etcs level 3 a way forward towards lower life- cycle costs...

ETCS Level 3 –

A way forward towards lower life-

cycle costs and higher capacity

Dr. Rüdiger Brandt | Vice President Sales Mainline, Siemens AG, Germany | Wed., 2 March, Session 7: Evolution

Contents

2016-02-19 Unrestricted © Siemens AG 2016 – All rights reserved – Dr. Rüdiger Brandt 2

1. ETCS Level 3 –

The Holy Grail for railways?

2. A look at capacity

3. Benefits

4. User-specific considerations

5. Future developments

6. Conclusion

Where is ETCS Level 3 today?

2016-02-19 3

So far, no specifications

detailed

or agreed

No interoperable Level 3

solution available

Increasing demand for Level 3

solutions to address capacity

constraints

High expectations for

infrastructure

cost savings

Question

Is Level 3 the long-awaited

Holy Grail?

Unrestricted © Siemens AG 2016 – All rights reserved – Dr. Rüdiger Brandt

Expected benefits of ETCS Level 3 utilization

Reduced infrastruc-

ture investments and

life-cycle costs

Increased network

capacity

A safe and solid

base for higher

GoA1) levels

A fully interoperable

system

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1) GoA = Grade of Automation


In ETCS Level 3 (as in all CBTC systems), the time between two

position reports has a significant impact on headway

Headway

LRBG1)

1) last relevant balise group

Contributions to headway (s)

RBC incl. GSM-R

Block section/distance be-

tween two position reports

Interlocking

Train detection

Trackside

Odometry confidence interval

Braking distance

Train with driver

ETCS

On-board

2016-02-19 5 Unrestricted © Siemens AG 2016 – All rights reserved – Dr. Rüdiger Brandt

Working principles of fixed block and moving block

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Moving block


Fixed block

On open track, ETCS Level 3 performs well –

constraints appear in point areas and at stations

Headway

(s)

Speed (km/h) Speed (km/h)

360 250 160 80 360 250 160 80

360 280 300 310 310 93 100 103 103

180 100 120 130 130 33 40 43 43

90 10 30 40 40 6 10 13 13

Recommended

(MA extension time (s))

Recommended cycle time for sending

position reports for MA extension (s)

Assumptions (as a minimum, the RBC shall receive three position reports before the MA is extended)

400 m Train length

0.8 m/s2 Deceleration

2,400 m Distance between odometry balises

6 s Time between two position reports (typically)

23 s Overall system delay time (interlocking, RBC, GSM-R, on-board system, driver)

10 s Minimum time before train starts braking, the MA shall be extended

Example of calculation


In point areas and at stations, virtual train length and location

errors have major impact on headway

Example of calculation


Train length and location error per position report

Position report

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

Initially, we expect two major design variants

for ETCS Level 3 solutions

ETCS Level 1or 2

Capacity @

high availability

ETCS Level 3 overlay

for fitted trains

Reduced

total cost of

ownership

ETCS Level 3 only

Towards a high-capacity and highly available ETCS-Level-3-only railway


ETCS Level 3 – increased capacity at less cost

Cost benefits

Less trackside equipment

Less trackside work –

improved work safety

Simplified interlocking

functions

Improved track utilization

Significant energy savings

with DAS and ATO

But

Efforts for storing opera-

tional situations: “state

of the railway”

Challenge to reach full

interoperability in an

international context

Challenges for introduction

into an existing network

(migration)


Specific challenges and operator’s expectations at Level 3

High availability

DTO/UTO

Pit-to-port: inte-

grated solutions

Precise stopping

Robustness

High-density

mainlines

Low-density

secondary lines

Freight Mining

Reduced costs

of operation

Higher degree

of automation

Autonomous

driving

Low CAPEX

and OPEX …

cost, cost, cost

Capacity increase

High availability

Interoperability

Improved cost/per-

formance ratio

High safety/se-

curity requirements


Next steps

Automatic train

operation (ATO)

Moving block

IP radio

Train integrity

Satellite positioning

Future developments

Station/platform

functions

Automatic train

regulation

Autonomous driving

in depots and

on open track

Outlook:

ETCS Level 3 opens the door for further automation steps

ATO Automatic

train operation

ATP Automatic

train protection

ATS Supervision

CBTC

ETCS

Level 3


Conclusion

Conclusion

ETCS Level 3 is

a step change

ETCS Level 3 provides

significant benefits to

the rail sector

Interoperability will

become an even

bigger challenge

Consensus on opera-

tional rules is a key

for success

All next steps require

more cooperation within

the sector


Trainguard® 100/200 project references


ETCS projects finished

or in progress

2016-02-19 15

ETCS is Trainguard – worldwide


Thank you

for your attention

Dr. Rüdiger Brandt | Vice President Sales Mainline, Siemens AG, Germany | Wed., 2 March, Session 7: Evolution

etcs level 3 a way forward towards lower life- cycle costs...

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