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ALL SYSTEMS GO !
Europe’s Railways will use ERTMS everywhere
ITALY
NETHERLANDS
FS and ALSTOM test track:
Firenze-Arezzo
NS-RIB and ALSTOM “BEV21” test track:
Maastricht
ERTMS with the first RBC
connected through the
GSM-R network,
 first world demonstration
of level 2 in November
2000,
 UIC world conference and
train runs in March 2001,
 the
first step towards
implementation
of
ERTMS on commercial
high-speed lines.

ERTMS applied together
with the installation of
new Interlockings,
 several
releases
in
connection
with
the
needs
for
several
specific
requirements,
including dual signalling,
specific
degraded
modes,
light
rail
operation,...

FRANCE
UK
RAILTRACK and ALSTOM
RFF-SNCF and ALSTOM test track :
Tournan-Marles en Brie and East of Paris HSL
ERTMS to be tested with
STMs for KVB (conventional Network) and TVM
(High-Speed-Lines),
 the first world demonstrations (and subsequent
applications) of ERTMS
together with existing
ATP through the use of
STMs,
 level 1 and 2 to be
demonstrated.

on “ALSTOM Midlands Test Centre” :
West-Coast Route Modernisation (WCRM)
ERTMS Levels 1 and 2
type testing in preparation
for roll out on UK WCML
 will permit 225 km/h for
Virgin Trains “Pendolino”
tilting trains (with TASS)
 dedicated 6.5km test track
with 4 types of interlockings
4 types of overhead line, 5
types of train detection …
as used on WCML

The high speed line
for ERTMS / ETCS
levels 2 and 3,
overlaid
on
TVM 430
The urban line for
ERTMS
/
ETCS
level 1, overlaid on
KVB
Tournan
HSL North
HSL East
Connection
between
levels 1 and
2/3
Marles en Brie
HSL South East
 Britain’s
busiest rail
corridor,
 over 2000
trains / day,
 1000 routes,
3000 track x
km,
 1500 trains
used on the
line,
 15 train
operators,
 accessible to
16 million
people,
 5.5 billion
freight gross
tonne x km /
year.
Higher safety, higher capacities, less equipment compared with
existing technologies





Interoperability for cross-border operation.
Safety, especially in countries like UK where no serial
ATP exists right now: most trains are not equipped
with any train protection system in the UK.
From low-density traffic lines applications to complex
stations and high-speed lines, safety will be improved.
Capacity: ERTMS has 3 different levels: 1, 2, 3.
From level 2, an important advantage comes from the
increase of the capacity of traffic.
Availability through standardisation, compared with
more customised products.
Cost-effectiveness though product approach: same
product for any operator.

Only one on-board computer, and only one manmachine interface (6 on-board signalling systems in
the cab of Eurostar trains, 8 in Thalys PBKA), and
there will be only one integrated ERTMS system.
CENELEC standards are now also the rule with ETCS
products; These mean a strong unity for Europe and in
the world.
On another side, the safety Case issue has not yet been
standardised in Europe;
Cross-Acceptance is still not an easy process.