Complex interlaced infrastructure onboard testing: how much real scale
testing should be needed?
11th UIC ERTMS Conference, Istanbula 1-3 April 2014
Current situation: Positive messages
1
ERTMS will be the
worldwide standard for
rail signaling for the
next decades
2
ERTMS will be deployed
in European core and
comprehensive corridors
3
ERTMS Specifications
are stable enough and
properly managed by
ERA
• Baseline 2 (2.3.0.d) is an stable version in
successful commercial operation in many European
and non-European countries (Spain, Italy,
Switzerland, The Netherlands, China….)
ERTMSalready
Atlas 2012 published into the TSI
• Baseline 3 hasUICbeen
(3.3.0) and it includes some added functionality
(braking curves, crossing level, limited
supervision…) as well as bugs debugging.
Laboratory Validation
&
Operational scenarios
•
•
Baseline 2 (2.3.0.d) is an stable version in successful
commercial operation in many European and nonEuropean countries (Spain, Italy, Switzerland, The
Netherlands, China….)
Baseline 3 has been already published into the
TSI(3.3.0) and it includes some added functionality
(braking curves, crossing level, limited
supervision…) as well as bugs debugging.
Main pending challenges: time and money
1
ERTMS costs are
too high
•
Increase market scale √
•
Increase competition
(multiple suppliers)
•
Very high deployment
costs (tests on track)
√
Increase system complexity
2
Too long process to
place in service
Operational and train-track
integration tests on lab:
• Reduce time
• Reduce cost
• Increase system reliability
• Advance “last minute
problems” (always appeared
in the signaling world).
ERTMS works!!!
ERTMS reliability and punctuality in Madrid-Barcelona HSL
Kms between
incidences
35000
30000
25000
Level 1
Level 2
Cumulative L1
Cumulative L2
20000
Punctuality (delay <5’)
15000
10000
5000
0
Level 1 2006 2007 2008 2009 2010** 2011 2012***2013 2014
Level 2 2011* 2012 2013 2014
* L2 started in October 2011
** Line was extended in L1 up to Barcelona
*** Line was extended in L1 up to French border
100.00%
99.00%
98.00%
Level 1
97.00%
Level 2
96.00%
95.00%
Level 1
2006 2007 2008 2009 2010
Level 2
2011 2012 2013 2014
2011 2012 2013 2014
3. How to solve interoperability problems
before placing in service a new line?
SYSTEM AUTHORITY AND INTEROPERABILITY (IOP) TESTS
 Within the new European frame where the operators and infrastructure are separated, it
is essential the existence of a System Authority to manage the solution of interoperability
Operational and train –
problems.
IOP
TESTS
track
integration
TESTS
MFOM has played this role in the Spanish ERTMS projects.


The group led by MFOM (ADIF, RENFE, CEDEX and INECO) has created the validation
procedure that allows the opening of railway lines with full warranties of interoperability.
NATIONAL AUTHORITY:
Ministry of Fomento (Public Works)
Independent
Assesment
INFRASTRUCTURE MANAGER
5
OPERATOR
3. How to solve interoperability problems
before placing in service a new line?
Integration Tests. Main Tested Functionality
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Speed supervision and braking curves
Level transitions
Mode changes
TSR Managing
Managing of MA timers
Odometry
Track conditions
Train Interface unit
ATO and preset speed
DMI
National Functions
Maximum Speed for exploitation with free route ahead
Degraded situations (loss of comunications, balise group lost, etc)
EoA override
RBC Handover
3. How to solve interoperability problems
before placing in service a new line?
To achieve full interoperability two options are possible:
1.
Performing INT tests once the whole system is installed on the track.
2.
Advance interoperability issues by performing INT tests in a lab and
after solving the problems appeared, running INT tests on track.
This is the selected way in
Spanish Projects
Radio Block
Centre (RBC)
GSM-R
ETCS
Onboard
Unit
Interlocking
Eurobalises
(Fix)
End of section
3. How to solve interoperability problems
before placing in service a new line?
•
CEDEX Rail Interoperability Lab is the first laboratory in
the world accredited for certifying ERTMS components
and for testing ERTMS lines.
•
The laboratory was created in 1999. It is has been the
pioneer on testing ETCS components and subsystems and
it has tested equipment's from almost all ERTMS
worldwide suppliers.
•
The laboratory has actively participated in the process of
placing in service ERTMS in the Spanish High Speed and
Conventional Lines (Madrid commuter lines).
•
The laboratory has designed, together with Adif, Renfe
and the Ministry of Fomento, the set of INT tests (around
200 tests) which really guarantee full interoperability.
3. How to solve interoperability problems
before placing in service a new line?
On-board subsystem
• Components specification,
including functional tests
specification – Subset-076
• Tests defined for the whole
lifecycle (almost)
• Components specification
• No functional tests for key
components (RBC)
• ETCS Language too flexible: lack
of procedures to validate ETCS
trackside implementations
Trackside subsystem
3. How to solve interoperability problems
before placing in service a new line?
 IN THE MID-LONG TERM:
• Develop functional test specifications for the (generic) RBC.
• Develop procedures for verification of the trackside ETCS engineering from
the design phase (project specific).
• Insist on the operational harmonization, keeping in mind the strong
relationship among operational rules, ETCS functionality and ETCS language
syntax.
 IN THE SHORT TERM:
• Bring the final project specific integration/interoperability tests into the
laboratory to perform Operational and Train-Track integration tests with
real ETCS components (ETCS OBU and/or RBC)
4. Testing the line in the laboratory.
The real track data and configuration is introduced into the real Radio Block Center (RBC)………
Track layout, switches,
signals, track circuits...
4. Testing the line in the laboratory.
And the real RBC is connected to the laboratory
4. Testing the line in the laboratory.
The real train data are introduced into the real On Board Unit (EVC)…..
Braking capacity, brakes activation,
train interface unit (odometry,
pantograph, main switch)…..
4. Testing the line in the laboratory.
And the real On Board Unit is connected to the laboratory
4. Testing the line in the laboratory.
RBC and OBU are integrated and tested in the lab connected to all the simulators reproducing: a) the real
train dynamics and b) track circuits occupancy, interlocking selected routes and balise telegrams.
Real RBC Dimetronic
Madrid – Levante Line
Real EVC ALSTOM
Simulators with real project data for:
• Interlockings
• Train dynamics,
• Train odometry
• Track circuits and switches
• Routes.
• Balise telegrams…….
4. Testing the line in the laboratory.
USE OF COMMON
FORMATS AND
INTERFACES
4. Testing the line in the laboratory.
Route Map Controller (RMC)
(active)
Define signal aspects
Define points position
Tra ns to L1
Cond. Tra ns (L2- L1- L0)
Tra ns to L1 + ra dio session
Tra ns to L0
Ra dio cancel
Ra dio session
EID
RBC
Thales
EID1
ETCS N 1+ N 2
ETCS N 1
ETCS N 1+ N 2 ETCS N 1
ATOCHA (SS-112)
Route Map Controller (RMC)
(passive)
Track
Occupation
Routes’ dialog
Track occupation
IXL
(CITEF)
RBC
Invensys-Siemens
Track layout, switches,
CHAMARTIN
(SS-112)
signals, track circuits...
ERTMS/ETCS ON-BOARD EQUIPMENT
EVC
ODO
TIU
JRI
STMI
RTM
EVC Adaptor
Ada
p
TCL
TDA-A CMD-A ODO-A TIU-A
TDS
SSS
CMS
LSC
TMS
LER
Test Layout for independent
RBC / EVC integration tests
Map to SS-111 Architecture
LSE
TIS
LTM
BTM
EL-A
EB-A
DMI
JRS
ALSTOM
EVC
SS-094
Architecture
JRI-A
SCS
RCS
LCS
BCS
SMS
RMS
LMS
BTS
TCP-IP
Radio
REPORT
AET
Network
Isdn Simulator isdn
ERSA
DIS
REFERENCE TEST FACILITY
CMD
Peri
ph
TDA
EQUIPMENT UNDER TEST
Signal aspects
Point pos.
4. Testing the line in the laboratory.
Route Map Controller (RMC)
ATOCHA & CHAMARTIN SS-112 unified
Tra ns to L1
Cond. Tra ns (L2- L1- L0)
Tra ns to L1 + ra dio session
RBC
Invensys-Siemens
Routes’ dialog
Track occupation
Tra ns to L0
Ra dio cancel
Ra dio session
RBC
Thales
EID
IXL
(CITEF)
EID1
ETCS N 1+ N 2
ETCS N 1
ETCS N 1+ N 2 ETCS N 1
ERTMS/ETCS ON-BOARD EQUIPMENT
EVC
TDA-A CMD-A ODO-A TIU-A
TDS
SSS
CMS
LSC
TIS
JRI
STMI
RTM
LTM
BTM
EL-A
EB-A
DMI
Peri
ph
TIU
ODO
JRS
SCS
RCS
LCS
BCS
SMS
RMS
LMS
BTS
DIS
TCP-IP
Radio
TMS
LER
Network
AET
Simulator
ERSA
LSE
REPORT
PABX
RDSI
RDSI
RDSI
RDSI
ISDN-IP
Test Layout for handover tests between RBCs
ALSTOM
EVC
SS-094
Architecture
JRI-A
Invensys / Thales
HO Com. channel
REFERENCE TEST FACILITY
EVC Adaptor
CMD
Ada
p
TDA
EQUIPMENT UNDER TEST
Track layout, switches,
signals, track circuits...
Track layout: Project data in unified format (SS-112).
Madrid-Valencia line: Horcajada station
TRACK / LAB COMPARISON:
LABORATORY VALIDATION
4. Testing the line in the laboratory.
Laboratory Validation
CEDEX ERTMS lab has been
previously validated by comparison
between the simulated and the real
results. This validation it is needed to
guarantee a full confidence in the lab
results and to assure a correct
signaling system behavior during the
commercial exploitation.
TRAFFIC SIMULATOR
ERTMS L2 LABORATORY
4. Testing the line in the laboratory.
Laboratory validation
DEFINITION OF THE OPERATIONAL SCENARIO FOR LABORATORY VALIDATION
VLD
SES
PCA
637
- 640
713
E1
S1/1
- 716
E4
E1
E4
S1/1
SR
E3
E2
S1/2
S2/2
E2
E3
E3
715
639
Speed
FS
714
638
S2/2
E2
S2/1
716
FS
S1/4
E1
S2/1
640
S1/2
S2/3
S1/3
713
637
E4
VRU
Trip between Valdemoro y Villarubia stations
Trackside: Dimetronic / Onboard: Siemens
S2/3
S1/3
PCA
S2/4
S1/4
S2/4
MRSP
Bra
king
FS
SB  SR
D_LRBG
Cur
ve
TR
D_LRBG
L_DOUBTUNDER
L_DOUBTOVER
FS
PT  SR
Distance
4. Testing the line in the laboratory.
Laboratory validation
COMPARISON OF THE CALCULATION OF PERMITTED SPEEDS (L1)
Permitted Speed
Permitted Speed Vía
Permitted Speed Lab
300
Vpermitica (km/h)
250
200
150
100
50
0
40000
45000
50000
55000
60000
65000
DTeórica (m)
70000
75000
80000
85000
90000
4. Testing the line in the laboratory.
Laboratory validation
D_LRBG (m)
COMPARISON OF THE ESTIMATION OF TRAVELLED DISTANCES
X(i)
4. Testing the line in the laboratory.
Laboratory validation
COMPARISON OF BRAKING CURVES: TRACK; LABORATORY & LIF & ERA MODELS
4. Testing the line in the laboratory.
Laboratory validation
DEFINITION OF THE OPERATIONAL SCENARIO FOR LABORATORY VALIDATION
Validation trip in LEVEL 2
Trip between Nuevos Ministerios and Atocha commuter stations
Atocha
Trackside: Thales
/ Onboard: Alstom
Atocha
Nuevos Ministerios
Level 2 Laboratory validation operational scenario for the commuter lines of Madrid:
 Train starting at the Balise Group 8102 (associated to signal S2/6M).
 Track free until signal S32 (Balise Group 8102) that will take free aspect when train
approaches.
 Once S32 shows green aspect the signaling system will allocate track free until Atocha
 Atocha entry signal E6 shows non proceed aspect
4. Testing the line in the laboratory.
Laboratory validation
Speed
Validation trip in LEVEL 2
Distance
Permitted Speed
Lab
Permitted Speed
Track
BG Track
BG Lab
Track MA
Lab MA
P24 Lab
P24 Track
P136 Lab
P136 Track
5. CEDEX Rail Interoperability Lab .
RIL
Eurocab
Laboratory
 EVC Certification
Placing in service
Project data
bases
Assesment &
Maintenace
Traffic
Simulation
Laboratory
Level 2 tests
2.3.0 “d” Migration
Train-track
integration tests
Operational tests
Remote connections
Eurobalise and
BTM
Laboratory
Eurobalise
certification
Antenna/BTM
Certification
Euroloop
Certification
Eurobalise
Assesment
Energy Laboratory
CEDEX-CIEMAT
Energy storage
Power electronics
New sources of
energy
Management of
energetic resources
5. CEDEX Rail Interoperability Lab .
RIL
Eurocab
Laboratory
•
•
•
•
•
•
•
•
European Test
campaigns
Alstom
Ansaldo
Bombardier
Dimetronic
Siemens
VUZ (Chech
Republic)*
CAF*
Eurobalise and
BTM
Laboratory
Traffic
Simulation
Laboratory
Level 1:
•
Ansaldo
•
Thales
•
Dimetronic
•
Alstom
Level 2:
•
Thales
•
Dimetronic
•
General Electric*
•
Ansaldo*
•
CAF*
Infrabel
European Cross tests
•
•
•
•
•
•
•
•
•
European Test
campaigns
Alstom
Ansaldo
Bombardier
Siemens
Thales
Digitek
Beijing Microunion
Hitachi
Energy Laboratory
CEDEX-CIEMAT
•
•
•
•
•
•
•
•
•
Kyosan (Japan)
Shingwooeng (Korea)
CARS (China Academy
of Railways Science)
Beijing Hollysysy (China)
Beijing Jioda Signal
Beijing Railway Signal
Lanxin (China)
Casco (China)
CAF*
EUROBALISE LABORATORY
European Test Specifications (SS 085)
were debugged at CEDEX lab (2004)
EUROLOOP LABORATORY
CEDEX Euroloop lab is the first
independent lab performing these tests
TRAFFIC SIMULATION
LABORATORY
THALES
RBC
DIMETRONIC / SIEMENS
RBC
ALSTOM
European Cross Tests are
EVC
being run at CEDEX lab
Tra ns to L1
Cond. Tra ns (L2- L1- L0)
TEST LAY-OUT TO TEST
THE LEVEL 2 ON THE
COMMUTER LINES OF
MADRID
(MINISTRY OF FOMENTO)
Tra ns to L1 + ra dio session
Tra ns to L0
Ra dio cancel
Ra dio session
EID
EID1
ETCS N 1+ N 2
ETCS N 1
ETCS N 1+ N 2 ETCS N 1
EUROCAB LABORATORY
Eurocab lab for certifying EVCs against
european specifications. CEDEX is the leader
of the European Group creating these
specifications (SS076)
5. CEDEX Rail Interoperability Lab .
EUG CROSS TEST BETWEEN COMMERCIAL PROJECTS
Using remote connection between EBC and EVC for level 2
RBC-EVC
connection
according to S111
EVC
B2 Siemens
B2 MER MEC
B2 CAF
Signalling
B3 MER MEC
Lab
DLR
MultitelItalcertifer
Cedex
Multitel
01/09/13
31/10/13
01/01/14
28/02/14
01/04/14
30/05/14
2014 (TBC)
Cedex
01/01/14
28/02/14
N/A
01/06/14
31/07/14
2014 (TBC)
Alstom
01/11/13
31/12/13
01/03/14
30/04/14
N/A
2014 (TBC)
RFI
N/A
01/05/14
30/06/14
01/08/14
30/09/14
2014 (TBC)
Line
Track data in
SS112 and OTCs
linked to the
line
L1 Infrabel
line
(L36-36N)
L2 ADIF line
(MadridValencia)
L2 ProRail
line (Betuwe
line)
L2 RFI line
(MilanoBologna)
RBC
N/A
Siemens
(formerly
Invensys)
Alstom
Ansaldo
N/A
(Track data
directly loaded
in the EVC lab)
6. Conclusions.
CONCLUSIONS
1. At the time being, ERTMS reliability and punctuality in Spain is very high, it is really
comparable with the mature national systems previously installed in HSL(LZB,TVM).
2. By following the proposed test procedure, the whole ERTMS line functionality is
tested in advance.
3. All interoperability problems appeared between the track subsystem supplier and
the On board subsystem supplier are previously solved.
4. In all Spanish ERTMS lines, once the integration tests have been successfully
completed, not any important interoperability issue has appeared during the
commercial exploitation.
4. CEDEX lab has already performed these tests in all Spanish ERTMS lines. It is the
European first Reference lab (and therefore the first lab in the world) in this area and
it has tested ERTMS equipments from almost all the world suppliers.
5. Before placing in service any new line, integration tests will be also run on track, but
these tests will be strongly supported by the integration tests at lab. This is the way
of avoiding any “last minute” problems.
THANKS A LOT FOR YOUR KIND ATTENTION
CEDEX Rail Interoperability Laboratory
Testing real projects signalling system at the
Railway Interoperability Laboratory (LIF) of CEDEX
CEDEX ( Studies and Research Center of the
Ministry of Public Works and Transport-Fomento)
Madrid, April 2014
Jaime.tamarit@cedex.es
Jorge.iglesias@cedex.es