117 – 19 March 2008

Fast track to Sustainable Mobility

ROLLING STOCK AND THE ADAPTATION OF DIFFERENT ETCS TECHNOLOGIES ON BOARD

José Antonio Jiménez

217 – 19 March 2008

CONTENTS

1. Introduction2. ETCS deployment in Spain3. ETCS onboard equipment4. Homologation and Validation5. Commercial experience with ETCS and STM6. Conclusions

317 – 19 March 2008

1. INTRODUCTION. Signalling scene in Spain before ETCS

Zara

goza Huesca

M. P.PíoM.Pta.Atocha

Segovia

Valladolid

Ávila

Salamanca

Zamora

Palencia

Soria

Logroño

Teruel

PortbouCerbère

Tarragona

Barcelona

Girona

Valencia Nord

Cuenca

Albacete

Cartagena

Alacant T.

Jaén

Córdoba

AlmeríaMálaga

AlgecirasCádiz

HuelvaTérmino

Sevilla

C.Real

Cáceres

Badajoz

Alcázar S.J.

León Vitoria

OviedoSantander

Gijón Cercanías

Irún

HendayaS.Sebastián

PamplonaSantiago

Vigo

A Coruña

Ourense

Lugo

Pontevedra

.

Granada

Mur

cia

Castelló

Lleida P.

Gua

dala

jara

M.Chamartín

Canfranc

Burgos

Bilbao

Conventional lines(gauge 1668 mm)

ASFA Driving Aid system up to 200 km/h. All the Rolling Stock fitted

High Speed lines(gauge 1435 mm) LZB

Continuous supervision and information up to 300 km/h. Rolling Stock fitted: Classes 100, 104 and loco 252 (ASFA is used as a back up system)

EBICAB Automatic Train Protection system up to 220 km/h. Continuous supervision, discontinuous information. Rolling Stock fitted: Classes 101 and 252

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1. INTRODUCTION. Political situation for ETCS deployment

SPAIN: Relevant Political decisions:

Fitting all new HSL with ETCS L1 & L2Fitting all HST in order to run all over Spain: ETCS L1& L2 and STMsOpen the market: equipments from all the track and onboard suppliersMaintain quality of service standards for high speed

Consequences:Contracts with all UNISIG companiesTarget for commercial operation: full compatibility among HST and HSL

EUROPE:Community Directives developing the Railway liberalization

Railways designed The High Speed European NetworkNew interoperable signalling system was introduced: ERTMS/ETCS

Real interoperability: HST “crossing borders” everyday

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2. ETCS DEPLOYMENT IN SPAIN

From Unisig to real interoperabilityThe ETCS implementation in Spain proved cross compatibility is real The first ETCS system validation was made under the most complex conditions:

HSL: Madrid-Lleida (part of Madrid-Barcelona line)Trackside equipment: Ansaldo-CSEE TransportHST: Class 102 from Talgo-BombardierOnboard equipment: SiemensSimultaneous validation for vehicle and infrastructure

How did we manage?New validation procedureTest campaign at CEDEX LabHarmonization process involving all suppliersMore than 400.000 km field test

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2. ETCS DEPLOYMENT IN SPAIN. Infrastructure

High speed linesConventional lines

Gijón

Port Bou

Huelva

CádizMálaga

Algeciras

LLeida

Madrid

Huesca

Barcelona

Sevilla Córdoba

Zaragoza

PamplonaLogroño

Bilbao

Irún

S.Sebastián

Camp Tarragona

Antequera Granada

Valladolid

Santiago de C.

Segovia

Ourense

A Coruña

Pontevedra

Oviedo

León

Santander

Murcia

Cartagena

Alicante

Valencia

Vitoria

Albacete

Zamora

Vigo

CastellónToledo

Ciudad Real

Palencia

Lleida-Tarragona-BarcelonaETCS L1&L2 THALES

L1 Operation: - Lleida-Tarragona: Dec. 06- Tarragona-Barcelona: Feb. 08

Zaragoza-HuescaETCS L1 Alstom

Madrid-Segovia-ValladolidETCS L1&L2 THALESL1 Operation: Dec. 07

Commuters Service MadridETCS L2 THALES

La Sagra-ToledoETCS L1 THALES

LZB THALESLZB Operation: Nov. 05

Madrid-Zaragoza-LleidaETCS L1&L2 AnsaldoL1 Operation: May 06

Albacete-La EncinaETCS L1 Bombardier

Córdoba-MálagaETCS L1&L2 INVENSYS

LZB THALESLZB Operation: Dec. 07

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2. ETCS DEPLOYMENT IN SPAIN. Rolling Stock

Additionally: 2 loc. class 252 (Invensys-Dimetronic) and 217 commuter trains (Alstom and Invensys-Dimetronic)

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3. ETCS ONBOARD EQUIPMENT. Some important issues

Braking curves: Safety relies on the appropriate selection of braking curvesETCS on-board equipment calculates braking curves based on:

Traction/braking modelTrackside information

It is necessary to evaluate Safety Margin, taking into account:Train braking capacity and braking curves designTrackside design

Odometry: SIL4 demands high accuracy requirements for odometryCurrent odometry solutions are based on wheel sensors and Doppler radarsTo fulfil safety requirements it is necessary to pay attention to:

Architecture: component layout, algorithms, redundancyRadar performance under bad conditions: ice, snow, etc

EMCElectromagnetic compatibility problems may appear, especially for existing trains

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3. ETCS ONBOARD EQUIPMENT. Train interface

ETCS-Train interfaceSeveral operational functions depends on vehicle topologyEVC-TCN interface implementation allows:

Automatic Train Operation (ATO)Redundant DMI

TCN (Train Communication Network: MVB/WTB)

ETCS Safety functions

Interface EVC/TCN

AntennasEVC

Odometry

Profibus

Display DMI

Signalling information

ATO Display DMI

Telegrams

Traction and brake

Vehicle information and

Signalling information in case of ETCS

DMI failure

Brake equipment

Boulean signal (1/0)

Emergency brake

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3. ETCS ONBOARD EQUIPMENT. Specifications evolution

ETCS developmentETCS implementation in Spain started in a non stable specifications scenario The specifications were updated during the ETCS development Additional effort required:

Harmonization process involving all suppliersDrivers trainingMigration to new versions (2.0.0 2.2.2 2.3.0 ........)

Operational Harmonization still needed. Some examplesDMI:

Safety information is harmonizedDifferences in operational information (messages, planning areas, etc)

Data entry Different procedures: enter “values” or select “data set”System should avoid human error (minimize driver’s responsibility): Checking data entered versus real train brake state

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3. ETCS ONBOARD EQUIPMENT. Beyond the specifications

Additional functionalities

Increasing reliability and performance is possible beyond the specifications

Some examples of solutions adopted in Spanish projects:

Redundant DMI: Operation is still possible in case of DMI failureL0 + ASFA: Dynamic transitions to other signalling systems through National

FunctionsJRU: Compatible data analysis tool

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3. ETCS ONBOARD EQUIPMENT. Beyond the specifications

Redundant DMI

HST class 102/103: Diagnosis DMI used as ETCS DMIHST class 120: GSM-R DMI shared with ETCS in case of failure

ETCS

GSM-R

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3. ETCS ONBOARD EQUIPMENT. Beyond the specifications

National Function “ASFA Management” (Level 0 + ASFA):

ETCS manages ASFA activation allowing dynamic transitions to ASFA lines without STM:

• Level 0: ETCS in service (all ETCS L0 functions active) + ASFA in service • Level 1/2: ETCS in service + ASFA in stand by• Transitions L0 + ASFA L1/L2: UNISIG compliant

ETCSASFA

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3. ETCS ONBOARD EQUIPMENT. Beyond the specifications

JRU: Interoperable Data analyser developed by CEDEX

Initial specifications can lead to incompatible analysis tools Specific programs were required for each ETCS solutionCEDEX developed a compatible tool. Vital to field test analysis

CEDEX analyser

Specific tools

Select format: decodes data from different applications

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4. HOMOLOGATION AND VALIDATION PROCESS

Homologation scene

Initial situation: No certification was possible due to unstable specifications

It was necessary to develop a specific validation procedure:

In accordance to EN 50126/ EN 50129

Parallel to certification process

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5. COMMERCIAL EXPERIENCE WITH ETCS AND STM

Current situation: 25.000 km/day under ETCS L113.300 km/day under STM-LZBPunctuality (5’ delay): 98,82 % (all incidents considered, not only ETCS)

Málaga

LLeida

Madrid

Huesca

Barcelona

Sevilla

Córdoba

Zaragoza

PamplonaLogroño

Irún

S.Sebastián

Camp Tarragona

Antequera

Valladolid

Segovia

Madrid-Barcelona (625 km) ETCS L132 daily trips HST class 103 (300 km/h)

Madrid-Zaragoza (307 km) ETCS L112 daily trips HST class 102 (300 km/h)

Madrid-Málaga (512 km) STM-LZB 24 daily trips HST class 102 (300 km/h)2 daily trips HST class 103 (300 km/h)

Madrid-Sevilla (471 km) STM-LZB 2 daily trips HST class 103 (300 km/h)

Madrid-Valladolid (179 km) ETCS L1 10 daily trips HST 102 class (300 km/h)

Madrid-Pamplona/Logroño/IrúnETCS L1 (277 km) and Level 0+ASFA

10 daily trips HST class 120 (250 km/h)

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6. CONCLUSIONS

ETCS in Spain now:Spain has the largest high-speed network in commercial operation with ETCS L1

Spanish Railway Administration is developing a huge programme for new lines and

vehicles

Very high quality of service requirements are fulfilled

ETCS L2 validation is under process

Experience to share:Cross compatibility among equipments from different suppliers

Technical and operational compatibility with existing NON ETCS lines, through STMs or

National Functions

ETCS implementation process management

Real interoperability is a fact

1817 – 19 March 2008

Thank you for your attention