Challenges of future train. environment. BaneBranchen Conference 2011 Siemens

Transcription

1 Challenges of future train operations in an ERTMS environment BaneBranchen Conference 2011

2 Introduction ti Today ERTMS is a reality from a technical point of view. Products are available and many lines are in operation. This includes many applications with products from multiple suppliers, proving technical interoperability in day to day operation. The next major challenge will be to merge these lines into one ERTMS based pan- European Rail Network. This presentation discusses some of the areas where challenges will have to be overcome to achieve this. Page May 2011 Bernhard Stamm

3 Introduction ti Contents Introduction o 2 Transition to ERTMS 4 Operation of ERTMS 14 Management of ERTMS 22 Summary 27 Page May 2011 Bernhard Stamm

4 Transition to ERTMS Transition Today each country in Europe has between one and three train control systems in use on it s railway network With ERTMS an additional system is required, increasing both cost and complexity of the onboard installation. To prevent this, transition strategies are needed, with the aim to eliminate national system within a reasonable time after introducing of ERTMS. Page May 2011 Bernhard Stamm

5 Transition to ERTMS Today there are at least 18 different train control system in Europe Ebicab 700 Ebicab 900 AWS, TPWS, TBL ZUB 123 ATB-EG, ATB-NG, TBL Indusi (IATC), LZB, GNT TBL, Crocodile SHP TVM, KVB, Crocodile LVZ, LSD ASFA, LZB, Ebicab 900 EVM Ebicab 700 Ebicab 700 Signum, ZUB 121 / 262 Indusi, also in RO, HR, YU, SI BACC, RSDD, SCMT Page May 2011 Bernhard Stamm Indusi, LZB

6 Transition to ERTMS Goal of ERTMS: Only one train control system all over Europe ERTMS/ETCS Page May 2011 Bernhard Stamm

7 Transition to ERTMS To achieve this goal, European countries need to develop migration strategies to replace their legacy systems Strategies have been developed in some countries describing how to move to an all-ertms operation, but many countries still envisage using ERTMS only on corridors and maintaining i i existing systems for a very long time, achieving interoperability by using STM s. Page May 2011 Bernhard Stamm

8 Example of a transition strategy t Basic transition concept developed for Switzerland replacement of all national systems trackside to allow free access to trains that are only equipped with ERTMS international fleet operates under ERTMS Level 2 without lineside signals and under ERTMS Level 1 Limited Supervision on lines still equipped with national lineside signal domestic fleet retains national onboard systems for some time, but operates from data read from Eurobalises SIGNUM ZUB ETM ETCS Multiple onboard systems 2012 ZUB / SIGNUM ETCS 2017 ERTMS only Page May 2011 Bernhard Stamm ERTMS everywhere

9 Transition to ERTMS Belgium, Denmark and Switzerland have started transition to ERTMS ERTMS + STM Ebicab 700 ERTMS + STM AWS, TPWS, TBL ERTMS + STM ATB-EG, ATB-NG, TBL ERTMS only ERTMS + STM Ebicab 900 ERTMS only ERTMS + STM Indusi (IATC), LZB, GNT ERTMS + STM SHP ERTMS + STM TVM, KVB, Crocodile ERTMS + STM ASFA, LZB, Ebicab 900 ERTMS + STM Ebicab 700 ERTMS only ERTMS + STM BACC, RSDD, SCMT Page May 2011 Bernhard Stamm ERTMS + STM LVZ, LSD ERTMS + STM EVM ERTMS + STM Ebicab 700 ERTMS + STM Indusi, also in RO, HR, YU, SI ERTMS + STM Indusi, LZB

10 Transition to ERTMS Rolling stock operating in cross border traffic Switzerland France Germany KVB Balise antenna Integra receiver Integra permanent magnet ZUB 121 LZB transmission aerial Crocodile brush Indusi PZB 90 LZB receiver aerial Page May 2011 Bernhard Stamm

11 Transition to ERTMS Rolling stock operating in cross border traffic Switzerland France Germany with ERTMS and STM s KVB Balise antenna Integra receiver Integra ETCS permanent Balise magnet ZUB 121 antenna LZB transmission aerial Crocodile brush Indusi PZB 90 LZB receiver aerial Page May 2011 Bernhard Stamm

12 Transition to ERTMS Conclusions The benefits of ERTMS can only be fully exploited if existing national systems are eliminated completely on all lines, making it possible to operate trains that are only equipped with ERTMS Strategies have to be developed for each country to achieve this goal, as replacement of national systems through regular modernization cycles takes much too long Very few countries have so far committed themselves to such transitions, or are at least developing such strategies Page May 2011 Bernhard Stamm

13 Transition to ERTMS Conclusions Siemens hat extensive experience in helping both infrastructure owners and train operators develop their transition strategies. Well thought of strategies can significantly lower the overall cost of ownership of ERTMS, including supply of material and installation, but also maintenance, training, operation, energy consumption etc. Page May 2011 Bernhard Stamm

14 Operation under ERTMS Operation Operation under ERTMS can only be harmonised if the application of the functions provided is also harmonised. If this is not done, ERTMS could make cross-border operation even more complicated than today, as applying different rules on the same system can be very confusing to the operating staff. Page May 2011 Bernhard Stamm

15 Operation under ERTMS Example: Startup in Level 2 An example of a critical operational procedure is starting up a train in a Level 2 area. The position of the train might be known to the onboard system, but the RBC can t be sure that no other vehicle is situated between the train an the next virtual signal. Solution 1: The driver is instructed to proceed in Staff Responsible Mode past the balise group at the next virtual signal. Once the train has sent a position report from that location the RBC can issue a movement authority. Page May 2011 Bernhard Stamm

16 Operation under ERTMS Solution 2: The driver is requested by the RBC to confirm that no other vehicle is located between the front of his train and the next virtual signal (Track Ahead Free). Once the RBC has received this acknowledgement it issues a movement authority to the train, which can then proceed under supervision immediately. Question: How big is the chance that a driver that operates in different countries using solutions 1 and 2 used the wrong function? Page May 2011 Bernhard Stamm

17 Operation under ERTMS Example: Loading gauge supervision Another example of a critical operational procedure is the supervision of loading gauges to prevent trains entering track sections for which they are not suited. Solution 1: ERTMS provides a possibility to supervise a loading gauge entered by the driver into the onboard unit against a loading gauge profile transmitted by the trackside with each movement authority. Page May 2011 Bernhard Stamm

18 Operation under ERTMS Solution 2: Some railways are installing profile measuring systems that measure the actual profile of each train entering a line or corridor. This data is then used by the traffic management system for train routing, making sure that a train is not routed onto a track for which it is not suited. Question: How big is the chance that a driver that operates in different countries using both solutions use the wrong function? Page May 2011 Bernhard Stamm

19 Operation under ERTMS Page May 2011 Bernhard Stamm Six standard LEGO bricks can be combined in possible ways. A similar issue exists with ERTMS. ERTMS has not only six functions that can be implemented different ways, but dozens, as the examples have shown. Even though some engineering issues are being standardised, the customers non the less have the possibility to implement pe e functions sand dopea operating rules uesin very ey different ways than in their neighbouring countries. As a result, operation under ERTMS could become even more complicated that with national systems, where differing rules are obvious due to the different nature of the systems. In ERTMS this differentiation between the systems is missing.

20 Operation under ERTMS Conclusions The benefits of ERTMS can only be fully exploited if the underlying operating rules are harmonised too For that purpose the actual implementation of ERTMS has to be harmonised between the different countries Failing to do so might make cross border operation even more complex than with existing national systems, and might even create safety hazards Page May 2011 Bernhard Stamm

21 Operation under ERTMS Conclusions Siemens has significant experience both internationally and locally in regards to train operation. Well thought of overall system design can simplify operations and significantly lower the overall cost of ownership of ERTMS. Page May 2011 Bernhard Stamm

22 Management of ERTMS Management As for any other complex system, a configuration management is needed for ERTMS to maintain it through the whole system life. Compared to the existing national systems, the number of stakeholders involved is however much bigger. If not managed well, maintaining the interoperability of the ERTMS system could fast become very difficult. Page May 2011 Bernhard Stamm

23 Management of ERTMS The various components of ERTMS will develop over the years due to new functional requirements, but also due to other external factors. That will lead to new system versions, or baselines, that might be implemented by some infrastructures, but not by others. ERA has published a document that describes the management of these system versions from a technical ca point of view. It will however e be necessary to implement a stronger political management too, otherwise operators of ERTMS equipped trains will be faced with continuously changing, and possibly contradictory requirements.. Page May 2011 Bernhard Stamm

24 Management of ERTMS 30 The whole issue will be complicated by the fact that most train operators will have equipment from different suppliers. 2.0 => TSI & legally operable RBC 2.0 Bal,L,RIU 2.0 OB => legally => illegally legally TSI operable TSI operated operable A Bal,L,RIU 2.0 (pck INV 2.0 => 3.0) B RBC 3.0 OB E Bal,L,RIU 2.0 (pck INV 2.0 =>4.0) Bal,L,RIU llriu Bal,L,RIU ll 3.0 (pck INV 3.0 => 4.0) Only if upgrades between infrastructure owners, train operators and suppliers are well managed trouble free operation can be maintained during transitions from one baseline to another. C D Bal,L,RIU 4.0 F RBC 4.0 Bal,L,RIU 4.0 OB time Page May 2011 Bernhard Stamm

25 Management of ERTMS Conclusions Managing a system of the complexity of ERTMS will require close synchronisation between all involved stakeholders. The technical mechanisms for a system version management have been defined in the ERTMS standard. Political l and economical management have to be defined too, however, in order to give infrastructure owners, operators and suppliers planning guidelines. Page May 2011 Bernhard Stamm

26 Management of ERTMS Conclusions Siemens has significant experience both internationally and locally in maintaining complex signalling systems over decades, including the introduction of new functionalities over the life cycle. Siemens is committed to maintaining systems over their entire lifetime with local workforce and experience, ensuring a long usable life and therefore low lifecycle cost. Page May 2011 Bernhard Stamm

27 Summary ERTMS is a system that can help Europe s national rail networks grow closer, allowing operators to run their trains seamlessly across borders. It is however not sufficient to standardise ERTMS from a technical point of view, many other areas need harmonisation too in order to achieve e true interoperability. That challenge will have to be taken seriously by all involved stakeholders, and requires a will to not only harmonise a technical system but also how it is being applied and used. Page May 2011 Bernhard Stamm

28 Summary Siemens has more than fifty years of experience in developing, implementing and maintaining complex train control systems With our local workforce and our knowhow of the local environment we are not only here to deliver products, but also to support our customers s in integrating g them into their operation and into the European network. Page May 2011 Bernhard Stamm