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11 th UIC ERTMS Conference, Istanbula 1-3 April 2014

Complex interlaced infrastructure - onboard testing: how much real scale testing should be needed ?. 11 th UIC ERTMS Conference, Istanbula 1-3 April 2014. Current situation : Positive messages. 1. 2. 3. ERTMS will be the worldwide standard for rail signaling for the next decades.

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11 th UIC ERTMS Conference, Istanbula 1-3 April 2014

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  1. Complex interlaced infrastructure - onboard testing: how much real scale testing should be needed? 11th UIC ERTMS Conference, Istanbula 1-3 April 2014

  2. Currentsituation: Positive messages 1 2 3 ERTMS will be the worldwide standard for rail signaling for the next decades ERTMS will be deployed in European core and comprehensive corridors 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….) • 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. • 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….) • 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. Laboratory Validation & Operational scenarios UIC ERTMS Atlas 2012

  3. Mainpendingchallenges: time and money 1 2 √ • Increase market scale ERTMS costs are too high Too long process to place in service • Increase competition (multiple suppliers) √ • Very high deployment costs (tests on track) Increase system complexity • 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).

  4. ERTMS works!!! ERTMS reliability and punctuality in Madrid-Barcelona HSL Kmsbetweenincidences Punctuality (delay <5’) * L2 started in October 2011 ** Line was extended in L1 up to Barcelona *** Line was extended in L1 up to French border

  5. OPERATOR INFRASTRUCTURE MANAGER 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 problems. • 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. IOP TESTS Operational and train –track integration TESTS NATIONAL AUTHORITY: Ministry of Fomento (Public Works) IndependentAssesment

  6. 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

  7. 3. How to solve interoperability problems before placing in service a new line? Toachieve full interoperabilitytwooptions are possible: Performing INT tests once thewholesystemisinstalledonthetrack. 2. Advanceinteroperabilityissuesbyperforming INT testsin a lab and aftersolvingtheproblemsappeared, running INT testsontrack. Thisistheselectedway in SpanishProjects Radio Block Centre (RBC) GSM-R ETCS Onboard Unit Interlocking End of section Eurobalises (Fix)

  8. 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.

  9. 3. How to solve interoperability problems before placing in service a new line? Background • Components specification, including functional tests specification – Subset-076 • Tests defined for the whole lifecycle (almost) On-board subsystem • Components specification • No functional tests for key components (RBC) • ETCS Language too flexible: lack of procedures to validate ETCS trackside implementations Trackside subsystem

  10. 3. How to solve interoperability problems before placing in service a new line? Possible solutions • 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)

  11. 4. Testing the line in the laboratory. The real track data and configuration is introduced into the real Radio Block Center (RBC)……… Tracklayout, switches, signals, trackcircuits...

  12. 4. Testing the line in the laboratory. And the real RBC is connected to the laboratory

  13. 4. Testing the line in the laboratory. The real train data are introduced into the real On Board Unit (EVC)….. Brakingcapacity, brakesactivation, train interface unit(odometry, pantograph, mainswitch)…..

  14. 4. Testing the line in the laboratory. And the real On Board Unit is connected to the laboratory

  15. 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 • Simulatorswith real project data for: • Interlockings • Train dynamics, • Train odometry • Trackcircuits and switches • Routes. • Balisetelegrams…….

  16. 4. Testing the line in the laboratory. USE OF COMMON FORMATS AND INTERFACES

  17. Network Isdn Simulator isdn ERSA 4. Testing the line in the laboratory. Route Map Controller (RMC) (active) Define signal aspects Define points position RBC Thales ATOCHA (SS-112) Route Map Controller (RMC) (passive) Track Occupation Routes’ dialog Track occupation IXL (CITEF) RBC Invensys-Siemens Signal aspects Point pos. CHAMARTIN (SS-112) ALSTOM EVC TCL SS-094 Architecture EVC Adaptor TCP-IP Radio Test Layout for independent RBC / EVC integration tests Map to SS-111 Architecture

  18. 4. Testing the line in the laboratory. Route Map Controller (RMC) ATOCHA & CHAMARTIN SS-112 unified Routes’ dialog Track occupation RBC Thales IXL (CITEF) RBC Invensys-Siemens ALSTOM EVC SS-094 Architecture EVC Adaptor TCP-IP Radio Network Simulator ERSA PABX ISDN-IP Invensys / Thales HO Com. channel Test Layout for handover tests between RBCs

  19. Track layout: Project data in unified format (SS-112). Madrid-Valencia line: Horcajada station

  20. TRACK / LAB COMPARISON: LABORATORY VALIDATION

  21. 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

  22. 4. Testing the line in the laboratory. Laboratory validation DEFINITION OF THE OPERATIONAL SCENARIO FOR LABORATORY VALIDATION Trip between Valdemoro y Villarubia stations Trackside: Dimetronic / Onboard: Siemens

  23. 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 300 250 200 Vpermitica (km/h) 150 100 50 0 40000 45000 50000 55000 60000 65000 70000 75000 80000 85000 90000 DTeórica (m)

  24. 4. Testing the line in the laboratory. Laboratory validation COMPARISON OF THE ESTIMATION OF TRAVELLED DISTANCES

  25. 4. Testing the line in the laboratory. Laboratory validation COMPARISON OF BRAKING CURVES: TRACK; LABORATORY & LIF & ERA MODELS

  26. 4. Testing the line in the laboratory. Laboratory validation DEFINITION OF THE OPERATIONAL SCENARIO FOR LABORATORY VALIDATION Validation trip in LEVEL 2 Trip between NuevosMinisterios and Atocha commuter stations Trackside: Thales / Onboard: Alstom Atocha 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

  27. 4. Testing the line in the laboratory. Laboratory validation Validation trip in LEVEL 2 Speed Braking Curve Distance Permitted Speed Lab Permitted Speed Track BG Track BG Lab Track MA Lab MA P24 Lab P24 Track P136 Lab P136 Track

  28. EVC Certification Placing in service Project data bases Assesment & Maintenace 5. CEDEX Rail Interoperability Lab . RIL Eurobalise and BTM Laboratory Eurocab Laboratory Traffic Simulation Laboratory Energy Laboratory CEDEX-CIEMAT • Eurobalise certification • Antenna/BTM Certification • Euroloop Certification • Eurobalise Assesment • Energy storage • Power electronics • New sources of energy • Management of energetic resources • Level 2 tests • 2.3.0 “d” Migration • Train-track integration tests • Operational tests • Remote connections

  29. 5. CEDEX Rail Interoperability Lab . RIL Eurobalise and BTM Laboratory Eurocab Laboratory Traffic Simulation Laboratory Energy Laboratory CEDEX-CIEMAT • European Test campaigns • Alstom • Ansaldo • Bombardier • Dimetronic • Siemens • VUZ (Chech Republic)* • CAF* • Kyosan (Japan) • Shingwooeng (Korea) • CARS (China Academy of Railways Science) • Beijing Hollysysy (China) • Beijing Jioda Signal • Beijing Railway Signal • Lanxin (China) • Casco (China) • CAF* • European Test campaigns • Alstom • Ansaldo • Bombardier • Siemens • Thales • Digitek • Beijing Microunion • Hitachi • Level 1: • Ansaldo • Thales • Dimetronic • Alstom • Level 2: • Thales • Dimetronic • General Electric* • Ansaldo* • CAF* • Infrabel • European Cross tests

  30. EUROBALISE LABORATORY European Test Specifications (SS 085) were debugged at CEDEX lab (2004)

  31. EUROLOOP LABORATORY CEDEX Euroloop lab is the first independent lab performing these tests

  32. TRAFFIC SIMULATION LABORATORY THALES RBC DIMETRONIC / SIEMENS RBC ALSTOM EVC European Cross Tests are being run at CEDEX lab TEST LAY-OUT TO TEST THE LEVEL 2 ON THE COMMUTER LINES OF MADRID (MINISTRY OF FOMENTO)

  33. EUROCAB LABORATORY Eurocab lab for certifying EVCs against european specifications. CEDEX is the leader of the European Group creating these specifications (SS076)

  34. 5. CEDEX Rail Interoperability Lab . EUG CROSS TEST BETWEEN COMMERCIAL PROJECTS Using remote connection between EBC and EVC for level 2

  35. 6. Conclusions. CONCLUSIONS • 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). • By following the proposed test procedure, the whole ERTMS line functionality is tested in advance. • All interoperability problems appeared between the track subsystem supplier and the On board subsystem supplier are previously solved. • In all Spanish ERTMS lines, once the integration tests have been successfully completed, not any important interoperability issue has appeared during the commercial exploitation. • 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. • 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.

  36. 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) Jaime.tamarit@cedex.es Jorge.iglesias@cedex.es Madrid, April 2014

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