European Train Control System

ETCS "Eurobalise" transceiver, installed between rails, provides information to ETCS trains.

The European Train Control System (ETCS) is a signalling, control and train protection system designed to replace the many incompatible safety systems currently used by European railways, especially on high-speed lines.

History

European railway networks grew as separate national networks with little more in common than standard gauge. Notable differences include different voltages, loading gauge, coupling systems, signalling and control systems. Until the end of the 1980s, the development of train control systems had reached a point that 14 national standards were in practical use across the European Union. The advent of high speed train transport showed that the old signalling based on lineside signals is insufficient.

Both factors led to efforts to reduce the time and cost of cross-border traffic in the future. On 4 and 5 December 1989, a working group including the transport ministers resolved a master plan for a trans-European high-speed rail network which was the first time some European Train Control System was mentioned - the commission communicated the decision to the council which approved the plan in its resolution of 17 December 1990. This led to a resolution on 91/440/EEC as of 29 July 1991 that mandated the creation of a requirements list for the interoperability in high-speed rail transport. Prior to that the train manufacturer industry as well as the rail network operators had agreed on creation of interoperability standards in June 1991. Until 1993 the organizational framework was created to start technical specifications that would be published as TSI standards (Technical Specifications for Interoperability). The mandate for TSI was resolved by 93/38/EEC. Two years later in 1995 a development plan was created that would first mention some European Rail Traffic Management System to be created.

The specification was written in 1996 in response to EU Council Directive 96/48/EC99 of 23 July 1996 on the interoperability of the trans-European high-speed rail system. First the European Railway Research Institute was instructed to formulate the specification and about the same time the ERTMS User Group was formed from six railway operators that took over the lead role in the specification. The standardisation went on for the next two years and it was felt to be slow for some industry partners - 1998 saw the formation of the UNISIG (Union of Signalling Industry) including Alstom, Ansaldo, Bombardier, Invensys, Siemens and Thales which were to take over the finalization of the standard. In July 1998 the SRS5a (System Requirement Specification 5a) documents were published that formed the baseline for technical specifications. UNISIG provided for corrections and enhancements of the baseline specification leading to the "Class P" specification in April 1999.

The baseline specification has been tested by six railway companies since 1999 as part of the European Rail Traffic Management System The railway companies defined some extended requirements that were included to ETCS (e.g. RBC-Handover and track profile information) leading to the Class 1 Version 2.0.0 specification of ETCS that was published in April 2000. Further specification continued through a number of drafts until UNISIG published the SUBSET-026 definining the current implementation of ETCS signalling equipment - this Class 1 Version 2.2.2 was accepted by the European Commission in decision 2002/731/EEC as mandatory for high-speed rail and in decision 2004/50/EEC as mandatory for conventional rail. The SUBSET-026 is defined from eight chapters where chapter seven defines the ETCS language and chapter eight describes the balise telegram structure of ETCS Level 1. Later UNISIG published the corrections as SUBSET-108 also known as Class 1 Version 2.2.2 "+" that was accepted in decision 2006/679/EEC.

The earlier ETCS specification did contain a lot of optional element that did limit the interoperability. The Class 1 specifications were revised in the following year leading to the Version 2.3.0 document series that was set mandatory by the European Commission in decision 2007/153/EEC on 9 March 2007. The Annex A describes the technical specifications on interoperability for high-speed (HS) and conventional rail (CR) transport. Using Version 2.3.0 a number of railway operators started to deploy ETCS on a large scale for example the Italian Sistema Controllo Marcia Treno is based on ETCS Level 1 balises. Further development concentrated on compatibility specification with the earlier "Class B" systems leading to specifications like EuroZUB that continued to use the national rail management on top of Eurobalises for a transitional period. Following the experience in railway operation the ERA (European Railway Agency) published a revised specification Class 1 Version 2.3.0 D ("debugged") that was accepted by the European Commission in July 2008.

The final ETCS is divided up into nine different equipment and functional levels. The definition of the level depends on how the route is equipped and the way in which information is transmitted to the train. The movement authority (“permission to proceed”) and the corresponding route information are transmitted to the train and displayed in the cab ("cab signalling"). A vehicle fitted with complete ERTMS/ETCS equipment (EuroCab) and functionality can operate on any ETCS route without any technical restrictions.

While some countries switched to ETCS this was not the case for German and French railway operators that already had introduced a modern type of train control system so that they would have no actual benefit. Instead ideas were introduced on new modes like "Limited Supervision" (known at least since 2004) that would allow for a low cost variant, a new and superior model for braking curves, a cold movement optimization and additional track description options. These ideas were compiled into a "baseline 3" series by the ERA published as a Class 1 Version 3.0.0 proposal on 23 December 2008. The first consolidation (3.1.0) of the baseline 3 proposal was published by ERA on 26 February 2010 and the second consolidation (3.2.0) on 11 January 2011. Completion of the baseline 3 series is scheduled for 2012. The German Deutsche Bahn has since announced to equip at least the TEN Corridors running on older tracks to be using either ETCS Level 1 Limited Supervision or ETCS Level 2 on high-speed sections.

Current work continues on ETCS Level 3 definition with low cost specifications (compare ERTMS Regional) and the integration of GPRS into the radio protocol to increase the signalling bandwidth as required in shunting stations.

The development of ETCS has matured to a point that cross-border traffic is possible and some countries have announced a date for the end of life of older systems. Apart from smaller test tracks the first contract to run the full length of a cross-border railway with ETCS was closed between Germany and France in 2004 referring to the high-speed track from Paris to Frankfurt (including LGV Est) - the connection was opened in 2007 (using ICE3MF) to be operational with ERTMS trains by 2016. The Netherlands, Germany, Switzerland and Italy have a commitment to open the freight rail track on Corridor A at the full length from Rotterdam to Genoa by the start of 2015. France will drop the usage of KVB on high-speed lines by 2017 in favor of ETCS Level 2. Switzerland will switch from ZUB/Signum to ETCS Level 1 for conventional rail in 2018. Germany will start replacing all PZB and LZB systems in 2015 to be finished by 2027. Additionally a number of non-European countries are starting to deploy ERTMS/ETCS on new tracks including China, Korea, New Zealand, India, Kazakhstan, Saudi Arabia, Libya, Algeria and Mexico. Australia will switch to ETCS on some dedicated lines starting in 2013.

Levels of ETCS

ETCS – Level 0

Level 0 is when an ETCS vehicle is used on a non-ETCS route. The trainborne equipment monitors the train for maximum speed of that type of train. The train driver observes the trackside signals. Since signals can have different meanings on different railways, this level restricts drivers to one railway. If the train has left a higher level ETCS, it might be limited in speed globally by the last balises encountered.

ETCS – Level 1

ETCS Level 1 Schematic (text in German)

ETCS Level 1 is a cab signalling system that can be superimposed on the existing signalling system, i.e. leaving the fixed signal system (national signalling and track-release system) in place. "Eurobalise" radio beacons pick up signal aspects from the trackside signals via signal adapters and telegram coders (Lineside Electronics Unit - LEU) and transmit them to the vehicle as a movement authority together with route data at fixed points. The on-board computer continuously monitors and calculates the maximum speed and the braking curve from this data. Because of the spot transmission of data, the train must travel over the Eurobalise beacon to obtain the next movement authority. With the installation of additional Eurobalises ("infill balises") or a EuroLoop between the distant signal and main signal, the new proceed aspect is transmitted continuously. The EuroLoop is an extension of the Eurobalise over a particular distance which basically allows data to be transmitted continuously to the vehicle over cables emitting electrical radiation. A radio version of the EuroLoop is also possible.

For example, in Denmark and Sweden, the meanings of single green and double green are contradictory. Since ETCS Level 1 knows the difference, drivers can drive beyond the national borders safely.

Deployment

In Europe, several ETCS Level 1 installations are operational. It is also deployed on the Beijing–Tianjin Intercity Rail line in northeast China. In Hungary, there are two ETCS Level 1-equipped lines (Budapest-Hegyeshalom and Zalacséb-Hódos). Croatian railways (HZ) are installing ETCS Level 1 on the Vinkovci - Tovarnik line. In Slovakia is developed on the main line Bratislava - Košice, nowadays only the section between Bratislava (eastbound from station Bratislava-Rača) and Nové Mesto nad Váhom is deployed (the entire line to follow). The malus of the Level 1 is that the speed is restricted to 160 km/h only; the distance between the signals does not allow speeds higher than this. In Poland, ETCS Level 1 was installed in 2011 on the CMK high speed line between Warsaw and Katowice-Kraków, allowing speeds to be raised from 160 km/h (99 mph) to 200 km/h (124 mph), and eventually to 250 km/h (155 mph). The Polish CMK line was built in the 1970's designed for 250 km/h speeds, but was never operated above 160 km/h due to lack of cab signalling, which is now provided using ETCS Level 1.

Limited Supervision

Limited Supervision mode allows for the ETCS cab computer to disregard some information in comparison to the traditional Full Supervision mode. Formally this is possible for all ETCS levels but it is most commonly used with Level 1 - specifically the ETCS equipment is only used to control the safety restrictions while the communication of a Movement Authority is left to other systems. This allows older tracks to be rebuilt by adding ETCS L1LS equipment where Movement Authority is derived from the existing lineside equipment or radioed by GSM-R. Studies have shown that ETCS L1LS has the same capacity as plain ETCS L1 for half the cost which has led to railway operators pushing for the inclusion of Limited Supervision into the ETCS standard. However this had been delayed until the successor Version 3.0.0+ of ETCS which is planned to be available as a legal foundation not earlier than (the end of) 2012.

Limited Supervision mode was proposed by RFF/SNCF (France) based on a proposal by SBB (Switzerland). Several years later a steering group was announced in Spring 2004. After the UIC workshop on 30 June 2004 it was agreed that UIC should produce a FRS document as the first step. The resulting proposal was distributed to the 8 administrations that were identified: ÖBB (Austria), SCNB/NMBS (Belgium), BDK (Denmark), DB (Germany), RFI (Italy), CFR (Romania), Network Rail (UK) and SBB (Switzerland). After 2004 the German Deutsche Bahn took over the responsibility for the change request.

In Switzerland the Ministry of Transport BAV announced in August 2011 that beginning with 2018 the Eurobalise-based EuroZUB/EuroSignum signalling will be switched to ETCS Level 1 Limited Supervision (high-speed lines are already using ETCS Level 2). The north-south corridor will be switched to ETCS by 2015 according to international contracts regarding the TEN-T Corridor-A from Rotterdam to Genoa (European backbone).

ETCS – Level 2

ETCS Level 2 Schematic (text in German)

ETCS Level 2 is a digital radio-based signal and train protection system. Movement authority and other signal aspects are displayed in the cab for the driver. Apart from a few indicator panels it is therefore possible to dispense with trackside signalling. However, the track-release signalling and hence the train integrity supervision still remain in place at the trackside. All trains automatically report their exact position and direction of travel to the Radio Block Centre (RBC) at regular intervals. Train movements are monitored continually by the radio block centre. The movement authority is transmitted to the vehicle continuously via GSM-R together with speed information and route data. The Eurobalises are used at this level as passive positioning beacons or “electronic milestones”. Between two positioning beacons the train determines its position via sensors (axle transducers, accelerometer and radar). The positioning beacons are used in this case as reference points for correcting distance measurement errors. The on-board computer continuously monitors the transferred data and the maximum permissible speed.

Deployment

Several ETCS Level 2 installations in Switzerland, Italy, the Netherlands, Germany, France, Sweden, and Belgium are operational. For example, ETCS Level 2 is used on the Rome–Naples high-speed line, opened in December 2005.

In December 2008, Denmark announced plans for the conversion of its entire national network to ETCS Level 2. This was necessitated by the near obsolete nature of parts of its network. The total cost of the project is estimated at €3.3bn, with conversion beginning in 2009 and projected for completion in 2021.

In July 2009 Ansaldo STS is awarded a contract to install ETCS Level 2 in Libya.

ETCS Level 2 is deployed on the 1,000 km Wuhan–Guangzhou High-Speed Railway.

In July 2009 the European Commission announced that ETCS is now mandatory for all EU funded projects which include new or upgraded signalling, and GSM-R is required when radio communications are upgraded.

In October 2010, ETCS Level 2 began to be used by passenger trains on the Cambrian Line in Wales; this is a trial before wider deployment across the UK.

In August 2010, Botniabanan in Sweden was inaugurated. The new railway uses ETCS Level 2.

ETCS Level 2 is installed on the Ankara – Konya high speed line in Turkey, designed for 250 km/h (155 mph) speed. The high-speed line has reduced Ankara-Konya travel times from 10-1/2 hours to 75 minutes.

In October 2011 ETCS Level 2 was commissioned on the Madrid-Barcelona high-speed rail line in Spain, allowing the speed of the fastest trains to be raised to 310 km/h (193 mph) and Madrid-Barcelona travel times to be reduced to 2 hours 30 minutes.

ETCS – Level 3

ETCS Level 3 Schematic (text in German)

In Level 3, ETCS goes beyond the pure train protection functionality with the implementation of full radio-based train spacing. Fixed track-release signalling devices (GFM) are no longer required. As in ETCS Level 2, trains find their position themselves by means of positioning beacons and via sensors (axle transducers, accelerometer and radar) and must also be capable of determining train integrity on-board to the very highest degree of reliability. By transmitting the positioning signal to the radio block centre it is always possible to determine which point on the route the train has safely cleared. The following train can already be granted another movement authority up to this point. The route is thus no longer cleared in fixed track sections. In this respect ETCS Level 3 departs from classic operation with fixed intervals: given sufficiently short positioning intervals, continuous line-clear authorisation is achieved and train headways come close to the principle of operation with absolute braking distance spacing (“moving block”). Level 3 is currently under development. Solutions for reliable train integrity supervision are highly complex and are hardly suitable for transfer to older models of freight rolling stock.

ERTMS Regional

A variant of ETCS level 3 is ERTMS Regional, which has no moving blocks. It will have lower costs (since track-release signalling devices are not used) and be suitable for lines with low traffic volume. These usually have no automatic train protection system today.

As a pilot stretch, the railway between Malung and Borlänge (Västerdalsbanan) in Sweden will be operating with ERTMS Regional during 2010. In November 2010 demonstration runs were started using ERTMS Regional. Foreign visitors, for example from Network Rail were attending these demonstration runs.

GNSS-2

Instead of using fix-data balises to detect the train location recognition there may also be "virtual balises" based on satellite navigation and Differential GPS as it was researched by the UIC (GADEROS/GEORAIL) and ESA (RUNE/INTEGRAIL). The introduction depends on the future functionality of the EGNOS-supported Galileo satellite system. Experiences in the LOCOPROL project show that real balises are still required in railway stations. The successful usage of satellite navigation in the GLONASS-based Russian ABTC-M block control has triggered the creation of the ITARUS-ATC system that integrates ETCS Level 2 RBC elements - the manufacturers Ansaldo STS and VNIIAS aim for certification of the ETCS compatibility of this system.

Train-borne equipment EVC and STM

European trains will be fitted with an ERTMS on-board system composed of a computer (EVC) and its peripheries, as the ERTMS system is deployed on rail networks throughout Europe. At this moment only certain corridors have been fitted for ERTMS. Trains running on these lines must therefore be equipped to run on both ERTMS lines and classic lines, which still rely on national (Class B) systems. Such a dual system is called a Eurocab. A STM (Specific Transmission Module) is a key element within the Eurocab. The STM handles the national Class B Automatic Train Protection Systems like PZB, Memor, ATB.

ETCS Test Laboratories

Currently, three ETCS Test Laboratories work together to bring support to the industry. More information can be found under the following addresss, http://www.etcs-test-laboratories.eu/

• Multitel has become accredited ISO17025 for EVC Test (Subset-076 / Subset-094) since February, 22nd 2011.

In order to be a reference laboratory ERA is requesting the laboratories to be accredited ISO17025.

ETCS Corridors

Based on the proposal for 30 TEN-T Priority Axes and Projects during 2003 a cost/benefit analysis was performed by the UIC which was presented in December 2003 ("Implementing the European Train Control System - Opportunities for European rail Corridors", P. De Cicco). This study identified 10 rail corridors covering about 20% of the whole TEN network that should be given priority in changing to ETCS. These rail axis were included in the decision 884/2004/EC by the European Commission.

In 2005 the UIC combined the EC priority axis into the following ERTMS/ETCS Corridors that were subject to international development contracts:

• Corridor A: Rotterdam - Duisburg - Basel - Genoa
• Corridor B: Naples - Bologna - Innsbruck - Munich - Berlin - Stockholm
• Corridor C: Antwerp - Strasbourg - Basel / Antwerp - Dijon - Lyon
• Corridor D: Valencia - Barcelona - Lyon - Milan - Turin - Trieste - Ljubljana - Budapest
• Corridor E: Dresden - Prague - Vienna - Budapest - Constanta
• Corridor F: Aachen - Duisburg - Hanover - Magdeburg - Berlin - Poznan - Warsaw - Belarus

The Trans-European Transport Network Executive Agency (TEN-T EA) publishes ERTMS funding announcements showing the progress of trackside equipment and onboard equipment installation. Corridor A gets the trackside equipment from January 2007 to December 2012 (2007-DE-60320-P German section from Betuweroute to Basel) and June 2008 to December 2013 (2007-IT-60360-P Italian section). The Betuweroute in the Netherlands is already using ETCS Level 2 and Switzerland will switch to ETCS in 2015. Corridor B gets trackside equipment from January 2007 to December 2012 (2007-AT-60450-P Austrian part) and January 2009 to December 2013 (2009-IT-60149-P Italian section from Brenner to Verona). Corridor C gets trackside equipment from May 2006 to December 2009 (2006-FR-401c-S LGV-Est). Corridor D gets trackside equipment from January 2009 to December 2013 (2009-EU-60122-P Valencia to Montpellier and Torino to Ljubljana/Murska). Corridor E gets trackside equipement from June 2008 to December 2012 (2007-CZ-60010-P Czech section) and May 2009 to December 2013 (2009-AT-60148-P Austrian section via Vienna). Corridor F gets trackside equipment form January 2007 to December 2012 (2007-DE-60080-P from Aache to Duisburg/Oberhausen).

The Corridor A has two routes in Germany - the double track east of the Rhine (rechtsrheinisch) will be ready with ETCS in 2015 (Emmerich, Oberhausen, Duisburg, Düsseldorf, Köln-Kalk, Neuwied, Oberlahnstein, Wiesbaden, Darmstadt, Mannheim, Schwetzingen, Karlsruhe, Offenburg, Basel) while the upgrade of the double track west of the Rhine (linksrheinisch) will be postponed. The Corridor F will be developed in accordance with Poland as far as it offers ETCS transport - the section Frankfurt - Berlin - Magdeburg will be ready in 2012 and section from Hanover to Magdeburg - Wittenberg - Görlitz will be ready in 2015. At the other end of Corridor F the section from Aachen to Oberhausen will be ready in 2012 while the missing section from Oberhausen to Hanover will be ready until 2020. The other two corridors are postponed and Germany chooses to support the equipment of locomotives with STMs to fulfill the requirement of ETCS transport on the corridors,

Logo

In October 2010 a logo was adopted for ERTMS, which oversees ETCS.

See also

• Train protection system
• Automatic Train Protection
• Interoperable Communications Based Signaling
• Communication-based_train_control

External links

• Commission facilitates interoperability for Europe's trains
• ETCS homepage of the UIC
• BNET United Kingdom: Can ERTMS/ETCS become URTMS/UTCS?