ERTMS - ETCSERTMS - ETCSEuropean Rail Traffic Management SystemEuropean Rail Traffic Management System

European Train Control SystemEuropean Train Control System

Training in High Speed Systems – July, 6th 2004

2

SignallingSignalling

SCOPETrains management in a “safe” way, avoiding anycollision and/or accident

PRINCIPLEA train can proceed only when the track ahead isfree from other trains/vehicles/obstacles

MEANSAutomatic systems, manual procedures, specificrules or combination of them

3

SignallingSignalling SystemsSystems forfor HS HS lineslines

UIC Fiche 734: Adaptation of safetyinstallations to high-speed requirements (Jan. 2004) defines the minimum technicalre-quirements in respect of safetyinstallations for high-speed lines, asdictated by the constraints of operating,rolling stock and fixed installations

4

04ATR654

ATB/ATB-NG

AWS

TVM/KVB

ASFA/LZB

EBICAB 700

BACC/RSDD

TBL

SIGNUM

EVM

INDUSI/LZB

KHP

INDUSI/LZB/SELCAB

EBICAB 900

ZUB 123

EBICAB 700/L 10000

Signalling Systems in Europe Signalling Systems in Europe

5

•TVM-KVB - French system (electro-mechanical with radio beacons)

•BACC - Italian system (electro-mechanical with radio beacons)

•ATB - Dutch system (induction based)•ATB-NG - newer version of ATB

•MEMOR - Belgian system (electro-mechanical)•TBL - newer version of MEMOR (electro-mechanical + radiobeacons)

•InduSi - German system (induction based)

•LZB - German system for high speed lines (induction based)

•AWS - British system (induction based)

Signalling Systems in EuropeSignalling Systems in Europe

6

The Germany LZB The Germany LZB

The LZB (LinienZugBeeinflussung)literally means Linear Train Control, asopposed to using fixed signals [SpotwiseTrain Control], since communicaton to thetrain takes place only at certain spots, i.e.the signal locations).That would be the Indusi system.

7

The LZB monitors the signal's indications andcalculates the current maximal speed. If a signal inadvance (the target) shows a lower speed or even stop(the target speed), the maximal speed is lowered as toensure that the train will be able to meet the targetspeed at the target.The driver does not rely on the fixed signals (not validto him) but on a cab display that shows fourparameters:•Actual Train Speed •Maximal Train Speed •Target Speed •TargetDistance

How LZB WorksHow LZB Works

8

target distance

actualspeed

targetspeed

The CAB DisplayThe CAB Display

9

The French TVM-KVBThe French TVM-KVB

TVM is a fixed block system: the track issubdivided into fixed segments each ofwhich has a particular state. Only onetrain may occupy any block at one timeunder normal operation.

On high speed lines TVM is permissive:a train may proceed at reduced speed(O.S. mode) after a stop.

10

Two sub-systems: one on ground one on board.

On ground SS:•controls stretches of track about 15 km long;•is linked to the line's centralized traffic control center•controls ten blocks of track, each with its own track circuit.Signaling information is encoded in AC signals (a 27-bit digital word)which are fed into the rails of each block indicating Speed, Gradient,Block Length, Network CodeIn addition, single instructions can be sent by inductive loops on therail, to indicate «actions» (Entry or exit from a high speed line, Raisingor lowering pantographs, Switching supply voltages,...)

On board SS:•reads (at speeds up to 400 km/h) the codes and continuouslysupervises the train running

How TVM WorksHow TVM Works

11

Control desk of TVM Control desk of TVM traintrain

12

The Italian BACCThe Italian BACC

BACC is also a fixed block system: thetrack is subdivided into fixed segments andonly one train may occupy any segment atone time under normal operation.

BACC is a permissive system: a train mayproceed at reduced speed (O.S. mode)after a stop.

13

How BACC worksHow BACC works

• Section free: the relative signal is green (proceedaspect with no speed limitation)

• A train enter this section: the relative signal switchsat red (stop aspect) while the signals of the previussection swithcs at yellow (proceed aspect withreduced speed)

• The train leaves this section, the relative signal isswitched at yellow and the signal of the previussection is switched at green

• ……….

The aspect of each signal is also coded and “sent”along the rails; the on board system “reads” thecodes and reacts consequently (normal speed,reduced speed, stop…)

14

WhyWhy ERTMS/ETCS ERTMS/ETCS

Ø Existing systems: too many and differentØ Europe requires trains “interoperability”

= absoluteabsolute needneed of of standardisationstandardisation

European Rail Traffic Management SystemEuropean Train Control System

15

Eight SUBSYSTEMS defined:

STRUCTURAL

FUNCTIONAL

INFRASTRUCTURE

ENERGY

CONTROL/COMMAND(signalling)

ROLLING STOCK

MAINTENANCE

ENVIRONMENT

OPERATION

USERS

MU

ST

SA

TIS

FY

:

- SAFETY

- RELIABILITY

- HEALTH

- USER PROTECTION

- TECNICAL COMPATIBILITY

- OPERATION

STI (Specifications techniques Interoperabilité )

The EC mandates AEIF experts from Railways and Industry to elaborate them

European Directive 96/48European Directive 96/48

16

Interoperability DirectiveInteroperability Directive - - Three Layer System Three Layer System

ESSENTIAL REQUIREMENTS

FUNDAMENTAL PARAMETERS

TARGET SYSTEM

CONDITIONS TO ACHIEVE THESPECIFIED PERFORMANCES ON- new lines- upgraded lines- upgraded lines w/ specific conditions

EUROPEAN STANDARDS

MODULES

CONFORMITY FITNESSFOR USE

TSI

Define

Lay Down

Establish

Set Out

Refer to

DetermineEUROPEAN

STANDARDS

TechnicalSpecifications forInteroperability

TSI

DIRECTIVE

17

Control-CommandControl-Command and and SignallingSignalling (CCS) TSI (CCS) TSI

• specifies the essential requirements for the subsystems and theirinterfaces (Chapter 3);

• establishes the basic parameters described in Annex II(3) to that Directive,which are necessary to meet the essential requirements (Chapter 4);

• establishes the conditions to be complied with to achieve the specifiedperformances for each category of line;

• establishes implementing provisions in certain specific cases (Chapter 7);• determines the interoperability constituents and interfaces which must

be covered by European specifications, including European standards, whichare needed in order to achieve interoperability within the trans-Europeanhigh-speed rail system while meeting the essential requirements (Chapter 5);

• states, in each case under consideration, which of the modules defined inDecision 93/465/EEC or, where appropriate, which specific procedures areto be used in order to assess either the conformity or the suitability for use ofthe interoperability constituents, as well as ‚EC verification of the subsystems(Chapter 6).

18

CCS-SS: CCS-SS: DefinitionDefinition and Scope and Scope

• Definition: The control-command subsystem is defined asthat set of functions and their implementation which allowthe safe and predictable movement of rail traffic in orderto meet the desired operational activities.

• Scope: The TSI control-command defines the essentialrequirements for those parts of the control-commandsubsystem that have relevance to interoperability, andtherefore are subject to EC declaration of verification.

19

CCS-SS: CCS-SS: TechnicalTechnical InteroperabilityInteroperability

• Technical interoperability ensures that the trains are ableto run safely on the interoperable lines, receiving thenecessary control-command data from the trackside.

• Technical interoperability is obtained by providing thetrains with the correct functions, interfaces andperformance for the infrastructure over which the serviceis to pass.

• Technical interoperability is the prerequisite for operatio-nal interoperability, in which the driving is based on con-sistent information displayed in the cabs and is in accor-dance with signalling principles defined for the high-speednetwork that are independent of the technology used.

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CCS-SS CCS-SS CharacterisationCharacterisation: : FunctionsFunctions

• the cab-signalling function;• the automatic train protection function, comprising: selecting the

speed supervision mode, defining and providing the interventionfunction, setting the train characteristics;

• proving train integrity;• equipment health monitoring and failure mode support, comprising:

initialising the subsystem, testing the subsystem in service, testingthe subsystem in depot, providing failure mode support;

• exchanging data between the trackside assembly and the on-boardassembly;

• managing the STMs;• support to cab-signalling and automatic train protection, comprising:

supporting driving, providing odometry, recording data, the vigilancefunction.

Note: to achieve interoperability it is not necessary to standardise all thefunctions within the whole control-command and signalling subsystem.

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CCS-SS CCS-SS CharacterisationCharacterisation: : InterfacesInterfaces

• Interface between on-board and trackside assembly;– Radio communications with the train;– Balise and loop communications with the train;

• Interfaces between on-board interoperability constituentsessential to interoperability;– The interface between the class A radio and the cab-

signalling/automatic train protection functions;– Access to data recorded on-board for regulatory

purposes;– Odometry;– The STM interface;

• Key management.

22

InteroperabilityInteroperability ConstituentsConstituents: On-Board : On-Board AssemblyAssembly

• ERTMS/ETCS on-board;• Safety platform on-board;• Safety information recorder;• Odometry;• External STM;• ERTMS/GSM-R on-board.

23

InteroperabilityInteroperability ConstituentsConstituents: : TrackSideTrackSide AssemblyAssembly

• ERTMS/ETCS trackside;• Eurobalise;• Euroloop;• LEU (Eurobalise);• LEU (Euroloop);• Safety platform trackside.

24

199619961996

200120012001

199819981998

UNISIGPROCESS

Class 1 SRS v. 2.2.2Class 1 SRS v. 2.2.2

BruxellesSignature

Dec 2001

BruxellesSignature

Dec 2001

UIC FRS v. 4UIC FRS v. 4

The ERTMS/ETCS Specification The ERTMS/ETCS Specification

ERTMS U.G. SRS v. 5ERTMS U.G. SRS v. 5

USERS GROUP

25

ERTMS - A Collaborative FrameworkERTMS - A Collaborative Framework

EUMemberStates

EuropeanIndustry

Railways

ERTMSERTMSUsersUsersGroupGroup

UNISIG

Alstom

Bombardier

Alcatel

Ansaldo Signal

Siemens

Invensys Rail

ERTMS UsersGroup

DB

FS

SNCF

RAILTRACK

NS

RENFE

MORANEEMSET

EUEUCommissionCommission

26

• Command/Control System ETCS

• Telecommunication System GSM-R

• Traffic Management System ETMS

ERTMS ConstituentsERTMS Constituents

27

• Level 1: variable content balises, no GSM-R• Level 2: fixed balises, GSM-R• Level 3: no trackside detection for train integrity

and train location

ERTMS/ETCS -ERTMS/ETCS - CharacteristicsCharacteristics

To take into the account the diversity of the operatio-nal/functional requirements, three reference systemfunctional levels have been defined:

28

ERTMS/ETCS - Application level 1ERTMS/ETCS - Application level 1

Balise

ETCS

AL 1- empty-

- empty-

Overlay to optical signals, fixed block

29

• fixed block• trackside devices for train

detection

Balise

AL 1AL 2/3

ETCS

- empty -

ERTMS/ETCS - Application level 2ERTMS/ETCS - Application level 2

Track-circuits or axle counters

30

• no fixed block necessary• no trackside devices for train detection• train integrity reporting mechanism

Balise

AL 1AL 2/3

EVC

ERTMS/ETCS - Application level 3ERTMS/ETCS - Application level 3

Integrity AL 3

31

• STM - Operation

Non-ETCS System

STMETCS

trainborne

ERTMS/ ETCS - STM ApplicationERTMS/ ETCS - STM Application

32

The ERTMS Users GroupThe ERTMS Users Group

33

The ERTMS Users GroupThe ERTMS Users Group

1995 DB,FS,SNCF created the ERTMS Users Group1996 Call for Tenders for Pilot Sites1997 Winner selection and start of Pilot Sites

NS, Renfe joined as members1998 Railtrack joined as a member2000 Signature of the Class 1 Specifications2001 Operational Rules and ESROG results2002 Validation of the Specifications lev. 1 & 2

Certification of constituents2004 Lines in commercial service

34

ChangeChangeRequestRequest

ERTMS - Change Control ProcessERTMS - Change Control Process

AEIFAEIFChangeChangeControlControl

ManagementManagement

ECECArt. 21Art. 21

Publication in theOfficial Journal

35

•new requirements•improvements

ChangeControlProcess

• System Specs• Subsystem Specs• Interface• RAMS• Test Specs• Oper. Procedures

Validation

Certification

NoBo

200120012001

200320032003

200420042004

ERTMS - Certification ProcessERTMS - Certification Process

36

Commercial ImplementationCommercial Implementation

Spain 2003 Madrid - Lleida Level 1&2Germany 2004 Ludwigsfelde-J-H/L Level 2Italy 2005 Rome-Naples Level 2UK 2005 WCML Level 1&2Holland 2005 Betuwe line Level 2Italy 2006 Milan-Bologna Level 2France 2006 TGV est Level 2Holland 2006 HSL-South Level 2Italy 2007 Bologna-Florence Level 2

37

ERTMS - Time FrameERTMS - Time Frame

test spectest test specspec

lab testslab testslab tests

line testsline testsline tests

2001 2002 2003 2004

..

..

commercial servicecommercialcommercial serviceservice

2005…….

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TRIAL SITESTRIAL SITES•• FIRENZE-AREZZOFIRENZE-AREZZO•• AREZZO-RIGUTINO AREZZO-RIGUTINO

RROMA-NAPOLI LINEOMA-NAPOLI LINE

HIGH SPEED LINESHIGH SPEED LINES

•• MilanoMilano-Bologna (km 185-Bologna (km 185))

•• BBologna-Firenzeologna-Firenze (km 83 (km 83))

•• Torino-VeneziaTorino-Venezia (km 310 (km 310))

CONVENTIONAL LINES (long term program)CONVENTIONAL LINES (long term program)

BORDER LINES FOR INTEROPERABILITY

ERTMS/ERTMS/ETCSETCS DevelopmentDevelopment in in ItalyItaly

39

•• Test on trial sites 2002 – 2004Test on trial sites 2002 – 2004

•• Assessment of components (RBC,Assessment of components (RBC,EurocabEurocab, ...) and test on the Roma-, ...) and test on the Roma-NapoliNapoliline in 2004line in 2004

•• ETCS in service within 2005ETCS in service within 2005

ERTMS/ETCSERTMS/ETCS DevelopmentDevelopment in in ItalyItaly

40

High speed line Roma-High speed line Roma-NapoliNapoli

Roma

Napoli High speed lineHigh speed line

Conventional lineConventional line

ConnectionsConnections

Napoli

Anagni

Roma

Cassino Caserta

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Lenght 204 km

Roma-Roma-NapoliNapoli infrastructure infrastructure

- 38 km tunnels (natural & artificial)

- 126 km open line

Section 1 Section 2 Section 3 [km]10525

- minimum bending radius = 5450 m

- gradient = med 18°/oo - max 21°/oo

- tracks distance = 5 m

Max speed: 300 km/h

Capacity: 24 trains/h

- 40 km bridges & viaducts

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§§ Power supplyPower supply 2x25 kV a.c.2x25 kV a.c.

§§ Telecommunications:Telecommunications:•• Transmission system Transmission system SDH-STM4-622Mbit/sSDH-STM4-622Mbit/s•• Track/train radio system Track/train radio system GSM-RGSM-R

§§ Control & CommandControl & Command ERTMS level 2ERTMS level 2

Roma-Roma-NapoliNapoli Technologies Technologies

43

Roma-Roma-NapoliNapoli ERTMS ERTMS

ERTMS level 2main features

Train spacing system, according ERTMS level 2,

is managed by radio blockthat uses

GSM-R as trackside-on board communication system

Train spacing system, according ERTMS level 2,

is managed by radio blockthat uses

GSM-R as trackside-on board communication system

Train position is performed by balises that transmit to the train

the positionThe RBC receives the Position Report by train and verifies the track circuit

occupancy.

Train position is performed by balises that transmit to the train

the positionThe RBC receives the Position Report by train and verifies the track circuit

occupancy.

44

Roma-Roma-NapoliNapoli System Architecture System Architecture

Sistema trasmissivo su

Fibra Ottica

PPF n+1PPF n-1

Fixed Peripheral Place (PPF)

Post Central (PCS)

Fibre optic network

driverswitches

driverC.d.B.

GAT

Fixed Eurobalise

BTS

RBC

Aaudio frequency track circuitPoint

GSM-RSCC-AV

Postoperiferico di

SCC

(PPM)

NVP

ACRONYM:RBC = Radio Block CentreGAT = Operation managementNVP = Peripheral vital moduleBTS = Base transceiver station

45

Audio frequencyTrack circuits

BTS (SIRTI)

RBC(ALSTOM)

GAT

Central Level

POINTSOPERATION

Track circuitsOperation

fixedEurobaliseANSALDO

HS points andTraditional points

NSSSCC-AV(ANSALDO)

Train

NVP

Fibre optic communication network and long distance transmission system (SIRTI)

NMS

BSC GSM-R Centre(SIRTI-Nortel)

Peripheral Level

SCC = Central ControlSystem

ACS = Static Interlocking

Other field equipment

Cabine

Field FieldequipmentALSTOM

ACS

ANSALDO

Roma-Roma-NapoliNapoli -Trackside subsystem suppliers -Trackside subsystem suppliers

46

STM JRU

Traininterface

GSMR

mobile

GSM antennas

Train Bus

Radars

EVC

BTM

ANTENNA

Generatorstachometer

CaptatoriRSC

DMI

STM = Specific transmission module

DATA

SH

ACK

SoM

DATA

SH

ACK

SoM

AREA SCMT

SCMT

SCMT

SCMT

SCMT

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

AreaSTM

Board Subsystem LayoutBoard Subsystem Layout

47

Driver-MachineDriver-Machine Interface Interface

DATA

SH

ACK

SoM

DATA

SH

ACK

SoM

AREA SCMT

SCMT

SCMT

SCMT

SCMT

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

130

100

RV

VM

SV

150

AC

AreaSTM

48

Marker Marker boardsboards

Size: Comparable to existing trackside signals

Position: on own pole – at the entrance/exit of a sta- tion or other place wuth switches. The board has also the function to identify the EOA

StationStation

Size: smaller than the entrance/exit board

Position: at the end of a section to identify the EOA

Open lineOpen line There is a proposal (at ORG level) to considerthese marker boards as a base for defininginteroperable marker boards

49

Galileo Galileo PrinciplesPrinciples

Code Satellite # m

Code Satellite # m

PP

PP

Position is determinedthrough a triangulationprocess based on thetransmitted position ofsatellites & time,

Code Satellite # kCode Satellite # k

Code Satellite # h

Code Satellite # h

Code Satellite # l

Code Satellite # l

50

TrainTrain position position informationinformation

( (withwith the the neededneeded accuracyaccuracy and SIL) and SIL)

Today: Balises & Balise Detector ModuleToday: Balises & Balise Detector Module

TomorrowTomorrow: Galileo : Galileo Safety-of-LifeSafety-of-Life ServiceService

UsingUsing of GALILEO in ERTMS of GALILEO in ERTMS

51

On board system

Galileo receiver

INTERLOCKINGINTERLOCKINGTRACK CIRCUITSTRACK CIRCUITS

RBC

ADVANTAGES: ADVANTAGES: reducedreduced or no or no balisesbalises

UsingUsing of GALILEO in ERTMS of GALILEO in ERTMS