ERTMS: a means to an end 1
ERTMS: a means to an endTransport Thursday, Delft, 18 February 2016
Rob M.P. GoverdeDepartment of Transport and PlanningDelft University of Technology
ERTMS: a means to an endCapacity consumption and traffic management18 February 2016
ERTMS: a means to an end 2
Outline
• Introduction• ERTMS Level 2• Capacity consumption• ERTMS: more than a safety system• Speed advice/command• Intelligent traffic management• DAS/ATO with TMS• Developments elsewhere• Conclusions
ERTMS: a means to an end
ERTMS: a means to an end 3
Introduction
ERTMS has three components• ETCS: European Train Control System
Signalling and automatic train protection/control• GSM-R
Mobile communication between ‘track’ and train• ETML: European Traffic Management Layer
Not developed yet!
• ERTMS has three main levels depending on Data transmission Track-free detection
ERTMS: European Rail Traffic Management System
ERTMS: a means to an end 4
Introduction
• Reasons to implement ERTMS Level 2 include Interoperability Improved safety Replacement of legacy systems at the end of their life-time Improved capacity and speed Two-way communication between train and track
ETCS• Specification for state-of-the-art cab signalling and ATP with
Movement authority (permission to proceed) and corresponding track description transmitted to train and displayed in the cabine
Dynamic speed profile computation in train Ceiling speed and braking curve supervision in train
ERTMS Level 2
ERTMS: a means to an end 5
Track-free detection
ERTMS Level 2
GSM-R messagesPositionMovement Authority (MA)Track description
Architecture
Eurobalisefor train positioning
GSM-R
Radio Block Centre(RBC)
Marker board
ETCSOn-
Board
Interlocking
Traffic Control Centre
● Dynamic speed profile● Speed supervision
ERTMS: a means to an end 6
Capacity consumption
Shorter running times and separation distance • By dynamic speed profile and braking curve supervision
Train-dependent: braking not earlier than needed for specific train
Block-independent: start braking independent of block boundaries
Route-dependent: dynamic speed profile for specific route Speed-dependent: shorter braking distances at lower speeds
Operational characteristics ERTMS Level 2
switchesblock
Distance
40
km/h100
ATB ETCS
ERTMS: a means to an end 7
Capacity consumptionCase Utrecht-Den Bosch: infrastructure occupation
Infrastructure occupation 88.3%
52:58
HtnUt Htnc Cl Gdm Zbm HtUtl
43:40
HtnUt Htnc Cl Gdm Zbm HtUtl
9:18
Infrastructure occupation 72.8%
Current signalling (NS54/ATB) ETCS L2 with blocks ~700 m
ERTMS: a means to an end 8
Base situation• Existing signalling• Area: available capacity
Capacity consumptionCapacity balance
Number of trains
Heterogeneity
Stability
Average speed
ERTMS: a means to an end 9
Capacity consumption
Migration to ETCS L2• Capacity increase
Capacity balance change under ETCS L2Number of trains
Heterogeneity
Stability
Average speed
ETCS L2same timetable
ERTMS: a means to an end 10
Capacity consumption
Migration to ETCS L2• Capacity increase
Capacity balance change under ETCS L2Number of trains
Heterogeneity
Stability
Average speed
ETCS L2same timetable
ETCS L2higher frequencies
ERTMS: a means to an end 11
Capacity consumption
Migration to ETCS L2• Capacity increase
Capacity balance change under ETCS L2Number of trains
Heterogeneity
Stability
Average speed
ETCS L2same timetable
ETCS L2higher speed
ERTMS: a means to an end 12
Capacity consumption
Migration to ETCS L2• Capacity increase
• Can ERTMS help to improve punctuality another way?
Capacity balance change under ETCS L2Number of trains
Heterogeneity
Stability
Average speed
ETCS L2same timetable
ETCS L2higher frequencies
ETCS L2higher speed
ERTMS: a means to an end 13
ERTMS: more than a safety systemArchitecture
Eurobalisefor train positioning
Track-free detection
GSM-R
InterlockingRadio Block Centre(RBC)
Marker board
ETCSOn-
Board
Traffic Control Centre
ERTMS: a means to an end 14
To be developed
ERTMS: more than a safety systemGSM-R messagesPosition & SpeedMovement Authority (MA)Track descriptionTimetable & Speed advice
Architecture with traffic management
Eurobalisefor train positioning
Track-free detection
GSM-R
Traffic Management Layer (ETML)
InterlockingRadio Block Centre(RBC)
Marker board
Traffic Management System (TMS)
ETCSOn-
Board
Traffic Control Centre
● Dynamic speed profile● Speed supervision● Speed advice
ERTMS: a means to an end 15
ERTMS: more than a safety system• ETCS as ATP system just gives upper bounds on speed• However, two-way communication between train and RBC/TCC
also allow advice on optimal speed Accurate positioning of trains by GSM-R (position, time, speed) Possibility to communicate speed advice or new targets through
GSM-RPossibilities• DAS: Driver Advisory System
Energy-efficient driving advice based on up-to-date timetable• DAS/TMS: DAS connected with Traffic Management System
TMS implements centralized conflict detection and resolution (CDR)
Optimal driving advice based on conflict-free target times or envelopes
• ATO: Automatic Train Operation (with TMS) (Semi-)automatic train operation based on optimal speed profile
Traffic management and train control…
ERTMS: a means to an end 16
Train speed advice/command
• Optimal speed profile: energy-efficient driving
DAS/ATO
ERTMS: a means to an end 17
Train speed advice/command
• Optimal speed profile following delayed previous train Trade-off between energy-efficiency and on-time arrival
DAS/ATO with TMS
ERTMS: a means to an end 18
Track TrainTMS
Intelligent Traffic ManagementWith DAS/ATO
Real-Time Traffic Plan
Traffic State Monitoring
Traffic State Prediction
Conflict Detection
Conflict Resolution
DAS/ATOInterlocking
Track-Free Detection
ETCSOn-BoardGSM-R
GSM-R
ERTMS: a means to an end 19
DAS/ATO with TMS
• Closed-loop between traffic management and train control
Centrally guided train operation
ERTMS: a means to an end 20
DAS/ATO with TMS
• DAS-C (Central): Trajectory and advice computed centrally• DAS-I (Intermediate): Trajectory computed centrally, advice
on-board• DAS-O (On-board): Trajectory and advice computed on-board
• Standardized messages already developed for each option
Architecture options
ERTMS: a means to an end 21
Developments elsewhere: DenmarkERTMS migration plan Denmark
Greenspeed Driver Guidance Tool
ERTMS L2
Real-time railway traffic management
ATO over ERTMS
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Check points
ERTMS: a means to an end 22
Developments elsewhere: SwedenCATO over ERTMS (proposal)
CMP=CATO Motion ProfileCTP=CATO Target PointMCTP=Mandatory CTPRCTP=Restrictive CTP
ERTMS: a means to an end 23
Conclusions
• ERTMS is more than a safety system (cab signalling and ATP)• DAS or ATO over ETCS improves capacity consumption,
punctuality, and energy savings Even more in connection to TMS
• ERTMS specification in preparation for ATO over ETCS DAS and ATO communication based on ETCS DAS and ATO are not safety related ETCS DMI planning screen may be used
• ERTMS will generate a systems jump in innovations ERTMS as an advanced traffic and train control system This is needed to manage high-frequent heterogeneous train
traffic Lots of research still needed Don’t wait until ETCS has been implemented (as a safety
system)
ERTMS: a means to an end