etcs level 1 limited supervision for a fast and cost effective

©© Siemens AG 2012Siemens AG 2012Infrastructure & Cities Sector, Mobility and Logistics page 1 Wildenrath, 17 February 2012

ETCS Level 1 Limited SupervisionETCS Level 1 Limited Supervisionfor a Fast and Cost Effective Migration of for a Fast and Cost Effective Migration of Legacy Train Control Systems to ETCSLegacy Train Control Systems to ETCS

©© Siemens AG 2012Siemens AG 2012

Bernhard StammBernhard StammSiemens Schweiz AGSiemens Schweiz AGInfrastructure & Cities Sector, Mobility and LogisticsInfrastructure & Cities Sector, Mobility and Logistics


Contents

Limited Supervision Mode

ETCS Rollout in Switzerland

Introducing ETCS on a network

What ETCS is

Summary / Conclusions


Contents




What ETCS is



What ETCS is

The “European Train Control System” ETCS supervises train movement in regards to speed and distance travelled, based on information provided by an underlying signalling system

ETCS consists of onboard and trackside subsystems performing standardised functions and are communicating via Eurobalise, Euroloop and GSM-R using standardised protocols

ETCS provides full cab signalling and can be used either as an overlay onto classical signalling systems with lineside signals or without them

The term ERTMS is used when referring to ETCS and GSM-R as one system

ETCS has been developed to replace all existing mainline train control systems in Europe


What ETCS is

ETCS is fairly complex, as it has to deliver at least the functionality and performance of all systems it shall replace

Some requirements have been pushed even higher, e.g. the operating speed to 500 km/h

ETCS has to comply with the newest safety standards, and has been designed to achieve SIL 4 (Safety Integrity Level), the highest safety level

As a result of all these requirements ETCS is significantly more expensive than most existing legacy systems that only provide basic functionality (e.g. TPWS, Crocodile, TBL)


What ETCS is not

ETCS does not cover the aspects of

interlocking and

traffic management

ETCS is also lacking some function found in more advanced systems, especially CBTC systems, such as automatic train operation or remote diagnostics. ETCS will however evolve over the years, and some of these functions are already planned to be included in future baselines.


Goals of users

Reduction of the number of required systems for cross border traffic

Simplification of cross border operation (e.g. no change of locomotive at border, operating rules)

Increase of line capacity

Increase of safety

Political goals of European Union

Improving competitiveness of rail transport

Opening of national networks to outside operators (free access)

Competition between suppliers

Goals of ETCS


Contents




What ETCS is



Introducing ETCS

Today each country in Europe has between one and three train control systems in use

With the introduction of ETCS these systems shall be eliminated to allow seamless operation of trains across Europe

A solution has therefore to be found how to introduce ETCS across Europe and how to eliminate existing national systems


Introducing ERTMS

ATB-EG, ATB-NG, TBL

ASFA, LZB, Ebicab 900

BACC, RSDD, SCMT

Signum, ZUB 121 / 262

Ebicab 700

TVM, KVB, Crocodile

TBL, Crocodile

AWS, TPWS, TBL

Ebicab 700

Indusi (IATC), LZB, GNT

EVM

Indusi, LZB

Indusi, also in RO, HR, YU, SI

Ebicab 700

LVZ, LSD

SHP

ZUB 123

Ebicab 900

Today there are at least 18 different train control system in use in Europe


Introducing ETCS

ERTMS/ETCS

Goal of ERTMS/ETCS: Only one train control system all over Europe


LZB receiver aerial

IndusiPZB 90ZUB 121

KVB Baliseantenna

Integra permanentmagnet

Integra receiver

LZB transmission aerial Crocodile

brush

Example of antenna arrangement on a vehicle for cross border traffic Switzerland – France – Germany prior to introducing ETCS

Introducing ETCS


ETCS balise / loop reader

Typical antenna arrangement on a vehicle for cross border traffic (what it should look like):

Introducing ETCS


Introducing ETCS

ERTMS/ETCS

Key question is:

how to get there in a reasonable time and at affordable cost


Introducing ETCS

To simplify migration to ETCS a concept has been developed as part of the ETCS standard to allow ETCS equipped trains to run on lines equipped with legacy systems, using “Specific Transmission Modules”(STMs)

The STM concept is an onboard concept, as trains are made to be compatible with tracks where either national systems or ETCS is used


Introducing ETCS with STMs

ETCS + ATB-EG, ATB-NG, TBL

ETCS + ASFA, LZB, Ebicab 900

ETCS + BACC, RSDD, SCMT

ETCS only

ETCS + Ebicab 700

ETCS + TVM, KVB, Crocodile

ETCS only

ETCS + AWS, TPWS, TBL

ETCS + Ebicab 700

ETCS + Indusi (IATC), LZB, GNT

ETCS + EVM

ETCS + Indusi, LZB

ETCS + Indusi, also in RO, HR, YU, SI

ETCS + Ebicab 700

ETCS + LVZ, LSD

ETCS + SHP

ETCS only

ETCS + Ebicab 900

Introducing ETCS with STM’s (Note: 3 countries have full ETCS rollout strategies):


LZB receiver aerial

IndusiPZB 90ZUB 121

KVB Baliseantenna

Integra permanentmagnet

Integra receiver

LZB transmission aerial Crocodile

brush

ETCS Baliseantenna

Example of antenna arrangement on a vehicle for cross border traffic Switzerland – France – Germany with STM’s



Issues with STMs

Cost

Complexity

Installation space

Energy consumption

Availability

Maintenance

Operating rules

Note: cost figures from SBB study



Goals of users




Increase of safety







Introducing ETCS with STMs, Conclusion

The “STM” concept does not seem to solve most issues of the ETCS migration

It rather leads to a life extension of existing systems due to the significant investment necessary onboard

Better transition strategies are therefore needed to eliminate national system within a reasonable time after introducing ETCS.


Contents




What ETCS is



As shown the installation of multiple onboard system according to the STM concept can be costly

Better transition strategies than the STM concept are therefore required for the introduction of ETCS in many cases

Parallel installation of ETCS and national systems trackside to allow both ETCS and national system equipped trains to run is costly too, in addition the potential of ETCS can not be fully utilised if another system is used in parallel (capacity / safety)

The aim should therefore be to eliminate national system when introducing ETCS

Introducing ETCS


Introducing ETCS

Important cost savings can only be achieve if existing infrastructure can be retained / reused both trackside and onboard during the introduction of ETCS, protecting existing investments

A lower cost variant of ETCS compared to full SIL 4 Cab Signalling should also be available, as the additional benefits of full ETCS (e.g. safety, capacity, high speed, cab signalling) are not required on many lines

The Limited Supervision Mode has therefore been defined to achieve these goals



The Limited Supervision Mode can be described as follows:

The Limited Supervision Mode provides a scalable version of ETCS in regards to safety and functionality

The Limited Supervision Mode is a fully standardised ETCS mode, like any other of the modes (e.g. Full Supervision, Shunting, On Sight Mode)

The Limited Supervision Mode is not a national solution

SRS = system requirements specifications



The Limited Supervision Mode can be described as follows:

Cab signalling has been eliminated in a first step

This makes it possible to use existing trackside information that is not sufficient for cab signalling from either a safety or functional point of view (data not SIL 4 or incomplete)

Supervision is then performed in the background, and the driver is operating the train according to the lineside signals

The level of supervision is scalable, from full braking curve supervision to simple stop / warning / proceed functionality

SRS = system requirements specifications



v=f(s)

ETCS

Eurobalises)

LEU

Interlocking

Dual channel supervision

Driver is following lineside signals

Background supervision through ETCS on-board equipment Standard

ETCS on-board equipment according to baseline 3 / 2.3.0d w/ CR 637

LEU = lineside electronic unit


LS allows flexible and scalable ETCS implementation

LS allows fast ETCS rollout by using standardized / pre-defined ETCS telegrams

LEU with EurobaliseLEU with EurobaliseTrackside

Standard ETCS EVCStandard ETCS EVCOn-board

Limited indications, use of lineside signalsFull cab signalingIndications

SIL1 to SIL4 (depends on trackside data)SIL4Safety level

Simplified gradientDetailed gradient profileGradients

Simplified, e.g. supervision of speedreduction

Exactly measuredMovement authority

Simplified SSP / permitted braking dist.DetailedSpeed profile

Simplified engineering:

- Data as far as required / available- Use of a standard set of telegrams- Minimum effort for verification,

validation, testing

Detailed engineering:

- Completeness of data- Individual / specific telegrams- Considerable effort for verification,

validation, testing

Data engineering

Not required (optional)Exact distance between balisesLinking Information

ETCS L1 LSETCS L1 FS

Full Supervision vs. Limited Supervision Mode


Mode informationTarget speed

Permitted speed

DMI for Full supervision DMI for Limited supervision

Actual speed

Mode information

Planning area

Target speed

Target distance

Actual speed


Comparison of DMI indications


Scalability of supervision functions and trackside equipment:

Degree of supervision can be adapted according to the demands of the national signaling system (safety, performance)

Range from simple “train stop” or “warning” functions up to “FS” functionality

Not mandatory to equip all signals of a line to allow LS operation

Examples for scalability:

Line section with high potential risk: continuous speed monitoring + automatic brake application

Line section with lower potential risk: warning information + speed supervision after a defined distance

Line section with low potential risk : warning information and triggering of emergency brake when passing red signal

FS = full supervision



DP = Danger Point



Goals of users




Increase of safety







Contents




What ETCS is



ETCS Rollout in SwitzerlandLevel 1 Limited Supervision

The following basic requirements have been defined for the ETCS rollout in Switzerland:

Enable trains equipped with only ETCS onboard system to operate on the entire Swiss network, eliminating the need STM’s or national systems onboard, by 2017

Elimination of the existing national systems ZUB an Signum trackside by 2017

Allow existing trains with national systems ZUB an Signum onboard to continue to operate on all lines except ETCS Level 2 lines beyond 2017

Significant cost savings compared to a full ETCS Level 1 or 2 rollout


National Systems

All mainline rolling stock equipped with Eurobalise-/Euroloop reader (ETM)

Shunting and maintenance equipment still to be equipped

550 vehicles equipped with ETCS Level 2 by end 2006

ZUBSIGNUM

ETM ETCSZUBSIGNUM

ETM

National Systems with ETCS-Components

ZUB and SIGNUM onboard antennas not required anymore

Multiple onboard systems still required for unlimited network access (ZUB, SIGNUM, ETM, ETCS)

ZUBSIGNUM

ETM ETCSZUBSIGNUM

ETM

National & ETCS Systems

Only ETCS required onboard for unlimited network access

Existing rolling stock still able to run with national systems (including Eurobalise-/Euroloop readers)

ETCSinkl. LS

ZUBSIGNUM

ETM ETCSZUBSIGNUM

ETM

Phase 1Standardisation / Increase of safetyReplacement of ZUB / SIGNUM with ETCS-Components

Phase 2Interoperability

ETCS Upgrade L1LS

2017

ETCS Rollout in SwitzerlandSteps of the L1 LS rollout


National Systems with ETCS-Components

Trackside installations of ZUB and SIGNUM will be replaced with ETCS components, but programmed with ZUB and SIGNUM data. Such installations are called : EuroZUB EuroSIGNUM

National & ETCS Systems

The ETCS-Components will be reprogrammed with additional ETCS information. This will be based on:

Level 1 Limited Supervision

Priority will be on the North –South Corridor until 2012.

National Systems

Today’s SBB-Standard gauge network consists of approx. 10‘500 Signals equipped with:

ca. 7‘500 with SIGNUM ca. 3‘000 with ZUB & SIGNUM

Phase 1Standardisation / Increase of safetyReplacement of ZUB / SIGNUM with ETCS-Components

Phase 2Interoperability

ETCS Upgrade L1LS

2017

ETCS Rollout in SwitzerlandSteps of the L1 LS rollout

©© Siemens AG 2012Siemens AG 2012Infrastructure & Cities Sector, Mobility and Logistics page 36 Wildenrath, 17 February 2012 SBB • Infrastruktur Projekte • PJ-NEP-SLT • 11.10.2011 36

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37

2012/132012/13

2013/142013/14

20142014

2014/152014/15

20152015 2015/162015/16

20162016

20172017

2016/172016/17

Los 9

Level 1 LS Implementation in SwitzerlandChallenges of the L1 LS rollout


Level 1 LS Implementation in SwitzerlandGeneral concept is quite straight forward

Eurobalises installed

SIGNUM / ZUB removed

ZUB-Signal Adapterreplaced by LEU


Level 1 LS Implementation in SwitzerlandThe reality is quite complex

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Do67Do55 SpDrSDo69 Simis-C

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Level 1 LS Implementation in SwitzerlandThe reality is quite complex


Level 1 LS Implementation in SwitzerlandSmall number of variants to interface to signals

Relay-interlockings and electronicinterlockings without MSTT type element controllers

Electronic nterlockings with MSTT type element controllers

LEU S21MSapprox. 2000 signals

MiniLEU S11approx. 5000 signals

ULKapprox. 1500 signals

Eurobalise S11 Eurobalise S21 Euroloop S21

ETCS L1 LS Network Wide Rollout


Level 1 LS Implementation in SwitzerlandThis result in two basic signal installations

LEU S21

miniLEU

MiniLEU S11

Signal circuit

LP-Balise S11 LP-Balise S11

Balise S21 Balise S21

signal circuit

Balise S21 Balise S21

power supply

cabin

Balise S21Balise S21

LEU


Level 1 LS Implementation in SwitzerlandOptimized solution for stop / warning / proceed

A special LEU has been developed for the large number of signals where only a stop / warning / proceed supervision is required (MiniLEU S11) with the following advantages:

No external power supply required, zero power consumption

Connects to existing relay contacts that control the SIGNUM, nor requiring any changes to the signal interface

As a consequence very fast installation and commissioning, minimizing impact on operation

Significantly higher safety level compared to existing SIGNUM through failure detection and self testing


Level 1 LS Implementation in SwitzerlandOptimized solution for braking curve supervision

An improved version of the already proven LEU, the S21 MS has been developed to cope with some of the issues of the L1 LS rollout:

Engineered data stored in external cartridge

Reduced time for programming

Extended diagnostics supports paperless commissioning


Level 1 LS Implementation in SwitzerlandOptimized engineering processes and tools

SBB and Siemens have jointly optimized the whole engineering process, redefining the work split to minimize the number of both engineering and verification steps. Based on that Siemens optimized the whole tool chain used for engineering, installation, commissioning and verification.


Level 1 LS Implementation in SwitzerlandOptimized engineering tools

The whole tool chain used by both SBB and Siemens has also been optimized and based on a common database.

This allows to at least partially automate the engineering steps.

Also many verification and validation steps can be automated.

As a result the amount of work required for engineering can be minimized and the number of errors reduced.


Level 1 LS Implementation in SwitzerlandStandardized installation variants

Standardized variants have been defined to replace the existing train control systems with LEU‘s where braking curve is required

Where only stop/warning/proceed is required no changes to the existing infrastructure are required as the MiniLEU interfaces directly to the existing SIGNUM relay contacts

Obsolete components are being removed duringinstallation

These measures help reducing installation cost, but also life cycle cost as maintenance is simplified


Installation of L1 LS MiniLEU

Key element of the Swiss ETCS rollout is the very fast conversion of all existing installations of ZUB and Signum to ETCS L1 LS

30.05.2011

Installation of one of the L1 LS MiniLEU prototypes used for extended field trials


Start of installation of VORTOK Balise Mounting System, mounting of MiniLEU to signal mast

30.05.2011

13:15



Installation of VORTOK balise mounting system, Eurobalises and MiniLEUfinished

30.05.2011

13:29



Cabling of MiniLEU in progress

30.05.2011

13:49



The new cable between the MiniLEU and the junction box at the signal mast is prepared for a fast switchover during commissioning.

30.05.2011

14:01



Installation and cabling of all components finished, signal ready for commissioning after 1 hour and 7 minutes

30.05.2011

14:22



Switchover from the existing Signum magnets to the MiniLEU including test and commissioning takes between 5 and 8 minutes. This can be done in regular traffic between train passages.

31.05.2011

13:00 to 13:08



The short installation and commissioning times are only possible due to the engineering and logistics concept applied.

All components are prepared per signal in the factory, including

programming of the MiniLEU,

programming of the Eurobalises

labelling of all components.



Contents




What ETCS is



Only by using the Limited Supervision mode can the entire Swiss rail network be converted to ETCS within a few years

The cost compared to ETCS L1 Full Supervision is significantly lower, as existing signal interfaces can be reused, minimizing the impact on the existing infrastructure

The safety level will be significantly higher than with the existing legacy systems due to higher availability and improved functionality

Full interoperability is achieved with Limited Supervision with any ERTMS equipped train

Level 1 LS Implementation in SwitzerlandSummary / Conclusions


Limited Supervision is an integrated feature of the ETCS baseline 3 (or baseline 2 with SRS 2.3.0d and CR 637)

It has been defined to provide a possibility of introducing ETCS at lower cost, mostly by reducing the engineering effort and by allowing reusing of existing interfaces and data that might not be sufficient for full cab signalling

The effort required for verification, validation, testing and acceptance is also significantly reduced, and existing operational principles and rules can be kept

The Swiss case proves that these goals can be met

ETCS Level 1 Limited supervisionSummary / Conclusions

Limited Supervision can be the ideal first step when introducingETCS on a network

etcs level 1 limited supervision for a fast and cost effective

Documents