Proceedings 2002/2003 - IRSE

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66 MIGRATION TO ERTMS ON EXISTING LINES Interoperability does not only mean that a train should be able to be operated across borders and to read signalling in different countries in fact. There is also “operator interoperability” – different train operators may run trains on the same infrastructure even within a single country (as happens in the UK). And there is “supplier interoperability” – different rolling stock may be fitted with products from different suppliers. For example, vehicles equipped by supplier “A” and vehicles equipped by supplier “B” must be able to run efficiently on infrastructure implemented by supplier “C”. ERTMS/ETCS will bring interoperability much more efficiently than any other solution could. Safety ERTMS/ETCS brings an improvement in safety, especially in countries such as the UK where ATP does not really exist at present. For applications on conventional lines, from secondary lines to complex stations and dense areas, it will improve safety by providing ATP and, later, cab signalling. Capacity There are three levels of ERTMS/ETCS equipment. Whereas Level 1, which simply superimposes ATP on to existing lineside signalling, does not improve line capacity, Levels 2 onward will improve both capacity and the global throughput of the network. Figures from +10% to +30% in comparison with present capacity have been either quoted or demonstrated. ERTMS/ETCS will improve capacity especially in busy areas by providing smoother operation. Drivers have a permanent reminder of the state of the signalling and indications ahead, and can choose when to slow down, either at the last moment or earlier if the line ahead has not cleared. ERTMS/ ETCS also provides a much better ergonomy of driving, especially in bad weather conditions such as rain, snow and fog. Level 1 does not offer any increase in line capacity from provision of infill information in denser areas or the approaches to them. However, in this situation infill data can be transmitted by other means, such as radio. Availability Standardisation on ERTMS/ETCS means much less equipment than with past installations such as Eurostar and Thalys where different ATPs were juxtaposed for international traffic. Less equipment and hence fewer interfaces, fewer power supplies and other devices prone to unreliability, fewer cables and connections all mean dramatically improved reliability and availability, for the signalling itself and hence for rail transport generally. ERTMS/ETCS also provides a range of maintenance aids, supporting preventive maintenance and remote diagnostics. Cost-effectiveness ERTMS/ETCS is more cost-effective than existing conventional signalling solutions because it is product-based, the same products being used by different operators. Fewer products in the catalogue means greater quantities to be manufactured, lowering the costs. Fewer items to be kept for maintenance purposes will ease everyday operation and maintenance procedures and so reduce costs there as well. Less On-board Equipment ERTMS/ETCS will, in the short or medium term, mean that there will only be one on-board computer. Similarly there will be only a single Driver's Man- Machine Interface (DMI or MMI), making possible a much simpler and more ergonomic driver’s desk design by comparison with the six ATP systems in Eurostar cabs and the eight in Thalys. Less on-board equipment does not only mean lower costs, a simpler driver’s desk and less MMIs, but also less volume required for installing trainborne signalling equipment – a point sure to be much appreciated by our rolling stock colleagues. Open Market This was a major requirement of the European Community from the outset The main reason for opening the market was to reduce national influence and privileges. Another concept was to allow any railway to purchase from suppliers anywhere in Europe, not only from national suppliers, and also for any supplier to be able to bid anywhere in Europe. To complete the main goals of ERTMS/ETCS, it must be said that ERTMS/ETCS is in general terms a better solution to the needs of modern railways than any other kind of ATP. It is better adapted to mixed traffic (ie to both freight and passenger traffic, or to both low-density lines and the busiest stations and junctions). It is compatible with all existing signalling products and systems. It is independent of any presently installed or future trackside products; it does not for instance require use of any specific type of track circuit. And it requires installation of much less trackside equipment than any other type of ATP, which results in lower installation, operation and maintenance costs. So ERTMS/ETCS can doubtless be said to be a key player, if not THE key player, in improving rail transport. RETURN ON INVESTMENT (ROI) WITH ERTMS/ETCS Although the main reasons for regarding ERTMS/ETCS as the future of European railway signalling are interoperability for international traffic and increased safety through provision of ATP and cab signalling, as is often said, “Safety does not pay”. Put another way, safety alone cannot justify ERTMS/ETCS. So we must look elsewhere. In seeking ways of obtaining a RoI for ERTMS/ ETCS, three potential areas have been identified: • “standard” sources, by improving rail operation; • areas new for signalling systems;
MIGRATION TO ERTMS ON EXISTING LINES 67 • more unusual, advanced, “aggressive” areas that would bring a RoI with ERTMS/ETCS. See also Figure 4. Figure 4 – Paths to a Return on Investment (RoI) “Standard” sources of RoI include the three following basic areas: • ERTMS/ETCS will increase the safety of rail transport. By providing ATP and cab signalling, ERTMS/ETCS removes the risk of "Signals passed at danger" (SPAD). It also removes the risk of a wrong action by the driver after a warning signal or after a permanent or temporary speed restriction. • Management of level crossings will be greatly improved with ERTMS/ETCS, and with the incidental benefits of the presence of GSM-R radio. Among several possibilities being actively pursued real-time management of level crossings, where the crossing area is monitored continuously and the situation reported to the local control centre and/or the drivers of approaching trains, will permit the number of accidents and fatalities at level crossings to be diminished dramatically. • ERTMS/ETCS will create new possibilities for enhancing signalling equipment maintenance. These include new ways of providing preventive maintenance and monitoring trackside equipment. This applies to all kinds of equipment, from train detection and point equipment to trackside and trainborne ATP. Trainborne equipment is much more easily maintained because it comes into the workshop, whereas outdoor equipment can be far from any maintenance location. ERTMS/ETCS has a very significant impact on all these three “standard” sources of RoI. There are other sources of RoI that are new to signalling, including the following: • Increased productivity of rolling stock – motive power, carriages and wagons. Since ERTMS/ ETCS will increase line capacity and train speeds, the same rolling stock will arrive at its destination sooner. Hence more trips will be possible with the same amount of rolling stock, a feature that will be greatly appreciated by private operators and local and regional authorities. So ERTMS/ETCS will provide more value for the same money. • Through real-time operation and increased possibilities for cab signalling and central management, ERTMS/ETCS will provide routes to significant energy savings. This will perhaps not be achieved so easily in electric traction areas, but much more with diesel traction. It will mean fuel savings that can be estimated at 10-15% of the present consumption – and this is probably a conservative figure. • As a complement to increased rolling stock productivity, ERTMS/ETCS will naturally provide maintenance savings of the rolling stock. These will come from the possibility of centralising maintenance data on the train, radio communication between train and depot permitting maintenance actions to be carried out earlier, or on a preventive basis. These three “new” areas of RoI do not arise from ERTMS/ETCS alone. Other actions and means must be provided to obtain the optimum benefits, but the concept and new possibilities of ERTMS/ETCS are still key elements in achieving better, more efficient rail transport. It must not be forgotten that our competitors – air and road – already make very efficient use of processes similar to those described here. More unusual paths to RoI include the following: • ERTMS/ETCS will bring savings on track works by allowing staff protection to be optimised and implemented on a ”just in time” basis, leading to enhanced productivity. • ERTMS/ETCS will lead to increased freight traffic, especially international traffic, by shortening transit times at borders, an area where we have to admit that road transport is far more efficient today. • ERTMS/ETCS will also lead to increased passenger traffic, from high-speed trains and densely-trafficked areas through to local lines, and from light rail to low-density single track lines. To summarise, ERTMS/ETCS will bring savings and returns on investment from many sources, and provide a number of ways of demonstrating its ability to improve rail transport. THE “AGAINSTS” OF ERTMS/ETCS So most people will be able to think of ways of justifying ERTMS/ETCS. But it is perhaps less easy to think about negative features. There are several reasons for this. Before making any choice, let us analyse them a bit further – still ignoring the legal aspects of EU rules. Points "against" ERTMS/ETCS include the following: • Why should I buy ERTMS/ETCS? • Won't I have a problem with equipment volume – isn’t ERTMS/ETCS "just one more trainborne ATP system”? • What are the cost issues? The question, “Why should I buy ERTMS/ETCS?” looks different from the points of view of an infrastructure owner and a railway operator. For an integrated railway both will, of course, apply. An infrastructure owner would have different
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Proceedings 2002 - 2003
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The Institution of Railway Signal E
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Contents Contents ……………
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5 PETER STANLEY BSc CEng FIEE FIRSE
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OFFICERS AND COUNCIL 7 Photo: Colin
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9 Institution Announcements (The pr
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13 Institution Awards PRESIDENT’S
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118 Much Better Engineer Signal Eng
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136 YORK SECTION The October meetin
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138 Younger Members’ Section The
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Railway Signalling… A Science or
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Proceedings 2002/2003 - IRSE

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