Strong and integrated energy and transport networks are the cornerstone of the European market. Development and implementation of ERTMS is one of the measures to create a Trans-European Network for rail. The ERTMS Users Group combines the knowledge and experience of its members to support the introduction of ERTMS and to assure that it will be a safe, reliable and interoperable system at reasonable and affordable costs.
The mission of the ERTMS Users Group is to help the railways in applying ERTMS/ETCS in a harmonised and interoperable way to enable the free flow of trains and a competitive railway.
The ERTMS Users Group works closely together with the European Railway Agency (ERA) and UNISIG, the international association of signalling companies in the railway industry.
The ERTMS Users Group is dedicated to technical and operational matters and guidance on commercial implications and impacts.
The ERTMS Users Group is an European Economic Interest Group (EEIG) formed in 1995 by the French, German and Italian railways. In the following years many other railways joined the group.
This is the current membership of the ERTMS Users Group:
The ERTMS Users Group and its members are invovled in large ERTMS MEMBERS
(click on any of the arrows on the right hand side for more information).
The experience gained in the MEMBERS is shared between the members. All issues arising from the MEMBERS are discussed by experts in dedicated working groups. Together they decide on the preferred solutions for the future interoperable network. These solutions are discussed with the suppliers of signalling equipment, united in UNISIG, and the European Railway Agency.
The ERTMS Users Group plays a major role in the development of the ERTMS system. Many activities are carried out in so called TEN-T MEMBERS which are sponsored by the European Commission. These MEMBERS, which involve many actors (ERTMS Users Group staff, railways, UNISIG, laboratories) are managed by the ERTMS Users Group.
Occasionally, the ERTMS Users Group advises related organisations in the field of ERTMS.
Madrid Zaragoza - Lérida
Lérida – Tarragona
Tarragona - Barcelona
Madrid – Valladolid
Toledo Access (La Sagra – Toledo)
Zaragoza – Huesca
More information can be found on Adif - Alta Velocidad
Banedanmark, the Danish Infrastructure manager, has set up the Signalling Programme as a project organisation with direct reference to the CEO. The Signalling programme is funded by the Danish state through the Ministry of Transport. Banedanmark has signed a 12 year consultancy contract with Ramböll, Atkins, Emch-Berger and Parsons and the integrated project team is located at Banedanmark headquarters in Copenhagen.
The Signalling programme is a sector programme headed by programme director Morten Søndergaard and cover implementation of both signalling infrastructure and onboard systems for the entire national railway network excluding private lines. ERTMS onboard systems for state traffic contracts will be procured and paid under the frame of the Signalling programme.
All lines indicated on the following network map.
Total length of lines to be migrated to ERTMS level 2 approx. 2000 km. Copenhagen commuter-system (S-bane) will be converted to CBTC in the same programme. All lines indicated on map with date for planned commercial operation, for Early deployment lines supervised commercial operation is scheduled to start one year before this date. Infrastructure contracts where awarded to Alstom and Thales-BBR December 2011 and onboard contract to Alstom February 2012. The selected suppliers design work is ongoing in the joint project office at Banedanmark.
The STM-DK for ZUB123 is being developed by Siemens for Banedanmark. STM-DK will be used on all lines fitted with Danish ATC during migration (until 2021). STM-DK is planned to be type approved and commercially available end of 2014.
The Signalling Programme is a full signalling renewal including all signalling related assets, aiming at increasing performance and reducing operations and maintenance cost.
Implementing ERTMS on a complete conventional railway require a conceptual rethinking of the operational concept and the usage of technical systems. The Signalling programme plan to use GPRS for ETCS communication and Online Key management for both infrastructure and onboard systems. Handheld terminals for possession management, support for work near track and shunting is also part of the programme.
Deutsche Bahn AG is 100% property of the German state. The Transport Ministry is responsible for the national infrastructure financing, and supported in this task by the EBA.
The ETCS programme in the DB network is implemented by Deutsche Bahn AG. The members are performed by its company DB Projektbau GmbH, by order of and in co-operation with the infrastructure manager DB Netz AG.
The railway undertakings DB Schenker (freight) and DB Fernverkehr (long-distance passenger) have their own ETCS migration strategies and act independently of the DB Netz AG.
VDE 8.1 ABS Nürnberg – Ebensfeld (ABS = Ausbaustrecke = Line upgrade) 83km
VDE 8.1 NBS Ebensfeld – Erfurt (NBS – Neubaustrecke = new line) 107 km
Erfurt node: 5 km
VDE 8.2 Erfurt – Leipzig/Halle: 123 km (NBS, 23km already in operation)
Note: L2 without line side signals, mixed traffic, ETCS baseline 3 and high proportion of tunnels and bridges require highly innovative solutions. Due to the time constraints, the ETCS installation will start with SRS 2.3.0d and the contract will include an upgrade clause for Baseline 3.
For the whole network of DB the use of PZB is mandatory. If PZB is implemented as an STM with ETCS, the hot standby function (HSB) is required for safe operation.
For high speed operation (>160km/h), and for higher performance (headway) in some highly frequented lines, LZB is required. PZB is always the fall back system if LZB is not active.
The VDE 8.1/8.2 will be the first line without PZB, but trains cannot operated on pure ETCS sections only, PZB will still be needed to reach the line.
The German GSM-R network is equipped with about 25.000km of lines with 7 MSC, 63 BSC, 3.000 BTS and about 15.000 cab radios (mobiles). However, GSM-R will not satisfy the ETCS Level 2 communication needs in highly frequented areas, as for example in the Basle node. Therefore DB is supporting the development of packet-switched communication for the future of ERTMS.
The Norwegian railway network stretches from Kristiansand in the south to Bodø, above the Artic Circle. The Norwegian railway network is more than 4,000 kilometres long, with a total of 775 tunnels and more than 3,000 bridges.
Jerbaneverket is about to undertake a major renewal of signalling systems throughout the network. The renewal will take part from 2014 to 2030 and will include implementation of ERTMS.
Norway is obligated to implement EUs Technical Specifications for Interoperability (TSI) into Norwegian law, under Norway's membership in the European Free Trade Association (EFTA) and the Agreement on the European Economic Area (EEA).
ETCS on conventional lines
For the time being, Jernbaneverket has only one ERTMS Pilot Line under construction. A plan for renewal of signalling system and implementation of ERTMS for the rest of the network is planned to be fixed AQ 2012.
Østfoldbanens Østre Linje (ERTMS Pilot Line)
STM will be reuiqred to enable trains to oeprate onboth ETCS and ATC lines. The legacy system used in Norway is EBICAB 700.
The whole Norwegian Railway Network is equipped with GSM-R / GPRS.
Network Rail runs, operates and maintains every aspect of the rail infrastructure in Britain. This includes 18 key stations operated by Network Rail, 2,500 other stations franchised to train operators, 6,650 level crossings, 100 train care depots, 800 signal boxes, 43,000 bridges, tunnels and viaducts and around 16,500 route Km (32,00 Km of track).
With Strategic Decision from the Governement's Department of Transport (DfT), Network Rail is leading and funding the ERTMS Programme in Great Britain and has, with it's industry partners, developed a "preferred" implementation plan for ERTMS that is currently going through industry consultation before being formally agreed in 2013.
Great Western Mainline - London (Paddingtom) to Bristol.
East Coast Mainline - London (Kings Cross) to Doncaster.
West Coast Mainline - London (Euston) to Hanslope Junction (Roade)
Cambrian Lines: Shrewsbury to Aberystwyth and Pwllheli
Hertford National Integrration facility: Watton at Stone to Hertford North
Thameslink (Core): London Bridge and Castle to Kentish Town and Finsbury Park
Midland Mainline: London (St. Pancreas) to Loughborough
In comercial Service:
The Train Protection and Warning System (TPWS) is deployed on the entire British railway network and is required for operation on routes not fitted with ETCS. TPWS is likely to be required on trains fitted with ETCS for some time to allow continued operation outside the ETCS fitted areas. So far it has not been necessary to implement TPWS with an STM interface as it has a relatively simple interface to the train and driver.
There are some other ATP systems in use on specific lines which will remain in operation for a limited period following ETCS deployment. An interface may be required with the ETCS onboard for these ATP systems as some trains will require both systems for a transition period.
The FTN/GSM-R Programme is the largest telecoms project ever to be undertaken on Britain's railways. The project is providing a new, high functionality, digital radio system that will allow train drivers to communicate directly with signallers across the entire network. This is GSM-R (Global System for Mobile communications - Railways). At the same time, the project is renewing the entire line-side fixed telecoms network that supports all of the railway's daily telecoms needs. This involves the installation of around 15,000 km of optical fibre and copper cables, installing around 3,000 new transmission sites, over 2,250 new radio sites, 7 new operational telephone exchanges and migration of circa 50,000nr operational circuits. This is FTN (Fixed Telecom Network).
Construction of the Railway Communications System (the collective name for FTN/GSM-R) will implement nationally standardised equipment, significantly improving reliability and replacing ageing infrastructure. It will provide a modern, hightly structured and robust fixed telecoms network designed to meet the operational needs of tomorrow's railway and cater for Network Rail's business communications requirements.
Drivers, signallers and trackside workers will be able to communicate directly and securely on a modern digital radio system over all Network Rail controlled infrastructure used for passenger operations, including tunnels and cuttings. This will allow any problems potentially affecting the line, e.g. trackside fire, line fault, safety incidents etc to be quickly communicated to all involved, giving greater advance warning and faster response tiems. This would class communications system offers international compatibility with the European high-speed rail network. It will provide a platform for the introduction of the European Railway Traffic Management System (ERTMS), known to improve efficiency and significantly increase the rail traffic capacity.
Acceleration in the delivery of Packet Switched capable ETCS systems will help Network Rail to meet the challenges imposed to ETCS Level 2 deployment in busy areas due to capacity constraints in GSM-R Circuit Switched channel. It will also serve as a stepping stone in the technology roadmap from GSM-R into successor packet switched technologies, like UMTS, WiFi and LTE.
Network Rail is planning to include ETCS Level 2 over Packet Switched technology in future ERTMS deployments. ETCS over GPRS systems will be tested at Hertford National Integration Facility as part of Network Rail's ERTMS development plans.
Rotterdam harbour - German border, dedicated freight line
HSL South (Amsterdam - Belgian border)
Amsterdam - Utrecht
Hanzelijn (Lelystad - Zwolle)
National lines are fitted either with ATB-EG (first generation) or the ATB-NG (new generation). Train operators (especially freight operators like Railion) which run service into Germany could need STM for LZB and Indusi.
External STM’s are available on the open market
"Réseau Ferré de France" as Infrastructure Manager is in charge, under the aegis of the French Member State, of defining and applying the strategy related to the roll out of ERTMS on the High Speed and Conventional lines.
Decision has been made to organise the implementation of ERTMS following the same strategy for both the High Speed and Conventional lines. Pilots will enable the Proof of Concept and roll out will follow. Pilot for High Speed Line is the East European HSL and pilots for Conventional lines are on Corridor C.
Est European High Speed Line
First pilot line for Corridor C
Second pilot line for Corridor C
STM are intended to be used on the network for the following legacy signalling systems:
On East European Hight speed line, GSM-R is implemented with double coverage.
All of the new High Speed Lines are based on ERTMS Level 2 without any fall back system.
Roma - Napoli HSL (Officially in operation from the 19th December 2005)
Torino – Novara HSL (Part of Torino – Milano) (Officially in operation from February 2006)
Padova – Mestre HSL line (2006)
Milan – Bologna HSL line (in commercial service since 13th Dec 2008)
Bologna – Florence HSL line (2008)
Novara – Milan HSL line (completion of Turin – Milan HSL) (2009)
Milan – Verona HSL line (2012)
Verona – Padova HSL line (2013)
The “standard” ERTMS on-board equipment will integrate the FS National System (SCMT). Due to the FS strategy of installing ERTMS Level 1 or 2 on all the Italian part of the Trans-European Network (border lines, High Speed Lines, connections) it is not presently foreseen the development of an external STM
Lötschberg Base Tunnel
ETSC Level 1 Limited Supervision
Replacement of national signaling system ZUB/SIGNUM with ETCS Level 1 Limited Supervision on entire network until 2016 with priority on the north-south corridors until 2012.
The whole fleet of SBB (2000 vehicles) has been equipped with ETM (reverse STM) and now is able to read packet 44 information out of Eurobalises. This is the basic assumption to start now the trackside migration towards ETCS.
Trafikverket (the Swedish Transport Administration) is the agency responsible for all modes of traffic: traffic on roads and railways, on the sea and in flight. We will plan for all modes of traffic for a long time to come.
Trafikverket has since several years an ongoing ERTMS program responsible for developing and implementing ERTMS on the Swedish railways.
High speed lines
Corridor B - from Malmö to Stockholm
Bothnia Line - from Nyland to Umeå
Ådal Line - from Sundsvall to Nyland
Haparanda Line - from Boden to Haparanda
Vasterdalarna line - from Repbäcken to Malung
STM are used on the network equipped with EBICAB 700 (Class B system).
Since 1995, the ERTMS Users Group is active in the field of members to develop the Trans European Network for Transport (TEN-T).
Up to 2003 € 195 million EU subsidy was granted to the ERTMS Users Group for members coordinated by the Group.
Recent TEN-T project coordinated by the ERTMS Users Group: Click on any of the arrows on the right hand side for more information).
An EU funding decision on this project is expected. With the anticipation of a favourable EU decision, ERTMS Users Group has completed one of the deliverables of that project. It is a report that addresses ERTMS security aspects, and it is called “IT Security Threat identification, Risk Analysis and Recommendations PUBLIC VERSION”. This report can be downloaded here: IT Security Threat identification - Risk Analysis and Recommendations PU...
Project volume: € 30 million
EU funding: € 15 million
Project volume: € 6 million
EU funding: € 3 million
Project volume: € 12 million
EU funding: € 6 million
Project volume: € 6 million
EU funding: € 2.5 million