1. Train Fitment Part 2

2. System Specifications  TSI Subsets – for example System Requirements Specification is Subset 026-1 issue 3.4.0  NNTRs National Notified Technical Rules – Group Standards that are “Notified” by the ORR to the ERA as covering Open Points in the TSI  NOSS National Onboard Subsystem Requirements Specification NEPT/ERTMS/REQ/0007 Issue: 2.0

3. Retro-fitment is not new Over 5,000 vehicles; 100 classes of trains

4. What is fitted to the train? 4

5. Key train equipment European Vital Computer (EVC) – Heart of on-board system Driver Machine Interface (DMI) Balise Transmission Module (BTM) Odometer equipment: Measures speed and displacement from balise Juridical Recording Unit (JRU) GSM-R interface unit

6. Balise Transmission Module and Antenna  The Balise is passive with no power supply, it is “Telepowered” by the train, this Module provides the power at 27MHz  When powered the Balise responds with a data telegram of either 341 or 1,023 bits transmitted at 4·2 MHz  The BTM receives the telegram and sends it to the EVC

7. GSM-R Data Antennae There are two data antennae and a range of options. A possibility for Heritage? 7

8. Power Supply  The power requirements of ETCS are in the order of 300W to 600W  ETCS needs a secure supply  Likely “Brown out” during engine starting  Cross feeding – a supply from any source  The effect on battery charging

9. Safety Integrity Level SIL  There are well established techniques for controlling Random Failures  As complexity increases Systematic Failures contribute a larger proportion of the risk  SILs represent different levels of rigor in the development process and are related to probability targets & Tolerable Hazard Rates  SIL 4 has a Tolerable Hazard Rate THR / hour of ≥10 -8 to 10 -9  SILs are described in a number of standards inc. EN50129, IEC61508 & The Yellow Book  SILs are not the only way of controlling Systematic Failures, they can be controlled through architectural design features as well

10. Binary Inputs Sleeping Mode RequestThis is a “Cab In Use Train Line” which may not exist on older trains and will need to be created in some way from other train functions. Non Leading Inputan additional input from the Cab Service Brake Statusderived from train lines Brake Pressurean additional pressure switch Drivers Cab Statusderived from train lines Travel Directionderived from train lines Regen Brake Statusderived from brake control Special Brake Statusthis refers to Track or Eddy Current braking systems which are not currently fitted to UK trains Cant Deficiency / Tiltinput to tell EVC that Tilt is operational Train Interface Unit (TIU) 10

11. Binary Outputs Traction Cut Offin most cases this will be a simple addition of a contact in the traction interlock chain Service Brake CommandThis is simple for an electrically controlled brake but more complicated for automatic air brake as it will require additional valves and pressure regulators Tilt SupervisionInput to enable the Tilt system for enhanced speed Emergency Brake Command This has the additional element of being “Safety Critical” so far as ETCS is concerned (two contacts) With electrically controlled brakes this is relatively simple Currently there are no specific valves for automatic air brakes Possibility of using existing class B system valves (AWS / TPWS) but that is a full service application There is no need to brake to a stand? Train Interface Unit (TIU) 11

12. TIU Complex Interface Serial Data Telegram to other intelligent systems  Change of Traction System  Pantograph  Main Circuit Breaker Off  Change in Allowed Current Consumption  Air Tightness  Passenger Door height, side, Distance and Length  Train Data  Regen Brake Inhibit  Special Brake Inhibit  It is unlikely that these would be used for retrofit?

13. Isolation Switch  In a complete failure the isolation switch separates ETCS interfaces from the train to allow the train to be moved.  The switch can only be reset by a separate different key  If there is more than one isolation switch an additional input to a “Safety System Isolated” indicator is required.  There are also reliability implications for more than one switch 13

14. Odometry Axle end odometry depends on accurate wheel measurement Automatic calibration is being implemented on Cambrian 14

15. Driver Machine Interface – issues There are issues with DMI - Touch Screens - they can be reflective  Day / Night Contrast  Screens too bright are a problem at night  But there are solutions… 15

16. Driver Machine Interface There are several options for the screen:  The unit can be a complete assembly or  Split so that the screen is separate from the processor or  Two smaller separate screens, one with the speedometer and one with planning

17. DMI – Specific Transmission Module This is an additional interface with the system to allow information from a National Train Protection System to be transferred to the EVC – TPWS for example: 17

18. Cab Installation 18

19. Examples of retrofit cab fitment 19

20. Installation Options 20 Single Unit or Distributed

21. Installation Options One EVC or Two?  For long train or formation with Power cars / DVTs the best solution is two EVCs one at each end  For a Multiple Unit then a single EVC usually in a centre vehicle is optimum. The break even is about six vehicles that is when the cost of wiring the vehicles is about the same as an EVC  The System must be fully integrated into the train and not treated an additional bit of kit just stood in the corner and connected up

22. Braking Models  There are two Braking Models Lambda & Gamma that the EVC can use to calculate the safe parameters  Gamma has 28 specific train characteristics and is loaded into the EVC as a pre-set when the Driver starts a mission  Lambda uses a Braked Weight Percentage entered by the Driver at the start – it is the sum of the braked weight of all vehicles divided by the total weight of the train  ERA Introduction to ETCS Braking Curves ERA_ERTMS_040026

23. 23 Questions?