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PERFORMANCE INCREASE WITH ERTMS ON HIGH SPEED LINES IN FRANCE

ERTMS CCRCC 2015LILLE – 22 & 23 September 2015

PIERRE IZARD SNCF DEPUTY CEO

ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015

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ERTMS PROGRAM ON HIGH SPEED NETWORK

Trackside deployment up to 2017• East European HSL phase 1 - Level 2 / 2014

• East European HSL phase 2 - Level 2 / 2016

• West HSL (Le Mans / Rennes) - Level 2 / 2017)

• South Europe Atlantic HSL - Level 2 / 2017

• Nîmes-Montpellier HSL – Level 1 / 2017

1.000 km of ERTMS High Speed

2ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015

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ONGOING PROGRAM

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ERTMS PROGRAM ON HIGH SPEED NETWORK


Onboard• 130 TGV equipped with ERTMS (29% of the fleet)

• Upgrade to Baseline 3 contracted for 2018

66% of the TGV fleet equipped by 20251

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ONGOING PROGRAM

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FEEDBACK FROM THE EAST EUROPEAN HIGH SPEED LINE

Current Performances:• 415 000 km covered with ERTMS

• Same reliability with ERTMS as with TVM 430


Paris

Strasbourg

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PRESENTATION OF PARIS-LYON HIGH SPEED LINE (LN1)

Description of the line:

• First high speed line in France (1981)

• The most operated high speed line in France

• Backbone of passenger high speed service:

40 millions of passengers per year

250 trains per day

Increasing performances :

Three main market oriented objectives

defined before starting the project:

1. Reaching a capacity of 16 trains per

hour in each direction (13 today)

2. Reducing the journey time from 1h57 to

1h52

3. Improving the robustness of operations

by reaching 95 % of punctuality (+5%)


LN1

Paris

Lyon

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CAPACITY: RESULTS OF HEADWAY SIMULATIONS


• The line has been physically designed for a class B system based on block sections

• This design is not optimized for ERTMS

• A more economical solution must be addressed

Limit of 2’45’’ (165s)

From Paris to Lyon

Headw

ay

in s

econds

Distance from Paris in kilometres

For one train every 3 min, the objective for the technical headway is 165 seconds

On the line there are 52 block sections where this headway is higher

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CAPACITY: RESULTS OF OPTIMISED HEADWAY SIMULATIONS


The solution proposed with the deletion of the pre-indication (CR1249) is a

light modification that improves the capability of the system to achieve

higher performances

Headw

ay

in s

econds

Distance from Paris in kilometres

Limit of 2’45’’ (165s)

Simulations done with a pre-indication fixed to 7 seconds

From Paris to Lyon

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PUNCTUALITY : RESULTS OF SIMULATIONS


Simulations have been

done:

In three situations:

+ Operating at 100% with

TVM on a basis of

13 trains per hour (todays

situation)

+ Operating at 100% with

ERTMS on a basis of

13 trains per hour

+ Target situation: operating

at 100% with ERTMS on a

basis of 16 trains per hour

With 4 types of

disruptions:

+ Injection on junctions of

delayed trains (tests1 to 9)

+ Incident in stations

+ Incident along the line

+ Unexpected speed

restriction

ERTMS improves the punctuality even when

more trains are operated on the line

In addition, tests with unexpected speed restrictions

to 120 km/h show no impact on the line capacity

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A GLOBAL APPROACH INCLUDING AN ECONOMIC MODEL


PARIS

LYON

16 trains per hour in each direction on South-East route

LYON

PARIS

Nodes

Enhancement

ERTMS

Deployment

Power Supply

Enhancement

LN1

ERTMS

Deployment

High Speed

Trains

North-

East

South-

West

Connexions

Global approach with an economic model

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CONCLUSION


ERTMS fits well to high speed network

ERTMS is able to reach very high performances required for

high speed operations in France

Financial savings can be reached by technical enhancements

such as the deletion of the pre-indication curve

A global system approach including onboard migration is the

key success factor for a better economic model

The concept of a chosen ERTMS !

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ERTMS Pre-indication issue

• Because of many slopes with

high values of the gradient (35‰)

and with headway of 2’45”,

drivers will encounter many

displays of the pre-indication

curve

• Even if no reaction is needed by

the driver, tests on simulator have

demonstrated that the drivers

slow down their trains in case of

too many occurrences of the pre-

indication

• This is due to the particular profile

of the line. In the worst case

scenario, at the end of a uphill

slope, the speed of the train is

about 220km/h and the duration

of pre-indication reaches 45

seconds

12ERTMS CCRCC 2015 - 22 & 23 September 2015

The pre-indication hinders the

improvement of line capacity

THE INFLUENCE OF PRE-INDICATION APPENDIX 1

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APPENDIX 2

DEGRADED SITUATIONS: RESULTS OF SIMULATIONS


Simulations have been done in case of a speed restriction to 120 km/h due to a

maintenance of the track while operating

TVM ERTMS

Without speedlimitation

Speed limitation at 120 km/h

Without speedlimitation

Speed limitation at 120 km/h

Practicalcapacity (80% of occupation)

13 trains/h 10 trains/h 16 trains/h 16 trains/h

Loss of timetravel per train

0 min 5,5 min 0 min 4 min

Capacity is maintained with ERTMS ,

while 3 trains are cancelled with TVM

Shorter loss of time travel per train

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