1. Cambrian Lessons Learnt
Part 4

2. Track side design (1)
Risk of loss of flexibility in operational moves during application design!
Learn how to read scheme plans in line with ERTMS and its workings
Need to consider:
Speed changes over short distances
Speed changes approaching an end of authority (EoA)
Release speeds approaching EoA when a lower speed applies beforehand
Location of balises when approaching speed changes

3. Track side design (2) Distance between block markers
Location of awakening areas
Line speed over points and crossings
Location of all permissive movements will require OS mode areas
Time taken to do simple moves extended

4. Operational issues
Robustness of design during normal working (two cabs open as an example)
In many cases will be learning new train as well as ERTMS
Revised fault and failure modes based around maintaining ERTMS position report
Controlled ability to reset the European Vital Computer (EVC)
Use of SH mode in depots, sidings and on the main line
Mode transition when leaving depots and in service running

5. GSM-R issues
Arrangements when GSM-R data/voice is turned off for upgrade
Time taken to load data from DMI to GSM-R radio
Five digit GSM-R train reporting number required on driver diagrams
Correct use of three digit location code and use of wild card numbers (99x)
Learning how to read GSM-R voice and data outputs

6. Speed profile 90 50 25 25 50 90 Line speed profile
Draw line speed as a negative 25 50 90

7. Speed profile on DMI 25 50 90

8. On the DMI

9. Example scheme plan 9

10. Example mode map

11. Example Sectional Appendix

12. Example Yellow Notice

13. ERTMS in Netherlands
Hanzelijn line
L2 ETCS overlay on Amsterdam to Utrecht (35km mainline).
4-track mainline used by 75% of NS fleet
Fitted to:
new Hanzelijn line
new high speed line
Rotterdam freight route
UK team wanted to learn lessons from Netherlands compared to GW overlay and links to Thameslink
Amsterdam to Utrecht
High Speed Line
Freight Route

14. Overlay and other issues
Driving style may change
Drivers to have key /swipe card to use ETCS
Drivers to use DMI as priority and if red signal reported if seen
If transition to L2 does not work then carry on using ATB and no requirement to inform the signaller
Written orders are not used in failure situations
NS have very small overlaps which helps with ETCS fitment
Uses a 4-track route so trains can be rerouted easily in a failure situation

15. All in it together…

16. End of Cab Signalling Thank You
Thoughts?
Comments?
Questions? 16