Which technology is the best CBTC or DTO

Industry solution ATO on GoA2 (+)


1 Industry solution ATO on GoA2 (+) Industry solution ATO on GoA2 (+) Created Checked Released S. Napoli A.K. Fuchs R. Mühlemann Document number Issue date Date PROSE AG Monbijoustrasse Bern Switzerland Tel

2 Distribution company / department / name PROSE AG / PU Switzerland / project team e.g. Zentralbahn AG, Gerhard Züger Railway Design & Innovation AG, Stefan Karch Baselland Transport AG, Fredi Schödler Forchbahn AG, Urs Stucki Matterhorn-Gotthard-Bahn, Alfons Noti Regionalverkehr Bern Solothurn , Markus Enzler Rhaetian Railway, Urs Deragisch Rhaetian Railway, Christian Florin e.g. Zentralbahn AG, Daniel Gavin Jürg Lütscher Comments Andrea Katharina Fuchs, Sandro Napoli, Rolf Mühlemann, Jan Felger Client, VöV AGr ATO Technical advisor to the client Representative of the VöV AGr ATO representative of the VöV AGr ATO Representative of VöV AGr ATO Representative of VöV AGr ATO Representative of VöV AGr ATO Representative of VöV AGr ATO Representative of VöV AGr ATO Federal Office of Transport, Section Approvals and Regulations sindex Creator Examiner Release date 0.00 S. Napoli AK Fuchs R. Mühlemann S. Napoli A.K. Fuchs R. Mühlemann S. Napoli A.K. Fuchs R. Mühlemann S. Napoli A.K. Fuchs R. Mühlemann / 28

3 TABLE OF CONTENTS 1 Introduction Objective of this document General procedure according to EN Basics ATO Introduction to automation levels Generic overview of benefits and effects Excursus Automation level GoA Industry solution ATO GoA2 (+) Definition of objectives Embedding in national and European standards Basic architecture ATO Functional requirements and necessary information in the overall system Functional requirements catalog Implementation Introduction Approval Migration planning Integration of ATO into existing system landscapes Stakeholder Management References List of figures / 28

4 ABBREVIATIONS AB-EBV ... Implementing provisions for the Railway Ordinance ATO ... Automatic Train Operation ATP ... Automatic Train Protection, in German Train control BAV ... Federal Office of Transport CBTC ... Communication-Based Train Control DMI ... Driver Machine Interface DTO ... Driverless Train Operation EN ... European Standard ETCS ... European Train Control System GoA ... Grade of Automation S2R ... Shift 2 Rail SRS ... System Requirements Specification STO ... Semi- Automated Train Operation UTO ... Unattended Train Operation UITP ... International Association for Public Transport VöV ... Association for Public Transport ZBMS ... Train control meter gauge railway 4/28

5 Summary This document defines and explains the industry solution ATO - Automatic Train Operation at the automation level GoA2 (+) for the meter and special gauge railways in Switzerland. The aim of the «VöV AGr ATO» initiative to define an industry solution can be summarized as follows: Investment protection for existing systems and processes. Uniform solution, based on the state of the art, which is currently being defined at European level, as well as the national standard for train control ZBMS. Approval process based on the existing regulations by means of proof of equal security. The document contains the following contents arranged according to chapter: 1. Introduction, 2. ATO basics, 3. Industry solution, 4. Implementation. Together with the functional catalog of requirements, the ATO industry solution serves as the basis for project-specific ATO tenders for meter-gauge railways in Switzerland. The industry solution thus ensures industry-wide compatibility and cost optimization on the subject of ATO GoA2 (+). 1 Introduction 1.1 Aim of this document The aim of this document is to define the industry solution ATO - Automatic Train Operation at level GoA2 (+) 1 for the meter-gauge railways in Switzerland. This industry solution is based on the introduced national standard for train control ZBMS 2 and thus implicitly also on the only implementation so far, ZSI-127 from Siemens. The consideration of the levels GoA3 and GoA4 should be taken into account in the sense of a later migration ability. In this document, the ATO industry solution, sorted according to chapter: 1. Introduction, 2. ATO basics, 3. Industry solution, 4. Implementation. There is a separate catalog of functional requirements, which is briefly presented in Chapter 3, Industry solution with structure and content. The primary audience is the interested railways of the VöV AGr ATO, as well as the Federal Office of Transport (BAV) with regard to approval, system leadership and financing. Secondly, the document serves as a source of information for other interest groups such as potential suppliers. 1 GoA2 according to UITP, where the “+” stands for the additional meter-gauge-specific functions to be taken into account. 2 Alternative train controls, such as ZSL-90, should be taken into account project-specifically using an adapter. 5/28

6 1.2 General procedure according to EN The procedure for the development, introduction and approval of ATO is based on the V-model according to the EN CENELEC standard. The following industry solution ATO is generically defined at the “customer requirements” level of the design phase. The function of the ATO system is finally defined. These customer requirements are drawn up and recorded in a separate catalog of requirements with the inclusion of the meter-gauge railways. System Integration Test Feasibility Study System Operation Customer Requirements Plan System Validation System Validation (Field Test) System Requirements Plan System Verification Sub-System Requirements Plan Verification Sub-System Test Detailed Requirements Plan Module Test Module Test Software / Hardware Development Figure 1 - V-Model according to EN Lower-lying design phases must be adapted to the application and thus developed in the implementation project, taking into account the requirements of the respective railway. The industry solution concentrates exclusively on the definition of a basic architecture (including approval, interfaces) and the functional catalog of requirements derived from this. 6/28

7 2 ATO basics The following chapter contains the relevant ATO basics. 2.1 Introduction to levels of automation The UITP (International Association for Public Transport) defines the ATO function as follows: “Automatic Train Operation (ATO) is the automated train operation in which the train control is completely or partially taken over by the trip computer. In particular, the gradation GoA2 to GoA3 leads to a significantly higher effort. In contrast, many system improvements can already be implemented and used with GoA2. The automatic train control CBTC (Communication-Based Train Control) is generally used for underground train systems, since the focus is on optimizing processes and costs as well as increasing system capacity and thus making the train system more attractive. In order to ensure a high level of security and system availability, CBTC systems also have a fully redundant architecture. The platform track protection is in most cases closed (using platform screen doors, PSD) or open (using radar monitoring). 7/28

8 2.2 Generic overview of benefits and effects With the use of automated rail operations, the following advantages can be optimally exploited. The related benefits are shown generically in the following figure. Increase safety Reduce costs Increase capacity Optimize operation Safety in the maneuvering area Eliminate human error Reduce energy consumption and wear Reduce personnel costs Fewer vehicles More spaces per vehicle (from GoA3) Increase train path capacity Increased availability of the overall system Reduce travel times Flexible train deployment / demand-oriented operation More stable timetable, improved punctuality Optimized , guaranteed arrival and departure times planning for conflict-free and energy-saving driving. Figure 3 - Benefits and effects of automated rail operations This generic view shows the general benefits of an automated rail system. However, an assessment is made on the basis of the different solutions and goals, and the associated individual benefits and costs in the respective application. An initial assessment of potential pilot projects in terms of expected main benefits was carried out. 8/28

9 2.3 Excursus automation level GoA2 Due to the current focus on the automation level Grade of Automation 2 (GoA2), this chapter contains an excursus about definition, origin and functionality. Definition of GoA2 according to EN: 2014 The automation level GoA2 is defined as follows according to EN: 2014 [2]: The automation level GoA2 includes the semi-automatic driving operation with driver (STO), in which the drive is carried out fully automatically from start to stop, but that Train crew triggers the start and is responsible for door control. If necessary, the train crew can take over the driving control immediately. Functions GoA2 The basic functions which are taken over or ensured by the system at an automation level GoA2 are: Ensuring safe train movement Driving In the following error! Reference source not found. these are listed. The specific GoA2 basic functions are framed in color. Figure 4 - Basic functions per automation level 9/28

10 Comparison GoA0 GoA1 GoA2 From a GoA0 perspective (driving on sight), the GoA2 stage is made up of the following functions: Definition of GoA2 according to EN: 2014 From a GoA0 perspective, the GoA2 stage is composed as follows: GoA0 driving on sight Ensuring safe train movements Ensuring a safe route Ensuring the safe distance between the trains Ensuring the safe speed GoA1 Monitoring through train control, e.g. ZBMS, ETCS + driving Control and monitoring of acceleration and braking GoA2 Figure 5 - GoA2 compared to GoA0 Compared to GoA1 (corresponds to a railway with train control such as ZBMS, ETCS), the basic function «driving» must also be fulfilled. GoA2 basic function driving In EN: [3] all functions and requirements are described which are necessary to be able to drive a train automatically in the GoA2 stage. The “basic driving function” takes into account topics such as energy saving, train protection profile and stopping positions. The mandatory requirements described here are: Determine the operating speed profile “Determine operating speed profile” Control the train journey in accordance with the operating speed profile “Control train movement in accordance with train operating speed profile” Stopping the train at the next stop “Stop the train at the next station “Stop the train at / at the stop“ Hold train at the next station ”Skip a stop“ Skip station stop ”10/28

11 Summary of GoA2 automation At GoA2 level, the driver remains responsible for safety on the vehicle, on the route and on the platform, while the vehicle's acceleration and deceleration is automated and continuously monitored by the system. As a result, the responsibility for safe departure remains with the vehicle personnel (door opening and closing can take place automatically). The GoA2 level includes five basic requirements that must be implemented: 1. Determination of the operating speed profile optimized for energy and timetable compliance 2. Control of the train journey in accordance with the operating speed profile 3. Stopping the train at / at the next stop 4. Stopping the train at / at stop 5. Skipping a stop A switch to GoA2 also lays the basis for future automation of the GoA3 and GoA4 levels. But even with GoA2, optimization aspects such as increased security, cost reduction, increased capacity and operational optimization can be achieved. 11/28

12 3 Industry solution ATO GoA2 (+) The focus of the industry solution for meter and special gauge railways in Switzerland lies in the definition of the basic architecture with standard interfaces and according to the definition of the automation levels in Figure 4 - basic functions per automation level. The + in GoA2 (+) indicates additional functions compared to GoA2. These can be additional functions of GoA3 or meter-track-specific requirements, such as switching the operating mode when changing from adhesion to rack and pinion sections. 3.1 Definition With possible approaches, a distinction is made between individual, industry and standard solutions. An individual solution is a project-specific solution, which is based on the respective, existing system of a certain railway and is built on it. The standard solution is a system that is already on the market (existing purchasing solution, e.g. a CBTC system), which is used in the same way for all railways, i. H. without using their existing systems. In contrast, the industry solution should pursue an optimal balance between individual and standard solutions and at the same time prevent a supplier monopoly. The requirements of the various solutions are summarized in the table below. Individual solutions Industry solution Standard solution Optimization target Optimized for individual railways Cost and standard optimized for all railways Uniform new system Investment protection Existing systems Built on existing systems Based on existing systems Existing systems have to be replaced Costs High individual development costs Cost-optimized across all railways Very high depreciation costs as early replacement of Existing systems Interfaces Different interfaces A reasonable number of uniform interfaces Standard interfaces Approval Individual approvals Approval with deviations One approval Type of solution Heterogeneous Homogeneous Homogeneous Figure 6 - Requirement for industry solution 3.2 Objectives The following goals are derived from the requirements for the industry solution: Best possible harmonization of meter and Special gauge railways in Switzerland Investment protection through extensive integration of existing systems and processes O Optimization of the cost drivers -> profitability Flexibility in implementation Best possible manufacturer independence with open interfaces Uniform approval 12/28

13 3.3 Embedding in national and European standards The embedding of the industry solution is based on the following pillars: National Standard Train Control ZBMS. Standard interfaces that are currently being defined for ATO at European level. Alignment with the national SmartRail 4.0 project. These are explained below. National standard for train control ZBMS ZBMS is a national standard for railways in Switzerland that are not migrating to ETCS [4]. According to the ZBMS standard, the harmonization of equipment, the interchangeability of rolling stock, independence from a single supplier and the long-term availability of components from several suppliers should be promoted (ZBMS is based on ETCS components). This is intended to increase the profitability of the overall system. At the moment there is an introduced train control system according to the ZBMS standard, namely ZSI-127 from SIEMENS. It is assumed that the interface between ZSI-127 vehicle and ATO vehicle will be open and defined according to SUBSET-130 at the time of implementation (the explanation will follow in the next chapter). Alternative train controls, such as ZSL-90, should be taken into account on a project-specific basis using adapters. Standard interfaces and current developments ATO The ATO function is already in use in the mainline and ETCS area. Since ZBMS is also based on ETCS components, the “ATO over ETCS” system is used for the industry solution. In England, the world's first full-line railway with “ATO via ETCS L2” at GoA level 2 will be used in 2018. This solution provides for an ETCS level 2 and ensures a maximum degree of automation of GoA2. Thanks to the ATO function, the driver only has to issue the departure command. The train then travels to the next stop with an accuracy of ± 50 cm. The “Innovation Program 2” with the subtitle “Advanced Traffic Management and Control Systems” running under the European Shift2Rail initiative is currently developing and validating the ATO standard (details under). The document ERTMS Users Group, EUG Reference: 13E137, Version 1.7, ATO OVER ETCS OPERATIONAL REQUIREMENTS [5], which was used as the basis for the catalog of requirements, has been published so far. In addition, the terminology for the interfaces has been adopted from this document. In terms of content, the first of these definitions will be announced as of the second half of 2018. Comparison with the innovation program of the Swiss rail industry “SmartRail 4.0” A regular exchange between standard and meter gauge takes place via the ATO group within the innovation program of the Swiss rail industry “SmartRail 4.0”. The industry solution for the meter gauge is discussed and approved in SmartRail 4.0. This guarantees the exchange with the national innovation program. 13/28

14 SUBSET-131 EUROBalise (P44) SUBSET-126 SUBSET basic architecture ATO The basic architecture ATO directly comprises various interfaces, which are shown schematically in Figure 7. The interfaces shown in the picture, called subsets 3 125, 126, 130, 131, 132, 139 and 140 (SRS System Requirements Specification), are currently being defined by the S2R (Shift2Rail) and describe the interfaces of the different components in the ATO over ETCS scenario . The use of the interfaces for the meter and special gauge railways in Switzerland will be finally checked after their publication.JRU DMI ZBMS - Vehicle SUBSET-130 ATO - Vehicle SUBSET-125 SUBSET-139 Vehicle control system Vehicle line ZBMS - Line signal box ATO - Line SUBSET-125 SUBSET-132 Adjacent ATO line Traffic Management System, TMS (control technology) Figure 7 - Basic architecture ATO GoA2 (+) It is currently assumed that the Subset-139 interface must always be individually adapted to the vehicles, as long as ATO is not used in new vehicles, which will already offer a standard in control technology for this in the future. The great challenge is expected, especially when considering the different peripheral system landscapes of the railways according to Chapter 0 at the interface Subset-131. 3 subsets corresponds to SRS system requirements specification definition in progress according to Shift2Rail 14/28

15 3.5 Functional requirements and required information in the overall system The functional requirements for ATO systems are shown in the following figure. ATO - Vehicle receives the monitoring information from the train control, which is then processed into an operational speed profile with the help of the traffic regulations and the infrastructure data. This profile takes operational aspects into account, such as energy-saving driving, so that the specified driving rules can be adhered to with minimal energy consumption. This information about the operational speed profile is translated into acceleration and braking commands and sent to the train. Operational speed profile ZBMS Vehicle Monitoring information ATO - Vehicle acceleration & braking commands Vehicle control technology Vehicle route Driving order & infrastructure data ATO - Route Figure 8 - Functional requirements ATO Required information from and about peripheral systems accordingly: Title Description Referenced requirement Monitoring information Driving order Infrastructure data Acceleration & braking commands ATO vehicle needs the monitoring information from the ZBMS vehicle. This includes the maximum permitted speeds as a function of the route / route. From the ATO route, the ATO vehicle needs the driving order from the surrounding systems, i.e. the chronological sequence of the journey. This includes the transit or arrival and departure times at route points of the stops or on the route as a function of the route / route. ATO vehicle needs the infrastructure data from the ATO route from the surrounding systems. This includes the longitudinal inclination, the sequence of points on the route and additional information such as tunnels etc. as a function of the route / route. ATO vehicle controls the traction and the service brake of the vehicle. ATO-1.2-R1 ATO-2.2-R2 ATO-2.2-R4 GP-R8 ATO-1.1-R2 ATO-1.1-R12 ATO-6-R1 ATO-6-R2 ATO-6-R5 ATO-6-R6 ATO- 6-R7 15/28

16 3.6 Functional requirements catalog The structure and a draft of a functional requirements catalog based on the function according to GoA2 (+) was defined together with the railway operators. Through the consolidation, the collected requirements were cleaned up. The result is a structured, functional catalog of requirements. Structure The basis for the structure of the requirements was based on [5] ERTMS Users Group, EUG Reference: 13E137, Version 1.7, ATO OVER ETCS OPERATIONAL REQUIREMENTS. The following figure shows the structure and the sub-chapters derived from it. 1.0 Introduction 2.0 ATO over ZBMS GoA2 2.1 General principles 2.2 Performance & energy efficiency 2.3 Traffic management 2.4 Shunting, service & parking facilities 2.5 Safety 2.6 Operation 2.7 Traction control 2.8 Driving monitoring 2.9 Passenger exchange monitoring 2.10 ATO status & errors 3.0 ATO over ZBMS additions (+ ) 4.0 Embedding and approval 5.0 Framework conditions rollout and piloting Figure 9 - Structure of the catalog of requirements Overview of requirements The requirements for the industry solution derived from [5] ERTMS Users Group, EUG Reference: 13E137, Version 1.7, ATO OVER ETCS OPERATIONAL REQUIREMENTS are listed below and explained. 2.1 General principles: Contains principles of interoperability, interchangeability, compatibility, adaptability and security of the ATO system 2.2 Performance & energy efficiency: Contains requirements for the overall performance and energy efficiency of the ATO system 2.3 Traffic management: Contains requirements for the operation of an entire line or a complete network to manage and monitor 2.4 Maneuvering, service & parking systems: includes the transfer between commercial operation and vehicle parking 2.5 Security: includes requirements relating to the security functions that are necessary for the operation of ATO. ATO is not a safety-critical system, therefore safety functions must be managed by other systems, e.g. ZBMS, ETCS 16/28

17 2.6 Operation: Contains requirements regarding train preparation, creation and dismantling of multiple units, information, operation by means of DMI 2.7 Traction control: Contains requirements regarding traction control (acceleration & braking) 2.8 Monitoring travel: Contains requirements regarding monitoring and thus the interface to external systems 2.9 Monitoring passenger changes and loading / unloading: Contains requirements for monitoring passenger changes in passenger operations, stopping an ATO-operated train at a precise location, as well as connecting external systems for loading and unloading freight trains 2.10 ATO status & errors: Contains requirements for ATO status & error monitoring Chapter 3.0 ATO over ZBMS additions (+) to the catalog of requirements contains specific or additionally desired functions that the respective railways order modularly. Possible example of this is the operating mode switchover from adhesion / gearwheel or functions from higher GoA levels. In order to bring the functional requirements into dependency, an application case is illustrated below. Functional description of application 4 “Safe stopping at a bus stop” The figure below shows an example of the functional description of the “Safe stopping at a bus stop” application. The individual requirements from the catalog of requirements are shown as a function of each other. A generic development of all use cases is for the time being dispensed with, much more the project-relevant use cases are developed together with the system supplier during the implementation projects. Figure 10 - Functional description of the application "Safe stopping at bus stop" 4 The application is colloquially also called the use case and is used in the verification and validation phase for the system-wide field test according to the V-model, EN50126. 17/28

18 4 Implementation The following chapter deals with the framework conditions for the implementation of individual ATO GoA2 (+) applications. 4.1 Introduction On April 20, 2018, the VöV AGr ATO presented its project and its current status to the FOT (Approval Section and Operation Section) at an informal meeting. This meeting was based on the meeting that took place six months before between the BLT and the BAV regarding the step-by-step introduction of innovative technologies at the Waldenburgerbahn. As a result, the BAV supports the chosen approach with ZBMS as a basis and confirms a step-by-step approach as the right way. An industry solution should be sought, which is developed by the VöV AGr ATO with this document. In the first step on GoA2, the FOT does not see any major changes in the overall system. The focus here should be on the changed role model of the train driver, who continues to be fully responsible, but becomes less active himself and takes on more of a monitoring function. These effects are examined in particular in the chapter on integrating ATO into existing system landscapes. The intended process for approval is described in the section Approval, which includes the inputs of the BAV. 4.2 Approval For the approval of ATO solutions, the FOT will not make any adjustments to the AB-EBV for the time being, but an application for a deviation from the EBV in accordance with Article 5 should be submitted. The first step is a generic risk analysis for the entire system. For the specific individual implementations, an exemption request must be created for the AB-EBV with a corresponding risk assessment with the content of vehicle, infrastructure and operating processes. 4.3 Migration planning The railways represented in VöV AGr ATO are assuming a nationwide rollout of GoA2 in accordance with the industry solution in the medium term. Building on this, the higher GoA levels 3 and 4 should also establish themselves in the long term. 18/28

19 4.4 Integration of ATO into existing system landscapes The integration of the ATO solution into the existing system landscapes of the respective railways takes place between the traffic management tool on the infrastructure side and the vehicle control system. Specifically, with an ATO GoA2 solution, the drive switch (acceleration & braking commands) is automatically controlled on the basis of the driving order from the traffic management tool, the monitoring information of the train control and the infrastructure data. Generic integration of ATO The following illustration generically visualizes the integration of ATO into the existing system landscape of the meter-gauge and special railways in Switzerland. The systems that are added with the ATO function are marked in red, those in blue that are expanded with interfaces and in black a selection of those systems that are not directly but indirectly affected by an integration of ATO. These systems are indirect data sources of information that ATO needs or are affected by data that ATO generates. According to chapter 1.2, general procedure according to EN, the corresponding requirements for subsystems will be worked out between the experts of the system suppliers and those of the railways in a later step. Duty RADN Assistance Systems Adaptive Train Control Infotainment Passenger KIS Passenger JRU ZBMS - Vehicle ATO - Vehicle Vehicle Control System Vehicle Route ZBMS - Route Signal Box ATO - Route Neighboring ATO Route Traffic Management System, TMS (Control Technology) SBB Fpl - Interface Disposition ERP Travel Planning HIS Headquarters Figure 11 - Generic integration of ATO 19/28

20 Specific integration of ATO system landscapes to be taken into account In order to record and compare the actual status of the system landscape, the operating systems from e.g. BLT, RBS, Forchbahn, RhB and MGB are summarized and displayed within this chapter (for a list of the system landscape, see Excel). An initial assessment of potential pilot projects with regard to the expected main benefit was carried out in an inertial manner. The figure is structured in such a way that the on-board systems are shown in the upper part and the track-side systems in the lower part. The interface, coupling and communication of the systems is symbolized by green arrows. The recorded system landscapes serve as the basis for the subsequent analysis of the integration expenses and the migration requirements of the individual system landscapes. After the industrial dialogue, it will be possible, on the one hand, to compare costs and benefits individually for each project and, on the other hand, the thesis of the industry solution in the sense of costs for the generic ATO solution versus costs for the specific integration (individual adaptations of the ATO solutions and investment in Surrounding systems) to confirm or deny. 20/28


22 BLT system landscape In the future, BLT will use the ZSI-127 train protection system in accordance with ZBMS on the Liestal Waldenburg line. TRAS 1000 JRU SELECTRON LEITTECHNIK DMI ZSI-127 ATP-VEHICLE TRAPEZE RBL TIMETABLE ROUTE TRANS-X (K&M) CONTROLLING OF THE DRIVING ROAD Wireless transmission P44 EUROBALISEN ZSI-127 ATP-ROUTE Radio BBR / JBB STELLWERK TRAPEZE-127 DISP 2022) Figure 13 - System landscape BLT 22/28

23 RhB system landscape Only the ZSI-127 from Siemens is shown in this system landscape, as the existing ZSI90 will be replaced. TRAS 1000 JRU TELOC 1200 JRU SELECTRON LEITTECHNIK MICAS-S LEITTECHNIK DMI ZSI-127 ATP-VEHICLE Wireless transmission EUROBALISEN ZSI-127 ATP-LINK EUROLOOP radio (voice channel) and UMTS DOMINO 69 STELLWERK SIMIS IS STELLWERK ILITERK ILTI-STELLWERK ILITERK ILTRAK DOMINO 67 PSELLWERK - System landscape RhB 23/28

24 MGB system landscape MGB uses the ZSI-127 train protection system in accordance with ZBMS. JRU TRAS 1000 JRU Asis VS-100 SELECTRON CONTROL SYSTEM MITRAC CONTROL SYSTEM Wireless transmission DMI ZSI-127 ATP-VEHICLE radio (voice channel) EUROBALISEN ZSI-127 ATP-LINK EUROLOOP Domino 69 CONTROL UNIT SIMIS IS CONTROL UNIT DominoPO 55 IL CONTROL UNIT Domino C CONTROLLER Figure 15 - MGB 24/28 system landscape

25 Forchbahn system landscape Forchbahn uses the ZSL-90 train protection system. The ZSL-90 is a train protection system that continuously monitors the train journey with regard to speed and compliance with signal orders. In the part of the VBZ network, it is driven on sight. TRAS 1000 JRU TELOC 2200 JRU SELECTRON LEITTECHNIK SIEMENS LEITTECHNIK DMI ZSL90 ATP-VEHICLE TRAPEZE RBL SCHEDULE ROUTE Position on tablet is forwarded to the VBZ-RBL (GPS) SESAM DIALOG CONTROL DISCONNECTING ROAD ZSL90 RBL VBZ DOMINO 69 CONTROL UNIT CENTRAL UNIT LINE FORCHBAHN ZSL90 LINE VBZ DRIVE ON SIGHT Figure 16 - System landscape Forchbahn 25/28

26 RBS system landscape RBS uses the ZSL-90 train protection system. The ZSL-90 is a train protection system that continuously monitors the train journey with regard to speed and compliance with signal orders. TRAS 1000 JRU TELOC 2200 JRU TELOC 2200 JRU SELECTRON LEITTECHNIK SIEMENS LEITTECHNIK DMI ZSL90 ATP VEHICLE GPS positions (via train radio to the control system) Line train control (continuous transmission) ZSL90 ATP-ROUTE Language, data, location TETELLRAKm STBW67 / PSI Traffic ACTUATOR REMOTE CONTROL PSI Traffic DISPO Figure 17 - RBS 26/28 system landscape

27 4.5 Stakeholder Management This chapter contains the interest groups considered outside the parties directly affected. Employees When implementing ATO, the effects and any risks must be assessed. Up to the GoA2 level, the responsibility lies with the locomotive staff; is error disclosure guaranteed so that the train driver can identify errors in the ATO early on? Is it guaranteed in ATO operation that the LF can devote full attention to the system? How long is the route with ATO, what changes are planned? In the project phase, the unions and the locomotive staff are to be involved in the project from the very beginning in order to ensure acceptance of the system. Politics Before the start of the project, the customers are to be informed about the project. If the project is relevant to compensation, the ARPV process must be adhered to. Passengers The project can be discussed with passengers in a customer forum. This offers the opportunity to record the needs of the customer and take them into account in the project from the start. 27/28

28 5 References [1] Metro automation facts, figures and trends, UITP [2] EN: Railway applications - Operations control and train control systems for urban rail-based public transport - Part 1: System principles and basic concepts (IEC: 2014); German version EN: 2014 [3] EN: 2014 Railway applications Urban guided transport management and command / control systems Part 2: Functional requirements specification [4] National Standard ZBMS PDF, 621 kb,; [5] ERTMS Users Group, EUG Reference: 13E137, Version 1.7, ATO OVER ETCS OPERATIONAL REQUIREMENTS 6 List of Figures Figure 1 - V-Model according to EN Figure 2 - Description of the automation levels ... 7 Figure 3 - Benefits and effects of an automated Railway operations ... 8 Figure 4 - Basic functions per automation level ... 9 Figure 5 - GoA2 compared to GoA Figure 6 - Requirement for industry solution Figure 7 - Basic architecture ATO GoA2 (+) Figure 8 - Functional requirements ATO Figure 9 - Structure of the catalog of requirements Figure 10 - Functional description of use case «Safe stopping at bus stop» Figure 11 - Generic integration of ATO Figure 12 - System landscape e.g. Figure 13 - System landscape BLT Figure 14 - System landscape RhB Figure 15 - System landscape MGB Figure 16 - System landscape Forchbahn Figure 17 - System landscape RBS / 28