Etcs Report 04

European Train Control System - ETCS

Annual Report 2004

UIC code I/92/E/051

Project Director: Mr Peter Winter, UIC / SBB Project Manager: Mr Poul Froesig, UIC / BDK Project Team: Mrs Anne Tilling, UIC / BDK

Mr Hans Paukert, UIC Mr Rolf Vinzelj, UIC Date: Copenhagen, 31 March 2005

Project funded by the UIC

ETCS UIC code: I/92/E/051

Annual Report 2004 DOCUMENT CODIFICATION REV. PAGE

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C

Copenhagen 31/3/2005

Final version MR. P. FROESIG

MANAGEMENT/STEERING COMMITTEE

Annual Report

2004

Project title ETCS

B

Copenhagen 28/2/2004

Draft MR. P. FROESIG

MANAGEMENT/STEERING COMMITTEE

REV.

DATE DESCRIPTION DRAWN UP APPROVED

ETCS UIC code: I/92/E/051


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Table of Contents

TABLE OF CONTENTS 3

1 SUMMARY PAGE 5

1.1 INTRODUCTION 5

2 STATUS AND ACHIEVEMENTS DURING THE YEAR 2004 5

2.1 ETCS MIGRATION STRATEGY FOR EUROPEAN RAIL CORRIDORS 5 2.2 SUPPORT TO THE FINALIZATION OF TSI CONTROL COMMAND (CCS) FOR CONVENTIONAL

RAIL 6 2.3 ACTIVITIES OF THE ETCS PROJECT TEAM 7 2.3.1. ETCS VARIABLES 7 2.3.2. MATHEMATICAL BRAKING MODEL AND THE SERVICE BRAKE APPLICATION 7 2.3.3. SAFETY MARGINS 8 2.3.4. OUTSTANDING MATTERS TO BE SOLVED VERY URGENTLY 8 2.3.5. FEASIBILITY STUDY FOR A GUIDELINE FOR ETCS IMPLEMENTATION 9 2.3.6. FEASIBILITY STUDY FOR A GUIDELINE FOR ETCS EDUCATION 9 2.3.7. ACTIVITIES ON CORRIDOR IV AND CORRIDOR X 9 2.3.8 ETCS OPERATIONAL SIMULATION AT ÖBB AND CFR 11 2.3.9 SUPPORT TO THE AEIF CHANGE REQUEST ORGANISATION 11

3 ACTIVITIES PLANNED IN 2005 13

3.1 ETCS HANDBOOK 13 3.2 CAPACITY STUDY ÖBB AND CFR 13 3.3 FOLLOW-UP ON THE ERTMS/ETCS SPECIFICATION DEVELOPMENT 13 3.4 PARTICIPATION IN THE TSI CCS WORK 13 3.5 PARTICIPATION IN THE AEIF CCB WORK 13 3.6 CORRIDOR IV AND CORRIDOR X 14

ETCS UIC code I/92/E/051


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3.6.1 EXPECTATIONS FOR CORRIDOR IV (MAV AND CFR PART) 14 3.6.2 EXPECTATIONS FOR CORRIDOR X (SZ, H�, �TP BELGRADE, NRIC PARTS) 14 3.6.3 ACTIVITIES IN NRIC � BULGARIA 14 3.7 BRAKING 15 3.8 EUROPEAN RAILWAY INFRASTRUCTURE MASTERPLAN (CCS PART) 15

4 MANAGEMENT AND CO-ORDINATION ASPECTS 16

5 LIST OF DELIVERABLES 2004 16

6 LIST OF THE UIC STEERING GROUP MEETINGS HELD 17

ANNEX - MS PROJECT PLANNING 17



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1 Summary page

1.1 Introduction The ETCS project aims at supporting UIC member Railway administrations in their planning or realisation of ETCS applications. With the new structure of UIC, ETCS has become a common interest project, part of the Interoperability - ERTMS programme. The main focus of the work in 2004 was in the following areas: The elaboration of ETCS migration strategies on corridors including cost/benefit analysis, support for the AEIF Conventional Rail TSI CCS working group (e.g. the list of open points and the ERTMS Regional explanatory document), support for the AEIF Change Request organisation, ensuring and supporting that functions relevant for the Conventional Rail system was recognised as important functions such as infill in level 1, awakening on loops in level 1, level crossings, and at present, work is carried out to establish a good platform for the introduction of the new mode Limited Supervision, organizational work on the ETCS variables, work on the braking project phase 3, support to the ERTMS implementation on corridors in Central Europe as well as a handbook for implementation.

2 Status and achievements during the year 2004

2.1 ETCS migration strategy for European Rail corridors A cost/benefit analysis (document �ETCS migration strategies on corridors and at national level � cost/ benefit analysis�) has been elaborated by P. De Cicco on the 10 international rail corridors which have been described in the report �Implementing the European Train control System � Opportunities for European rail Corridors� (Dec. 2003). These corridors represent approximately 20 % of the TEN network. The costs and benefits arising from different migration strategies towards ETCS are presented for each of the corridors. Costs and benefits have also been determined for a more general scenario of ETCS implementation. The first information on the findings of this study was presented at the Infrastructure Commission meeting in June 2004 and was endorsed by the members. Subsequently the document was circulated among UIC members. The EC and the Industry were given a copy in July 2004 for their constructive comments. In the summer of 2004, a comparative study between the 10 UIC corridors identified and analysed by the UIC Migration strategy Group and the TEN-T priority projects proposed by the European Commission and amended with the Decision 884/2004/EC has been carried out (document: �Implementing the European Train Control System � Corridor synthesis�). The



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projects related to railways, among the 30 EC projects, fit very well with the structure of the 10 UIC corridors. They can be considered as prolongation or as upgrade of existing lines or small segments of new lines in parallel to existing ones (e.g. base tunnels). These documents are used as input for high-level meetings between EC/TREN, UNIFE/UNISIG, UIC/CER/EIM on the ETCS implementation. There is a general trend towards a corridor-oriented implementation strategy for ETCS.

2.2 Support to the finalization of TSI Control Command (CCS) for Conventional Rail

P. Frøsig has supported the development of the TSI document. During this work, several key questions were addressed and several topics were considered on behalf of the rail administrations: Infill in level 1, awakening on loops in level 1, level crossings.

At present, on CCM level, work is carried out to establish a good platform for the introduction of the new mode Limited Supervision.

In October, the Art. 21 committee will be asked by the EU to approve the TSI document for Control Command and Signalling. The accompanying report on the TSI CCS document gives a good description of the problems discussed during the elaboration of the TSI documents. The essential open points can be grouped in 4 categories:

1) Coordination with other TSI documents e.g. Operation and Rolling stock. 2) Open points in the functional specifications and relevant change requests in progress. 3) Outstanding technical specifications. 4) Additional specification work in order to encourage the open market.

This accompanying report does not have any legal validity. It was therefore agreed at the TSI CCS meeting to have the open points listed together with a short description in the TSI itself in a new annex G.

Regarding the above point 4, a DB proposal has been submitted regarding which interfaces should be further developed (the white box approach).

The elaboration of chapter 7 which is dealing with the implementation has been a long and difficult process with different versions presented for discussion.

The CCS document was approved by the Member States 23 November 2004



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2.3 Activities of the ETCS project team

2.3.1. ETCS Variables The allocation of values to the variables NID C, NID engine, NID STM and NID X User is ongoing (responsibility of UIC, as agreed with AEIF). The latest version of the ETCS variables document has been uploaded on the UIC web site (direct link from the AEIF web site also) on 7 June 2004. For the NID STM, a draft proposal elaborated by UNISIG is published in August 2004. The EEIG and UNISIG are still working on this document; a publishing is planned for spring 2005.

For the NC Diff and NC Train, a draft proposal elaborated by UIC/AEIF specialists has been published and the TSI groups Infrastructure and Rolling Stock are to give comments or suggest amendments to the proposal in order to obtain a version which is so stable that it can be uploaded and used in the coding of the balises. UNISIG is also asked to give comments on this proposal.

As to the NID Q Text, the rules writing group will draft a first proposal when the overview is established.

For the variables M Loading Gauge and M Traction, the AEIF has drafted an initial paper to be discussed in the respective TSI groups.

2.3.2. Mathematical braking model and the service brake application The project team working on ERRI WP B 126.15 has been tasked with the development and testing of a mathematical braking model.

The "Presciani" group of braking experts has proposed one common model for modelling curves "instantaneous deceleration versus speed" for mixed trains and based on the commonly used method for braked- weight calculation. This model has been presented to the UIC Braking Steering group. For certain train configurations, the available base of test data to verify the model was insufficient; therefore additional tests had to be performed between July and September 04. Some administrations have claimed that the braking algorithms are too pessimistic, and that a review of the work carried out so far is needed. On this behalf it was decided that the algorithm would be introduced into the TSI as a basic model for all train configuration for which train length and λ-value and brake position are the only parameters available. For train configurations with more detailed knowledge about their braking equipment (e.g. disc brakes, electromagnetic track brakes, brake accelerators etc.) the Working Group will try to create specific models which will generate deceleration curves that will follow more accurate the actual deceleration of the train and so improve line capacity.

Due to the fact that the service brake application was an open point, it was only defined as optional in the UNISIG SRS specification, and the so-called feedback from the braking system to the ETCS system was not specified at all, it was requested at the last UIC braking steering group meeting in December to clarify these two topics.



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It is essential that the braking model is tested in one or more countries with trains where the ETCS computer has been reprogrammed and that the trackside coding of the balises has been verified regarding the relevant distances on the lines where the ETCS braking tests shall be executed. For a level 1 application, this is a very important exercise for being able to judge the influence of the present line side signals regarding the distance between the signals, the maximum speed obtainable, the need for infill (balise or loop) including the cables installed in addition for this infill function.

The next update of the ETCS FRS and SRS should include the updated algorithms for braking. This update is planned for the spring of 2005. Therefore, it is strongly recommended and very important that such ETCS overall system tests are carried out very soon. It is essential that the whole ETCS braking system is tested in order to gain experience with the warning curve, service braking behaviour, the driver behaviour etc.

2.3.3. Safety margins Special attention must be drawn to the safety margins as they will have influence on this target finalising the braking algorithm on the FRS/SRS level. Therefore, ERRI WP B 126.15 is also busy with the establishment of standardized safety margins within the ETCS system based on a probabilistic approach and a risk evaluation. Initially, and by now only dealing with high-speed trains at different railways, an interim technical document containing safety margins and service regulations has been elaborated by the Working Party. It was further agreed at the UIC Braking steering group meeting on 2 July 04 that the Independent Safety Assessment (ISA) should be involved at once in order to speed up the process. At the UIC Braking steering group meeting 8 December it was recommended to introduce a national value in a transition phase, so that the countries who have a need for introducing ETCS on their conventional rail system could have options to have a workable method introduced in the ETCS system in order to avoid getting into a conflict with their present signalling system. The group, supported by the University of Florence, is currently defining a common safety target and perform a risk analysis (using statistical methods) for different types of trains to compare the actual situation with a future safety target.

2.3.4. Outstanding matters to be solved very urgently At present, the following topics are outstanding and need urgent clarification:

- the introduction of the service brake application in the rolling stock vehicles; - the introduction of the feedback from the air system to the ETCS onboard in relation to

the service brake application; - the introduction of a new wording in chapter 7 of the TSI CCS allowing a member state

to reject a train that does not have any service brake application installed; - the introduction of a national value for the safety margin in the braking algorithms; - finalisation of the ETCS FRS and SRS specifications taking the above points into

consideration; - development of specific braking models for certain train categories to improve line

capacity.



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2.3.5. Feasibility study for a guideline for ETCS implementation It was originally planned that the handbook for implementation should have been finalisethe end of 2004. Due to serious illness of the key person in question, the handbook will be delayed for some months. It is the aim to test the contents of the handbook for a le

d by

vel 1 pplication in connection with the planning and execution of the CFR part of the ETCS project

on Corridor IV. A level 2 application should be selected for tests in a similar way.

ecially at the driver�s level, which is very portant for the success of the ETCS system. We are still looking for a candidate with

operational experience to be the leader of this study.

2.3.7. Activities on Corridor IV and Corridor X

S LS (Limited Supervision) towards an ETCS level 1 application could be an

IC has also been supporting the elaboration of the call for offer document for the Romanian all for offer documents.

he work on the Corridors based on the distributed

pril in Belgrade, a presentation of the implementation of the ERTMS/ETCS system on Corridor X was held with the purpose to make signal and traffic engineers familiar with the system.

a

2.3.6. Feasibility study for a guideline for ETCS education This study aims to focus on the education needed espim

2.3.7.1 Status for the CFR part of Corridor IV (Bekescsaba – Arad, MAV-CFR) CFR and the ETCS project have investigated several aspects of possible ETCS implementation scenarios for the CFR network. One specific application of interest for several countries was specifically looked at as CFR has today all signals equipped with the �old� INDUSI 60, including many 500 Hz INDUSI magnets. The onboard functionality of reading the 500 Hz magnet is one basic difference between the �Old� I 60 version and the updated PZB 90 version of the INDUSI system which is in operation e.g. at DB. As many countries in this Central European region have the I 60 version of INDUSI in service, UIC considered together with some of the concerned rail administrations on corridor IV and X that a transition from the INDUSI I 60 system via the new mode ETCinteresting topic to have analysed. Several scenarios identifying different applications are available. Upart of Corridor IV using and testing the new UIC template for c 2.3.7.2 Status for Corridor X activities performed in 2004

In February, a first co-ordination meeting for Corridor IV and X Railways together with the industry was held in Vienna.

The aim of the meeting was to continue tproposal. The UIC has also provided a ''Common Template for Call for Offers''. The transition from INDUSI towards ETCS was discussed.

On 28 and 29 A



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The agreements for ''Loan of staff'' between UIC, S�, ZPD d.d., �TP Belgrade, NRIC and MAV were prepared according to the UIC template together with annexes for all Cross-border studies with Slovenia, Croatia, Bulgaria, Hungary and the Belgrade - Bar line.

Comparative scenarios were made at the pilot station (Kukujevci-Erdevik) for the existing system INDUSI-I60 and the ETCS system that show ''improvement possibility'' of ETCS LS on the station as well as the open line.

On 3 and 4 May, an expert meeting was held in Zagreb in context with the common activities for implementing the ETCS system on Corridor X.

The other two workshops were held in Zagreb with the following topics: - The FRS for the ETCS system was explained. - The scenarios for 4 stations in the cross-border section with �TP Belgrade on the

Belgrade - Zagreb line were elaborated. - The FRS had been translated into the corresponding national language and prepared for

the workshop. - The board of H� (the Croatian Railways) gave its approval of the ''Railway Project

community Zagreb'' for cooperation on the ETCS project with UIC and set up a working team for this project.

The Slovenian Ministry for Transport made a feasibility study together with Holland Rail Consult about the implementation of the ERTMS/ETCS system on the Slovenian railways. The study treated all important reconstruction on the signal-safety equipment for the implementation of the ETCS system.

All Layout plans with scenarios and truth-tables with LEU connections on the line Zidani Most �Dobava - Zagreb were drafted, and UIC will comment on the documents concerned in co-operation with the railways.

The Bulgarian Railways and �TP Belgrade agreed upon the cross-border section on the line Ni�-Sofia. The four stations on the Bulgarian part and three stations on the Serbian-Montenegrin side were evolved into pilot sections.

Up till now, only a principle agreement about the cross-border section on the Hungarian � Serbian-Montenegrin border on the Belgrade - Budapest line was obtained.

The implementation of ETCS on this line has been postponed due to political elections.

On 30 September, the ERTMS/ETCS meeting for Corridor X Railways was held in Zagreb.

The aim of the meeting was to accelerate ETCS activities on Corridor X and to analyse the principal problems.

On 22 December, the director general of �TP Belgrade signed the ETCS Agreements governing secondment between UIC and �TP Belgrade.



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2.3.8 ETCS operational simulation at ÖBB and CFR Together with the University of Aachen, ÖBB and CFR, a study on this topic is carried out. The university already has a simulation tool for LZB and PZB, so the first action will be to update this tool with the ETCS characteristics for Level 1 with and without infill, and for Level 2. It is the aim of the study to have a report available that documents the differences in e.g. capacity on a line with INDUSI I 60, INDUSI PZB 90, ETCS level 1 and ETCS level 1 with infill. At present, data is collected for the study of the selected parts of the lines Vienna � Salzburg and Wels - Passau, as well as a section of Corridor IV in Romania. A first draft report is expected by the middle of 2005.

2.3.9 Support to the AEIF change request organisation 2.3.9.1 Future FRS 4.29 review to be organized During the AEIF CCB meetings, the ERTMS Users Group has proposed the establishment of a review of the FRS 4.29, so that it conforms to the UNISIG SRS 3.0.0. Beyond this review, there is a need for an FRS document covering the functions needed for the Conventional Rail and where the functions needed for this operation are introduced as mandatory in the FRS in accordance with recognised change requests. The general comments elaborated in 2002 by the TSI FRS ad hoc group should also be considered. At present, the ERTMS Users Group is analysing the economical impact of such a review. This next version of the FRS will be conform to the next SRS Version 3.0.0 and also cover the functions needed for the conventional rail network. This version of the FRS should be available and referenced in the TSI CCS Annex A by the middle of 2005. UIC will deliver an input to this review. Preparatory work has been initialised in 2004 on this topic e.g. by considering the FRS for the new mode limited supervision. 2.3.9.2 Euroloop (Infill by cable) ÖBB, UIC and EEIG arranged a meeting including a trip on the ÖBB ETCS line in May 2004. It was demonstrated during the trip that the level 1 infill function is needed for capacity as well as for safety reasons. EEIG chaired the meeting where the future infill users were invited from the railways as well as the UNISIG Companies. ÖBB stated clearly that it needs a stable situation for the specifications with clear references listed in the TSI CCS Annex A due to the fact that in the near future, the ÖBB will launch a tender for the lines Vienna - Salzburg as well as Wels � Passau. A. Colaço, J. Tamarit and P. Froesig stated clearly in common that this must be the aim in 2004. 2.3.9.3 ETCS Level Crossing functions Together with the concerned Railway administrations, EEIG and PKP, the UIC ETCS project team has produced several explanatory scenarios to give a clear functional description of the future content of the SRS. At the AEIF CCB meeting 16 June, the railway requirements were



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handed over to UNISIG with the request to study and comment on the proposal and have the level crossing function introduced in version 3.0.0 of the SRS to be referenced in Annex A of the TSI CCS. IT has been agreed at the AEIF change request level (CCB) in the summer of 2004 that the level crossing functionality will be included in the next version 3.0.0. of the ETCS SRS specification. 2.3.9.4 Awakening in level 1 on EUROLOOP At the AEIF CCB meetings in January and April 2004, the Danish autorithies introduced a change request regarding awakening in level 1 on EUROLOOPs. It was concluded that the level 2 awakening problems discussed in ERTMS Users Group should be combined with the level 1 problems as they are indicated in the Danish change request, so that a total awakening philosophy for level 1 as well as level 2 can be developed. The process is developing and scenarios and explanatory documents are under elaboration by the EEIG. The basic problem for Denmark is that such a function is incorporated in the Danish ZUB system in operation on all Danish trains and ETCS would therefore in the awakening operation be less safe than the existing class B system. 2.3.9.5 New ETCS mode “Limited Supervision Several years ago, this mode was introduced as a change request by RFF/SNCF based on an SBB proposal. It was agreed at the ETCS / ETCS-LC Steering Group meeting in the spring of 2004 to arrange a workshop on this topic in order to create a better understanding for the use of this mode in a transition towards a full level 1 or 2. The introduction of this mode would also reduce the amount of different STM's onboard as the mode should be considered interoperable. Therefore, for several countries it is important to have this mode introduced in the ETCS specifications as soon as possible, so that the planning of the transitions can be undertaken and tests can be carried out. For some central European countries who have INDUSI in service today, and especially for Switzerland as a transit country, this is important. It should be mentioned that CFR and the ETCS project has developed a transition from INDUSI I 60 towards ETCS for the Romanian part of the Corridor IV line. This concept could also be used for other countries in the Balkan region. After the UIC workshop held on 30 June 2004, is was agreed that UIC should produce an FRS document (chapter) as the first step and as a stand-alone document, but prepared so that this chapter could be incorporated into the next version of the FRS without e.g. creating new conformity problems. In Limited Supervision mode, it shall be possible to use only the emergency brake for being able to mirror certain existing protection systems that today only have the emergency brake application. Thereby, also the use of the existing relays as input for the balise (a very simplified LEU SIL level 0 or 1) shall be possible. The FRS chapter has been distributed for comments to the 8 railway administrations which were identified at the workshop. The administrations are ÖBB, SNCB / NMBS, BDK (Banedanmark), DB, RFI, CFR, Network Rail, and SBB.



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Since then, several meetings have taken place between different parties also with heavy involvement from UNISIG. At the time of writing, it seems that the new LS mode will be included in the next version 3.0.0. of the ETCS SRS. DB has now replaced the RFF/SNCF as owner of the change request. 3 Activities planned in 2005

In general, support will be given to the administrations on specific topics on request as in the past.

3.1 ETCS Handbook It is the aim to apply the content of the handbook at a first implementation on an ERTMS/ETCS level 1 line at CFR. A level 2 line is proposed to be selected as well.

3.2 Capacity study ÖBB and CFR In co-operation with the University of Aachen, UIC, ÖBB and CFR, a tool will be ´finalised which allows a comparison of capacity between lines with conventional signalling (a first step equipped with Indusi) and lines equipped with ERTMS/ETCS level 1 with and without infill.

3.3 Follow-up on the ERTMS/ETCS specification development The present UIC FRS specification, version 4.29, has to be updated so that it complies with the UNISIG SRS version 3.0. Over and above, also editorial changes have to be made to avoid misunderstandings of the remaining text. This work will be performed in co-operation with the EEIG. This new revised version shall be replace the FRS 4.29 version in the TSI Annex A document.

3.4 Participation in the TSI CCS work The UIC project manager will continue to participate in the TSI CCS work and from case to case ensure support and coordination among the administrations where relevant or wanted by one or a group of administrations as in the past.

3.5 Participation in the AEIF CCB work The UIC project manager will continue to participate in the AEIF change control board (CCB) work and from case to case ensure support and coordination among the administrations where relevant or if requested by one or a group of administrations as in the past.



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3.6 Corridor IV and Corridor X It has been agreed that UIC shall continue to support the establishment of ERTMS in this central European Region. In general, it shall be considered if GSM-R voice will be introduced as part of the upgrade of the operation of the concerned corridors. Special focus is put on Corridors IV and X.

3.6.1 Expectations for corridor IV (MAV and CFR part) A first border-crossing meeting is planned for the middle of February between UIC, MAV, CFR and EU for the official presentation of the strategy for this line to EU, agree on the next milestones, the presentation of the call for offer documentation, the presentation of the implementation and testing strategy, the presentation of the time plans etc.

3.6.2 Expectations for Corridor X (SZ, HŽ, ŽTP Belgrade, NRIC parts) The Slovenian Railways plan to work on an economic analysis for the implementation of ETCS on the Zidani Most - Dobava line, and after that on a time plan for embedding the ETCS system on this line.

HŽ (the Croatian Railways) want to accomplish a Strategic Study of ETCS and GSM-R implementation on all corridor lines in Croatia.

A meeting together with the Serbian-Montenegrin Railways is provided for in the first quarter of the year.

Together with Institute ''Kirilo Savić'' and the Ministry for Science and Research, the Serbian-Montenegrin Railways (ŽTP Belgrade) want to make a Strategic Study of ETCS and GSM-R implementation on all Corridor X lines in Serbia-Montenegro.

Bilateral meetings with the Croatian and the Bulgarian Railways are foreseen very soon.

The intensive work on scenarios for all cross-border stations is on-going.

It is evident that there is a need for one or two workshops on the topics FRS and SRS of the ETCS system and to clarify some requirements.

3.6.3 Activities in NRIC – Bulgaria NRIC and �TP Belgrade agreed upon the cross-border line section. Four stations on the Bulgarian and three stations on the Serbian-Montenegrin side will be included in the pilot section. The four stations on the Bulgarian part are Kalotina zapad, Kalotina, Dradoil and Dragoman. Also under consideration is the possibility that all the stations (9 in total) from the Serbian border to Sofia may be included.

The electrification from Dragoman to the border is ongoing. The deadline for the completion of construction and power supply was the end of 2004.

For the pilot project, the requirements (functional and system) to the ETCS system will be the same as for the present project Sofia � Plovdiv � Burgas.



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3.7 Braking Finalisation of the ETCS FRS and SRS specifications taking the points mentioned above in section 2.3.5 into consideration, i.e. the definition of the revised braking algorithm for the warning, service- and emergency brake curves as well as the definition of the warning curve when only the emergency brake is applied in the case where the service brake application will not be implemented. The following reports will be delivered in 2005:

• The DB test report, • The ČD test report, • A final report of the studies of the University of Florence, • A final version of B 126 DT 407, • The revised braking algorithms including all the braking aspects (Warning, service and

Emergency curves. This is basically a deliverable of the EEIG, but financed by the UIC ETCS budget.

It has further been decided to define safety margins per interim as �national values� which will allow Group C to continue its work. As it has been decided at the last Braking Steering Committee meeting in December 2004, both Working groups will continue their activities:

• Group A will submit a final version of a basic model to convert λ into a speed dependent deceleration function to be introduced into the TSI at the next Steering Committee meeting (9 February). It shall be valid for all train configurations for which more detailed input parameters to use an enhanced model are not available.

• Group A will further develop specific conversion models taking into account the influence of the brake development time and additional parameters like disk-braked vehicles, vehicles with electromagnetic track brakes ep-brakes etc.

• After having submitted the enhanced model by the middle of 2005, Group A will produce a report containing a detailed description how the model was created, evaluated and finally improved for certain train categories.

• Group C will continue its work of creating a method to use standardized safety margins after having defined a common safety target for all kinds of trains.

• After the submission of the results, Group C will produce a report containing all information that led to this standardized safety model.

3.8 European Railway Infrastructure Masterplan (CCS part) Fundamental to a clear perspective on ERTMS, is a good technical inventory of the current signalling infrastructure along the European corridors identified by UIC in consultation with CER and EIM which now are part of the TSI CCS for conventional rail and will be the starting point for the EU deployment strategy for ERTMS.



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This inventory will be carried out in 2005 in the context of other business decisions on future traffic and investment needs and accordingly UIC is going to co-ordinate this activity very closely with the wider European Railway Infrastructure Masterplan (ERIM), which will also study

er e network corridors.

and nisation (the AEIF change request organisation) and other relevant projects inside the

Integrated ERTMS projects, especially EURO-interlocking, but also GSM-R work will be

ide support to the ETCS ongoing ctivities by participating in meeting, preparing documents for matters to be discussed and on

the other side documents/reports which are available

offers.

−

iert priority projects Participating in the AEIF TSI CCS group

−

DB AG, BV, SZ, Network

− , RENFE, BDK, CFR)

Authorities in corporation with the EEIG on the progressing on the change request Awakening on Loop in level 1

−

− Limited Supervision � Final FRS and scenarios.

−

− Documents for the ERTMS Conference � Rome, 15-17 December 2004.

− Braking curves � Test report DB.

oth infrastructure investment and traffic forecasts on the sam

4 Management and co-ordination aspects The ERTMS/ETCS project will coordinate the activities with the AEIF CCS, CCM, CCSC CCB orga

ensured.

5 List of Deliverables 2004 Basic deliverables of the UIC ETCS project is on one sa

− Common template for call for

Project annual report 2003.

− ETCS Cost/Benefit analysis.

− Allocation of NID C, NID Engine, NID X user, NID STM in the ETCS Assignment of Variables document uploading on the UIC side when relevant

− Comparison of UIC Corridor study in relation to Van M

Participating in the AEIF CCB change control board

− Supporting the level crossing change request (PKP, CD, BDK, Rail)

− Supporting the new mode limited supervision change request (DB AG, SBB, CFR, SNCB, BDK)

Supporting the infill Euroloop change request (ÖBB

− Supporting the Danish

ETCS status reports.

Interim report on Corridor IV.



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− Braking curves � Final test evaluation report.

g safety margins � Recom− Braking curves � Enquiry on brakinERTMS braking curves (warning, se

mendations for inputs into rvice and emergency).

− Safety margin � Algorithm test case report.

rd

/ ETCS-LC Steering Group meetings can be found on Events � ETCS Steering Group meetings

− Safety margin � Risk factor report

6 List of the UIC Steering group meetings held The 32nd meeting of the ETCS Steering Group was held on 19 March 2004 in Brussels. The 33 meeting of the ETCS Steering Group was held on 28 September 2004 in Paris. The agendas and/or minutes of the ETCSth(http://etcs.uic.asso.fr/m_steering.html

e UIC ETCS web site under Meetings &).

roject plan ver. 8.3 dated 09/10/2004.

ANNEX - MS Project Planning P

http://etcs.uic.asso.fr/m_steering.html

http://etcs.uic.asso.fr/m_steering.html

ID Task Name Duration Start Finish

1 European Train Control System 805 days? Thu 18/12/03 Wed 17/01/07

2 Project Management/Administration 793 days? Mon 05/01/04 Wed 17/01/07

3 Project Management 780 days Mon 05/01/04 Fri 29/12/06

4 Administrative, business management tasks 780 days Mon 05/01/04 Fri 29/12/06

5 Publicity, promotion, video and UIC website 780 days Mon 05/01/04 Fri 29/12/06

6 Travel expenditures 780 days Mon 05/01/04 Fri 29/12/06

7 Deliverable - Management Report 778 days? Mon 26/01/04 Wed 17/01/07

19 Official meetings 7 days Thu 24/06/04 Fri 02/07/04

22 AEIF/UIC assignment of variables 525 days Mon 05/01/04 Fri 06/01/06

23 NC_DIFF NC_TRAIN (principles) 260 days Mon 05/01/04 Fri 31/12/04

24 NC_DIFF NC_TRAIN (allocation) 260 days Mon 05/07/04 Fri 01/07/05

25 M_LOADINGAUGE - UIC PROPOSAL is thatprinciples are to be set up by AEIF TSI OP & RS

260 days Mon 05/01/04 Fri 31/12/04

26 M_LOADINGAUGE (allocation) 260 days Mon 05/01/04 Fri 31/12/04

27 M_TRACTION- UIC PROPOSAL is that principlesare to be set up by AEIF TSI E & RS

260 days Mon 05/01/04 Fri 31/12/04

28 M_TRACTION (allocation) 260 days Mon 05/01/04 Fri 31/12/04

29 Q_TEXT - principles will be elaborated by EEIG ruleswriting group

260 days Mon 05/01/04 Fri 31/12/04

30 Q_TEXT (allocation) 260 days Tue 06/01/04 Mon 03/01/05

31 M_VERSION -UIC PROPOSAL is that principles areto be set up by EEIG

0 days Mon 05/01/04 Mon 05/01/04

32 M_VERSION (allocation) 0 days Mon 05/01/04 Mon 05/01/04

33 NID_C; NID_ENGINE; NID_XUSER; (allocation) 525 days Mon 05/01/04 Fri 06/01/06

34 STM - principles to be set up by UIC 525 days Mon 05/01/04 Fri 06/01/06

35 STM - (allocation) 260 days Mon 05/01/04 Fri 31/12/04

36 Deliverable: allocation of NID C, NID Engine, NIDX user, NID STM

1 day Mon 07/06/04 Mon 07/06/04

37 Deliverable: ETCS Assignment of Variablesdocument

1 day Mon 27/12/04 Mon 27/12/04

38 Specific studies 522 days Thu 01/01/04 Fri 30/12/05

39 Migration strategies on corridors and at nationallevel

513 days Wed 14/01/04 Fri 30/12/05

40 Deliverable: Cost/Benefit analysis 1 day Mon 03/05/04 Mon 03/05/04

41 Deliverable: Comparison of UIC Corridor studyin relation to Van Miert priority projects

1 day Mon 23/08/04 Mon 23/08/04

05/01

05/01

07/06

27/12

03/05

23/08

O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F2004 2005 2006 200

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UIC Infrastructure CommissionIntegrated Programme: Interoperability ERTMS

ETCS Project

Page 18/21

Doc. Code:ETCS_PF_PdC_v08.3.mpp Date: 09/10/2004


42 Deliverable: Documents for ERTMS Conference -Rome, 15-17 Dec. 2004

1 day Thu 25/11/04 Thu 25/11/04

43 Level Crossings - Change Request of FRS ver. 4.29- CR 37

118 days Mon 05/01/04 Wed 16/06/04

44 Revew of SRS (related to Level Crossing) 132 days Thu 01/07/04 Fri 31/12/04

45 INFILL 333 days Thu 01/01/04 Mon 11/04/05

46 Review of Test requirement specifications - TSIannex A Index 53

325 days Thu 01/01/04 Wed 30/03/05

47 Awakening on loops - CR 74 325 days Tue 13/01/04 Mon 11/04/05

48 Limited Supervision - CR 25 132 days Thu 01/07/04 Fri 31/12/04

49 Updating FRS 66 days Thu 01/07/04 Thu 30/09/04

50 Operational scenarios 132 days Thu 01/07/04 Fri 31/12/04

51 Updating FRS 4.29 132 days Thu 01/07/04 Fri 31/12/04

52 Co-operation with EEIG 132 days Thu 01/07/04 Fri 31/12/04

53 Deliverable: LS Final Report on FRS andscenarios

1 day Thu 30/09/04 Thu 30/09/04

54 Braking Curves 520 days Mon 05/01/04 Fri 30/12/05

55 Phase 3 -Tests 260 days Mon 05/04/04 Fri 01/04/05

56 Management 254 days Mon 05/04/04 Thu 24/03/05

57 Purchase of existing results with cast iron 40 days Mon 05/04/04 Fri 28/05/04

58 Deliverable: BC enquiry report onbraking safety margins

0 days Fri 28/05/04 Fri 28/05/04

59 Processing of K shoes test results 45 days Tue 01/06/04 Mon 02/08/04

60 Preparation of tests to validate theconversion models (CD, DB)

40 days Mon 05/04/04 Fri 28/05/04

61 Deliverable: test plan (CD, DB) 0 days Fri 28/05/04 Fri 28/05/04

62 Performance of tests to validate theconversioin model (CD, DB)

88 days Tue 01/06/04 Thu 30/09/04

63 Deliverable: test report (CD, DB) 0 days Thu 30/09/04 Thu 30/09/04

64 Tests with DB AG dynamic simulator(service brake applications)

128 days Mon 05/04/04 Wed 29/09/04

65 Deliverable: test report (DB) 0 days Mon 25/10/04 Mon 25/10/04

66 Tests with onboard equipement to verifyservice brake curves

174 days Tue 01/06/04 Fri 28/01/05

67 Milestone: test report service brakecurves

0 days Fri 28/01/05 Fri 28/01/05

68 Evaluation of all test results 45 days Mon 04/10/04 Fri 03/12/04

25/11

PF

30/09

28/05

28/05

30/09

25/10

28/01


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Page 19/21



69 Deliverable: BC Final Test evaluationreport

0 days Fri 03/12/04 Fri 03/12/04

70 Verification of braking power build-up timefor train lengths other than those tested

44 days Tue 02/11/04 Fri 31/12/04

71 Milestone: test report 0 days Fri 31/12/04 Fri 31/12/04

72 Verification of the deceleration model 43 days Wed 01/12/04 Fri 28/01/05

73 Milestone: model verified 0 days Fri 28/01/05 Fri 28/01/05

74 Simplification of the deceleration model 85 days Mon 04/10/04 Fri 28/01/05

75 Milestone: parameter reduction 0 days Fri 28/01/05 Fri 28/01/05

76 Final report 44 days Tue 01/02/05 Fri 01/04/05

77 Deliverable: final report 0 days Fri 01/04/05 Fri 01/04/05

78 Safety Margin 520 days Mon 05/01/04 Fri 30/12/05

79 Methodology - Algorithm, test casevalidation

240 days Mon 05/01/04 Fri 03/12/04

80 Deliverable: SM algorithm, test casereport

0 days Mon 13/12/04 Mon 13/12/04

81 Methodology - Safety target definition 246 days Mon 05/01/04 Mon 13/12/04

82 Milestone: safety target report 0 days Mon 13/12/04 Mon 13/12/04

83 Methodology - Risk Factors 260 days Mon 05/01/04 Fri 31/12/04

84 Deliverable: SM risk factor report 0 days Fri 31/12/04 Fri 31/12/04

85 Realisation - Determination of nominalbraking conditions

255 days Mon 06/09/04 Fri 26/08/05

86 Deliverable: nominal braking conditionsreport

0 days Fri 26/08/05 Fri 26/08/05

87 Realisation - Safety coefficient assessmentfor different operational cases

255 days Mon 06/09/04 Fri 26/08/05

88 Milestone: safety coefficients 0 days Fri 26/08/05 Fri 26/08/05

89 Drafting of a specification proposal 20 days Mon 05/09/05 Fri 30/09/05

90 Deliverable: draft specification 0 days Fri 30/09/05 Fri 30/09/05

91 Maintenance and Operating rules 85 days Mon 05/09/05 Fri 30/12/05

92 Deliverable: Maintenance and OperatingRules guidelines

0 days Fri 30/12/05 Fri 30/12/05

93 Low adhesion cases 84 days Tue 06/09/05 Fri 30/12/05

94 Deliverable: case report 0 days Fri 30/12/05 Fri 30/12/05

95 Tracability - WG report 85 days Mon 05/09/05 Fri 30/12/05

03/12

31/12

28/01

28/01

01/04

13/12

13/12

31/12

26/08

26/08

30/09

30/12

30/12


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96 Deliverable: WG report 0 days Fri 30/12/05 Fri 30/12/05

97 Deliverable - Common template for call foroffers

0 days Mon 05/01/04 Mon 05/01/04

98 Feasibility study for ETCS implementation 260 days Mon 05/01/04 Fri 31/12/04

99 Deliverable - Feasibility study for ETCSeducation

0 days Mon 05/01/04 Mon 05/01/04

100 Support to projects' implementation 412 days Thu 18/12/03 Fri 15/07/05

101 Corridor X: Budapest Sobotica (side branch) 125 days Mon 05/01/04 Fri 25/06/04

102 Corridor VI: Katowice-Bohumin 12 days Thu 18/12/03 Fri 02/01/04

103 Corridor X: Salzburg- Sofia 235 days Mon 05/01/04 Fri 26/11/04

104 Corridor IV CFR support 400 days Mon 05/01/04 Fri 15/07/05

105 Indian ETCS pilot line 0 days Mon 05/01/04 Mon 05/01/04

106 Deliverable: Interim report on "Corridor IV " 1 day Mon 18/10/04 Mon 18/10/04

107 AEIF activities 400 days Mon 05/01/04 Fri 15/07/05

108 Participation to AEIF Change Control management(Change Control Board)

400 days Mon 05/01/04 Fri 15/07/05

109 Participation to AEIF TSI CCS 400 days Mon 05/01/04 Fri 15/07/05

110 Rules and regulations 0 days Mon 05/01/04 Mon 05/01/04

111 Eurobalise & Euroloop Frequencies 260 days Mon 05/01/04 Fri 31/12/04

112 ETCS capacity study on ÖBB and CFR lines 261 days Thu 01/07/04 Thu 30/06/05

113 Deliverable: Final report on ETCS capacity study onOeBB & CFR lines

1 day Mon 04/07/05 Mon 04/07/05

114 NATIONAL FUTURE TASKS 520 days? Mon 03/01/05 Fri 29/12/06

115 Agreement where to test the ETCS system 520 days? Mon 03/01/05 Fri 29/12/06

116 Verification of ETCS Track side level 1 520 days? Mon 03/01/05 Fri 29/12/06

117 Verification of ETCS rackside level 2 520 days? Mon 03/01/05 Fri 29/12/06

118 Reprogramming of ETCS onboard 520 days? Mon 03/01/05 Fri 29/12/06

119 ETCS overall system test level 1 520 days? Mon 03/01/05 Fri 29/12/06

120 ETCS overall system test level 2 520 days? Mon 03/01/05 Fri 29/12/06

121 Final validation of ETCS system test 520 days? Mon 03/01/05 Fri 29/12/06

30/12

05/01

05/01

18/10

04/07


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