Infrastructure Part 3

Signalling 2

What the TSIs mean…  The on-board system is tightly defined – it has to be able to go anywhere,  The trackside allows flexibility,  If features are not required on a route or in a location, why provide them?  Think of a Chinese menu!

On-board set meal & the trackside ETCS menu  On-board is tightly defined Like a set menu. No choices, you just get it!  Few choices the owner can make, but cannot change the core.  There are loopholes allowing seemingly robust rules to be interpreted differently!  The trackside gives you the full menu, with every option you can think of.  We have to choose the right combinations of dish to deliver the operations we need.  The dishes will be made to order so they will be expensive.  If we can choose a sub-set of dishes and buy in bulk, it will be more consistent for signaller, driver and engineers, and be cheaper.

Building blocks 5 TSIs, SRS, etc. Reference Design Applications We need to select and assemble these blocks into a series of facilities from which we can build a railway. The TSI (Technical Standard for Operability) mandates a series of (SRS) System Requirements Specifications. The SRS define the communication between the trackside and the train – they are the building blocks.

The Reference Design Concept  How do we define which building blocks we need and what they look like?  Understanding how the railway needs to work,  Breaking the journey of a train into small units,  Each unit is a facility – defined and documented,  The railway can be built from a sequence of facilities.

 Train starts in depot (start of mission process),  Train enters ETCS area (N1) in Level 1,  Train transitions to Level 2 (N1),  MA is extended (A1) several times,  Train approaches occupied terminal platform (H1) and transitions to OS mode,  Driver brings train to a stand and closes cab (C),  Coupling takes place in SB (I), Typical journey 7  Driver enters cab and undertakes start of mission,  Train obtains first movement authority (G2 or G3 followed by A2),  Train Dispatch takes place (D),  MA is extended (A1) several times,  Train approaches critical routing point and routing information is provided (A3),  Train is stopped on approach to junction (E),  MA is extended (A1).

Mapping Facilities

 Our current processes rely on:  the scheme plan conveying a lot of information  the designers understanding the operational requirements.  No longer constrained by aspect sequences and signal spacing.  Scheme plan will focus on hazards to be protected and the operational outputs needed.  Block section lengths can vary to provide capacity and reduce junction occupation times. Developing a scheme 9

Scheme Design – Level 1 Launch L1 Launch can be used for short space transitions Offers single-section L1 MA past the entry signal into ETCS area Trains can connect to L2 later in the transition process

What matters is what the driver sees  At start of mission,  During the journey,  Entering an occupied platform,  Transitioning  We need to design what the driver is offered and when they are offered it – this may not be linked to physical things.

Many ways of Start of Mission 12 On Sight? Full Supervision? Track-Ahead-Free? Route setting – avoiding driver alerts When do we offer On-Sight?

All about the communications  GSM-R is the backbone,  Built for voice but ETCS needs data,  The base option - use a voice channel for the data  Better option is to use Packet Switch (GPRS) permitting 3 or 4 data calls over one channel.  FTN needs an upgrade for either solution. GSM-R

ERTMS trackside equipment Beacon AxleCounter Unit FT Network Point Machine Point Machine Level Crossing Beacon AxleCounter Unit Beacon Track Circuit/ Object Controller Train RBC Point Machine Point Machine Level Crossing Beacon Track Circuit/ Counter Unit Trackside Interlocking Detection Central Control Traffic GSM R

Lineside Signage

On Track Equipment Axle Counters replace track circuits Clamp-lock points Euro-Balise. (French for beacon)

Infrastructure changes  Signals disappear and new signs introduced  Block section lengths can vary  Different type of maintenance required  Scheme design will focus on the hazards to be protected and the operational outputs needed  Design plans will convey very different information – symbols and terminology  Operational aspirations needs to be integrated at the design stage

18 Infrastructure Maintenance  TSR no longer have trackside signs  Maintenance activities will change  Telecoms (GSM-R) now key part of signalling system.  Possession rules change  Fitting ETCS to OTM.  New kit in ROCs.

Handheld possession terminals 19

 Full ERTMS. Movements in OS or FS.  Level NTC – movement authority received from lineside signal or Shunter’s hand signals.  Level 1 launch at outlet Yards and Depots 20

Overlay – a special case 21  ERTMS gives the greatest benefits when you start with a blank sheet  Substituting an in-cab MA for a lineside signals gives little advantage on its own  Understanding “pure” ERTMS rules in overlay  Conflicting information!  Driver behaviour/ workload  Transitions are challenging.

But hang on, it is interoperable!  Remember the Chinese menu! We have many things we can do, but which do we need?  Suppliers have only implemented what they have been asked  It may seem like a “pick-and-mix”, but…  We need to take account of the international rule book; the requirements of the other TSIs, etc.  It has to be demonstrably safer and better than today!

 We don’t yet have all the answers!  We are working with the industry to agree the best solutions,  Once again we are leading the field – many of the questions we are asking have not been asked before!  Our European colleagues are facing many of the same challenges and we are working together to understand potential solutions,  Train despatch, level crossing management, braking models, degraded working, start of mission, heritage vehicles, management of misrouting are all topics in the pot! Challenges ahead 23

Questions?