1. 1 Signal to the future UIC ERTMS Conference 2006 - Budapest ETCS in Switzerland Views and Learning from an early Investor

2. 2 Signal to the future UIC ERTMS Conference 2006 - Budapest Topics: 1. Ongoing ETCS Level 2 Projects 2. Strategy and Rollout planning 3. Benefits of ETCS Level 1 Limited Supervision

3. 3 Current ETCS Level 2 projects New Line Mattstetten-Rothrist (NBS) nationale Zugsicherung SIGNUM und ZUB ETCS Level 1 Limited Supervision ETCS Level 2 NBS – Mattstetten-Rothrist   45km double track, thereof 14.5 km in tunnels   242 trains per day (total  )   Headway 120 sec @ 200km/h   Nominal speed 200km/h   Signalling system ETCS Level 2 based on subset of SRS 2.3.0 with lateral signal fallback   fleet of 468 vehicles retrofitted with ETCS   Commissioning of ETCS Level 2 by mid’2006

4. 4 Current ETCS Level 2 projects Status of ETCS on the New Line NBS _ _ Since 12-12-2004 the line is operational with fallback system (line side signalling) at maximum speed of 160km/h. _ _ In May 2005 „Site Acceptance Tests“ of the vehicles has successfully been passed. _ _ From July to Dec.‘2005 the Level 2 system was successfully tested during days with «Shadow Running» (total of 600 runs). _ _ From 03-01 of 19-02-2006 system stress test close to timetable has been performed (2100 runs with 8 trains simultaneous). _ _ End of March 2006 the refitting of the 468 vehicles with ETCS was completed. Concept for commissioning: _ _ 2nd July 2006: commercial operation in off-peak hours. _ _ December 2006: full commercial operation at maximum speed of 160km/h. _ _ December 2007: full commercial operation at 200km/h.

5. 5 Current ETCS Level 2 projects Concept of Commissioning ETCS Level 2 on NBS Specification of the 1st series of time-table train runs: _ A total of 2100 train runs were performed during 43 nights _ Using a specific time-table based on 2 minutes headway and 125 km/h maximal speed _ Test fleet was composed of 8 locos and accomplished 95’000 km in total (all locos simultaneously on NBS) _ ETCS took over full safety responsibility _ During day time 3 train sets performed additional runs on the remaining network, for the purpose of endurance testing AprMaiJuniJuliAugSepOktNovDezJanFeb März Reduced commercial operation with ETCS L2 (passenger traffic in off-peak hours) Commerci al operation of ETCS L2 1st phase: 03.01-19.02.06 (8 Locos, Vmax=125km/h) Timeframe23:30 h – 05:45 h Headway2 minutes  64 train runs per night VehiclesRe420 / Re460 / Re465 Allowance for operation from FOT New time table 10.12.06 2nd phase time table train runs 1st phase time table train runs Shadow Runs 2006 Train runs in Level 0 on rest of network

6. 6 Current ETCS Level 2 projects Aims of Time-Table Train Runs _ To gain an impression about system stability under target operational conditions. _ to apply operational measures: out of course runnings (train delays), number of safety cut-outs of ETCS trackside equipment. _ to detect any system anomalies which were not revealed during previous test campaigns (i.e. one-loco field test). _ to familiarise a broader group of operational staff with the handling of ETCS systems.

7. 7 Current ETCS Level 2 projects Results of Time-Table Train Runs _ None of the events did have an impact on safety _ One issue related to RBC availability was resolved within a week. _ The issues causing most of the system cut-outs have been eliminated until end of March 2006.

8. 8 Current ETCS Level 2 projects New Base Tunnel Lötschberg (LBL) LBL – Lötschberg base tunnel _ _ 34.6 km single / partial double track tunnel _ _ 110 trains per day (total  ) _ _ Headway 180 sec. @ 250km/h _ _ Maximum Speed 250km/h _ _ Signalling system ETCS Level2 based on subset of SRS 2.3.0 with minimal lateral signal fallback _ _ Commissioning of ETCS Level 2 planned for June 2007

9. 9 Current ETCS Level 2 projects Status of ETCS on the New Base Tunnel LBL _ _ Development and testing of signalling system is on time. _ _ A dedicated test track (1200m) outside the tunnel is being operated for system testing. Interoperability tests between Alstom onboard and Alcatel trackside have successfully been performed. _ _ Approx. 10’000 train runs have to be performed until December 2007 to proof the robustness of the ETCS system. _ _ Until end of 2007 a total fleet of 553 vehicles will be fitted with ETCS for operation on NBS and LBL. Concept for commissioning: _ _ May 2007: reduced commercial operation (cargo trains) _ _ December 2007: full commercial operation (110 trains per day, mixed traffic)

10. 10 Current ETCS Level 2 projects Overview Interoperability in Switzerland Vehicle fleet equipped with ETCS on-board system (total fleet of 553 vehicles / 644 systems / 20 loco types are being equipped with ETCS) (Italy) Lines equipped with ETCS Level 2 track-side system (total track-length of 136km will be in operation with ETCS Level 2) New Line Mattstetten-RothristNew Basetunnel LötschbergNew HS-Lines in Italy «compatibility»

11. 11 Current ETCS Level 2 projects Lessons learnt from the ongoing Projects _ _ Successful implementation of ERTMS/ETCS needs an overall system-leadership managing the integration process and taking care of both, track-side and on-board system. _ _ To provide compatibility between different suppliers, «Bug fixings» has been urge required to get the current ETCS project into operation (SRS2.2.2.  SRS2.3.0). _ _ To implement interoperability on the TEN-T corridor projects, enhancements in functionality (e.g. national parameterisation of braking curves, crypto key management, RBC-RBC handover) are required in the specification (  SRS3.0.0). _ _ ERTMS is an IT-based technology to be implemented in a safety-relevant railway environment. This requires new skills, new processes and training of the system operators.

12. 12 Signal to the future UIC ERTMS Conference 2006 - Budapest Topics: 1. Ongoing ETCS Level 2 Projects 2. Strategy and Rollout Planning 3. Benefits of ETCS Level 1 Limited Supervision

13. 13 ETCS strategy and rollout planning Driving Factors of the Strategy Requirement: Higher speed, shorter headways and need for capacity increase require cab-signalling and traffic management system. Journey time Capacity Network Access Requirement: Fastest possible transition to «ETCS- only» onboard equipment. Interoperability Requirement: Interoperability on the North-/South corridor to be achieved until 2012. Renewal of signalling system Requirement: The legacy signalling- systems are getting obsolete and has to be replaced.

14. 14 ETCS strategy and rollout planning Targets of SBB Strategy Target to be achieved New vehicles will only require ETCS onboard equipment for unrestricted network access.  Generation of customer benefit Action to be done National legacy system will be replaced and standardised by ETCS on the entire network.  Implementation within short period 2006 ca. 2016 ‘ETCS only’ equipment for new vehicles existing fleet will operate as before Multiple system equipments ZUB SIGNUM ETM ETCS ZUB SIGNUM ETM ETCS inkl. LS ZUB SIGNUM ETM Legacy national system ETCS on entire network

15. 15 ETCS strategy and rollout planning Overview of transalpine Cargo Traffic (2003 / 2004) Gotthard: 36m gross t per year source SBB I-BF-NK, statistic 2004 mixed traffic: Wagon load freight, Unaccompanied intermodal traffic, Rollende Landstrasse (piggyback) Lötschberg: 16m gross t per year source SBB I-BF-NK, statistic 2004 mixed traffic: Wagon load freight, Unaccompanied intermodal traffic, Rollende Landstrasse (piggyback)

16. 16 national signalling system SIGNUM and ZUB ETCS Level 1 Limited Supervision ETCS Level 2 short term ETCS strategy and rollout planning Focus 2012: North- / South Corridor Targets until approx. 2012 _ _ Implementation of ETCS Level 2 and Level 1 Limited Supervision on north-/south corridors as part of Rotterdam-Genua project.  Rollout in coordination with infrastructure companies and operators (cargo).  Technical interoperability to be the main focus.

17. 17 ETCS Level 1 Limited Supervision ETCS Level 2 short term ETCS strategy and rollout planning Mid-term Focus: Replacement of Legacy System Targets until approx. 2015 _ _ Commissioning of ETCS Level 2 on new Gotthard Base Tunnel (53km) _ _ Replacement of legacy system ZUB/SIGNUM on entire network by ETCS Level 1 Limited Supervision _ _ First application of ETCS Level 2 within nodes/hubs.

18. 18 ETCS strategy and rollout planning Lessons learnt from 1st Migration Steps _ _ ETCS has to generate benefits for the operators as soon as possible. Thereby reduction of equipment cost is the overall objective. _ _ Funding of onboard equipment must be considered together with the first ETCS projects. Otherwise migration may fail and ETCS would not be accepted by the operators. _ _ Infrastructure managers have to define a migration-strategy that shows the transition to ETCS on the entire network. Thereby ETCS has to fulfill at least technical interoperability at the same level of safety as the existing national signaling system. _ _ The corridor approach shall be used as the inception kernel followed by the rollout on the entire network. Leanings from one corridor project should be assigned to the others. _ _ The first implementation of ETCS must not be the one for the next 100 years. An intermediate solution may be useful for transition to the final Level 2 or 3 implementation.

19. 19 Signal to the future UIC ERTMS Conference 2006 - Budapest Topics: 1. Ongoing ETCS Level 2 Projects 2. Strategy and Rollout planning 3. Benefits of ETCS Level 1 Limited Supervision

20. 20 Benefits of ETCS Level 1 Limited Supervision ETCS Solution within Nodes? ? ?

21. 21 ETCS Line Equipment parallel ETCS and LZB gaps to be filled with? ? ? ? Benefits of ETCS Level 1 Limited Supervision ETCS Solution within Nodes? ETCS-Line Equipment in 2021 for High-Velocity-Lines (HVL)

22. 22 Full Supervision Mode for high speed and conventional Lines full reengineering of trackside neededexisting trackside engineering remainsrequires modern interlockingworks with any interlocking generationpotential increase of safetyat least same national level of safety (technical) Interoperability FSFSFSFS Limited Supervision Mode for conventional Lines only LSLS LSLS ETCS ETCS operation based on ETCS operating rulesoperation based on national operating rules Benefits of ETCS Level 1 Limited Supervision Characteristics of ETCS Level 1 Full- and Limited Supervision

23. 23 Benefits of ETCS Level 1 Limited Supervision Advantages for Train Operator  Simplification of onboard equipment For the rolling-stock, Limited Supervision supports the aim of reducing costs for the onboard equipment, means reducing the transition period where both ETCS and national systems are required.  Clear operational rules The main difference between ETCS Full Supervision and LS is the suppression of cab signalling information. For this reason the driver is responsible for obeying the line-side signals as well as other information generally needed for driving according to national rules.  No impact on existing installations The introduction of the new mode ‘Limited Supervision’ requires just minor modifications in the specification and will be implemented together with the next release of ERTMS (SRS 3.0.0). All existing ETCS-installations will not be influenced by this new mode.

24. 24 Benefits of ETCS Level 1 Limited Supervision Business case for Infrastructure-Managers  Technical Interoperability The basic aim with this new ETCS mode is to create the possibility for equipping dedicated lines and/or nodes with ETCS track-side equipment in short time with a minimum of costs so that technical interoperability with ETCS equipped trains is obtained.  Adaptation to existing infrastructure ETCS Level 1 Limited Supervision may be overlaid to an already existing signalling infrastructure. Existing Interlockings, line-side signals and cabling are not touched.  Upgradeability Sunk costs will be minimal, when at a later occasion, e.g. in context of a complete renewal, ETCS with Full Supervision will be installed on those routes.  Functionality and safety ETCS with Limited Supervision will provide at least the same functionality and safety level as the already existing national signalling and cc-system.

25. 25 Benefits of ETCS Level 1 Limited Supervision Business case for Industry   Generating volumes The quick implementation of Limited Supervision will generate additional new projects on infrastructure as well as on train operator side. The sooner ETCS is available on the network, the more operators are equipping their trains with ETCS.   Simple implementation The additions are mostly limited to the already existing mode- and mode transition tables in chapter 4. Only a few additions have to be studied and added to the other chapters.   No new principles The changes follow the basic concepts of ERTMS/ETCS, especially the already defined modes Full Supervision and On Sight, no new principles or concepts are introduced. The changes are defined from an ERTMS/ETCS point of view and not as a national solution.

26. 26 Benefits of ETCS Level 1 Limited Supervision Limited Supervision: a Win-Win Approach Train Operators: Faster transition to ETCS-only Infrastructure Managers: More ETCS for the money Win-Win «Limited Supervision» is requested to be implemented together with the next specification of ERTMS (SRS 3.0.0).

27. 27 Main Conclusions  ETCS Level 2 will confirm it’s operational fitness and performance on the NBS by end of 2006.  Application scale and performance requirements (mixed traffic, 2 min. headway @ 200 km/h) will provide a reference for many other ETCS applications on conventional rail in Europe.  The key investments for fast implementation of ETCS on the entire network in Switzerland are done. More than 500 vehicles are already equipped with EuroCAB and EuroRadio.  Implementation of ETCS happens with ‘customer focus’: infrastructure provides an attractive ‘ETCS-only’ access on the whole network, including stations.  The north-south corridor approach will generate the first benefit for cargo operators from 2012 on.

28. 28 Signal to the future UIC ERTMS Conference 2006 - Budapest Thank you!