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New steps in ERTMS deployment in Spain: L2 in commercial operation and ETCS in commuter lines.
Maite Cambronero Hellín
ERTMS ManagerADIF (Spanish Railways Infrastructure Manager)
Budapest, October 18th 2012
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
3
1.-ERTMS L1 +L2 HS Lines in Spain
3
Lleida-Barcelona ThalesL1 2008 /
Córdoba-Malaga DimetronicL1 2007 /
Madrid-Lleida / AnsaldoL1 2006/
Madrid-Sevilla LZB(1992)ERTMS NSTM LZB (2007)
3
1700 Kms of HSL in commercial operation with ERTMS with 16 interoperability cases tested .
L2 already in operation
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)
Zaragoza-Huesca / Alstom L1- 2009
Madrid-Valencia-AlbaceteDimetronic L1 2010 /
Figueras-PerpignanAnsaldo L1 2010 /
Madrid-Valladolid Thales
L1 2007 /
Orense-Santiago ThalesL1 2011 /
La Sagra-Toledo Thales
L1 2008
L2 Oct 2011 310 km/h
L2 Dec 2012
L2 2013
L2 Dec 2012
L2 2012
L2 2013
Bna-Figueras ThalesL1 2012 / L2 2013
L2 2013
Albacete- Alicante AlstomOnly L2 2013
Madrid commuter lines Dimetronic-Thales L1 2012- L2 2013
4
1.- ERTMS HS Trains in Spain
231 train sets equipped with ETCS
5
1.- ERTMS Commuter and Freight trains in Spain
6
ERTMS reliability: Distance between incidences and punctuality in Madrid-Barcelona HSL
Kms between incidences
*L2 started in October 2011** Data up to March 31st
7
Millions Kms
*L2 started in October 2011** Data up to March 31st
Year Nr of trains (Kms) Level
1
Nr of trains (Kms)
Level 2
2006 3.302(1.551.940
Km)
2007 7.665(4.139.100
Km)
2008 17.075(10.603.575
Km)
2009 32.143 (16.457.216
Km)
2010 39.420 (20.157.660
Km)
2011* 38.236 (19.761.324
Km)
1.244 (557.312
Km)
2012** 4.398 (2.502.617
Km)
3.665 (1.641.920
Km)
ERTMS reliability: Kilometers-train in Madrid-Barcelona HSL
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.
9
• 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.
2.ETCS L2: What are we testing with L2 Complementary Tests?
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.
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+ (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
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.
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 !
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
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 installationSmall size station cables (Nuevos Ministerios C4)
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 15%
• Up to 60 trains simultaneously in L2
Safety and Capacity level will be increased
RBC
RBC
17DIRECTION GÉNÉRALE DE DÉVELOPPEMENT DE L’INFRASTRUCTUREDirection d’Innovation Technologique
4.ERTMS versions Migration in Spain.
Lleida-BarcelonaERTMS-N1-2 Thales (2006-2008)
Madrid-ValladolidERTMS-N1-2 Thales (2007)
La Sagra-ToledoERTMS-N1-2 Thales
Córdoba-MalagaERTMS-N1-2 Dimetronic(2006-2007)
Barcelona-Figueras2012-N1-2 Thales
Figueras-Perpignan2012 -N1-2 Ansaldo
Madrid-LleidaERTMS-N1-2 Ansaldo (2004-2006)
Zaragoza-HuescaN1- Alstom (2009)
Madrid-Sevilla LZB(1992)ERTMS NSTM LZB (2007)
Madrid-Valencia-Albacete2010 -N1-2 Dimetronic
Madrid commuter linesERTMS-N1-2 (2010) Dimetronic-Thales
17
2.2.2 + 2.2.2 +2.2.2 +
2.2.2 +
2.2.2 +
2.3.0
Talgo S102-330ERTMS Siemens
Siemens S103- 350 ERTMS Siemens
CAF S120 250 km/h AVERTMS Ansaldo
Talgo S130 250 km/h AVERTMS Bombardier
ALstom S104- 250 k/h ERTMS Alstom
All the HS existing trains are 2.2.2+ with different CRs implemented in each one
Orense- SantiagoERTMS-N1-2 Thales (2011)
2.3.0.d
2.3.0.d
2.3.0.d
2.3.0.d
2.3.0.d
2.3.0.d
2.3.0.d
Olmedo-Zamora ASFA y N2 (2.3.0.d.) Dic 2012
Albacete-Alicante ASFA y N2 (2.3.0.d.) Dic 2012
Vall-Palencia-León-Pajares ASFA y N2 (2.3.0.d.) Dic 2012
18
5.- Conclusions.
1. ERTMS L2 is already in operation in Spain.
2. L2 first months operation reliability is better than the initial behavior of L1.
3. New lines in Spain will be tendered only with L2.
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 commercial service.
5. ERTMS L1 is in operation in Madrid commuter lines and L2 is under tests.
It is important to have a good strategy
it is also important to get results !
but occasionally,
New steps in ERTMS deployment in Spain: L2 in commercial operation
and ETCS in commuter lines.
Thank you for your kind attention