Strong and integrated energy and transport networks are the cornerstone of the European market. Development and implementation of ERTMS is one of the measures to create a Trans-European Network for rail. The ERTMS Users Group combines the knowledge and experience of its members to support the introduction of ERTMS and to assure that it will be a safe, reliable and interoperable system at reasonable and affordable costs.
The mission of the ERTMS Users Group is to help the railway companies in applying ERTMS/ETCS in a harmonized and interoperable way, to enable the free flow of trains and a competitive railway.
ERTMS is an abbreviation of European Rail Traffic Management System. ERTMS consists of ETCS (European Train Control System), GSM-R (a radio-based communication system for rail) and ETML (European Traffic Management Layer, providing information about the location of trains on the network). The ERTMS Users Group focuses its activities on ETCS and the ETCS related part of GSM-R.
The ERTMS Users Group is dedicated to technical and operational matters and guidance on commercial implications and impacts.
The ERTMS Users Group works closely together with the European Union Agency for Railways, UNISIG (the international association of signaling companies in the railway industry), the Railway Operational Communications Industry Group, (the providers of railway telecommunication systems) and the independent laboratories involved in the testing of ERTMS equipment.
The ERTMS Users Group advises the Community of European Railways (CER), the European Rail Infrastructure Managers (EIM), the European Rail Freight Association (ERFA) and the European Passenger Train and Traction Lessors’ Association (EPTTOLA), together with the International Union of Railways (UIC).
The ERTMS Users Group also advises the European Core Network Corridor organisations in the deployment of ERTMS on their corridors.
The ERTMS Users Group is a European Economic Interest Grouping (EEIG) formed in 1995. The members and cooperating railway companies (based outside the European Union) of the ERTMS Users Group are:
The ERTMS Users Group and its members are involved in large ERTMS PROJECTS
The ERTMS Users Group decided in 2013 to set up a dedicated platform for large rolling stock owners to share experiences and ideas to obtain and maintain, at lowest costs possible, a fleet which is capable to run on all ERTMS equipped parts of the European network.
Discussed are the relevant and practical issues concerning tendering, installation, putting into service, performance and maintenance of ERTMS On Board Units in rolling stock.
The participants in this platform are:
Other rolling stock owners are represented by the Community of European Railways (CER), the European Rail Freight Association (ERFA) and the European Passenger Train and Traction Operating Lessors’ Association (EPTTOLA).
The experience gained in the projects is shared between the members and other railway organisations. All issues arising from the implementation of ERTMS are discussed by experts in dedicated working groups. Together they decide on the preferred solutions for the future interoperable network. These solutions are discussed with the suppliers of signaling equipment, united in UNISIG, and the European Union Agency for Railways.
Active working groups (2016):
The ERTMS Users Group and its members are invovled in large ERTMS PROJECTS
(click on any of the arrows on the right hand side for more information).
The experience gained in the projects is shared between the members. All issues arising from the members are discussed by experts in dedicated working groups. Together they decide on the preferred solutions for the future interoperable network. These solutions are discussed with the suppliers of signalling equipment, united in UNISIG, and the European Railway Agency.
The ERTMS Users Group plays a major role in the development of the ERTMS system. Many activities are carried out in so called TEN-T projects which are sponsored by the European Commission. These projects, which involve many actors (ERTMS Users Group staff, railways, UNISIG, laboratories) are managed by the ERTMS Users Group.
Occasionally, the ERTMS Users Group advises related organisations in the field of ERTMS.
Madrid Zaragoza
Lérida – Tarragona
Tarragona
Madrid – Valladolid
Cordoba-Malaga
Toledo Access (La Sagra – Toledo)
Zaragoza – Huesca
More information can be found on Adif
Banedanemark, the Danish Infrastructure manager, has set up the Signalling Programme as a project organisation with direct reference to the CEO. The Signalling programme is funded by the Danish state through the Ministry of Transport. Banedanemark has signed a 12 year consultancy contract with Ramböll, Atkins, Emch-Berger and Parsons and the integrated project team is located at Banedanemark headquarters in Copenhagen.
The Signalling programme is a sector programme headed by programme director Morten Søndergaard and cover implementation of both signalling infrastructure and onboard systems for the entire national railway network excluding private lines. ERTMS onboard systems for state traffic contracts will be procured and paid under the frame of the Signalling programme.
None
All lines indicated on the following network map.
Total length of lines to be migrated to ERTMS level 2 approx. 2000 km. Copenhagen commuter-system (S-bane) will be converted to CBTC in the same programme. All lines indicated on map with date for planned commercial operation, for Early deployment lines supervised commercial operation is scheduled to start one year before this date. Infrastructure contracts where awarded to Alstom and Thales-BBR December 2011 and onboard contract to Alstom February 2012. The selected suppliers design work is ongoing in the joint project office at Banedanemark.
The STM-DK for ZUB123 is being developed by Siemens for Banedanemark. STM-DK will be used on all lines fitted with Danish ATC during migration (until 2021). STM-DK is planned to be type approved and commercially available end of 2014.
The Signalling Programme is a full signalling renewal including all signalling related assets, aiming at increasing performance and reducing operations and maintenance cost.
Implementing ERTMS on a complete conventional railway require a conceptual rethinking of the operational concept and the usage of technical systems. The Signalling programme plan to use GPRS for ETCS communication and Online Key management for both infrastructure and onboard systems. Handheld terminals for possession management, support for work near track and shunting is also part of the programme.
Deutsche Bahn AG is 100% property of the German state. The Transport Ministry is responsible for the national infrastructure financing, and supported in this task by the EBA.
The ETCS programme in the DB network is implemented by Deutsche Bahn AG. The projects are performed by its company DB Projektbau GmbH, by order of and in co-operation with the infrastructure manager DB Netz AG.
The railway undertakings DB Schenker (freight) and DB Fernverkehr (long-distance passenger) have their own ETCS migration strategies and act independently of the DB Netz AG.
VDE 8.1 ABS Nürnberg – Ebensfeld (ABS = Ausbaustrecke = Line upgrade) 83km
VDE 8.1 NBS Ebensfeld – Erfurt (NBS – Neubaustrecke = new line) 107 km
Erfurt node: 5 km
VDE 8.2 Erfurt – Leipzig/Halle: 123 km (NBS, 23km already in operation)
Note: L2 without line side signals, mixed traffic, ETCS baseline 3 and high proportion of tunnels and bridges require highly innovative solutions. Due to the time constraints, the ETCS installation will start with SRS 2.3.0d and the contract will include an upgrade clause for Baseline 3.
For the whole network of DB the use of PZB is mandatory. If PZB is implemented as an STM with ETCS, the hot standby function (HSB) is required for safe operation.
For high speed operation (>160km/h), and for higher performance (headway) in some highly frequented lines, LZB is required. PZB is always the fall back system if LZB is not active.
The VDE 8.1/8.2 will be the first line without PZB, but trains cannot operated on pure ETCS sections only, PZB will still be needed to reach the line.
The German GSM-R network is equipped with about 25.000km of lines with 7 MSC, 63 BSC, 3.000 BTS and about 15.000 cab radios (mobiles). However, GSM-R will not satisfy the ETCS Level 2 communication needs in highly frequented areas, as for example in the Basle node. Therefore DB is supporting the development of packet-switched communication for the future of ERTMS.
Infrabel builds, operates and maintains the Belgian rail infrastructure. Its mission is to develop a safe and qualitative railway network for all the trains of tomorrow. Infrabel has set the goal of being one of the safest railway networks in Europe. So since 2009, the European Train Control System (ETCS) is being installed on the national rail network.
A staff of 12.464 employees ensures an optimal performance of the equipment:
BaneNOR is about to undertake a major renewal of signalling systems throughout the network. The renewal will take part from 2014 to 2030 and will include implementation of ERTMS.
Norway is obligated to implement EUs Technical Specifications for Interoperability (TSI) into Norwegian law, under Norway's membership in the European Free Trade Association (EFTA) and the Agreement on the European Economic Area (EEA).
In 2010, Infrabel and SNCB launched an ambitious ETCS master plan, representing a total investment of no less than 3.8 billion euros. With this plan the network will be equipped progressively with the European Train Control System (ETCS). At the end of 2014, 899 kilometres of main lines were equipped with this modern technology. This makes Infrabel one of the European leaders.
This master plan will be realized in different phases:
1st step: | Roll-out TBL1+ and ETCS level 1 Full Supervision |
2th step (end 2015): | TBL1+ program completed |
3th step (2022): | Complete network equipped with ETCS, ETCS1 Full Supervision, ETCS1 Limited Supervision and ETCS2 Full Supervision (depending of the lines) |
4th step (2025): | Railway network only accessible for trains equipped with ETCS |
After 2025: | Possible migration of the complete network to ETCS Level 2 |
High Speed Line
In 2009, Infrabel realized the completion of its high speed lines network between Brussels and Germany, Brussels and The Netherlands, Brussels and France. Belgium became the first European country where its borders were connected with high-speed lines. The high speed lines network in Belgium is composed of 4 lines. The 2 last commissioned lines were directly equipped with ETCS.
Line Brussels – France Border (line L1)
Line Leuven – Ans (Liège) (line L2)
Line Liège – German Border (Line L3)
Line Anvers – Netherland border (Line L4)
Conventional Lines
After the high speed lines, two main axes of the “conventional” rail network were firstly equipped with ETCS, namely:
Line 36 / 36 N between Brussel and Leuven
The Diablo railway connection and the new railway line 25N between Schaarbeek and Mechelen
Infrabel gives also priority to the main international freight axis that crosses Belgium. The installation of ETCS allows interoperability for international freight trains and increases safety of all other trains. The Liefkenshoek rail connection
It connects the left bank with the right bank of the Antwerp harbour with a tunnel under the Schelde:
“Corridor C” between Antwerp, Basel and Lyon
This freight corridor is crossing Belgium from the North (harbour of Antwerp) to the South (Arlon, at the border with France and Luxembourg). This corridor will be equipped in ETCS step-by-step via more than 17 partial projects.
According to the ETCS Master Plan and after the Corridor C, Infrabel will continue to roll-out ETCS1 Full Supervision on different main lines.
The ETCS1 Full Supervision and Limited Supervision Trackside programs are based on equipment supplied via 2 contracts : the first one launched in 2006 with Siemens (LEU/balises for 4000 signals) and the last one launched in 2011 with Alstom (LEU/balises for 4000 extra signals).
The ETCS2 deployment will be ensured via a turn-key contract including also Interlocking renewing. Supplier to be confirmed.
The design of ETCS1 Limited Supervision and ETCS2 on the conventional network starts in 2015. A first generic development phase is scheduled with a validation on different pilot lines. The roll-out will follow immediately after these validations.
In commercial Service:
Railcar type: High Speed Train
Railcar type: High Speed Train
Railcar type: Locomotive
Railcar type: Coach
Planned
Railcar type: Various
Railcar type: Various
Railcar type: M7
The existing b2.3.0d on-board units will be migrated to baseline 3 (allowing ETCS1 Limited Supervision). A precise planning has to be defined.
Infrabel installs systems that support the train driver. There are three different ATP systems (Automatic Train Protection) in Belgium, which are designed in such a way that they can operate together perfectly.
The TBL1+ system is the most recent and most secure ATP system. Since the end of 2012, all the main railway node points are equipped with TBL1+. By the end of 2015 nearly the complete Belgian rail network should be covered.
The equipment used for TBL1+ is compatible with the ETCS system. The TBL1+ information is included in the Packet 44 available in the ETCS specification. So it concerns a sustainable investment, because changing from TBL1+ to ETCS 1 Full Supervision and Limited Supervision often demands only an adaptation in the balise and LEU’s configuration.
TBL1+ is likely required in the train fitted with ETCS for some time to allow continue operation on lines not yet equipped with ETCS. In that case, the TBL1+ is implemented as a STM system. In trains not yet equipped with ETCS (the oldest one), the TBL1+ is implemented as a separated ATP system.
The older ATP systems TBL1 and Crocodile will be removed progressively in the next years on lines equipped with ETCS.
Communication between the train driver and the train traffic control centre is essential for the railway safety. It requires a high available communication network. Therefore Infrabel has installed from 2003 to 2009 its own GSM-R network. This GSM-R network covers since January 2011 all railway lines and stations in Belgium. It mainly used for voice communications between the Traffic Control Center, Signalling boxes, Energy Dispatcher and Train drivers. The old anologue radio network (RGT/RST) has been disconnected at the same time. The Belgian GSM-R is based on more than 500 antenna’s and base stations supporting the whole covering.
In the context of ETCS Level 2, some adaptations in the GSM-R network are required to increase locally the capacity or the covering quality depending on the ETCS requirements. For instance, large stations and some critical locations as hand-over RBC’s zones will need specific attention. These modifications are planned from 2014 to 2018. It includes 120 extra antenna’s. Some base stations will also be renewed in this context.
Beside Infrabel will support related applications eg. protection of trackside workers. Some of them will need GPRS –support for which a new platform is scheduled to be operational in June 2015. Infrabel has the intention to use GPRS for ETCS level 2 as soon as an ETCS solution is available for board and trackside. A deployment within a period of 2 years is possible.
The Norwegian railway network stretches from Stavanger in the south/west to Narvik in the north, above the Arctic Circle. The Norwegian railway network is more than 4,000 kilometres long, with a total of 775 tunnels and more than 3,000 bridges.
BaneNOR is about to undertake a major renewal of signalling systems throughout the network. The renewal will take part from 2015 to 2030 and will include implementation of ERTMS.
Norway is obligated to implement EUs Technical Specifications for Interoperability (TSI) into Norwegian law, under Norway's membership in the European Free Trade Association (EFTA) and the Agreement on the European Economic Area (EEA).
ERTMS on conventional lines
Norway’s first ERTMS line was put into commercial operation in August 2015. Renewal of signalling systems and implementation of ERTMS throughout the rest of the network will be undertaken from 2016 to 2030.
Norways first ERTMS Line is Østfoldbanens Østre linje
STM will be required to enable trains to operate onboth ERTMS and ATC lines during the migration phase to ERTMS. The legacy system used in Norway is EBICAB 700.
The whole Norwegian Railway Network is equipped with GSM-R / GPRS.
Network Rail runs, operates and maintains every aspect of the rail infrastructure in Britain. This includes 18 key stations operated by Network Rail, 2,500 other stations franchised to train operators, 6,650 level crossings, 100 train care depots, 800 signal boxes, 43,000 bridges, tunnels and viaducts and around 16,500 route Km (32,00 Km of track).
With Strategic Decision from the Governement's Department of Transport (DfT), Network Rail is leading and funding the ERTMS Programme in Great Britain and has, with it's industry partners, developed a "preferred" implementation plan for ERTMS that is currently going through industry consultation before being formally agreed in 2013.
Great Western Mainline
East Coast Mainline
West Coast Mainline
Cambrian Lines: Shrewsbury to Aberystwyth and Pwllheli
Hertford National Integrration facility: Watton at Stone to Hertford North
Thameslink (Core): London Bridge and Castle to Kentish Town and Finsbury Park
Midland Mainline: London (St. Pancreas) to Loughborough
In comercial Service:
Planned
The Train Protection and Warning System (TPWS) is deployed on the entire British railway network and is required for operation on routes not fitted with ETCS. TPWS is likely to be required on trains fitted with ETCS for some time to allow continued operation outside the ETCS fitted areas. So far it has not been necessary to implement TPWS with an STM interface as it has a relatively simple interface to the train and driver.
There are some other ATP systems in use on specific lines which will remain in operation for a limited period following ETCS deployment. An interface may be required with the ETCS onboard for these ATP systems as some trains will require both systems for a transition period.
The FTN/GSM-R Programme is the largest telecoms project ever to be undertaken on Britain's railways. The project is providing a new, high functionality, digital radio system that will allow train drivers to communicate directly with signallers across the entire network. This is GSM-R (Global System for Mobile communications
Construction of the Railway Communications System (the collective name for FTN/GSM-R) will implement nationally standardised equipment, significantly improving reliability and replacing ageing infrastructure. It will provide a modern, hightly structured and robust fixed telecoms network designed to meet the operational needs of tomorrow's railway and cater for Network Rail's business communications requirements.
Drivers, signallers and trackside workers will be able to communicate directly and securely on a modern digital radio system over all Network Rail controlled infrastructure used for passenger operations, including tunnels and cuttings. This will allow any problems potentially affecting the line, e.g. trackside fire, line fault, safety incidents etc to be quickly communicated to all involved, giving greater advance warning and faster response tiems. This would class communications system offers international compatibility with the European high-speed rail network. It will provide a platform for the introduction of the European Railway Traffic Management System (ERTMS), known to improve efficiency and significantly increase the rail traffic capacity.
Acceleration in the delivery of Packet Switched capable ETCS systems will help Network Rail to meet the challenges imposed to ETCS Level 2 deployment in busy areas due to capacity constraints in GSM-R Circuit Switched channel. It will also serve as a stepping stone in the technology roadmap from GSM-R into successor packet switched technologies, like UMTS, WiFi and LTE.
Network Rail is planning to include ETCS Level 2 over Packet Switched technology in future ERTMS deployments. ETCS over GPRS systems will be tested at Hertford National Integration Facility as part of Network Rail's ERTMS development plans.
Rotterdam harbour
HSL South (Amsterdam
Amsterdam
Hanzelijn (Lelystad
National lines are fitted either with ATB-EG (first generation) or the ATB-NG (new generation). Train operators (especially freight operators like Railion) which run service into Germany could need STM for LZB and Indusi.
External STM’s are available on the open market
"SNCF Réseau" as Infrastructure Manager is in charge, under the aegis of the French Member State, of defining and applying the strategy related to the roll out of ERTMS on the High Speed and Conventional lines.
Decision has been made to organise the implementation of ERTMS following the same strategy for both the High Speed and Conventional lines. Pilots will enable the Proof of Concept and roll out will follow. Pilot for High Speed Line is the East European HSL and pilots for Conventional lines are on Corridor C.
Est European High Speed Line
First pilot line for Corridor C
Second pilot line for Corridor C
STM are intended to be used on the network for the following legacy signalling systems:
On East European Hight speed line, GSM-R is implemented with double coverage.
All of the new High Speed Lines are based on ERTMS Level 2 without any fall back system.
Roma
Torino – Novara HSL (Part of Torino – Milano) (Officially in operation from February 2006)
Padova – Mestre HSL line (2006)
Milan – Bologna HSL line (in commercial service since 13th Dec 2008)
Bologna – Florence HSL line (2008)
Novara – Milan HSL line (completion of Turin – Milan HSL) (2009)
Milan – Verona HSL line (2012)
Verona – Padova HSL line (2013)
The “standard” ERTMS on-board equipment will integrate the FS National System (SCMT). Due to the FS strategy of installing ERTMS Level 1 or 2 on all the Italian part of the Trans-European Network (border lines, High Speed Lines, connections) it is not presently foreseen the development of an external STM
Updated: 18/02/2010
Mattstetten-Rothrist
Lötschberg Base Tunnel
ETSC Level 1 Limited Supervision
Replacement of national signaling system ZUB/SIGNUM with ETCS Level 1 Limited Supervision on entire network until 2016 with priority on the north-south corridors until 2012.
The whole fleet of SBB (2000 vehicles) has been equipped with ETM (reverse STM) and now is able to read packet 44 information out of Eurobalises. This is the basic assumption to start now the trackside migration towards ETCS.
Trafikverket (the Swedish Transport Administration) is the agency responsible for all modes of traffic: traffic on roads and railways, on the sea and in flight. We will plan for all modes of traffic for a long time to come.
Trafikverket has since several years an ongoing ERTMS program responsible for developing and implementing ERTMS on the Swedish railways.
High speed lines
Corridor B
Conventional lines
Bothnia Line
Ådal Line
Haparanda Line
Vasterdalarna line
STM are used on the network equipped with EBICAB 700 (Class B system).
The ERTMS Users Group plays a major role in the development of the ERTMS system. Many activities are carried out in so called TEN-T projects which are sponsored by the European Commission. These projects, which involve many actors (ERTMS Users Group staff, railways, UNISIG, laboratories) are managed by the ERTMS Users Group. Up to 2016, € 230 million of EU funding has been granted to projects managed by the ERTMS Users Group.
More recently, the ERTMS Users Group is also involved in ERTMS related research and development projects of the European Union:
(click on any of the arrows on the right hand side for more information on TEN-T projects since 2006)
Project volume: € 11.5 million
EU funding: € 6.2 million
Project volume: € 6.4 million
EU funding: € 3.2 million
Project volume: € 36 million
EU funding: € 15 million
Project volume: € 6 million
EU funding: € 3 million
Project volume: € 12 million
EU funding: € 6 million
Project volume: € 6 million
EU funding: € 2.5 million