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Introduction
The free movement of goods and people is a core principle of the European Union (EU). A dependable, high performance transport network provides the traffic arteries needed to preserve the competitiveness of the European economy and to guarantee the balanced and sustainable development of transport. The objective of identifying essential European rail, road, air and waterway routes dates back to the pan-European ministerial conferences in Crete (1994) and Helsinki (1997). On the one hand, these conferences led to the EU decision 1692/96 to develop a Trans-European Transport Network (TEN-T), comprising all four modes of transport, and on the other, influenced the EU White Paper on Transport (2001). In parallel, 14 TEN-T priority projects (the so-called Essen list) were identified and approved for implementation by 2010 at the latest.
As a result of the imminent enlargement of the EU, the established transport guidelines need to be reappraised to account for the worrying increase in traffic congestion caused by persistent bottlenecks, missing links, a lack of interoperability, and the pressing need to promote a better balance between all forms of transport, but primarily between road and rail. Initiated by the Vice President of the Commission in charge of Transport and Energy, Loyola de Palacio, in 2002 a High Level Group, chaired by Karel van Miert, was mandated to identify (by summer 2003) an updated list of priority projects and the key issues for each mode of transport in TEN-T within the timeframe up to 2020. See also [1] and the companion article in this issue by Studnicka [2] for a comprehensive overview of this matter.
The current TEN-T features some 75 200 km of roads, 78 000 km of railway track, 330 airports, 270 international sea ports and 210 inland ports, together with the corresponding traffic management systems, navigation and user information systems. This core network, which carries about 50% of all freight and passenger traffic, faces serious challenges as the demand for transport is expected to increase strongly in the future. In the 2020 timeframe, an EU study forecasts that, for example, total freight traffic will increase by 68% in the current member states and by 94% in the future member states. Thus, given the long-term nature of infrastructure projects (often 10 to 15 years), now is the time to act.
Currently progress on the TEN-T initiatives that are already underway has been too slow, and most of the Essen list projects are late. Reasons for this include a lack of public/private financing and the differing uncoordinated interests of member states (which often impacts cross-border projects). In addition, impediments relating to the legacy infrastructure and technical requirements were initially underestimated. At the current pace, deployment of the core transport network is taking far too long, so there is a need to speed up the implementation of projects such as those on the TEN-T priority lists.
Alcatel, a leading supplier of transport automation solutions, is committed to helping its customers to meet their business challenges, both by providing dependable, high performance products and by fulfilling our role as a trusted partner. Our substantial project experience and numerous commercial references means that we are ready to play a full part in future upgrading of the European transport network.
European Railways and the ERTMS/ETCS Context
In recent decades, Europe has experienced a growing imbalance between different modes of transport, largely to the detriment of the railways. Traditional railway deficiencies together with the widespread trend to give priority to passenger trains had strongly affected the competitiveness of rail freight transport. Consequently, despite spectacular growth in the overall volume of goods transported, the share carried by rail has fallen from 21% to about 8% over the past thirty years.
In the light of Europe's commitment to sustainable development of transport, measures have been taken in parallel with the TEN-T initiative to improve the split between the different modes of transport and ensure that the railways carry a higher share of total traffic. An essential element of this strategy is the European Rail Transport Management System (ERTMS) which has the objective of building a genuine European rail network that is fully interoperable in all EU countries and meets customers' needs (users, passenger and freight transport operators). There are two related EU directives: 1996/48 EC (for high speed railway lines) and 2001/16 EC (for conventional lines). Both are currently in force with the aim of migrating from today's mutually incompatible national systems to a railway system that can operate throughout Europe.
The ERTMS has two major aspects: railway related telecommunications and railway signaling, as reflected in the European Train Control System (ETCS) initiative which is part of the ERTMS. Accompanying Technical Specifications for Interoperability (TSI) have been drawn up and approved to enable the suppliers, infrastructure providers and rolling stock operators to develop and deploy interoperable systems.
ERTMS/ETCS aims to maximize the use of the rail network's capacity, taking into account that passenger traffic (typically urban or national high speed) must coexist with freight traffic (typically international long haul), often on the same network. This requires support for train headways that are appropriate for the prevailing capacity/throughput needs in a way that ensures that the infrastructure and rolling stock are operated in a dependable and cost-efficient manner. The technical approach defines three upwardly compatible levels of train control:
- ETCS level 1: Intelligent lineside transponders (known as Eurobalises) communicate with ETCS units onboard the trains. This system can be easily overlaid onto the existing railway infrastructure and is particularly attractive for non-high speed rail traffic.
- ETCS level 2: Also overlaid on top of the conventional signaling infrastructure, this approach uses not only Eurobalises, but also the ERTMS radio telecommunication system (Global System for Mobile communication - Railways or GSM-R) for communicating with passing trains. It is primarily conceived as a migration option for a variety of high-speed-oriented or high-performance-oriented train control systems in Europe (e.g. "TVM" in France and "LZB" in Germany).
- ETCS level 3: This eliminates the need for a lineside track-occupancy-proving infrastructure of the type we have today. All the necessary actions are defined as appropriately coordinated interactions between onboard controllers and lineside radio block centers.
In terms of railway operations, ERTMS/ETCS is thus basically an initiative to gradually complement (or even replace) the traditional route control approach (largely infrastructure-based) with an enhanced train control system (largely based onboard trains). This situation is sketched in Figure 1.
In this figure, route control denotes the provision of a secured (i.e. safe) train route. This is typically achieved by deploying traditional interlocking and lineside signaling systems. Train control systems are characterized by intelligent onboard modules that interwork with, for example, train brakes or traction units, thus assisting the driver to operate the train. A given route/train control basis may be complemented with services supporting, for example, train dispatching and train logistics, to form an efficient overall traffic management system. For clarity, Figure 1 also visualizes qualitatively the route- or train-control "densities" that correspond to the operational modes discussed in this article.
As by and large the existing route control approaches differ from country to country, and even between operators, the ERTMS/ETCS approach towards harmonized train control is the key to resolving the trans-European operational incompatibilities that severely impede the realization of a competitive railway transport system in Europe.
ERTMS/ETCS Commercial Offering and Roll-out
Alcatel is a successful supplier of both traditional interlocking relay systems and leading-edge electronic technology. Consequently it is well aware that the traditional interlocking-based route control scheme using fixed blocks is at the heart of both ETCS level 1 and level 2 systems. Essential parameters, such as the movement authority, topological data about the line, and the appropriate speed profiles, are derived from the underlying interlocking information for the purpose of ETCS train control, irrespective of a level 1 or level 2 mode of operation. Thus, in many respects, this key data is semantically identical for both levels.
Differences mainly arise in the formatting and transmission of the data to the target locomotives (e.g. because of different telegram encoding standards, explicit or implicit addressing schemes, continuous or discrete transfer lineside/onboard, one-way or bidirectional communication, and some other minor differences). Figure 2 shows an overview of the scheme.
Thus in any ETCS level 1 or level 2 solution, the movement authority is updated discontinuously as it depends on track occupancy sections which are the responsibility of an interlocking system. For any interlocking-based fixed block scheme, the same factors determine the potential performance of a line for ETCS levels 1 and 2 [3]:
- Because of its overlay nature, and by dealing with one ERTMS aspect at a time (signaling decoupled from GSM-R telecommunication), the implementation of ETCS level 1 started early. It first went into commercial operation back in autumn 2001; a number of major commercial (including cross-border) projects are planned throughout Europe.
- Commercial ETCS level 2 projects generally progressed more slowly than initially intended, but are now being rolled out in several European countries. Influential member states, like France and Germany (even if they have neither the need nor any commercial incentives to replace their existing train control systems) are fully committed to ETCS migration. ETCS level 2 needs a GSM-R radio infrastructure. Consequently, project implementation requires the telecommunication and signaling aspects to be dealt with concurrently and within the same timeframe.
- Finally, ETCS level 3 projects have been technically and commercially put on hold for the foreseeable future, mainly because of the lack of locations in Europe where a completely new infrastructure is required or possible.
In this context, Alcatel's families of modern interlocking and ETCS products (see Figure 3) address all the aspects depicted in Figure 1. To highlight the importance of the underlying route control system, we use the term "ETCS-ready interlocking".
Alcatel is a leading full scale supplier with significant commercial references [4]. On the basis of field experience acquired in a number of commercial applications throughout Europe, ETCS solutions have proved their technical maturity and functional suitability [5]. It also became clear that an ETCS mode of operation (level 1 or level 2) can meet the operational performance needs in terms of train capacity and speed [3].
Railway Transport Mode Supported by ETCS
Two factors are particularly important with reference to the findings of the High Level Group: the need to speed up deployment and to give priority to freight.
About half of the 18 newly identified TEN-T priority projects are railway focused. Roughly 80% of them emphasize mixed traffic, mentioning the importance of improved ERTMS/ETCS roll-out. In order to make a positive contribution to the revised TEN-T objectives, the rail supply industry must take on board the need for accelerated industrialization and roll-out of ERTMS/ETCS, and in particular must focus on the priority being given to rail freight transport.
Recent railway data [6] reflects the challenges of enlarging the railway system. In an expanded EU (EU + Central and Eastern European countries + Baltic countries), the population will increase by about 25%, leading to 33% increases in the railway infrastructure and rolling stock (locomotives, passenger coaches), and a doubling of the number of freight wagons. Thus rail expansion will be greater than the increase in the number of EU citizens, particularly in the case of freight.
Today in the fifteen EU countries, only a few percent of the overall rail traffic is "high speed" (i.e. exceeding 160 to 200 km/h). This will become even less significant when we consider the countries that will soon be joining. Hence with the expansion dynamics there is a fresh chance for railways to win back a significant share of the market from other forms of transport.
ETCS levels 1 and 2 both fully support the main TEN-T objectives using a railway system that adheres to the ERTMS principles. The corresponding standards and TSIs are mature and can be kept stable to match the envisaged timeframe for the priority projects. As ETCS systems have already been successfully used in many commercial projects, accelerated roll-out is possible. Several suppliers and infrastructure/rolling stock operators already have experience in carrying out such installations. Upgrade options for lineside and onboard equipment are ensured as ETCS compatibility is specified. Locomotives equipped with ETCS level 2 can run on an ETCS level 1 line under full supervision (Figure 5). The investment is future-proof and protected when a suitable radio infrastructure (GSM-R) paves the way for using ETCS level 2 on parts of or on complete lines. Moreover, the possible initial decoupling of the telecommunication aspect (GSM-R) from signaling makes projects less complex and less expensive. At the same time it simplifies their coordination, in particular in the case of crucial cross-border projects. This approach offers various migration paths, as illustrated in Figure 4, for example, starting with ETCS level 1 (without GSM-R) or starting with GSM-R for train radio (without ETCS), as well as the possibility of combining GSM-R and ETCS to implement a level 2 mode of operation.
ETCS is already being installed on many sections of railway lines that are relevant to the TEN-T priority projects, showing that the required ERTMS functionality and timeframe can be met.
So far European funding has been primarily aimed at the infrastructure, as investment in rolling stock is generally not specific to a particular transport axis. Nevertheless, it is important to recognize that rolling stock providers can help to achieve the TEN-T rail traffic goals more rapidly. Persuading them to take advantage of the benefits of the envisaged future interoperable trans-European rail transport system by equipping their trains with a cost-effective off-the-shelf onboard system would certainly push the infrastructure providers. However, the use of toll models to recover such investments will not be sufficient to create the necessary impetus.
In any case, a period of migration will be needed to upgrade the rolling stock. As shown in Figure 5, gradually fitting a fleet with ETCS onboard units makes it necessary to keep the existing lineside signaling operating throughout the transition phase in order to support non-equipped trains. Nevertheless, by carefully choosing the locomotives to be equipped (e.g. with respect to train schedules) and deploying a suitably designed ETCS level 1 infrastructure, it is still possible to realize a significant increase in performance during the migration phase [3].
Sooner or later, all the existing train control/protection systems in Europe will come to the ends of their useful lives. This fact could help with another crucial aspect concerning future railway operation: win the support of the large, influential players. The introduction of, for example, ETCS level 1 technology to replace today's increasingly obsolete non-high-speed train protection systems may be an advantageous option that will meet the operators' needs while at the same time enhancing European interoperability.
Based on these considerations, Alcatel provides a commercial offering that builds on the strengths of its installed base of interlocking systems and its reputation in many countries, and is complemented by a coherent ETCS portfolio of level 1 and level 2 solutions, and combinations of the two (see Figure 3). These solutions, which are based on the Alcatel LockTrac "ETCS-ready interlocking" (route control) and Alcatel AlTrac train control systems for ETCS level 1 / level 2, cover the full spectrum of ETCS application scenarios:
- Existing interlocking-controlled fixed block system (Alcatel or competitor products) remains unchanged along the line to be equipped for ETCS level 1 and/or level 2 operation.
- Upgrade/refurbishment of (Alcatel or non-Alcatel) interlocking-controlled fixed block system along the line to be equipped for ETCS level 1 and/or level 2 operation.
- Greenfield projects, that is, new lines, new interlocking systems, complete resignaling, etc.
It is worth noting that according to current market estimates, the first two scenarios will predominate. Hence there is expected to be a significant market demand for upgrading interlocking systems to modern electronic solutions. Alcatel with its large and renowned installed base and its coherent and modular product families, is thus in an excellent position to act as a trusted partner with its customers, such as railway infrastructure providers and train operators.
Conclusion
In an enlarged European Union and within the TEN-T framework, there are considerable advantages to be gained by focusing on enhancing rail transport and providing extensive interoperability between the systems in different countries. A suitable mix of ETCS level 1 and level 2 solutions will make it possible to obtain the best possible performance not only from the newly deployed systems, but also from almost the entire existing rail infrastructure. Making the network fully ERTMS interoperable will increase its operational performance in terms of traffic capacity and train speeds. Because it is a mature, commercially available technology, ETCS can be rolled out quickly. This makes it an ideal technology for meeting the rail-focused TEN-T objectives in view of the tight timeframe (2013) within which implementation is required.
Introducing ETCS operation (level 1 and/or level 2) will often prove to be a cost-effective solution that will achieve comparable results to time-consuming and typically very expensive civil works. In commercial terms, it is estimated that the full envisaged TEN-T rail network, including all the rolling stock in the newly expanded EU, could be equipped at a cost comparable to a single major tunnel project (e.g. compare it with the budget for the Brenner Tunnel, Austria). Thus over the next 10 to 15 years, the best return on investment with respect to the TEN-T and ERTMS objectives will depend on a strong ETCS roll-out program.
In general there is broad agreement between the involved parties that it is essential that the migration to ERTMS/ETCS should not be delayed if the European railways are to regain a key market position among the various modes of transport [7]. Alcatel provides suitable product/service solutions and enjoys a leading position in this field. The corporation is ready and committed to supporting its customers to achieve their aim of building a prosperous future rail transport business.
References
[1] -http://www.europa.eu.int/comm/ten/index_en.html.
[2] -C. Studnicka: "Implementing the New Trans-European Network", Alcatel Telecommunications Review, 2nd Quarter 2004, pp 160-164 (this issue).
[3] -A. Veider, A. Zierl: "Operationally Optimised Application of ETCS Level 1 - Theoretical Analysis of the Performance Potential", Proceedings of IRSE ASPECT, London, September 2003.
[4] -K. Mindel: "ETCS Migration: Industry Perspective", Proceedings of UIC ERTMS Conference, Leipzig, December 2003.
[5] -H. Boyer, F. Cerny: "Operationally optimised Application of ETCS Level 1 - A Practitioners Point of View", Proceedings of IRSE ASPECT, London, September 2003.
[6] -International Union of Railways, UIC Railway Statistics (2001).
[7] -P. Winter: "ETCS Implementation Strategy for International Corridors", Proceedings of UIC ERTMS Conference, Leipzig, December 2003.
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