ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

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5 mars 2012

Paris

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January 25, 2012LONDON

ERTMS Life Cycle a view on cost, maintenance, migration and future…

DR PIERRE MESSULAMERTMS CONFERENCEISTANBUL APRIL 2, 2014

PIERRE MESSULAMERTMS program directorSNCF transilien VP

ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

SNCF MIGRATION STRATEGYFROM LEGACY SYSTEMS TO ETCS

Equipment or pre-equipment of all new rolling stockAll high speed trains delivered since 2009

Regional trains, beginning with “Regiolis” fleet (2014)

New freight locomotives (AKIEM is the SNCF Rosco)

No large scale retrofitRetrofitting costs appeared to be unaffordable (negative pay back)

Except in specific cases when no alternative to address attractive new business (HSL Zuid, Perpignan Barcelona)

2 architectures: Bistandard ERTMS/TVM and Bistandard ERTMS/KVBA single version for each type of on-board unit

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

THE MIGRATION ISSUESThe transition period leads to double capital cost for the sake of migration

Bistandard architecture happens to be the appropriate answer

Black box design of on-boards leads to a relationship close to monopoly for suppliers

We aim at relationship with suppliers based on long-term contracts including Baseline 3 developments

Freight

It is more cost-effective to hire equipped locomotives when operating on routes fitted with ERTMS

We have no business case for the retrofit of locomotives

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

ETCS – LIFE CYCLE ISSUES

When crossing borders OBU has to manage discrepancies of national versions and national requirements/rules

On Board Units have to tackle/manage complexity

Upgrades are often necessary witch means re-authorisation

The homologation, testing, commissioning and re-commissioning process for on-board is slow, complex and costly.

Bug fixing and reduction of exported constraints leads to successive versions of the on-board software witch means re-authorisation

The Hardware has a limited life expectation and will need to be replaced periodically

Interfacing ETCS with interlocking is a life cycle issue

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

ETCS – COST ISSUES

ETCS is complex

All components are at the highest level of integrity (SIL4)

The hardware is Fail Safe

Deviations are imposed by Member states (National rules): customization primes to standardization

Complex means both less reliable and tricky to assess safety proof

There is a lack of perspectives for a stable, consistent and complete B3

Costs are still increasing

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

WHICH PERSPECTIVES ?

Shall we need a single unified Train Control System?

Are specifications genuinely adapted to RU’s needs and means?

What are the other ways to solve the issues?

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

FREIGHTIt is more cost-effective to hire equipped locomotives when operating on routes fitted with ERTMS

We have no sustainable business case for retrofit of locomotives; we have few incentive to buy new ones as version management is complex and expansive.

The ETCS requirements for speed and position accuracy are mandatory for all trains even for Freight trains that operate at low speed

But the braking performances of the wagons carry big uncertainties

So very accurate ETCS odometers are meaningless in this context

Huge savings could be done using existing odometers on freight locomotives while adding safety margins to maintain the overall safety target.

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

FREIGHT TRAINS ON REGIONAL LINES

The UIC specification for ERTMS regional is a very clever way to keep short lines in a sustainable economical operation.

But it requires to operate trains already fitted with ETCS.

This is not an issue for passenger trains generally dedicated to a limited area

This is an issue for freight trains when locomotives fitted with ERTMS are better used to haul heavy trains on main lines.

For low density lines, a handset terminal could be sufficient for freight trains

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

HIGH SPEED LINESERTMS perfectly adapted for HIGH SPEED LINES

This system is properly designed:

Cab signalling

Reduced headways

The braking performances recorded in the EVC are perfectly in line with the real braking performances

The interoperability is the opportunity for adressing international markets on ERTMS equipped lines

Costs are not an issue when building new lines

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

HIGH FLOW ON HIGH SPEED LINESSNCF and RFF are studying increasing capacity of high speed lines up to 16 trains per hour. Our common goal is very ambitious

• Headway reduced to 3 minutes• Speed is 300 kph +

ERTMS appears to reach limits due to DMI:• Tests on simulator show that drivers face genuine troubles to comply with

braking at 300 kph without soliciting emergency procedures• If the driver reacts with more than 2 seconds of delay, permitted speed is

exceeded• that can lead to very demanding modes of control for the trainsets• Drivers are really enthusiastic but degraded modes need a lot of attention and a

very close cooperation between drivers and signalers• Driving with ERTMS is intuitive but simulator training is a necessity for rare

procedures

15 trains (maybe 16) per hour at 300 kph seems to be the limit

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

HIGH FLOW ON URBAN LINESFor MASS TRANSIT operations ETCS has pitfalls to consider a goal of 28/35 trains per hour

Speed is lower (80 to 100 kmph) and doesn’t require the same accuracy than HSL while position accuracy shall be greater to renew movement authorisation and guarantee stop in front of platform edge doors

Data flows are huge in mass transit and time constraints are far much sharper

Reliability of radio link and Radio interferences between GSM-R and public GSM or digital TV are worrying issues for the future

The competition with CBTC is not in favor of ERTMS

ERTMS is nevertheless still mandatory on urban lines

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

ETCS and the future of Train Control Systems

Urban Lines CBTC is the better option for higher volumes; convergence with ETCS is a thrilling challenge

FreightMandatory ETCS could happen to be an unbearable cost for operators. Lowering costs is a must to keep alive railfreight traffics

Limited Supervision happens to be a wise medium term migration step

Decreasing requirements on locomotives odometers while using extra margins on the braking distance

High speed LinesERTMS: Interoperability + cab signalling + safety is a must

But capacity is limited to about 15/16 trains per hour

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

ETCS and THE FUTURE OF TRAIN CONTROL SYSTEMS

ETCS is easy for green fields projects;

Migration or superposition with legacy systems is expensive and complex: no business model has yet appeared but to have public funding

Future versions shall rely on formal methodology to set up specifications, rigorous developments and easier testing, all of which should provide us with quicker to market and cheaper products

Traffic management layer is crucial for the industry future but has curiously seldom driven attention from suppliers operators or authorities

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ERTMS CONFERENCE

ISTANBUL

APRIL 2, 2014

THANK YOU FOR YOUR ATTENTION !