Periodic Reporting for period 3 - X2RAIL-2 (Enhancing railway signalling systems based on train satellite positioning, on-board safe train integrity, formal methods approach and standard interfaces, enhancing Traffic Management System functions)
Okres sprawozdawczy: 2020-01-01 do 2020-12-31
The development of a more cost effective railway, more attractive for its users, is the new paradigm required for competing with the new transport modes and mobility concept.
X2R2 aims at introducing innovative technologies and solutions into some functional blocks of a new generation of a traffic management system. It started the design and the development of:
a) A new Fail-Safe Multi-Sensor Train Positioning (WP3) functional block by applying GNSS, IMU, Digital Map and Radio Localisation technologies to the current ERTMS/ETCS core components for implementing the Virtual Balise concept. It will guarantee the backward compatibility with existing ERTMS systems and the key interoperability requirements.
b) The Safe On-Board Train Integrity (WP4) components to verify autonomously the completeness of the train, detecting the loss of its integrity. This function is one of the steps for removing the need of trackside track circuits and axle counters.
c) The use of Formal Methods (WP5) and standardisation to address the challenges to ensure correct behaviour, interoperability, safety, and reliability in rail control systems, given that schedules to deliver such systems are long and unpredictable, and they are costly to procure, develop and maintain.
d) An Advanced Traffic Management System (WP6) that integrates all rail operation track-side based services. Today, the Data exchange between different applications and business services involved in Traffic Management are not standardized, limiting the integration of data and the automation for decision processes to optimize traffic flow.
X2R2 aims at introducing innovative technologies and solutions into some functional blocks of a new generation of a traffic management system. It started the design and the development of:
a) A new Fail-Safe Multi-Sensor Train Positioning (WP3) functional block by applying GNSS, IMU, Digital Map and Radio Localisation technologies to the current ERTMS/ETCS core components for implementing the Virtual Balise concept. It will guarantee the backward compatibility with existing ERTMS systems and the key interoperability requirements.
b) The Safe On-Board Train Integrity (WP4) components to verify autonomously the completeness of the train, detecting the loss of its integrity. This function is one of the steps for removing the need of trackside track circuits and axle counters.
c) The use of Formal Methods (WP5) and standardisation to address the challenges to ensure correct behaviour, interoperability, safety, and reliability in rail control systems, given that schedules to deliver such systems are long and unpredictable, and they are costly to procure, develop and maintain.
d) An Advanced Traffic Management System (WP6) that integrates all rail operation track-side based services. Today, the Data exchange between different applications and business services involved in Traffic Management are not standardized, limiting the integration of data and the automation for decision processes to optimize traffic flow.
In order to minimize the modifications to the current ERTMS system, preserving the current ERTMS Location and Train Position principles as well as introducing the new technologies, a common view and understanding of the Virtual Balise (VB) concept was agreed. The VB detection is based on an estimated train position computed on a combined use of the different technologies. The Fail-Safe Train Position Specification and the related preliminary functional architecture were defined and described taking into account the key requirements such as backward compatibility and interoperability. Furthermore, a strong collaboration with the European agencies ESA and GSA has been settled. The relationship with ESA and GSA aims to fostering the usage of the next version of EGNOS as public augmentation network for the satellite-based railway application as well as improving the development cycle of the EGNOS system by leveraging on the expertise and needs of the railways stakeholders. GSA collaboration also helped the WP3 by carrying out the Cost-Benefit Analysis for the impact of the Satellite Positioning in the railway context.
As far as the On-board Train Integrity is concerned, its specification phase was completed. Th performed activities included: (a) state of the art analysis of existing technologies & related products suitable for train interruption detection and train completeness monitoring; (b) definition of target scenarios and product classes; (c) investigation and analysis of wireless sensors and/or transponders technologies; (d) analysis of installation options considering operational rules; (e) feasibility study concerning the use of GNSS-based solution for train tail localization.
The analysis of existing Formal Methods was performed focusing the classification of different types of FMs for various uses, including facilitating communication, transparency and collaboration. Moreover, associated survey of FMs in the railway signalling industry was performed. The main use cases for requirement capture, design, development, and verification and validation of railway signalling systems have been defined. They are applied for case studies at the subsystem level, including a variety of different state-of-the-art methods and tools. This will provide results reflecting the potential of FMs at the rail control subsystem level, including the business case perspective. A Level Crossing application area was selected to be used as a basis for the formal methods application, taking into account considerations and trade-offs towards demonstrating the overall project objectives.
With regard to the Traffic Management System (TMS) Evolution, following IN2RAIL2 initial results, progresses were made on system requirement specifications, descriptions of use-cases representing advanced TMS principles and prototypes. Business service applications within a TMS were analysed and the performed activities included: (a) review and complement the required data elements for the Integration Layer, (b) the definition of the system requirement specification for Application Framework and the IF to external clients and services; (c) the development of Key Principles for Design & Test of Prototypes, and of the Key Principles for execution of development and for Design & Test Concepts incl. Report Structure; (d) analysis of applied principles in a TMS, including grouping them into logical clusters and the definition of the list of use-cases to be further elaborated and detailed.
In addition, existing applications for Traffic Management have been benchmarked and together with new functionalities such as ATO a set of use-cases has been developed benefitting from the new technical concepts and representing the base for a future improved and advanced Traffic Management concept.
The WP2 “Technical Coordination & System Coherence” ensured the coordination and coherence between the four technical WPs of the project as well as with open call projects. It performed a system integration of the deliverables of these WP, ensuring the technical continuity with X2Rail-1 as with the IP2 Technology Demonstrators (TDs).
The WP2 continued to work on the functional “Reference Architecture”, including elements coming from the various X2Rail-2 needs, the scope being the overall signalling, control, automation and communication system for railways, covering all the market segments: High Speed Lines, Low Traffic/Regional Lines, Urban/Suburban and Freight.
The WP2 also refined the Glossary of Terms used by/for the signalling and automation domain.
In addition, the activation and management of the collaborations with the two S2R Open Calls named ASTRail and ETALON in the context of WP3, WP4 and WP5.
Finally, the evaluation of possible collaborations with ESA Projects, named STEMS and CAPRESE, in the context WP3.
As far as the On-board Train Integrity is concerned, its specification phase was completed. Th performed activities included: (a) state of the art analysis of existing technologies & related products suitable for train interruption detection and train completeness monitoring; (b) definition of target scenarios and product classes; (c) investigation and analysis of wireless sensors and/or transponders technologies; (d) analysis of installation options considering operational rules; (e) feasibility study concerning the use of GNSS-based solution for train tail localization.
The analysis of existing Formal Methods was performed focusing the classification of different types of FMs for various uses, including facilitating communication, transparency and collaboration. Moreover, associated survey of FMs in the railway signalling industry was performed. The main use cases for requirement capture, design, development, and verification and validation of railway signalling systems have been defined. They are applied for case studies at the subsystem level, including a variety of different state-of-the-art methods and tools. This will provide results reflecting the potential of FMs at the rail control subsystem level, including the business case perspective. A Level Crossing application area was selected to be used as a basis for the formal methods application, taking into account considerations and trade-offs towards demonstrating the overall project objectives.
With regard to the Traffic Management System (TMS) Evolution, following IN2RAIL2 initial results, progresses were made on system requirement specifications, descriptions of use-cases representing advanced TMS principles and prototypes. Business service applications within a TMS were analysed and the performed activities included: (a) review and complement the required data elements for the Integration Layer, (b) the definition of the system requirement specification for Application Framework and the IF to external clients and services; (c) the development of Key Principles for Design & Test of Prototypes, and of the Key Principles for execution of development and for Design & Test Concepts incl. Report Structure; (d) analysis of applied principles in a TMS, including grouping them into logical clusters and the definition of the list of use-cases to be further elaborated and detailed.
In addition, existing applications for Traffic Management have been benchmarked and together with new functionalities such as ATO a set of use-cases has been developed benefitting from the new technical concepts and representing the base for a future improved and advanced Traffic Management concept.
The WP2 “Technical Coordination & System Coherence” ensured the coordination and coherence between the four technical WPs of the project as well as with open call projects. It performed a system integration of the deliverables of these WP, ensuring the technical continuity with X2Rail-1 as with the IP2 Technology Demonstrators (TDs).
The WP2 continued to work on the functional “Reference Architecture”, including elements coming from the various X2Rail-2 needs, the scope being the overall signalling, control, automation and communication system for railways, covering all the market segments: High Speed Lines, Low Traffic/Regional Lines, Urban/Suburban and Freight.
The WP2 also refined the Glossary of Terms used by/for the signalling and automation domain.
In addition, the activation and management of the collaborations with the two S2R Open Calls named ASTRail and ETALON in the context of WP3, WP4 and WP5.
Finally, the evaluation of possible collaborations with ESA Projects, named STEMS and CAPRESE, in the context WP3.
Train Position is one of the SIL 4 functions of the ERTMS system. Up to now, none has used the GNSS, IMU, Digital Map and Radio Localization technologies for guaranteeing this SIL 4 function in the ERTMS standard and interoperable constituents.
The On-Board Train Integrity function and its development in accordance with the different installation needs were not addressed before in other R&D projects. A cost effective solution is the main target for supporting the application of ERTMS Level 3 functions.
Control, command and signalling are at the core of railway operations; they essentially determine safety and performance of the network. In this context, a central and innovative traffic management remains significant for network-wide optimisations. The TMS Evolution will enable the definition and implementation of new services and functions and the optimization of existing ones.
The On-Board Train Integrity function and its development in accordance with the different installation needs were not addressed before in other R&D projects. A cost effective solution is the main target for supporting the application of ERTMS Level 3 functions.
Control, command and signalling are at the core of railway operations; they essentially determine safety and performance of the network. In this context, a central and innovative traffic management remains significant for network-wide optimisations. The TMS Evolution will enable the definition and implementation of new services and functions and the optimization of existing ones.