UIC Project Annual Report - ERTMS

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ETCSUIC code I/92/E/051Annual Report 2004 DOCUMENT CODIFICATION REV. PAGEC 8 of 21It is essential that the braking model is tested in one or more countries with trains where theETCS computer has been reprogrammed and that the trackside coding of the balises has beenverified regarding the relevant distances on the lines where the ETCS braking tests shall beexecuted. For a level 1 application, this is a very important exercise for being able to judge theinfluence of the present line side signals regarding the distance between the signals, themaximum speed obtainable, the need for infill (balise or loop) including the cables installed inaddition for this infill function.The next update of the ETCS FRS and SRS should include the updated algorithms for braking.This update is planned for the spring of 2005. Therefore, it is strongly recommended and veryimportant that such ETCS overall system tests are carried out very soon. It is essential that thewhole ETCS braking system is tested in order to gain experience with the warning curve,service braking behaviour, the driver behaviour etc.2.3.3. Safety marginsSpecial attention must be drawn to the safety margins as they will have influence on this targetfinalising the braking algorithm on the FRS/SRS level. Therefore, ERRI WP B 126.15 is alsobusy with the establishment of standardized safety margins within the ETCS system based on aprobabilistic approach and a risk evaluation. Initially, and by now only dealing with high-speedtrains at different railways, an interim technical document containing safety margins and serviceregulations has been elaborated by the Working Party. It was further agreed at the UIC Brakingsteering group meeting on 2 July 04 that the Independent Safety Assessment (ISA) should beinvolved at once in order to speed up the process. At the UIC Braking steering group meeting 8December it was recommended to introduce a national value in a transition phase, so that thecountries who have a need for introducing ETCS on their conventional rail system could haveoptions to have a workable method introduced in the ETCS system in order to avoid getting intoa conflict with their present signalling system. The group, supported by the University ofFlorence, is currently defining a common safety target and perform a risk analysis (usingstatistical methods) for different types of trains to compare the actual situation with a futuresafety target.2.3.4. Outstanding matters to be solved very urgentlyAt present, the following topics are outstanding and need urgent clarification:- the introduction of the service brake application in the rolling stock vehicles;- the introduction of the feedback from the air system to the ETCS onboard in relation tothe service brake application;- the introduction of a new wording in chapter 7 of the TSI CCS allowing a member stateto reject a train that does not have any service brake application installed;- the introduction of a national value for the safety margin in the braking algorithms;- finalisation of the ETCS FRS and SRS specifications taking the above points intoconsideration;- development of specific braking models for certain train categories to improve linecapacity.
ETCSUIC code I/92/E/051Annual Report 2004 DOCUMENT CODIFICATION REV. PAGEC 9 of 212.3.5. Feasibility study for a guideline for ETCS implementationIt was originally planned that the handbook for implementation should have been finalised bythe end of 2004. Due to serious illness of the key person in question, the handbook will bedelayed for some months. It is the aim to test the contents of the handbook for a level 1application in connection with the planning and execution of the CFR part of the ETCS projecton Corridor IV. A level 2 application should be selected for tests in a similar way.2.3.6. Feasibility study for a guideline for ETCS educationThis study aims to focus on the education needed especially at the driver’s level, which is veryimportant for the success of the ETCS system. We are still looking for a candidate withoperational experience to be the leader of this study.2.3.7. Activities on Corridor IV and Corridor X2.3.7.1 Status for the CFR part of Corridor IV (Bekescsaba – Arad, MAV-CFR)CFR and the ETCS project have investigated several aspects of possible ETCS implementationscenarios for the CFR network. One specific application of interest for several countries wasspecifically looked at as CFR has today all signals equipped with the “old” INDUSI 60, includingmany 500 Hz INDUSI magnets. The onboard functionality of reading the 500 Hz magnet is onebasic difference between the “Old” I 60 version and the updated PZB 90 version of the INDUSIsystem which is in operation e.g. at DB. As many countries in this Central European regionhave the I 60 version of INDUSI in service, UIC considered together with some of the concernedrail administrations on corridor IV and X that a transition from the INDUSI I 60 system via the newmode ETCS LS (Limited Supervision) towards an ETCS level 1 application could be aninteresting topic to have analysed. Several scenarios identifying different applications areavailable.UIC has also been supporting the elaboration of the call for offer document for the Romanianpart of Corridor IV using and testing the new UIC template for call for offer documents.2.3.7.2 Status for Corridor X activities performed in 2004In February, a first co-ordination meeting for Corridor IV and X Railways together with theindustry was held in Vienna.The aim of the meeting was to continue the work on the Corridors based on the distributedproposal. The UIC has also provided a ''Common Template for Call for Offers''. The transitionfrom INDUSI towards ETCS was discussed.On 28 and 29 Aprilin Belgrade, a presentation of the implementation of the ERTMS/ETCSsystem on Corridor X was held with the purpose to make signal and traffic engineers familiarwith the system.
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