The document discusses the ENIF (ETCS National Integration Facility), which was a test environment in the UK for European Rail Traffic Management System (ERTMS) technologies. It describes the phases of ERTMS frameworks in the UK, the trackside and test environments created at ENIF, key test case scenarios conducted, and next steps for ERTMS deployments on mainlines like Thameslink and the East Coast Mainline. Overall, ENIF provided a collaborative environment for stakeholders and suppliers to engage in requirements, design, and integration testing of ERTMS to help de-risk future deployments.
Read all our success stories! We are very proud of the achievements and relationships we created with our clients and partners. Contact us for more information info@ertmssolutions.com
ERTMS Solutions is specialized in the development of innovative products for the railway signalling world, and for a majority of them compatible with the European railway signalization standard ERTMS/ETCS.
Read all our success stories! We are very proud of the achievements and relationships we created with our clients and partners. Contact us for more information info@ertmssolutions.com
ERTMS Solutions is specialized in the development of innovative products for the railway signalling world, and for a majority of them compatible with the European railway signalization standard ERTMS/ETCS.
For a New Data Link Service Provision Model in Europe By Patrick Geurts, Seni...SITA
The European Implementing Rule on Data Link Services has made the headline in 2014, with reports of performance and interoperability issues forcing the European Commission to consider possible postponements of the deadlines. Simultaneously, various initiatives, such as EUROCONTROL’s Centralized Services, or proposals from the A6 group of ANSPs, hint that the model by which data link services are proposed, may undergo significant changes in the near future. This presentation will draw an overview of the current data link service provisions models, and how these may be affected by the current and planned initiatives. It will attempt to identify the underlying rationales, and propose possible outcomes that can optimize the benefits for the major stakeholders, airlines and ANSPs.
Slides of a talk given at the Workshop on Specialized Networks held in Conjunction with ETFA 2009.
The use of networks for communications between the Electronic Control Units (ECU) of a vehicle in production cars dates from the beginning of the 90s. The specific requirements of the different car domains have led to the development of a large number of automotive networks such as LIN, J1850, CAN, FlexRay, MOST, etc..
This talk first introduces the context of in-vehicle embedded systems and, in particular, the requirements imposed on the communication systems. Then, we highlight future trends in the development of automotive communication systems.
Reefer Tracking - Knowledge is Power: The Analytical AdvantageORBCOMM Inc.
ORBCOMM’s Chris Corlee participated in the panel at the 2015 Refrigerated Division of the Truckload Carrier Association (TCA) that discussed how trailer tracking can increase the bottom line.
This presentation provides a sneak peek of some of the upcoming changes to ReeferTrak that will not only wow customers but also provide the tools and data needed to analyze reefer performance including:
• Individual shipment and trip level analysis
• Temperature ranges, set point, reefer mode of operation
• Fuel theft events by location and time period
• Refuel transactions and invoice comparison
• Vendor, customer and driver actions and compliance
• Geofence entry and exit details
ORBCOMM Reefer Integration with PeopleNet In-Cab SolutionsORBCOMM Inc.
PeopleNet’s integration with ORBCOMM’s asset tracking solutions allows drivers to monitor the status warnings and alarms of up to three temperature zones in refrigerated trailers.
LoadMaster and ORBCOMM: Integrated Dispatch and Asset Tracking ORBCOMM Inc.
McLeod Software’s integration with ORBCOMM’s asset tracking solutions provides carriers a centralized view of the location of their assets as well as the ability to:
- Monitor critical cargo temperatures and sensors
- Receive alarm events
- Prevent spoilage claims
Towards Computer-Aided, Iterative TSN-and Ethernet-based E/E Architecture DesignRealTime-at-Work (RTaW)
Typical design goals of next generation architectures are future extensibility and cost optimization of the lowest-end. We propose to introduce guidance to an otherwise standard Monte-Carlo simulation by providing certain fixed points (e.g., mandated connections of ECUs to certain bridges, complete re-use of ECUs) and “hot spots” in the topology (e.g., ECUs with the highest variability pressure) that are known in advance from BMW’s experience with their vehicles in the field. Several important practical considerations must be integrated in the generation of candidate architectures:
- Topological constraints: ECU proximity to sensors, daisy chain connections between ECUs to minimize cable length, number of switch ports in a certain ECU, etc.
- Security and reliability requirements: segregation between mixed-criticality streams, proxy ECUs, and redundant paths.
Our position statement explores the ability of algorithmic tools to synthesize Ethernet-based architectures based on a minimal fixed core TSN topology, design goals, design constraints, assumptions about next generation applications and data from past projects (capturing part of the OEM domain knowledge).
TMW Systems’ integration with ORBCOMM’s asset tracking solutions provides carriers a centralized view of the location of their assets as well as the ability to:
- Set and receive temperature alarms
- View information through the trailer dashboard
- View alarms and message driver from the Message Centre
Take a look where you can expect information from ORBCOMM’s CargoWatch and ReeferTrak in your TMW TruckMate dispatch software.
Do We Really Need TSN in Next-Generation Helicopters? Insights From a Case-StudyRealTime-at-Work (RTaW)
As Ethernet rapidly replaces legacy networks as the core high-speed network in helicopter’s avionics and mission systems, we ask in this paper the question of the technical benefits of migrating to Ethernet Time-Sensitive-Networking (TSN). Indeed, TSN has become a rich toolbox of mechanisms and protocols to address Quality-of-Service (QoS) requirements pertaining to timing and reliability. TSN is quickly becoming the prominent technology for wired high-speed communications in a variety of application domains like automotive, industry 4.0 and telecom. In this context, this work explores the use of TSN timing QoS mechanisms for helicopter’s avionics and mission systems on a case-study representative of the communication requirements of next-generation systems. This study aims to provide quantified insights into what can be expected from TSN in terms of timing, memory usage and extensibility. Paper available at http://hdl.handle.net/10993/48093
This work is about the design and configuration of service-oriented communication on top of Ethernet TSN. The first objective is to present takeaways from the design and implementation of the Renault E/E Service-Oriented Architecture (SOA) called FACE. In particular, we discuss technological, design and configuration choices made for the SOA, such as how to segment messages (UDP with multiple events, TCP, SOME/IP TP), and the technical possibilities to shape the transmission of the packets on the Ethernet network.
The second objective is to study how to ensure the Quality of Service (QoS) required by services. Indeed, services introduce specific challenges, be it only the sheer amount of traffic they generate and if there is a growing body of experiences in the use of TSN QoS mechanisms most of what has been learned so far is mostly about meeting the requirements of individual streams. Less is known for services that involve the transmission of several, possibly segmented, messages with more complex transmission patterns. We show on the FACE architecture how SOME/IP messages were mapped to TSN QoS mechanisms in a manual then automated manner so as to meet the individual requirements of the services in terms of timing, and the system’s requirements in terms of memory usage.
CBTC fitting strategies and challenges for maintenance vehiclesSYSTRA
The global deployment of CBTC technology in mass transit transportation system is slowly but surely stepping into the infrastructure maintenance vehicles operation, raising the question about the automation level required for these specific rolling stock vehicles.
Depending on the chosen automation levels, the effort level required to overcome the technical challenges requires proper assessment. Undertaking a multi-disciplinary criteria approach analysis with the right level of expertise at the early stages of the project will ensure that the investments will adequately meet the needs of the end users.
A brief description of how the PBN/RNAV concept works, together with an update of the FAA implementation programs for it in the US. This presentation has been made using public information only.
For a New Data Link Service Provision Model in Europe By Patrick Geurts, Seni...SITA
The European Implementing Rule on Data Link Services has made the headline in 2014, with reports of performance and interoperability issues forcing the European Commission to consider possible postponements of the deadlines. Simultaneously, various initiatives, such as EUROCONTROL’s Centralized Services, or proposals from the A6 group of ANSPs, hint that the model by which data link services are proposed, may undergo significant changes in the near future. This presentation will draw an overview of the current data link service provisions models, and how these may be affected by the current and planned initiatives. It will attempt to identify the underlying rationales, and propose possible outcomes that can optimize the benefits for the major stakeholders, airlines and ANSPs.
Slides of a talk given at the Workshop on Specialized Networks held in Conjunction with ETFA 2009.
The use of networks for communications between the Electronic Control Units (ECU) of a vehicle in production cars dates from the beginning of the 90s. The specific requirements of the different car domains have led to the development of a large number of automotive networks such as LIN, J1850, CAN, FlexRay, MOST, etc..
This talk first introduces the context of in-vehicle embedded systems and, in particular, the requirements imposed on the communication systems. Then, we highlight future trends in the development of automotive communication systems.
Reefer Tracking - Knowledge is Power: The Analytical AdvantageORBCOMM Inc.
ORBCOMM’s Chris Corlee participated in the panel at the 2015 Refrigerated Division of the Truckload Carrier Association (TCA) that discussed how trailer tracking can increase the bottom line.
This presentation provides a sneak peek of some of the upcoming changes to ReeferTrak that will not only wow customers but also provide the tools and data needed to analyze reefer performance including:
• Individual shipment and trip level analysis
• Temperature ranges, set point, reefer mode of operation
• Fuel theft events by location and time period
• Refuel transactions and invoice comparison
• Vendor, customer and driver actions and compliance
• Geofence entry and exit details
ORBCOMM Reefer Integration with PeopleNet In-Cab SolutionsORBCOMM Inc.
PeopleNet’s integration with ORBCOMM’s asset tracking solutions allows drivers to monitor the status warnings and alarms of up to three temperature zones in refrigerated trailers.
LoadMaster and ORBCOMM: Integrated Dispatch and Asset Tracking ORBCOMM Inc.
McLeod Software’s integration with ORBCOMM’s asset tracking solutions provides carriers a centralized view of the location of their assets as well as the ability to:
- Monitor critical cargo temperatures and sensors
- Receive alarm events
- Prevent spoilage claims
Towards Computer-Aided, Iterative TSN-and Ethernet-based E/E Architecture DesignRealTime-at-Work (RTaW)
Typical design goals of next generation architectures are future extensibility and cost optimization of the lowest-end. We propose to introduce guidance to an otherwise standard Monte-Carlo simulation by providing certain fixed points (e.g., mandated connections of ECUs to certain bridges, complete re-use of ECUs) and “hot spots” in the topology (e.g., ECUs with the highest variability pressure) that are known in advance from BMW’s experience with their vehicles in the field. Several important practical considerations must be integrated in the generation of candidate architectures:
- Topological constraints: ECU proximity to sensors, daisy chain connections between ECUs to minimize cable length, number of switch ports in a certain ECU, etc.
- Security and reliability requirements: segregation between mixed-criticality streams, proxy ECUs, and redundant paths.
Our position statement explores the ability of algorithmic tools to synthesize Ethernet-based architectures based on a minimal fixed core TSN topology, design goals, design constraints, assumptions about next generation applications and data from past projects (capturing part of the OEM domain knowledge).
TMW Systems’ integration with ORBCOMM’s asset tracking solutions provides carriers a centralized view of the location of their assets as well as the ability to:
- Set and receive temperature alarms
- View information through the trailer dashboard
- View alarms and message driver from the Message Centre
Take a look where you can expect information from ORBCOMM’s CargoWatch and ReeferTrak in your TMW TruckMate dispatch software.
Do We Really Need TSN in Next-Generation Helicopters? Insights From a Case-StudyRealTime-at-Work (RTaW)
As Ethernet rapidly replaces legacy networks as the core high-speed network in helicopter’s avionics and mission systems, we ask in this paper the question of the technical benefits of migrating to Ethernet Time-Sensitive-Networking (TSN). Indeed, TSN has become a rich toolbox of mechanisms and protocols to address Quality-of-Service (QoS) requirements pertaining to timing and reliability. TSN is quickly becoming the prominent technology for wired high-speed communications in a variety of application domains like automotive, industry 4.0 and telecom. In this context, this work explores the use of TSN timing QoS mechanisms for helicopter’s avionics and mission systems on a case-study representative of the communication requirements of next-generation systems. This study aims to provide quantified insights into what can be expected from TSN in terms of timing, memory usage and extensibility. Paper available at http://hdl.handle.net/10993/48093
This work is about the design and configuration of service-oriented communication on top of Ethernet TSN. The first objective is to present takeaways from the design and implementation of the Renault E/E Service-Oriented Architecture (SOA) called FACE. In particular, we discuss technological, design and configuration choices made for the SOA, such as how to segment messages (UDP with multiple events, TCP, SOME/IP TP), and the technical possibilities to shape the transmission of the packets on the Ethernet network.
The second objective is to study how to ensure the Quality of Service (QoS) required by services. Indeed, services introduce specific challenges, be it only the sheer amount of traffic they generate and if there is a growing body of experiences in the use of TSN QoS mechanisms most of what has been learned so far is mostly about meeting the requirements of individual streams. Less is known for services that involve the transmission of several, possibly segmented, messages with more complex transmission patterns. We show on the FACE architecture how SOME/IP messages were mapped to TSN QoS mechanisms in a manual then automated manner so as to meet the individual requirements of the services in terms of timing, and the system’s requirements in terms of memory usage.
CBTC fitting strategies and challenges for maintenance vehiclesSYSTRA
The global deployment of CBTC technology in mass transit transportation system is slowly but surely stepping into the infrastructure maintenance vehicles operation, raising the question about the automation level required for these specific rolling stock vehicles.
Depending on the chosen automation levels, the effort level required to overcome the technical challenges requires proper assessment. Undertaking a multi-disciplinary criteria approach analysis with the right level of expertise at the early stages of the project will ensure that the investments will adequately meet the needs of the end users.
A brief description of how the PBN/RNAV concept works, together with an update of the FAA implementation programs for it in the US. This presentation has been made using public information only.
CONCEPT AND WORKING OF WILD (Wheel Impact Load Detector)Vipin Kumar
A brief description on the concept and working of WILD Wheel Impact Load Detector, introduced in Indian Railways. Get to know how the system works and how it is beneficial for Railways.
What is ‘WILD’: It is a set of instrumented rails (strain gauged) through which data acquisition (impact of load) for wheels of trains under moving conditions at all speeds is done and processed for further report generation.
Strategic analysis of communications based train control systems in the weste...Shyam Raman
The study provides a strategic analysis of the Communications-Based Train Control Systems in the Western European Urban Rail Market, primarily covering Semi Automatic Train Operation (STO), Driverless Train Operation (DTO) and Unattended Train Operation (UTO) enabled by radio-based CBTC. The business environment of the Western European rail market and its dynamics has been discussed in great detail. The study provides drivers and restraints, market share analysis, competitor analysis, strategic market sizing forecasts for urban rail networks. Revenue growth opportunities in the communications-based train control industry and revenue forecasts of the European CBTC stock market has been provided by segment and region from 2011 to 2021.
TRAFFIC SIGNAL CONTROL USING IR SENSORSKunal Kabra
The main objective of this project is to design an intelligent auto traffic signal control system.
Traffic congestion is one of the major issues to be considered. Generally Vehicular traffic
Intersects at the junctions of the road and are controlled by the traffic signals .Traffic signals
Need a good coordination and control to ensure the smooth and safe flow of the vehicular traffic.
During the rush hours, the traffic on the roads is at its peak. Also, there is a possibility for the
Emergency vehicles to stuck in the traffic jam. Therefore; there is a need for the dynamic control
of the traffic during rush hours. Hence I propose a smart traffic signal controller .The proposed
System tries to minimize the possibilities of traffic jams, caused by the traffic lights, to some
Extent by clearing the road with higher density of vehicles and also provides the clearance for the Emergency vehicle if any. The system is based on the AVR micro controller and IR sensors
Technology.
Crossrail - Integrated Assurance, Chris Sexton, APM Assurance Specific Interest Group, Integrated Assurance - how to achieve it real organisations conference
1. Siemens plc 2015 All rights reserved. siemens.co.uk
ENIF – A Supplier’s View
Antonio Bravo – ETCS Systems Engineer
2. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 2 Antonio Bravo – ETCS Systems Engineer
Table of contents
• Introduction to ERTMS
• Background – UK ETCS
Frameworks
• ETCS National Integration Facility
• Trackside Environment
• Test Environment
• ENIF & ETCS Next Steps
• Lessons Learnt and Conclusion
3. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 3 Antonio Bravo – ETCS Systems Engineer
Introduction to ERTMS
“We are going to have to make far better use of the existing railway infrastructure.
We have to run more trains on the existing track” – NR chief executive Mark Carne
4. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 4 Antonio Bravo – ETCS Systems Engineer
ETCS Levels
ETCS
Level
Trackside Train Comment
NTC National ATP ETCS OBU
STM
DMI - indications
TIU - brake
Level 0 Unfitted ETCS OBU Maximum design and L0 speed
supervision
DMI – current speed
Level 1 LEU
Eurobalise
ETCS OBU Punctual Movement Authority
MA Supervised on board
Level 2 RBC, GSM-R
Eurobalise
ETCS OBU Balises - Fixed messages
Signals are not required
MA Supervised on board
Short block operation
Level 3 RBC, GSM-R
Eurobalise
ETCS OBU Balises – fixed messages
TC and Signals not required
Moving block operation
5. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 5 Antonio Bravo – ETCS Systems Engineer
Background – ETCS Frameworks
Cambrian Coast line
• Early ETCS deployment scheme
STL2=FALSE
1 3 5 7
First ETCS Block Section
Conventional Block Section
1. Train at Signal 7. No following train.
STL2=FALSE
1 3 5 7
First ETCS Block Section
Conventional Block Section
2. Following ETCS fitted train not operating
in FS or OS Mode approaches.
STL2=FALSE
1 3 5 7
First ETCS Block Section
Conventional Block Section
3. Following train allowed to approach to Signal
5, which remains at danger and train is unable
to proceed. Train separation not reduced.
Phase 1: Solutioneering Phase 2: ENIF Demos Phase3: Deployment
ETCS Framework
• Siemens, SSL, Ansaldo, Infrasig
• Three-phase project to design, develop & deliver ETCS for UK
railway
6. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 6 Antonio Bravo – ETCS Systems Engineer
ETCS Frameworks Phase 1
Design phase – ETCS Level 2 system for
• East Coast Mainline
• Great Western Mainline
• Generic Architecture
• Applied Architecture
Signalling
System
• Facilities
• Case Scenarios
• Interfaces
Railway
Operation
• Standards
• UK Rules
• Procedures
ETCS
• Capacity Optimisation
• Quality of Service
GSM-R and
FTN
7. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 7 Antonio Bravo – ETCS Systems Engineer
Watton-at-Stone
ETCS National Integration Facility – Phase 2
Demonstrate
Suppliers
Capabilities
ETCS
Integration
Define
ETCS
Facilities
Engage with
Stakeholders
Watton-at-Stone
8. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 8 Antonio Bravo – ETCS Systems Engineer
Siemens ENIF Trackside Environment
Trackside Architecture
• Scheme Layout & Application Data
• Trainguard Futur Radio Block Centre
• Trackguard Westlock Interlocking
• SSI Trackside Interface
• Signalling Control System
9. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 9 Antonio Bravo – ETCS Systems Engineer
ENIF – Hertford Loop Layout
BG_26: Session Management
National Values
BG_31: Level Transition Order
M_LEVELTR = 1
NID_STM = 20
D_LEVELTR = 0
BG_36: Level Transition Order
M_LEVELTR = 1
NID_STM = 20
D_LEVELTR = 1403
BG_31: Conditional Level Transition Order
M_LEVELTR = 3
BG_77: Session Management
Conditional Level Transition Order
RBC Transition Order
10. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 10 Antonio Bravo – ETCS Systems Engineer
ENIF Test Environment
Simulation
Environment
Track Test
Environment
11. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 11 Antonio Bravo – ETCS Systems Engineer
Key Test Case Scenarios
Train dispatch operation
• Start of Mission within VPCAD
• Start of Mission within IPCAD
• Start of Mission using virtual route
Train located within VPCAD Train located within IPCAD
Route Set?
Driver initiates SoM
Train within
VPCAD or IPCAD?
YES
Train has valid
position
Train issued with FS MA when within
VPCAD.
Train issued with OS MA when within
IPCAD.
YES
RBC transmits indication to
Control Centre that Driver has
initiated SoM and route is not
set, outside IPCAD or train has
no valid position.
YES
Train departs with
OS MA or FS MA
NO
NO
Signaller
performs one of
the following
actions
Wait
Sets Route
Issue confirmation
of SR authorisation
to RBC
NO
RBC transmits SR authorisation
to train
Train departs in SR
mode
Driver acknowledges SR
authorisation on DMI
Train not located within IPCAD
Valid position
NO
Automatic Train Operation
Traffic Management System
Operational efficiencies
12. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 12 Antonio Bravo – ETCS Systems Engineer
Key Test Case Scenarios
Short block operation
• Based on track sections occupancy
• Train operating in Full Supervision
• First ETCS block section unoccupied
• Not constrained by signal sighting or
braking distance
Increased capacity
Full Supervision Level 2 Movement Authority
Full Supervision Level 2 Movement Authority
Conventional Block
Section
Conventional Block
Section
Conventional Block
Section
1. Train approaching Signal 7. No following train.
2. Following train in FS Mode approaches.
FS movement authority extended up to signal 5.
‘Supervised Train in ETCS Level 2’ Flag set to TRUE.
4. Movement authority for following train is extended as further track
sections are proved clear.
5
5
53
3
3
1
1
1
7
7
7
STL2 = FALSE
Conventional Block
Section
531 7
5. First train stops at signal 7.
Following train is able to occupy the track section immediately
behind the front train.
Reduction in train separation achieved.
STL2 = TRUE
STL2 = TRUE
STL2 = FALSE
Full Supervision Level 2 Movement Authority
Conventional Block
Section
3. First track section beyond signal 5 is clear
Signal 5 steps up to a proceed aspect based on ETCS signalling
principles, allowing the MA to be extended beyond Signal 5.
531 7
STL2 = TRUE
FSMA
13. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 13 Antonio Bravo – ETCS Systems Engineer
Key Test Case Scenarios
Inter-vendor RBC Hand-over
• Seamless handover of train between
different supplier’s RBCs
• Siemens ↔ Ansaldo
• Siemens ↔ Infrasig
• Seen by NR as high risk area –
good risk mitigation
Emergency operations
• Cooperative shortening MA
• Unconditional emergency stop
• Emergency stop areas (ESA)
14. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 14 Antonio Bravo – ETCS Systems Engineer
ENIF & ETCS Next Steps
ETCSBorder
LEVEL STM LEVEL 3 LEVEL STMLEVEL 3
ETCSBorder
Movement AuthorityMovement Authority
ETCS Level 3
Level 3 principles demonstration
Thameslink
ETCS L2 & ATO and Desiro 700
ETCS Trackside & First
in Class Deployment
ECML, GWML, others…
15. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 15 Antonio Bravo – ETCS Systems Engineer
Thameslink
Siemens provide trackside and trains
• Core Section - 24 tph
• ETCS Level 2 + ATO
• Shorter block sections – marker boards
16. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 16 Antonio Bravo – ETCS Systems Engineer
Great Western Mainline
Alstom and Siemens provide trackside based on existing interlocking areas
• ETCS Level 2 Overlay solution initially
• GWML part of Trans European Network
• Existing ATP equipment obsolete by 2020
• GSM-R as DAS / ATO bearer for further increased capacity
17. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 17 Antonio Bravo – ETCS Systems Engineer
East Coast Mainline
Key
King’s
Cross
Moorgate
Wood
Green
Finsbury
Park
Stevenage
Royston
Peterborough
Thameslink
North
London
Incline
Harringay
Canonbury
Conventional Signalling
ETCS Level 2 without Signals
ETCS Level 2 Overlay with Signals
Transitions onto ECML
Cambridge
Key
King’s
Cross
Moorgate
Wood
Green
Finsbury
Park
Stevenage
Royston
Peterborough
Thameslink
North
London
Incline
Harringay
Canonbury
Conventional Signalling
ETCS Level 2 without Signals
ETCS Level 2 Overlay with Signals
Transitions onto ECML
Key
King’s
Cross
Moorgate
Wood
Green
Finsbury
Park
Stevenage
Royston
Peterborough
Thameslink
North
London
Incline
Harringay
Canonbury
Conventional Signalling
ETCS Level 2 without Signals
ETCS Level 2 Overlay with Signals
Transitions onto ECML
Key
nage
Royston
Peterborough
Conventional Signalling
ETCS Level 2 without Signals
ETCS Level 2 Overlay with Signals
Transitions onto ECML
• Packages 1A & 1B
• Remodelling KGX
• Resignalling ECML
• ETCS L2 Overlay 1A
• 1A & 1B ECTS L2 Signals away
March 2019
Dec 2019
Aug 2020
18. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 18 Antonio Bravo – ETCS Systems Engineer
ENIF - A Collaborative Environment
Rail Exec Awards 2014
“Most Interesting Award in Support Equipment”
awarded to ENIF
Cooperation
• Cross-industry initiative
• Stakeholders engagement
• Suppliers active collaboration
Successes
• Common balise layout
• Interoperability
• RBC-RBC Handover
19. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 19 Antonio Bravo – ETCS Systems Engineer
Key Lessons Learnt
• Integration testing
• key for de-risking overall project deployment
• Stakeholders engagement
• Initial exposure to ETCS in a live environment
• Participation in requirements design and solutions
• Suppliers collaboration to facilitate integration
• IPR concerns not founded
“ETCS will have a huge impact on the railway and it’s vital we thoroughly test our
equipment to get it right first time“– NR Industry Lead Operations Simon Whitehorn
20. 2015-09-14
Siemens plc 2015 All rights reserved.
Page 20 Antonio Bravo – ETCS Systems Engineer
Antonio Bravo
ETCS Systems Engineer
Siemens Rail Automation
Antonio.bravo_vera@siemens.com
ENIF - A Supplier’s View
Thank you for listening!