ETCS Technical Snapshot From Baseline 2 to Baseline 3 creating a stable framework for ERTMS investments
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1 ETCS Technical Snapshot From Baseline 2 to Baseline 3 creating a stable framework for ERTMS investments Michel Van Liefferinge, UNISIG General Manager CCRCC November 2012, Lille
2 UNIFE & UNISIG activities Development of the ERTMS Specifications jointly with ERA & Railways Acting as a technical platform for the ERTMS suppliers (e.g. standardisation of interfaces) Political and strategic platform for the ERTMS suppliers Common activities e.g. communications (ERTMS website, logo) & public affairs
3 2. ERTMS Baseline 2 Deployment in Europe and Beyond: outlook (UNIFE Statistics on ERTMS Worldwide deployment, 2012)
4 ERTMS Deployment: the Global picture More than 62,000km of railway tracks and 7,500 vehicles are already running or contracted to be equipped with ERTMS Trackside Onboard equipment Significant growth since 2010: ERTMS has become «the» global signalling standard 38 Nations are using ERTMS throughout the world Source: UNIFE
5 The global picture ERTMS market is increasingly global Supplier-to-supplier compatibility is a reality: - ERTMS in operation on more than 7,300km of railway tracks and 1,500 OBUs in Europe (18,700km and 3,400 OBUs worldwide) - ERTMS is in operation in Spain, Italy, The Netherlands, UK, Sweden, Greece, Switzerland, Belgium, Austria, Romania, Hungary - All cross-border connections work where they exist (!): Belgium/Netherlands, Austria/Hungary ERTMS trackside contracts, in tracks km (excluding frame contracts), April 2012 Source: UNIFE 5
6 ERTMS Deployment in Europe Deployment «uneven» throughout Europe - Investments to equip entire networks in Austria, Denmark, Belgium, Switzerland - However some countries still lagging behind ERTMS trackside contracts, in tracks km (excluding frame contracts), April 2012 Source: UNIFE 6
7 3. ERTMS Baseline 2: return of experience & role of UNISIG
8 Return of experience on Baseline 2 UNISIG has set up a clear process to collect the return of experience on Baseline 2 investments If an incompatibility or CR letting room for interpretation is spotted on a specific project, the issue is brought to the UNISIG System Group for analysis. Two possibilities: The issue is solved within UNISIG without impact on the Specifications The problem may affect interoperability and a CR is raised by UNISIG following the CCM process UNISIG management is not aware of major cases of incompatibility with 2.3.0d very little is reported which seems to demonstrate that 2.3.0d is already a stable Baseline UNISIG management is open to receive further feedback on specification usage
9 The suppliers work on interoperability Beyond the specifications and the return of experience, major activities have been launched by the suppliers to facilitate interoperability The suppliers have strongly enhanced their interoperability testing capabilities to interconnect their equipment Remote testing capabilities: network of «virtual labs» Upgrading of Subsets 110,111 and 112 for Baseline 2 & 3 is ongoing Cross-test between suppliers organised on regular basis for various projects around the world E.g. : Betuwe Route migration to d in one week-end; all tests performed in labs before commercial operation Further work undertaken as part of the ERTMS Memorandum of Understanding Steering Committee Specific provisions on testing within the new ERTMS MoU On-going discussions with EC, ERA and NSAs to improve the authorisation process, as it remains a major cost element of the projects 9
10 3. The new Baseline 3
11 Baseline 3 versus Baseline 2 SRS Baseline 2 V2.3.0.d Baseline 3 New Functions SRS Subset ~50 error correction CRs (Subset-108) ~370 e.c. CRs Backward Compatibility SRS Subset-026 V3.3.0.
12 The suppliers work on the ERTMS specifications The suppliers played a leading role in delivering the Baseline 3 specifications: Approx. 80 experts of UNIFE/UNISIG write the ERTMS specifications with ERA and the Sector UNISIG has upgraded and delivered 26 subsets for Baseline 3 Railways and ERA involved throughout the specification writing process For the first time, the concept of backward compatibility allows to preserve the investments already made Backward compatibility with 2.3.0d = stable investments New functions, including cost-efficient ones = better suitability to railway needs Limited supervision function (low cost implementation) Protection of Level-Crossing Harmonised braking curves Improved STM specification Version management 12
13 4. Preserving stable investments: Baseline 3 maintenance
14 Baseline 3 maintenance The 2012 ERTMS Memorandum of Understanding foresees a number of actions when it comes to Baseline 3 Finalisation of Baseline 3 (article 27) with: Test specifications Internal interfaces (TIU, RBC-RBC) (possibly) DMI/Odometry It also recognises the need to implement a proper maintenance mechanism: To swiftly introduce changes and corrections into the specifications when needed Suppliers and railways alike are committed by the MoU to report any findings in a proactive manner to ERA A detailed B2 / B3 compatibility check is being performed by UNISIG and the Users Group to further strengthen the reliability of the B3 specification
15 5. Final remarks & recommendations
16 Next Steps (1) What else can be done on the suppliers side? Further standardisation of ERTMS: the suppliers are open to increase the degree of standardisation of ERTMS equipment where it makes sense from an economic point of view The Train Interface (TI) FFFIS will be delivered by the year s end. ERA will have to decide on the status of the document as it impacts also the Loc&Pas TSI EVC-DMI interface work has been launched on a voluntary basis by UNISIG The business cases supporting the standardisation of some other elements (e.g. tachometry/odometry) are under analysis by ERA and the Sector, as the benefit may not be obvious
17 Next Steps (2) What else can be done on the suppliers side? Further functional improvements of ERTMS to increase the worldwide market coverage and the performances of the system: Evolutions of GSM-R radio communication with the view to make the signalling kernel independent from the communication bearer and take the full benefit of an IP based network. Automatic Train Operation (ATO) Add-On to cover high performance traffic requirements for Mainlines, Sub-Urban and even Urban markets. Investigations on Satellite Positioning to provide solutions when there is a need to reduce/suppress the trackside balises The two first topics are currently addressed within the TEN-T MAP2011 financing programme
18 European Railways also have a major role to play By coordinating ERTMS investments throughout Europe and avoiding gaps which weakens the ERTMS business case By avoiding purely «national» functions which will force constraints and heavy modifications on Rolling Stock By Forgetting your darlings : order pure, standard ERTMS equipment By making consistent their requirements in Europe (e.g. operational rules, standardised engineering rules) By migrating towards an interoperable Baseline (Baseline 3 or 2.3.0d)
19 Thanks for your attention!
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