1.

Question
Much of the UKs signalling has become life-expired in the last few years. Parts and expertise
no longer exist to maintain the old equipment. The signalling is subject to renewal. Within the
strategy, opportunities and choices present themselves.
A 21st century solution is the European Rail Train Management System (ERTMS). ERTMS is
a signalling system which provides information to the driver in the cab. It includes Automatic
Train Protection and GSM-R voice radio. ERTMS is broken down into three levels of
operation, European Train Control System or ETCS levels 1, 2 and 3. In Levels 2 and 3 (the
highest), there are no conventional lineside signals. Drivers are given information about the
maximum train speed and distance that the train can travel so that the train can stop safely
within this distance. ERTMS will supervise the train if it determines that the train is going too
fast or too far. Trains are monitored within the signalling centre using data from the train and
trackside equipment.
Before considering the technical aspects of a re-signalling proposal, what other factors need
to be considered to determine viability? Type your answers into the boxes.

1. C..l

2. L.t

3. Cs

2. Question
Signalling.
Here we will consider a rural railway line which operates with a mixture of local passenger
trains and some freight. From what you know, which of the below would be the likely options
to consider:

ETCS level 1 (lineside signalling with Automatic Train Protection)?

ETCS level 2 (cab signalling with fixed block and Movement Authority updates to

driving cabs from on-track beacons or balises. Automatic Train Protection).

ETCS Level 3 (as level 2 but moving block i.e. instead of Movement Authorities

based on fixed sections being clear, it is the presence of trains which create the safe
zone for the line being clear rather than the constraints of a fixed block boundary.

Line of Sight Operation.

Not having ERTMS/ETCS at all

3. Question
Project Costs and Benefits
If ETCS Level 2 is installed, In which 3 areas would the principal project costs be?

Re-signalling.

Train conversion.

Development costs.

Track work labour cost

Line closure 'down-time'

4. Question
What would the potential longer term benefits be of ETCS Level 2 compared to conventional
lineside signalling arrangements in terms of safety?

Answer:
o

i..d

l..s

track/train protection system

track access is needed eg for signal maintenance

5. Question
What would the potential longer term benefits be of ETCS Level 2 compared to conventional
lineside signalling arrangements in terms of performance?

Answer:
o

Potential for i..d

capacity with provision of balises on the

ground to provide c

updates instead of reliance on the

previous signal.
o

No s.l

sighting requirement (so no need to slow down in

anticipation of a

aspect)

More consistent performance. Information is in the train

fog and other vy

constraints are no longer issues.

, so

Quicker to withdraw sd

restrictions as site equipment is not

needed.

6. Question
What would the potential longer term benefits be of ETCS Level 2 compared to conventional
lineside signalling arrangements in terms of running costs?

Answer:
1. Less fixed equipment to maintain. Travel time is rd

2. If manual s.l

bs

are being replaced, less

signalling staff are needed to control the area

7. Question
Developing the scheme.
Action will be needed to address the following risk groups during the transition period from
traditional signalling to the introduction of ERTMS.
Place the principal methods of control next to the to their correct risk groups?
Sort elements

Training (practical and classroom) and pre-service testing.

Pre-service testing should reveal this risk. At this point it can be assessed, and
technical action can be taken. Existing failsafe practice should dictate that if the driver
cannot see his/her Movement Authority, the train doesnt move.

Testing of interworking arrangements. There is nothing new about interfaces but risks
can be greater because of system changeovers and the fact that signal box,
telephone, radio, electrification (where applicable) and other boundaries aren't
harmonised exactly. Separate instructions will be necessary to cover the interface
requirements for both sides e.g. for engineering work.

Each possible scenario needs to be identified, documented, and risk-assessed. As

well as being part of the Safety Management System, the resultant safe systems will
be recorded in the Operational Rules.

Clear boundaries in instructions between systems, with rules being based on the
most restrictive (failsafe) or Separation between systems i.e. rules to stipulate that
ERTMS-compatible and ERTMS-incompatible trains may not mix. Special Operating
Instructions to cover the situation

Abnormal and Degraded Mode Working.

Examples: signal failures, on-train equipment
failures, working arrangements during
engineering operations.

Operator familiarity with the logic of the new

system. Examples: Drivers, signallers and
technical staff (for protection and signal control
arrangements)

Previously unseen risk. Example: drivers

inability to see the Driver Machine Interface
(DMI) screen in the cab due to sunlight.

Interfaces. Examples: Signal box boundaries and

level crossings.

Overlays. Will any of the old system remain e.g.

ERTMS-incompatible locomotives, train

protection systems or lineside signals? The risk

lies in the potential confusion between the
systems.