New steps in ERTMS deployment in Spain: L2 in commercial operation and ETCS in commuter lines

1. New steps in ERTMS deployment in Spain:
L2 in commercial operation and ETCS in
commuter lines.
Jorge Iglesias
Maite Cambronero
ADIF (Spanish Railways Infrastructure Manager)

2. Summary
1. Current Status of ERTMS deployment in Spain.
2. ETCS L2 in Service: Lessons learnt
3. ETCS in Madrid commuter lines
4. ERTMS versions Migration in Spain.
5. Conclusions.
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3. 1.-ERTMS L1 +L2 HS Lines in Spain
1700 Kms of HSL in commercial
operation with ERTMS with 16
Figueras-Perpignan
interoperability cases tested . Ansaldo L1 2010 / L2 2013
L2 already in operation Zaragoza-Huesca / Alstom
L1- 2009
Madrid-Lleida / Ansaldo
Orense-Santiago Thales
L1 2006/ L2 Oct 2011 310 km/h
L1 2011 / L2 2012
Madrid-Valladolid Thales
L1 2007 /
L2 2012
Bna-Figueras Thales
Madrid commuter lines Dimetronic-Thales L1 2012 / L2 2013
L1 2012- L2 2013 Madrid-Valencia-Albacete
Dimetronic L1 2010 / L2 2012
La Sagra-Toledo Thales
L1 2008 Lleida-Barcelona Thales
L1 2008 / L2 June 2012
The longest (1250 Kms) interoperable
HSL from Barcelona to Malaga:
Paradigm of interoperability ( 3 ETCS
suppliers plus STM LZB on track and a
different supplier for the EVC)
Córdoba-Malaga Dimetronic
L1 2007 / L2 July 2012 Albacete- Alicante Alstom
Only L2 Dec 2012
Madrid-Sevilla LZB(1992)
ERTMS NSTM LZB (2007)
3 3

4. 1.- ERTMS HS Trains in Spain
4 231 train sets equipped with ETCS

5. 1.- ERTMS Commuter and Freight
trains in Spain
5

6. ERTMS reliability: Distance between incidences and
punctuality in Madrid-Barcelona HSL
Kms
betwee
n
inciden
ces
*L2 started in October 2011
** Data up to March 31st
6

7. ERTMS reliability: Kilometers-train in Madrid-
Barcelona HSL
Year Nr of Nr of Million
trains trains s Kms
(Kms) (Kms)
200 3.302
Level 1 Level 2
6 (1.551.94
0 Km)
200 7.665
7 (4.139.10
0 Km)
200 17.075
8 (10.603.5
75 Km)
200 32.143
9 (16.457.2
16 Km)
2010 39.420
(20.157.6
60 Km)
2011 38.236 1.244
* (19.761.3
24 Km) (557.31
2012 4.398 3.665
2 Km)
** (2.502.61 (1.641.9
7 Km) 20 Km)
*L2 started in October 2011
** Data up to March 31st
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8. 2.ETCS L2:Why did we take so
long to put in service?
• First L2 tests on Mad-Lleida line were performed in
June 2006!
•Lack of commitment of some of the involved
partners.
•Priority on developing STM for LZB.
•L1 worked perfectly at 300 km/h.
•Complementary Tests (a kind of reception tests)
were started in June 2009.
• Lines were already in commercial operation and
therefore the testing time was very limited.
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9. 2.ETCS L2: What are we testing with
L2 Complementary Tests?
• The target of CT are to demonstrate the
correct behaviour of the whole train-track
system.
• CT are a set of 269 tests cases which test
main ERTMS functionality
• Key Management System tests. A KM
procedure has been specifically developed.
(414 KMAC and 85 KTRANS)
• Simultaneous trains tests.
• CTs for S-112 and S-103 trains took 41
test sessions.
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10. 2.ETCS L2: Reliability Tests
•More than 150.000 kms testing reliability. Main issues arised:
•Communications problems:
•Protocol V110 desynchronization
•HW failures in RBC multiplexors
•Modem train failures.
•Interferences with GSM public operators.
•Track issues:
•Balise linking information (all balises linked in L2)
•RBC functional issues:
•Reception of packet 1 with LRBG value ‘unknown ‘.
•EVC Functional issues:
•Wrong storage of RBC information in SL mode.
•Trains SW updating took almost 3 months.
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11. 2.ETCS L2: Challenges during L2
putting into Service L2
• Managing of superimposed L1 and L2 TSRs.
• L2 Start of Mission design: TAF procedure
• Transitions Complexity: L0, L1, L2 and LSTM LZB
• Key Management System
• Communication failures: Lack of modems specs.
• CR implementation in 2.2.2+ (i.e. SH TR CR 530)
• New operational rules
• Progressive trains upgrading from L1 to L2 (new SW)
in commercial service
• Degraded Odometry
• Command Post operators and drivers training
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12. 2.ETCS L2: Lessons Learnt
• At the time being one ETCS level is enough!
•Modem lack of specification is a critical issue.
•Different CRs implemented by different suppliers can
lead to IOP issues (in versions 2.2.2+).
•L2 Tests in lab are essential to reduce time and
increase confidence on the system.
•Reliability tests were vital to analyze
communications problems.
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13. 2.ETCS L2: L2 with L1 as a backup
system
Advantages
• Higher availability. A L1 up to 300km/h as backup.
(level inhibition national function needed for transition
process up to put in service L2 in all the lines and trains)
• Levels 1 and 2 superimposed will allow Adif and Renfe
to perform the migration from 2.2.2. to 2.3.0.d
Disadvantages
• Higher cost.
New Spanish HS lines are now
being tendered only with L2 !
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14. 3. ERTMS in Madrid Commuter lines
• ERTMS Line C4 (73 km) in L1
• Installed by Thales (South part) and
Dimetronic-Invensys (North part)
•Interface with existing IxL
• Train EVCs are supplied by Alstom
(123 Civia)
• Complementary tests were adapted
to the specific commuter lines
functionality.
•Current headway 4’ in Atocha-
Chamartin tunnel
Safety level has been increased
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15. 3. ERTMS L1 main issues while
installing and testing
• Geographical information and SSP
updated
• ETCS and IxL timers must be
adapted
• Many and complex Level transitions
• Dynamic 200m TSRs.
• FN 125 needed because of works
still in progress
• Very complex installation
Small size station cables (Nuevos Ministerios C4)
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16. 3. ERTMS L2 in Madrid Commuter lines
• Installing and testing 2 RBCs
different technologies: Thales
(South part) and Dimetronic
(North part)
• Increase of capacity about RBC
15%
• Up to 60 trains simultaneously
in L2
RBC
Safety and Capacity level will
be increased
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17. All the HS existing
4.ERTMS versions Migration in
trains are 2.2.2+ with
different CRs Vall-Palencia-León- Spain.
Orense- Santiago Pajares ASFA y N2
Talgo S102-330
implemented in each (2.3.0.d.) Dic 2012
ERTMS-N1-2 Thales
ERTMS Siemens one Figueras-Perpignan
(2011) Zaragoza-Huesca 2012 -N1-2 Ansaldo
N1- Alstom (2009)
Madrid-Lleida
ERTMS-N1-2 Ansaldo 2.3.0
Olmedo-Zamora 2.3.0.d
Siemens S103- 350 ASFA
ERTMS Siemens Dic
y N2 (2.3.0.d.) 2.3.0.d(2004-2006)
2012 2.2.2 +
2.3.0.d
2.3.0.d
Madrid-Valladolid
2.2.2 + 2.2.2 + 2.2.2 + Barcelona-Figueras
ERTMS-N1-2 Thales Madrid-Valencia- 2012-N1-2 Thales
(2007) Albacete
ALstom S104- 250 k/h
ERTMS Alstom
2.3.0.d 2010 -N1-2 Dimetronic
Madrid commuter lines
ERTMS-N1-2 (2010) Lleida-Barcelona
Dimetronic-Thales
2.3.0.d ERTMS-N1-2 Thales
(2006-2008)
La Sagra-Toledo 2.3.0.d
CAF S120 250 km/h AV
ERTMS Ansaldo
ERTMS-N1-2 Thales
Madrid-Sevilla LZB(1992)
ERTMS NSTM LZB (2007)
Córdoba-Malaga
ERTMS-N1-2 2.2.2 + Albacete-Alicante
Talgo S130 250Dimetronic(2006-2007)
km/h AV
ERTMS Bombardier ASFA y N2 (2.3.0.d.)
Dic 2012
DIRECTION GÉNÉRALE DE DÉVELOPPEMENT DE L’INFRASTRUCTURE
17 17
Direction d’Innovation Technologique

18. 5.- Conclusions.
1. ERTMS L2 is already in operation in Spain.
2. L2 first months operation reliability is better than the
It is important to have a good strategy
initial behavior of L1.
3. New lines in Spain will be tendered only with L2.
but occasionaly,
4. Migration to version 2.3.0.d. is going to be performed
before the end of 2014. The fact of having L1 and L2 allow
performing the migration without interruption of
it is also important to get results !
commercial service.
5. ERTMS L1 is in operation in Madrid commuter lines and
L2 is under tests.
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19. New steps in ERTMS deployment in
Spain: L2 in commercial operation
and ETCS in commuter lines.
jorge.iglesias@adif.es
mcambronero@adif.es
Thank you for
your kind attention