In April 2004, Korea’s first high-speed train, the KTX, began operations, marking its 20th anniversary this year. Based on France’s TGV and adapted to Korea’s railway environment, the KTX revolutionized domestic travel, reducing the travel time between Seoul and Busan to just over two hours and effectively transforming the country into a one-day living zone. The era of fully Korean-style high-speed trains began four years later. In 2008, with the debut of the KTX-Sancheon, a high-speed train designed and manufactured entirely with domestic technology by Hyundai Rotem, Korea became the fourth country in the world, after Japan, France, and Germany, to possess high-speed train manufacturing technology.
Through continuous research and development, Hyundai Rotem unveiled the HEMU-430X in 2012, targeting a 430 km/h performance, thereby establishing a foundation for distributed traction type high-speed train technology. Distributed traction type high-speed trains have their power and braking systems distributed across multiple train cars, offering advantages such as greater flexibility in acceleration and deceleration and reduced time to reach maximum speed. As a result, demand for them has steadily risen in the global railway market. In the following year, the HEMU-430X achieved a top speed of 421.4 km/h, proving Hyundai Rotem’s world-class capabilities in manufacturing distributed traction type high-speed trains.
The expertise gained from developing the HEMU-430X in distributed traction type high-speed train design culminated in the KTX-Eum (EMU-260), which began commercial operation in January 2021, and the KTX-Cheongryong (EMU-320), which entered service in May 2024. The KTX-Eum, Korea’s first distributed traction type high-speed train designed and manufactured with domestic technology, features a six-car configuration fully utilized for passenger seating, offering 381 seats. It operates at a maximum commercial speed of 260 km/h.
Taking a step further, the KTX-Cheongryong, which began operations in May 2024, is a next-generation distributed traction type high-speed train with a maximum design speed of 352 km/h and a maximum commercial speed of 320 km/h. Configured with eight cars per trainset, it provides 515 seats, achieving approximately 35% higher transport efficiency compared to the KTX-Eum. When operated as a coupled (double) train, the seating capacity increases to 1,030 seats.
Following the commencement of commercial operations for the KTX-Cheongryong, Hyundai Rotem achieved another milestone in June 2024 by entering the international market for the first time in the history of domestic high-speed trains. The company secured a KRW 270 billion project to supply and maintain distributed traction type high-speed trains through a public-private partnership with Korea Railroad Corporation (Korail). This project was commissioned by Uzbekistan Railways (UTY, Uzbekistan Temir Yo’llari). Hyundai Rotem plans to deliver six 250 km/h-class distributed traction type trainsets, each consisting of seven cars, similar to the KTX-Eum. The project also includes custom designs optimized for Uzbekistan’s railway environment, such as broad-gauge bogies and power systems compatible with the local power infrastructure. This contract is significant as it lays the foundation for the future expansion of domestically manufactured high-speed trains into international markets.
Following the first-ever entry of domestically manufactured high-speed trains into the international market, another good news arrived in September 2024. Hyundai Rotem, Korea’s sole high-speed train manufacturer, announced that it had obtained the ISV certification for the design segment under Europe’s TSI standards. The TSI serves as a technical standard for ensuring railway interoperability within Europe. It is a mandatory certification for securing railway contracts in the European market. Hyundai Rotem’s achievement of TSI technical certification is a remarkable feat, representing the culmination of 20 years of dedication to the localization and advancement of Korean high-speed train technology. It also serves as a declaration of the company’s intention to fully enter the European railway market.
TSI Certification: Paving the Way to the European Railway Market
The European railway network has long faced challenges in cross-border operations due to differing rail gauges, signaling systems, power sources, operational methods, and safety protocols in each country. Efforts to establish unified regulations and technical standards for railway interoperability within Europe gained momentum after the formation of the European Union (EU) in 1994. In 1996, the EU issued guidelines for the interoperability of High-Speed Train systems, and in 2008, the European Union Agency for Railways (ERA) introduced the Technical Specifications for Interoperability (TSI) to ensure operational compatibility across Europe. Initially, TSI standards were categorized separately for high-speed and conventional railways. However, following revisions in 2014, the distinction between high-speed and conventional railways was removed, resulting in a unified standard.
The TSI certification is broadly divided into the “Design Sector (SB Module)” and the “Quality Sector (SD Module)” certifications. The Design Sector is a process of verifying whether the design of the railway vehicle’s performance or key components is free of issues, similar to Korea’s Type Approval system. This process ensures that the design technologies of the high-speed train’s components and key systems comply with European-type approval standards, which is why it is also referred to as the Intermediate Statement of Verification (ISV). The Quality Sector certification evaluates whether the manufacturer’s mass-produced high-speed trains faithfully reflect the previously certified Design Segment technologies. It also assesses whether the vehicles are manufactured and inspected during production based on a Quality Management System (QMS). This certification ensures that the manufacturer can produce not just prototypes but mass-produced vehicles without issues for final delivery.
Designing railway vehicles to comply with TSI standards typically takes over two years. As a result, manufacturers without TSI Design Certification find it practically impossible to meet vehicle delivery schedules, even if they secure railway contracts in Europe. Recently, non-European countries have increasingly required railway vehicle manufacturers to adhere to TSI technical standards to facilitate future rail connections with Europe. Consequently, TSI certification has become an essential “qualification” for entering the global high-speed train market.
Evaluating compliance with TSI standards and issuing certifications is assigned to Notified Body (NoBo), accredited by the European Union Agency for Railways (ERA). These NoBo verifies every process stage, from design and production to delivery, and assess compatibility with the railway systems where the vehicles will operate. Obtaining TSI certification permits cross-border interoperability within the European railway network.
The evaluation criteria are based on essential requirements for railway vehicles, signaling, infrastructure, power systems, and operations that cross EU member state borders. TSI defines the following six areas and mandates compliance by all member states: Safety; Reliability and Availability; Health; Environmental Protection; Technical Compatibility; Operation and Maintenance.
In the vehicle sector, TSI certification, based on the six essential requirements above, consists of seven detailed evaluation categories: ▲LOC&PAS (Locomotive & Passenger): Technical requirements for locomotives and passenger vehicles; ▲PRM (Persons with Reduced Mobility): Accessibility requirements for passengers, including individuals with disabilities; ▲NOI (Noise): Noise standards; ▲SRT (Safety in Railway Tunnels): Safety response and measures required for railway tunnels; ▲ENE (Energy): Interface requirements between substation facilities and overhead catenary systems; ▲INF (Infrastructure): Interface requirements between platforms (stations) and vehicles; ▲CCS (Control Command & Signaling): Onboard and wayside signaling system requirements.
Hyundai Rotem’s Journey Toward Obtaining TSI Technical Certification
Hyundai Rotem, as Korea’s sole high-speed train manufacturer, has consistently developed and produced high-speed trains that align with international railway market trends, including both concentrated-power high-speed trains (KTX-Sancheon) and distributed traction type high-speed trains (KTX-Eum, KTX-Cheongryong). However, the reality was that, while designed and manufactured according to Korea’s Railway Safety Act technical standards for high-speed trains, the trains were somewhat lacking in meeting international standards or TSI requirements necessary for export. There has long been a call for TSI certification to enable Korean high-speed trains to enter the global market.
Obtaining TSI certification was a major project that required Hyundai Rotem to start entirely anew from the design phase, ensuring the high-speed trains operating in Korea would meet European standards. In fact, although Hyundai Rotem’s high-speed trains had already been designed using numerous international standard technologies, they still failed to meet about 80% of the requirements for TSI certification.
To establish a foundation for exporting high-speed trains overseas, Hyundai Rotem launched a TSI certification preparation task force in 2021 based on the EMU-320. The initial goal was to obtain TSI Design Division (SB Module) certification, focusing on satisfying four key evaluation areas: ▲Locomotives and Passenger Cars (LOC&PAS); ▲Accessibility for Persons with Reduced Mobility (PRM); ▲Noise (NOI); ▲Safety in Railway Tunnels (SRT).
The TSI certification consists of 1,184 detailed evaluation items, but the existing design of the EMU-320 met only 20% of the criteria. For example, the domestic standard for train width is 3,150 mm, whereas the European standard is 2,850 mm, a difference of 300 mm. This was not merely a matter of adjusting the vehicle’s dimensions. The redesign required complete adherence to European standards, including modifications to small components, passenger cabins, and even restroom sizes.
To transform the EMU-320 into a European-standard high-speed train, Hyundai Rotem created 630 new blueprints and 209 new technical documents. Throughout this process, Hyundai Rotem underwent multiple face-to-face evaluations with German TSI certification body assessors, providing technical explanations and improving the design to meet certification standards.
Finally, on September 24, 2024, Hyundai Rotem successfully obtained TSI Design Division (SB Module) certification for the EMU-320, a distributed traction type high-speed train, through TÜV Rheinland, a German TSI certification authority. This achievement came just 19 months after starting the evaluation process in March 2023, and three years after initiating TSI certification preparations.
Future Plans and Expected Benefits
Following its success in obtaining ISV certification, Hyundai Rotem plans to enhance its designs to address TSI requirements not covered under the scope of design certification. This includes the remaining TSI evaluation components such as: CCS (Control Command & Signaling): Standards for interface compatibility between onboard and trackside signaling systems; ENE (Energy): Interface between traction substations and vehicles; INF (Infrastructure): Interface standards between platforms (stations) and vehicles. Among these, Hyundai Rotem is already conducting separate TSI certification for CCS, with completion targeted for December 2027.
These efforts to strengthen design capabilities will be aligned with global high-speed train supply projects requiring TSI certification, particularly in the bidding stages. Once a contract is secured, Hyundai Rotem plans to conduct proactive preliminary evaluations for components such as ENE (power systems) and INF (platform interfaces) based on the proposed train designs.
The company will also carry out supplementary designs to meet additional requirements beyond TSI certification. Key examples include: Harmonics simulation analysis to assess the interaction between traction substations and vehicles; Cab desk design compliant with international standards (UIC-612); Nose re-design for a front car to accommodate aerodynamic and reduced car width.
The acquisition of the ISV certification marks a significant milestone in establishing a foothold in the European market and, more broadly, the global high-speed train market. ISV certification serves as both a “passport” for entry into the European market, where TSI technical standards are required, and a “certificate” proving the feasibility of conducting business post-contract. Recently, not only Europe but also in the Middle East—such as Saudi Arabia and the UAE— and non-European countries—such as Türkiye and Egypt—have started incorporating TSI certification as a criterion in their high-speed train procurement evaluations. As a result, TSI technical standards are increasingly becoming mandatory in the global high-speed train market.
Moreover, the industry anticipates that TSI certification will likely become a prerequisite for bidding in Southeast Asian countries, where demand for High-Speed Train is expected to grow significantly. Given this trend in the global railway market, the acquisition of the ISV certification can be considered a valuable asset in breaking down trade barriers.
In terms of design capabilities, this certification is also expected to act as a catalyst for enhancing competitiveness in the international railway market. The TSI certification process is expected to lead to overall advancements in railway vehicle technology, including improved design and verification capabilities with interoperability in mind, enhanced design capabilities for integrated vehicle interfaces, and a deeper understanding of international standards through compliance with TSI technical requirements.
Furthermore, when the designs of major systems are modified to meet TSI technical standards, related components will also require redesign, particularly in terms of interfaces. Hyundai Rotem plans to separately pursue TSI IC (Interoperability Constituent) certification for 15 key components that require interoperability, such as braking systems, couplers, and lights. By collaborating with the suppliers of these 15 IC items to promote localization, the company expects to foster the technological growth of the domestic railway vehicle components industry and advance the industrial ecosystem.
The global High-Speed Train vehicle market has been strongly dominated by a few companies based in Europe and China, and due to proprietary technological barriers, manufacturers outside these regions faced significant challenges in entering the market, even if they possessed advanced technology. With the acquisition of the TSI certification, Hyundai Rotem has laid the foundation for a full-fledged expansion into international markets for high-speed trains. The associated benefits, such as improved understanding of international standards, enhanced vehicle design capabilities, strengthened vehicle integration interface design, and increased competitiveness of domestic suppliers, are significant achievements resulting from the TSI certification.
To enhance the competitiveness of domestic high-speed trains for export, the Ministry of Land, Infrastructure, and Transport is revising the domestic railway vehicle technical standards to align with European TSI levels, aiming to elevate the technical and safety standards to European levels. Through this revision, the goal is to apply the same level of components and parts used in Europe to domestic railway vehicles and create the necessary documentation, ultimately securing the export competitiveness of domestic high-speed trains. The plan is to start by revising 130 technical standards in the short term (until 2024), followed by 100 revisions in the medium term and 130 revisions in the long term to achieve an 80% alignment between TSI and domestic technical standards.
Hyundai Rotem, which has dedicated the past 20 years to the domestic development of high-speed trains, is expected to expand globally through the production and export of high-speed trains, and its future progress is highly anticipated.