European Rail Traffic Management System ERTMS Overview

Transcription

1 Overview ERTMS Seminar 2008, part A A Scope of ERTMS, legacy systems, legal and normative base B GSM-R railway communication system C ETCS I: Objective, project history, functionality and system architecture D ETCS II: Subsystems, test and pilot applications, validation and certification E ETCS III: Migration strategy, status of implementation F Ongoing further developments of ERTMS, business opportunities A 1 Content of Part A Scope of ERTMS, legacy systems, legal and normative base 1. Importance and structure of the Rail Traffic Management System 2. Rail Traffic Management Systems up to the present, precursors of ERTMS 3. EU Directives and Technical Specifications for Interoperability 4. Players at the ERTMS scene A 2

2 Importance and structure of ERTMS Citation of J.A. Vinois at the international ERTMS Conference of December 2004 in Rome «ERTMS is the result of a long collective effort : It is the first example of a close cooperation of all stakeholders within the railway industry at European level The EU- Commission supported the ERTMS development with circa 300 millions from R&D and TEN funds the Industry invested more than 400 millions ERTMS is a venture comparable to Airbus, GSM, Ariane or Galileo - a showcase of European innovation capability The success of ERTMS is the key for the credibility of the railway industry towards the creation of a true European railway area supporting a single market for railway products and services». A 3 Importance and structure of ERTMS Functional structure of ERTMS and associated European Projects Traffic Management Centre Remote Control Centre Interlocking Traffic Management: Eur-Optirails Strategic planning, time tabling Strategic management etc. Signalling: INESS Integrated European Signalling System (proposed) Remote control automated/manual Track-side occupancy proving based block control, safe route setting Control of level crossings Control of Switch points,... Control of line side signals etc. Train control-command: ETCS European Train Control System Automatic train protection and warning Automatic train command with in-cab signalling Train-side location based block control etc. Railway communication: GSM-R All kinds of voice and data communication A 4

3 Legacy systems for traffic dispatching and planning Train dispatcher working manually State of the art dispatching centre with IT working places A 5 Legacy systems for signalling Examples of line-side signals Examples of interlockings A 6

4 Legacy systems for signalling Example of track contacts, track circuits, axle counters Example of block and remote control A 7 Legacy railway command-control systems in Europe ASFA / LZB 80 ATB / TBL AWS / (SELCAB / TBL) Crocodile Crocodile / KVB / TVM Crocodile / TBL EBICAB INDUSI / (ZUB) / LZB 80 PZB 80 / LZB 80 SIGNUM / ZUB 121 ZUB 123 BACC INDUSI AWS similar BACC similar A 8

5 Characteristics of legacy control command systems (1) Country Legacy CC-System (status 2003) Functionality Data transmission Austria PZB discrete speed supervision Intermittent/ magnetic LZB cab signalling Continuous/ cable loops Belgium Crocodile warning Intermittent/ galvanic contact TBL1 warning/stop Intermittent/ LF transponder TBL 2 cab signalling Intermittent/ LF transponder TVM cab signalling Continuous/ AF track circuit Bulgaria Ebicab continuous speed supervision Intermittent/ HF transponder Czech Republic LS discrete speed supervision Continuous/ LF track circuit Denmark ZUB 123 cab signalling Intermittent/ LF transponder + semi continuous/ cable loop HKT cab signalling Continuous/ cable loop France Crocodile warning Intermittent/ galvanic contact KVB continuous speed supervision Intermittent/ HF transponder TVM cab signalling Continuous/ AF track circuit A 9 Characteristics of legacy control command systems (2) Country legacy CC-System (status 2003) Functionality Data transmission Germany PZB discrete speed supervision Intermittent/ magnetic ZUB 122/262 tilt and speed supervision Intermittent/ LF transponder LZB cab signalling Continuous/ cable loop Great Britain AWS/TPWS discrete speed supervision Intermittent/ magnetic TVM cab signalling Continuous/ cable loops TBL cab signalling Intermittent/ LF transponder Selcab cab signalling Continuous/ cable loops TASS tilt and speed supervision Intermittent/ HF transponder Hungary EVM discrete speed supervision Continuous/ LF track circuit Italy BACC discrete speed supervision Continuous/ LF track circuit SCMT continuous speed supervision Intermittent/ HF transponder Luxembourg Crocodile warning/stop Intermittent/ galvanic contact Netherlands ATB EG discrete speed supervision Continuous/ LF track circuit ATB NG continuous speed supervision intermittent/ LF transponder A 10

6 Characteristics of legacy control command systems (3) Country Legacy CC-System (status 2003) Functionality Data transmission Poland SHP warning Intermittent/ inductive Romania Indusi discrete speed supervision Intermittent/ inductive Serbia Indusi discrete speed supervision Intermittent/ inductive Slovakia LS discrete speed supervision Continuous/ LF track circuit Slovenia Indusi discrete speed supervision Intermittent/ inductive Spain ASFA discrete speed supervision Intermittent/ inductive Ebicab continuous speed supervision Intermittent/ HF transponder LZB cab signalling Continuous/cable loop Sweden Ebicab continuous speed supervision Intermittent/ HF transponder Radioblock continuous speed supervision Intermittent/ HF transponder + analogue radio Switzerland Signum warning/stop Intermittent/ inductive ZUB continuous speed supervision Intermittent/ LF transponder A 11 Extent of legacy control-command systems (status 2003) [km] Track length per CCsystem Number of vehicles per CC-system [units] ATB ATB NG AWS/TPWS ASFA BACC Crocodile Ebicab EVM KVB LS LZB PZB/Indusi SCMT SHP Signum 0 0 TBL1 TBL2 TVM ZUB A 12

7 Functionality of legacy control-command systems (status 2003) [km] Track length per functionality Number of vehicles per functionality [units] Not equipped Warning Warning/ stop Discrete speed supervision Continuous speed supervision Cab signalling 0 A 13 Pictures from different track devices for data transmission A 14

8 example of AWS/ TPWS principle configuration A 15 example of AWS/ TPWS illustration of functionality A 16

9 Speed monitoring system ZUB 123: Structure of trackside equipment replace by EBICAB on-board coupler (ZKS) electric track coupler (GKS) ZUB-Loop 2 ZUB-Loop 1 Loop-amplifier Signal- information from interlocking Lineside Electronic Unit A 17 Speed monitoring system ZUB 123: principle of speed control v (Speed) replace by EBICAB track coupling coil VG VS VÜ VF VG VF VS VÜ maximum speed release speed target speed monitoring speed s (distance) Signal Go Signal Warning Signal Stop A 18

10 Cab signalling system TVM (Transmission Voie Machine): Principle of functioning Onboard Receiving device track current- receiver track current- emitter A 19 Cab signalling system TVM: Trackside configuration remote control Operating Centre remote control interlocking TVM trackside TVM trackside TVM trackside interlocking km zone without points A 20

11 Cab signalling system TVM: Onboard configuration Cab-display A Cab-display B active Verification Comparator stand-by Add picture of cab display & Evaluation Unit A fail safe Speedmonitoring Evaluation Unit B fail-safe action on break and traction circuit receiver 1 receiver 2 A 21 Cab signalling system LZB (Linienzugbeeinflussung): Trackside configuration LZB control centre operating centre next LZBremote control centre control interlocking 600m interlocking Fernspeisegerät Remote feeding gerätunit Fernspeisegerät Remote feeding unit Fernspeisegerätunit Remote feeding Fernspeisegerät Remote feeding unit Fernspeisegerät Remote feeding unit Trackinstallation with track conductor A 22

12 Cab signalling system LZB: onboard equipment Add picture with cab display automatic driveand break system train data setting device cab display LZB cab display 2x speed indicator breaking system 2x emitter antenna 2x receiver antenna A 23 Multi-system locomotive, preparation for antennas ETCS LZB (D) ZUB123 (DK) Indusi (D) ZUB121 (CH) LZB (D) Crocodile (F, L) Integra (CH) Phasechanger (DK) EVM(H) EVM(H) Phasechanger (DK) Integra (CH) Crocodile (F, L) ZUB121 (CH) Indusi (D) ZUB123 (DK) LZB (D) ETCS D: LZB 80, PZB 90 CH: Integra, ZUB 121 F: Crocodile, KVB H: EVM DK: ZUB 123 N, SE: ATSS, EBICAB 700 Europe: ETCS A 24

13 Signum (switcheable) Antennae Control-command cubicles ETCS LZB PZB SCMT ATB A 25 Cockpit Thalys: 9 different command/ control systems! A 26

14 Legacy analogue radio systems One platform per application Paging Track to TrainRadio Shunting Radio Tunnel Radio Operation and Maintenance Radio Vehicle mounted Radio - Analogue Radio System, mostly walkie-talkie, simplex system - Range limited, continuous communications not possible - Limited quality of communications - Limited applications, speech only - Large number of staff speaking the same channel - No encryptions for communication - Different frequency spectrums allocated A 27 Precursor system of ETCS with radio data transmission Swedish Radio Block System radio station radio station radio station dispatcher interlocking system radio and interface system CONTROL controller train point signal board balises A 28

15 Precursor system of ETCS with radio data transmission ASTREE Automatisation du Suivi des Trains en Temps Réel (Automation of train spacing in real time) stationary radio station local ASTREE centre track occupancy detection Radio block centre BB16047 receiver ASTREE traffic control centre route management, route control Train describer routemap safety bubble identification balise roll away protection balise Train completeness control balise receiver onboard unit radar odometry balise reader display point control A 29 EU- Directives for Interoperability (1) EU- Directives TSIs Interoperability Directives 96/48 for high- speed 2001/16 for conventional trans- European railsystems Technical specification for interoperability Documents for high- speed and conventional TEN available European Norms e.g. Cenelec or ETSI A 30

16 EU- Directives for Interoperability Directive 96/48 Interoperability of High-speed Rail system Directive 01/16 Interoperability of Conventional TEN Rail system TSI s for High-Speed:... Control-Command and Signalling... TSI s for Conventional TEN Rail:... Control-Command and Signalling... Track occupancy detection (Funct. requirements) EMC (Electro Magn. Compatibility) Target systems for the future (Class A systems) ETCS GSM-R Existing systems allowed to be used in migration phase (Class B systems) Aut.Train Control Analogue Radio A 31 EU- Directives for Interoperability EU- Directive 96/ 48 from 23.July 1996 concerning the interoperability of transeuropean high-speed rail systems Content Chapter I: General provisions Chapter II: Technical Specifications for Interoperability Chapter III: Interoperability constituents Chapter IV: Subsystems Chapter V: Notified bodies Chapter VI: Committee Chapter VII: Final provisions Annexes I - VII A 32

17 EU- Directives for Interoperability General provisions/purpose...the aim of this Directive is to establish the conditions to be met in order to achieve interoperability within Community territory of the trans-european high-speed rails system as described in Annex I. These conditions concern projects for and the construction, upgrading and operation of the infrastructure and rolling stock which will contribute to the functioning of the system to be put into service after the date of entry into force of this Directive. A 33 EU- Directives for Interoperability Plan for the European highspeed-rail-system A 34

18 EU- Directives for Interoperability General provisions/ interoperability interoperability means the ability of the trans-european high-speed rail system to allow the safe and uninterrupted movement of high-speed trains which accomplish the specified levels of performance. This ability rests on all the regulatory, technical and operational conditions which must be met in order to satisfy essential requirements Essential requirements are Safety, reliability and availability, health, environmental protection, technical compatibility. A 35 EU- Directives for Interoperability Technical specifications for interoperability/application Each of the subsystems shall be covered by a TSI... The TSI shall determine 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 transeuropean high-speed rail system The preparation, adoption and review of TSIs shall take account of the estimated cost of technical List of the TSIs and the subsystems: Infrastructure, energy, control-command and signalling, rolling stock, maintenance, operation A 36

19 EU- Directives for Interoperability TSIs/ possibilities of non-application a) New- and upgraded lines: if the TSI is published when the work is nearly completed b) Upgrade lines: in case of problems with the loading gauge or the track gauge c) New- and upgrade lines: if the concerned network is isolated or separated by the sea from the European high-speed network d) Upgrade lines: if the realisation of the TSI compromises the economic viability of the project A 37 EU- Directives for Interoperability Interoperability constituents Member states shall take all necessary steps to ensure that interoperability constituents: -are placed on the market only if they enable interoperability to be achieved within the Trans-European high-speed rail system while at the same time meeting the essential requirements -are used in their area of use as intended and are suitably installed and maintained. These provisions do not exclude the placing on the market of these constituents for other purposes, nor their use for conventional railway lines. A 38

20 EU- Directives for Interoperability Assessment of constituents regarding conformity and suitability for use Member State Manufacturer nominates Notified body Notified body selects appraises EU- declaration communicates A 39 EU- Directives for Interoperability Subsystems/ handling Each Member State shall authorize the placing in service of those structural subsystems constituting the trans-european high-speed rail system which are located in their territory or operated by railway undertakings established there. For this purpose Member States shall take all necessary steps to ensure that these subsystems may be placed in service only if they are designed, constructed and installed and/or operated in such a way as not to hinder satisfaction of the essential requirements concerning them when integrated into the trans-european high-speed rail system. A 40

21 EU- Directives for Interoperability Placing in service of subsystems Member State Awarding authority nominates Notified body Notified body selects EU- Check Admission by the awarding authority communicates allows Start of operation A 41 EU- Directives for Interoperability Notified bodies The notified bodies must be independent from their clients and all interested and involved persons. The Member states, that means the national authorities are responsible towards other member states and towards the EU-Commission for notified bodies in their domain. The EU-Commission coordinates the management of the process for notified bodies. It reacts, if there are doubts in the competence of a notified body. The notified bodies are self responsible for correct handling and procedures for checking the conformity. List of notified bodies A 42

22 EU- Directives for Interoperability Importance of the additional EU- Directive 2001/ 16 from the about the interoperability of conventional transeuropean train-systems This new directive has almost the same structure as the one concerning the high-speed-traffic. Main differences: Extension to the Trans European Network Additional TSI for traffic operation and traffic control and Telematics application for passenger- and freight transportation. The other TSIs have to be adapted. Duty for the creation of a ranking and a time-plan for the realisation in the EU member states. A 43 TSI Control Command and Signalling Application area of the TSI CCS technical content - automatic train protection (ATP) and train control (ATC) - train radio (Data and voice) - Signalling (incl. track occupancy detection) - EMC The target system follows results from the ERTMS masterplan with the projects - ERTMS/ ETCS - ERTMS/ GSM- R integrated is the migration of the current systems into the future concept by STM (Specific Transmission Module) A 44

23 TSI Control Command and Signalling Chapter 1 : Introduction Chapter 2 :defines the subsystems and their scope the features of the subsystem are defined - by essential requirements - interfaces - level of performance requirements in normal operation mode with regard to the migration (transition period) there two classes of systems - Class A - Systems: target system ETCS and GSM-R - Class B - Systems: existing, pre - normative Systems, which are allowed to be used in the transition A 45 TSI Control Command and Signalling What is interoperability? Operational interoperability: The driver drives with a consistent signalling in the cab with consistent principles for signalling. It is unimportant which technology is used. Technical interoperability: Ensures, that the trains receive the necessary information from the infrastructure systems and understand this information. A 46

24 TSI Control Command and Signalling Chapter 3: essential requirements RAMS reliability, availability, maintainability, safety health environmental protection technical compatibility - functions, interfaces, performance - environmental conditions - EMC Chapter 4: characterisation of the subsystem CCS the requirements fit to the ERTMS specifications - cab signalling, speed supervision - system-diagnose, support in fault mode - data communication (wayside and onboard equipment incl. STM) - odometry, data recorder, vigilance function A 47 TSI Control Command and Signalling Chapter 4: characterisation of the subsystem CCS (continuation) Internal interfaces - GSM-R air gap- specifications - Eurobalise/ Euroloop air gap- specifications - key management for radio data encryption External interface (to other subsystems) - operational interface (e.g. MMI, data recorder) - vehicle interface (e.g. break behaviour, train completeness), EMC, requirements for analysing of the track occupancy: electrical resistance of the wheels) - infrastructure interfaces A 48

25 TSI Control Command and Signalling Chapter 5 : interoperability constituents List of all vehicle and wayside concerning interoperability constituents with grouping including link to the corresponding norm Chapter 6 : Assessment of conformity and suitability for use Description of the assessment procedures, the assessment requirements and the adjudicating entities Chapter 7 : implementation of the TSI CCS Guidelines for the migration on trackside and onboard. Postulation for infrastructure and vehicle registers. Management of change. A 49 TSI Control Command and Signalling ETCS Net In order to ensure the development of enhanced end-to-end services, the ETCS Net builds upon both high-speed and conventional lines... In view for such a backbone to contribute to a major re-engineering of international rail transport service,...it is necessary to attach a relatively ambitious time frame for its full realisation. Conventional lines High speed lines A 50

26 TSI Control Command and Signalling Basic principle for the deployment of ETCS EU Conventional Rail System Inception Kernel ETCS-Net Inception Kernel are a subset of projects, where deployment of ETCS will be mandatory. The set of conventional rail priority projects established within the Trans European Network guidelines as well as all those major rail construction/upgrading works funded under the framework of the Structural Funds and/or Cohesion Funds are to be considered as integrating such an Inception kernel. Regarding the rolling-stock, it as be taken into account, that ERTMS/ ETCS is a system concept composed of infrastructure and on board elements. the deployment strategy must consider these two system elements in a coherent manner as they both concur to enable system operation. A marginal cost approach, linking the fitment of on-board ERTMS/ETCS with major investment decisions, does constitute the best route to ensure such a goal. A 51 TSI Control Command and Signalling ETCS-Net National ERTMS Impementation National ERTMS Impementation National ERTMS Plans Plans Impementation Plans Reconciliation EU Master Plan National ERTMS implementation Plans and EU Masterplan EU Member States are deemed to prepare a formal national ERTMS implementation plan for the conventional network addressing the deployment of both, ERTMS/ ETCS and GSM-R. These national plans are to be finally aggregated within an EU master Plan. The latter should aim at providing an appropriate knowledge base for decision support to the different stakeholders and, where appropriate, at reconsiling the different national implementations in terms of implementation strategies where this is deemed necessary for the achievement of a coherent whole. In addition, the EU Master Plan shall include the outline of a rolling-programme to underpin the range of foreseen implementation activities from plan through to realisation. A 52

27 TSI Control Command and Signalling Elements in the national ERTMS Implementation plans Target lines: a clear identification of the national lines or sections which are earmarked for ERTMS implementation...; Technical requirements: the essential technical characteristics of the different ETCS and GSM-R implementations ; Deployment strategy and planning: an outline of the implementation plan (including sequencing and timing of the works); Migration strategy: the strategy envisaged for the migration of both the infrastructure and rolling stock subsystems of the earmarked national lines or sections (e.g. superposition of Class A and Class B systems, switch from Class B to Class A facilities at a planned date, migration based on the implementation of ETCS based gap filling solutions such as SCMT or Limited supoervision); Potential constraints: an overview of potential elements that might impact on fulfilment of the implementation plan (e.g. signalling works integrating larger scope infrastructure works, assurance of continuity of service across borders). A 53 TSI Control Command and Signalling Management of change CR xxx CR yyy Version Releases CR zzz ETCS SRS ETCS SRS 2.3 Current consolidation TSI xxx -ETCS SRS CR aaa CR bbb CR ccc 4 years between baselines Change has to be managed as it is underpinned by safety critical considerations and by backward compatibility objectives so as to provoke minimal time and cost overheads to the operation of already deployed ERTMS equipment. It is crucial to define a clear strategy of how to implement and manage change to legacy ERTMS equipment. The current ongoing consolidation process for ETCS and GSM-R is focused on two main issues: - the consolidation of the current baseline - the closure of a number of still standing operational and technical points. Based on current experience, the timing between different baselines is estimated to be years for ETCS and ca. 2 years for GSM-R. A 54

28 TSI Control Command and Signalling Annexes to the TSI Control Command and Signalling Annex A: List of specifcations for ETCS and GSM-R, Annex B: List of legacy systms for signalling and for radio Annex C: Registers for line and train specific characteristics Annex D: Structure of Control Command and Signalling Annex E: Modules for Interoperability Constituents Type examination, Production quality management system, Product verification, Full quality management system with design examination, Type examination, Production quality management system, Product verification, Full quality management system with design examination, Unit verification, Annex F: Conformity assessment procedure, assessment of maintenance arrangements Annex G: Open points Annex H: Synthesis of ETCS Net corridors A 55 TSI Control Command and Signalling Principles of the conformity check ETCS Simulation environment ETCS onboard equipment ETCS trackside equipment ETCS Simulation environment A 56

29 European Rail Agency ERA Organisation and mandate Executive Director Econ. Eval. Unit Administr. Unit Interoperability. Unit ERTMS Unit Safety Unit Operational Sector TSI Sector Work Plan 2006 related to ERTMS: The Agency shall establish its role as the system authority for the ERTMS specifications, ensuring: the management of the process for handling, assessment and eventual incorporation of changes that might be required by technical, operational or safety reasons; the configuration control of the reference baselines, ensuring the quality and completeness of the ERTMS specifications A 57 European Rail Agency ERA ERTMS System Authority Configuration and Quality Control Repository of all specs Quality review Cross check Consistency Gap identification System Evolution Change Management Baseline Planning System Version mgmt Backward compatibility EE analysis A 58

30 European Rail Agency ERA Guiding principles for elaboration of baselines Proactive planning of baselines: New releases of a given baseline are dictated by error corrections and clarifications: reactive process with respect to the change request. Planning of baselines must result from proactive approach: successful system evolution cannot be the unexpected result of a sum of unrelated requests. Agreed planning and policy for releasing future baselines: Start from project needs, milestones for call for tenders and roll-out plans. Provide the necessary perspective to all actors in the sector to plan investments/developments Software upgrade path Enabling technology allows exploitation of new business opportunities, operational improvements and better efficiency. Evolution must not become a constraint or a barrier, but interoperability investments must be protected A 59 European Rail Agency ERA Network for change control (shown for ETCS) Railway sector UNISIG Super Group UNIFE UNISIG SteeringGroup ERA UNISIG CR-List ERTMS Support Group CER Comunity of European Rlys ERTMS Control Group ERTMS Change Control Board ERA ERA CR packages EIM European Infrastructure Manager System Vers Mgt European Railway Agency FRS, SRS NPM ControlGroup EC Annex A ERTMS user s group General Assembly Art. 21 Committee TSI CC&S A 60