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BORDERLESS SAFETY IN THE BORDERLESS RAILWAY NETWORK- A METHOD OR A MIRACLE?

… a report “from the trenches” by Georg Fons-Stankiewicz

2nd Edition Safety Days Conference - Fribourg Switzerland 10&11- October 2017

THE SAFETY (RECALLED SAFETY DAY 2016)

Safety is the ability of a system in combination with its definedapplication to attenuate the likelihood and/or consequences of ahazardous event to an acceptable level

Conclusion:

There is no “universal” safety. The safety strongly depends on thesystem and its application.

The easiest way to ensure safety is to: operate standardised systems within unified application conditions and under unified rules and regulations.

BORDERLESS SAFETY IN THE BORDERLESS RAILWAY NETWORK - A METHOD OR A MIRACLE? 1ST EDITION SAFETY DAY - ROSAS CENTER FRIBOURG 8. SEP. 2016P 2

YES, WE CAN BUILD SAFE TRAINS (RECALLED SAFETY DAY 2016)

Standards and regulations sufficient to manage safety up to SIL4 Consistent processes to determine and manage risks Practical „Toolbox“ of proven methods Safety evidence based on traceability and transparency Mature independent assessment and approval process Whole Life Cycle covered …

BUT CAN WE OPERATE THEM SAFELY EVERYWHERE?


THE EUROPEAN RAIL NETWORK

P 4BORDERLESS SAFETY IN THE BORDERLESS RAILWAY NETWORK - A METHOD OR A MIRACLE? 1ST EDITION SAFETY DAY - ROSAS CENTER FRIBOURG 8. SEP. 2016

https://commons.wikimedia.org/wiki/File:High_Speed_Railroad_Map_of_Europe_2015.svg

… ITS ELECTRIFICATION SYSTEMS


https://commons.wikimedia.org/wiki/File:Europe_rail_electrification.pngrope_2015.svg

… NATIONAL TRAIN CONTROL SYSTEMS


ATBTBL, Crocodile

ATC

EBICA

B 900

SHP

… NATIONAL SAFETY AUTHORITIES (NSAS)


..OPERATORS AND INFRASTRUCTURE MANAGEMENT


Country Infrastructure Manager National Operator

Austria ÖBB Infrastruktur ÖBB Belgium Infrabel SNCB/NMBS Bulgaria NKŽI BDŽ Croatia HŽ Infrastruktura HŽ PP Czech Republic SŽDC ČD Denmark Banedanmark DSB Estonia EVR Infra Elron Finland Ratahallintokeskus VR France RFF SNCF Germany DB Netze DB Bahn Great Britain Network Rail National Rail Northern Ireland NIR Greece OSE Hungary VPE MÁV Republic of Ireland IÉ Italy RFI Trenitalia Latvia LDz PV Lithuania LG Luxembourg ACF CFL Macedonia MŽI MŽ Transport Montenegro ŽICG ŽCG Netherlands ProRail NS Norway Jernbaneverket NSB Poland PKP Polskie Linie Kolejowe PKP Portugal REFER CP Romania CFR Serbia ŽS Slovakia ŽSR ŽSSK Slovenia SŽ Spain ADIF RENFE Sweden Trafikverket SJ Switzerland SBB Infrastruktur SBB/CFF/FSS

ONCE UPON A TIME …


The Tower of Babel by Pieter Bruegel the Elder

THE EASY PAST OF THE EUROPEAN RAILWAY …

With only exceptional and precisely defined cross-border traffic Independent regulations each country Independently acting legal institutions and authorities

… had to react on the opening of the European railway market expecting

Common understanding and Way of Working Unified legal, operational and technical regulations “Cross Acceptance” Unified homologation process


INTEROPERABILITY – THE EARLY APPROACH

Council Directive 96/48/EC on the interoperability of the trans-European high-speed rail system

Directive 2001/16/EC of the European Parliament and of the Council on the interoperability of the trans-European conventional rail system

First standardised legal approach Aim to achieve the interoperability of the European high-speed train network*) by

standardizing design, construction, placing in service operation Maintenance

… yet very general/rudimentary

*) Infrastructure, rolling stock, fixed installations and ILS


INTEROPERABILITY – THE EARLY APPROACH


general

Energy

Control, command and

signaling

Rolling stock

Maintenance and

OperationEnvironment

Directive 96/48/EC

Directive 2001/16/EC

… essential requirements: • Safety• Reliability and

availability• Technical compatibility• Health• Environmental

protection

INTEROPERABILITY – THE REFINEMENT

….. furthermore

For complex systems the directives 96/48/EC and 2001/16/EC mandated the elaboration of detailed

technical specifications

Technical Specifications for Interoperability (TSIs) were born

Standards are recommendations, TSI are lawThe conformity to TSIs must be proven and permanently maintained

during the whole life cycle


… BUILDING THE TOWER …


Directive96/48/EC

Interoperability

Directive2001/16/ECInteroperability


Directive2007/32/ECInteroperability(Ammendments)


Directive2004/49/ECRailway Safety

Directive

Directive2008/110/ECRailway Safety (Ammendments)

* only the most considerable presented for transparency

… BUILDING THE TOWER …


Directive2009/131/ECInteroperability(Ammendments)

Directive2014/88/EURailway Safety (Ammendments)

Directive2011/18/EU

Interoperability(Ammendments)

Directive2013/9/EU


Directive2014/38/EU


Directive2014/106/EUInteroperability(Ammendments)

Directive (EU) 2016/797

on Interoperability

* only the most considerable presented for transparency

Regulation2015/1136Ammending

CSM RA

Regulation352/2009

Common Safety Method

Regulation402/2013

Common Safety Method

Directive (EU) 2016/798on Railway

Safety

TECHNICAL SPECIFICATIONS FOR INTEROPERABILITY

In general, TSIs are “engineering” specifications Applied parallel to the other specifications (incl. functional safety spec.) Implemented in cooperation with safety (wherever appropriate) Do not replace risk analysis as defined in the EN15126 and CSM RA Do not deliver a specific SIL (except CCS subsets)

TSIs provide a “recipe” on: “How to do it” properly interoperable (non-safety related TSIs) “How to do it” properly and (functional) safely interoperable (safety

related TSIs)

TSIs are still in development Mistakes, inconsistencies and ambiguous content possible ERA issues a regular errata of the TSIs Close cooperation with the NoBo in course of the implementation necessary

Compliance to TSIs is certified by Notified Bodies (NoBo)


TECHNICAL SPECIFICATIONS FOR INTEROPERABILITY


System group System TSI xxxRelation to (functional)

safety?Area of safety relation

VehiclesLocomotives and passenger rolling stock LOC & PAS YES passive-, derailment-, brake-, fire- safetyNoise NOI NOFreight Wagons WAG YES derailment-, brake-, fire- safety

Installations

Infrastructure INF NOinterface to TSI SRT, Safety Management System

Energy ENE NO interface to TSI SRTCommon

Control command and signalling CCS YES Detailed subsets on ETCS, DMI, GSM-R

Persons with reduced mobility PRM in principal - NO *)

*) focus on passenger safety and passive barriers

Safety in railway tunnels SRT YESfire and evacuation, electrical installations, interface to TSI LOC&PAS and WAG

Operation

Operation and traffic management OPE in principal - NO *) *) refers for details to TSI LOC&PAS, CCS, SRTTelematics applications for freight service TAF NOTelematics applications for passenger service TAP NO

NATIONAL REGULATIONS

The Starting Holes National Regulations defined and developed in the „pre-ERA“ era There are many reasons to keep some of them (some of these reasons

may however be of a „traditional“ nature ) National Rules may contradict the TSIs, even if for a good reason

Solution the NNTRs Directive 2008/57/EC requires definition of Notified National

Technical Rules (NNTRs) Layed down binding NNTRs supplement or substitute the TSIs Compliance to the NNTRs is certified by Designated Bodies (DeBo)


NNTRS - THE “GORDIAN KNOT”

Usually issued in national languages Difficult to satisfy in cross-border operation due to diversity May become high complexity and quantity Derogations may be requested in cases justified by

technical/economical unfeasibility (DeBo)

Conversion of all NTTRs in the TSIs is the most desireable goal of theinteroperability initiative but this is a long way until then……


TSIS, NNTRS AND THE “RACE AGAINST TIME”

Implementation of complex railway projects takes years Average period of time call-for-bids – start of operation is 3,5 years Regulations and directives „develop“ themselves To freeze their status to the starting point means risk of incompliance To fulfill all as they come to force requires a reliable cristal ball

„Strategic“ balance betweeen the implementation „in advance“ and requested derogations is key factor Close cooperation with NoBo, DeBo and the NSA is a „must“ Customers and Operators must be involved at early stage …. a lot of „expectation management“ activities


STRUGGLING WITH TSIS

Two Examples “from the trenches”


Source: http://www.markedbyteachers.com/gcse/history/life-in-ww1-trenches.html

STRUGGLING WITH TSIS – FIRE DETECTION (EXAMPLE)

(Undetected) fire in long tunnels is critical hazard

TSI SRT? (Ref. EU 1303/2014)

… are simplest detectors (with no reliability requirements) sufficient ?

… ok, let’s check



TSI LOC&PAS? (Ref. EU 1303/2014)

… same question, are simplest (no-SIL) detectors sufficient ?




TSI LOC&PAS (continued)

no detectors required in passenger/luggage compartments, toilets etc.



Interoperability everywhere?


…. isn’t it a NNTR merged into a TSI ? Do we really want it ?



Loss of Emergency Brake likely becomes catastrophic

TSI LOC&PAS (Ref. EU 1303/2014)

…. well, an undisputable fact

…. let’s check the maximum allowed brake distance


STRUGGLING WITH TSIS – EMERGENCY BRAKE (EXAMPLE)

Loss of Emergency Brake likely becomes catastrophic




Emergency Brake – in the search for the stopping distance


… what about trains designed for speeds < 250 km/h ?… what is the maximum emergency brake distance in degraded mode ?





…

…ok, lets check




EN 14531-1: 2015 (:2005 is revoked)

…ok, lets look there




EN 14531-1 Ch. 4

EN 14531-2 Ch. 5

… and what is the allowed distance? Performance?



Emergency Brake – the safe stopping distance solution

… at the very end the real solution is to:

Haggle between the train manufacturer/infrastructure operator Compile a dedicated risk analysis (train line dependent) Convince the AsBo/NSA Bear the full responsibility for the assumptions and consequences

… and the TSI looks&feels like a “non-binding recommendation”



A METHOD OR A MIRACLE…

Considerable legal framework (being) put in place The quantity of national regulations continuously decreasing More and more “Cross Acceptance” agreements met … thus more and more unified Homologation process

The interoperability/cross-border safe operation is definitely becoming a sophisticated method and a good practice….

….. but there is still a long and thorny path to go.


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… LET US DISCUSS

THAT‘S IT …