1. Complex interlaced infrastructure - onboard testing: how much real scale testing should be needed?
11th UIC ERTMS Conference, Istanbula 1-3 April 2014

2. Laboratory Validation Operational scenarios
Current situation: Positive messages
UIC ERTMS Atlas 2012
ERTMS will be deployed in European core and comprehensive corridors 2
ERTMS will be the worldwide standard for rail signaling for the next decades 1
Laboratory Validation
&
Operational scenarios
Baseline 2 (2.3.0.d) is an stable version in successful commercial operation in many European and non-European countries (Spain, Italy, Switzerland, The Netherlands, China….)
Baseline 3 has been already published into the TSI (3.3.0) and it includes some added functionality (braking curves, crossing level, limited supervision…) as well as bugs debugging.
ERTMS Specifications are stable enough and properly managed by ERA 3
Baseline 2 (2.3.0.d) is an stable version in successful commercial operation in many European and non-European countries (Spain, Italy, Switzerland, The Netherlands, China….)
Baseline 3 has been already published into the TSI(3.3.0) and it includes some added functionality (braking curves, crossing level, limited supervision…) as well as bugs debugging.

3. Main pending challenges: time and money
Increase market scale √
ERTMS costs are too high 1
Increase competition (multiple suppliers)
Increase system complexity √
Very high deployment costs (tests on track)
Operational and train-track integration tests on lab:
Reduce time
Reduce cost
Increase system reliability
Advance “last minute problems” (always appeared in the signaling world).
Too long process to place in service 2

4. ERTMS works!!!
ERTMS reliability and punctuality in Madrid-Barcelona HSL
Kms between incidences
* L2 started in October 2011
** Line was extended in L1 up to Barcelona
*** Line was extended in L1 up to French border
Punctuality (delay <5’)

5. SYSTEM AUTHORITY AND INTEROPERABILITY (IOP) TESTS
3. How to solve interoperability problems before placing in service a new line?
SYSTEM AUTHORITY AND INTEROPERABILITY (IOP) TESTS
Within the new European frame where the operators and infrastructure are separated, it is essential the existence of a System Authority to manage the solution of interoperability problems.
MFOM has played this role in the Spanish ERTMS projects.
The group led by MFOM (ADIF, RENFE, CEDEX and INECO) has created the validation procedure that allows the opening of railway lines with full warranties of interoperability.
Operational and train –track integration TESTS
IOP TESTS
NATIONAL AUTHORITY:
Ministry of Fomento (Public Works)
Independent Assesment
INFRASTRUCTURE MANAGER
OPERATOR 5

6. Integration Tests. Main Tested Functionality
3. How to solve interoperability problems before placing in service a new line?
Integration Tests. Main Tested Functionality
Speed supervision and braking curves
Level transitions
Mode changes
TSR Managing
Managing of MA timers
Odometry
Track conditions
Train Interface unit
ATO and preset speed
DMI
National Functions
Maximum Speed for exploitation with free route ahead
Degraded situations (loss of comunications, balise group lost, etc)
EoA override
RBC Handover

7. This is the selected way in Spanish Projects
3. How to solve interoperability problems before placing in service a new line?
To achieve full interoperability two options are possible:
Performing INT tests once the whole system is installed on the track.
This is the selected way in Spanish Projects
2. Advance interoperability issues by performing INT tests in a lab and after solving the problems appeared, running INT tests on track.
Radio Block
Centre (RBC)
GSM-R
ETCS
Onboard Unit
Interlocking
Eurobalises
(Fix)
End of section

8. 3. How to solve interoperability problems before placing in service a new line?
CEDEX Rail Interoperability Lab is the first laboratory in the world accredited for certifying ERTMS components and for testing ERTMS lines.
The laboratory was created in It is has been the pioneer on testing ETCS components and subsystems and it has tested equipment's from almost all ERTMS worldwide suppliers.
The laboratory has actively participated in the process of placing in service ERTMS in the Spanish High Speed and Conventional Lines (Madrid commuter lines).
The laboratory has designed, together with Adif, Renfe and the Ministry of Fomento, the set of INT tests (around 200 tests) which really guarantee full interoperability.

9. 3. How to solve interoperability problems before placing in service a new line?
Background
Components specification, including functional tests specification – Subset-076
Tests defined for the whole lifecycle (almost)
On-board subsystem
Components specification
No functional tests for key components (RBC)
ETCS Language too flexible: lack of procedures to validate ETCS trackside implementations
Trackside subsystem

10. Possible solutions IN THE MID-LONG TERM:
3. How to solve interoperability problems before placing in service a new line?
Possible solutions
IN THE MID-LONG TERM:
Develop functional test specifications for the (generic) RBC.
Develop procedures for verification of the trackside ETCS engineering from the design phase (project specific).
Insist on the operational harmonization, keeping in mind the strong relationship among operational rules, ETCS functionality and ETCS language syntax.
IN THE SHORT TERM:
Bring the final project specific integration/interoperability tests into the laboratory to perform Operational and Train-Track integration tests with real ETCS components (ETCS OBU and/or RBC)

11. Track layout, switches, signals, track circuits...
4. Testing the line in the laboratory.
The real track data and configuration is introduced into the real Radio Block Center (RBC)………
Track layout, switches, signals, track circuits...

12. 4. Testing the line in the laboratory.
And the real RBC is connected to the laboratory

13. 4. Testing the line in the laboratory.
The real train data are introduced into the real On Board Unit (EVC)…..
Braking capacity, brakes activation, train interface unit (odometry, pantograph, main switch)…..

14. 4. Testing the line in the laboratory.
And the real On Board Unit is connected to the laboratory

15. Simulators with real project data for: Interlockings Train dynamics,
4. Testing the line in the laboratory.
RBC and OBU are integrated and tested in the lab connected to all the simulators reproducing: a) the real train dynamics and b) track circuits occupancy, interlocking selected routes and balise telegrams.
Real RBC Dimetronic
Madrid – Levante Line
Real EVC ALSTOM
Simulators with real project data for:
Interlockings
Train dynamics,
Train odometry
Track circuits and switches
Routes.
Balise telegrams…….

16. USE OF COMMON FORMATS AND INTERFACES
4. Testing the line in the laboratory.
USE OF COMMON FORMATS AND INTERFACES

17. TCL RBC Thales IXL RBC (CITEF) Test Layout for independent
4. Testing the line in the laboratory.
Route Map Controller (RMC)
(active)
TCL
Define signal aspects
Define points position
RBC
Thales
ATOCHA (SS-112)
Route Map Controller (RMC)
(passive)
Track
Occupation
IXL
(CITEF)
Routes’ dialog
Track occupation
RBC
Invensys-Siemens
Signal aspects
Point pos.
CHAMARTIN (SS-112)
ALSTOM
EVC
SS-094
Architecture
EVC Adaptor
TCP-IP
Radio
Test Layout for independent
RBC / EVC integration tests
Network
Simulator
ERSA
Isdn
isdn
Map to SS-111 Architecture

18. Route Map Controller (RMC) ATOCHA & CHAMARTIN SS-112 unified
4. Testing the line in the laboratory.
Route Map Controller (RMC)
ATOCHA & CHAMARTIN SS-112 unified
Routes’ dialog
Track occupation
RBC
Thales
RBC
Invensys-Siemens
IXL
(CITEF)
ALSTOM
EVC
SS-094
Architecture
EVC Adaptor
TCP-IP
Radio
Network
Simulator
ERSA
PABX
ISDN-IP
Invensys / Thales
HO Com. channel
Test Layout for handover tests between RBCs

19. Track layout: Project data in unified format (SS-112).
Madrid-Valencia line: Horcajada station

20. TRACK / LAB COMPARISON: LABORATORY VALIDATION

21. 4. Testing the line in the laboratory.
Laboratory Validation
CEDEX ERTMS lab has been previously validated by comparison between the simulated and the real results. This validation it is needed to guarantee a full confidence in the lab results and to assure a correct signaling system behavior during the commercial exploitation.
TRAFFIC SIMULATOR
ERTMS L2 LABORATORY

22. DEFINITION OF THE OPERATIONAL SCENARIO FOR LABORATORY VALIDATION
4. Testing the line in the laboratory.
Laboratory validation
DEFINITION OF THE OPERATIONAL SCENARIO FOR LABORATORY VALIDATION
Trip between Valdemoro y Villarubia stations
Trackside: Dimetronic / Onboard: Siemens

23. COMPARISON OF THE CALCULATION OF PERMITTED SPEEDS (L1)
4. Testing the line in the laboratory.
Laboratory validation
Permitted Speed 50
100
150
200
250
300
40000
45000
50000
55000
60000
65000
70000
75000
80000
85000
90000
DTeórica (m)
Vpermitica (km/h)
Permitted Speed Vía
Permitted Speed Lab
COMPARISON OF THE CALCULATION OF PERMITTED SPEEDS (L1) 23

24. COMPARISON OF THE ESTIMATION OF TRAVELLED DISTANCES
4. Testing the line in the laboratory.
Laboratory validation
COMPARISON OF THE ESTIMATION OF TRAVELLED DISTANCES

25. COMPARISON OF BRAKING CURVES: TRACK; LABORATORY & LIF & ERA MODELS
4. Testing the line in the laboratory.
Laboratory validation
COMPARISON OF BRAKING CURVES: TRACK; LABORATORY & LIF & ERA MODELS

26. DEFINITION OF THE OPERATIONAL SCENARIO FOR LABORATORY VALIDATION
4. Testing the line in the laboratory.
Laboratory validation
DEFINITION OF THE OPERATIONAL SCENARIO FOR LABORATORY VALIDATION
Validation trip in LEVEL 2
Trip between Nuevos Ministerios and Atocha commuter stations
Trackside: Thales / Onboard: Alstom
Atocha
Nuevos Ministerios
Atocha
Level 2 Laboratory validation operational scenario for the commuter lines of Madrid:
Train starting at the Balise Group 8102 (associated to signal S2/6M).
Track free until signal S32 (Balise Group 8102) that will take free aspect when train approaches.
Once S32 shows green aspect the signaling system will allocate track free until Atocha
Atocha entry signal E6 shows non proceed aspect 26

27. Validation trip in LEVEL 2
4. Testing the line in the laboratory.
Laboratory validation
Braking Curve
Speed
Distance
Validation trip in LEVEL 2
Permitted Speed
Track
Lab
BG Track
BG Lab
Track MA
Lab MA
P24 Lab
P24 Track
P136 Lab
P136 Track

28. RIL EVC Certification Placing in service Project data bases
5. CEDEX Rail Interoperability Lab .
RIL
Eurocab
Laboratory
Traffic Simulation
Laboratory
Eurobalise and BTM
Laboratory
Energy Laboratory
CEDEX-CIEMAT
EVC Certification
Placing in service
Project data bases
Assesment & Maintenace
Level 2 tests
2.3.0 “d” Migration
Train-track integration tests
Operational tests
Remote connections
Eurobalise certification
Antenna/BTM Certification
Euroloop Certification
Eurobalise Assesment
Energy storage
Power electronics
New sources of energy
Management of energetic resources

29. RIL Eurocab Laboratory Traffic Simulation Laboratory
5. CEDEX Rail Interoperability Lab .
RIL
Eurocab
Laboratory
Traffic Simulation
Laboratory
Eurobalise and BTM
Laboratory
Energy Laboratory
CEDEX-CIEMAT
European Test campaigns
Alstom
Ansaldo
Bombardier
Dimetronic
Siemens
VUZ (Chech Republic)*
CAF*
Level 1:
Ansaldo
Thales
Dimetronic
Alstom
Level 2:
General Electric*
Ansaldo*
CAF*
Infrabel
European Cross tests
European Test campaigns
Alstom
Ansaldo
Bombardier
Siemens
Thales
Digitek
Beijing Microunion
Hitachi
Kyosan (Japan)
Shingwooeng (Korea)
CARS (China Academy of Railways Science)
Beijing Hollysysy (China)
Beijing Jioda Signal
Beijing Railway Signal
Lanxin (China)
Casco (China)
CAF*

30. EUROBALISE LABORATORY
European Test Specifications (SS 085) were debugged at CEDEX lab (2004)

31. CEDEX Euroloop lab is the first independent lab performing these tests
EUROLOOP LABORATORY
CEDEX Euroloop lab is the first independent lab performing these tests

32. European Cross Tests are being run at CEDEX lab
TRAFFIC SIMULATION LABORATORY
THALES
RBC
DIMETRONIC / SIEMENS
RBC
ALSTOM
EVC
European Cross Tests are being run at CEDEX lab
TEST LAY-OUT TO TEST THE LEVEL 2 ON THE COMMUTER LINES OF MADRID
(MINISTRY OF FOMENTO)

33. EUROCAB LABORATORY
Eurocab lab for certifying EVCs against european specifications. CEDEX is the leader of the European Group creating these specifications (SS076)

34. EUG CROSS TEST BETWEEN COMMERCIAL PROJECTS
5. CEDEX Rail Interoperability Lab .
EUG CROSS TEST BETWEEN COMMERCIAL PROJECTS
Using remote connection between EBC and EVC for level 2

35. 6. Conclusions.
CONCLUSIONS
At the time being, ERTMS reliability and punctuality in Spain is very high, it is really comparable with the mature national systems previously installed in HSL(LZB,TVM).
By following the proposed test procedure, the whole ERTMS line functionality is tested in advance.
All interoperability problems appeared between the track subsystem supplier and the On board subsystem supplier are previously solved.
In all Spanish ERTMS lines, once the integration tests have been successfully completed, not any important interoperability issue has appeared during the commercial exploitation.
CEDEX lab has already performed these tests in all Spanish ERTMS lines. It is the European first Reference lab (and therefore the first lab in the world) in this area and it has tested ERTMS equipments from almost all the world suppliers.
Before placing in service any new line, integration tests will be also run on track, but these tests will be strongly supported by the integration tests at lab. This is the way of avoiding any “last minute” problems.

36. CEDEX Rail Interoperability Laboratory
THANKS A LOT FOR YOUR KIND ATTENTION
CEDEX Rail Interoperability Laboratory
Testing real projects signalling system at the Railway Interoperability Laboratory (LIF) of CEDEX
CEDEX ( Studies and Research Center of the Ministry of Public Works and Transport-Fomento)
Madrid, April 2014