date by which the document has to be
implemented at national level by
publication of an identical national
standard or by endorsement
• latest date by which the national (dow) 2016-10-17
standards conflicting with the
document have to be withdrawn
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CENELEC [and/or CEN] shall not be held responsible for identifying any or all such
patent rights.
Endorsement notice
The text of the International Standard IEC 62625-1:2013 was approved by CENELEC as a European
Standard without any modification.

- 3 - EN 62625-1:2013
Annex ZA
(normative)
Normative references to international publications
with their corresponding European publications

The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.

NOTE  When an international publication has been modified by common modifications, indicated by (mod), the relevant EN/HD
applies.
Publication Year Title EN/HD Year

IEC 60571 - Railway applications - Electronic equipment EN 50155 -
used on rolling stock
IEC 61375 Series Electronic railway equipment - Train EN 61375 Series
communication network (TCN)
IEC 62498-1 - Railway applications - Environmental EN 50125-1 -
conditions for equipment -
Part 1: Equipment on board rolling stock

ISO/IEC 8824 Series Information technology - Abstract Syntax - -
Notation One (ASN.1): Specification of basic
notation
IEC 62625-1 ®
Edition 1.0 2013-09
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
colour
inside
Electronic railway equipment – On board driving data recording system –

Part 1: System specification
Matériel électronique ferroviaire – Système embarqué d’enregistrement de

données de conduite –
Partie 1: Spécification du système

INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
PRICE CODE
INTERNATIONALE
CODE PRIX W
ICS 45.060 ISBN 978-2-8322-1093-2

– 2 – 62625-1  IEC:2013
CONTENTS
FOREWORD . 3
INTRODUCTION . 5
1 Scope . 6
2 Normative references . 6
3 Terms, definitions, abbreviations, acronyms, and conventions . 7
3.1 Terms and definitions . 7
3.2 Abbreviations and acronyms . 8
3.3 Conventions . 8
3.3.1 Base of numeric values . 8
3.3.2 Naming conventions . 9
4 Requirements . 9
4.1 General . 9
4.2 Functional requirements . 9
4.2.1 Record train data . 9
4.2.2 Ensure on board protection of recorded data . 9
4.2.3 Ensure retrieval of recorded data . 10
4.2.4 Enable recorded data analysis . 10
4.2.5 Optional functions . 11
4.3 System requirements . 11
4.3.1 On board driving data recording system . 11
4.3.2 Optional modes . 18
4.4 Use cases . 18
5 Conformity statement . 18
Annex A (informative) Italian use case . 19
Annex B (informative) Japanese use case . 23
Annex C (informative) German use case . 25
Annex D (informative) Chinese use case . 26
Annex E (informative) Functional breakdown structure – Overview (extract from EN
15380-4) . 27
Annex F (informative) Check list of monitored and recorded data . 30
Bibliography . 34

Figure 1 – ODDRS modes . 12
Figure 2 – ODDRS optional modes . 18
Figure A.1 – SCMT and the related subsystems and devices . 20
Figure A.2 – Structure of DIS remote servers and central computing systems . 21
Figure A.3 – Example of DIS data analysis . 22

Table 1 – Parameter values of the protection capability . 14
Table 2 – Minimum recorded data list . 15
Table 3 – ODDR Unit input requirements . 17
Table E.1 – ODDRS allocation in EN 15380-4 . 29
Table F.1 – Recorded data features . 31

62625-1  IEC:2013 – 3 –
INTERNATIONAL ELECTROTECHNICAL COMMISSION
____________
ELECTRONIC RAILWAY EQUIPMENT –
ON BOARD DRIVING DATA RECORDING SYSTEM –

Part 1: System 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) 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 62625-1 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
9/1820/FDIS 9/1844/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.

– 4 – 62625-1  IEC:2013
A list of all parts in the IEC 62625 series, published under the general title Electronic railway
equipment – On board driving data recording system, 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.
IMPORTANT – The 'colour inside' logo on the cover page of this publication indicates
that it contains colours which are considered to be useful for the correct understanding
of its contents. Users should therefore print this document using a colour printer.

62625-1  IEC:2013 – 5 –
INTRODUCTION
In the railway market over the last decade, the demand for event recorders onboard of trains,
metros and trams, has continuously increased. The operators are asking for more and more
recorders beyond the simple recording of speed, distance and elapsed time. Consequently,
many national safety authorities in many countries around the world require the installation of
on board event recording system. Herein some examples are listed:
• In Japan, the Ministry of Land, Infrastructure and Transport revised "Shorei (The Ministerial
regulation of Japan)" in 2006 for implementing juridical recorder. This regulation requires
the railway authorities having constant operational requirements to install juridical
recorders.
• In the USA, the Federal Railroad Administration issued in 2005 the “Final Rule 49 CFR
Part 229”. The rule requires that the leading locomotives of all the USA trains are equipped
with compliant event recorders.
• In the UK, the regulation GM/RT 2472 requires that the majority of trains operating on the
network rail controlled by infrastructure are fitted with a compliant on train data recorder.
• In Europe, the technical specifications for interoperability for the control-command system
and for Operation require the implementation of a Juridical Recording Unit when running on
the trans european network (TEN) (Directive 2008/57/EC of the European parliament and of
the council).
Today, it is necessary to set a common specification that can be referred to by the regulations
issued by each national safety authority to harmonize these requirements, to simplify the rolling
stock design and to ensure a cost effective implementation. The aim of this standard is to fulfil
this target.
In addition to the usual benefits of standardization for the railway stakeholders (e.g. cost
reduction), this standard has the following benefit:
• Achievement of a specification of a worldwide juridical event recorder that respects the
minimum requirements necessary for the interoperability of trains crossing the borders of
countries around the world (e.g. Europe, Asia, USA/Canada).
• The goals of the on board driving data recording system are to enable the checking of train
operation according to the driving rules through recording the events of train operation.
According to national laws, this checking can be used for enquiry after an accident or
incident or for the regular monitoring of the driver’s ability and qualification to operate the
train.
– 6 – 62625-1  IEC:2013
ELECTRONIC RAILWAY EQUIPMENT –
ON BOARD DRIVING DATA RECORDING SYSTEM –

Part 1: System specification
1 Scope
This part of IEC 62625 covers the specification of an on board driving data recording system
for the purpose of recording data about the operation of the train. The data refers both to the
driver behaviour and the on board systems behaviour to support systematic safety monitoring
as a means of preventing incidents and accidents.
The data is recorded in a way that is suitable for identifying cause and where possible
consequence, such that the data is suitable:
• for investigative use in case of accidents and incidents;
• to monitor the appropriate actions of drivers.
The conformance test procedure will be covered by a future standard in the IEC 62625 series.
This standard specifies the requirements for a universal recording system that is applicable to
all types of rail vehicles.
Requirements and responsibilities for the management and retention of the data to ensure that
its integrity is maintained once it has been extracted from the recording device lie outside the
scope of this standard.
Application of this standard is subsidiary to the responsibility of the transport authority and the
safety regulatory authority and to the specific laws and decrees where the ODDRS (on board
driving data recording system) is deployed.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and
are indispensable for its application. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments)
applies.
IEC 60571, Railway applications – Electronic equipment used on rolling stock
IEC 61375 (all parts), Electronic railway equipment – Train communication network (TCN)
IEC 62498-1, Railway applications – Environmental conditions for equipment – Part 1:
Equipment on board rolling stock
ISO/IEC 8824 (all parts), Information technology – Abstract Syntax Notation One (ASN.1)

62625-1  IEC:2013 – 7 –
3 Terms, definitions, abbreviations, acronyms, and conventions
3.1 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1.1
accident
an unintended event or series of events that results in death, injury, loss of a system or service,
or environmental damage
Note 1 to entry: Accidents are divided into the following categories: collisions, derailments, level crossing
accidents, accidents to persons caused by rolling stock in motion, fires and others.
3.1.2
consist
single vehicle or a group of vehicles which are not separated during normal operation
Note 1 to entry: Train set and rake of coaches are synonyms.
Note 2 to entry: A consist may contain one or more traction units.
EXAMPLE The vehicles of a consist are steadily connected in a workshop, and automatic couplers are mounted at
both ends of the consist to facilitate the coupling and de-coupling of complete consists in the workshop or during
operation.
3.1.3
incidents
any occurrence, other than accident or serious accident, associated with the operation of trains
and which may affect the safety of operation
3.1.4
monitoring data
data related to the monitoring of the driver competence
3.1.5
non-volatile storage medium
memory and the relevant interface circuitry, which store the data for investigative use in case
of accidents and incidents
Note 1 to entry: The non-volatile storage medium may be protected.
3.1.6
ODDR unit
physical unit which implements the ODDRS
Note 1 to entry: ODDRS may be implemented by one or more ODDR units.
3.1.7
resolution
smallest change in the measurand, or stored quantity, which causes a perceptible change in
the indication
[SOURCE: IEC 60050-311:2001, 311-03-10, modified]
3.1.8
train safety functions
technical barrier to prevent a hazard to become an accident during the train operation

– 8 – 62625-1  IEC:2013
3.2 Abbreviations and acronyms
ATO: Automatic Train Operation
ATS: Automatic Train Supervision
ATP: Automatic Train Protection
AWS: Automatic Warning System
CSV: Comma Separated Values
DIS: Driver Information System
DSD: Driver’s Safety Device
EBA: Eisenbahn-Bundesamt
EMU: Electric Multiple Unit
ERTMS: European Rail Traffic Management System
ETCS: European Train Control System
FBS: Functional Breakdown Structure
GPS: Global Positioning System
GSM-R: Global System for Mobile Communications - Railway
HMI: Human-Machine Interface
I/O: Input/Output
IT: Information Technology
JRU: Juridical Recording Unit
LKJ: Lieche Yunxing Jiankong Jilu Zhuangzhi
LSB: Least Significant Bit
LZB: Linienzugbeeinflussung
MVB: Multifunction Vehicle Bus
ODDR: On Board Driving Data Recording
ODDRS: On Board Driving Data Recording System
PBS: Product Breakdown Structure
PZB: Punktförmige Zugbeeinflussung
RAL: Reichsausschuss für Lieferbedingungen
SCMT: Sistema Controllo Marcia Treno
TCMS: Train Control and Monitoring System
TCN: Train Communication Network
TPWS: Train Protection and Warning System
TSI: Technical Specifications for Interoperability
USB: Universal Serial Bus
UTC: Universal Time, Coordinated
VDV: Verband Deutscher Verkehrsunternehmen
WSP: Wheel Slip/Slide Protection
XML: eXtensible Markup Language
3.3 Conventions
3.3.1 Base of numeric values
This part of IEC 62625 uses a decimal representation for all numeric values unless otherwise
noted.
62625-1  IEC:2013 – 9 –
Analog and fractional values include a comma.
EXAMPLE The voltage is 20,0 V.
Binary and hexadecimal values are represented using the ASN.1 (ISO/IEC 8824) convention.
EXAMPLE Decimal 20 coded on 8 bits = ‘0001 0100’B = ‘14’H.
3.3.2 Naming conventions
The naming conventions applied in this standard are specified by ISO/IEC Directives, Part 2,
sixth edition (2011).
4 Requirements
4.1 General
The requirements are delivered and listed for each relevant function of ODDRS from the
Functional Breakdown Structure illustrated by Annex E.
4.2 Functional requirements
4.2.1 Record train data
During train operation, data relevant to train operation according to Clause 1 shall be recorded
on board by the on board driving data recording system. The records shall be done in such a
way that it is possible to determine the driving relevant events that occurred.
The recording system shall record continuously whenever it is in recording mode (see Figure 1
and Figure 2).
The system shall localize, date and time-stamp all events that it records.
The system shall not overwrite data until at least 8 days have elapsed after it was recorded.
The last 24 h recorded data shall be held available in the ODDRS, except after controlled and
authorised retrieving of recorded data. Retrieving includes also the removing and replacing of
storage medium.
The data recorded shall be such that the actions of the train driver and the actions of the train
safety functions can be determined directly or indirectly (i.e. from analysing more than one item
of data).
The ODDRS shall monitor and record at least following data:
• Time of day and date
• Train speed
• Train location
• Driver’s commands relevant to safe operation
• Actions of safety functions related to train operation (see Clause 1)
Annex F contains a check list of monitored and recorded data.
4.2.2 Ensure on board protection of recorded data
ODDRS shall have a means of protecting against loss or damage of the recorded data.

– 10 – 62625-1  IEC:2013
The data integrity shall be maintained under predefined worst case accident scenario (see
4.3.1.7).
Disconnection or loss of external power to the device shall not affect the integrity of data which
has already been recorded.
The ODDRS shall be provided with a means of safeguarding against unauthorised access (e.g.
extraction or download) to recorded data.
The ODDRS shall be provided with a means of preventing writing, modifying and deleting the
recorded data. Nevertheless the date and time entry for synchronization is accepted based on
a record of the synchronization process and a procedure to ensure that this synchronization is
done by an authorized personnel (this procedure is outside the scope of this standard).
After loss of power, ODDRS shall maintain data contents for at least one month.
4.2.3 Ensure retrieval of recorded data
ODDRS shall allow recorded data to be extracted for analysis and retention on an external
device. There are two types of data extraction means. One is the remove and convey of the
storage medium from ODDRS to the ground facility and extract data in the ground facility. The
second is the data transmission through a communication interface.
Errors during data extraction shall result in re-transmission until an error free transmission is
completed.
If the data is not allowed to be overwritten (for instance by national regulations) a visible
indication output shall be provided to show if more than 80 % of the storage medium contains
recorded data which has not yet been extracted or downloaded.
The retrieval of data shall be done securely by authorized personnel or authorized systems.
The ODDRS shall be provided with the means to check the success of the retrieval of the
recorded data and after the success the data can be overwritten. Execution of the extraction or
the download shall not affect the integrity of the source data; that is, it shall not modify, delete
or overwrite it. Multiple successive downloads of the recorded data shall be possible.
If the ODDRS is capable of downloading whilst it is recording, for instance in the context of a
train moving, the recording train data function specified in 4.2.1 and the protection function
specified in 4.2.2 shall not be affected.
For the last 24 h of recorded data, a storage medium incorporated within ODDRS named
“protected storage medium” shall:
• be removable in order that it can be removed from the ODDRS unit by means of tools if
necessary,
• have protection level according to 4.3.1.7,
• be non-volatile for at least 2 years,
• be easily identifiable to achieve quick recovery following an accident.
and shall allow the stored data to be extracted.
4.2.4 Enable recorded data analysis
Extracted data shall be submitted to a software tool, provided by the manufacturer, that
converts them into a standard format for data exchange (e.g. CSV, XML).

62625-1  IEC:2013 – 11 –
4.2.5 Optional functions
4.2.5.1 Display ODDRS status to the driver
It is recommended to have the operational status of the ODDRS and the non-volatile storage
medium presence indication visible in the driver’s cab.
4.2.5.2 Make easy the recognition of the non-volatile storage medium
The non-volatile storage medium shall be orange as defined in RAL 2003.
4.2.5.3 Provide on-board and on-board to ground communication
If an on-board network is provided on a train then the ODDRS shall interface with TCMS
system and obtain data from it.
In case that ODDRS is interfaced to the on-board network, the preferred consist network
specified by IEC 61375 series shall be used.
In case the communication between the ODDRS and ground is requested, a communication
gateway could be integrated or interfaced to ODDRS. The preferred solution for the mobile
communication gateway is according to the requirements specified IEC 61375 series.
4.2.5.4 Provide low power management
ODDRS could enter into power saving mode when the train has been stopped, without a driver
present, for more than a pre-determined time. Power consumption in power saving mode is
much lower than the in normal mode. The full functional mode shall be resumed as soon as the
train is in operation mode.
4.2.5.5 Support digital signature and driver identification
The recorded data shall be digitally signed.
Digital signature and train driver identification may be realised by using smart card or
encryption with asymmetrical key or by equivalent means, e.g. biometric.
The driver identification function shall be used to enable management functions (e.g. train
operation enabling function).
4.2.5.6 Provide on-board diagnostics and enable remote maintenance
The ODDRS should provide on-board diagnostics and enable remote maintenance such as
follows:
• Function to provide status information monitored from the operator control center, of the
train which is ODDRS equipped.
• System remote initialization function
• Function to upload new software, function to download diagnostic logging files
• Download tool for recorded data
4.3 System requirements
4.3.1 On board driving data recording system
4.3.1.1 General
The ODDRS shall include for one train consist at least one on board driving data recording unit.

– 12 – 62625-1  IEC:2013
The ODDRS has at least three modes as listed below:
• Power off mode
• Initialization mode
• Recording mode
Additional modes may be provided.
The ODDRS shall enter recording mode in less than 60 s when it is powered on from power off
mode (see Figure 1).
When the ODDRS is in recording mode, the ODDRS shall continuously monitor the incoming
data and record the data according to 4.2.1.
Initialization
mode
Power Initialization
supply on completed
Power
supply
off
Recording
Power off
mode
mode
Power
supply
off
IEC  2238/13
Figure 1 – ODDRS modes
4.3.1.2 Performance and capacity
4.3.1.2.1 Storage capacity
The data shall be recorded on a non-volatile storage medium.
The ODDRS physical storage medium(s) shall have the storage capacity to record according to
4.2.1.
The protected storage medium of ODDRS shall meet the requirements specified in 4.2.3.
4.3.1.2.2 Recording performance
With reference to the recording performance of ODDRS, in terms of latency time from the
occurring of the incoming event (i.e. the signal input change that generates recording data) to
the recording into the non-volatile storage medium, two classes are defined:
Class R1: The ODDRS shall record incoming event data within 500 ms.
Class R2: The ODDRS shall record incoming event data within 3 s, thereby providing increased
life of non-volatile storage medium.

62625-1  IEC:2013 – 13 –
In both cases the assumed incoming data flow is 10 incoming events per second.
The resolution of the time stamping of the recorded data shall be less or equal to 1 s.
The ODDRS shall ensure that incoming data spaced out by 250 ms are recorded in a
sequential order (i.e. it may happen that data spaced out by less than 250 ms are not recorded
in a correct order).
4.3.1.3 Environment
The ODDRS shall be compliant to IEC 60571.
The ODDRS should satisfy the condition defined by IEC 62498-1 for electric device
environmental conditions on train.
The ODDRS ambient temperature class will be the same or better than that specified for the
train on which the ODDRS is installed.
4.3.1.4 ODDRS unit availability and reliability
The ODDRS unit shall have a mean time between failures greater than 50 000 h. The ODDRS
unit shall be removed, replaced and made operational in less than 1 h.
The mean failure rate of recording a different data than the incoming one shall be less than
–5
10 per hour during train operation.
–5
The mean failure rate of retrieving data different than the recorded one shall be less than 10
per hour.
4.3.1.5 Non-tampering, non-alteration and security of records
The recorded data shall be completed with the measures to safeguard data integrity (e.g.
checksum).
The integrity of the data shall be ensured by an error detecting code applied on the recorded
data and on the out coming recorded data. The type of error detecting code and its length shall
be chosen considering the length of the protected record. The software tool (see 4.2.4)
enabling out coming recorded data analysis shall use the error detecting code to detect any
altered data.
Countermeasures shall be taken in order to ensure that the recorded data is equal to the
incoming data.
Stored data shall be protected by authorization against misuse e.g. by a login process before
establishing a connection to the ODDRS by its interfaces.
4.3.1.6 Maintainability and diagnostic
The ODDRS shall execute a self-test during the initialization mode. If the ODDRS detects self-
malfunction or loss of the power source, it shall have a method of tracing such events.
An output shall be provided by the recording system to indicate periodically its running status.
The output serves to indicate that the device is receiving power and that it is functioning
correctly; it does not imply that the device’s inputs are connected and delivering data.
The ODDRS should provide a service interface for authorized access to the parameterisation
(i.e. set of parameter values used by a function) of functional capabilities and performance.

– 14 – 62625-1  IEC:2013
4.3.1.7 Recorded data survivability
For recorded data survivability of ODDRS, the protection capability that applies to the protected
storage medium of ODDR unit is defined by the parameters in Table 1. It is allowed for each
parameter to apply the value listed in Table 1 column A or column B or the value specified by
IEC 60571 depending of on-board conditions (e.g. setting position such as center of the consist
to avoid receiving damage from train accident, several ODDR units installed in one consist
such as leading car and last trailing car).
For a universal use of ODDRS, the recommended parameter values of protection capability
that apply to the protected storage medium of ODDR unit are defined by the column A in
Table 1.
Table 1 – Parameter values of the protection capability
Parameter type Parameter value
Name Code A B
Fire F 650 °C for 30 min, followed by 300 °C for 700 °C for 5 min
60 min, followed by 100°C for 5 h.
Impact S One shock in the direction of each of the Three shocks in each direction of the three
shock three principal axes (total of 3 shocks): mutually perpendicular axes (total of 18
55 g peak, 100 ms duration, ½ sine crash shocks): 100 g, 10 ms duration, ½ sine
pulse, no less than 28 m/s integrated pulse
velocity (area under the half sine curve)
Penetration P 23 kg weight with a protruding 6,4 mm
diameter steel pin dropped from a height of
1,5 m
Static C 110 kN for 5 min 20 kN for 1 min applied at the centers of
crush each of the opposite faces (3 tests) and at
the midpoints of each of the diagonally
opposite edges (6 tests)
Fluid I Immersion in any of the following Immersion in any of the following
immersion individually for 48 h: grade 1 and 2 diesel individually for 60 min: domestic tap water,
fuel, regular and salt water and lubricating fire extinguishing fluids, refrigerant types
oil. applicable to the train’s usage
Immersion in fire-extinguishing fluids for
10 min followed by 48 h in a dry location
without being other disturbed
Hydrostatic H Immersion in salt water at a depth of 15 m
pressure for 2 days
Magnetic M Magnetic field produced by a current flow
field from 0 to 64 kA at a rise of 10 MA/s at a
distance of 1 m from the centre of the
protected storage medium with the
conductor parallel to each of the three
mutually perpendicular axes and with field
in both directions in each axis (total of
6 tests)
NOTE For each parameter, the minimum protection requirement depends on the national regulations.
Consequently, no requirements could exist for a given parameter according to the national regulations, meaning
that it is not mandatory to determine the degree of protection for this given parameter. As an example, high
speed trains, conventional trains, metro and trams have different protection requirements as well as the
regulations in the UK, USA, Japan and Europe
For example, the protected storage medium with a protection capability FA-SA-HA means that the unit has the
degree of protection A for fire parameter, A for impact shock parameter, A for the hydrostatic pressure parameter
and no defined degree of protection for the other parameters. The protected storage medium can comply with
more than one degree of protection for a given parameter (e.g. FAB-SA-HA means that the unit has the degree
of protection A and B for fire parameter).

62625-1  IEC:2013 – 15 –
4.3.1.8 Hardware and software requirements
4.3.1.8.1 General
All the ODDRS elements shall comply with IEC 60571 except the element for which different
requirements are specified in a dedicated clause of this standard (e.g. protected storage
medium).
The Table 2 provides the minimum list of data that shall be recorded and their associated data
type, resolution and recording frequency. Each recorded data shall be referenced by travelled
distance and time.
Table 2 – Minimum recorded data list
a b c d
Data name Data type Resolution Recording frequency
Date and time Continuous 1 s When ODDRS enters in recording mode
Or
Every hour
Date and time Discrete 1 s Every change manually or automatically
synchronization/adjustment
Cabs activated Discrete N/A Every change
Travelled distance Continuous 1 m Every 1 000 m variation
Train speed Continuous 1 km/h
Every 2,5 km/h variation when speed < 50 km/h
or
Every 5 km/h variation when speed > 50 km/h
Or
Every 1 000 m variation of the travelled distance
Brake pipe pressure Continuous 1 kPa When brake pipe depression reach one of three
e
command configurable thresholds
EXAMPLE: the thresholds may be chosen according
to brake release, brake applied, etc.
electrical Discrete N/A Every change
command
Braking status of other train Discrete N/A Every change
control line
Braking status of the on board Discrete N/A Every change
signalling systems (e.g. ATP
emergency brake)
Operation, isolation/override of Discrete N/A Every change
and driver response to on-
board warning and protection
systems
Position of the traction Discrete N/A Every change
controller
a
Name of the signal to be recorded.
b
Data type categories of the recorded data are as follows:
– Continuous. A set of data is said to be continuous if the values belonging to it may take on any value within
a finite or infinite interval. Opposite of discrete data.
– Discrete. A set of data is said to be discrete if the values belonging to it are distinct and separate, i.e. they
can be counted (1, 2, 3, etc.). Opposite of continuous data.
c
Better resolution is allowed.
d
Defines which condition at least shall trigger the recording in the storage medium(s) (i.e. it defines when the
signal shall be recorded). Better recording frequency is allowed.
e
Only the pipe pressure or the electrical command shall be recorded depending on the braking system
(pneumatic or electrical).
– 16 – 62625-1  IEC:2013
4.3.1.8.2 Time of day and date
The ODDR Unit shall have an internal time source.
Basically time information is obtained with the clock and calendar function inside the equipment.
The unit of the time in the recorded data (LSB) shall be 1 s. This is not the required time
resolution.
The ODDR unit internal time source shall have a stability of 0,002 %/°C under the condition
defined IEC 60571.
Time data shall be UTC or the local time based on UTC.
The internal time source shall be synchronized periodically (i.e. a minimum of once each month)
with an authoritative train onboard source, an external source (e.g. GPS, NTP Server, radio
signal) or a manual date and time entry.
NOTE Some sources have no "leap second" correction.
Using a time-stamp synchronized to an authoritative train onboard source to be able to
correlate all the recorded data by the system with other train recordings (e.g. other devices on
the same vehicle and the occurrence of GSM-R voice radio messages received from trackside)
so as to enable any causal relationships to be determined and to be able to localize all the data
recorded.
4.3.1.8.3 Train location
Train location source can be either external and/or internal to the ODDRS. In case that the
location source is external to ODDRS, this source shall be in the same consist in which the
ODDR unit is installed.
Train location data can be obtained:
• by the accumulated distance calculation (i.e. travelled distance data) from a reference point
by counting the number of pulse signals from the speed sensor or the tachometer generator
and so on (e.g. for reference points: train position when ODDRS is powered, train position
of door open/close operation, position of signalling beacon). Basically one speed sensor is
connected to one ODDRS. Optionally, more than two speed sensors can be connected to
one ODDRS.
• by reading directly the received information from GPS, or other satellites system.
• from train location source provided by on-board subsystems.
Train location data recorded shall have 1 m weight as least significant bit. It is the resolution of
the recorded data irrespective of the resolution of the signal input.
Train location data shall be absolute or relative distance from the reference point. When using
relative distance, it shall define the reference point
...