From High Speed to Conventional Rail Development of the Users’ requirements for ERTMS in Europe

1. From High Speed to Conventional RailDevelopment of the Users’ requirements for ERTMS in Europe Michel Ruesen Managing Director ERTMS Users Group

2. 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. From High Speed to Conventional Rail v3

3. Members (User railways) Jernbaneverket Trafikverket Banedanmark Network Rail ProRail Infrabel DB RFF SBB RFI ADIF From High Speed to Conventional Rail v3

4. Role and level EU Commission ERA Manufacturers UNIFE UNISIG GSM-R IG Railways CER/EIM/ERFA ERTMS Users Group UIC From High Speed to Conventional Rail v3

5. Timeline (1) • 1989: decision at EU level to develop one standard system to replace 24 different train protection systems From High Speed to Conventional Rail v3

6. Timeline (2) 2000 2008 2015 1989 1995 1995 2004 2008 2015 2001 2007 2013 2019 UNISIG EUG ERRI ERA CCM process SRS versions 1,2,3 4, 4a, 5 2.0.0 3.4.0 .... (1st maintenance release) 2.2.2 2.3.0 2.3.0d 3.3.0 Decision for proof of concept in 3 countries (pilot projects), creation of EUG as a European Economic Interest Grouping (EEIG) 2005: Memorandum of Understanding between EC, Railways and Manufacturers for deployment of ERTMS and appointment of EC ERTMS Coordinator Upgrade to 2.3.0d Pilot projects First commercial projects Baseline 3 applications Baseline 2 applications 2004: Creation of European Railway Agency (ERA), definition of Change Control Management process in 2006 2008: Decision for 2.3.0d as the legal reference (Annex A of TSI CCS) which defines the Baseline 2 2008: 2nd Memorandum of Understanding to establish Baseline 3 First definition of ERTMS by European Rail Research Institute (ERRI), resulting in Functional Requirements Specification (FRS) and System Requirements Specification (SRS) version 3 1998: creation of UNISIG and handover of system specification work from railways to manufacturers 1998 – 2000: decision to focus on a subset of the FRS, necessary for the first implementation projects (a.o. Roma – Napoli, Torino – Novara, Madrid – Lerida, Lötschberg base tunnel, HSL-South, Betuwe line), resulting in SRS version 2.0.0 2012: Publicationof 1st release of the Baseline 3 (3.3.0) in addition to 2.3.0.d in the CCS TSI 2012: 3rd Memorandum of Understanding to steer the further development of ERTMS From High Speed to Conventional Rail v3

7. Timeline (2) Compatible improvement Comprehensive High Speed Conventional 2008 2000 2015 1989 1995 1995 2004 2008 2015 2001 2007 2013 2019 ERRI UNISIG EUG ERA CCM process SRS versions 1,2,3 4, 4a, 5 2.0.0 3.4.0 .... (1st maintenance release) 2.2.2 2.3.0 2.3.0d 3.3.0 Upgrade to 2.3.0d Pilot projects Baseline 3 applications Baseline 2 applications First commercial projects From High Speed to Conventional Rail v3

8. 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). From High Speed to Conventional Rail v3

9. 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, From High Speed to Conventional Rail v3

10. 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. From High Speed to Conventional Rail v3

11. 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. From High Speed to Conventional Rail v3

12. 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). From High Speed to Conventional Rail v3

13. 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. From High Speed to Conventional Rail v3

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