ETCS:

Infrastructure Changes

What is fitted to the infrastructure?

• Radio Block Centre• Similar architecture to EVC

• Link to FTNx and Interlocking

• Data Recording

• Operations and Maintenance Terminal

Key Infrastructure Equipment

• Radio Block Centre• Similar architecture to EVC

• Link to FTNx and Interlocking

• Data Recording

• Operations and Maintenance Terminal

• Euro-Balises• Switchable Balises and Lineside Encoder Units (LEU)

• Passive Balises

Key Infrastructure Equipment

• Radio Block Centre• Similar architecture to EVC

• Link to FTNx and Interlocking

• Data Recording

• Operations and Maintenance Terminal

• Euro-Balises• Switchable Balises and Lineside Encoder Units (LEU)

• Passive Balises

• Signage• Stop Markers

• Cab Entry / Exit Boards

• Degraded Speed Boards in km/h

Key Infrastructure Equipment

• Radio Block Centre• Similar architecture to EVC

• Link to FTNx and Interlocking

• Data Recording

• Operations and Maintenance Terminal

• Euro-Balises• Switchable Balises and Lineside Encoder Units (LEU)

• Passive Balises

• Signage• Stop Markers

• Cab Entry / Exit Boards

• Degraded Speed Boards in km/h

Key Infrastructure Equipment

Additional Components

• Track Detection• Axle Counters

• Track Circuits

Additional Components

• Track Detection• Axle Counters

• Track Circuits

• Legacy Signalling • lights on sticks

• Semaphore

• Signalling Panels

Additional Components

• Track Detection• Axle Counters

• Track Circuits

• Legacy Signalling • lights on sticks

• Semaphore

• Signalling Panels

• Class B Safety Systems• TPWS / AWS

• BR ATP (Western / Chiltern)

Installation Options – Reference Design

• The on-board system is tightly defined in the TSI - it should be able to operate anywhere

• The trackside TSI defines messages but not their application

• This allows flexibility to design for the required functionality

• Network Rail looked to produce a consistent reference design that we could base everything from

Installation Options – Reference Design

• First, understanding how the railway needs to work

• Breaking the journey of a train into small units

• Each unit is a facility – defined in the Reference Design

• The route can be built from a sequence of facilities

Train starts in depot (start of mission

process)

Train enters ETCS area in Level 1

Train transitions to Level 2

Movement Authority (MA) is extended

several times

Train approaches occupied terminal

platform & transitions to OS mode

Coupling takes place in OS

Driver closes cab and changes ends.

Driver enters new leading cab and

undertakes start of mission

Train obtains first movement authority

Train Dispatch takes place

MA is extended several times

Train approaches critical routing point & routing information is

provided

Train is stopped on approach to junction

MA is extended

Typical Journey

Typical Journey

Typical Journey

Installation Options – Designing a Scheme

• No longer constrained by aspect sequences, signal spacing or the worst performing train brake on the route

• ERTMS allows the line to be cut up into as many or as few sections as we need to meet the operational targets.

• Short sections increase capacity i.e. around junctions/stations

• Longer sections allow faster running in degraded operations

Installation Options – Designing a Scheme

• Balises can also be spaced closer together where accurate odometry is critical i.e. approaching stations or junctions

Installation Options – An Overlay

• Fitting ETCS over conventional copies existing spacing

• Unfitted trains and untrained drivers can continue on route

• Fitted trains reap benefits of braking later and ATP safety

Yards and Depots

• Full ETCS is unrealistic

• Level NTC – movement authority received from lineside signal or Shunter’s hand signals – as today

• Level 1 launch at outlet to reduce distance taken to transition and protect mainline

Scheme Design – Level 1 Launch

• Offers L1 MA from last depot signal onto the mainline while the EVC is still connecting to the RBC

• Trains can connect to L2 later in the transition process

• L1 Launch allows train to transition in short space without stopping

ETCS:

Operational Considerations

Operational Consideration

Data Entry:

• Input of data takes time

• Must be accurate

• Non-fixed formation trains - critical task

• Still required for Level 0 and Level NTC

Operational Considerations

Action Time Taken Comments

Open cab and boot up 57 secs Can be longer in other cab

Start of Mission (SoM) 1 sec

Driver ID 2 secs

Change level ( 35 secs ) Only required from cold start

Connection to RBC 20 secs

Train data entry 30 secs

Select start 4 secs

Total114 secs

(2mins 54 secs)

Route open (Signal as now cleared)

Note: 35secs longer if cold start

Data Entry:

Example Times

Train Awakening & Cold Movement Detection

If the train is in an:

• Unknown position the train starts in SR mode

• Invalid position the train starts in SR mode

• Known position the train starts in OS mode

EVC1EVC2

FS MA supported by route set

Gap to be bridged

Route set in interlocking from 301 to 303

1G27

RSP301 RSP303

RSP340 RSP338

Further Operations Considerations

• Station Dispatch with no line-side signals (Level 2 and 3)

• Degraded Working

• Train-borne, non ERTMS Failures and Issues

• Temporary Speed Restrictions (TSRs)

• Safety

• Capacity and Performance Improvements

TM:

Traffic Management

Traffic Management

Train service delivery today:

• Control and signalling in multiple locations

• Current plan delivery based on best guess prediction from various systems

• Communications and delivery of planned changes

Traffic Management:

• Takes input from various systems

• Identifies conflicts

• De-conflicts, predicts, delivers plan or gives options

• Users are aware of the changes as systems are updated

Traffic Management: The Journey so far…

• Concept of operations

• Requirements

• ITT

• Use cases / scenarios

• ITT reviews

• Model office

• Contract award

Plan Re-plan

C-DASIncident

Management

Stock & Crew

Customer information

Traffic Management System

Plan Re-plan

Operations Decision

Support Tool (Isolated)

IntegratedInterfaced

Traffic Management: Key System Elements

• LINX: Layered Information Exchange System;

• Developed to integrate 3rd party systems with a Signalling systems

• RIFs (Remote Interfaces) • Allows use of different interlockings to

be integrated.

• Functions as data protocol converter between signalling control system and interlockings.

Traffic Management: Key System Elements

• LINX: Layered Information Exchange System;

• Developed to integrate 3rd party systems with a Signalling systems

• RIFs (Remote Interfaces) • Allows use of different interlockings to

be integrated.

• Functions as data protocol converter between signalling control system and interlockings.

Areas of Control and Reconfiguration

• Workstation = Area of Control (AoC)

• AoC broken down into ‘Zones’ as defined by Route

• System provides reconfiguration of safety control layer to manage workload

• Telephony and signalling control move together

Zone 1SSI A

Zone 2SSI B

Zone 3SSI C

Zone 4SSI D

Zone 5SSI E

Workstations

Zones

Workstation 1 Workstation 2

Areas of Control and Reconfiguration

• Workstation = Area of Control (AoC)

• AoC broken down into ‘Zones’ as defined by Route

• System provides reconfiguration of safety control layer to manage workload

• Telephony and signalling control move together

Zone 1SSI A

Zone 2SSI B

Zone 3SSI C

Zone 4SSI D

Zone 5SSI E

Workstations

Zones

Workstation 1 Workstation 2

Traffic Management: Human Machine Interface

Traffic Management: Workstations

• Traffic Management interface with emphasis on dispatch management

• Integrated telecoms

• Keyboard and mouse control – no fixed desk-mounted tracker ball

• Safety layer controls via drop-down menus

• Screen views customisable by operator

• Early adopters have segregation of safety and planning activities

Line Graph (Route Setting Mimic)

Graphical display of line of route – can be used for simple re-routing via drag and drop

Train Graph (time/distance graph)

Used for conflict detection and resolution.

Can be used for routing and scheduling.

Platform Docker

Used for conflict detection and resolution - conflicts mirrored in Train Graph.

Simple re-platforming by drag and drop.

Operator confirms changes.

Connection Graph

Displays connections /

associations between resources.

Relies on accurate stock and

crew data being provided.

Task Allocation - Who’s doing what?

TM Interface

Conflict management

Train movement

management and validation

Resource management

Contingency planning

Train movement enquiries

Safety Interface

Manual route management

Manual point control

Signal group replacement

Apply protection

and inhibits

Area of control

management

Alarm management

Automatic Setting of Routes

• TM Plan Re-plan defines the planning intent – Automatic Setting of Routes executes that planning intent

• A continuously rolling time window sent to Automatic Setting of Routes from the Current Plan so captures updates to timetable

• Key difference from existing ARS: if the plan changes, so does Automatic Setting of Routes

• Less manual route setting

-10-20-30 +10 +20 +30 +40 +50 +60 +70 +80 +90 +100 +110+120

T=0

‘Now’

‘Past’ ‘Future’

Time

Stock and Crew Systems

• Stock and crew management today

• There are many different systems, for example: • VoyagerPlan

• Genius

• Tracsis

• Crew Plan

• Manual input in spreadsheets!

• Why is stock and crew important to plan re-plan?

Connected – Driver Advisory System (C-DAS)

• Development of existing DAS systems

• C-DAS is updated by a traffic management system

• Principle tested at Heathrow Airport Junction

• ConOps & requirements provided

• Still under development

• Need to understand the link to ATO

COMPASS

• COMbined Position and Alternative SignallingSystem

• Supports limited service during signalling failures

• Improvement over Temporary Block Working (TBW)

• GPS monitoring of trains position

• Monitoring infrastructure equipment statuses (S&C, level Crossings)

• Demonstrator by end of 2017

Customer Information System (CIS) - DARWIN

• Darwin now running for two years, takes feeds from CIF and changes from Ops through; Nexus Alpha, CIS/Darwin terminals, TD.Net and TRUST etc.

• Next stage will see information onto trains, up to 80% network coverage by end of CP5

• Train location and movement by GPS (and other inputs), in 2018, will also feed into Darwin

• Use of GSM-R registration message, currently in detailed design phase, planned to go live later in 2017 feeding into Darwin

• TM, Thameslink & C2C initially planned to take feeds via LINX into Darwin PPTE, prior to go live

• Work stream also looking at passenger loading using a combination of inputs such as weight

Further Reading

• Digital Railway website

• IRO website

• ERTMS website

• Compendium of ERTMS

(ISBN 978-3-7771-0396-9)

• ETCS System Description

GE/GN8605 Issue One: February 2010

• British Application of ERTMS The Operational Concept Level 0 and Level 2 Without Lineside Signals

• ERA Introduction to ETCS Braking Curves

ERA_ERTMS_040026

Meet the New Technology Team

Gary CooperDirector of Planning,

Engineering, Operations

07802 672 888gary.cooper@raildeliverygroup.com

Paul TittertonDigital Railway

Operations Specialist

07771 828 674paul.titterton@raildeliverygroup.com

Neil OvendenSupply Chain Lead

.

07824 410 684neil.ovenden@raildeliverygroup.com

Andrew GrahamDigital Railway

Operations Support

07795 126 700andrew.graham@raildeliverygroup.com

Phil BarrettNew Technology Introduction

Team Leader

07767 644 265phil.barrett@raildeliverygroup.com

Susan NicholCapacity & Performance

Specialist

07920 535 533susan.nichol@raildeliverygroup.com

Chris MassonERTMS Systems Specialist

07818 529 866chris.masson@raildeliverygroup.com

Ian SimmondsERTMS UK Traincrew

Training Manager

07919 553 471ian.simmonds@raildeliverygroup.com

Steve ReynoldsERTMS Fleet Engineer

07764 835 836steve.reynolds@raildeliverygroup.com

Thank you for your attention