ERTMS - ETCS European Rail Traffic Management System European Train ... · European Rail Traffic...
Transcript of ERTMS - ETCS European Rail Traffic Management System European Train ... · European Rail Traffic...
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Sandro Sandro PresciuttiniPresciuttini
ERTMS - ETCS European Rail Traffic Management System
European Train Control System
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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
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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
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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
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• 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
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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.
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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
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target distance
actualspeed
targetspeed
The CAB Display
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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.
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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
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Control desk of TVM train
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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.
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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…)
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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
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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.”)
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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
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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).
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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.
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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.
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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.
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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.
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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.
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Interoperability Constituents: TrackSide Assembly
• ERTMS/ETCS trackside;• Eurobalise;• Euroloop;• LEU (Eurobalise);• LEU (Euroloop);• Safety platform trackside.
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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
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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
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• Command/Control System ETCS
• Telecommunication System GSM-R
• Traffic Management System ETMS
ERTMS ConstituentsConstituents
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• 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:
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ERTMS/ETCS -- Application level 1 Application level 1
Balise
ETCS
AL 1- empty -
- empty -
Overlay to optical signals, fixed block
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• fixed block• trackside devices for train detection
Balise
AL 1AL 2/3
ETCS
- empty -
ERTMS/ETCS -- Application level 2 Application level 2
Track-circuits or axle counters
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• no fixed block necessary• no trackside devices for train detection• train integrity reporting mechanism
Balise
AL 1AL 2/3
EVC
ERTMS/ETCS -- Application level 3 Application level 3
Integrity AL 3
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• STM - Operation
Non-ETCS System
STMETCS
trainborne
ERTMS/ ETCS ERTMS/ ETCS -- STM Application STM Application
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The ERTMS Users GroupThe ERTMS Users Group
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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
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ChangeChangeRequestRequest
ERTMS ERTMS -- Change Control ProcessChange Control Process
AEIFAEIFChangeChangeControlControl
ManagementManagement
ECECArt. 21Art. 21
Publication in theOfficial Journal
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•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
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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
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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…….
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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
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• 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
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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
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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
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§§ 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
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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.
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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
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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
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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
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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
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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
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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
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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
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On board system
Galileo receiver
RBC
ADVANTAGES: reduced or no balises
Using of GALILEO in ERTMS
INTERLOCKINGINTERLOCKINGTRACK CIRCUITSTRACK CIRCUITS