1. Olivier Pignal –ERTMS manager -SNCF Engineering
East European HSL
Two signalling for one line
ERTMS and TVM 430
Olivier Pignal –ERTMS manager -SNCF Engineering
EURAILSPEED - Milano – November 8th, 2005
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2. Two systems for only one line
East European High speed line is built for two types of trains:
Interoperable trains equipped with ERTMS devices (application of the interoperability directive)
National trains that are not yet equipped with ERTMS, but with TVM devices
The first point I will handle is the general requirements of this double system.
When we are talking about difficulties with signalling, everybody is thinking of technical difficulties. It is the first type of problems we had to solve while carrying out this project. An incompatibility between two or several components should make the superposition impossible. This will be the first point of this presentation.
The second type of difficulties has come from functions which must be assured by each of the two systems. These different functions must not be in opposition, it is obvious. But also, if we do not care, two systems may break the high performance of the line in terms of speed or in terms of headway. This will be the second point of my presentation.
The third difficulty is the behaviour of a key actor in the run of a train: the driver. The two systems of speed control are different and the driver may be disappointed by the two different ergonomics. In normal modes, the security on the high speed line cannot be engaged, but in some degraded modes the driver’s responsibility may be engaged.
The last difficulty was to have a set of rules for drivers and signalmen in compliance with European rules (especially for the driver) and national rules for TVM operating.
Then I will explain to you our strategy to validate every aspect of this marvellous project.
Technical difficulties
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3. Principles ERTMS level 2 TVM 430 + ERTMS level 2 TVM 430
This decision is not an idea from engineers to show they can perform miracles, everybody knows that yet. This decision has been taken by RFF as Mr Trannoy has explained to you some minutes ago.
I suggest to explain to you difficulties we met during this project and the solutions we have found for each problem.
Presentation of the agenda
TVM 430 + =
one signalling system
ERTMS level 2
TVM 430
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4. Some difficulties have to be solved
General Requirements
The new system must have the same performances as the TVM system (reference system for HSL in France) in terms of:
Safety
Availability
Number of trains per hour
For signalling designers, for safety engineers, for signalmen,
For East European line operators, there is only one signalling system,
but for a driver if his train is equipped with ERTMS he must drive with ERTMS rules as on any ERTMS line ,and if his train is equipped with TVM he must drive with TVM rules as on any TVM line.
It is possible for a train to be equipped with only one system, in consequence.
TVM 430 is not a degrade mode for ERTMS and ERTMS is not a degraded mode for TVM.
Actually first trains foreseen to run on East European HSL, called TGV POS, will be equipped with bistandard devices supplied by Ansaldo CSEE. But when such a train will be on ERTMS line, it will operate with ERTMS system.
Some difficulties have to be solved
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5. 1st difficulty: specifications
TVM 430
A consolidated set of specifications used on other French HSL
Mandatory for old French TGVs
ERTMS +TVM 430
Design of specific functions in compliance with each set of specifications
For signalling designers, for safety engineers, for signalmen,
For East European line operators, there is only one signalling system,
but for a driver if his train is equipped with ERTMS he must drive with ERTMS rules as on any ERTMS line ,and if his train is equipped with TVM he must drive with TVM rules as on any TVM line.
It is possible for a train to be equipped with only one system, in consequence.
TVM 430 is not a degrade mode for ERTMS and ERTMS is not a degraded mode for TVM.
Actually first trains foreseen to run on East European HSL, called TGV POS, will be equipped with bistandard devices supplied by Ansaldo CSEE. But when such a train will be on ERTMS line, it will operate with ERTMS system. =
ERTMS
A European set of specifications called sunset class 1
Mandatory for interoperability
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6. 1st difficulty: specifications
Example
Another example of problems we have solved is the entrance on an occupied track. Some stations on the high speed line are used to join two trains coming from two different directions. On train can run with TVM signalling and the other can run with ERTMS signalling.
The signalmen has establish the path from the main track to the parking track where a train is stopped.
On your left you have the description on the function in TVM mode: the train will stop at the marker board “Nf 03” and after marking stop time the driver is authorized to go on in “marche à vue” until the rear of the second train.
In ERTMS the train has received an “Movement authority” until the marker board “F05”. Near this marker board an icon “OS acknowledgment” appears, after action from driver, the train receives a new movement authority in “OS mode”.
We can observe with this example that:
the behaviour of signalmen is the same with two signalling system. It is very important for the signalmen that the behaviour of all trains was the same. His job will be difficult if he had to consider for each train, different operations,
the behaviours of the two drivers are not the same But every driver works with one set of rules, TVM rules or ERTMS rules.
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7. 2nd difficulty: Ergonomics for operators
For signalmen:
Same behaviour for both types of trains
We can see on this slide the DMI of each system. On your left ERTMS DMI gives to the driver many information: Permitted speed, target speed, target distance etc .. On your right TVM DMI gives only the speed to be not over passed at the next marker board. East European HSL is an interoperable line, all ERTMS trains must apply European rules which are annexed to operation TSI.
On East European HSL we will apply different sets of rules:
For drivers:
Two different DMIs
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8. 3rd difficulty: validation
The more complex the system is, the more difficult will be its validation.
In order to validate the whole system, different types of simulator are necessary.
Validation test site in Valenciennes
for testing any type of train before operating on East European HSL.
SIMUFER
for testing the behaviour of drivers.
Among the different problems we have had to solve, I will expose two of them to you:
the compatibility of means of transmission of data between onboard and trackside,
and the architecture we have designed for trackside equipment.
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9. The Validation Site in Valenciennes CEF
Eurocab in platform
Laboratory room
GSM R
GSM R
EVC
RBC
Movement simulator
We have also developed a tool for functional validation.
It is very difficult to carry out tests on a real line with real trains. Safety rules are very restricting. If we are lucky we can operate with four or five runs a day; If the test is not conclusive, we cannot do it again before several days.
It is why we have decided to carry out tests step by step.
Eurocab
GSM R
Valenciennes ring
Test train
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10. SIMUFER We have also developed a tool for functional validation.
It is very difficult to carry out tests on a real line with real trains. Safety rules are very restricting. If we are lucky we can operate with four or five runs a day; If the test is not conclusive, we cannot do it again before several days.
It is why we have decided to carry out tests step by step.
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11. Thank you
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