Periodic Reporting for period 4 - X2Rail-5 (Completion of activities for Adaptable Communication, Moving Block, Fail safe Train Localisation (including satellite), Zero on site Testing, Formal Methods and Cyber Security)
Période du rapport: 2023-06-01 au 2023-10-31
X2Rail-5 is the fifth project in the IP2 “Advanced Traffic Management & Control Systems”. The overall objective of X2Rail-5 is to specify, develop and demonstrate technologies to enable the further evolution of train control systems in the future. This evolution is important for the future rail system in Europe to ensure safe, reliable, performant and fast rail mobility. This will on the one hand help to reduce the climate impact on transport but on the other hand helps to support the mobility needs of the European citizens. It concludes the planned research and development of key technologies within TD2.1 "Adaptable Communication", TD2.3 "Moving Block", TD2.4 "Safe train localisation", TD2.6 "Zero on-site testing" TD2.7 "Formal Methods" and T2.11 "Cyber Security".
Specific issues to be addressed in the entire project X2Rail-5 are related to the following specific detailed objectives:
• To improve line capacity and to achieve a significant reduction of the use of traditional train detection systems by means of the introduction of the Moving Block together with train positioning, train integrity and train length;
• To overcome the limitations of the existing communication system by adapting radio communication systems which establish the backbone for the next generation advanced rail automation systems;
• To achieve a significant reduction of the use of traditional train detection systems by means of the attainment of an absolute and safe train positioning system based on a multi-sensor concept, where GNSS is the preferred technology;
• To ensure security among all connected signalling and control systems by developing new cyber security systems dedicated to railways;
• To improve standardization and integration of the testing methodologies and formal methods application reducing time to market and improving effectiveness in the introduction of new signalling and supervision systems;
• To ensure the evolution and backward compatibility of ERTMS/ETCS technologies, notwithstanding of the required functional enrichment of the future signalling and control systems.
The actions done in X2Rail-5 are based on the results of the previous X2Rail projects.
Specific issues to be addressed in the entire project X2Rail-5 are related to the following specific detailed objectives:
• To improve line capacity and to achieve a significant reduction of the use of traditional train detection systems by means of the introduction of the Moving Block together with train positioning, train integrity and train length;
• To overcome the limitations of the existing communication system by adapting radio communication systems which establish the backbone for the next generation advanced rail automation systems;
• To achieve a significant reduction of the use of traditional train detection systems by means of the attainment of an absolute and safe train positioning system based on a multi-sensor concept, where GNSS is the preferred technology;
• To ensure security among all connected signalling and control systems by developing new cyber security systems dedicated to railways;
• To improve standardization and integration of the testing methodologies and formal methods application reducing time to market and improving effectiveness in the introduction of new signalling and supervision systems;
• To ensure the evolution and backward compatibility of ERTMS/ETCS technologies, notwithstanding of the required functional enrichment of the future signalling and control systems.
The actions done in X2Rail-5 are based on the results of the previous X2Rail projects.
Five Work Packages have been active in the reporting period. WP8 has been completed the work during RP1 and WP3, WP4, WP9, WP10 and WP12 in RP3. Main results achieved:
• WP3 "Adaptable Communication": A common Field Test Plan describing the test environment and tests executed, analysed and documented.
• WP4 "Moving Block": Processing the X2Rail-3 Open Points, provide input as requested for WP10 Formal Methods, as well as perform three different Moving Block Demonstrators. Finally, documentation of future moving block enhancements
• WP5 "Fail-Safe Train Positioning Specification": Gap Analysis of the existing Specification done as well as the two different streams have provided their specification and a common migration strategy
• WP6 "“VB Fail-Safe Train Positioning” Development and Testing": Performance, analysis and documentation of virtual Balise tests
• WP7 "“Stand Alone Fail Safe Train Positioning” Development and Testing": Review of the current SRS and architecture, develop a testing environment for error insertion, test the algorithm performance and analyse of the demo
• WP8 and WP9 "Zero on-site testing": Execution and evaluation of the test demonstrators in lab
• WP10 "Formal Methods": Finalisation of requirement analysis for ERTMS L3 trackside including moving block and the related report. Development of three issues of the FM Guidebook
• WP12 "Integrated Technology Demonstrator": Performing the testing on track, analysing and reporting
• WP13 "Exploitation, Dissemination & Communication”: The final event in a running train was performed together with the projects TAURO and X2Rail-4. The fifth SmartRaCon Scientific Seminar SRC5SS was done together with the project TAURO
• WP14 "Extended modelling, data analysis activities and handover to Europe’s Rail": Complementary analysis for ACS, methodologies for FM and a risk assessment tool for Cyber-Security haven been provided and used to exploit the results to Europe's Rail
• WP3 "Adaptable Communication": A common Field Test Plan describing the test environment and tests executed, analysed and documented.
• WP4 "Moving Block": Processing the X2Rail-3 Open Points, provide input as requested for WP10 Formal Methods, as well as perform three different Moving Block Demonstrators. Finally, documentation of future moving block enhancements
• WP5 "Fail-Safe Train Positioning Specification": Gap Analysis of the existing Specification done as well as the two different streams have provided their specification and a common migration strategy
• WP6 "“VB Fail-Safe Train Positioning” Development and Testing": Performance, analysis and documentation of virtual Balise tests
• WP7 "“Stand Alone Fail Safe Train Positioning” Development and Testing": Review of the current SRS and architecture, develop a testing environment for error insertion, test the algorithm performance and analyse of the demo
• WP8 and WP9 "Zero on-site testing": Execution and evaluation of the test demonstrators in lab
• WP10 "Formal Methods": Finalisation of requirement analysis for ERTMS L3 trackside including moving block and the related report. Development of three issues of the FM Guidebook
• WP12 "Integrated Technology Demonstrator": Performing the testing on track, analysing and reporting
• WP13 "Exploitation, Dissemination & Communication”: The final event in a running train was performed together with the projects TAURO and X2Rail-4. The fifth SmartRaCon Scientific Seminar SRC5SS was done together with the project TAURO
• WP14 "Extended modelling, data analysis activities and handover to Europe’s Rail": Complementary analysis for ACS, methodologies for FM and a risk assessment tool for Cyber-Security haven been provided and used to exploit the results to Europe's Rail
New radio communication system for railways (TD2.1 / WP3, T14.1) is looking on IP based communication system bearer independent, ensuring interoperability and adaptability using different radio technologies. Different innovations developed in the previous projects X2Rail-1 and -3 have been implemented in the demonstrator and tested in the field. ACS will provide the unified communication umbrella for railway applications across different radio access technologies, satellite-based communication systems and terrestrial communication networks, as well as support of legacy systems, such as GSM-R.
Moving Block (TD2.3 / WP4) developed the specification of the system as well as on related operation, allowing to make best use of the track capacity, by operating trains with dynamically controlled movement authorities. In Moving Block operation, the concept is to decouple the infrastructure from train parameters, leaving the train responsible for stopping within the Movement Authority granted. This permits greater flexibility in the case of mixed types of trains and a wide range of rail applications focusing specifically on the different market segments, as well as providing cost savings via the removal of trackside equipment.
Introduction of improved fail-safe train positioning (TD2.5 / WP5, WP6 and WP7) function for ERTMS/ETCS through applying new technologies (e.g. GNSS) will bring additional benefits for end users (e.g. cost reduction, increase of robustness), as well as flexibility for line engineering, maintenance and track management. Two different approaches with a "virtual Balise" and standalone are developed and tested.
The work stream on zero on-Site testing (TD2.6 / WP8 and WP9) will provide a new standardized lab test architecture which will cover a wide bandwidth of operational scenarios and thus allow to reduce the amount of required on-site testing significantly. Standardised conformity tests based on pan-European standards and unified testing methodologies between rail actors will support the reduction of on-site tests, too.
The work stream on Formal Methods (TD2.7 / WP10, T14.2) modelled requirements for ERTMS L3 trackside and separate different types of requirements to enable successful FMs application, based on the formalization of requirements that, if fulfilled, ensure a safe and operational behaviour, including also complementary verification methods based on simulation/testing, and requirements on configuration data. It demonstrates increased coverage and confidence in safety verification evidence, established using formal verification (mathematical proof), to reduce effort, cost and time. A formal methods guidebook and related methodologies have been delivered.
A standardised cyber security framework (TD2.11 / WP11, T14.3) uniformly applicable to all railway systems will lead to protection provided through strong, sustained and standardised approaches for among others cyber security risk assessment and “security-by-design”. A rail specific risk assessment tool have been delivered , too.
An integrated technology demonstration (ITD) of the innovations in the fields of adaptable communication, moving block and train integrity on a real line with two different trains was demonstrated, documented, filmed and analysed in WP12.
Moving Block (TD2.3 / WP4) developed the specification of the system as well as on related operation, allowing to make best use of the track capacity, by operating trains with dynamically controlled movement authorities. In Moving Block operation, the concept is to decouple the infrastructure from train parameters, leaving the train responsible for stopping within the Movement Authority granted. This permits greater flexibility in the case of mixed types of trains and a wide range of rail applications focusing specifically on the different market segments, as well as providing cost savings via the removal of trackside equipment.
Introduction of improved fail-safe train positioning (TD2.5 / WP5, WP6 and WP7) function for ERTMS/ETCS through applying new technologies (e.g. GNSS) will bring additional benefits for end users (e.g. cost reduction, increase of robustness), as well as flexibility for line engineering, maintenance and track management. Two different approaches with a "virtual Balise" and standalone are developed and tested.
The work stream on zero on-Site testing (TD2.6 / WP8 and WP9) will provide a new standardized lab test architecture which will cover a wide bandwidth of operational scenarios and thus allow to reduce the amount of required on-site testing significantly. Standardised conformity tests based on pan-European standards and unified testing methodologies between rail actors will support the reduction of on-site tests, too.
The work stream on Formal Methods (TD2.7 / WP10, T14.2) modelled requirements for ERTMS L3 trackside and separate different types of requirements to enable successful FMs application, based on the formalization of requirements that, if fulfilled, ensure a safe and operational behaviour, including also complementary verification methods based on simulation/testing, and requirements on configuration data. It demonstrates increased coverage and confidence in safety verification evidence, established using formal verification (mathematical proof), to reduce effort, cost and time. A formal methods guidebook and related methodologies have been delivered.
A standardised cyber security framework (TD2.11 / WP11, T14.3) uniformly applicable to all railway systems will lead to protection provided through strong, sustained and standardised approaches for among others cyber security risk assessment and “security-by-design”. A rail specific risk assessment tool have been delivered , too.
An integrated technology demonstration (ITD) of the innovations in the fields of adaptable communication, moving block and train integrity on a real line with two different trains was demonstrated, documented, filmed and analysed in WP12.