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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 [email protected]
Paul TittertonDigital Railway
Operations Specialist
07771 828 [email protected]
Neil OvendenSupply Chain Lead
.
07824 410 [email protected]
Andrew GrahamDigital Railway
Operations Support
07795 126 [email protected]
Phil BarrettNew Technology Introduction
Team Leader
07767 644 [email protected]
Susan NicholCapacity & Performance
Specialist
07920 535 [email protected]
Chris MassonERTMS Systems Specialist
07818 529 [email protected]
Ian SimmondsERTMS UK Traincrew
Training Manager
07919 553 [email protected]
Steve ReynoldsERTMS Fleet Engineer
07764 835 [email protected]
Thank you for your attention