1 –
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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5
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ONGOING PROGRAM
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ERTMS PROGRAM ON HIGH SPEED NETWORK
3ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
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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3
5
4
0
50
100
150
200
250
300
TGV
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
4ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
Paris
Strasbourg
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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
5ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
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%)
6ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
LN1
Paris
Lyon
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CAPACITY: RESULTS OF HEADWAY SIMULATIONS
7ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
• 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
8ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
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
9ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
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
10ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
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
11ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
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
13ERTMS CCRCC 2015 - 22 & 23 SEPTEMBER 2015
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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