| ERTMS - What is it? |
The European Rail Traffic Management System (ERTMS) is a European
cab-based signalling and train control system that offers significant
capacity and performance benefits, as well as further enhancing
safety beyond the capability of legacy ATP systems. |
| How does ERTMS work? |
ERTMS (as currently specified) consists of two primary components,
ETCS: European Train Control System (the command/control and signalling
elements of ERTMS); and GSM-R: (the radio and telecommunications
element of ERTMS). |
| Why should the rail industry invest in ERTMS? |
ERTMS brings long term benefits for the industry such as:
* Significant
capacity improvements
* Performance benefits
* Enhances safety beyond
the capability of legacy ATP systems.
* Reduces life cycle cost
of operating the railways
* Compliant with European Interoperability
Legislation. |
| The main benefitsfor ERTMS look at increasing capacity Potentially
what is this increase in capacity? |
It is widely recognised that ERTMS can bring significant capacity
benefits. Capacity improvements need to be modelled geographically,
junction by junction and we are undertaking this work at present
to develop models for selected routes. |
| What is the safety case for ERTMS? |
The European Commission has passed Directives on high-speed and
conventional lines requiring railway networks to have the
same technology to facilitate movement of cross-border traffic
and encourage the opening up of and competition in the signalling
equipment supply market. The long term effect of this would be
a set of common standards for operating in Europe, an increased
level of safety across networks and a reduced installation, operation
and renewals costs. |
| When will ERTMS be ready? |
ERTMS is already in commercial services worldwide in more than
10 countries today and more countries are adopting it everyday. |
| What different levels of ETCS are there? |
There are 3 levels of ETCS defined of which 2 are already in
operation (L1 & L2). The 3rd level, L3, is in a conceptual phase. |
| Can you upgrade from one ERTMS level to another? |
Yes - Where ERTMS/ETCS is already installed, say level 1, to
upgrade to level 2 mainly involves the addition of the radio network
as the balises are already installed. |
| Will I be able to buy a product, say Eurobalises, from any supplier
or more than one supplier? |
Yes, because they follow the same specifications to achieve interoperability.
This is very important, especially for highly competitive networks
where different companies are involved. |
| Will a train equipped with ERTMS in one country be able to run
on any track equipped with ERTMS worldwide? |
Yes, this is the main purpose of ERTMS. Specifications have been
agreed by all suppliers and railway companies. Therefore, all ERTMS
trains and tracksides equipment are interoperable. |
| Can I run an ERTMS equipped train on my current network? |
Yes, providing that you use a Specific Transmission Module (STM).
However, we recomend to upgrade the network, saving costs and facilitating
transit to all ERTMS equiped trains. |
| How do I cope with national specific requirements with a standard
European product? |
The ERTMS specifications have accounted for these and for example
with the Eurobalise, specific channels are reserved for national
specific use. |
| Why are there only a few STMs on the market? |
There are as many as requested. |
| Can I increase the number of trains on my line? |
Yes, ERTMS offers the possibility to introduce higher-speed services,
to decrease headways and to increase the number of connections. |
| Will ERTMS reduce journey times? |
Yes, ERTMS offers this possibility. It is designed for operation
up to 500 km/h. The current maximum commercial speed achieved by
trains being about 350 km/h. |
| Will it reduce my operational costs? |
Yes, there is an opportunity to improve both OPEX and CAPEX and
thereby improve life cycle cost. |
| Will ERTMS be accepted as a standard globally? |
ERTMS have been developed in Europe. Nevertheless, its benefits
have been recognised and accepted by many railway networks around
the world. ERTMS has proved efficient in solving network problems. |
| Why is ERTMS it needed? |
The main driver for ERTMS, in the context of the European Railway
Network, is cross-border interoperability. The implementation of
a common signalling system will remove barriers to trade and seamless
cross-border railway operations. |
| Who has sponsored the development of the standards and the specifications? |
The European Railway supply Industry, The European Commission,
the Railway Undertakings and the Infrastructure Managers |
| Which suppliers are involved? |
The suppliers for ETCS are the 6 UNISIG companies: Alstom Transport,
Ansaldo STS, Bombardier Transportation, Invensys Rail Group, Siemens
TS and Thales. |
| How has the specification been generated and developed?When did
it start? |
The first initiative started in the early 90's to specify a common
system with several organisations within the Railway Industry sector
involved and the contribution of the European Union. The current
legally biding specifications (as defined in the TSI Control, Command
and Signalling) is an outcome of the common effort by the 6 major
European Signalling companies under the umbrella of UNISIG. |
| Who controls the specification standards and maintains all aspects
for interoperability? |
This is the responsability of the newly established European
Railway Agency (ERA). |
| How can changes to the specification be introduced? |
A change control process operated by ERA exists. |
| What are the commercial advantages achieved from introducing
ERTMS? |
The main advantages with the implementation of ERTMS are: Interoperability
between networks, reduced maintenance costs, increased competition
among providers, higher speed, no cross border problems and reduced
bottlenecks. |
| What is the action plan to introduce ERTMS? Who else needs to
be involved or to participate? |
Every European Country have generated an ERTMS Migration Plan.
Specific projects will be released under European Competitive rules.
Several countries are already quite advanced in this implementation. |
| Does the EC continue to support the introduction of ERTMS and
how? |
Yes. The European Union, through the mechanisim of the TEN-T
programme, Structural and Regional Funds and Cohesion Funds support
the development of ERTMS. |
| What level of implementation has now been achieved? E.g Length
of track commissioned or committed, numbers of vehicles commissioned
or committed? |
See the ERTMS Projects
page (click here) |
| What other infrastructure improvements need to made at the same
time to achieve optimised operational performance? |
Depending on the condition and age of the lines, a variety of
infrastructure including: interlockings, track-detection,
communication systems including GSM-R, etc |
| What involvement does the EC have in extending the introduction
of ERTMS? Corridors, freight, new EC accession territories, |
The European Union, through the mechanisim of the TEN-T programme,
Structural and Regional Funds and Cohesion Funds support the development
of ERTMS. |
| How critical is ERTMS to Corridor A - Rotterdam to Genova and
for the other 5 identified critical corridors? |
ERTMS is a vital ingredient for the succes of all the selected
corridors to ensure seamless cross-border traffic and a common
high level of safety. |
| Would ERTMS help Thalys? |
ERTMS will replace the 7 different on board signalling systems
that Thalys has today by only 1. System integration on board will
be simplified and operational costs will decrease. |
| What longer term national benefits can be expected following
ERTMS implementation? E.g employment, environmental, economical |
Factors surrounding the quality of life should be enhanced (Power
consumption, noise, polution, social costs) |
| Is it really possible to take away the track-side light signals? |
Signals are no longer needed because there are other means for
controlling the trains' speed and position. We can even say that
ERTMS is safer as light signals at the speed of 350 km/h cannot
be safely interpreted. |
