GB ETCS-Ready Onboard Sub-system Requirements Specification · PDF filebusiness case does not...

Reference: NEPT/ERTMS/REQ/0039

Issue/ver: 1.0

Date: 15th June 2017

NETWORK RAIL Page 2 of 36

Electronic File Location

CCMS ref: 66115736

DR eB: 153821-NWR-SPE-ESE-000007

Version History

Issue Date Comments

1.0 15/06/2017 Initial document

Disclaimer

Network Rail has used its best endeavours to ensure that the content, layout and text of this document are accurate, complete and suitable for its stated purpose. It makes no warranties, expressed or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems of work or operation. Digital Rail will not be liable to pay compensation in respect of the content or subsequent use of this document for any purpose other than its stated purpose or for any purpose other than that for which it was prepared except where it can be shown to have acted in bad faith or there has been wilful default.


Issue/ver: 1.0



Contents

1 INTRODUCTION ........................................................................................................ 4 1.1 Purpose of this Document ................................................................................................... 4

1.2 Scope ................................................................................................................................... 4

1.3 ETCS Ready Requirements ................................................................................................ 4

1.4 Document Application .......................................................................................................... 4

APPENDIX A: EARLY CONTRACTOR INVOLVEMENT (ECI) FINDINGS REPORT ........... 6

APPENDIX B: ADDITIONAL DIMENSIONS AND POWER GUIDELINES FOR AN ALTERNATIVE ‘DISTRUBUTED CONFIGURATION’ ............................................ 35


Issue/ver: 1.0



1 INTRODUCTION 1.1 Purpose of this Document

This document complements the existing Digital Railway European Train Control System (ETCS) requirements suite by providing an ETCS-Ready Onboard requirement specification.

1.2 Scope The ETCS-Ready Onboard Specification has been produced to facilitate the future fitment to rolling stock of ETCS Onboard systems should it be determined by rolling stock customers/suppliers that this is the most suitable whole life cost strategy. Whilst primarily aimed at new rolling stock, it is still relevant for existing rolling stock undergoing significant refurbishment. The ETCS-Ready specification is part of a suite of Onboard Requirements Specifications with the following intended scope:

Reference Title Intended Scope

NEPT/ERTMS/REQ/0007 ETCS Baseline 3, GB Onboard Retrofit Sub-system Requirements Specification (EOSS)

Existing Fleet Retrofitment

NEPT/ERTMS/REQ/0038 ETCS Baseline 3 – GB Onboard New Trains Sub-system Requirements Specification (ENTOSS)

New Fleet (fitted or first-in-class fitted)

NEPT/ERTMS/REQ/0039 ETCS Baseline 3 – GB Onboard-Ready Sub-system Requirements Specification (EROSS)

New Fleet (or significant refurbishment) where business case does not justify the use of EOSS and ENTOSS for immediate ETCS fitment and supplier lock-in is non-preferred for later fitment

1.3 ETCS Ready Requirements The Digital Railway Programme used the Early Contractor Involvement mechanism with the majority of Union Industry of Signalling (UNISIG) suppliers involved to develop the ETCS-Ready Onboard Requirements Specification (EROSS). This is attached as Appendix A.

1.4 Document Application The details in the EROSS are for guidance to facilitate the later fitment of the ETCS (should rolling stock customers/suppliers consider this as appropriate) from the majority of UNISIG Onboard suppliers. Appendix A is based on a ‘cubicle’ architecture as this facilitates the opportunity not to have supplier lock-in for the eventual ETCS fitment. Alternative ‘distributed’ architectures are also available and Appendix B sets out the dimensions and power requirements for an example of such an architecture type.


Issue/ver: 1.0



The EROSS provides the opportunity for the majority of ETCS Onboard suppliers to be involved in the eventual procurement of ETCS Onboard systems. Reduced space provision is possible but this would currently further restrict the number of suppliers that can be involved in future procurements. The Digital Railway Programme can advise on reduced space/reduced supplier choices options should this opportunity be considered as advantageous by rolling stock customers/suppliers.


Issue/ver: 1.0



APPENDIX A: EARLY CONTRACTOR INVOLVEMENT (ECI) FINDINGS REPORT

Document Number DRD-PH2-NONE-TAD-

Revision 0.15

Author/Owner Digital Railway

Early Contractor Involvement (ECI)

Findings Report

Workstream 5a

Digital Railway Guidance for ETCS Ready Rolling Stock

Draft Version 0.15

Presented by Stuart Calvert

May 2017


Revision 0.15


This document is the property of Network Rail. It shall NOT be reproduced in whole or part nor disclosed to a third party without the written permission of Network Rail. Copyright ©2017Network Rail Uncontrolled copy once printed from its electronic source.

Date Author (Name) Author (Signature)

Tristan McMicheal

Checked By (Name) Checked By (Signature)

Andrew Simmons

Approver (Name) Approver (Signature)

Stephen Reynolds

CEng MIET

Chris Masson


Revision 0.15


Disclaimer

In issuing this document for its stated purpose, Network Rail makes no warranties, expressed or implied, that compliance with all or any of it is sufficient on its own to provide safe systems of work or operations. Users are reminded of their own duties under health and safety legislation.

Compliance with a Network Rail standard does not, of itself, confer immunity from legal obligations.

Supply

Copies of documents are available electronically within Network Rail’s organisation. Hard copies of this document may be available to Network Rail people on request to the relevant controlled publication distributor. Other organisations may obtain copies of this from an approved distributor.

Revision Date Reason for Revision

0.15 12/05/2017 First Published for Review

ATO Automatic Train Operation

AWS Automatic Warning System

CENELEC European Committee for Electrotechnical Standardisation

BTM Balise Transmission Module

C-DAS Connected – Driver Advisor System

CMD Cold Movement Detection

DC Direct Current

DMI Driver Machine Interface

DR Digital Railway

ERTMS European Rail Traffic Management System

ETCS European Train Control System

EVC European Vital Computer

GB Great Britain

GSM-R Global System for Mobile communication - Radio

ID Identification

I/O Input Output

JRU Juridical Recorder Unit

MM Millimetres

N/A Not Applicable

NR Network Rail

NTC National Train Control

SIL Safety Integrity Level

STM Specific Transition Module

TIU Train Interface Unit

TPWS Train Protection Warning System

Vdc Volts DC

ACRONYMS

Table of Contents

Table of Contents 5

List of Tables 5

1 Introduction 6

2 Terms of Reference 6

3 Workstream Team Members 7

4 Purpose 7

5 Document Application 8

6 Generic Design Constraints 9

7 Generic ETCS Product 9

7.1 ETCS Cabinet variation (EVC, JRU and other Auxiliary Equipment) 9

7.2 DMI 11

7.3 Balise Antenna 12

7.4 GSM-R Data Antennas 13

7.5 Wheel Sensor 13

7.6 Doppler Radar 14

7.7 Cold Movement Detection (CMD) 15

7.8 ETCS Cables, Conduits and Trunking 15

7.9 ETCS Loudspeaker 16

7.10 JRU Health Indication 17

7.11 ETCS Isolation Switch 17

7.12 ETCS Reset 17

7.13 ETCS Inter-Vehicle Jumpers 17

7.14 ETCS System Power Provision 18

7.15 Automatic Train Operation (ATO) 18

8 Train Interface 18

8.1 Mode Control Functions 18

8.2 Braking Functions 20

8.3 Train Control Functions 21

8.4 Train Status 22

8.5 Other Train Systems 23

8.6 Train Time Synchronisation 23

9 Applicable Standards 24

10 Definitions 28

List of Tables

Table 1: Applicable Standards 24

1. INTRODUCTION This document provides draft guidance, with a view to develop it into a requirement specification that complements the existing Digital Railway European Train Control System (ETCS) requirements suite. It is expected that this development will be completed at a later date.

This is based on Workstream 5 of the Early Contractor Involvement (ECI) package; which is to develop a Digital Railway Ready Specification. This workstream concerns both train and infrastructure projects that are undertaken in advance of the Digital Railway programme and is intended to ensure train construction and trackside infrastructure works consider the later upgrade to the Digital Railway solution. This should provide a number of advantages to Network Rail, namely:

Existing rolling stock and infrastructure projects can continue while the Digital Railway solution and programme are developed and finalised;

Existing train refurbishment programmes and new train builds can incorporate the equipment required for the Digital Railway or provide provision for their later installation;

Resignalling projects can be designed to facilitate an upgrade to a later Digital Railway solution;

The Digital Railway “Ready” concept should minimise abortive work and costs and allow a staged introduction of the Digital Railway solution.

Two specifications are proposed: On-Board and Trackside. Consequently, workstream 5 has been split into:

5a) On-Board

5b) Trackside.

This report considers the work of Workstream 5a) – ETCS On-Board.

2. TERMS OF REFERENCE An ‘ETCS Ready’ specification for New Rolling Stock will provide requirements for passive provision of generic ETCS vehicle interfaces and ETCS product space envelopes to the rolling stock manufacturer. A Workstream Team was created with representatives from Amey, Alstom, Bombardier, CAF, Hitachi, Siemens and Thales to lead the investigation.

A collection of mixed level requirements was provided to the Workstream Team to indicate the type of requirements needed within the specification. In absence of any formal first draft the Workstream Team proposed to create a first draft that could be further developed by the Digital Railway team and industry stakeholders.

3. WORKSTREAM TEAM MEMBERS Workstream 5a was led by Tristan McMichael from Alstom, and involved the following representative from Products suppliers, Rail Delivery Group and Network Rail team.

Name Representing Email

Tristan McMicheal Alstom [email protected]

Andrew Simmons Network Rail [email protected]

Stuart Calvert NR [email protected]

Giuseppe Saracino Hitachi [email protected]

Zeph Grant Thales [email protected]

Severin Thiebaut Siemens [email protected]

Paul Wilson Siemens [email protected]

Mark O’Neil Amey mark.o’[email protected]

Colin Pigg CAF [email protected]

Thomas Godfrey Bombardier [email protected]

Stephen Reynolds RDG [email protected]

Chris Masson RDG [email protected]

Each contractor provided an experienced engineer with expertise in the subject matter to either directly contribute to the specification or manage comments from subject matter experts within their company.

4. PURPOSE This document provides guidance to the following:

Railway Undertakings – The procurement process to deliver ETCS Ready trains;

Rolling Stock manufacturers – The appropriate ETCS train interface access and passive provision for ETCS equipment for ease of installation at a later date;

ETCS On-Board suppliers – ETCS equipment space envelopes and available train interfaces used to perform ETCS functions.

This guidance should be read in conjunction with Ref 9 and Ref 10 in section 9.

5. DOCUMENT APPLICATION This document provides draft guidance for each generic ETCS product in the following format:

Configuration States

Configuration State A - AWS/TPWS will be the primary train protection system

Passive provision for ETCS products for the following ETCS architectures: 1 EVC Architecture or 2 EVC Architecture.

Configuration State B – AWS/TPWS and ETCS will be the On-Board train protection systems

Both systems will have to be installed in agreement of each other. Requirements will be provided for the following ETCS architectures: 1 EVC Architecture or 2 EVC Architecture.

Configuration State C – ETCS will be the primary train protection system

ETCS will be the primary train protection system and AWS/TPWS system will be decommissioned (Cables made safe and Controls and Indications blanked) or not installed. Requirements will be provided for the following ETCS architectures: 1 EVC Architecture or 2 EVC Architecture.

Architectures

1 EVC Architecture Generic ETCS product requirements for a single EVC ETCS architecture.

2 EVC Architecture Generic ETCS product requirements for a two EVC ETCS Architecture

General

Non-functional Non-functional requirements for ETCS product that are common with all participating ETCS suppliers.

The format of this document is designed to support the procurement process of an ETCS Ready Train. Railway Undertakings can tender for an ETCS Ready Train based upon a required configuration state. This will provide requirements for the rolling stock manufacturers to ensure appropriate ETCS train interface access and passive space and power provision for ETCS products facilitating ease of installation at a later date. ETCS On-Board suppliers can also have an early understanding of the ETCS train interface access and product space envelopes available on an ETCS Ready Train without performing train surveys.

All dimensions for passive provision of ETCS equipment are expressed in millimetres (mm) and Width (W) × Height (H) × Depth (D) format.

Where the document states that cabling terminations are not included, the train manufacturer should assume an additional 30% extension to the height or depth dimension for passive provision of cabling terminations.

AWS/TPWS product requirements are out of scope of this document. Refer to Ref 11 for further detail.

All interfaces within the ETCS system boundary are out of scope from this document.

6. GENERIC DESIGN CONSTRAINTS The rationale for selecting either of the two ETCS architectures (1 EVC and 2 EVC) is due to the design constraint on the Balise antenna cable. Generally, this cable can only be separated by no more than two inter-vehicle jumpers. With greater than two inter-vehicle jumpers, the Balise signal strength will be below the specified rate for signal integrity. Therefore, a multiple unit train consist with 5 cars and under is assumed to have a 1 EVC Architecture. A consist with more than 5 cars is assumed to have a 2 EVC Architecture e.g. one ETCS system in each driving end vehicle.

There are solutions to permit a single ETCS On-Board system on a greater than a 5 car multiple unit consist through use of a Balise Transmission Module (BTM). A BTM uses a data backbone running throughout the train instead of a coaxial Balise Antenna cable. The Balise antenna signal can then be transmitted across more than two cars i.e. more than two inter-vehicle jumpers.

The BTM solution is considered out of scope of this document as it is supplier and application specific.

7. GENERIC ETCS PRODUCT The following sections detail the generic ETCS products required for an ETCS Ready Train using the format defined in section 4.

7.1 ETCS Cabinet variation (EVC, JRU and other Auxiliary Equipment)

ETCS On-Board equipment can be constructed in a single cabinet variation. In this instance, the ETCS Cabinet can house the EVC, GSM-R Data Radio, Juridical Recording Unit (JRU), Train Interface Unit (TIU) and other auxiliary equipment such fans, termination points and circuit breakers. Depending on the design of the cabinet the Cold Movement Detection module may also be housed within the cabinet.

The ETCS Cabinet variation generally applies to trains with purposely designed rolling stock cabinets to house electrical 19” racks (48.3 cm wide). ETCS Cabinets generally can utilise a ‘plug and play’ installation method as each internal product can be internally pre-wired before installation.

The ETCS Cabinet’s independent penetration test will be in the scope of the ETCS supplier. The ETCS Cabinet variation will be subjected to an environmental assessment before installation.

This document assumes that the solution for an ETCS Modular Cabinet variation is too application specific for each rolling stock and therefore cannot be defined at a generic level.

7.2 Configuration State A

Provide a designated location for the ETCS Cabinet. This location must be protected from future renovation or vehicle modification.

Provide train interface access points (i.e. cabling and connectors) for ETCS I/O interfaces. See section 8 for further detail.

7.3.1 Configuration State B

Connect ETCS Cabinet to all associated Train Interfaces. See section 8 for further detail.

7.3.2 Configuration State C

If transitioning from configuration state B, isolate AWS/TPWS from the ETCS Cabinet interfaces

AWS/TPWS system will be decommissioned (Cables made safe and Controls and Indications blanked) or not installed. All ETCS Cabinet Train Interfaces shall remain the same as per configuration state B.

7.1.4 1 EVC Architecture

Provision shall be made for an ETCS Cabinet to be positioned in an appropriate location on the train consist considering the design constraints in Section 6.

ETCS Cabinet location will be subjected to a full security risk assessment at the train build phase.


The ETCS Cabinets shall be positioned in an appropriate location on the train consist considering the design constraints in Section 6.

ETCS Cabinet location will be subjected to a full security risk assessment at the train build phase.

7.1.6 Non-Functional Requirements

The space provision for the ETCS Cabinet including cable terminations will be no larger than 600mm (W) x 1200mm (H) x 550mm (D).

The proposed dimensions have been defined to accommodate the largest ETCS On-Board Cabinet. Smaller dimensions are possible within each ETCS On-Board company.

The rolling stock shall provide power for the ETCS Cabinet and will operate under the following voltages 240Vac, 110Vdc, 74Vdc or 24Vdc. These are common voltages for ETCS products across ETCS suppliers.

The ETCS Cabinet shall be compliant to the relevant requirements detailed in Section 9.

7.2 DMI

This document does not mandate the type of DMI (single display, double display, soft-key or touch screen). However, during design consideration should be given to user and reliability requirements.

7.2.1 Configuration State A

If an ETCS DMI capable of displaying speed with the option of integrated AWS/TPWS controls and indications is to be fitted and used, provide a speed signal direct from the train for speed display on the DMI. The DMI shall be compliant to Ref 1, Ref 9 and Ref 10.

The ETCS DMI shall be subjected to Human Factors analysis and follow the guidance of Ref 32.

Otherwise, Provide a designated location for the ETCS DMI. This location must be protected from future renovation or vehicle modification.

If AWS/TPWS is not integrated into an ETCS DMI then these systems must use their own displays.


Provide speed signal from the ETCS system for speed display on the DMI.

As per Configuration State A.


AWS/TPWS system will be decommissioned (Cables made safe and Controls and Indications blanked) or not installed.


There shall be two DMIs for a 1 EVC architecture assuming the train shall be driven bi-directionally.

A DMI shall be installed in each driving cab desk.


There shall be one DMI per EVC in a 2 EVC architecture.

A DMI shall be installed in the driving cab desk.

7.2.6 Non-Functional

The space provision for the DMI will be no smaller than 345mm (W) x 240mm (H) x 100mm (D). Where the width dimension refers to the front face of the product. Note that these dimensions do not include cabling, requirements for which are outlined in section 5.

The rolling stock manufacturer shall provide provision of 110V and/or 24V to the target location of the DMI.

7.3 Balise Antenna


Identify appropriate locations for the Balise antennas given the train consist.

Priority should be given to the Balise antenna over the AWS/TPWS antenna as the installation requirements of the Balise antenna are more rigorous than that of the AWS/TPWS antennas.

The target location of the Balise antenna shall provide a mechanical mount interface and space provision which will allow a Balise antenna and bracket to be installed to accommodate the weight, dimensions, relevant standards and target location of the Balise Antenna. The target location should also consider cable connections and conduit runs as well as maintainability and access to adjacent equipment.

These locations must be protected from future renovation or vehicle modification.


The Balise Antenna and positioning shall be compliant to Ref 1, Ref 9 and Ref 10.


7.3.4 AWS/TPWS system will be decommissioned (Cables made safe and Controls and Indications blanked) or not installed.1 EVC Architecture

There shall be two Balise antennas per 1 EVC Architecture in a multiple unit or one Balise antenna per EVC if opting for a single balise antenna solution, such as a locomotive.


There shall be one Balise antenna for each EVC.


Space provision for the balise antenna and bracketry will be no smaller than 490mm (W) x 108mm (H) x 390mm (D).

The bracketry will be capable of supporting the weight of a Balise antenna of a mass of at least 10Kg (excluding plug and cable).

The Balise Antenna installation shall be compliant to Ref 8.

7.4 GSM-R Data Antennas


Identify appropriate locations for two GSM-R Data Antennas on the roof of the same car as the target position of the EVC.

The target location of the GSM-R Data Antenna shall provide a mechanical mount interface and space provision which will allow the GSM-R Data Antennas and fixings to be installed respectively, taking into account the weight, dimensions and relevant standards.



The train shall be fitted with maximum of two GSM-R Data Antennas for ETCS operation.


As per Configuration State B.


There will be two GSM-R Data Antenna.


There will be two GSM-R Data Antenna for each EVC.


The space provision for the GSM-R Data Antenna will be no smaller than 145mm (W) x 85mm (H) x 81mm (D).

Each GSM-R Data Antenna shall be positioned relative to other Class A, B and C Type Antennas according to the requirements of Ref 35 for States A, B and C.

7.5 Wheel Sensor


Identify appropriate locations for two Wheel Sensors on the same car as the target position of the EVC (either traction equipment, axle or axle end mounted). These locations must be protected from future renovation or vehicle modification.


The train shall be fitted with two Wheel Sensors per EVC.




There shall be two Wheel Sensors per EVC.

7.5.5 2 EVC Architecture:

There shall be two Wheel Sensors per EVC i.e. four wheel sensors per train.


There are multiple variations of the space envelope for a Wheel Sensor depending on the type and target location (either traction equipment, axle or axle end mounted). Therefore, the wheel sensor dimensions are considered too application specific and will not be defined.

7.6 Doppler Radar


Identify an appropriate location for the Doppler Radar(s) for the train consist.

The target location of the Doppler Radar(s) shall provide a mechanical mount interface and space provision which will allow the Doppler Radar(s) and bracket to be installed taking into account the weight, dimensions and relevant standards.

The Doppler Radar(s) shall be positioned on the same car as the EVC.

The target location should also consider cable connections and conduit runs as well as maintainability and access to adjacent equipment.



The train shall be fitted with a minimum of one Doppler Radar(s) per EVC.




There can be one or two Radars per EVC.


There can be one or two Radars per EVC.


The Doppler Radar space envelope will be no smaller than 340mm (W) x 230mm (H) x 140mm (D) excluding plug and cable.

The bracketry will support the weight each Doppler Radar lighter than 5 Kg.

7.7 Cold Movement Detection (CMD)

The CMD solution is considered out of scope of this document as it is supplier and application specific.

7.8 ETCS Cables, Conduits and Trunking

Specifying ETCS cable types is considered out of scope of this document as it is supplier and application specific.


Provide designated ETCS cabling trunking for all internal and external ETCS cabling throughout the train. These locations must be protected from future renovation or vehicle modification and allow easy access for the future installation of cabling with minimal disturbance to existing train fittings and equipment.


ETCS cables shall be installed for operation.


As per configuration state B.

AWS/TPWS system will be decommissioned and AWS/TPWS cables that interface with ETCS will be isolated and made safe.


ETCS cable types are considered out of scope of this document as they are supplier and application specific.


ETCS cable types are considered out of scope of this document as they are supplier and application specific.


The following ETCS cable routing principles should be observed when defining the ETCS cabling trunking:

Cabling from the underside peripheral equipment (such as Doppler Radar, Balise Antenna and Wheel Sensors) must not be run alongside power cables. This is to prevent interference.

If cabling from the underside peripheral equipment has to cross a power cable, then it should be a perpendicular crossing at 90 degrees to the power cables.

Where possible, the entry of the cables from the underside peripheral equipment into a cable-duct should be on the side of the low voltages cables, so that they do not have to cross the other categories of cables.

If cable of different classes must be crossed, then it should be a perpendicular crossing at 90 degrees to the power cables. There shall be two separate conduits for ETCS data cables and the Balise Antenna cable. This is to prevent noise interference.

Conduit internal diameters will be no smaller than 33 mm.

Radius curves are depending on the cable used. If it is not specified in the mechanical constraints of the cable, the radius curve will never be less than 6 times the diameter of the cable.

7.9 ETCS Loudspeaker

This document does not mandate the type of ETCS Loudspeaker.


Identify an appropriate location for the ETCS Loudspeaker in the driver’s cab, considering Human Factors and following the guidance of Ref 32.

This location must be protected from future renovation or vehicle modification.


Install a suitable ETCS Loudspeaker in the driver’s cab with a twisted shielded pair connection to the proposed DMI location.

The ETCS Loudspeaker shall be subjected to Human Factors analysis and follow the guidance of Ref 32.

The ETCS Loudspeaker shall be capable of performing the following alarms:

A single pulse beep;

A continuous tone; or

A ‘wav’ data file




There shall be one ETCS Loudspeaker per DMI.


There shall be one ETCS Loudspeaker per DMI.


The space provision for the ETCS Loudspeaker will be no smaller than 102mm (W) x 102mm (H) x 102mm (D). Note that these dimensions do not include cabling, requirements for which are outlined in section 5.

The ETCS Loudspeaker shall be compliant to Ref 9, Ref 10 and Ref 11.

7.10 JRU Health Indication

This document assumes that the train shall be procured with a data recorder and associated driver’s cab health indication. See Ref 12 for further supporting information.

A holistic rolling stock data recording strategy is considered too supplier and application specific to be specified at a generic level.

7.11 ETCS Isolation Switch

This document does not mandate the type of ETCS isolation switch.


Install an ETCS isolation switch in each driver’s cab with cabling access to the proposed EVC location.

The ETCS isolation switch shall be compliant to the functional requirement of Ref 9, Ref 10 and Ref 11, subjected to Human Factors analysis and follow the guidance of Ref 32.






There shall be one ETCS isolation switch per driving cab.


There shall be one ETCS isolation switch per driving cab.


The space provision for the ETCS isolation switch has not been determined.

Refer to section 8.1.4 for Train Interface access requirements.

7.12 ETCS Reset

The ETCS Reset solution is considered out of scope of this document as it is supplier and application specific.

7.13 ETCS Inter-Vehicle Jumpers

ETCS inter-vehicle jumpers and associated wiring will be required for train consist configurations of more than two cars. A solution is considered out of scope of this document as it is supplier and application specific. However, the rolling stock manufacturer will provide space provision for two ETCS inter-vehicle jumpers. An ETCS data jumper and a Balise antenna cable jumper. Note, the jumper’s space allocation should align with the guidance in Section 7.8 above.

7.14 ETCS System Power Provision

ETCS equipment power provision is considered out of scope of this document as it is supplier and application specific. A total ETCS System power provision of no less than 500W per EVC application (including CMD and BTM solutions) should be allowed.

7.15 Automatic Train Operation (ATO)

There is further work required to realise the requirements of this product. This can be completed when the UNISIG ATO specification has been released.

8. TRAIN INTERFACE This section defines requirements for the rolling stock manufacturer to provide an appropriate ETCS train interface access for each configuration state. This includes train interface requirements for the ETCS On-Board supplier prior to train surveys.

Ref 6 gives an overview of the functional I/O and which information can be transmitted via the serial or parallel interface. A parallel interface allows each signal to be transmitted by a separate pair of wires. A serial interface allows multiple signals to be transmitted via a bus/network or a point-to-point connection. The simultaneous use of both parallel and serial interfaces for the same functionality is only allowed if required to achieve a safety level as defined in Ref 7 (e.g. Emergency Brake command). Otherwise, either serial or parallel interface can be used for the same function.

Note: allocation of serial and/or parallel interfaces should be subject to a full security risk assessment and independent penetration test.

ETCS specific indications are out of scope of the following sub-sections as they shall be internally managed within the ETCS system and visually indicated on the DMI. All other indications have been considered.

8.1 Mode Control Functions

8.1.1 Sleeping

Appropriate cable(s) will be provided to enable the EVC to apply the Sleeping mode function throughout the train consist. The source of the Sleeping mode signal can be determined by the rolling stock manufacturer using the following methods: appropriate relay, cab activation state input (i.e. “NO DESK OPEN” state) and Stand-Still information computed directly from the ETCS odometry (out of scope from the rolling stock manufacturer).

Guidance – When the train is in a multiple unit configuration with one driver and the EVC is not in the leading unit of the train, it must enter “Sleeping” mode.

When the ETCS On-Board system is in sleeping mode, the train can be coupled with a ETCS STM fitted train or an NTC fitted train without any impact on the leading train.

The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The sleeping mode functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11.

8.1.2 Passive Shunting

Appropriate cable(s) will be provided to enable the EVC to apply the Passive Shunting mode throughout the train consist. The source of the Passive Shunting mode will be determined by the rolling stock manufacturer using the following methods: the ETCS mode, as it is only possible to enter in passive shunting mode from the shunting mode (out of scope from the rolling stock manufacturer), Passive Shunting signal from a train relay, and cab activation state input (“NO DESK OPEN” state).

Guidance – The passive shunting mode can be used in the following situations:

(a) In a single unit configuration: The passive shunting mode is used to manage the ETCS On-Board equipment of this single train consist/locomotive when the driver has to change ends between driving cabs during shunting movements,

(b) In a multiple unit configuration: The passive shunting mode is used to manage the ETCS On-Board equipment of a slave train consist/engine when this slave train consist/engine is mechanically coupled with, but not remotely controlled from the leading engine and when this multiple unit is doing shunting movements.

The appropriate wiring for those signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Passive Shunting mode functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11.

8.1.3 Non-Leading

Appropriate cable(s) will be provided to enable the EVC to apply the Non-Leading mode throughout the train consist. The source of the Non-Leading mode shall be determined by the rolling stock manufacturer using the following methods: the ETCS mode, as it is only possible to enter Non-Leading mode when selected by the Driver via the ETCS DMI (out of scope from the rolling stock manufacturer), Non-Leading signal from a train relay, and stand-still information computed directly from the ETCS odometry (out of scope from the rolling stock manufacturer).

Guidance – When the train is in a multiple working configuration and the train consist/locomotive is not electrically coupled with the leading train consist/locomotive, the EVC must enter in “Non-leading” mode if it is not located in the leading unit of the train. For that configuration, there is one driver in each train consist/locomotive (the slave one and the leading one).

The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Non-Leading mode functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11.

8.1.4 Isolation

Appropriate switches and cables will be provided to enable the EVC to be isolated by the Driver from within the Driver’s cab. The source of the isolation shall be determined by the rolling stock manufacturer but must ensure that the train can be driven using Class B safety systems from either end with the ETCS On-Board system isolated. Refer to Ref 6 for further supporting requirements.

Appropriate indications and cables will be provided to display the EVC isolation status in the Driver’s cab.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Isolation functional requirements are specified in Ref 6, Ref 9 and Ref 10.

8.2 Braking Functions

8.2.1 Service Brake Command

Appropriate cable(s) will be provided to enable the EVC to apply the service brake from either electro valves, train brake computer, valve or relay.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Service Brake Command functional requirements are specified in Ref 6, Ref 9 and Ref 10.

8.2.2 Emergency Brake Command

Two independent cables will be provided to enable the EVC to apply the emergency brake from either electro valves, train brake computer, valve or relay.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Emergency Brake Command functional requirements are specified in Ref 6, Ref 9 and Ref 10.

8.2.3 Brake Pressure Input

Appropriate cable(s) will be provided to enable the EVC interface to receive brake pressure from either the main brake pipe or the brake cylinder as a numerical value.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Brake Pressure Input functional requirements are specified in Ref 6, Ref 9 and Ref 10.

8.2.4 Regenerative Brake Inhibit

Appropriate cable(s) will be provided to enable the EVC to apply the regenerative brake inhibit command.

Appropriate indications and cables will be provided to display regenerative brake inhibit status in the Driver’s cab.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Regenerative Brake Inhibit functional requirements are specified in Ref 6, Ref 9 and Ref 10.

8.3 Train Control Functions

8.3.1 Traction Cut-Off

Appropriate cable(s) will be provided to enable the EVC to apply the traction cut off command. The source of the traction cut off shall be determined by the rolling stock manufacturer e.g. relay, gear box, train computer input, etc.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Traction Cut-Off functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11.

8.3.2 Change of Traction System

The Change of Traction System announcement is ETCS specific and the solution is considered out of scope of this document as it is supplier and application specific.

8.3.3 Air Tightness – Trackside orders & STM orders

The Air Tightness announcements made via the trackside or STM are ETCS specific and the solution is considered out of scope of this document as it is supplier and application specific.

8.3.4 Pantograph

Appropriate cable(s) will be provided to enable the EVC to apply the Raise Pantograph command to the pantograph interface. Upon receiving the Raise Pantograph command the Pantograph interface will raise the pantograph.

Appropriate cable(s) will be provided to enable the EVC to apply the Lower Pantograph command to the pantograph interface. Upon receiving the Lower Pantograph command the Pantograph interface will lower the pantograph.

Appropriate cable(s) will be provided to enable the EVC to receive the ‘Pantograph Healthy’ signal from the Pantograph interface.

Appropriate indications and cables will be provided to provide ‘Pantograph authorisation’ status in the Driver’s cab external to the ETCS DMI.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Pantograph Interface functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11

8.3.5 Raise/lower DC Shoegear

Appropriate cable(s) will be provided to enable the EVC to apply the ‘Raise DC Shoegear Command’ to the DC Shoegear interface. Upon receiving the ‘Raise DC Shoegear Command’ the DC Shoegear interface will raise the DC Shoegear.

Appropriate cable(s) will be provided to enable the EVC to apply the ‘Lower DC Shoegear Command’ to the DC Shoegear interface. Upon receiving the ‘Lower DC Shoegear Command’ the DC Shoegear interface will lower the DC Shoegear.

Appropriate cable(s) will be provided to enable the EVC to receive the ‘DC Shoegear Healthy’ signal from the DC Shoegear interface.

Appropriate indications and cables will be provided to provide ‘DC Shoegear authorisation’ status in the Driver’s cab external to the ETCS DMI.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The DC Shoegear interface functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11

8.3.6 Main Power Switch Command

Appropriate cable(s) will be provided to enable the EVC to apply the ‘Open the Main Power Switch Command’ to the Main Power Switch interface. Upon receiving the ‘Open the Main Power Switch Command’ the Main Power switch interface will open the main power switch.

Appropriate cable(s) will be provided to enable the EVC to apply the ‘Close the Main Power Switch Command’ to the Main Power Switch interface. Upon receiving the ‘Close the Main Power Switch Command’ the Main Power switch interface will close the main power switch.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Main Power Switch Command functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11

8.3.7 Tilt authorisation

Appropriate cable(s) will be provided to enable the EVC to apply the Tilt authorisation command to the Tilt System. Upon receiving the Tilt command the Tilt system will activate Tilt operation.

Appropriate cable(s) will be provided to enable the EVC to receive the ‘Tilt Healthy’ signal from the Tilt interface.

Appropriate indications and cables will be provided to provide ‘Tilt authorisation’ status in the Driver’s cab.

Guidance – The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The Tilt authorisation functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11.

8.4 Train Status

8.4.1 Train Integrity

Appropriate cable(s) will be provided to enable the EVC to receive a Train Integrity signal in accordance with Ref 7.

8.4.2 Direction Controller

Appropriate cable(s) will be provided to enable the EVC to receive a Direction Information from two or more relays so it can deduce direction information.

Guidance – the appropriate wiring must be adequately terminated at the EVC interface, all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) and associated direction relay interface to enable ease of future installation. Passive provision should be given to the capacity of relays provided on the Driver’s Cab desk to perform this function in the future. Other functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11.

8.4.3 Cab Status

Appropriate cable(s) will be provided to enable the EVC to receive a Cab Active Signal from the Driving Cab so it can deduce Cab Active Status.

Guidance – the appropriate wiring must be adequately terminated at the EVC interface, all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) and the Driving Cab interface to enable ease of future installation. Passive provision should be given to the capacity of switches provided on the Driver’s Cab desk to perform this function in the future. Other functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11.

8.5 Other Train Systems

8.5.1 GSM-R Voice Radio

Refer to Ref 33 for requirements on the GSM-R Voice Radio to ETCS On-Board system interface.

8.5.2 Train Management System

The Train Management System to ETCS On-Board system solution is considered out of scope of this document as it is supplier and application specific.

8.5.3 National Train Protection - System Isolation

The National Train Protection system shall provide a two-state signal to the ETCS OBU that defines the isolation status of the National Train Protection system, NTC isolated or NTC not isolated.

The National Train Protection isolation signal shall be provided as a serial or parallel interface as defined in subset 119 local to the installation site of the EVC.

The appropriate wiring for the signals must be adequately terminated at the EVC interface and all applicable inter-vehicle interfaces provided (e.g. inter-vehicle Jumper and/or coupling unit) to enable ease of future installation. The National Train Protection interface functional requirements are specified in Ref 6, Ref 9, Ref 10 and Ref 11.

8.6 Train Time Synchronisation

The train to ETCS time synchronisation solution is considered out of scope of this document as it is supplier and application specific.

APPENDIX A 9. APPLICABLE STANDARDS The following standards should be considered when developing an ETCS Ready Train. Some of these have been directly referenced. Compliance to the latest version of these standards are common across all participating ETCS On-Board suppliers for UK ETCS On-Board new builds and retrofitment projects.

Note that additional standards may be applicable at the implementation stage.

Table 1: Applicable Standards

Ref European specifications References Version Additional comments

1 System Requirement Specification

SUBSET-026 3.6.0

2 Safety Requirements for the Technical Interoperability of ETCS in Levels 1 & 2

SUBSET-091 3.3.0

3 FIS Juridical Recording SUBSET-027 3.1.0

4 JRU Test Specification SUBSET-094 3.0.0

5 Train Interface FIS SUBSET-034 3.1.0

6 Train Interface FFFIS SUBSET-119

0.1.13

7 FFFIS TI – Safety Analysis SUBSET-120 0.2.11

8 FFFIS for Eurobalise SUBSET-36 3.0.0

GB National specifications References Version Additional comments

9

ETCS – Baseline 3 - GB On-Board Retrofit Subsystem Requirement Specification (EOSS)

NEPT/ERTMS/REQ/0007 3

10

ETCS – Baseline 3 - GB On-Board New Trains Subsystem Requirement Specification (ENTOSS)

NEPT/ERTMS/REQ/0038 2

11 AWS/TPWS Interface Specification

GE/RT/8075 2

12 Requirements for Train Data Recorders

GE/RT/2472 2

Applicable Norms References Version Additional comments

13 Railway applications, Electronic equipment used on rolling stock

EN 50155 2007

class T3 (-25°C to +70°C) class A1 (max. operating height: 1400m) humidity: yearly average: 75%, - 30 days’ average: 95%, occasionally 95 to 100%, absolute max (in tunnels): 30g/m³

14 Railway applications. Fire protection on railway vehicles. General.

EN 45545-1 2013

Fire & smoke certificate must be provided, or alternatively the list of components and their reference.

15

Railway applications. Fire protection on railway vehicles. Requirements for fire behaviour of materials and components

EN 45545-2 2013

Fire & smoke certificate must be provided, or alternatively the list of components and their reference.

Applicable Norms References Version Additional comments

16 Railways Applications-Electromagnetic compatibility

EN 50121-1 2006

17 Railways Applications-Electromagnetic compatibility

EN 50121-3-2 2006

18 Railways Applications – Environmental conditions for equipment

EN 50125-1 2012

class T3 (-25°C to +70°C) class A1 (max. operating height: 1400m) humidity: yearly average: 75%, - 30 days average: 95%, occasionally 95 to 100%, absolute max (in tunnels): 30g/m³

19

Classification of Environmental c

Conditions - Part 3: Classification of groups of environmental parameters and their severities - Section 1

EN 60721-3-1 1997

20

Classification of Environmental Conditions - Part 3: Classification of groups of environmental parameters and their severities - Section 2

EN 60721-3-2 1997

21

Classification of environmental Conditions - Part 3: Classification of groups of environmental parameters and their severities - Section 5: Ground vehicle installations

EN 60721-3-5 1997

22 Electronic Equipment used on rail vehicles

IEC 60571 2006

23 Environmental testing – Part 2: Tests – Tests A: Cold

IEC 60068.2.1 2007

24 Environmental testing – Part 2: Tests – Tests B: Dry heat

IEC 60068.2.2 2007

25 Reach: Registration, Evaluation, Authorization and restriction of the Chemical substances

EC 1907 2006

26 Railway applications – Rolling Stock equipment – Shock and vibration tests

EN 61373 2010

27 Protection of persons against electrical shock

EN50153 2002 voltage class II

28

Railway applications. The specification and demonstration of reliability, availability, maintainability and safety (RAMS). Basic requirements and generic process

BS EN 50126-1:1999 1999

29

Railway applications. Communication, signalling and processing systems. Software for railway control and protection systems

BS EN 50128:2011 2011

30

Railway applications. Communication, signalling and processing systems. Safety related electronic systems for signalling

BS EN 50129:2003 2003

31 Rules for Installation of Cabling. EN 50343:2014 2014

32 ETCS Cab Human Factors Design Guidance

ATOC/EC/GN/004 2015

33 GSM-R Voice Radio to ETCS On-Board System Interface

666/UJ/86157/000 4.0

34 Engineering Acceptance and Design of on-track Machines

GM/RT/2400 2.0

35 Guidance on Train Rooftop Antenna Positioning

GK/GN0602 1.0

10. DEFINITIONS This document should be read in conjunction with the following definitions:

Appropriate cable(s) A parallel interface, serial interface or both, as specified for each function in Ref 6, shall be provided by the rolling stock manufacturer for ease of ETCS On-Board installation.

The cable should be terminated in a safe manner during manufacturing without specific plugs and/or connections. This allows the ETCS installation team to adopted a ‘plug and play’ installation strategy i.e. adapt the interface with the appropriate cable and install the ETCS equipment at the target location within the available space.

[ETCS product or Train interface] interface

The proposed installation location for the ETCS product or Train interface. For example, the ‘EVC interface’ means the target location for the EVC that must be protected from future renovation or vehicle modification.

ETCS Ready Train New rolling stock with forward compatibility for an ETCS On-Board system

Train Consist Locomotive or multiple car unit.

Indication Display of indication in the DMI or on an external application specific indication.

Switch Mechanism for switching a control/mode state.


Issue/ver: 1.0

Date: 1st June 2017


APPENDIX B: ADDITIONAL DIMENSIONS AND POWER GUIDELINES FOR AN ALTERNATIVE ‘DISTRUBUTED CONFIGURATION’

The following represents additional/modified space/power provision to include an alternative architecture provided by a single supplier. The alternative architecture provides a standard arrangement, irrespective of train length; this standard arrangement consists of a single EVC located anywhere in the train plus Balise Transmission Modules in any vehicle that can be used as a leading vehicle under ETCS operation. Recognising that this alternative architecture is provided by a single supplier, the purpose of this requirements specification is to provide the opportunity for competition for eventual ETCS fitment, and the following provides the additional requirements to allow this alternative variant to be accommodated.

B.1 One EVC Solution

Where Appendix A highlights the preference for a single EVC Solution, the alternative variant is to retain the single EVC Solution space/power provision for the single EVC but also to have additional space provision in vehicles that can be used as leading vehicles under ETCS Operation. This additional power/space provision is for a Balise Transmission Module and requires:

Power: 150W

Space: 490mm (W) x 266mm (H) (+100mm if electronic equipment is installed above or below) x 340mm (D).

B.2 Two EVC Solution

Where Appendix A highlights the need for a two EVC solution, two arrangements that could accommodate the alternative variant are highlighted below.

1) Where, in the Two EVC solution, the space provision is in a vehicle that can be used as a leading vehicle in the ETCS, it is possible to have an additional single alternative variant EVC located anywhere in the train whilst using the space/power provision, that would otherwise house the EVCs in the Two EVC solutions, to house the Balise Transmission Modules. The power/space provision required for the additional EVC cubicle is:

Power: 500W

Space: 600mm (W) x 1000mm (H) x 450mm (D).

2) To locate the single alternative variant EVC in the location associated with one of the EVCs in the Two EVC solutions and provide additional space/power provision for the Balise Transmission Module in vehicles that can be used as leading vehicles under ETCS operation. The additional power/space provision required for the additional Balise Transmission Module is:

Power: 150W

Space: 490mm (W) x 266mm (H) (+100mm if electronic equipment is installed above or below) x 340mm (D).


Issue/ver: 1.0

Date: 1st June 2017


If the space/power provision for the two EVC solution is in a leading vehicle, then it is possible to use one of these space/power locations for a Balise Transmission Module and only provide the additional space for the Balise Transmission Module in the vehicle containing the alternative variant single EVC.

It must be recognised that train wiring provision has to be considered so that appropriate functionality is provided at all potential EVC locations – those associated with the two EVC solution and also the alternative EVC solution.

In addition, the alternative variant will require the following amendments to the dimensions shown in Appendix A.

Where Appendix A highlights the need for a two EVC solution, two arrangements that could accommodate the alternative variant are highlighted below.

B.2.1 DMI Space Provision:

The alternative variant solution requires DMI space provision of 345mm (W) x 227mm (H) x 116mm (D). There is also a free space requirement surrounding the DMI (70 mm at each side and 100 mm to the rear) for cooling.

B.2.2 Balise Antenna Space Provision

The alternate variant solution requires Balise Antenna and bracket space provision to be no smaller than 760mm (W) x 876mm (H) x 159mm (D) including ballast metallic protection envelope.

Date post:	13-Mar-2018
Category:	Documents
Upload:	ngothu
View:	450 times
Download:	23 times

GB ETCS-Ready Onboard Sub-system Requirements Specification · PDF filebusiness case does not...

Documents