ERTMS Rome, 08th May 2019 ------ Meeting with Mr.Ruete ERTMS Coordinator of European Commission 29/05/2019 1 1^ Riprevisione 2018
RFI ERTMS implementation plan in Italy – A system technological strategy Meeting with Mr.Ruete– Rome, 08th May 2019
RFI: national railway infrastructure ~ 1.000 km High Speed ~ 950 km City network Basic performance ~ 2.900 km Network 16.742 km ~ 3.900 km Medium performance Double track 7.536 km ~ 7.950 km Low traffic line Single track 9.206 km Power supplied lines 11.932 km (71%) Tunnels and bridges 1.980 km Stations 1500 Signalling technologies SSC – SCMT 16.742 km ERTMS 758 km Digital Interlocking 300 GSM-R 12.000 km 3
ERTMS IN ITALY: line in operation and ongoing projects ROMA – NAPOLI HS/HC LEVEL 2 BASELINE 2 SST / SSB TORINO – MILANO HS/HC LEVEL 2 BASELINE 2 INTEGRATION 738 km MILANO - BOLOGNA HS/HC LEVEL 2 BASELINE 2 IOP TEST FOR HS/HS SAFE INTEGRATION BOLOGNA – FIRENZE HS/HC LEVEL 2 BASELINE 2 TREVIGLIO – BRESCIA HS/HC LEVEL 2 BASELINE 2 DD FIRENZE – ROMA HS/HC LEVEL 2 BASELINE 2 363 km BRESCIA – VERONA HS/HC LEVEL 2 BASELINE 3 MILANO GENOVA HS/HC LEVEL 2 BASELINE 3 ERTMS IN ISELLE – DOMODOSSOLA (DAL 25.10.2018) LEVEL 1 LS BASELINE 3 20 km OPERATION DOMODOSSOLA – NOVARA LEVEL 1 RIU BASELINE 3 CORE CORRIDORS ERTMS IN RANZO – LUINO LEVEL 1 LS BASELINE 3 REALIZATION MILANO – CHIASSO LEVEL 2 BASELINE 3 1200 km BRENNERO – VERONA LEVEL 2 BASELINE 3 MILANO – GENOVA LEVEL 2 BASELINE 3 NOVARA – PADOVA – VENEZIA LEVEL 2 BASELINE 3 VICENZA – TRIESTE/VILLA OPICINA LEVEL 1/2 BASELINE 3 Urban Nodes HD ERTMS REGIONAL MILANO, ROMA, FIRENZE 85 km LEVEL 2/3 BASELINE 3 25 km ERSAT – PINEROLO SANGONE LEVEL 2/3 BASELINE 3 REGIONAL – ROCCASECCA AVEZZANO 25 km LEVEL 2/3 BASELINE 3 TOTAL 2456 km (up to 16800km) TOTALE 155,5 tr/g 4
ERTMS/ETCS RFI project facts & figures In commercial operation since 2005 738 km High speed Lines equipped by ERTMS/ETCS level 2 without fall back 300 km/h present operational speed Baseline 3 trackside system compatibility 300 trains per day 5’ real headway (3’ potential headway) Future applications and on going trial site ETCS Satellite Next Gen. ATO Level 3 positioning Communications 5
Italian ERTMS Project Portfolio under the CEF programming period 2014-2023 In the CEF Programming Period 2014-2023, Italy has – at the moment – a project portfolio of 4 on-going ERTMS Actions NO. TYPE ACTION ACTION IT EU CO-FUNDING COSTS (€) to IT (€) 2014-IT-TM-0058-W TS ERTMS Deployment on the Italian part of Rhine-Alpine Core Network Corridor 27.382.000 13.691.000 2015-IT-TM-0168-W TS ERTMS trackside equipment on Scan-Med and Med/Bac Corridors 91.420.000 45.710.000 2016-IT-TM-0244-W TS ERTMS on strategic sections of 3 CNCs on Med/Bac and Ralp Corridors 54.500.000 27.250.000 2018-IT-TM-0059-W TS ERTMS trackside equipment on Bologna- Verona Section (Scan Med Corridor) 18.000.000 9.000.000 6
The ERTMS advantages as a stand alone CCS System ERTMS is the system chosen by EC to realise interoperability in the railway network, but it is also the best system in order to: • Protection of shunting movements • Increased protection at level crossings • Improve safety for railway transport Availability of the function to protect axle weight • On-board calculation of release speed • Gradual replacement of mechanical joints with electric joints Increase capacity at nodes With the implementation of ERTMS HD (High Density) in major urban nodes Increase reliability, punctuality and speed Also on conventional lines by improving performance in relation to the speed allowed by the infrastructure Cost savings in signalling installation (light signals and cables are no required with ERTMS level Reduced maintenance costs 2/3) and maintenance due to the higher performance of the electronic equipment. Reduced costs for the implementation of digital Interlockings (IXLs) and increased ERTMS-oriented IXLs cost 30% less than non-ERTMS oriented IXLs and enable to optimize changes to stations’ layout. efficiency in implementing changes to the station layout 7
The ERTMS actual NIP 2017 program: criticalities Main criticalitiese of a non coordinated technological Trackside – Trainborne strategy investement: Dual CCS Trackside without a synchronous Class B decommissiong • Different Protection and Operation Rules for SCMT and ETCS • Increase Capex and Opex OVERLAPPING CLASS A over CLASS B • Decrease reliability, punctuality • Reduced performance benefit for a potential ERTMS application • Delay for ERTMS implementation (depending basically by Electronic Interlocking realization) • Problem for respect MIT/EU time scheduling ELECTRONIC INTERLOCKING AND ERTMS • Problem to maintain Cofinanced EU Fund Action • Extra cost for double business operating interruption INVESTEMENT NOT COORDINATED • Less efficiency for station on layout modification • Use of an ETCS Level 1 instead of Level 2/3 for EDP compliance • Disomogeneus measurement and for infrastructure data digitalization CCS DIGITALISATION NOT COORDINATED WITH • Inefficient Configuration Management of the digital systems • Difficult knowledge transfer for operator and Data Management (diagnostic, pubblic ERTMS information) • How to manage the migration from national system to ERTMS? Dual on board or dual track-side? • How many kms of ERTMS to deploy? Only TEN-T network or WHOLE network? 8
The ERTMS implementation scenarios compared 2050 2022 2026 2035 2060 ERTMS deployment on TEN-T network 10.755 km Scenario A – in compliance with Reg (EU) N. 5.000 cabins* Legal obligations 1315/2013 and the National Implementation Plan (NIP 2017) 15.911 km Equipment of the whole national Scenario B –Whole network beyond 2050 (ERTMS on the 5.000 cabins* network regional network following the TEN-T Not accelerated network equipment). Scenario C – Accelerated implementation on the 15.911 km whole network (TEN-T and regional Whole network 5.000 cabins* network) by 2035 – accelerated ERTMS trackside equipment + Digital Interlocking ERTMS on board equipment Decommissioningof the Class B national system The best scenario is “C” (DUAL ON BOARD AND WHOLE NETWORK) - (RFI proposal for a new NIP 2019) Anticipates and maximizes the advantages of ERTMS also taking into account that the national system should be renewed in any case by 2030. This is the result of an independent Cost-Effectiveness Analysis and we are preparing a Cost-Benefit Analysis * Cabins currently circulating on the national railway infrastructure. The new vehicles must be equipped with ERTMS / ETCS systems in accordance with the SRS Baseline 3 9 if put into service after 01/01/2019, with some exceptions, as reported in Reg. UE 919/2016, TSI CCS.
The pre-conditions to accelerate the ERTMS Plan Authorization for the infrastructure manager to decommission the legacy system 1 HYPOTESIS: before 2026 To conduct the analysis according to a precautionary approach, the 2 Making the programs already in progress for the Digital IXLs realization (250/1511 already realized) and for the GSM-R extension (13.000/16.800 already covered) following hypothesis were assumed: harmonized with the ERTMS Implementation Plan (reinforcing GSM-R and realizing • invariant number of cabins; Digital IXL ERTMS-Oriented) • Trenitalia's fleet (3.506 cabins) fully equipped within 2026; 3 Definition of an ERTMS deployment plan on the rolling stock coherent with the ERTMS • a two years time frame is lines equipment programs managed by Infrastructure Manager expected to complete the equipment of rolling stock with 4 Appropriate production capacity of the infrastructure manager, railway undertakings ERTMS and STM/SCMT for all and suppliers (1.000 km/year of ERTMS and 100 IXL ERTMS-oriented/year) railway undertakings; • the analysis is not extended to the 5 Definition of a scheme of financing for the whole system (trackside and on-board HS system. system) 10
High Level ERTMS: Types of investment cost, and on board and track-side savings INVESTMENT COSTS Costs related to the ERTMS realization, to the upgrading/extension of the GSM-R and for the audio-frequency ERTMS track circuits INVESTMENT COSTS of IXLs Costs related to the realization of Digital Interlockings (IXLs) and for the upgrading of the network with AND RELATED SYSTEMS C Supervisions Systems (CTCs) A P Costs due to the ERTMS overlap with existing systems, if the legacy system SCMT (discontinuous signaling system OTHER COSTS: E currently used in Italy) is not decommissioned contextually. In particular, this kind of costs are related to the OVERLAPPING, RENEWAL AND DISMISSIONS renewal and reconfiguration of the SCMT, the interfacing with existing IXL-CTC systems and for the X reconfiguration of the IXL following the decommissioning of the SCMT system INVESTMENT COSTS FOR ROLLING STOCKS Investment costs due to the rolling stock on-board equipment EQUIPMENT SAVINGS ON LINE Delta savings due to the reduction of ordinary maintenance costs, to the reduction of costs for manage the track MAINTENANCE, TSR AND O PERSONNEL speed reduction (TSR) given via radio and to the use optimized of personnel P E ORDINARY MAINTANANCE X Delta costs due to ordinary maintenance COSTS 11
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