Hitachi Rail STS provides full-service capabilities to large railway networks like India, France, Italy and the US. It supplies systems for new lines being built in fast developing countries such as China and Australia.

In Europe, the company is key to upgrading towards ERTMS, the new European Rail Traffic Management System, leading to the interoperability of differing country networks and newly-built High Speed lines.

In the US and in Australia our advanced planning and control systems provide vital end-to-end solutions that address the needs of freight, mining and heavy haul operators.

The signalling systems developed and commissioned by Hitachi Rail STS have over time set railway standards. Among these:

  • SCMT, the Italian national train protection system based on ERTMS;
  • Heavy Haul & Mining solutions like those customized for Rio Tinto in Australia, with trains that are 2.4 km long and weigh 29,500 tons;
  • More recently, VPTC, being now implemented in Alaska, USA. VPTC, or Vital Positive Train Control, will become the very first vital dark territory implementation of positive train control in the industry. Only available from Hitachi Rail STS


Systems Integration

Hitachi Rail STS can carry out the activities of design, construction, test, commissioning, system engineering, system integration, project management, operation, maintenance and project financing of complete Conventional Railway and Freight lines as well as any of their subsystems. Hitachi Rail STS may also act as lead or main contractor or partner for overall transportation systems, including complete Conventional Railway Systems as well as Freight networks and yards.

System Integration activities include the supply of Traction Power, Power Supply, SCADA, Permanent Way, Telecommunications, Security, Automatic Fare Collection, Depot, Control and Maintenance Centres, Signalling, Rolling Stock, etc.

The technological excellence and expertise of Hitachi Rail STS combined with the long international tradition in the electromechanical and electronic fields permit to supply custom made systems or subsystems on time and on budget following the guidelines set by the clients.


ERTMS, the European Railway Traffic Management System, is the new interoperable railway signalling system combining automatic train protection and train control with the possibility of enhanced network capacity through more efficient traffic management.
ERTMS includes two basic components:

  • ETCS, the European Train Control System, which makes it possible not only to transmit permitted speed and movement authority information to the train driver but also to monitor constantly the driver’s compliance with these instructions.
  • GSM-R, based on standard GSM but using various frequencies specific to rail as well as certain advanced functions. It is the digital radio system used for exchanging voice and data information between the track and the train.

Interoperability means that a train equipped with ERTMS can travel without signalling boundaries of any within the ERTMS-equipped rail network, regardless of the country the train is travelling in, the legal nature of the infrastructure manager or the company providing the ERTMS system.
ERTMS provides enormous advantages and a great increase in rail efficiency and performance that Hitachi Rail STS can offer with the guarantee of a global leader in ERTMS components and systems for Main Lines and High Speed lines, in Europe and beyond.

Main ERTMS features:

  • Interoperability for international traffic means that
    • stops at borders for crew and traction change can be minimised,
    • trains can keep moving / earning
    • customers benefit from shorter and more reliable journey / transit times

  • Interoperability within individual countries means that
    • legacy limited capability and mutually incompatible train control systems can be phased out,wayside equipment can be minimised, 
    • advantage can be taken of a more competitive supply market

Communication based train control provided by ERTMS means that train movement decisions reflect the most current applicable conditions including track occupancy and train speed, and giving benefits of:

  • Increase in railway capacity – more traffic
  • Increase in service performance (better adherence to schedule)

Cab signalling means that:

  • Layout design is no longer inhibited by viewing requirements for wayside optical signals – more efficient and flexible movement arrangements can be supported
  • Train service is less prone to disruption by weather events (fog etc)

System standardisation offers the benefits of:

  • Lower ownership costs
  • Better protection against premature obsolescence

The ERTMS/ETCS concept supports 3 different levels (architectures) of application, two of which (level 1 & level 2) are already implemented and in revenue service in most European countries and beyond, with Hitachi Rail STS being the first provider to introduce this technology in the very competitive markets of China and India.  Level 3 is subject to further development of common specifications.


SCMT, (Italian Rail Traffic Management System) is an innovative train control system compatible with the new European Rail Traffic Management System (ERTMS/ETCS) designed to ensure interoperability on the European rail network.

SCMT protects the train’s operation, including:

  • the conditions dictated by the signals
  • the speed permitted by the line in normal and adverse conditions
  • the maximum speed permitted by the rolling stock
  • the activation of the emergency brakes if control limits are exceeded.

The SCMT project fulfils the strategic objectives of increasing security and complying with the legal requirements of the priority investment plan.

SCMT comprises a ground sub-system and an on-board sub-system, which are closely integrated.

The project involves:

  • equipping all the major network lines with the SCMT ground sub-system;
  • equipping trains that run on the network with integrated on-board sub-systems, which interact with the ground sub-system on the lines;
  • undertaking any work necessary to adapt the current installed technology to ensure compatibility with continuous repetition of on-board signals on the most important connections.
  • By means of transponders known as balises installed along the railway lines, which are activated when a train passes, the ground sub-system sends information to the on-board sub-system. This processes the data from the train parameters input at the beginning of the journey, and then determines the speed curves and limits that will ensure automatic train protection.


TVM 430 is the second generation of TVM based on vital computer techniques and sophisticated multiplex frequency coding for track to train transmission through the rail.

The Headway performance can be achieved under commercial condition at 3 min. for 320 km/h. This system can be delivered in an integrated configuration ATC/IXL (Automatic Train Control/Interlocking) named SEI which reduces the cost by using the same computer platform for ATC and IXL.

TVM 300 is the first generation in service since 1981 and based on analogical technique.

It is extremely reliable and competitive in terms of price per kilometer. The TVM 300 used on the South East HSL in France, allowed a headway of 5 min. between trains. This was reduced to 3 min. on the new high-speed lines due to the use of the TVM 430.


TVM systems ensure the continuous control of the train. In the event of speed excess in relation to the instruction speed, the control automatically triggers the braking system. Information coming from the track, train location and local parameters processing is continuously transmitted to the monitoring equipment situated in the locomotive. The TVM generations use the rail as a way of transmission medium with a sophisticated multiplex frequency for coding.

The principle of a continuous ATC system (Automatic Train Control) is to allow real time transmission to the train of all information necessary to its movement and to check that the train evolves within its assigned safety parameters at all times.


More than 4 million kilometres are run each month in France using TVM 430, guaranteeing less than a 5 min. delay every 2 million kilometres.

* The TVM comes originally from "Transmission Voie Machine" (track to train transmission), however today the contents of the concept include vital automatic control systems 


Vital Positive Train Control (VPTC) is the industry’s first vital stand-alone positive train control system for signaled and dark territory. Integrated communication-based train control and track management systems provide a new level of safety and efficiency preventing train-to-train collisions, enforcing speed restrictions and protecting workers under authority.

Vital Positive Train Control (VPTC) offers your rail network the most robust configuration of highly advanced but proven technology platforms and subsystems available today. With commercial deployment already underway, our VPTC is the solution that is available now and ready for tomorrow.

The configuration of our VPTC solution reveals a sophisticated set of sub-systems that are recognized throughout the industry as providing the highest degree of control and advanced automation across broad geographic regions. As a result, this fully integrated and flexible platform sets a new standard of safety for dark territory.

Features and Benefits

Vital digital communications eliminate the need for read-back

Office Safety Server (OSS) uses low radio bandwidth

Interfaces with signals in centralized traffic control, manually monitored switches and track integrity systems in direct traffic control, and wayside defect detectors.

L 12000

The L12000 ATP from Hitachi Rail STS Sweden is an affordable ATP system for all kinds of railway or transit systems and makes your railway or transit system perform more with less. It brings safety to operations, without decreasing efficiency and is ideal for retrofitting, with the option for future upgrade to radioblock for continuous transmission.

L12000 ATP functions:

The 2-out-of-3 or 2-out-of-2 vital processors with discrete logic I/O architecture of L10000 have been superseded by a single 2-out-of-2 vital processors configuration in a cluster with dedicated I/O processors and non-vital slaves.
The system is modular and can be both HW and SW configured for different applications:

  • Intermittent and continuous data transfer
  • Braking curves calculated to individual train characteristics
  • Multiple braking curves
  • Full supervision over multiple blocks
  • Ergonomic driver's panel
  • Service brake and emergency brake
  • Special functions (door control, etc)

L12000 ATP References:

  • Stockholm Local Transport (SL), Sweden
  • LKAB, Sweden
  • Kuala Lumpur Monorail (KLM), Malaysia
  • New Jersey Transit (NJT), USA
  • Pilbara Iron Rail Division (PIRD), Australia (previous Hamersley)

L15000 ATP

Hitachi Rail STS Sweden has been entrusted with the task of developing an STM (Specific Transmission Module) for the Nordic countries: Sweden, Norway (ATC2) and Finland (JKV). Once in service, the STM will allow total flexibility in the operation of trains on the networks under conversion to ERTMS, thereby representing a cornerstone in the Nordic ERTMS migration strategy.

Introducing L15000 takes ATP technology one step further by combining the experience from L10000 and L12000 into a revised hardware architecture, particularly suitable for interfacing with ERTMS/ETCS onboard systems (EVC).

The L15000 system is made up of a high performing vital architecture in a 2-out-of-2 configuration optimised for ATP functionality. Structured as an add-on module to an onboard ERTMS system, it serves the purpose of an interface between the existing ATP national system and the ERTMS system. This facilitates operation on both existing lines and new ERTMS lines, including seamless transition between the two types of ATP domains.

The L15000 platform represents the very latest stage in a continuously on-going development strategy, starting from the original well-known L10000 ATP platform employed since the late 70’s, and currently in use on the majority of the fleet throughout the Swedish and Norwegian rail networks. L10000 has consistently demonstrated its flexibility and adaptability in several applications throughout the world, including Sweden, Norway, Denmark, USA, Australia and Malaysia, and ensures the conversion of the Nordic rail networks to CENELEC standards.

The basic L15000 architecture can then be adapted to individual customer needs. Such adaptation may include a separate Driver's Panel which, if necessary, can be used as a dedicated DMI.

A further adaptation is the possibility to choose between a Transmission Unit and a dedicated 'Interface K' Unit to BV/JBV/RHK specification. This enables integrated operation with an ERTMS/ETCS system designed to the same interface standard, thus eliminating the need for two separate antennas.

References: STM (Specific Transmission Module) for Sweden, Norway and Finland (BV, JBV and RHK).

Heavy and Mining Transports

Heavy Haul & Mining operations are constantly challenged to deliver peak performance in changing environments, while demand for increased throughput presses railroads to improve infrastructure utilization without compromising safety. Our advanced planning and control systems provide vital end-to-end solutions that address these needs.

Computer-Based Interlocking

The most complete family of Computer-Based Interlockings for rail and transit is available only from Hitachi Rail STS. We can select from ACC, SEI and MicroLok® to provide a solution perfectly matched to your network conditions, be they High Speed, Main Line, Freight or Metro.

ACC, SEI and MicroLok® provide traffic solutions for the complete range of size requirements from a wide area network to a single end of siding. Think of them in terms of wide area control, route control, and local control respectively. Each can do more than this simple categorisation suggests. ACC is differentiated by optional provision of integrated diagnostics of attached objects, SEI is differentiated by its support for integrated automatic train control, MicroLok is differentiated as a generic low cost safety platform with support for application engineering directly by third parties or the end user. Each is based on the most advanced relevant technologies and can be integrated with Centralized Traffic Control (CTC) and with Automatic Train Protection (ATP) systems including in High Speed applications.

Computer-based interlockings from Hitachi Rail STS are currently in use all around the world, including the most demanding public and private networks, main line and metro including France, Italy, Spain, UK, Belgium, China US, Sweden, Denmark, Finland, India, Bangladesh, Botswana, Malaysia and Australia among others in the 5 continents.