Project management in Europe for ERTMS implementation Railways deploying ERTMS, creating a safe, reliable and interoperable railway network in Europe Strong and integrated energy and transport networks are the cornerstone of the European market. Development and implementation of ERTMS is one of the measures to create a Trans-European Network for rail. The ERTMS Users Group combines the knowledge and experience of its members to support the introduction of ERTMS and to assure that it will be a safe, reliable and interoperable system at reasonable and affordable costs. MISSION The mission of the ERTMS Users Group is to help the railways in applying ERTMS/ETCS in a harmonised and interoperable way to enable the free flow of trains and a competitive railway. The ERTMS Users Group works closely together with the European Railway Agency (ERA) and UNISIG, the international association of signalling companies in the railway industry. The ERTMS Users Group is dedicated to technical and operational matters and guidance on commercial implications and impacts. The ERTMS Users Group is an European Economic Interest Group (EEIG) formed in 1995 by the French, German and Italian railways. In the following years many other railways joined the group. This is the current membership of the ERTMS Users Group: SNCF Réseau – France DB – Germany Infrabel - Belgium Jernbaneverket - Norway RFI – Italy ADIF – Spain ProRail – The Netherlands Network Rail – Great Britain Trafikverket - Sweden Banedanmark - Denmark SBB – Switzerland (cooperating railway, not an official member of the EEIG) MEMBERS The ERTMS Users Group and its members are invovled in large ERTMS PROJECTS (click on any of the arrows on the right hand side for more information). The experience gained in the projects is shared between the members. All issues arising from the members are discussed by experts in dedicated working groups. Together they decide on the preferred solutions for the future interoperable network. These solutions are discussed with the suppliers of signalling equipment, united in UNISIG, and the European Railway Agency. The ERTMS Users Group plays a major role in the development of the ERTMS system. Many activities are carried out in so called TEN-T projects which are sponsored by the European Commission. These projects, which involve many actors (ERTMS Users Group staff, railways, UNISIG, laboratories) are managed by the ERTMS Users Group. Occasionally, the ERTMS Users Group advises related organisations in the field of ERTMS. ADIF, Spain BANEDANMARK, Denmark DB AG, Germany INFRABEL, Belgium JERNBANEVERKET, Norway NETWORK RAIL, United Kingdom PRORAIL, The Netherlands SNCF RÉSEAU, France RFI, Italy SBB, Switzerland TRAFIKVERKET, Sweden ADIF, Spain WWW.ADIF.ES Commercial Applications High Speed Network Madrid Zaragoza - Lérida 460 Km In operation with ERTMS Level 1 at 300 Km/h ERTMS levels 1 & 2 installed Level 2 is being tested at present. In commercial operation at 350 Km/h by the end 2008 Supplier: ERTMS trackside: Ansaldo - CSEE Transport Lérida – Tarragona 90 Km max speed 350 Km/h ERTMS Levels 1 & 2 In operation with ERTMS Level 1 at 300 Km/h Level 2 is being tested at present. In commercial operation at 350 Km/h by the end 2008 Supplier: the consortium Thales, Dimetronic (Invensys), Indra and Siemens In operation with ERTMS Level 1 at 300 Km/h Tarragona - Barcelona 100 Km max. speed 350 Km/h. ERTMS Levels 1 & 2 Supplier: the consortium Thales, Dimetronic (Invensys), Indra and Siemens Under construction. Entry into operation by the end of 2007. Madrid – Valladolid 200 Km max. speed 350 Km/h ERTMS Levels 1 & 2 Segment Segovia - Valladolid (82 Km) assigned to the consortium Thales, Indra, Invensys, Siemens The rest of the line is assigned to the consortion Thales, Invensys and Siemens In operation with ERTMS Level 1 at 300 Km/h Cordoba-Malaga 155 Km. max. speed 350 Km. ERTMS Levels 1 & 2 Assigned to the consortium Thales, Invensys, Siemens In operation with ERTMS Level 1 at 300 Km/h Toledo Access (La Sagra – Toledo) 25 Km max. speed 220 Km/h. ERTMS Levels 1 & 2. Assigned to the consortium Thales, Indra, Invensys, Siemens Zaragoza – Huesca 79,5 Km In operation with ASFA max. speed 200 Km/h ERTMS Level 1 ERTMS trackside assigned to Alstom More information can be found on Adif - Alta Velocidad Conventional Network Albacete – La Encina Section of 93 Km Speed 220km/h; ERTMS Level 1 Supplier: Trackside: Bombardier Madrid Commuters Lines Several sections up to 160 Km This represents approximately half of the Madrid Commuters Lines Speed 220km/h; ERTMS Level 1 & 2 (in some sections) Supplier: Trackside: Consortium Alcatel and Dimetronic (Invensys) BANEDANMARK, Denmark HTTP://WWW.BANE.DK/ Organisation Banedanmark, the Danish Infrastructure manager, has set up the Signalling Programme as a project organisation with direct reference to the CEO. The Signalling programme is funded by the Danish state through the Ministry of Transport. Banedanmark has signed a 12 year consultancy contract with Ramböll, Atkins, Emch-Berger and Parsons and the integrated project team is located at Banedanmark headquarters in Copenhagen. The Signalling programme is a sector programme headed by programme director Morten Søndergaard and cover implementation of both signalling infrastructure and onboard systems for the entire national railway network excluding private lines. ERTMS onboard systems for state traffic contracts will be procured and paid under the frame of the Signalling programme. Commercial Applications High speed lines None Conventional lines All lines indicated on the following network map. Total length of lines to be migrated to ERTMS level 2 approx. 2000 km. Copenhagen commuter-system (S-bane) will be converted to CBTC in the same programme. All lines indicated on map with date for planned commercial operation, for Early deployment lines supervised commercial operation is scheduled to start one year before this date. Infrastructure contracts where awarded to Alstom and Thales-BBR December 2011 and onboard contract to Alstom February 2012. The selected suppliers design work is ongoing in the joint project office at Banedanmark. STM status and perspective The STM-DK for ZUB123 is being developed by Siemens for Banedanmark. STM-DK will be used on all lines fitted with Danish ATC during migration (until 2021). STM-DK is planned to be type approved and commercially available end of 2014. Other (GSM-R/GRPS/...) The Signalling Programme is a full signalling renewal including all signalling related assets, aiming at increasing performance and reducing operations and maintenance cost. Implementing ERTMS on a complete conventional railway require a conceptual rethinking of the operational concept and the usage of technical systems. The Signalling programme plan to use GPRS for ETCS communication and Online Key management for both infrastructure and onboard systems. Handheld terminals for possession management, support for work near track and shunting is also part of the programme. DB AG, Germany WWW.BAHN.DE Organisation Deutsche Bahn AG is 100% property of the German state. The Transport Ministry is responsible for the national infrastructure financing, and supported in this task by the EBA. The ETCS programme in the DB network is implemented by Deutsche Bahn AG. The projects are performed by its company DB Projektbau GmbH, by order of and in co-operation with the infrastructure manager DB Netz AG. The railway undertakings DB Schenker (freight) and DB Fernverkehr (long-distance passenger) have their own ETCS migration strategies and act independently of the DB Netz AG. Commercial applications High Speed Lines POS (part of the international East-West corridor Paris – Ostfrankreich – Süddeutschland) Line from Saarbrücken to Mannheim Length of the line: ca. 130km, ca. 1200 balises, 1RBC Max speed on the line: 200km/h ETCS level used on the line: level 2 SRS 2.3.0d overlay on existing PZB Supplier for the infrastructure: Ansaldo STS Date of commissioning of the line: 12/2012 (planned) NIM (Nürnberg – Ingolstadt – München) Line from Nürnberg to München Length of the line: ca.160km, ca. 1500 balises, 2 RCB Max speed on the line: 300 km/h ETCS level used on the line: Level 2 SRS 2.3.0d overlay on existing PZB and LZB Supplier for infrastructure: Thales Date of commissioning of the line: 12/2012 (planned) VDE 8.3 Berlin – Leipzig Line from Berlin to Leipzig (former ETCS pilot line) Length of the line: ca. 150km, ca. 1200 balises, 4 RBC Max speed on the line: 200 km/h ETCS level used on the line: upgrade of the ETCS Level 2 SRS 2.2.2 to SRS 2.3.0d, overlay on existing PZB and LZB Supplier for the infrastructure: Thales Date of commissioning of the line: 12/2012 (planned) VDE 8.1/8.2 Line from Nürnberg via Erfurt to Halle/Leipzig Length of the line: VDE 8.1 ABS Nürnberg – Ebensfeld (ABS = Ausbaustrecke = Line upgrade) 83km VDE 8.1 NBS Ebensfeld – Erfurt (NBS – Neubaustrecke = new line) 107 km Erfurt node: 5 km VDE 8.2 Erfurt – Leipzig/Halle: 123 km (NBS, 23km already in operation) Max speed on the line: 300 km/h ETCS level used on the line: ABS sections: level 2 overlay on PZB/LZB NBS sections: level 2 without national fall back system and without lineside signals Note: L2 without line side signals, mixed traffic, ETCS baseline 3 and high proportion of tunnels and bridges require highly innovative solutions. Due to the time constraints, the ETCS installation will start with SRS 2.3.0d and the contract will include an upgrade clause for Baseline 3. Supplier for the infrastructure: tender in progress, offers by 11/2011, will be one general contractor for ETCS/GSMR/IXL on the whole line Date of commissioning of the line: VDE 8.2 – 2015, VDE 8.1 – 2017 Rostock – Berlin Line from Rostock to Berlin Length of the line; ca.175km, ca. 1000 balises, 1 RBC Max speed on the line: line is being upgraded to 160km/h ETCS level used on the line: Level 2 SRS 2.3.0.d overlay with PZB Supplier for infrastructure: Ansaldo STS Date of commissioning of the line: for different sections 2012, 2014 and 2015 STM status and perspective For the whole network of DB the use of PZB is mandatory. If PZB is implemented as an STM with ETCS, the hot standby function (HSB) is required for safe operation. For high speed operation (>160km/h), and for higher performance (headway) in some highly frequented lines, LZB is required. PZB is always the fall back system if LZB is not active. The VDE 8.1/8.2 will be the first line without PZB, but trains cannot operated on pure ETCS sections only, PZB will still be needed to reach the line. GSM-R The German GSM-R network is equipped with about 25.000km of lines with 7 MSC, 63 BSC, 3.000 BTS and about 15.000 cab radios (mobiles). However, GSM-R will not satisfy the ETCS Level 2 communication needs in highly frequented areas, as for example in the Basle node. Therefore DB is supporting the development of packet-switched communication for the future of ERTMS. INFRABEL, Belgium WWW.INFRABEL.BE Infrabel builds, operates and maintains the Belgian rail infrastructure. Its mission is to develop a safe and qualitative railway network for all the trains of tomorrow. Infrabel has set the goal of being one of the safest railway networks in Europe. So since 2009, the European Train Control System (ETCS) is being installed on the national rail network. Organisation A staff of 12.464 employees ensures an optimal performance of the equipment: 150 signal boxes with a concentration plan to go to 31 signal boxes (end 2017) 4300 switches and crossing in main track 3.600 kilometres of tracks 11.600 structures 5.800 kilometres of catenary 11.000 large signals 1.800 level crossings Jerbaneverket is about to undertake a major renewal of signalling systems throughout the network. The renewal will take part from 2014 to 2030 and will include implementation of ERTMS. Norway is obligated to implement EUs Technical Specifications for Interoperability (TSI) into Norwegian law, under Norway's membership in the European Free Trade Association (EFTA) and the Agreement on the European Economic Area (EEA). In 2010, Infrabel and SNCB launched an ambitious ETCS master plan, representing a total investment of no less than 3.8 billion euros. With this plan the network will be equipped progressively with the European Train Control System (ETCS). At the end of 2014, 899 kilometres of main lines were equipped with this modern technology. This makes Infrabel one of the European leaders. This master plan will be realized in different phases: 1st step: Roll-out TBL1+ and ETCS level 1 Full Supervision 2th step (end 2015): TBL1+ program completed 3th step (2022): Complete network equipped with ETCS, ETCS1 Full Supervision, ETCS1 Limited Supervision and ETCS2 Full Supervision (depending of the lines) 4th step (2025): Railway network only accessible for trains equipped with ETCS After 2025: Possible migration of the complete network to ETCS Level 2 Commercial applications High Speed Line In 2009, Infrabel realized the completion of its high speed lines network between Brussels and Germany, Brussels and The Netherlands, Brussels and France. Belgium became the first European country where its borders were connected with high-speed lines. The high speed lines network in Belgium is composed of 4 lines. The 2 last commissioned lines were directly equipped with ETCS. Line Brussels – France Border (line L1) Length of the line : 70 km Date of commissioning : 1995 Line equipped with TVM (national French system). No migration planned to ETCS for the moment. Line Leuven – Ans (Liège) (line L2) Length of the line : 64 km Date of commissioning : 2002 Line equipped with TBL2 (national system) which will be migrated to ETCS level 1 (300 km/h) at the end of 2016 or begin 2017 Line Liège – German Border (Line L3) Length of the line : 42 km Date of commissioning : 2009 ETCS Level used on the line : ETCS level 2 (300 km/h) with Fall back ETCS level 1 (160 km/h), without line side signalling Line Anvers – Netherland border (Line L4) Length of the line : 40 km Date of commissioning : 2007 ETCS Level used on the line : ETCS level 2 (300 km/h) with Fall back ETCS level 1 (160 km/h), without line side signalling Conventional Lines After the high speed lines, two main axes of the “conventional” rail network were firstly equipped with ETCS, namely: Line 36 / 36 N between Brussel and Leuven Length of the line : 28 km (4 tracks) Date of commissioning : 03/2012 ETCS Level used on the line : ETCS level 1 Full Supervision (200 km/h) with lineside signalling (160 km/h) The Diablo railway connection and the new railway line 25N between Schaarbeek and Mechelen Zone around the Airport of Zaventem Date of commissioning : 06/2012 ETCS Level used on the line: ETCS level 1 Full Supervision with lineside signalling. Infrabel gives also priority to the main international freight axis that crosses Belgium. The installation of ETCS allows interoperability for international freight trains and increases safety of all other trains. The Liefkenshoek rail connection It connects the left bank with the right bank of the Antwerp harbour with a tunnel under the Schelde: Length of the line : 16 km Date of commissioning : 12/2014 ETCS Level used on the line : ETCS level 1 Full Supervision with lineside signalling. “Corridor C” between Antwerp, Basel and Lyon This freight corridor is crossing Belgium from the North (harbour of Antwerp) to the South (Arlon, at the border with France and Luxembourg). This corridor will be equipped in ETCS step-by-step via more than 17 partial projects. Length of this corridor in Belgium : 450 line km, 1600 signals with ETCS Date of commissioning : first partial project commissioned in 17/12/2012, last partial project foreseen begin 2016 ETCS Level used on the line : ETCS level 1 Full Supervision with lineside signalling. This corridor includes 4 main stations with ETCS (Leuven, Antwerpen, Namur and Ottignies). Two are fully equipped with ETCS, the other two are partially equipped with ETCS (only the freight axis crossing the station) According to the ETCS Master Plan and after the Corridor C, Infrabel will continue to roll-out ETCS1 Full Supervision on different main lines. The ETCS1 Full Supervision and Limited Supervision Trackside programs are based on equipment supplied via 2 contracts : the first one launched in 2006 with Siemens (LEU/balises for 4000 signals) and the last one launched in 2011 with Alstom (LEU/balises for 4000 extra signals). The ETCS2 deployment will be ensured via a turn-key contract including also Interlocking renewing. Supplier to be confirmed. The design of ETCS1 Limited Supervision and ETCS2 on the conventional network starts in 2015. A first generic development phase is scheduled with a validation on different pilot lines. The roll-out will follow immediately after these validations. Other Provisional train fitment programme In commercial Service: Railcar type: High Speed Train Model : AM08 Desiro Quantity: 305 Fitment type: ETCS Level 1, b2.3.0.d Year: 2011--2016 Supplier: Siemens Railcar type: High Speed Train Model : Thalys Fitment type: ETCS Level 1/2, b2.2.2+ Year: 2007 Supplier: Ansaldo Model : ICE3 Fitment type: ETCS Level 1/2, b2.3.0.d Supplier : Siemens (ETCS – Alstom) Railcar type: Locomotive Model : HLE18-19 Quantity: 120 Year : 2010 -- 2014 Fitment type: ETCS level 1/2, b2.3.0.d Supplier: Siemens Railcar type: Coach Model : HVM6Bx (Pilot Car M6 double-deck) Quantity: 64 Year : from 2015 Fitment type: ETCS level 1/2, b2.3.0.d Supplier: Alstom Planned Railcar type: Various Model: Various Quantity: >500 Year : 2016-2023 Fitment type: retrofitment with installation ETCS Level 1/2, baseline 3 Supplier: Alstom Railcar type: Various Model: HLE13-HVI11Bx Quantity: 15 + 21 Year : 2017 Fitment type: retrofitment with installation ETCS Level 1/2 Supplier: to be confirmed Railcar type: M7 Fitment type: new, with ETCS Level1/2, baseline 3 Year: 2018-2023 Supplier: to be confirmed The existing b2.3.0d on-board units will be migrated to baseline 3 (allowing ETCS1 Limited Supervision). A precise planning has to be defined. STM : status and Perspective Infrabel installs systems that support the train driver. There are three different ATP systems (Automatic Train Protection) in Belgium, which are designed in such a way that they can operate together perfectly. Memor-crocodile, since the 30’s TBL1, since the 80’s TBL1+, since 2005. The TBL1+ system is the most recent and most secure ATP system. Since the end of 2012, all the main railway node points are equipped with TBL1+. By the end of 2015 nearly the complete Belgian rail network should be covered. The equipment used for TBL1+ is compatible with the ETCS system. The TBL1+ information is included in the Packet 44 available in the ETCS specification. So it concerns a sustainable investment, because changing from TBL1+ to ETCS 1 Full Supervision and Limited Supervision often demands only an adaptation in the balise and LEU’s configuration. TBL1+ is likely required in the train fitted with ETCS for some time to allow continue operation on lines not yet equipped with ETCS. In that case, the TBL1+ is implemented as a STM system. In trains not yet equipped with ETCS (the oldest one), the TBL1+ is implemented as a separated ATP system. The older ATP systems TBL1 and Crocodile will be removed progressively in the next years on lines equipped with ETCS. A proper GSM network for the railroad Communication between the train driver and the train traffic control centre is essential for the railway safety. It requires a high available communication network. Therefore Infrabel has installed from 2003 to 2009 its own GSM-R network. This GSM-R network covers since January 2011 all railway lines and stations in Belgium. It mainly used for voice communications between the Traffic Control Center, Signalling boxes, Energy Dispatcher and Train drivers. The old anologue radio network (RGT/RST) has been disconnected at the same time. The Belgian GSM-R is based on more than 500 antenna’s and base stations supporting the whole covering. In the context of ETCS Level 2, some adaptations in the GSM-R network are required to increase locally the capacity or the covering quality depending on the ETCS requirements. For instance, large stations and some critical locations as hand-over RBC’s zones will need specific attention. These modifications are planned from 2014 to 2018. It includes 120 extra antenna’s. Some base stations will also be renewed in this context. GPRS Beside Infrabel will support related applications eg. protection of trackside workers. Some of them will need GPRS –support for which a new platform is scheduled to be operational in June 2015. Infrabel has the intention to use GPRS for ETCS level 2 as soon as an ETCS solution is available for board and trackside. A deployment within a period of 2 years is possible. JERNBANEVERKET, Norway WWW.JERNBANEVERKET.NO Organisation The Norwegian railway network stretches from Stavanger in the south/west to Narvik in the north, above the Arctic Circle. The Norwegian railway network is more than 4,000 kilometres long, with a total of 775 tunnels and more than 3,000 bridges. Jerbaneverket is about to undertake a major renewal of signalling systems throughout the network. The renewal will take part from 2015 to 2030 and will include implementation of ERTMS. Norway is obligated to implement EUs Technical Specifications for Interoperability (TSI) into Norwegian law, under Norway's membership in the European Free Trade Association (EFTA) and the Agreement on the European Economic Area (EEA). Commercial applications ERTMS on conventional lines Norway’s first ERTMS line was put into commercial operation in August 2015. Renewal of signalling systems and implementation of ERTMS throughout the rest of the network will be undertaken from 2016 to 2030. Norways first ERTMS Line is Østfoldbanens Østre linje Line description: 7 stations, 17 level crossings, 2 level transition areas Lenght of the line: 80 km ETCS level used on the line: ETCS level 2 Supplier of the ERTMS infrastructure: Bombardier Supplier of the ERTMS onboard: Bombardier Train types operating on the line: Stadler Flirt EMU Date of commissioning of ERTMS: August 2015 STM status and perspective STM will be required to enable trains to operate onboth ERTMS and ATC lines during the migration phase to ERTMS. The legacy system used in Norway is EBICAB 700. Other (GSM-R / GPRS/ ...) The whole Norwegian Railway Network is equipped with GSM-R / GPRS. NETWORK RAIL, United Kingdom WWW.NETWORKRAIL.CO.UK Organisation Network Rail runs, operates and maintains every aspect of the rail infrastructure in Britain. This includes 18 key stations operated by Network Rail, 2,500 other stations franchised to train operators, 6,650 level crossings, 100 train care depots, 800 signal boxes, 43,000 bridges, tunnels and viaducts and around 16,500 route Km (32,00 Km of track). With Strategic Decision from the Governement's Department of Transport (DfT), Network Rail is leading and funding the ERTMS Programme in Great Britain and has, with it's industry partners, developed a "preferred" implementation plan for ERTMS that is currently going through industry consultation before being formally agreed in 2013. Commercial Applications (Provisional Plan over next 20 years only) High Speed Lines Great Western Mainline - London (Paddingtom) to Bristol. Lenght of the line 300 km Max speed on the line: 200km/h ETCS Level used on the line: Level 2 (overlay until 2026) Supplier for the infrastructure: to be confirmed Supplier for the onboard: to be confirmed Date of commissioning of the line: 2019 (Lineside signals removed 2026) East Coast Mainline - London (Kings Cross) to Doncaster. Lenght of the line 290km Max speed on the line: 200km/ ETCS Level used on the line: Level 2 Supplier for the infrastructure: to be confirmed Supplier for the onboard: to be confirmed Date of commissioning of the line: 2020 West Coast Mainline - London (Euston) to Hanslope Junction (Roade) Lenght of the line 90km Max speed on the line: 200km/ ETCS Level used on the line: Level 2 Supplier for the infrastructure: to be confirmed Supplier for the onboard: to be confirmed Date of commissioning of the line: 2035 Convetional Lines Cambrian Lines: Shrewsbury to Aberystwyth and Pwllheli Lenght of the line 215km Max speed on the line: 130km/ ETCS Level used on the line: Level 2 Supplier for the infrastructure: Ansaldo STS Supplier for the onboard: Ansaldo STS Date of commissioning of the line: past March 2011 Hertford National Integrration facility: Watton at Stone to Hertford North Lenght of the line 8km Max speed on the line: 120km/ ETCS Level used on the line: Level 2 Supplier for the infrastructure: to be confirmed Supplier for the onboard: to be confirmed Date of commissioning of the line: 2013 - Integration facility (switchable), 2020 Running Line, as part of East Coast Mainline Thameslink (Core): London Bridge and Castle to Kentish Town and Finsbury Park Lenght of the line 8km Max speed on the line: 100km/ ETCS Level used on the line: Level 2 Supplier for the infrastructure: to be confirmed Supplier for the onboard: to be confirmed Date of commissioning of the line: 2015 Midland Mainline: London (St. Pancreas) to Loughborough Lenght of the line 180km Max speed on the line: 180km/ ETCS Level used on the line: Level 2 Supplier for the infrastructure: to be confirmed Supplier for the onboard: to be confirmed Date of commissioning of the line: 2022 Other Provisional train fitment programme In comercial Service: Railcar type: DMU Model: Class 158 Quantity: 24 Fitment type: retrofitted Year: 2008 Supplier: Ansaldo STS Railcar type: Loco Model: Class 97 Quantity: 3 Fitment type: retrofitted Year: 2008 Supplier: Ansaldo STS Planned Railcar type: Various Model: Various Quantity: 2418 Fitment type: retrofitment Year: 2012-2027 Supplier: to be confirmed Railcar type: Various Model: Various Quantity: 2747 Fitment type: new Year: 2012-2020 Supplier: to be confirmed STM: status and perspective The Train Protection and Warning System (TPWS) is deployed on the entire British railway network and is required for operation on routes not fitted with ETCS. TPWS is likely to be required on trains fitted with ETCS for some time to allow continued operation outside the ETCS fitted areas. So far it has not been necessary to implement TPWS with an STM interface as it has a relatively simple interface to the train and driver. There are some other ATP systems in use on specific lines which will remain in operation for a limited period following ETCS deployment. An interface may be required with the ETCS onboard for these ATP systems as some trains will require both systems for a transition period. GSM-R The FTN/GSM-R Programme is the largest telecoms project ever to be undertaken on Britain's railways. The project is providing a new, high functionality, digital radio system that will allow train drivers to communicate directly with signallers across the entire network. This is GSM-R (Global System for Mobile communications - Railways). At the same time, the project is renewing the entire line-side fixed telecoms network that supports all of the railway's daily telecoms needs. This involves the installation of around 15,000 km of optical fibre and copper cables, installing around 3,000 new transmission sites, over 2,250 new radio sites, 7 new operational telephone exchanges and migration of circa 50,000nr operational circuits. This is FTN (Fixed Telecom Network). Construction of the Railway Communications System (the collective name for FTN/GSM-R) will implement nationally standardised equipment, significantly improving reliability and replacing ageing infrastructure. It will provide a modern, hightly structured and robust fixed telecoms network designed to meet the operational needs of tomorrow's railway and cater for Network Rail's business communications requirements. Drivers, signallers and trackside workers will be able to communicate directly and securely on a modern digital radio system over all Network Rail controlled infrastructure used for passenger operations, including tunnels and cuttings. This will allow any problems potentially affecting the line, e.g. trackside fire, line fault, safety incidents etc to be quickly communicated to all involved, giving greater advance warning and faster response tiems. This would class communications system offers international compatibility with the European high-speed rail network. It will provide a platform for the introduction of the European Railway Traffic Management System (ERTMS), known to improve efficiency and significantly increase the rail traffic capacity. GPRS Acceleration in the delivery of Packet Switched capable ETCS systems will help Network Rail to meet the challenges imposed to ETCS Level 2 deployment in busy areas due to capacity constraints in GSM-R Circuit Switched channel. It will also serve as a stepping stone in the technology roadmap from GSM-R into successor packet switched technologies, like UMTS, WiFi and LTE. Network Rail is planning to include ETCS Level 2 over Packet Switched technology in future ERTMS deployments. ETCS over GPRS systems will be tested at Hertford National Integration Facility as part of Network Rail's ERTMS development plans. PRORAIL, The Netherlands WWW.PRORAIL.NL Commercial Applications Rotterdam harbour - German border, dedicated freight line 110km Maximum line speed 120 km/h ERTMS level 2 In commercial service since June 2007 Supplier: Alstom The “Havenspoorlijn” (existing line with shunting yards, part of the Betuwe line in the harbour area of Rotterdam) has been equipped with ERTMS level 1. The existing line side signals remained. HSL South (Amsterdam - Belgian border) Section of high speed link Amsterdam-Brussels-Paris 93km Maximum line speed 300 km/h ERTMS level 2 (with a simple level 1 as fall back) Commercial service since 2009 Supplier: Siemens / Thales Amsterdam - Utrecht 30 Km Mixed signalling: ERTMS Level 2 with ATB First Generation Maximum line speed 160 km/h Full comercial service beginning 206 (first part with ATB First Generaiton) and 2011 (2rd part with ERTMS) Supplier: Bombardier Hanzelijn (Lelystad - Zwolle) 70km Mixed signalling: ERTMS Level 2 with ATB First Generation, Maximum line speed 200 km/h Full commercial service end 2012 Supplier: Alstom GSM-R Network installed on the whole railway network, operational since late 2004, no fallback to legacy system or fixed telecom network Supplier: Nokia/Siemens Migration of trainborne equipment finalised The legacy telecom network has been put out of service STM status and perspective National lines are fitted either with ATB-EG (first generation) or the ATB-NG (new generation). Train operators (especially freight operators like Railion) which run service into Germany could need STM for LZB and Indusi. External STM’s are available on the open market SNCF RÉSEAU, France HTTP://WWW.SNCF-RESEAU.FR Organisation "SNCF Réseau" as Infrastructure Manager is in charge, under the aegis of the French Member State, of defining and applying the strategy related to the roll out of ERTMS on the High Speed and Conventional lines. Decision has been made to organise the implementation of ERTMS following the same strategy for both the High Speed and Conventional lines. Pilots will enable the Proof of Concept and roll out will follow. Pilot for High Speed Line is the East European HSL and pilots for Conventional lines are on Corridor C. Commercial applications High speed lines Est European High Speed Line Line from Vaires to Beaudrecourt Lenght of the line: 300 km Max speed on the line: 320 km/h ETCS level used on the line: Level 2 Supplier for the infrastructure: Ansaldo STS France Supplier for the onboard: Ansaldo STS France Date of commissioning of the line: end of 2013 Conventional Lines First pilot line for Corridor C Line from Thionville to Bettembourg Length of the line : 18 km Max speed on the line: 160 km/h ETCS level used on the line: Level 1 Supplier for the infrastructure: Alstom Supplier for the onboard: Alstom Date of commissioning of the line: end of 2013 Second pilot line for Corridor C Line from Longuyon to Mont-St-Martin Length of the line: 20km Max speed on the line: 100 km/h ETCS level used on the line: Level 1 Supplier for the infrastructure: Alstom Supplier for the onboard: Alstom Date of commissioning of the line: end of 2013 STM status and perspective STM are intended to be used on the network for the following legacy signalling systems: STM KVB for conventional lines STM Crocodile for conventional lines Other (GSM-R / GPRS / ...) On East European Hight speed line, GSM-R is implemented with double coverage. RFI, Italy HTTP://WWW.RFI.IT - SITE FOR IL SISTEMA AV-AC Commercial Applications All of the new High Speed Lines are based on ERTMS Level 2 without any fall back system. Roma - Napoli HSL (Officially in operation from the 19th December 2005) Trackside Supplier: Saturno Consortium with Alstom & Ansaldo On board Supplier: Alstom (Ansaldo equipment under development) Torino – Novara HSL (Part of Torino – Milano) (Officially in operation from February 2006) Trackside Supplier: Saturno Consortium On board Supplier: Alstom (Ansaldo equipment under development) Padova – Mestre HSL line (2006) RBC’s, interlockings and track-circuits from Ansaldo, beacons from Alstom (25 km) Milan – Bologna HSL line (in commercial service since 13th Dec 2008) RBC, interlockings and beacons from Ansaldo, track-circuits from Alstom (182 km) Bologna – Florence HSL line (2008) RBC’s, interlockings, track-circuits and beacons from Alstom (78 km) Novara – Milan HSL line (completion of Turin – Milan HSL) (2009) RBC’s, interlockings and track-circuits from Ansaldo, beacons from Alstom (34 km) Milan – Verona HSL line (2012) RBC, interlockings and track-circuits from Ansaldo, beacons from Alstom (112 km) Verona – Padova HSL line (2013) RBC’s, interlockings and track-circuits from Ansaldo, beacons from Alstom (77 km) STM status and perspective The “standard” ERTMS on-board equipment will integrate the FS National System (SCMT). Due to the FS strategy of installing ERTMS Level 1 or 2 on all the Italian part of the Trans-European Network (border lines, High Speed Lines, connections) it is not presently foreseen the development of an external STM Updated: 18/02/2010 SBB, Switzerland HTTP://WWW.SBB.CH - SITE FOR IL SISTEMA AV-AC Commercial Applications High Speed Network Mattstetten-Rothrist 45km double track plus 10km single track feeder line. ERTMS level 2 with fall-back system based on national signalling (fall back has to be decommissioned) Full commercial service since end 2004 / with ETCS Level 2 since July 2006 (initially with speed 160km/h, since 29.07.2007 with speed 200km/h) Trackside Supplier: Alstom (RBC) and Alcatel (Interlocking) Train-borne fleet: 500 vehicles Trainborne Supplier: Alstom Lötschberg Base Tunnel 35km partial double track tunnel ERTMS level 2 with minimal fall-back system based on national signalling (tunnel portals) Opened Mid June, Partial commercial service, full commercial service end 2007 Trackside Supplier: Alcatel Trainborne Supplier: Alstom, Siemens and Bombardier ETSC Level 1 Limited Supervision Replacement of national signaling system ZUB/SIGNUM with ETCS Level 1 Limited Supervision on entire network until 2016 with priority on the north-south corridors until 2012. STM status and perspective The whole fleet of SBB (2000 vehicles) has been equipped with ETM (reverse STM) and now is able to read packet 44 information out of Eurobalises. This is the basic assumption to start now the trackside migration towards ETCS. TRAFIKVERKET, Sweden HTTP://WWW.TRAFIKVERKET.SE/ Organisation Trafikverket (the Swedish Transport Administration) is the agency responsible for all modes of traffic: traffic on roads and railways, on the sea and in flight. We will plan for all modes of traffic for a long time to come. Trafikverket has since several years an ongoing ERTMS program responsible for developing and implementing ERTMS on the Swedish railways. Commercial applications High speed lines Corridor B - from Malmö to Stockholm Lenth of the line: 850km (double track line) Max speed on the line: 200 km/h ETCS level 2 used on the line (pure Level 2) ETCS level 1 may be used on some of the larger stations Planned date of commissioning of the complete corridor: 2020 Conventional lines Bothnia Line - from Nyland to Umeå Length of the line: 190 km Max speed on the line: 250 km/h ETCS level 2 used on the line (pure Level 2) Supplier for the infrastructure is Bombardier Supplier for the onboard is Bombardier Date of commissioning: December 2010 Ådal Line - from Sundsvall to Nyland Length of the line: 130 km/h Max speed on the line 250 km/h ETCS Level 2 used on the line (pure Level 2) Supplier for the infrastructure is Bombardier Supplier for the onboard is Bombardier Planned date of commissioning for the complete Ådal line: August 2012 Haparanda Line - from Boden to Haparanda Length of the line: 161 km Max speed on the line: 250 km/h ETCS Level 2 used on the line (pure Level 2) Supplier for the infrastructure is Ansaldo Planned date of commissioning: December 2012 Vasterdalarna line - from Repbäcken to Malung length of the line: 130 km/h Max speed on the line: 90 km/h ETCS Level 3 used on the line (pure Level 3) Supplier for the infrastructure is Bombardier Supplier for the onboard is Bombardier Planned date of commissioning: February 2012 STM Status and perspective: STM are used on the network equipped with EBICAB 700 (Class B system). TEN-T Projects Since 1995, the ERTMS Users Group is active in the field of projects to develop the Trans European Network for Transport (TEN-T). Up to 2013 € 195 million EU subsidy was granted to the ERTMS Users Group for projects coordinated by the Group. Recent TEN-T project coordinated by the ERTMS Users Group: Click on the menu on the right hand side for more information. 2012 2011 2009 2007 2006 TEN 2012 (Multi Annual Program 4th Call): “Facilitating and speeding up ERTMS deployment – Second phase” An EU funding decision on this project is expected. With the anticipation of a favourable EU decision, ERTMS Users Group has completed one of the deliverables of that project. It is a report that addresses ERTMS security aspects, and it is called “IT Security Threat identification, Risk Analysis and Recommendations PUBLIC VERSION”. This report can be downloaded here: IT Security Threat identification - Risk Analysis and Recommendations PU... Activities: Management of the project Financial management Feedback from projects implemented by ERTMS Users Group members UNISIG (UNIFE) support to ERA on Baseline 3 maintenance GSM-R Industry Group support to ERA ETCS test campaign Development of Form Fit Function Interface Specification (FFFIS) for EVC-DMI Key Management Systems (KMS) UIC Support to ERA in the area of GSM-R GSM-R Interferences Mobile public systems evolution influence on GSM-R Beneficiaries: ERTMS Users Group UNIFE/UNISIG UIC Cedex Multitel DLR INECO Nokia Solutions and Networks Kapsch CarrierCom Funkwerk Project volume: € 6 million EU funding: € 3 million TEN 2011 (Multi Annual Program 3rd Call): “Facilitating and speeding up ERTMS deployment“ Activities: Management of the project Financial management First feedback of baseline 3 implementation projects UNISIG support to ERA GSM-R Industry Group support to ERA ETCS Test Campaign Validation/test of baseline 3, 3rd phase Development of FFFIS for Train Interface Unit ETCS over GPRS GSM-R Interoperability/compatibility testing EMC Axle Counter Validation Automatic Train Operation. Participants/beneficiaries: ERTMS Users Group UNIFE/UNISIG Cedex DLR Multitel INECO Nokia Siemens Networks Kapsch CarrierCom Hörmann Funkwerk Kölleda Alstom Ferroviaria Selex Elsag UIC Frequentis MER MEC Seinalia Project volume: € 30 million EU funding: € 15 million TEN 2009 (Multi Annual Program 2nd Call): “Support to the ERTMS Consolidation” Activities: Management of the project Financial management ERTMS Users Group support to ERA ERTMS Users Group support to international freight corridors Baseline 3 on-board prototypes for testing Transposition of “line specific scenarios” into the data basis of reference laboratories, 2nd phase Validation/test of SRS version 3, 2nd phase Check by UNIFE/UNISIG of the “line specific scenarios” Resolution of technical issues Test specification support Validation of test cases and sequences Participants/beneficiaries: ERTMS Users Group UNIFE/UNISIG Project volume: € 6 million EU funding: € 3 million TEN 2007 (Multi Annual Program 1st Call): “EEIG ERTMS Users Group – testing activities” Activities: Management of the project Financial management Feedback from members and Technical Harmonisation Operational Harmonisation Transposition of “line specific scenarios” into the data basis of reference laboratories Validation of SRS version 3 Migration to 2.3.0d GSM-R Interoperability tests. Participants/beneficiaries: ERTMS Users Group Nokia Siemens Networks Kapsch CarrierCom UNIFE/UNISIG Project volume: € 12 million EU funding: € 6 million TEN 2006: “ERTMS Development and consolidation” Activities: Management of the project Financial management Change request management Operational Rules Harmonisation Alignment of System Test Specification with 2.3.0/2.3.0d GSM-R Phase IV b Interoperability tests EVC Test Campaign. Participants/beneficiaries: ERTMS Users Group Cedex DLR Multitel TIFSA ERSA Nokia Siemens Networks Nortel UNIFE/UNISIG Project volume: € 6 million EU funding: € 2.5 million 123-133 Rue Froissart Brussels 1040 Belgium Tel: +32.2.673.99.33 Fax: +32.2.673.41.50 Google Maps Name: E-mail address: Comment: MENU HOME MISSION MEMBERS TEN-T PROJECTS CONTACT US