ERTMS / ETCS

System Requirement Specifications

Subset 026

P Venkata Ramana
Dean IRISET SC

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 ERTMS/ETCS

Evolution
● Harmonization - European Union
● Interoperability

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 ERTMS/ETCS

Relevance
● Limitation of Lineside Signals
● Evolved over a decade
● Being proven in Europe & Elsewhere
● China CTCS - 0, 1, 2, 3D, 3, 4
● USA Railroads?
● Global Acceptance
● Need not to reinvent the wheel
● Application Level II
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 Automatic Train Control (ATC) Systems

ETCS

ATC: Automatic Train Control

CBTC: Communication Based Train ATP: Automatic Train Protection
Control System ATO: Automatic Train Operation
ETCS: European Train Control System ATS: Automatic Train Supervision
 ERTMS/ETCS

ERTMS
● European Rail Traffic Management System
○ Railway control-command system
■ Interlinks trains with infrastructure
ETCS
● European Train Control System
○ Signalling component of ERTMS

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 ERTMS/ETCS

Features
● Scalability
● Enhanced Safety
● Throughput
● Data driven System
● LTE/GSM-R
● Interoperability across vendors
● Interoperability across borders
● Evolving

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Subset 026 - Systems Requirements Specifications (SRS)

SRS
● Provides basic description of the system
proposed to satisfy the mandatory
functional requirements of ETCS
● Ensures the system for consistent behaviour
● Does not specify technical requirements

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Subset 026 - Systems Requirements Specifications (SRS)

Chapters
● Introduction
● Basic System Description
● Principles
● Modes and Transitions
● Procedures
● Management of Older versions
● ERTMS/ETCS Language
● Messages
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 ERTMS/ETCS - Outline

● System Architecture
● Application Levels
● Principles -
○ Balise Configuration & Linking
○ Location Principles, Train Position, Train Orientation
○ Movement Authority
○ Static Speed Restrictions & Gradients
○ Speed & Distance Monitoring
● Modes & Transitions
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 ERTMS/ETCS

ETCS
● European Train Control System
○ Signalling component of ERTMS

● Subsystems
○ TSE Line-side/ Track-side Equipment
○ OBU On-board Unit

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System Architecture

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 TSE
Balise Transponder

Lineside
LEU
Electronic Unit

Radio Block
RBC
Center

Communication
CN
Network

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 OBU
EVC Euro Vital Computer

TIU Train Interface Unit

DMI Driver M/c Interface

BTM Balise Txn Module

JRU Juridical Recorder Unit

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 System Architecture

VH

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System Architecture

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 Levels & Transitions
● Application Levels
○ Application levels are possible operating
relationships between track and train
○ Level definitions are related to
■ the trackside equipment used
■ the way trackside information reaches the OBU
■ what functions are processed in TSE and OBU
○ Rules to perform Transitions between Levels
○ All Levels are downward compatible
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 ERTMS/ETCS LEVELS 0, 1, 2, 3

ETCS 0 ETCS Complaint Locos - No interaction with TSE

ETCS 1 ETCS Complaint Locos - Spot Txn of Data thru Balises

ETCS 2 ETCS Complaint Locos - Continuous Txn of Data thru Radio

ETCS 3 ETCS Complaint Locos - Continuous Txn of Data thru Radio

Train Integrity - Onboard 22

Application Level 0

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ETCS Level 0
ETCS

Track occupancy detection

Interlocking
Train Driver Downloading Unit

On-board Unit
TIU DMI Data
Recording
Kernel
Odometer
BTM

Airgap

Track-side Equipment
Interlocking

Remote Control Center 24

 Train Track Data, MA ETCS Level 1
Data
ETCS
Static v
Profile Track occupancy detection
Interlocking
LEU
Lowest
MA from Train Driver Downloading Unit
Interlocking
Value
On-board Unit
TIU DMI Data
Track
Recording
Dynamic Occupancy
Kernel
v Profile Detection Odometer
BTM
Compare Airgap

Eurobalise
Brake

Track-side Equipment
Interlocking, LEU

Remote Control Center 25

ETCS Level 1
ETCS
Euroloop (Co-axial cable)
Track occupancy detection
Interlocking
LEU
Train Driver Downloading Unit

On-board Unit
TIU DMI Data
With Euroloop Infill

Recording
Kernel
Odometer
BTM LTM

Airgap

Eurobalise Euroloop

Track-side Equipment
Interlocking, LEU

Remote Control Center 26

ETCS Level 1 GSM-R Radio Fixed Network

ETCS

Track occupancy detection

Interlocking, LEU, RIU
LEU
Train Driver Downloading Unit

On-board Unit
TIU DMI Data
Recording
With Radio Infill

Kernel
Odometer
BTM Radio
Euroradio
Mobile Unit
Airgap
Radio
Eurobalise Euroradio Fixed Network
RIU
Track-side Equipment
Interlocking, LEU
Key Mgmt Center
Remote Control Center 27
Application Level 1

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Application Level 2

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 Train Balise LTE Radio block
Data Co-ord
inates
ETCS
ETCS Level 2
Static v
Profile Track occupancy detection
Interlocking, LEU, RIU
MA , LEU
Lowest Fixed Data Train Driver Downloading Unit
Value
On-board Unit
MA
TIU DMI Data
From
Recording
RBC
Dynamic Kernel
v Profile Odometer
Route from
Interlockng
BTM LTE
Euroradio
Mobile Unit
Compare Airgap
Track
Occupancy
Detection LTE
Eurobalise Euroradio Fixed Network
Brake RIU
Euroradio
Position RBC 1 Track-side Equipment
Interlocking, LEU
& Train
ID
RBC 2 Key Mgmt Center
Remote Control Center 30
Application Level 3

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 Train Balise GSM-R Radio block
Data Co-ord
inates
ETCS
Static v
Profile
Interlocking
MA ,
Lowest Fixed Data Train Driver Downloading Unit ETCS Level 3
Value
On-board Unit
MA
TIU DMI Data
From
Dynamic Recording
RBC
v Profile
Kernel
Odometer
Route from
Interlockng
BTM GSM-R
Compare Euroradio
Mobile Unit
Airgap
GSM-R
Eurobalise Euroradio Fixed Network
Brake RIU
Euroradio
Position RBC 1 Track-side Equipment
Interlocking, LEU
& Train
ID
RBC 2 Key Mgmt Center
Remote Control Center 32
 ERTMS/ETCS LEVELS 0, 1, 2, 3

ETCS 0 ETCS Complaint Locos - No interaction with TSE

ETCS 1 ETCS Complaint Locos - Spot Txn of Data thru Balises

ETCS 2 ETCS Complaint Locos - Continuous Txn of Data thru Radio

ETCS 3 ETCS Complaint Locos - Continuous Txn of Data thru Radio

Train Integrity - Onboard 33

Balises

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BALISE / TRANSPONDER

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 Balise Configuration & Linking
EUROBALISE TRANSMISSION SYSTEM
Data Uplink
TO EVC TELEGRAMS Logic 0 : 3.954MHz
LONG: 1023BITS (830) Logic 1 : 4.519MHz
SHORT: 341BITS (210) Bitrate : 565kbps

BTM
Power Supply
27.095MHz +/- 5KHz
PASSIVE
Antenna TRANSPONDER
Antenna
MAGNETIC FIELD

Balise
Balise

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 Balise Configuration & Linking

BIT VARIABLE PACKET TELEGRAM EUROBALISE TRANSMISSION SYSTEM

Balise
FIXED DATA LONG
TELEGRAM
VARIABLE DATA SHORT
STANDARD REDUCED
LINE SIDE SIGNALLING LONG: 500KMPH LONG: 300KMPH
SHORT: 500KMPH SHORT: 500KMPH

TELEGRAM 1 TELEGRAM i + 1 TELEGRAM i + 2

NO SYNCHRONIZATION
DECODING START AT ANY BIT

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Balise Configuration & Linking

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 Balise Configuration & Linking
● Balise Group - 1 to 8 balises
● Every Balise will have
○ Internal number (1 to 8) - relative position in the group
○ Number of balises inside the group
○ Group identity
● Balise Coordinate System
○ Every balise group has its own coordinate system
○ The orientation of the coordinate system of a balise
group is identified as balise group orientation
○ The nominal direction of each balise group is defined by
increasing internal balise numbers 39
Balise Configuration & Linking

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 Balise Configuration & Linking
A balise group is linked when its linking information is known in advance.

Aim of linking
● To determine whether a balise group has been missed or not found within
the expectation window and take the appropriate action.
● To assign a coordinate system to balise groups consisting of a single
balise
● To correct the confidence interval due to odometer in accuracy
Content of linking information
● The identity of the linked balise group
● Where the location reference of the group has to be found
● The accuracy of this location
● The direction with which the linked balise group will be passed over
● The reaction required if a data consistency problem occurs with the
expected balise group 41
Balise Configuration & Linking

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Location Principles, Train Position and Train Orientation

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Location Principles, Train Position and Train Orientation

● Determination of the Train Position is always

longitudinal along the route, even though the route
might be set through a complex track layout. 44
Location Principles, Train Position and Train Orientation

45
Location Principles, Train Position and Train Orientation

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Location Principles, Train Position and Train Orientation

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 Train Position
● Train Position information defines the position of the
train front in relation to a balise group, LRBG (the Last
Relevant Balise Group).
● It includes:
○ The estimated train front end position, defined by
the estimated distance between the LRBG and the
front end of the train
○ The train position confidence interval
○ Directional train position information in reference to
the balise group orientation of LRBG
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Radio Communication

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Radio Communication

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Radio Communication

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RADIO BLOCK CENTER

TRAIN

Radio Communication

RADIO BLOCK
CENTER

LOCATION OF TRAIN

ROUTE INFORMATION

INTERLOCKING
INFORMATION

MOVEMENT AUTHORITY
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Movement Authority

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Movement Authority

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Movement Authority

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Movement Authority

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Movement Authority Update

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Speed Monitoring

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Speed Profiles

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Static Speed Profile

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Static & Dynamic Speed Profile

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Dynamic Speed Profile

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Release Speed

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Dynamic Speed Profile

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 Speed Profiles
● EVC generates Speed Profiles
○ MA, EOA (DTG), Line speed, SRs, Gradients
○ Braking Characteristics of loco

● Determines Most Restrictive Speed Profile (MSRP)

which is lower one of
○ Static Speed Profiles
○ Axle-load Speed Profile
○ Temporary Speed Restrictions
○ Signalling Speed Restriction
○ Operating mode Ceiling Speeds
○ Train related speed restriction 65
 Supervision Limits
● Determines series of Supervision limits
○ Permitted Speed - P limit
○ Warning Speed - W limit
○ Service braking Intervention - SBI
○ Emergency Braking Limit - EBI
● Warns & Intervenes
● Degree of Supervision
○ Application Level
○ Operating Mode

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Speed Profiles & Monitoring
 Speed Profiles

● Speed Supervisions
○ Ceiling Speed Monitoring
○ Target Speed Monitoring
○ Release Speed Monitoring

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Speed Profiles & Monitoring
PROTECTIONS

● Rollaway
● Reverse Movement
● Standstill

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Speed & Distance Monitoring Overview

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Modes & Transitions

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 Modes of Onboard Equipment

● Full Supervision ● Non-leading

● Limited Supervision ● Sleeping
● On-sight ack ● Trip
● Staff Responsible ● Post Trip
● Shunting ack ● No Power
● Unfitted ● Stand-by
● Isolation ● System Failure
● Reversing
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 Modes of Onboard Equipment
All train and track data, which is required for a
complete supervision of the train, is available on
Full board.
FS
Supervision Full supervision cannot be selected by the driver, but
shall be entered automatically when all necessary
conditions are fulfilled.
Limited Supervision mode enables the train to be
operated in areas where trackside information can be
supplied to realise background supervision of the
Limited train.
LS
Supervision
Limited supervision can not be selected by the driver,
but shall be entered automatically when commanded
by trackside and all necessary conditions are fulfilled.
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 Modes of Onboard Equipment
On-Sight mode enables the train to enter into a track
section that could be already occupied by another
train, or obstructed by any kind of obstacle.
OS On-Sight
On Sight mode cannot be selected by the driver, but
shall be entered automatically when commanded by
trackside and all necessary conditions are fulfilled.
Staff Responsible mode allows the driver to move
the train under his own responsibility in an ETCS
equipped area.
Staff This mode is used when the system does not know
SR
Responsible the route. (a) After the ETCS on-board equipment
starts-up (awakening of the train) (b) To pass a
signal at danger / override an EOA (c) After a
trackside failure (for example: loss of radio contact)
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 Modes of Onboard Equipment
Shunting mode is to enable shunting movements.

SH Shunting In Shunting mode. On-board equipment supervises

the train movements against ceiling speed limit, a list
of expected balises, ‘stop if in shunting mode’
Unfitted mode is used to allow train movements in
either:

a) Areas that are equipped either with ETCS

track-side equipment
UN Unfitted
b) Areas that are equipped with ETCS trackside
equipment and/or national train control system(s),
but operation under their supervision is currently not
possible 76
 Modes of Onboard Equipment
Passive Shunting mode is defined to manage the
ETCS on-board equipment of a slave engine (NOT
remote controlled, but mechanically coupled to the
leading engine), being part of a shunting consist.
Passive
PS
Shunting
This mode can also be used to carry on a shunting
movement with a single engine fitted with one
on-board equipment and two cabs, when the driver
has to change the driving cab
Sleeping mode is defined to manage the
SL Sleeping ERTMS/ETCS on-board equipment of a slave engine
that is remote controlled.

The Stand-By mode is a default mode and cannot

SB Stand By
be selected by the driver. 77
 Modes of Onboard Equipment
Application of emergency brakes and train trip are two
different things. For example, exceeding the permitted
TR Trip speed leads to application of the emergency brakes, but
as long as the train does not pass the EOA, it is not a
train trip.
The Post Trip mode shall be entered immediately after
the driver acknowledges the trip.
Post Once in post trip mode, the onboard equipment shall
PT Trip release the Command of the emergency brake.

The train shall only be authorised to move backwards a

given distance

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 Modes of Onboard Equipment

System On-board equipment shall switch to the System Failure

SF
Failure mode in case of a fault, which affects safety.

On-board equipment shall be physically isolated from

the brakes and can be isolated from other on-board
IS Isolation
equipments/ systems depending on the specific
on-board implementation.
No On-board equipment is not powered, the equipment shall
NP
Power be in the No Power mode.
Non-Leading mode is defined to manage the on-board
Non equipment of a slave engine that is NOT electrically
NL
Leading coupled to the leading engine (and so, not remote
controlled) but has its own driver.
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 Modes of Onboard Equipment
Reversing mode allows the driver to change the
direction of movement of the train and drive from
the same cab, i.e. the train orientation remains
RV Reversing unchanged.
This mode is used to allow the train to escape from
a dangerous situation and to reach as fast as
possible a “safer” location.

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Mode Transition Table

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QUESTIONS?