ERTMS - ETCS European Rail Traffic Management System European Train ... · European Rail Traffic...

Paris, 20Paris, 20--24 June 200524 June 2005

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ERTMS - ETCS European Rail Traffic Management System

European Train Control System

2Paris, 20 June 2006Paris, 20 June 2006

Signalling

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

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

MEANSAutomatic systems, manual procedures, specific rules or combination of them


Signalling Systems for HS lines

UIC Fiche 734 “Adaptation of safety installations to high-speed requirements“ (Jan. 2004)

defines the minimum technical requirements in respect of safety installations for high-speed lines, as dictated by the constraints of operating, rolling stock and fixed installations


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


• 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 + radio beacons)

• InduSi - German system (induction based)

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

• AWS - British system (induction based)

Signalling Systems in Europe


The Germany LZB

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


The LZB monitors the signal's indications and calculates thecurrent maximal speed. If a signal in advance (the target) shows a lower speed or even stop (the target speed), the maximal speed is lowered as to ensure that the train will be able to meet thetarget speed at the target.

The driver does not rely on the fixed signals (not valid to him) but on a cab display that shows four parameters:

• Actual Train Speed• Maximal Train Speed• Target Speed• TargetDistance

How LZB Works


target distance

actualspeed

targetspeed

The CAB Display


The French TVM-KVB

TVM is a fixed block system: the track is subdividedinto fixed segments each of which has a particularstate. Only one train may occupy any block at one time under normal operation.On high speed lines TVM is permissive: a train mayproceed at reduced speed (O.S. mode) after a stop.


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) whichare fed into the rails of each block indicating Speed, Gradient, Block Length, Network CodeIn addition, single instructions can be sent by inductive loops on the rail, to indicate «actions» (Entry or exit from a high speed line, Raising or loweringpantographs, Switching supply voltages,...)

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

How TVM Works


Control desk of TVM train


The Italian BACC

BACC is also a fixed block system: the track is subdividedinto fixed segments and only one train may occupy anysegment at one time under normal operation.

BACC is a permissive system: a train may proceed atreduced speed (O.S. mode) after a stop.


How BACC works

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

• A train enter this section: the relative signal switchs at red (stop aspect) while the signals of the previus section swithcs at yellow (proceed aspect with reduced speed)

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

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


Why 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


Eight SUBSYSTEMS defined:

STRUCTURAL

FUNCTIONAL

INFRASTRUCTURE

ENERGY

CONTROL-COMMANDand SIGNALLING

ROLLING STOCK

MAINTENANCE

ENVIRONMENT

OPERATION

USERS

MU

ST

SA

TIS

FY: - SAFETY

- RELIABILITY

- HEALTH

- USERPROTECTION

- TECNICALCOMPATIBILITY

- OPERATION

European Directive 96/48/EC

2004/50/EC Directive has modified 96/48/EC Directive redefining sub-systems in “structural areas”(“Infrastructure”, “Energy”, “Control-Command and Signalling”, “Traffic Operation and Management” e “R olling Stock”) and “operational areas” (“Maintenance” and “Telematics applications for passenger and freight services.”)


Interoperability Directive - 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

CONFORMITYFITNESSFOR USE

TSI

Define

Lay Down

Establish

Set Out

Refer to

Determine

EUROPEANSTANDARDS

TechnicalSpecifications forInteroperability

TSI

DIRECTIVE


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

• specifies the essential requirements for the subsystems and their interfaces(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, which are needed in order to achieve interoperability within the trans-European high-speedrail system while meeting the essential requirements (Chapter 5);

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


CCS-SS: : DefinitionDefinition and Scopeand Scope

• Definition: The control-command subsystem isdefined as that set of functions and theirimplementation which allow the safe and predictablemovement of rail traffic in order to meet the desiredoperational activities.

• Scope: The TSI control-command defines the essential requirements for those parts of the control-command subsystem that have relevance tointeroperability, and therefore are subject to EC declaration of verification.


CCS-SS: : TechnicalTechnical InteroperabilityInteroperability

• Technical interoperability ensures that the trains are able to runsafely on the interoperable lines, receiving the necessarycontrol-command data from the trackside.

• Technical interoperability is obtained by providing the trains withthe correct functions, interfaces and performance for the infrastructure over which the service is to pass.

• Technical interoperability is the prerequisite for operatio-nalinteroperability, in which the driving is based on con-sistentinformation displayed in the cabs and is in accor-dance withsignalling principles defined for the high-speed network that are independent of the technology used.


CCS-SS CharacterisationCharacterisation: : FunctionsFunctions

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

supervision mode, defining and providing the intervention function, setting the train characteristics;

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

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

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

• 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 the functions within the whole control-command and signalling subsystem.


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 constituents essential 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.


Interoperability ConstituentsConstituents: On: On--Board Board AssemblyAssembly

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


Interoperability Constituents: TrackSide Assembly

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


199619961996

200120012001

199819981998

The The ERTMS/ETCS SpecificationSpecification

UNISIG PROCESS

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

Bruxelles Signature

Dec 2001

Bruxelles Signature

Dec 2001

UIC FRS v. 4UIC FRS v. 4

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

USERS GROUP


ERTMS -- A Collaborative FrameworkA Collaborative Framework

EUMemberStates

EuropeanIndustry

Railways

ERTMS ERTMS Users Users GroupGroup

UNISIG

Alstom

Bombardier

Alcatel

Ansaldo Signal

Siemens

Invensys Rail

ERTMS Users Group

DB

FS

SNCF

RAILTRACK

NS

RENFE

MORANE EMSET

EU EU CommissionCommission


• Command/Control System ETCS

• Telecommunication System GSM-R

• Traffic Management System ETMS

ERTMS ConstituentsConstituents


• 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 -- CharacteristicsCharacteristics

To take into the account the diversity of the operational/functional requirements, three reference system functional levels have been defined:


ERTMS/ETCS -- Application level 1 Application level 1

Balise

ETCS

AL 1- empty -

- empty -

Overlay to optical signals, fixed block


• fixed block• trackside devices for train detection

Balise

AL 1AL 2/3

ETCS

- empty -


Track-circuits or axle counters


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

Balise

AL 1AL 2/3

EVC


Integrity AL 3


• STM - Operation

Non-ETCS System

STMETCS

trainborne

ERTMS/ ETCS ERTMS/ ETCS -- STM Application STM Application


The ERTMS Users GroupThe ERTMS Users Group


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


ChangeChangeRequestRequest

ERTMS ERTMS -- Change Control ProcessChange Control Process

AEIFAEIFChangeChangeControlControl

ManagementManagement

ECECArt. 21Art. 21

Publication in theOfficial Journal


•new requirements•improvements

Change Control Process

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

Validation

Certification

NoBo

200120012001

200320032003

200520052005

ERTMS ERTMS -- Certification ProcessCertification Process


Commercial ImplementationCommercial Implementation

Spain 2003 Madrid - Lleida Level 1&2Germany 2004 Ludwigsfelde-J-H/L Level 2Italy 2005 Rome-Naples Level 2

2006 Turin-Milan Level 2UK 2005 WCML Level 1&2Holland 2005 Betuwe line Level 2France 2006 TGV est Level 2Holland 2006 HSL-South Level 2Italy 2007 Milan-Bologna Level 2

2007 Bologna-Florence Level 2


ERTMS ERTMS -- Time FrameTime Frame

test spectest test specspec

lab testslab testslab tests

line testsline testsline tests

2001 2002 2003 2004

..

..

commercial servicecommercialcommercial serviceservice

2005…….


TRIAL SITES• FIRENZE-AREZZO• AREZZO-RIGUTINO

ROMA-NAPOLI LINE

HIGH SPEED LINES

a. Milano-Bologna (km 185)

b. Bologna-Firenze (km 83)

c. Torino-Venezia (km 310)

CONVENTIONAL LINES (long term program)

BORDER LINES FOR INTEROPERABILITY

ERTMS/ERTMS/ETCSETCS DevelopmentDevelopment in in ItalyItaly


• Test on trial sites 2002 – 2004

• Assessment of components (RBC, Eurocab, ...) and test on the Roma-Napoli line in 2004/5

• ETCS in service within 2005

ERTMS/ETCSERTMS/ETCS DevelopmentDevelopment in in ItalyItaly


First Italian ERTMS case: HS line RomaFirst Italian ERTMS case: HS line Roma--NapoliNapoli

Roma

NapoliHigh speed lineHigh speed line

Conventional lineConventional line

ConnectionsConnections

Napoli

Anagni

Roma

Cassino Caserta


Lenght 204 km

RomaRoma--NapoliNapoli HS lineHS 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

- 38 km tunnels (natural & artificial)- 40 km bridges & viaducts- 126 km open line


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

§§ Telecommunications:Telecommunications:•• Transmission system: Transmission system: SDHSDH--STM4STM4--622Mbit/s622Mbit/s•• Track/train radio system: Track/train radio system: GSMGSM--RR

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

RomaRoma--NapoliNapoli HS line: TechnologiesHS line: Technologies


Roma-Napoli 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 Reportby train and verifies the track circuit

occupancy.

Train position is performed by balises that transmit to the train

the positionThe RBC receives the Position Reportby train and verifies the track circuit

occupancy.


Roma-Napoli Signalling System Architecture

Fibre OpticTLC System

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

Local control center(SCC)

(PPM)

NVP

ACRONYM:

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


Audio frequency

Track circuits

BTS (SIRTI)

RBC(ALSTOM)

GAT

Central Level

POINTS OPERATION

Track circuitsOperation

fixed EurobaliseANSALDO

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 Control System

ACS = Static Interlocking

Other field equipment

Cabine

Field Field equipmentALSTOM

ACSANSALDO

Roma-Napoli TechnologiesTechnologies suppliers


STM = Specific transmissionmodule

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

STM JRU

Train interface

GSMR

mobile

GSM antennas

Train Bus

Radars

EVC

BTM

ANTENNA

Generatorstachometer

CaptatoriRSC

DMI

On Board Subsystem Layout


Driver-Machine 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


Marker boards

Size: Comparable to existing trackside signals

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

Station

Size: smaller than the entrance/exit board

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

Open lineThere is a proposal (at ORG level) to consider these marker boards as a base for defining interoperable marker boards


Galileo Principles

Code Satellite # m

Code Satellite # m

PP

PP

Position is determinedthrough a triangulation processbased on the transmitted position of satellites & time ,

Code Satellite # kCode Satellite # k

Code Satellite # h

Code Satellite # h

Code Satellite # l

Code Satellite # l


Train position information

(with the needed accuracy and SIL)

Today: Balises & Balise Detector Module

Tomorrow: Galileo Safety-of-Life Service or Balises + Galileo SoL

Using of GALILEO in ERTMS


On board system

Galileo receiver

RBC

ADVANTAGES: reduced or no balises

Using of GALILEO in ERTMS

INTERLOCKINGINTERLOCKINGTRACK CIRCUITSTRACK CIRCUITS

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