From High Speed to Conventional Rail
Development of the Users’ requirements for ERTMS
in Europe
Michel Ruesen
Managing Director ERTMS Users Group
The sole responsibility of this publication lies with the author. The European Union is not responsible for
any use that may be made of the information contained therein.
ERTMS Users Group
• The ERTMS Users Group (EUG) was formed in
1995
• Members are large railway companies, all
dealing with substantial ERTMS investments
• Mission:
To help (all) the railways in applying
ERTMS/ETCS in a harmonised and
interoperable way, to enable the free flow of
trains and a competitive railway.
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Members (User railways)
Jernbaneverket
Trafikverket
Banedanmark
Network Rail
ProRail
Infrabel
RFF
ADIF
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DB
SBB
RFI
From High Speed to Conventional Rail v3
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Role and level
EU
Commission
ERA
Manufacturers
UNIFE
UNISIG
GSM-R IG
Railways
CER/EIM/ERFA
ERTMS Users Group
UIC
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Timeline (1)
• 1989: decision at EU level to develop one standard system to
replace 24 different train protection systems
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Timeline (2)
1989
1995
2001
UNISIG
EUG
ERRI
SRS versions 1,2,3
1995
4, 4a, 5
2007
2.0.0
Pilot projects
2.2.2
2013
2019
ERA CCM process
2.3.0 2.3.0d
2004
3.3.0
3.4.0
....
(1st maintenance
release)
2005:
Memorandum
of Understanding
2008:
Decisioninfor
2.3.0d
as the legal
Decision for2004:
proof
of
concept
3
Creation
ofRailways
European
Railway
between
EC,
and
Manufacturers
reference
(Annex Aofof TSI
CCS) which
First
definition
of ERTMS
by European
Rail
countries
(pilot
projects),
creation
2000
2008
2015
Agency
(ERA),
definition
of
Change
for
deployment
of
ERTMS
Upgrade
2.3.0d
First commercial
projects
1998
– resulting
2000:
decision
toto
focus
subset of the
defines
the
Baseline
2on aand
Research
Institute
(ERRI),
in
Functional
EUG
as
a European
Economic
Interest
1998:
creation
of
UNISIG
and
Control
Management
process
in
2006
appointment
of
ECimplementation
ERTMSof
Coordinator
ndthe
FRS,
necessary
for
first
2012: Requirements
Publication ofGrouping
1st
release
of
the
2008:
2
Memorandum
Specification
(FRS)
and
System
handover(EEIG)
of system
projects
(a.o.
Roma
– Napoli,
Torino –Baseline
Novara, 3
Baseline
3 (3.3.0) in specification
addition
to 2.3.0.d
Understanding
Requirements
Specification
(SRS)
version
3 to establish
work
from
railways
Madrid 2008
– Lerida,
Lötschberg
base tunnel, HSLin the CCS TSI
Baseline
2
to
manufacturers
South, Betuwe
line), resulting in SRS version 2.0.0
2012: 3rd Memorandum of
applications
Understanding to steer the further
2015 Baseline 3
development of ERTMS
applications
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Timeline (2)
1989
Compatible
improvement
High Speed
Conventional
2001
2007
2013
2019
Comprehensive
1995
UNISIG
EUG
ERRI
SRS versions 1,2,3
1995
4, 4a, 5
2.0.0
Pilot projects
2.2.2
ERA CCM process
2.3.0 2.3.0d
3.3.0
2004
3.4.0
....
(1st maintenance
release)
2000 First commercial projects 2008 Upgrade to 2.3.0d 2015
2008 Baseline 2
applications
2015 Baseline 3
applications
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Main features of Baseline 2
(version 2.3.0d)
• Automatic train protection, including all relevant
modes, e.g. Full Supervision, Shunting, etc.
(debugged by early implementation projects)
• Cab signalling (Driver Machine Interface however not
fully harmonised)
• Braking curve supervision (however, algorithm not
fully harmonised)
• ETCS Levels 1, 2 and 3
• Communication through GSM-R (Levels 2 and 3).
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Additional functionalities of the
current Baseline 3 (1/2)
•
•
•
•
•
•
•
Braking curve algorithm harmonised
DMI ergonomic interface harmonised
Level 1 Limited Supervision
Level 1 optimised Radio Infill functionality
Level Crossing functionality
Refined definition of international train categories
Extended shunting features,
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Additional functionalities of the
current Baseline 3 (2/2)
• Supervision of train functions (door control, power
consumption)
• Cold movement detection
• Permitted braking distance
• Safe area management (stopping in tunnels)
• Lines under Construction
• Backwards compatibility.
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Planned extension of
functionalities within Baseline 3
• Packet switching technology (ETCS over GPRS) in
addition to the (limited) circuit-switched capacity of
GSM-R
• Automatic Train Operation
– Driver attended (Grade of Automation 2)
– Automatic reversal, splitting/coupling, accurate stopping, door control
– Speed control/energy management
• Improved IT-security
• FFFIS for Train interface and DMI-EVC interface.
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Future developments of ERTMS
• Formalisation of specifications
• IP based, bearer independent ETCS, facilitating easy
integration of alternatives for GSM-R
• Satellite navigation and telecommunication
• Moving block
• Convergence with urban rail systems (CBTC).
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Conclusion
• Specification of ERTMS took a long time and requires further
attention (due to first implementations of Baseline 3)
• Commercial operation of (Baseline 2) ERTMS lines since 2005,
mainly high speed with good performance
• Baseline 3 will improve commercial operation of ERTMS on
the conventional network, where 2.3.0d does not always fulfil
the functional and operational needs
• Further improvement of the system performance is possible,
compatibility with existing implementations is mandatory
• Convergence between main line railway systems and urban
railway systems is conceivable.
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Thank you for your attention
www.ertms.be