Schweizerische Eidgenossenschaft Confédération suisse Confederazione Svizzera Confederaziun svizra Federal Department of the Environment, Transport, Energy and Communications Federal Office of Transport The Swiss approach based on B3 1 08.05.2014 Wolfgang Hüppi
Content ETCS strategy and migration objectives in Switzerland Business case of ETCS L1 LS Experiences Conclusion 2
ETCS strategy and migration objectives (1/4) FOT decision On 28 January 2000, the FOT defined the principals for the migration towards ETCS. This included the following key statements: for the standard gauge network in Switzerland ETCS has to be applied in future. from 2001 on, ETCS components (Eurobalise / Euroloop) have to be applied (replacement / new installations / upgrade for safety reason). ETCS-telegram P44 is used for Class B information. Lines with a speed higher than 160 km/h require ETCS Level 2. 3
ETCS strategy and migration objectives (2/4) Main objective In order to avoid having to equip locomotives and trains with multiple on-board control systems and to ensure interoperability, Switzerland s standard gauge network is being migrated towards the European Train Control System (ETCS). 4
cab signalling vehicles signals along the track cab signalling infrastructure ETCS strategy and migration objectives (3/4) Main objective 2005 2010 2015 2017 2020 2025 2030 Gotthard northand south access Gotthard Ceneri entire network first application Lausanne Simplon Ceneri north access ETCS entire network ETCS only 2005 2010 2015 2017 2020 2025 2030 5
ETCS strategy and migration objectives (4/4) Relationship between ETCS L1 LS and EuroSIGNUM / EuroZUB ETCS B3 SIGNUM ETM S SIGNUM ZUB ETM M ETCS L1 LS EuroSIGNUM EuroSIGNUM / EuroZUB P12 P21 P27 P80... (ETCS-Data)... Packet 44 (ZUB/SIGNUM-Data) ETCS Telegramm Eurobalise LEU 6
Business case of ETCS L1 LS (1/4) General aspects The migration towards ETCS Level 1 Limited Supervision (L1 LS) enables the technical interoperability within a short time at affordable costs. Main key elements are: Existing relays interlockings do not have to be replaced when installing ETCS L1 LS. ETCS L1 LS doesn t require linking information and therefore the effort for the engineering is limited. In combination with optimised processes (Inframanager / suppliers) and innovative products, the costs in general can be significantly lowered. 7
Business case of ETCS L1 LS (2/4) Example of an innovative product To avoid expensive cabling (in particular for powering the LEU) Switzerland applies solar powered LEU. 8
Business case of ETCS L1 LS (3/4) Safety aspects The possibility of the scalable implementation of ETCS L1 LS guarantees a sufficient safety level (risk based use of speed supervision) less costs due to a simplified engineering Example: Many block signals generally don t need a speed supervision. max. train length sufficient distance 9
Business case of ETCS L1 LS (4/4) Cost aspects The Swiss Railway SBB has to migrate approximately 12 000 signals until December 2017. The average costs for a migrated signal (ETCS L1 LS + EuroSIGNUM-/EuroZUB-P44) are around 20 500. In the past the costs for SIGNUM + ZUB at a signal represented around 82 500. The savings for a vehicle with ETCS only will be several hundred thousand (at least 150 000 for ZUB On-board unit) for acquisition and thousands of a year for the maintenance. 10
Experiences (1/2) Pilots with ETCS L1 LS The Track-side engineering and the suitability of ETCS L1 LS were checked by pilot applications. In 2012 the suitability of ETCS L1 LS was checked with commercial trains on Swiss parts of the Rail Freight Corridor 1 (RFC 1) with so called shadow runs (ETCS supervising in the background without safety responsibility) The lessons learned from these shadow runs are incorporated into the measures of the 1 st maintenance release of B3 (CR for the DMI). 11
Experiences (2/2) Rollout of ETCS L1 LS along the North South Axis In July 2013 SBB and the Industries started the ETCS L1 LS rollout along the RFC 1 axis (to be finished in December 2015) By the end of April 2014, approximately 2400 installations (of around 4000) were migrated. The migration happens under running conditions (no blocked line due to the modification). Up to now, 5 installations have been placed in service per day (average). This will be increased successively up to 10 and more installations per day. 12
Conclusion ETCS based on B3 is the right approach to allow a fast and efficient migration on Track-side. solve open issues on On-board-side, for example: eliminating failures better braking model allowing the use of vehicles on different infrastructures all around Europe. migrate the fleet toward ETCS in a practical and cost saving manner. The shadow runs on the pilot lines in Switzerland confirmed the suitability of ETCS L1 LS. Let us continue to make the effort to be on time with the B3 specification work and also to be ready for December 2015 with B3 based On-board units. 13
Thank you for your attention Information about ETCS in Switzerland on FOT-Homepage: Factsheet ETCS (http://www.uvek.admin.ch/verkehrspolitikdesbundes/02763/02858/index.html?lang=de) Annual ETCS Report (http://www.bav.admin.ch/dokumentation/publikationen/00568/00570/01501/index.html?lang=de) Requirements for vehicle on CH ETCS L2 Tracks (http://www.bav.admin.ch/grundlagen/03708/03819/03820/index.html?lang=de) Guideline Migration ETCS (http://www.bav.admin.ch/themen/03818/index.html?lang=de) 14