ETCS Level 1 Limited Supervision for a Fast and Cost Effective Migration

ETCSETCS LevelLevel 11 LimitedLimited SupervisionSupervision forfor aa FastFast andand CostCost EffectiveEffective MigrationMigration ofof LegacyLegacy TrainTrain ControlControl SystemsSystems toto ETCSETCS

Bernhard Stamm Siemens Schweiz AG Infrastructure & Cities Sector, Mobility and Logistics © Siemens AG 2012 page 1 Wildenrath, 17 February 2012 Infrastructure & Cities Sector, Mobility and Logistics Contents

What ETCS is

Introducing ETCS on a network

Limited Supervision Mode

ETCS Rollout in Switzerland

Summary / Conclusions

What ETCS is

Introducing ETCS on a network

Limited Supervision Mode

ETCS Rollout in Switzerland

Summary / Conclusions

. The “European Train Control System” ETCS supervises train movement in regards to speed and distance travelled, based on information provided by an underlying signalling system . ETCS consists of onboard and trackside subsystems performing standardised functions and are communicating via Eurobalise, Euroloop and GSM-R using standardised protocols . ETCS provides full cab signalling and can be used either as an overlay onto classical signalling systems with lineside signals or without them . The term ERTMS is used when referring to ETCS and GSM-R as one system . ETCS has been developed to replace all existing mainline train control systems in Europe

. ETCS is fairly complex, as it has to deliver at least the functionality and performance of all systems it shall replace . Some requirements have been pushed even higher, e.g. the operating speed to 500 km/h . ETCS has to comply with the newest safety standards, and has been designed to achieve SIL 4 (Safety Integrity Level), the highest safety level

. As a result of all these requirements ETCS is significantly more expensive than most existing legacy systems that only provide basic functionality (e.g. TPWS, Crocodile, TBL)

ETCS does not cover the aspects of . interlocking and . traffic management

ETCS is also lacking some function found in more advanced systems, especially CBTC systems, such as automatic train operation or remote diagnostics. ETCS will however evolve over the years, and some of these functions are already planned to be included in future baselines.

Goals of users . Reduction of the number of required systems for cross border traffic . Simplification of cross border operation (e.g. no change of locomotive at border, operating rules) . Increase of line capacity . Increase of safety

Political goals of European Union . Improving competitiveness of rail transport . Opening of national networks to outside operators (free access) . Competition between suppliers

What ETCS is

Introducing ETCS on a network

Limited Supervision Mode

ETCS Rollout in Switzerland

Summary / Conclusions

. Today each country in Europe has between one and three train control systems in use . With the introduction of ETCS these systems shall be eliminated to allow seamless operation of trains across Europe . A solution has therefore to be found how to introduce ETCS across Europe and how to eliminate existing national systems

Today there are at least 18 different train control system in use 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 Indusi, LZB

Goal of ERTMS/ETCS: Only one train control system all over Europe

ERTMS/ETCS

Example of antenna arrangement on a vehicle for cross border traffic Switzerland – France – Germany prior to introducing ETCS

KVB Integra LZB LZB Balise Integra permanent transmission receiver receiver Indusi antenna magnet ZUB 121 aerial Crocodile PZB 90 aerial brush

Typical antenna arrangement on a vehicle for cross border traffic (what it should look like):

ETCS balise / loop reader

Key question is: how to get there in a ERTMS/ETCS reasonable time and at affordable cost

. To simplify migration to ETCS a concept has been developed as part of the ETCS standard to allow ETCS equipped trains to run on lines equipped with legacy systems, using “Specific Transmission Modules” (STMs) . The STM concept is an onboard concept, as trains are made to be compatible with tracks where either national systems or ETCS is used

Introducing ETCS with STM’s (Note: 3 countries have full ETCS rollout strategies):

ETCS + Ebicab 700 ETCS + Ebicab 900

ETCS + AWS, TPWS, TBL ETCS only

ETCS + ATB-EG, ATB-NG, TBL ETCS + Indusi (IATC), LZB, GNT

ETCS only ETCS + SHP

ETCS + TVM, KVB, Crocodile ETCS + LVZ, LSD

ETCS + ASFA, LZB, Ebicab 900 ETCS + EVM

ETCS + Ebicab 700 ETCS + Ebicab 700

ETCS only ETCS + Indusi, also in RO, HR, YU, SI

ETCS + BACC, RSDD, SCMT ETCS + Indusi, LZB © Siemens AG 2012 page 16 Wildenrath, 17 February 2012 Infrastructure & Cities Sector, Mobility and Logistics Introducing ETCS with STMs

Example of antenna arrangement on a vehicle for cross border traffic Switzerland – France – Germany with STM’s

KVB Integra ETCS LZB LZB Balise Integra permanent Balise transmission receiver receiver Indusi antenna magnet ZUB 121 antenna aerial Crocodile PZB 90 aerial brush

Issues with STMs . Cost . Complexity . Installation space . Energy consumption . Availability . Maintenance . Operating rules

Note: cost figures from SBB study

Political goals of European Union . Improving competitiveness of rail transport . Opening of national networks to outside operators (free access) . Competition between suppliers

. The “STM” concept does not seem to solve most issues of the ETCS migration . It rather leads to a life extension of existing systems due to the significant investment necessary onboard . Better transition strategies are therefore needed to eliminate national system within a reasonable time after introducing ETCS.

What ETCS is

Introducing ETCS on a network

Limited Supervision Mode

ETCS Rollout in Switzerland

Summary / Conclusions

. As shown the installation of multiple onboard system according to the STM concept can be costly . Better transition strategies than the STM concept are therefore required for the introduction of ETCS in many cases . Parallel installation of ETCS and national systems trackside to allow both ETCS and national system equipped trains to run is costly too, in addition the potential of ETCS can not be fully utilised if another system is used in parallel (capacity / safety) . The aim should therefore be to eliminate national system when introducing ETCS

. Important cost savings can only be achieve if existing infrastructure can be retained / reused both trackside and onboard during the introduction of ETCS, protecting existing investments . A lower cost variant of ETCS compared to full SIL 4 Cab Signalling should also be available, as the additional benefits of full ETCS (e.g. safety, capacity, high speed, cab signalling) are not required on many lines . The Limited Supervision Mode has therefore been defined to achieve these goals

The Limited Supervision Mode can be described as follows: . The Limited Supervision Mode provides a scalable version of ETCS in regards to safety and functionality . The Limited Supervision Mode is a fully standardised ETCS mode, like any other of the modes (e.g. Full Supervision, Shunting, On Sight Mode) . The Limited Supervision Mode is not a national solution

SRS = system requirements specifications

The Limited Supervision Mode can be described as follows: . Cab signalling has been eliminated in a first step . This makes it possible to use existing trackside information that is not sufficient for cab signalling from either a safety or functional point of view (data not SIL 4 or incomplete) . Supervision is then performed in the background, and the driver is operating the train according to the lineside signals . The level of supervision is scalable, from full braking curve supervision to simple stop / warning / proceed functionality

SRS = system requirements specifications

Interlocking v=f(s)

ETCS LEU

Eurobalises) LEU = lineside electronic unit Dual channel supervision . Driver is following lineside signals . Background supervision through ETCS on-board equipment Standard . ETCS on-board equipment according to baseline 3 / 2.3.0d w/ CR 637

ETCS L1 FS ETCS L1 LS Detailed engineering: Simplified engineering: - Completeness of data - Data as far as required / available Data engineering - Individual / specific telegrams - Use of a standard set of telegrams - Considerable effort for verification, - Minimum effort for verification, validation, testing validation, testing Movement authority Exactly measured Simplified, e.g. supervision of speed reduction Speed profile Detailed Simplified SSP / permitted braking dist. Linking Information Exact distance between balises Not required (optional) Gradients Detailed gradient profile Simplified gradient Safety level SIL4 SIL1 to SIL4 (depends on trackside data) Indications Full cab signaling Limited indications, use of lineside signals On-board Standard ETCS EVC Standard ETCS EVC Trackside LEU with Eurobalise LEU with Eurobalise

LS allows flexible and scalable ETCS implementation LS allows fast ETCS rollout by using standardized / pre-defined ETCS telegrams © Siemens AG 2012 page 27 Wildenrath, 17 February 2012 Infrastructure & Cities Sector, Mobility and Logistics Full Supervision vs. Limited Supervision Mode

Comparison of DMI indications

DMI for Full supervision DMI for Limited supervision

Permitted speed Planning area

Actual speed Actual speed

Mode information Mode information Target speed Target speed

Target distance

Scalability of supervision functions and trackside equipment: . Degree of supervision can be adapted according to the demands of the national signaling system (safety, performance) . Range from simple “train stop” or “warning” functions up to “FS” functionality . Not mandatory to equip all signals of a line to allow LS operation

Examples for scalability: . Line section with high potential risk: continuous speed monitoring + automatic brake application . Line section with lower potential risk: warning information + speed supervision after a defined distance . Line section with low potential risk : warning information and triggering of emergency brake when passing red signal

FS = full supervision © Siemens AG 2012 page 29 Wildenrath, 17 February 2012 Infrastructure & Cities Sector, Mobility and Logistics Limited Supervision Mode

DP = Danger Point © Siemens AG 2012 page 30 Wildenrath, 17 February 2012 Infrastructure & Cities Sector, Mobility and Logistics Introducing ETCS with STMs

Political goals of European Union . Improving competitiveness of rail transport . Opening of national networks to outside operators (free access) . Competition between suppliers

What ETCS is

Introducing ETCS on a network

Limited Supervision Mode

ETCS Rollout in Switzerland

Summary / Conclusions

The following basic requirements have been defined for the ETCS rollout in Switzerland: . Enable trains equipped with only ETCS onboard system to operate on the entire Swiss network, eliminating the need STM’s or national systems onboard, by 2017 . Elimination of the existing national systems ZUB an Signum trackside by 2017 . Allow existing trains with national systems ZUB an Signum onboard to continue to operate on all lines except ETCS Level 2 lines beyond 2017 . Significant cost savings compared to a full ETCS Level 1 or 2 rollout

National Systems National Systems with National & ETCS Systems ETCS-Components

SIGNUM SIGNUM ZUB ZUB ETCS SIGNUM SIGNUM SIGNUM SIGNUM ETM ETM ZUB ZUB ETCS ZUB ZUB ETCS ETCS ETM ETM ETM ETM inkl. LS

Phase 1 Phase 2 Standardisation / Increase of safety Interoperability Replacement of ZUB / SIGNUM with ETCS-Components ETCS Upgrade L1LS 2017 All mainline rolling stock  ZUB and SIGNUM onboard  Only ETCS required onboard equipped with Eurobalise- antennas not required anymore for unlimited network access /Euroloop reader (ETM)  Multiple onboard systems still Existing rolling stock still able Shunting and maintenance required for unlimited network to run with national systems equipment still to be equipped access (ZUB, SIGNUM, ETM, (including Eurobalise-/Euroloop ETCS) readers)  550 vehicles equipped with ETCS Level 2 by end 2006

National Systems National Systems with National & ETCS Systems ETCS-Components

Phase 1 Phase 2 Standardisation / Increase of safety Interoperability Replacement of ZUB / SIGNUM with ETCS-Components ETCS Upgrade L1LS 2017 Today’s SBB-Standard gauge Trackside installations of ZUB The ETCS-Components will be network consists of approx. and SIGNUM will be replaced reprogrammed with additional 10‘500 Signals equipped with: with ETCS components, but ETCS information. This will be programmed with ZUB and based on:  ca. 7‘500 with SIGNUM SIGNUM data. Such  ca. 3‘000 with ZUB & installations are called :  Level 1 Limited Supervision SIGNUM  EuroZUB Priority will be on the North –  EuroSIGNUM South Corridor until 2012.

Interoperability Increase of capacity 0 5 0 0 7 5 5 3 1 2 2 1 6 1 1 0 0 0 0 0 0 0 0 0 2 2 2 2 2 2 2 2

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Mendrisio

Balerna Varese © Siemens AG 2012 CHIASSO Sm CHIASSO Vg page 37 Wildenrath, 17 February 2012 Infrastructure & Cities Sector, Mobility and Logistics

SBB • Infrastruktur Projekte • PJ-NEP-SLT • 16.12.2011 37 Level 1 LS Implementation in Switzerland General concept is quite straight forward

ZUB-Signal Adapter replaced by LEU

SIGNUM / ZUB removed

Eurobalises installed

In reality the complexity is g s n i l m quite significant due to l e a t n historically grown variety s y g i of interlocking types S S and of technical implementations s g e n i c l l a a f r n e g t

Do55 Do67 SpDrS LWL MSTT i n S I

s f n o o i s t g a n r i e k n c e o l g r

Do55 Do67 Do69 SpDrS Simis- Simis- Simis- . r e t

C IS W a n v I

ETCS L1 LS Network Wide Rollout

Relay-interlockings and electronic Electronic nterlockings with MSTT interlockings without MSTT type type element controllers element controllers

MiniLEU S11 LEU S21MS ULK approx. 5000 signals approx. 2000 signals approx. 1500 signals

Eurobalise S11 Eurobalise S21 Euroloop S21

LEU S21

.cabin

.LEU

.signal circuit .power supply

.Balise S.21 .Balise S.21

.Balise S.21 .Balise S.21 miniLEU

.MiniLEU S.11

.Signal circuit

.Balise S.21 .Balise S.21

.LP..-Balise S.11 .LP..-Balise S.11 © Siemens AG 2012 page 42 Wildenrath, 17 February 2012 Infrastructure & Cities Sector, Mobility and Logistics Level 1 LS Implementation in Switzerland Optimized solution for stop / warning / proceed

A special LEU has been developed for the large number of signals where only a stop / warning / proceed supervision is required (MiniLEU S11) with the following advantages: . No external power supply required, zero power consumption . Connects to existing relay contacts that control the SIGNUM, nor requiring any changes to the signal interface . As a consequence very fast installation and commissioning, minimizing impact on operation . Significantly higher safety level compared to existing SIGNUM through failure detection and self testing

An improved version of the already proven LEU, the S21 MS has been developed to cope with some of the issues of the L1 LS rollout: . Engineered data stored in external cartridge . Reduced time for programming . Extended diagnostics supports paperless commissioning

SBB and Siemens have jointly optimized the whole engineering process, redefining the work split to minimize the number of both engineering and verification steps. Based on that Siemens optimized the whole tool chain used for engineering, installation, commissioning and verification.

The whole tool chain used by both SBB and Siemens has also been optimized and based on a common database. This allows to at least partially automate the engineering steps. Also many verification and validation steps can be automated. As a result the amount of work required for engineering can be minimized and the number of errors reduced.

Standardized variants have been defined to replace the existing train control systems with LEU‘s where braking curve is required Where only stop/warning/proceed is required no changes to the existing infrastructure are required as the MiniLEU interfaces directly to the existing SIGNUM relay contacts Obsolete components are being removed during installation

These measures help reducing installation cost, but also life cycle cost as maintenance is simplified

30.05.2011

Installation of one of the L1 LS MiniLEU prototypes used for extended field trials

Key element of the Swiss ETCS rollout is the very fast conversion of all existing installations of ZUB and Signum to ETCS L1 LS

30.05.2011