ETCS

TOPICS TO BE COVERED

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 Basics of ERTMS / ETCS

 Limitations of existing Signaling

 Does not indicate: signal aspect, speed to go, distance to
go, exact location of the train, gradient of track in ahead
 Visibility depends on curvature & weather.
 No control on driver’s mistake. SPAD, Over speed
 Higher margin in speed, distance between two trains to
be kept.
 Results in lesser safety & Higher headway.

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 Basics of ATP and ERTMS / ETCS
 User of Signalling gear at ground: Operating staff

 Signalling facilitates train operations.

 In case Signaller or Operator commits some inadvertent mistake in
operation, Interlocking prevents unsafe situation. It gives confidence
apart from enhancing safety.

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Operational Information Flow in Systems on IR

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Missing Enforcement Loop For Trains on IR

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ERTMS / ETCS
 Basics of ERTMS / ETCS
• The ERTMS (European Rail Traffic Management System) standard aims to establish rail
network interoperability and ease cross-border operation.

• ERTMS technical specifications are developed by UNISIG

• This initiative, launched in the early 1990s by the European Community, has now expanded
far beyond Europe’s frontiers.

• ERTMS is composed of the ETCS (European Train Control System), which is the control-
command system, combined with GSM-R, the radio system for voice and data
communication.
• ETCS Levels 1 and 2 have been implemented by suppliers while the specification of Level 3
is being finalized
 General Introduction: What is ETCS ?
ETCS = European Train Control System (ETCS)

 ETCS is a signaling, control and Automatic Train Protection (ATP) system originally
designed to replace the many incompatible safety systems currently used by European
railways, especially on high-speed lines.

 ETCS supervises train speed and distance according to the track signaling occupation
status.

 Service or emergency brakes are applied if the speed and distance requirements are
not fulfilled.

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 ETCS Features
 The Signalling systems are connected to the LEU. It derives the ECR inputs from
the interlocking system
 The Train’s Location is ensured by Track vacancy detection devices and the Route
Management is realised by the existing interlocking systems.
 The Movement Authority (MA) will be generated by Line Side Electronic Unit and
forwarded through Euro Balise to Onboard Unit.
 The Trackside details like Gradient, Permanent Speed Restriction are forwarded
to the train through Balises
 The Signal Status will be updated on Driver Machine Interface, once the train
pass over the Euro Balise
 The Driver Machine Interface are visible in front of Driver, for gathering the
Signal details and adhering the speed limits
 ETCS can monitor various type of speed restrictions

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Automatic Train Control ( A T C ) System

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Basics of ATP and ERTMS / ETCS

 Track Side to OBC Communication

 If signalling information is made available to onboard

machine, it provides aid to Loco Pilots by application
of brake in case they inadvertently miss to control the
train.
 Balise (Uni-Directional)
 GSM-R (Station to OBC : Bi-Directional)
 Detects train occupation on track.
 Transmission of MA message to give advance
information about status of track, points, route, signals,
block, headway regulation, platform side, stoppage . . .

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 Basics of ATP and ERTMS / ETCS
 Functions of Automatic Train Protection (ATP)
 Track Related Speed Profile generation based on line data and train data
continuously along the track
 Continuous monitoring of braking curve with respect to a defined target point
 Monitoring of maximum permitted speed on the line and speed restrictions in force
 Detection of over-speed with audio visual warning and application of brakes, if
necessary
 Maintaining safety distance between trains
 Monitoring of Direction of Travel and Rollback

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General Introduction: What is ETCS ?

European Train Control System

Level 0 Level 1 Level 2 Level 3

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ERTMS / ETCS SYSTEM TSE & OBE EQUIPMENTS

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ERTMS / ETCS SYSTEM TSE & OBE EQUIPMENTS

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 Interoperable Interfaces
 Now we have seen the trackside & onboard equipment, the
interoperable interfaces are…
JRU
Train Driver Downloading
tool

FIS FIS FFFIS

TIU MMI ETCS Jur. Recording

Onboard
Train STM
FFFIS
Kernel
Odometry

BTM LT M EURORADIO

FIS
FFFIS

GSM- GSM fixed

Mobile network
FFFIS FFFIS

FIS FIS

EURO BALIS E EURO-

Natio nal EUROLOOP RADIO
System
EURORADIO
Radio
infill unit
(FFFIS) (FFFIS) (FIS)
Track FIS
RBC 1
FIS
Key
Management
Centre
Interlocking FIS
and LEU
RBC 2

Control Centre
ETCS Trackside
 Basics of Automatic Train Protection

 TO AVOID THE ACCIDENT LIKE SITUATION

 DUE TO HUMAN ERROR
 PREVENT SIGNAL PASSING AT DANGER (SPAD).
 PREVENTS OVER SPEED MORE THEN PSR.
 PROVISION OF ADDITIONAL AID TO THE DRIVER.
 AWS (AUXILIARY WARNING SYSTEM)
 ACD (ANTI COLLISION DEVICE)
 TPWS (TRAIN PROTECTION AND WARNING SYSTEM)
 KAVACH (TRAIN COLLISION AVIODANCE SYSTEM)
Types of ATP System in IR

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 BasicsMaintenance
of ERTMS / ETCS of
Application
KavachLevels
European Train Control System

European Train Control System

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ETCS Level 0

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ETCS Level 0 Line not equipped or not commissioned

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ETCS Level 0 Line not equipped or not commissioned

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ETCS Level 0 Line not equipped or not commissioned

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 ETCS Level 0 - Description

 Level 0 covers operation of ETCS equipped trains on lines not equipped with ETCS or
national systems or on lines which are in commissioning
 In Level 0 line side optical signals or other means of signalling external to ETCS are
used to give movement authorities to the driver
 ETCS on-board equipment provides no supervision except of the maximum design
speed of a train and maximum speed permitted in unfitted areas
 Level 0 uses no track-train transmission except Eurobalises to announce/command
level transitions. Eurobalises therefore still have to be read. No balise data except
certain special commands are interpreted
 No supervisory information is indicated on the driver MMI except the train speed.
The maximum permitted speed is only displayed temporarily and on driver request

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 ETCS Level 0 – Summary
1. Trackside equipment:
• No ERTMS/ETCS trackside equipment is used except for Eurobalises to
announce level transitions and other specific commands.
2. Main ERTMS/ETCS trackside functions:
• None.
3. On-board equipment:
• Onboard equipment with Eurobalise transmission.
4. Main ERTMS/ETCS on-board functions:
• Supervision of maximum train speed.
• Supervision of maximum speed permitted in an unfitted area.
• Reading of Eurobalises to detect level transitions and certain special
commands. All other messages are rejected.
• No cab signalling

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 ETCS – Level 1 system

ETCS Level 1

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E u r o p e a n AT P E T C S L e v e l 1

 Train Protection and Warning System (TPWS) of IR

Kolkata Metro

 TPWS (ETCS Level-1) Implementation in India

• Chennai suburban
• Delhi-Agra
• Kolkata Metro
• DFC Corp. Indian Ltd

 TPWS Components :
• Onboard : DMI / OBC / BTM & Reader.
• Trackside : LEU / BALISE/ Cables near track

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 E u r o p e a n AT P E T C S L e v e l 1

DMI  TPWS On Board Equipment Layout

 OBC : On Board Computer
OBC-
Rack
OBC  BTM : Balise Transmission Module
BTM Braking
System  DMI : Driver Machine Interface
Antenna
Speed J J Speed  JB : Junction Box
Senso B B Senso
r peed r
Senso
r

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 E u r o p e a n AT P E T C S L e v e l 1
 Overlay to lineside signalling, adding speed supervision (ATP)
 Information received by encoders connected to signals and/or interlocking system
 Movement Authorities through Balises that is intermittent transmission
 Train detection by track circuits
 Trainborne equipment including Cab display
ETCS

Level1

Balise
Antenna
Fixed
Balise
Controllable
Balise
E TC S L e ve l 1 Syste m O ve r v i e w S p o t d ata t ra n s m i s s i o n u s i n g
E u ro b a l i s e s

Interlocking

v=f(s)

EVC DMI
LEU TVD

Controlled Eurobalise Fixed Eurobalise Track vacancy detection

DMI: Driver Machine Interface Signal aspect E.g. line parameters section boundary
EVC: European Vital Computer
LEU: Lineside Electronic Unit
TVD: Track Vacancy Detection System
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 CONTINIOUS CONTROL OF SPEED WITH INTERMITTENT TRANSMISSION.
 LINE SIDE SIGNALLING.AUTHORISATION TO RUN IS GIVEN BY BALISE(TRACK SIDE). 32
 ETCS Level 1 – Description

 Level 1 is based on Eurobalises as spot transmission devices

 Movement authorities are generated trackside and are transmitted to the train via
Eurobalises
 ETCS Level 1 provides a continuous speed supervision system, which also protects
against overrun of the authority.
 Train detection and train integrity supervision are performed by the trackside
equipment of the underlying signalling system (interlocking, track circuits etc.) and
are outside the scope of ETCS
 If in level 1 a lineside signal clears, an approaching train can not receive this
information until it passes the Eurobalise group at that signal. The driver therefore
has to observe the lineside signal to know when to proceed.

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 ETCS Level 1 - Summary
1. Trackside equipment:
• Eurobalises for spot transmission from track to train
2. Main ERTMS/ETCS trackside function:
• Determine movement authorities according to the underlying signalling system.
• Transmit movement authorities and track description data to the train.
3. On-board equipment:
• Onboard equipment with Eurobalise transmission
4. Main ERTMS/ETCS on-board function:
• Reception of movement authority and track description related to the transmitting
balise.
• Selection of the most restrictive value of the different speeds permitted at each
location ahead.
• Calculation of a dynamic speed profile taking into account the train running/braking
characteristics which are known on-board and the track description data.
• Comparison of the actual train speed with the permitted speed and commanding of the
brake application if necessary.
• Cab signalling to the driver.
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ETCS Level 2

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 E u r o p e a n AT P E T C S L e v e l 2
 Lineside signals can be removed
 Movement Authorities transmitted by radio (Euroradio/GSM-R), from the RBC (Radio
Block Centre)
 Train position known with reference to Balises

ETCS GSM-R

Level 2
Level 1

Radio Block Center

Balise
Antenna

Fixed
Balises
ETCS Level 2 System Overview Continuous data transmission using
GSM-R

GSM-R

Inter-
RBC
locking

v=f(s)

EVC DMI TVD

Eurobalise Eurobalise Track vacancy detection

position calibration position calibration section boundary
DMI: Driver Machine Interface
EVC: European Vital Computer
RBC: Radio Block Centre
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 CONTINIOUS CONTROL OF SPPED WITH CONTINIOUS TRANSMISSION
 CAB SIDE SIGNALLING.
 AUTHORISATION TO RUN IS GIVEN BY RADIO BLOCKS.
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 ETCS Level 2 – Description

• ETCS Level 2 is a radio based train control system which is used as an overlay on an underlying signalling
system.
• Movement authorities are generated trackside and are transmitted to the train via Euroradio.
• ETCS Level 2 provides a continuous speed supervision system, which also protects against overrun of the
authority.
• Train detection and train integrity supervision are performed by the trackside equipment of the
underlying signalling system (interlocking, track circuits etc.) and are outside the scope of ETCS.
• Level 2 is based on Euroradio for track to train communication and on Eurobalises as spot transmission
devices mainly for location referencing.
• The trackside radio block centre which provides the information to the trains knows each ETCS controlled
train individually by the ERTMS/ETCS identity of its leading ETCS on-board equipment.
• Note: Lineside signals can be suppressed in Level 2.

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ETCS Level 2 – Description
Cab Display: a display in the cab of a traction unit
which displays the movement authority.

Fixed Block Signaling: a system of ensuring the safe

spacing of trains, based on defined section of lines.
Only one train at a time is generally permitted in each
section of line.

Movement Authority: the permission given by the

signaling system and required by the driver to begin or
continue a train movement.
For the purposes of this standard this may take the
form of a simple stop/proceed.

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 ETCS Level 2 – Summary ( 1/2)
1. Trackside equipment:
• Radio block centre.
• Euroradio for bi-directional track-train communication.
• Eurobalises mainly for location referencing.
2. Main ERTMS/ETCS trackside function:
• Knowing each train equipped with and running under ERTMS/ETCS within an RBC area by
its ERTMS/ETCS identity.
• Following each ERTMS/ETCS controlled train’s location within an RBC area.
• Determine movement authorities according to the underlying signalling system for each
train individually.
• Transmit movement authorities and track description to each train individually.
• Handing over of train control between different RBC’s at the RBC-RBC borders.
3. On-board equipment:
• Onboard equipment with Eurobalise and Euroradio transmissions.

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 ETCS Level 2 – Summary ( 2/2)
4. Main ERTMS/ETCS on-board function:
• The train reads Eurobalises and sends its position relative to the detected balises to the
radio block centre.
• The train receives a movement authority and the track description via Euroradio relating
to a balise.
• Selection of the most restrictive value of the different speeds permitted at each location
ahead.
• Calculation of a dynamic speed profile taking into account the train running/braking
characteristics which are known on-board and the track description data.
• Comparison of the actual train speed with the permitted speed and commanding of the
brake application if necessary.
• Cab signalling to the driver

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 ETCS
Level 1 and Level 2
comparison
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 ETCS - Level 1 and 2 systems
ETCS-L1 ETCS-L2
Spot
Transmission ( Partial Continuos by Continuous
using Infill)
Transmission
Media Balise, Loop Balise, GSM-R
Lineside Signals Yes No
Performance
Requirements Normal High
(Headway)
Maximum Line up to 500 km/h (330
Speed 160 km/h km/h proofen)
High, In case of High,
Safety shortening MA cab Advanced in Case of
Radio is suitable Shortening MA
Benefits from
advanced Yes Yes
standard 44
ETCS Level 3

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ETCS Level 3 - Description

Moving Block Signaling: a system of ensuring the

safe spacing of trains based upon the speed and
position of the train and upon the reported
position of other trains.

Cab signaling systems shall convey to the driver

all information on movement authorities
required to ensure safe control of the train under
normal operation

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E TC S L e ve l 3 Syste m O ve r v i e w C o nt i n u o u s d ata t ra n s m i s s i o n
using GSM-R

GSM-R

Position Report for Inter-

RBC
Safe Train Location locking

v=f(s)

EVC DMI

Eurobalise Eurobalise
position calibration position calibration
DMI: Driver Machine Interface
EVC: European Vital Computer
RBC: Radio Block Centre

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 ETCS Level 3 - Description
• ETCS Level 3 is a radio based train control system.
• Movement authorities are generated trackside and are transmitted to the train
via Euroradio.
• ETCS Level 3 provides a continuous speed supervision system, which also
protects against overrun of the authority.
• Train location and train integrity supervision are performed by the trackside
radio block centre in co-operation with the train (which sends position reports
and train integrity information).
• Level 3 is based on Euroradio for track to train communication and on
Eurobalises as spot transmission devices mainly for location referencing.
• The trackside radio block centre which provides the information to the trains
knows each train individually by the ETCS identity of its leading ETCS on-board
equipment.
• Note: Lineside signals are not foreseen to be used when operating in Level 3.

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 CONTINIOUS CONTROL OF SPPED WITH CONTINIOUS .
 TRANSMISSION,SELF TRAIN LOCATION & INTIGIRITY
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 ETCS Level 3 - Summary (1/2)
1. Trackside equipment:
• Radio block centre.
• Euroradio for bi-directional track-train communication.
• Eurobalises for mainly location referencing.
2. Main ERTMS/ETCS trackside function:
• Knowing each train within an RBC area by its ERTMS/ETCS identity.
• Following each trains location within an RBC area.
• Route locking and route releasing based on information received from the trains.
• Determine movement authorities for each train individually.
• Transmit movement authorities and track description to each train individually.
• Handing over of train control between different RBC’s at the RBC-RBC borders.
3. On-board equipment:
• Onboard equipment with Eurobalise and Euroradio transmissions.
• Train integrity proving system.

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 ETCS Level 3 – Summary (2/2)
4. Main ERTMS/ETCS on-board functions:
• The train reads Eurobalises and sends its position relative to the detected balises to the radio
block centre.
• The train monitors train integrity (external function, not part of ERTMS/ETCS) and sends this
information to the radio block centre.
• The train receives a movement authority and the track description via Euroradio relating to a
balise.
• Selection of the most restrictive value of the different speeds permitted at each location ahead.
• Calculation of a dynamic speed profile, taking into account the train running/braking
characteristics which are known on-board and the track description data.
• Comparison of the actual train speed with the permitted speed and commanding of the brake
application if necessary.
• Cab signalling to the driver.

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 Comparison of ETCS Levels

Level Trackside Onboard

• ETCS System superposed with the lineside • Continuous control of the speed with
signalling intermittent transmission
Level 1 • Authorization to run given by the balises on the
trackside

• Authorisation to run given by Radio Balises used • Continuous control of the speed with
for location referencing continuous transmission
Level 2 • Line side signals can be suppressed

• Authorisation to run given by Radio • Continuous control of the speed with

• Possibility of moving block sectioning continuous transmission
Level 3 • Absence of track circuits • Self train location
• Train integrity
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A description of the track is sent to the onboard
Speed Profile

Gradient Profile

Distance to Go  End of Authority

Controlled Data Balise Distances are referred to Last relevant Balise group LRBG, i.e. The locations used by
Fixed Data Balise ETCS are relative positions (no absolute positions).
The referenced location is marked by a balise group (1 up to 8)
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The onboard calculates Dynamic Speed Profile…

Gradient Profile

Distance to Go  End of Authority

Dynamic Speed Profile

Controlled Data Balise Distances are referred to Last relevant Balise group LRBG, i.e. The locations
Fixed Data Balise used by ETCS are relative positions (no absolute positions).
The referenced location is marked by a balise group
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 Speed Supervision

SBD curve to EoA

SBI EBD curve to SvL

Warning Speed
EBI
Permitted Speed Safe
Supervision of
Danger Point
Speed

EoA SvL

SBD: Braking curve if the service brake is applied Distance

SBI: Intervention limit for applying the service brake
EBD: Braking curve if the emergency brake is applied
EBI: Intervention limit for applying the emergency brake Danger
EoA: End of Authority or operational stopping point Point
SvL: The supervised location. This location MUST never be over passed without
permission!

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ETCS Modes

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ETCS Modes

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Basics of ERTMS / ETCS Application Levels
Operational Requirement ETCS-Mode

Train Movement: Full Supervision

Unfitted (No ETCS installed)
On Sight
Staff Responsible

Shunting Operation: Shunting

Special Train Movement: Non Leading

Sleeping (Not active Engine)

Degraded: Trip (Emergency Stop)

Post Trip (After Emergency Stop)

Powered Off Not Powered

No Brake Control Isolation

System Fault: System Fault 58

 ETCS Modes
• NP No Power The Onboard System is not powered, the EB is in applied conditions
• SB Stand By At OBU awakening, performs self test and monitors standstill supervision.
• SH Shunting Train moving inside a shunting area
• FS Full Supervision OBU is responsible for train protection
• SR Staff Responsible Train proceeding in ETCS equipped area under the driver responsibility
• SL Sleeping Cab Closing, End of Mission (EOM )
• UN Unfitted Train proceeding in non-equipped or in commissioning area
• TR Trip The train has passed its EOA, the OBU has activated EB
• PT Post Trip After the driver has acknowledged TR, when train is at standstill
• SF System Failure A fault affecting safety has been detected, EB is activated
• IS Isolation OBU isolated
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 Summary: What is ETCS ?
1. ETCS is an overlay system to existing Signalling System according to the
requirements of interoperability and migration
2. ETCS is a Distance to Go System
3. ETCS consists of subsystem train and subsystem track
4. The communication between train and track side is via:
A. Euro Balise (spot transmission)
B. Euro Loop (continuous transmission)
C. Euro Radio (continuous transmission bi directional)
5. Standardized AIR GAP interface

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 ETCS Advantages
 Facilitates normal operation of train in dense foggy condition where visibility is near zero
 Fully Signal based control system
 Automatic Train protection and Speed supervision
 Assures Higher level of Safety during Train Operation
 Allows safe movement of trains under its supervision
 Facility to run the train at maximum permitted speed by providing the indication to the
driver and higher average speed of train

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