ETCS level 3

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Functionality of the ETCS level 3

As a Level 3 a state of expression of the European will train control European Train Control System ( ETCS ), respectively.

Axle counting rail contact when installed

Level 3 is similar to Level 2 , with the track vacancy detection and train completeness control no longer being carried out by the signal box , but by the Radio Block Center with the assistance of the train . Track-side track vacancy detection (still required in Level 2), for example by axle counters or track circuits , is no longer necessary. In order to be able to run in level 3, trains must have a train integrity proving system . The additional technology shifts costs and risks from the infrastructure operator to the vehicle operator. The function of the interlocking is limited to the control of points and some functions for monitoring the direction of neighboring track sections.

ETCS Level 3 is part of the TSI ZZS and is already in use in isolated cases. However, further developments are necessary before widespread use (as of 2017). Combinations of level 3 equipment to supplement other levels, e.g. level 2, are possible. Such hybrid forms, in which shorter, virtual sections reported by a train traveling in Level 3 are formed between track vacancy detection sections conventionally reported free by the infrastructure (e.g. by axle counter), are referred to as Level 3 Hybrid or Level 2 HD .

Level 3 is downwardly compatible on the vehicle side; trains suitable for level 3 can also run in levels 0, 1 and 2.

Expected advantages of Level 3 are higher operational efficiency and - due to less infrastructure on the track - lower infrastructure costs and higher availability .

Position reporting and train integrity

In ETCS Level 3, a position report with confirmed train integrity is required to report sections of the train heading . The last possible position of the train in the direction of travel ( min safe rear end ) for the time at which integrity information was available is always reported . This position is behind the actual position of the train.

The train integrity report consists of

  • one of four completeness information (no information, completeness confirmed by device, train completeness confirmed by driver , train is no longer complete) and
  • secure information on the train length (if the integrity has been confirmed).

The safe train length results from the distance between the approximate position of the tip of the train ( estimated position ) and the last possible position of the end of the train ( min safe rear end ). The last possible position of the end of the train in the direction of travel ( min safe rear end ) is calculated from the last possible position of the tip of the train in the direction of travel ( min safe front end ) minus the length of the train at the time of the last confirmed completeness.

The safe train length should be recalculated for each position report. The last possible position of the Zugspitze is to be used until a new value has been determined for it, whereby the time to determine the completion of the train should be taken into account.

The train integrity information can be provided by an external device or by the driver, although confirmation by the driver is only permitted when the vehicle is stationary. The definition of the train completion device is not part of the ETCS specification. If the integrity confirmation is used by the driver, the previous section is considered occupied until it confirms the integrity at the next stop. The method is only suitable for routes with little traffic. If, on the other hand, a train completeness device is used, the integrity can also be continuously confirmed during the journey.

For operation on high-speed lines, both the train completeness monitoring cycle and that of odometry must, if possible, correspond. With lower performance requirements, both cycles can be larger. In addition, a train separation must always be reported to the vehicle computer within a defined disclosure period.

variants

Different stages of ETCS Level 3 are differently developed and mature. A distinction is made between four levels:

  • Level 3 overlay
  • Level 3 hybrid
  • Level 3 virtual block
  • Level 3 moving block

Level 3 Hybrid is considered to be the most mature and most developed, while the other three levels are less developed and only described conceptually (as of 2017).

For distance control, ETCS Level 3 can be operated both with fixed virtual blocks (cleared by the train) and with a pure moving block in which the integer position of the train is used. While "Moving Block" is not an explicit part of the Level 3 architecture in order to keep the interference in existing systems such as the RBC as low as possible, this is considered to be an essential contribution to the performance increases intended with Level 3.

In addition, work has been going on in Russia since 2007 on an ETCS-compatible ITARUS-ATC system that has ETCS Level 3 features.

Hybrid level 3

ETCS Hybrid Level 3 bypasses unresolved questions about Level 3 by using a reduced track-side track vacancy detection. Hybrid Level 3 uses virtual blocks to avoid the additional development effort for moving blocks. The blocks formed by track-side track vacancy reports are subdivided into several virtual blocks ( Virtual Sub-Sections , VSS), whereby no such subdivision should take place in sections with movable track elements.

Trains without a train completion report can run on a hybrid level 3 route, albeit with reduced performance. By means of track-side track vacancy detection, trains without an RBC connection can be detected, unauthorized entry of such trains can be prevented, operations management can be accelerated after an RBC crash and critical infrastructure elements such as switches can be cleared more quickly. This is intended to enable increases in performance without the introduction of complex new operational regulations. In addition to shorter blocks, shorter system runtimes could also have a performance-enhancing effect.

Hybrid Level 3 should be fully compliant with the ETCS specification; there would be no additional requirements for the vehicle device. The track vacancy detection in station areas, on switches and level crossings continues to be conventional.

The concept was presented in 2013 as Robust level 3 . In September 2015, the operational principles were defined, which were validated in a laboratory in March 2016 and converted into a European standard in March 2017. According to the plans from the beginning of 2017, field tests should start at the end of 2017, trials should start at the beginning of 2018 and virtual blocks should be introduced in Europe from 2019.

The track-side effort for the introduction of Hybrid Level 3 is considered to be lower than for other ETCS levels. Hybrid Level 3 is still under development (as of June 2018). Similar architectures have already been used for migration in the subway area.

ERTMS Regional

ERTMS Regional is a simplified variant of ETCS Level 3 for little-traveled railway lines.

It was developed by the Swedish infrastructure operator Trafikverket together with Bombardier and the UIC . Bombardier had submitted a tender, u. a. for the specification and system development as well as the equipping of eleven routes. The operator achieved cost savings of around 50 percent when using it for the first time and was considering equipping a fifth of its network with it in 2012. Architecture and interface specifications are property of Trafikverket. The system combines interlocking and RBC in one system that communicates with the external elements via GSM-R (with GPRS ), cable or an ADSL Internet connection. ETCS Level 3 was implemented according to SRS 2.3.0d and fixed blocks. The pilot route is used by eight passenger and eight freight trains per day, the completeness of the one-piece diesel multiple units is assumed to be given. Level crossings are operated without a connection to ETCS. There is no train completeness detection within the scope of the project.

Effects

capacity

There are different opinions about the capacity gain that can be achieved with level 3 compared to level 2. While 10 to 20 percent are sometimes mentioned, it is pointed out that the performance is similar to that of ETCS Level 2 with a high- performance block, but with higher infrastructure costs.

A capacity study presented around 2009 expected a 7% higher capacity for level 3 with moving block compared to level 2 with optimized block division for high-speed lines. A capacity advantage of 3% was expected for a conventional line; for a single-track branch line with encounter sections, the capacity increase was up to 67%.

Deutsche Bahn expects up to 20 percent additional capacity in the existing network through the use of ETCS Level 2 as part of the Digital Rail Germany. With level 3, a further 15 percent are possible.

Siemens expects level 3 and moving block (compared to level 2) to increase line capacity by an average of 15% and to reduce infrastructure costs by a fifth.

A comparative study carried out by the research and technology center of Deutsche Bahn on the Munich – Augsburg railway line expected in 2002 in pure level 3 operation a 12 percent increase in performance compared to mixed level 2/3 operation. For ETCS Level 2, 2 km long block sections were used as a basis.

The higher the position report frequency and the shorter the transmission times, the greater the capacity that can be achieved with level 3. If a train only has a functioning ETCS modem (EDOR), there will be delays in the track vacancy report when changing the RBC due to briefly missing position reports.

On turnouts, the longer safe train length compared to the actual train length can mean that a turnout that has actually been cleared is still considered occupied for ETCS and can therefore not be used for other train journeys (e.g. overhauls).

A comparative study of the capacity benefits of conventional train control, ETCS Level 2 and three variants of Hybrid Level 3 in the Dutch network saw the highest performance in a variant with complete retention of the fixed track vacancy detection in connection with blocks up to 100 m short. On the other hand, a reduction in the fixed track vacancy detection led to lower traffic performance.

Under all other conditions, level 3 may reduce performance compared to level 2, especially if the track vacancy detection continues in the signal box. Compared to the track vacancy report by axle counters, the track vacancy report by ETCS is comparatively slow or late, etc. a. due to the cyclically sent position reports , the train integrity check and various interfaces. This effect is reinforced by the later track vacancy detection in order to compensate for the confidence range of the odometry, spatially (and thus also in time).

Rail operations

If the On-Board Unit does not have a safe position after a cold start, the position transmitted by the On- Board Unit is marked as invalid , as the vehicle may have been moved before with the On- Board Unit switched off. In level 3 operation, operational rules must therefore be drawn up and areas defined in which trains can be disarmed or started. Rules for handling vehicles with a disturbed ETCS must also be drawn up.

When starting with an invalid position, the RBC could, for example, ask the driver to confirm his position by text message, on the basis of which the dispatcher confirms the position again in order to make the position valid.

The RBC could also issue a spatially limited driving permit in the Staff responsible operating mode , if necessary by entering a position by the dispatcher, in order to enable a safe location at the nearest balise group . It would also be conceivable that the RBC rejects a train without a valid position ( Train Rejected message ), whereupon the vehicle device clears the connection and deletes the location information. The further procedure would then be subject to company rules.

For maneuvering in level 3, the establishment of permanent or temporary maneuvering areas is being considered. A transition from a train to a shunting run could take place while stationary, possibly supplemented with a list of the permitted balises. A temporary maneuvering area would be maintained until the last vehicle had left maneuvering mode. In areas in which trains are formed, the RBC should carry out a plausibility check of the new train length, for example by checking whether all previous vehicles are part of new trains again after shunting.

In the event of ETCS vehicle malfunctions or a break in the radio link, vehicles can only move with help. Such a train would have to reach a safe place and the previously traveled section of the route would then have to be slowly traveled by a Level 3 capable train. If the route facility "loses" a train in Level 3, the dispatcher can no longer assume that operations are safe. It could then be necessary, for example, to stop all trains with an emergency call in order to then only let one train run at a time.

technology

No light signals are provided in level 3 operation . At the same time, ETCS Level 3 can be operated together with light signals and conventional control and safety technology so that trains that are not equipped with ETCS can travel a route.

The train completeness report gives rise to numerous challenges in operation with ETCS Level 3. Even a missing integrity report of a train can have an impact on numerous other trains in a large Level 3 area. The implementation of a reliable, robust train-side completeness report for trains with variable train formation, especially freight trains, has not been clarified. In a purely level 3 operation, the RBC must know the location and completeness of all trains and vehicles in its area at all times. In practice, this requirement cannot always be met, for example when driving without a radio link, as is still provided today, for example, for ETCS maneuvering , when the ETCS vehicle equipment is deliberately switched off or when driving on the fall-back level. Even if the RBC knows the area in which such a vehicle is allowed to move, unauthorized movement beyond this cannot be ruled out. A crash or restart of the RBC, in which the data of the trains / vehicles in its area is lost, leads to considerable difficulties. In these cases, all affected sections must be assumed to be occupied. After a system restart, operations can only be resumed using complex operational procedures, for example using so-called “discovery trains”.

A practicable, reliable and safe train completeness detection on trains without electrical infrastructure, in which the main air duct is the only connection between the wagons besides the mechanical couplings, is considered extremely difficult. On modern passenger trains, on which a train bus is available, implementation is considered feasible, although the high safety requirements represent a challenge.

Infrastructure operators who today rely on track circuits to detect broken rails would have to find other methods of recognizing them, especially since these often cannot be recognized by track circuits or cannot be recognized in time. On routes with track circuits, Level 3 can be used for trains that do not short-circuit them reliably.

costs

No light signals are provided in level 3 operation . At the same time, ETCS Level 3 can be operated together with light signals and conventional control and safety technology so that trains that are not equipped with ETCS can travel a route.

In 2013, the Dutch operator Prorail expected the use of Level 3 to cut cabling costs by around 80 percent.

As a result of the reduced route infrastructure, studies in Great Britain expect investment costs to be around 25 percent lower compared to level 2 and 50 to 60 percent lower costs compared to classic multi-section signaling.

The cost advantages of dispensing with track-side track vacancy detection counteract, among other things, higher availability requirements for the radio network and the ETCS on-board unit. There are also doubts as to whether the radio network capacity that can be achieved with GSM-R is sufficient, especially on heavily used routes and in large nodes.

In some cases, the planning of control and safety technology with ETCS Level 3 is described as more flexible and more cost-effective. Theoretically, level 3 of all ETCS equipment grades suggests the least amount of equipment in the existing network.

As an incentive for transport companies to equip their vehicles with a train completeness check, discounted train path prices are proposed.

history

In the mid-1980s, the development department of the SNCF began developing ASTREE , an automatic train spacing system that had similar functions and properties to the later ETCS Level 3. Approval for regular commercial operation could not be obtained. a. The system lacked a digital transmission system and a migration strategy from conventional technology. The ETCS levels later emerged from this experience.

From around 1990 to 2000 the Deutsche Bundesbahn / Deutsche Bahn , together with Bombardier and Siemens, developed a concept similar to the later ETCS Level 3 with the radio operation . The failure to achieve interoperability with ETCS, the use of an infrastructure map on the train, the decentralized control of track elements by the train, but also the undisclosed specification are all reasons for the discontinuation of the project.

The "radio block" system, which was put into operation in Sweden in 1995, also had system properties similar to ETCS Level 3, the use of Ebicab balises and analog train radio also led to interoperability that was not achieved. From the system, which did not go beyond the application on a pilot route, ERTMS Regional emerged as the first global ETCS Level 3 application.

A broad study on train completeness monitoring and length determination (especially of freight trains), which was carried out in the second half of the 1990s on behalf of the EU by the DB Research and Technology Center , resulted in the recommendation in 2000 that further development should be carried out Focus on procedures based on the monitoring of pressure and air mass flow in the main air line . In October 2000, the Train Integrity Monitoring System Working Group ( TIMS UG ) of the former EEIG ERTMS Users Group completed its work on a functional requirements specification (FRS) for TIMS. In the years 1999 to 2001 there was an accumulation of patent applications for train completeness detection, in the following years until 2010 only a few patents were registered.

In the “Class 1” specification handed over by UNISIG to the European Commission in April 2000 , the development of Level 3 had been postponed compared to the previous version A200. The development of ETCS level 3 was also temporarily discontinued around 2004 in order to initially focus on levels 1 and 2 and thus gain operational experience. In 2007 the ETCS level applied 3 as technically still in development and therefore not as firmly defined as level 1 and 2.

In 2012, the Dutch network operator ProRail , together with a consulting company and four suppliers of control and safety technology, began to explore the possible advantages of Level 3. In 2013 ProRail Level 3 was tested in Lelystad , followed in 2014 by Network Rail trials in the national ERTMS integration center (ENIF). Both network operators then worked together to develop a migration path to ETCS Level 3. By 2015, the realization, presented in 2013, matured that a gradual migration from level 2 to level 3 on the existing infrastructure was possible by increasing the capacity of a level 2 line (with conventional track vacancy detection) through the gradual introduction of level 3 trains continuously increased and finally the conventional track vacancy detection can be gradually dismantled. On February 2, 2016, both companies signed a letter of intent for further cooperation on Level 3, the results of which are to be shared with other infrastructure operators. This resulted in Hybrid Level 3 .

A perspective plan presented in 2015 by the European Railway Agency (ERA) sees ETCS Level 3 as one of five '' Game Changers '' that should be pushed forward over the next few years. From the point of view of the ETCS industry working group UNISIG , ETCS Level 3 is, in addition to ATO , satellite positioning and further developed rail mobile communications , a “game changer” that promises new functionality and / or lower costs. Under the title “Moving Block”, ETCS Level 3 is also part of the “Innovation Program” (IP 2) of the Shift2Rail research program .

In a hybrid level 3 test at the ENIF in May 2018, two trains followed at a distance of around 100 m.

On September 6, 2018, the first trip under ETCS Level 3 in the Deutsche Bahn network took place on the Annaberg-Buchholz-Schwarzenberg railway line. The train completeness of the train ahead in level 3 was assumed to be given.

In 2019, the Austrian Federal Railways called for a European program for the introduction of automatic couplings in freight transport, including a. for easier determination of train integrity for ETCS Level 3.

commitment

Implemented projects

ETCS Level 3 is already used on branch lines with little traffic, such as the route between Malung and Börlange in Sweden and between Uzen and Bolashak (in Kazakhstan ) (as of 2017).

Testing of ERTMS Regional on the route between Avezzano and Civitella Roveto began in November 2017 . Satellite positioning Galileo and virtual balises are used for localization .

The vehicles of the WSW GTW Generation 15 of the Wuppertal suspension railway, which only run in one piece, report track sections free with safe position reports.

With the ETCS equipment of the Wuppertal suspension railway , train completeness monitoring is dispensed with, since the vehicles used run as non-divisible units and vehicles are only coupled in the event of a breakdown to rescue broken-down vehicles. The track vacancy on the route is carried out with 39 virtual blocks, with which a minimum train head time of two minutes is to be implemented. Conventional track vacancy detection with axle counters is only provided in the terminus areas. The solution is sometimes referred to as "ETCS Level 2", and sometimes as "ETCS Level 2+", since there is no train integrity check and driving in the relative braking distance apart from the "original Level 3" . The system has been used in passenger operations since September 2, 2019.

Planned projects

The gradual introduction of ETCS Level 3 is planned in Switzerland as part of the “Smartrail 4.0” program. For this purpose, a new combination of interlocking and ETCS control center called “ETCS interlocking” is planned.

The Italian infrastructure operator RFI announced in March 2016 that it would use a solution known as "ETCS Level 2 HD" on the Rome S-Bahn. Conventional block sections should be divided into several virtual sections. The train integrity of the non-detachable electric multiple units was to be ensured by ongoing communication between the ETCS on-board units (EVC) at both ends of the train and a "Smart Sleeping" function introduced with Baseline 3 Release 2 should be used. As part of a 40 million euro project, in addition to Rome, the Milan and Florence nodes were also to be equipped accordingly, the tender for the Rome node starting in June 2016 and a first section for operational testing to be available before the end of 2018. Building on this, it was planned to equip other routes. With “ETCS High Density”, around 1.35 km long conventional block sections are to be divided into 350 m long sections and train headways of three minutes are to be achieved. A total of around 50 km will initially be equipped with the technology. At the beginning of 2018, a call for tenders was planned from June 2018 and the first commissioning for 2020/2021. At the Florence node, the capacity is to be tripled by ETCS Level 2 HD and security is to be increased. The equipment orders for the Milan, Rome and Florence nodes were announced in December 2018.

The Vinschgerbahn in Italy is also to be equipped with ETCS Level 2HD.

The Annaberg-Buchholz – Schwarzenberg railway line should u. a. be equipped with ETCS Level 3.

When LGV Sud-Est was commissioned in 2019 to equip it with ETCS Level 2, an upgrade for Hybrid Level 3 is being prepared.

Hybrid Level 3 is considered in the tender for the ETCS retrofitting of 176 VIRM multiple units in the Netherlands.

In the digital nodes Stuttgart hybrid Level 3 should come as part of a future building block used. Level 3 is also planned for the ETCS retrofitting of S-Bahn and regional multiple units, as well as the procurement of new regional multiple units.

Discussed projects

At the end of 2015, Deutsche Bahn announced as part of the Zukunft Bahn concept that it wanted to accelerate the expansion of ETCS and digital interlockings ( NeuPro architecture) by 2030 . In talks between the federal government and DB, a decision about the start of the upgrade should be made. Initially, ETCS Level 3 was planned and was also the subject of a feasibility study by the company. Around 2017, ETCS Level 2 was again planned without signals. According to the DB from the beginning of 2018, Level 2 would provide the option of replacing the previous train control systems, while Level 3 is still under development and should provide additional optimizations. The federal study should take future technological developments such as level 3 into account. A summary of the results of a feasibility study of a large-scale ETCS / DSTW rollout, dated December 2018, initially provides for ETCS Level 2, later a mixture of Level 2 and Level 3 is to be implemented, ultimately purely Level 3. The Federal Ministry of Transport and Digital Infrastructure in Germany is aiming meanwhile again ETCS level 3, although initially "at least the same configuration in level 2" should be achieved (status: 2018). ETCS Level 3 is also part of the Digital Rail Germany .

The trains tendered for the British high-speed line High Speed ​​2 should be Level 3 capable and have a SIL 4 safe train integrity system.

Considered projects

Crossrail is considering switching to Level 3 with moving block technology if the technology is available for high-performance operation.

For the Dutch government, the use of ETCS Level 3 is an option in the course of the nationwide ETCS rollout planned by 2050.

According to a study for the main route in Vienna , the headway times with ETCS Level 3 and Moving Block could be reduced by up to a minute compared to conventional control and safety technology.

Discarded projects

On its ETCS pilot line Berlin – Halle , Deutsche Bahn initially planned to test all three ETCS levels in its southern section. After the development of level 3 was postponed and a 200 km / h operation with level 1 was not permitted, the section was ultimately equipped with level 2.

After detailed operational simulations, Level 3 for Thameslink was discarded due to low capacity effects in regular operation, although fewer delays would have been expected if operations were disrupted.

In 2014, the British Digital Railway Program (DRP) expected level 3 to be available from 2020. In the meantime (as of 2018), level 2 equipment is planned.

literature

  • Elisabeth Kretschmer: ETCS Hybrid Level 3 . In: Jochen Trinckauf , Ulrich Maschek, Richard Kahl, Claudia Krahl (eds.): ETCS in Germany . 1st edition. Eurailpress, Hamburg 2020, ISBN 978-3-96245-219-3 , pp. 351-360 .

Web links

  • ETCS specification on the website of the European Railway Agency (ERA)
  • ENIF HL3 ATO . Video of a demonstration of Hybrid ETCS Level 3 and Automated Driving Operations (ATO) on the UK ETCS test facility ENIF.

Individual evidence

  1. ↑ ETCS specification , subset 026, 3.6.0, section 2.6.2.3
  2. ↑ ETCS specification , subset 026, 3.6.0, sections 2.6.6.1 and 2.6.7.1.4
  3. ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa Nicola Furness, Henri van Houten, Laura Arenas, Maarten Bartholomeus: ERTMS Level 3: the Game-Changer . In: IRSE News . No. 4 , April 2017, p. 2–9 ( irse.nl [PDF]).
  4. ↑ ETCS specification , subset 026, 3.6.0, section 2.6.7.2.3
  5. ^ Ian McCullough: If it sounds too good to be true, it probably is! In: signal + wire . tape 101 , no. 5 , May 2009, ISSN  0037-4997 , p. 38 f .
  6. ↑ Patrick Zoetardt: Integration of ETCS into a consistent signaling system . In: Peter Stanley (Ed.): ETCS for engineers . DVV Media Group, Hamburg 2011, ISBN 978-3-7771-0416-4 , p. 35-40 .
  7. ↑ ETCS specification , subset 026, 3.6.0, section 2.6.2.4
  8. ↑ ETCS system description . In: UIC (Ed.): Compendium on ERTMS . DVV Media Group, Hamburg 2009, ISBN 978-3-7771-0396-9 , p. 90-107 .
  9. ↑ a b c d e f g h i Karin Löfstedt: ETCS Levels and Transitions . In: Peter Stanley (Ed.): ETCS for engineers . DVV Media Group, Hamburg 2011, ISBN 978-3-7771-0416-4 , p. 51-55 .
  10. ↑ ETCS specification , subset 026, 3.6.0, section 3.6.5.2.4 / 5 + figure 15
  11. ↑ a b c ETCS specification , subset 026, 3.6.0, section 3.6.5.2.3
  12. ↑ a b ETCS specification , subset 026, 3.6.0, section 3.6.5.2.4
  13. ↑ ETCS specification , subset 026, 3.6.0, section 3.6.5.2.5
  14. ↑ ETCS specification , subset 026, 3.6.0, section 3.6.5.2
  15. ↑ a b c d Rolf Heitmann, Frank-Bernhard Ptok: Systems for train completeness monitoring . In: signal + wire . tape 89 , no. November 11 , 1997, ISSN  0037-4997 , pp. 22-25 .
  16. ↑ a b Chris Jackson: In search of the game changers . In: Railway Gazette International . February 2017, ISSN  0373-5346 , p. 29-32 .
  17. ↑ Maarten Bartholomeus, Laura Arenas, Roman Treydel, Francois Hausmann, Norbert Geduhn, Antoine Bossy: ERTMS Hybrid Level 3 . In: signal + wire . tape 110 , no. 1 + 2 , January 2018, ISSN  0037-4997 , p. 15–22 ( eurailpress.de [PDF]).
  18. ↑ a b c d e Roger Ford: Digital signaling and control . In: Modern Railways . No. 6 , June 2018, ISSN  0026-8356 , p. 56-61 .
  19. ↑ Peter Reinhart: ETCS & Co for "maximum performance". (PDF) A workshop report on the Stuttgart digital node. DB Projekt Stuttgart – Ulm GmbH , November 21, 2019, p. 66 , accessed on November 22, 2019 .
  20. ↑ a b c d e f Maarten Bartholomeus, Martin Zweers: A recipe for a fast nationwide migration to robust ERTMS L3 . In: signal + wire . tape 109 , no. 9 , September 2013, ISSN  0037-4997 , p. 43-48 .
  21. ↑ a b Mungo Stacy, Clive Kessell: ERTMS Level 3 - A possible way forward. In: railengineer.co.uk. April 25, 2017, accessed May 12, 2019 .
  22. ↑ a b Rod Muttram: Aspects of Producing a business case for ERTMS . In: signal + wire . tape 110 , no. 1 , 2018, ISSN  0037-4997 , p. 39-42 .
  23. ↑ a b c d e f g h i j k l Wim Coenraad: ETCS Level 3: From High Speed ​​Vision to Rural Implementation . In: signal + wire . tape 104 , no. 1 , 2012, ISSN  0037-4997 , p. 47-49 .
  24. ↑ Poul Frøsig: Ongoing Further Developments of ETCS . In: UIC (Ed.): Compendium on ERTMS . DVV Media Group, Hamburg 2009, ISBN 978-3-7771-0396-9 , p. 134-136 .
  25. ↑ a b c d e f Rolf Seiffert: Train Integrity, making ETCS L3 happen . In: signal + wire . tape 102 , no. 9 , September 2010, ISSN  0037-4997 , p. 49 f .
  26. ↑ Ekkehard Wendler: Influence of ETCS on the capacity of lines . In: UIC (Ed.): Compendium on ERTMS . DVV Media Group, Hamburg 2009, ISBN 978-3-7771-0396-9 , p. 211-223 .
  27. ↑ Thomas Felber: Take the problems into your own hands . In: Privatbahn Magazin . No. 2 , February 2019, ISSN  1865-0163 , ZDB -ID 2383285-X , p. 36 f . (Interview with Ronald Pofalla ).
  28. ^ Siemens in front of Innotrans . In: Eisenbahn-Revue International . No. 8/9 , 2018, ISSN  1421-2811 , p. 446 .
  29. ↑ Jörg Osburg: Investigation of the performance behavior of any signal technology . In: signal + wire . tape 98 , no. 1 + 2 , January 2002, ISSN  0037-4997 , p. 27-30 .
  30. ↑ Michael Meyer zu Hörste: Message sequence and data flow . In: Peter Stanley (Ed.): ETCS for engineers . DVV Media Group, Hamburg 2011, ISBN 978-3-7771-0416-4 , p. 100-110 .
  31. ↑ ETCS specification , subset 026, 3.6.0, section 3.15.1.1.4
  32. ↑ Joost M. Jansen: ERTMS / ETCS Hybrid Level 3. (PDF) a simulation-based impact assessment for the Dutch railway network. In: repository.tudelft.nl. May 10, 2019, pp. Iii f. , accessed on September 8, 2019 .
  33. ↑ ETCS specification , subset 026, 3.6.0, section 2.6.7.1.7
  34. ^ A b David Bickell: Improving performance and capacity on the railway . In: Rail Engineer . No. 161 , March 2018, ZDB -ID 2907092-2 , p. 38-42 ( online ).
  35. ↑ Elisabeth Kretschmer, Michael Dieter Kunze: Equipment variants for ETCS Level 3 . In: Your train . No. November 11 , 2019, ISSN  0948-7263 , p. 26-32 .
  36. ^ Alan Knight, Ian Mitchell: Ensuring rail integrity in the absence of track circuits . In: signal + wire . tape 103 , no. 6 , 2011, ISSN  0037-4997 , p. 38 f .
  37. ↑ ETCS specification , subset 026, 3.6.0, section 2.6.7.1.7
  38. ↑ a b c Peter Winter : Introduction . In: UIC (Ed.): Compendium on ERTMS . DVV Media Group, Hamburg 2009, ISBN 978-3-7771-0396-9 , p. 13-30 .
  39. ↑ Franz Quante, Frank Leißner, Bernhard Ptok, Hans-Jürgen Seyfarth: Investigations on train completeness monitoring (ZVS) for freight trains . In: Railway technical review . tape 49 , no. 7/8 , July 2000, ISSN  0013-2845 , p. 534-539 .
  40. ^ Peter Winter : ETCS project history . In: UIC (Ed.): Compendium on ERTMS . DVV Media Group, Hamburg 2009, ISBN 978-3-7771-0396-9 , p. 69-81 .
  41. ↑ François Lacôte, Jacques Pore: ERTMS / ETCS is reality . In: signal + wire . tape 96 , no. 6 , 2004, p. 6-12 .
  42. ↑ Jacques Pore: ERTMS / ETCS - experiences and perspectives . In: signal + wire . tape 99 , no. 10 , 2007, p. 34-40 .
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