- Email: [email protected]
ETCS
Copyright @ IFAC Control in Transportation Systems, Braunschweig, Germany, 2000
THE NEW IIARMONISED TRAIN MANAGEMENT AND TRAIN CONTROL SYSTEM ERTMS/ETCS
Axel Schulz-Klingner Dr. Graband & Partner GmbH Braunschweig, Germany Summary During the last fifty years the face of Europe has changed its appearance totally. Old borders disappeared to a large extent and further borders will fall. These facts have deap consquences to all traffic in Europe, because traffic has to be borderless as well, but due to European history there are still some kind of borders existing, even if they officially have been abolished This is especially a problem in relation to the Trans European Rail Network. Trains still have to stop at borders because of different technologies in use. Therefore, in Europe several activities are going on to make railways more interoperable. One of this activities is the development of a European Train Management and Train Control System. Copyright @2000 IFAC
were drawn up between 1990 and 1996 at the ERRI and fonned the basis for the next specification steps carried out by the European Economical Interest Group (EEIG) in Brussels and during the last two years by the consortium of the European Signalling Industry (UNISIG).
1. INTRODUCTION Looking to the map of Europe it looks like a patchwork. Europe is build up by a lot of smaller countries. History builds up the culture and borders of these countries. Technical history created a patchwork pattern of ATC systems to the European map. The use of different ATC systems supplied by different manufacturers made railway interoperability difficult. Therefore, at the end of the 1980ies the idea was born to develope a unified interoperable train control system for Europe, the European Train Control System (ETCS).
Since end March 2000 a set of valid specifications, describing the requirements of ETCS, is now available for the developement of the new European Train Control System. The different ETCS specifications are closely intervowen with each other, and provide optimum implementation of the requirements sketched in the previous paragraphs. The Functional Requirements Specification (FRS) lists the functions required from the user's point of view. The System Requirements Specification (SRS) provides more detailed desription of the functions demanded by the FRS, making use of mathematical or other fonnal methods. To a certain extent, the SRS also lays down requirements for equipment structure and data processing. Requirements which, in the opinion of the UIC, will enable solutions to be realised with an optimum cost!benefit ratio. Inevitably, this involves a degree of unification on a conceptual level, but nevertheless it gives railways and manufacturers sufficient freedom to design and implement the best optimum system.
Fig. I-I: Signalling Systems existing in Europe In a first step the International Union of Railways (UIC) in Paris commissioned the European Rail Research Institute (ERRI) in Utrecht (NL), to write a comprehensive specification detailing the operational and technical requirements to be met by this new train control system. The specifications
It is a source of great satisfaction to the UIC
railways that the European Rail traffic Management System (ERTMS) project funded by the EU Commission, and handling the traffic management in the European Union (EU) has taken on board the main aim of the ETCS specifications.
383
The ETCS can be configured to one of the following Application Levels depending on existing signalling infrastructure and the desired line performance:
2. WHAT THE RAILWAVS EXPECT FROM ETCS Setting up a new, tmified European Train Control System (ETCS) is an essential element in the VIes drive to increase the competitivness of its member railways. The ETCS Project Declaration, drawn up at the beginning of 1992, listed a number of aims, and these still apply today: •
Faster an better international traffic It will become possible to fit more reliable and cost effective equipment to high-speed multiple units: border delays to locomotivehauled trains wi1l be reduced or eliminated.
•
Reduced headway on highly loaded parts of the network Additional functions, such as moving block will allow reduced headways to those parts of the network, which present bottlenecks to be loaded to their physical limits.
•
It will be possible to introduce the new, unified technology in a number ofstages.
•
Creation of competition between manufacturers of ETCS components.
•
Creation of the preconditions for harmonisation in other areas of traffic management (ERTMS).
ETCS Application Level I
•
ETCS Application Level 2
•
ETCS Application Level 3
Thereby, the Application Levels of ETCS depend not on the amount of equipment. The difference is mainly the way how trackside data reaches the mobile unit.
3.2. Application Level 1 The Application Level I is based on spot transmission devices (balsises) which are superimposed to the existing conventional signalling system. ETCS Application Level 1 provides a continous speed supervision system, which also protects against overrun of the limit of authority.
Reduction in the work load for the technical departments of the individual railways as a result of the provision of uniform documents and tools that conform to recognised European standards.
•
•
--
the
• Fig. 3.2-1: ERTMSIETCS - Application Level 1
3. THE EUROPEAN TRAIN CONTROL SYSTEM (ETCS)
The Application Level I of ETCS is basically characterised by: •
Lineside optical signals
•
Movement authority sent via spot transmission devices (switchable balises)
•
Lineside train detection via track circuits of axle counters etc.
3.1. General The European Train Control System (ETCS) is classified in several Application Levels. These Application Levels are necessary in order to allow each individual railway administration to select the appropriate ETCS applications. According to their own strategies and local needs a suitable structure can be chosen, thereby avoiding the imposition of any other solution preferred by other administrations. Furthermore, these different application levels permit the interfacing of the existing train control system to the ETCS. This is achievable without reduction or limitation of functionality or performance.
3.3. Application Level 2 ETCS Application Level 2 provides a continous speed supervision system which also protects
384
The Application Level 3 is basically characterised by:
against overrun of the limit of authority. The lineside optical signals are not required in this application.
•
•
No lineside optical signals
•
No lineside train detection devices
•
Movement authority sent via radio
•
Reference location information via fixed balises
The train integrity is based on trainborne integrity systems and the train reporting its postion.
Fig. 3.4-1: ERTMSIETCS - Application Level 2
3.5. Specific Transmission Module (STM)
The Application Level 2 is basically characterised by:
ETCS allows operating on eXlstmg system infrastructure by receiving all present information from the system infrastructure. For this purpose ETCS is able to operate with a so called Specific Transmission Module (STM).
•
No lineside optical signals
•
Movement authority sent by radio
•
Reference location information via fixed balises
•
Lineside train detection via track circuits or axle counters etc.
3.4. Application Level 3 Non-ETCS System
The ETCS Application Level 3 is characterised by the absence of line side optical signals and train protection devices. The only required trackside signalling equipment are spot transmission devices (balises) giving reference location information. The movement authority is always be transmitted by radio.
.
•
Fig. 3.6-1: ERTMSIETCS - STM Operation
.-« » Inurlocki"llllDd
Non-ETCS System
RAdio Rio<\< Centre
ETCS Balises
•
Fig. 3.6-2: ERTMSIETCS - STM Operation with additional ETCS data
4. INTEROPERABILITY Fig. 3.5-1: ERTMSIETCS - Application Level 3
ERTMSIETCS are named as interoperable systems. To achieve interoperability the standardisation
385
process needs a close co-operation between autorities, operators, suppliers and the different standardisation bodies. Therfore, the European Commission has created in 1996 the Interoperability Directive 96/48 for the European High Speed Network. This Directive will be followed in 2000 by an Interoperability Directive for conventional lines.
5.1. EMSET: Demonstration ofETCS interoperability The European Signalling Industry, grouped in UNISIG, have reviewed the ETCS specifications in order to guarantee an implementation of the first prototypes which is free of inconsistencies and assures technical interoperability between them. This process started with a detailed review of the Functional Requirements Specification (FRS) aiming at the selection of those functions considered fundamental to assure technical interoperability. In a second step, the UNISIG Group wrote the System Requiremets Specification corresponding to the selected functions in a clear way free of ambiguities to assure a common interpretation by all developers. This process is going to assure the interoperability between the first pilot applications (Class "P" functions) in a first step and between the first real applications (Class "1" functions) in a second step.
The European Commission has contracted the "Association Europeenne pour l'Interoperabilite Ferroviaire (AEIF)" to prepare the Technical Specifications for Interoperability (TSI) in accordance with the directive 96/48 for the European High Speed Rail Network. AEIF is the European Association for Railway Interoperability, consisting of members from UIC and the European Railway manufacturing industry (UNIFE) and UITP (urban traffic). The work is monitored by representatives of the European member states through a body called the 'Article 21 Committee'. Technical Specifications for Interoperability will be prepared for:
• •
• • •
•
The process undertaken by the European Signalling Industry will be assured in the EMSET Project thanks to the tests performed with the first System implementations using common test scenarios and tools based on the Class P specification. During these tests, equipment provided by different suppliers will co-operate thanks to the definition at logical and physical level (FFFIS) of the European interfaces.
Control & Command Energy Infrastructure Maintenance Operations Rolling Stock
The fmal TSIs will be legal documents that will have a long validity and will be relatively difficult to amend To allow for the increasing coverage & precision of European Standards, the TSI's contain references to existing European Norms (EN) where they exist. Where CEN/CENELECIETSI have yet to complete their work there can be a reference to the transposition of an existing UIC leaflet. Close co-ordination between the TSI Working Groups and CEN/CENELECIETSI ensures that AEIF priorities are known and requirements for new European Standards are advised in a manner which can be efficiently processed and supported by mandates.
s.
The demonstration of the technical interoperability reached in the first system implementations will be performed first in laboratories in CEDEX premises in Madrid and afterwards at real scale on the Madrid-Seville line, in an experimental test site of 40 km length between "La Sagra" and "Mora" stations. The demonstration of the ETCS technical interoperability is the aim of the EMSET Project, the tests on line can be performed thanks to the participation of RENFE in the EMSET Consortium. The EMSET Project envisages to accomplish the functional and interoperability tests in three steps, each one consisting of different phases. These steps are shown on Figure 5-1.
ERTMS/ETCS PROJECTS
In order to test the basic functionality of the onboard ERTMS equipment and its interoperability, the test requirement is established in the Interoperability Test Requirement Specification (TRS). The Test Strategy includes the technical test specifications agreed by the industries (Steps A, BPhase 1 and B-Phase2) and Scenarios issued by the EEIG (Steps B-Phase3 and C).
At present in Europe several ERTMSIETCS projects are running or have already been finalised. The following sub-sections give a short overview about this activities.
386
A
C~
-.t____ e-..II
........... ....'.. ....---. "PIIT_ _ . . ~
~
~.
B , ,-,-T_
J
~~~=
C
•
I~:'=.~~ . . COMMOn , __
•
~narTE
I
•
., .. ,.. ,.... ............ ,_ ... ......--
...... ,(n. . . . . t:
. ..,..-. . ..-.-
...... J(TE• • • •t: 1)
~ 1 ..
·v.-..,.......................
....... ----'--..:
"' ......... '"a: ......... ,._
'.. -- ............ ............ ",-,S(TU • • ~1.J.
•
----
....... &10 ........
........ -..ree--
•
"r.
5.4. ERTMSIETCS Development Plans
--. __ N
"
I
~
~
.......
rTl"_
Ludwigsfelde - Jiiterbog (Germany) Application Level 1,2,3 Tournan - Marles-en-Bries (France) Application Level 1,2,3 Firenze-Arezzo (Italy) Application Level 1,2,3 Olten - Luzerne (Switzerland) Application Level 1,2 Madrid - Seville (Spain) EMSET
The following European lines are choosen to be aquipped with ERTMSIETCS:
Fig. 5-1: EMSET test steps and phases
•
Vienna-Budapest (AustriaIHungary)
•
Berlin-Halle-Leipzig (Germany)
•
Bern-Olten (Switzerland)
Once the test tools have been developed and validated, each onboard prototype will pass phases B2 & B3 before being boarded for the tests on site.
•
New Gotthard Line (Switzerland)
•
New Uitschberg Line (Switzerland)
Safety and environmental aspects are not included in the integration. functional validation and interoperability tests proposed by EMSET.
•
Milano-Firenze (Italy)
•
Roma-Napoli (Italy)
•
Madrid-Barcelona-French Border (Spain)
•
West-Cost-Main-Line (United Kingdom)
The following feasibility studies have been carried out or are under preparation:
•
Amsterdam-German Border (Netherlands)
•
Kunowice - Warsawa (PL)
•
High-Speed-Line to Belgium (Netherlands)
•
Dresden - Prague (D/CZ)
•
Betuwe Line (Netherlands)
•
Moscow - St. Petersburg (RUS)
•
Bulgaria
•
Multi Country Feasibility Study (PHARE)
The definition of common tests and scenarios is the entry point for two lines of work that will run later in parallel to the preparation of the track and rolling stock and the development and verification of test tools.
5.2. ERTMSIETCS Feasibility Studies
5.5. ERTMSIETCS Trials outside Europe 5.3. ERTMSIETCS Trial Sites Several trail sites are under development or have been fmalised:
The growing interest of railways outside Europe at the moment is underlined by the interest of the Indian Railways to set up a trial side between
•
•
Vienna - Budapest (AustrialHungary) Application Level I (finalised end 1999)
387
New Delhi-Mathura (India)
TEN TRS TSI
6. ABBREVIATIONS AEIF ATC
Association Europeenne pour I' Interoperabilite Ferroviaire Automatic Train Control
UIC
Union Intemationale des Chemins de fer (International Union of Railways) UITP International Association of Public Transport UNIFE Union of European Railway Industries UNISIG Consortium of ADtranz, Alcatel, Alstom, Ansaldo, CSEE Transport, Siemens and Westinghouse (Invensys Rail) for the preparation of ETCS Specifications
CEDEX Centro de Estudios y Experimentaeion de Obras PUblicas DB FTZ Deutsche Bahn AG - Forschungs- und Technologie Zentrurn (German Railways - Research and Technology Centre) EEIG EMSET
ERRI ERTMS ETCS EU FFFIS FRS
I would like to thank all those colleagues who offered helpfull suggestions for this paper, especially to: • • • •
Form Fit Functional Interface Specification (European Interface Specification) Functional Requirements Specification Red National de Ferrocarriles Espanoles (Spanish Railways)
SBB
Schweizerische Bundesbahnen (Swiss States Railways) System Requiremets Specification Specific Transmission Module
SRS STM
7. ACKNOWLEDGEMENTS
European Economical Interest Group European Madrid Sevilla Eurocab Test European Rail Research Institute European Rail Traffic Management System European Train Control System European Union
RENFE
Trans European Rail Network Test Requirement Specification Technical Specification for Interoperability
388
Wemer Breitling (UIC, Paris, F) Florian Kollmannsberger (DB ITZ, Munich, D) Dr. Jairne Tamarit (CEDEX, Madrid, E) Dr. Peter Winter (SBB, Berne, CH)
THE NEW IIARMONISED TRAIN MANAGEMENT AND TRAIN CONTROL SYSTEM ERTMS/ETCS
Axel Schulz-Klingner Dr. Graband & Partner GmbH Braunschweig, Germany Summary During the last fifty years the face of Europe has changed its appearance totally. Old borders disappeared to a large extent and further borders will fall. These facts have deap consquences to all traffic in Europe, because traffic has to be borderless as well, but due to European history there are still some kind of borders existing, even if they officially have been abolished This is especially a problem in relation to the Trans European Rail Network. Trains still have to stop at borders because of different technologies in use. Therefore, in Europe several activities are going on to make railways more interoperable. One of this activities is the development of a European Train Management and Train Control System. Copyright @2000 IFAC
were drawn up between 1990 and 1996 at the ERRI and fonned the basis for the next specification steps carried out by the European Economical Interest Group (EEIG) in Brussels and during the last two years by the consortium of the European Signalling Industry (UNISIG).
1. INTRODUCTION Looking to the map of Europe it looks like a patchwork. Europe is build up by a lot of smaller countries. History builds up the culture and borders of these countries. Technical history created a patchwork pattern of ATC systems to the European map. The use of different ATC systems supplied by different manufacturers made railway interoperability difficult. Therefore, at the end of the 1980ies the idea was born to develope a unified interoperable train control system for Europe, the European Train Control System (ETCS).
Since end March 2000 a set of valid specifications, describing the requirements of ETCS, is now available for the developement of the new European Train Control System. The different ETCS specifications are closely intervowen with each other, and provide optimum implementation of the requirements sketched in the previous paragraphs. The Functional Requirements Specification (FRS) lists the functions required from the user's point of view. The System Requirements Specification (SRS) provides more detailed desription of the functions demanded by the FRS, making use of mathematical or other fonnal methods. To a certain extent, the SRS also lays down requirements for equipment structure and data processing. Requirements which, in the opinion of the UIC, will enable solutions to be realised with an optimum cost!benefit ratio. Inevitably, this involves a degree of unification on a conceptual level, but nevertheless it gives railways and manufacturers sufficient freedom to design and implement the best optimum system.
Fig. I-I: Signalling Systems existing in Europe In a first step the International Union of Railways (UIC) in Paris commissioned the European Rail Research Institute (ERRI) in Utrecht (NL), to write a comprehensive specification detailing the operational and technical requirements to be met by this new train control system. The specifications
It is a source of great satisfaction to the UIC
railways that the European Rail traffic Management System (ERTMS) project funded by the EU Commission, and handling the traffic management in the European Union (EU) has taken on board the main aim of the ETCS specifications.
383
The ETCS can be configured to one of the following Application Levels depending on existing signalling infrastructure and the desired line performance:
2. WHAT THE RAILWAVS EXPECT FROM ETCS Setting up a new, tmified European Train Control System (ETCS) is an essential element in the VIes drive to increase the competitivness of its member railways. The ETCS Project Declaration, drawn up at the beginning of 1992, listed a number of aims, and these still apply today: •
Faster an better international traffic It will become possible to fit more reliable and cost effective equipment to high-speed multiple units: border delays to locomotivehauled trains wi1l be reduced or eliminated.
•
Reduced headway on highly loaded parts of the network Additional functions, such as moving block will allow reduced headways to those parts of the network, which present bottlenecks to be loaded to their physical limits.
•
It will be possible to introduce the new, unified technology in a number ofstages.
•
Creation of competition between manufacturers of ETCS components.
•
Creation of the preconditions for harmonisation in other areas of traffic management (ERTMS).
ETCS Application Level I
•
ETCS Application Level 2
•
ETCS Application Level 3
Thereby, the Application Levels of ETCS depend not on the amount of equipment. The difference is mainly the way how trackside data reaches the mobile unit.
3.2. Application Level 1 The Application Level I is based on spot transmission devices (balsises) which are superimposed to the existing conventional signalling system. ETCS Application Level 1 provides a continous speed supervision system, which also protects against overrun of the limit of authority.
Reduction in the work load for the technical departments of the individual railways as a result of the provision of uniform documents and tools that conform to recognised European standards.
•
•
--
the
• Fig. 3.2-1: ERTMSIETCS - Application Level 1
3. THE EUROPEAN TRAIN CONTROL SYSTEM (ETCS)
The Application Level I of ETCS is basically characterised by: •
Lineside optical signals
•
Movement authority sent via spot transmission devices (switchable balises)
•
Lineside train detection via track circuits of axle counters etc.
3.1. General The European Train Control System (ETCS) is classified in several Application Levels. These Application Levels are necessary in order to allow each individual railway administration to select the appropriate ETCS applications. According to their own strategies and local needs a suitable structure can be chosen, thereby avoiding the imposition of any other solution preferred by other administrations. Furthermore, these different application levels permit the interfacing of the existing train control system to the ETCS. This is achievable without reduction or limitation of functionality or performance.
3.3. Application Level 2 ETCS Application Level 2 provides a continous speed supervision system which also protects
384
The Application Level 3 is basically characterised by:
against overrun of the limit of authority. The lineside optical signals are not required in this application.
•
•
No lineside optical signals
•
No lineside train detection devices
•
Movement authority sent via radio
•
Reference location information via fixed balises
The train integrity is based on trainborne integrity systems and the train reporting its postion.
Fig. 3.4-1: ERTMSIETCS - Application Level 2
3.5. Specific Transmission Module (STM)
The Application Level 2 is basically characterised by:
ETCS allows operating on eXlstmg system infrastructure by receiving all present information from the system infrastructure. For this purpose ETCS is able to operate with a so called Specific Transmission Module (STM).
•
No lineside optical signals
•
Movement authority sent by radio
•
Reference location information via fixed balises
•
Lineside train detection via track circuits or axle counters etc.
3.4. Application Level 3 Non-ETCS System
The ETCS Application Level 3 is characterised by the absence of line side optical signals and train protection devices. The only required trackside signalling equipment are spot transmission devices (balises) giving reference location information. The movement authority is always be transmitted by radio.
.
•
Fig. 3.6-1: ERTMSIETCS - STM Operation
.-« » Inurlocki"llllDd
Non-ETCS System
RAdio Rio<\< Centre
ETCS Balises
•
Fig. 3.6-2: ERTMSIETCS - STM Operation with additional ETCS data
4. INTEROPERABILITY Fig. 3.5-1: ERTMSIETCS - Application Level 3
ERTMSIETCS are named as interoperable systems. To achieve interoperability the standardisation
385
process needs a close co-operation between autorities, operators, suppliers and the different standardisation bodies. Therfore, the European Commission has created in 1996 the Interoperability Directive 96/48 for the European High Speed Network. This Directive will be followed in 2000 by an Interoperability Directive for conventional lines.
5.1. EMSET: Demonstration ofETCS interoperability The European Signalling Industry, grouped in UNISIG, have reviewed the ETCS specifications in order to guarantee an implementation of the first prototypes which is free of inconsistencies and assures technical interoperability between them. This process started with a detailed review of the Functional Requirements Specification (FRS) aiming at the selection of those functions considered fundamental to assure technical interoperability. In a second step, the UNISIG Group wrote the System Requiremets Specification corresponding to the selected functions in a clear way free of ambiguities to assure a common interpretation by all developers. This process is going to assure the interoperability between the first pilot applications (Class "P" functions) in a first step and between the first real applications (Class "1" functions) in a second step.
The European Commission has contracted the "Association Europeenne pour l'Interoperabilite Ferroviaire (AEIF)" to prepare the Technical Specifications for Interoperability (TSI) in accordance with the directive 96/48 for the European High Speed Rail Network. AEIF is the European Association for Railway Interoperability, consisting of members from UIC and the European Railway manufacturing industry (UNIFE) and UITP (urban traffic). The work is monitored by representatives of the European member states through a body called the 'Article 21 Committee'. Technical Specifications for Interoperability will be prepared for:
• •
• • •
•
The process undertaken by the European Signalling Industry will be assured in the EMSET Project thanks to the tests performed with the first System implementations using common test scenarios and tools based on the Class P specification. During these tests, equipment provided by different suppliers will co-operate thanks to the definition at logical and physical level (FFFIS) of the European interfaces.
Control & Command Energy Infrastructure Maintenance Operations Rolling Stock
The fmal TSIs will be legal documents that will have a long validity and will be relatively difficult to amend To allow for the increasing coverage & precision of European Standards, the TSI's contain references to existing European Norms (EN) where they exist. Where CEN/CENELECIETSI have yet to complete their work there can be a reference to the transposition of an existing UIC leaflet. Close co-ordination between the TSI Working Groups and CEN/CENELECIETSI ensures that AEIF priorities are known and requirements for new European Standards are advised in a manner which can be efficiently processed and supported by mandates.
s.
The demonstration of the technical interoperability reached in the first system implementations will be performed first in laboratories in CEDEX premises in Madrid and afterwards at real scale on the Madrid-Seville line, in an experimental test site of 40 km length between "La Sagra" and "Mora" stations. The demonstration of the ETCS technical interoperability is the aim of the EMSET Project, the tests on line can be performed thanks to the participation of RENFE in the EMSET Consortium. The EMSET Project envisages to accomplish the functional and interoperability tests in three steps, each one consisting of different phases. These steps are shown on Figure 5-1.
ERTMS/ETCS PROJECTS
In order to test the basic functionality of the onboard ERTMS equipment and its interoperability, the test requirement is established in the Interoperability Test Requirement Specification (TRS). The Test Strategy includes the technical test specifications agreed by the industries (Steps A, BPhase 1 and B-Phase2) and Scenarios issued by the EEIG (Steps B-Phase3 and C).
At present in Europe several ERTMSIETCS projects are running or have already been finalised. The following sub-sections give a short overview about this activities.
386
A
C~
-.t____ e-..II
........... ....'.. ....---. "PIIT_ _ . . ~
~
~.
B , ,-,-T_
J
~~~=
C
•
I~:'=.~~ . . COMMOn , __
•
~narTE
I
•
., .. ,.. ,.... ............ ,_ ... ......--
...... ,(n. . . . . t:
. ..,..-. . ..-.-
...... J(TE• • • •t: 1)
~ 1 ..
·v.-..,.......................
....... ----'--..:
"' ......... '"a: ......... ,._
'.. -- ............ ............ ",-,S(TU • • ~1.J.
•
----
....... &10 ........
........ -..ree--
•
"r.
5.4. ERTMSIETCS Development Plans
--. __ N
"
I
~
~
.......
rTl"_
Ludwigsfelde - Jiiterbog (Germany) Application Level 1,2,3 Tournan - Marles-en-Bries (France) Application Level 1,2,3 Firenze-Arezzo (Italy) Application Level 1,2,3 Olten - Luzerne (Switzerland) Application Level 1,2 Madrid - Seville (Spain) EMSET
The following European lines are choosen to be aquipped with ERTMSIETCS:
Fig. 5-1: EMSET test steps and phases
•
Vienna-Budapest (AustriaIHungary)
•
Berlin-Halle-Leipzig (Germany)
•
Bern-Olten (Switzerland)
Once the test tools have been developed and validated, each onboard prototype will pass phases B2 & B3 before being boarded for the tests on site.
•
New Gotthard Line (Switzerland)
•
New Uitschberg Line (Switzerland)
Safety and environmental aspects are not included in the integration. functional validation and interoperability tests proposed by EMSET.
•
Milano-Firenze (Italy)
•
Roma-Napoli (Italy)
•
Madrid-Barcelona-French Border (Spain)
•
West-Cost-Main-Line (United Kingdom)
The following feasibility studies have been carried out or are under preparation:
•
Amsterdam-German Border (Netherlands)
•
Kunowice - Warsawa (PL)
•
High-Speed-Line to Belgium (Netherlands)
•
Dresden - Prague (D/CZ)
•
Betuwe Line (Netherlands)
•
Moscow - St. Petersburg (RUS)
•
Bulgaria
•
Multi Country Feasibility Study (PHARE)
The definition of common tests and scenarios is the entry point for two lines of work that will run later in parallel to the preparation of the track and rolling stock and the development and verification of test tools.
5.2. ERTMSIETCS Feasibility Studies
5.5. ERTMSIETCS Trials outside Europe 5.3. ERTMSIETCS Trial Sites Several trail sites are under development or have been fmalised:
The growing interest of railways outside Europe at the moment is underlined by the interest of the Indian Railways to set up a trial side between
•
•
Vienna - Budapest (AustrialHungary) Application Level I (finalised end 1999)
387
New Delhi-Mathura (India)
TEN TRS TSI
6. ABBREVIATIONS AEIF ATC
Association Europeenne pour I' Interoperabilite Ferroviaire Automatic Train Control
UIC
Union Intemationale des Chemins de fer (International Union of Railways) UITP International Association of Public Transport UNIFE Union of European Railway Industries UNISIG Consortium of ADtranz, Alcatel, Alstom, Ansaldo, CSEE Transport, Siemens and Westinghouse (Invensys Rail) for the preparation of ETCS Specifications
CEDEX Centro de Estudios y Experimentaeion de Obras PUblicas DB FTZ Deutsche Bahn AG - Forschungs- und Technologie Zentrurn (German Railways - Research and Technology Centre) EEIG EMSET
ERRI ERTMS ETCS EU FFFIS FRS
I would like to thank all those colleagues who offered helpfull suggestions for this paper, especially to: • • • •
Form Fit Functional Interface Specification (European Interface Specification) Functional Requirements Specification Red National de Ferrocarriles Espanoles (Spanish Railways)
SBB
Schweizerische Bundesbahnen (Swiss States Railways) System Requiremets Specification Specific Transmission Module
SRS STM
7. ACKNOWLEDGEMENTS
European Economical Interest Group European Madrid Sevilla Eurocab Test European Rail Research Institute European Rail Traffic Management System European Train Control System European Union
RENFE
Trans European Rail Network Test Requirement Specification Technical Specification for Interoperability
388
Wemer Breitling (UIC, Paris, F) Florian Kollmannsberger (DB ITZ, Munich, D) Dr. Jairne Tamarit (CEDEX, Madrid, E) Dr. Peter Winter (SBB, Berne, CH)