Denmark has been one of the pioneer countries in the renewal of the ERTMS Level 2 signalling system. Six lines, totalling more than 350 kilometres, are already equipped with the system: the EDL (Early Deployment Line) EDL East North, EDL East South and EDL West; and the RO (Roll-out), RO7 East, RO8 West and RO5 West. Ineco has been working with the Danish rail infrastructure manager Banedanmark on the roll-out since 2017, which is expected to be extended to the entire network by 2030.  

ERTMS (European Rail Traffic Management System) is the rail traffic management system that the European Commission is introducing in the nine main corridors of the Union’s territory, where more than 20 different signalling systems operate, which the Commission calls ‘Class B systems’. In practice, this means that whenever a train crosses from one country to another, the locomotive, driver and even the whole train may have to be changed. The solution is a common system, ERTMS, which brings great improvements in railway operation, allowing the internal and cross-border traffic of all trains with greater capacity, more safety and lower costs. 

Denmark, with just under 6 million inhabitants in a territory of about 43,000 km², has the eighth highest per capita income in the world and an extensive and efficient land transport network –urban, road, maritime and rail– which is in the process of expansion and renewal with an ambitious investment programme. As far as railway is concerned, the network’s operation, with more than 2,600 kilometres in standard gauge (1,435 mm), is liberalised and has both public and private operators. 

Copenhagen central station. / PHOTO_MARTA CARNERO

In terms of infrastructure, the Banedanmark, which reports to the Ministry of Transport, is responsible for managing maintenance, the construction of new stretches and the supervision of safety systems. The improvement and modernisation programmes focus mainly on the complete overhaul of electrification and signalling. According to Banedanmark, “the new signalling systems” –(CBTC, Communication Based Train Control, for the Copenhagen commuter and ERTMS for the national network)– “will cause fewer delays, and will allow an increase in speed and number of trains”, with “an 80% decrease in signalling-related delays on main and regional lines, and a 50% decrease on the Copenhagen commuter lines.”

Jens Holst Møller, chief engineer of Signalling Systems Integration at Banedanmark, explains that “following the renewal of the signalling systems, six lines with a total length of 353 kilometres have been put into commercial operation with ERTMS Level 2.” He also adds that “a new 56-km high-speed line has been built with ERTMS Level 2, although it has been temporarily put into service with a Class B signalling overlay due to operation of trains without ERTMS. This line is planned to be put in service with ERTMS end of 2022”.

The performance of the ERTMS L2 based signalling system is very good and end-users are very satisfied. Jens Holst Møller

According to Holst Møller, “the rest of the lines will have its signalling renewed and put into service with ERTMS Level 2 over the next eight years. The conversion of the national rail network to ERTMS Level 2 is expected to be completed in 2027 in the west of Denmark (Jylland) and in 2030 for the east.” 

A complete system change such as this does not come without its complexities and, according to Banedanmark’s top engineering manager, “the main challenges have been the development of the generic ERTMS applications, both on-board and on-track, as well as the industrialisation of the roll-out.”

In particular, he explains that “the installation of the on-board systems has taken much longer than expected due to development time for the generic onboard system, classical challenges with retrofitment of older rolling stock and slow industrialisation of installation processes,” and, in addition, “a major renewal of the Danish fleet is underway; the installation of ERTMS covers all existing passenger trains that are not due for renewal.” The total number of trains yet to be retrofitted is around 300, of which more than half have already been put into service with ERTMS Level 2. All existing trains will be equipped by Alstom under the on-board equipment contract, but new trains are being supplied with the ERTMS system of the operator’s or manufacturer’s choice.”

Comparison of full ERTMS structure and Class B systems. / IMAGE_INECO

All in all, the bottom line is positive, as Holst Møller concludes: “The performance of the ERTMS Level 2 based signalling system is very good following the completion of the initial stabilisation, and end-users are very satisfied.”

Collaboration between Ineco and Banedanmark

In Spain, Ineco has been supporting Adif and Renfe for many years in ERTMS infrastructure and train-track integration tests prior to the commissioning of new lines and trains. Since 2015, the company has also been in charge of the supervision and monitoring of the ERTMS deployment plan in European corridors. The company’s extensive experience was precisely the reason why the Danish rail infrastructure manager Banedanmark entrusted it with the testing strategy for the commissioning of the system on its network. The first step was two pilot lines, called EDL West and EDL East North. Thus, since the beginning of 2017, Ineco has been collaborating with Banedanmark on the signalling renewal project (Signalling Programme), which includes the installation of ERTMS. 

Within the initial contract (in which CEDEX, the Centre for Studies and Experimentation of Public Works, part of the Spanish Ministry of Transport, was also involved), a generic ERTMS Level 2 test specification was developed for the two pilot lines, based on functional requirements and Danish operational rules and scenarios. Ineco also carried out laboratory testing campaigns and an analysis of the results, while also defining a testing strategy to be carried out for the commissioning of future lines. In March 2018, following the conclusion of the first contract, Banedanmark and Ineco signed a framework partnership agreement until January 2022, when the partnership was renewed again until the end of 2025. 

During these four years, the company has participated in the definition, execution, analysis and reporting of campaigns on lines such as: RO1 East (NLCR, Copenhague – Ringsted), RO4 West (Vejle/Skanderborg – Herning – Holstebro), RO5 West (Langå – Struer – Holstebro), RO7 East (Næstved – Rødby), RO8 West (Struer – Thisted), belonging to both the eastern part (Alstom) and the western part (Thales) as well as in the test campaigns for the new data and generic versions of the RBC of the pilot lines (including the southern part of the EDL East between Køge and Næstved).

Maintenance of the generic test specifications has also been carried out, adapting them to the new functionalities deployed on the lines, whilst support has been provided in updating them to the new version of the European ETCS Baseline 3 Release 2 specifications (SRS 3.6.0).

ERTMS DEPLOYMENT IN DENMARK. In order to tender separately for the supply and installation of the ERTMS/ETCS system, the rail network was split into two: the east side, which was awarded to Alstom, and the west side, which was awarded to Thales; while initially the on-board ERTMS systems of the trains were awarded exclusively to Alstom. / MAP_BANEDANMARK

ERTMS at Ineco, in search of continuous improvement through digitalisation

Silvia Domínguez, telecommunications engineer

Control-command and signalling systems consist of all the on-board and infrastructure equipment necessary to ensure the safe operation of vehicles running on the network. They are therefore the key to the operation of a safe, efficient, interoperable, robust and reliable European railway service.

ERTMS is the signalling standard endorsed by the European Commission. This standard defines the automatic train protection system through the exchange of information between the ERTMS systems installed on the rolling stock and those installed on the infrastructure.

The implementation of the ERTMS system allows a series of improvements in railway operation, such as the interoperability of the different types of trains running on different infrastructures, improved safety levels and improved traffic capacity on railway lines.

Ineco has always been involved in the European projects and working groups that have shaped the ERTMS system, working in collaboration with industry, users, regulatory bodies and safety agencies. We currently lead the management of ERTMS implementation in Europe, participating in the working groups in charge of defining the future of control, command and signalling in Europe. Our company relies on in-depth technical knowledge of the ERTMS system and extensive experience gained in large-scale projects to manage the various ERTMS projects.

New technologies are ready for use in the rail sector with enormous potential to improve passenger and freight services. Digitalisation, together with automation, is the most effective way to increase performance and capacity with less investment in new infrastructure. Thanks to the experience gained and the projects in which the company has been involved, we can say that we are able to take full advantage of the digitalisation of the system and even anticipate the needs of the sector. 

The implementation of the ERTMS system allows a series of improvements in railway operation, such as the interoperability of the different types of trains running on different infrastructures, improved safety levels and improved traffic capacity on railway lines. / IMAGE_INECO

Specific examples related to our ERTMS testing work are the virtualisation of ERTMS test campaigns, their parameterisation and automation in the analysis of results. These optimisations are part of the internal processes of innovation and continuous improvement that we apply to the projects in which we are already carrying out ERTMS tests, both in Spain and abroad: Portugal, Israel, Australia and Denmark.

Ineco has developed the necessary methodologies for the virtualisation of ERTMS test campaigns in order to adapt to the health protection measures resulting from the COVID-19 crisis that make it difficult to be physically on-site. This solution has been achieved through improved execution scenarios: the definition of test cases with alternative locations, the analysis of remote records by ERTMS specialists, as well as increased virtual monitoring of tests. In addition, the virtualisation product for a complete validation of the ERTMS system will minimise the physical presence of expert resources, increasing efficiency and reducing the number of personnel on the train. 

We are also working on improvements not only in the execution of tests, but also in their design and analysis. As part of our project, we have searched for parameters and algorithms to improve the design and planning of tests in order to make their execution much more efficient. We have also developed solutions to automate the analysis of results. The use of machine learning tools has made it possible to study a large amount of evidence accumulated throughout the extensive international experience of Ineco’s ERTMS team, leading to a highly satisfactory result that has made it possible to obtain very significant correlations.

Another crucial aspect is interoperability, which is defined as the ability of a railway system to allow the safe and uninterrupted running of trains meeting the required performance. At Ineco, we are currently participating in different ERTMS design and integration projects in Spain, for new deployments, as well as projects in Israel and Australia.

For more than 10 years, Ineco has been carrying out the technical monitoring of all ERTMS projects financed by the European Commission

For more than 20 years, we have been involved in the development of ERTMS interoperability specifications. Not only did we participate in the first lines of the system deployed in Spain that have been in service since 2006, but for more than 10 years we have been carrying out the technical monitoring of all ERTMS projects financed by the European Commission. This has provided us with a unique system vision for its design and interoperable integration that incorporates the technical vision with its operational concept. We have also developed unique solutions based on our experience: for example, the methodology for assessing the impact of ERTMS on railway capacity. In this respect, it is generally accepted that ERTMS operating levels increase capacity; Level 2 more than Level 1 and Level 1 more than a traditional signalling system such as ASFA (national Class B system). However, following the analysis carried out on the network as part of the ERTMS deployment plan in Spain, it has been concluded that the results are not universal and are related to the type of line.

Finally, it should be stressed that ERTMS is the backbone of railway modernisation, an advantage of which is the possibility of evolution and innovation with a limited economic impact because it is a digital system. The opportunity for this evolution lies in incorporating new technologies and gaining a vision with a wider technical scope than is currently the case, in particular in the interoperable aspects of control, command and signalling systems.

This is therefore an excellent opportunity to establish a single European system, with common functional interfaces and operational concepts to build a future single European railway network and make it internationally known and exportable.

This construction of a modern, harmonised, robust, reliable and interoperable European railway system is the main objective of the ERJU (Europe’s Rail Join Undertakin) initiative, the successor to the previous initiative, Shift2Rail, in which Ineco is actively participating and which is in line with the EU’s Sustainable and Intelligent Mobility Strategy. This also aims to respond to customer needs, maintain safety and digital security, improve operational efficiency and performance, reduce costs, support the competitiveness of the European railway industry and increase the speed of adoption of innovative solutions.

What benefits will the new ERTMS signalling bring?
Passengers will enjoy improved punctuality, increased capacity and shorter trips on some lines. By 2030, we expect to double the number of passengers and reduce delays by 80%. In addition, we will have a more safer and better controlled network with real-time information and more economical maintenance. In short, there are only advantages!

What are the major challenges of the Signalling Program with regard to ETCS?
Although a priori it seems simple because there are only two suppliers involved and the network seems small compared to other European networks, this is the first project that will put ETCS Baseline 3 into operation. On the other hand, most of the lines under renovation currently have commercial operations that must be maintained. This means that both the installation work and the track test phases have to be planned very early, around six months prior to the work, in order to interfere as little as possible in the commercial operation.

What systems are affected by the renovation?
In addition to the new signalling (new points, axle counters, interlockings, GSR-M, RBC, etc.), other programmes are being carried out on some lines, such as the catenary installation or civil engineering activities. The entire fleet of commercial and freight trains will be also upgraded.

We plan well in advance to avoid affecting commercial activity

Is it complicated to adapt to high speed?
The topology of the existing lines is not the most appropriate for the implementation of high speed. On many of them there are a large number of level crossings, crossings for pedestrians or cattle, etc. All this requires a large number of people and organizations involved to ensure safety during testing. For example, until the level crossings are fully tested, police presence may be required during the tests to ensure that no vehicles cross the road.

What is the main objective of the JTL?
The Joint Test Laboratory is designed to run the largest number of tests prior to on-site testing, and minimize the risks and the cost of the field testing.

Who uses the JTL and what kind of tests are performed?
The suppliers –Alstom and Thales– and the SP testing department are the ones that work in the JTL. The suppliers are responsible for demonstrating the integration of their subsystems (e.g., RBC, IXL, and TMS), while BDK is the final integrator and is therefore responsible for end-to-end testing to demonstrate the behaviour of all of the subsystems together. In addition to functional and integration testing, much emphasis is placed on operational testing, i.e. how the end user (a driver or operator) uses the system.

In 2012, Banedanmark launched its Signalling Programme (SP) that includes the renovation of the entire railway network in its territory. The commitment to technology, which will mean replacing all the existing equipment and systems, was approved by the Danish Parliament in 2009 and will involve an investment of around 2.5 billion Euros. With the introduction of this new signalling system, the Danish government expects to be able to increase the performance and quality of its rail operation and serve around 70 million passengers by 2030.

The signalling system to be installed is ERTMS level 2 in version 3.4.0 of Baseline 3. This is the European rail traffic management system promoted by the European Commission, which is being implemented on the nine core network corridors of the Union. Its objective is to establish a common language throughout the European railway network, a project that brings significant improvements in railway operation, allowing the internal and cross-border traffic of all trains with greater capacity, improved safety and lower costs. Since 2015, Ineco has been in charge of the supervision and monitoring of the ERTMS deployment plan on the European core network corridors until 2020 (see IT53, IT59).

196 test cases and two pilot lines

Spain has 2,150 kilometres of railway lines equipped with the ERTMS system, including 656 kilometres with level 2 ERTMS. Ineco and CEDEX’s extensive experience and technical knowledge of ERTMS has made it possible for Banedanmark to rely on the Spanish entities to develop the test specification of this system for the Danish track application.

In compliance with Banedanmark’s operational requirements, Ineco and CEDEX produced 196 generic test cases that test the ERTMS functions to be implemented in the lines. In addition, they have designed the operational scenarios for the two pilot lines (EDL EAST and EDL WEST) equipped by Alstom and Thales, respectively. These indicate the specific location in the infrastructure at which the developed test cases will be carried out. A test scenario is a sequence of test cases that reproduce a series of situations that a train could encounter on a journey along a line. They reproduce situations ranging from nominal conditions, such as a commercial traffic at maximum speed, to severely degraded situations that simulate the different failures that may occur in the equipment and its interfaces. These test cases and scenarios are applicable for both on-site and laboratory tests.

Ineco has developed close to 200 test cases for the ERTMS Level 2 application that is going to be deployed in the railway network in Denmark between 2018 and 2023

During the month of July, Ineco carried out a first test campaign in the JTL laboratory (Joint Test Laboratory) created by Banedanmark as part of its renewal programme. This laboratory has both simulated and real equipment (RBC, on-board equipment, GSMR and GPRS connection, signalling control point, control centre interface and even a level-crossing). In terms of software, the same versions installed on the track are installed in the laboratory, so many of the functional tests can be performed more comfortably.

Laboratory tests provide a number of advantages over field testing. On one hand they do not have to interrupt the existing commercial traffic, they do not require real trains, and involve fewer personnel. All of these factors reduce campaign times, and consequently the cost, of the test phase within the processes to commission infrastructure or trains on a specific infrastructure. Consequently, the objective is to replace as many field tests as possible with laboratory tests, reducing field tests to a minimum. In this sense, the test campaign carried out by Ineco allowed the verification of the real possibilities that the laboratory can provide to reproduce the different situations that may occur in the normal operation of the trains on the track.

The current support contract for the Danish railway signalling programme includes other activities such as developing validation infrastructure strategies for the upcoming lines to be put into operation. This is the definition of the subset of test cases to be performed, depending on whether or not it is a new type of train to be put into operation on an already operational track, or if, on the contrary, it is the same type of train that will run on a new track but one that is designed with the same principles as an infrastructure that is already in operation.

Banedanmark intends to upgrade its infrastructure from the current ERTMS version 3.4.0 to 3.6.0 which is already available in European specifications. Ineco will also support the update of the test specifications to this new version.

The Danish public company Banedanmark (BDK) has commissioned Ineco to complete the operating scenarios in an ambitious renovation programme for the railway signalling of the country. The project has been awarded to Ineco, in collaboration with CEDEX, and includes drafting specifications of the operational trials for the service commencement of the ERTMS (European Rail Traffic Management System) subsystem.

It also includes drafting work specifications for the two pilot lines completed by the multinationals Alston and Thales for Banedanmark. The contract was awarded to Ineco on account of its experience in ERTMS, at a national level as well as in the European works in monitoring the interoperability for the ERA (European Railway Agency) and the European Commission.