MUST READ! My S+D article, with the full technical details on chosen functionality. Traffic Management System for the Digital Systems Program in Sydney published 09/2024 in S+D.
Technology: TMS, ETCS Level 2, RadioBlockCentre RBC, Interlocking, Signalling Layer, Dispatching Layer, RailControlSystem RCS, SBB
Partners: Transport for NSW, Siemens, SBB
Find my latest IRSE News Articles on the IRSE Swiss Sections homepage www.irse.ch
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On 3 December 2021, 24 IRSE Swiss section members and five guests visited the Appenzeller Bahnen (AB). The event was organised by Bruno Huber who has been involved as the external project leader on improving the infrastructure of AB. The Section had the opportunity to visit part of the improvements and to also see the special challenges a narrow-gauge railway company has in improving a service that passes through villages on their own tracks, and sometimes on tracks shared with road traffic.
The first part of the event was held in a classroom, where Roland Steingruber (head of infrastructure at AB), Thomas Graf (specialist of signalling at AB) and Bruno Huber gave some insight to the audience of AB and the special challenges of the project.
Appenzeller Bahnen (AB) is located in northeastern Switzerland and provides 6.3 million journeys every year on a network of 94km with 71 stations. The infrastructure also consists of 28 bridges and five tunnels. They are proud that AB operates the steepest adhesion traction in Switzerland having a gradient of up to 8 per cent. We visited AB specially to see the two projects Diameterline (DML) and the Teufen on-road cross-town link (Ortsdurchfahrt). Both projects belong to a bigger programme that will bring 15mins service interval from Teufen to St. Gallen. The programme will also reduce level crossings along the line and make significant progress in accessibility for people with disabilities.
The first site visited, Niederteufen, showed a few different level crossings with lights only or one arm barriers. Two level crossings protecting the two station tracks, where cars entering the main road must wait patiently on the double line under the arms, until the traffic is allowed to merge in. It was striking to experience how interwoven the track and the road are. A lot of properties have their own level crossing to enter their driveway – but the lights and bells are considered irritating especially late at night. Of course, the democratic stakeholder involvement process is aims to find the best solution for every party, a typical Swiss approach, which allows better overall acceptance for the solution.
The DML is already in operation. Major track relocation had to be done around St. Gallen main station and the Ruckhalde tunnel, 725m long, was built. Different types of points as well as different types of clearances were also a challenge.
The programme aims for completion by 2035. The whole line study initially considered more than 20 timetable variants. In consultation with multiple stakeholders including Federal Office of Transport, operational considerations and infrastructure management, the preferred solution for the whole line was found. As consequences some crossings must be moved, and in the section of Teufen, there will also be crossings in the on-road cross town section. This had multiple effects as the extension of the crossings and the addition of the tunnel Vögelinsegg added 90s, along with introducing a double line in Teufen.
For sections of the Teufen on-road cross-town link the operational rules will shift from ârailâ to âlight railâ rules due to 14 level crossings and of course the section where the train drives on the street. Further pillars of the programme are the station Teufen itself and the level crossing/roundabout to enter the station. To introduce the roundabout a whole house will be moved to make the required space available. The already performed project steps had to foresee further project development, so the already built interlocking had to allow for the extension of the cross-town link. The station itself should have the possibility to shunt trains to give access for passengers to the middle platform. The roundabout with a point in the middle and the next point right next to the footpath were for geometrical reasons. The cable pits and pipes had to have enough capacity for the cross-town link and had to be planned well in advance.
Some special challenges were around axle counters in the on-road section. During wintertime heavy snowfall and ploughing produced some ghost occupations. Additional axle counter logic would avoid this in a later phase.
The second site visited in the best winter weather was the station Teufen, taking the train 6 minutes uphill and revealed the real challenges. Making the left turn towards the church of Teufen allows the train driver to just see the signal for more than 6 seconds, which is the minimum signal sighting time mandated by the national regulations. Shortly after the signal there are two pedestrian crossings and a parking lot directly next to the track where cars drive in from the road crossing the track and reverse out backwards over the track again. The train driver needs nerves of steel coming around that corner! The beautiful station with the evening peak hour traffic on road and track, including pedestrians, shows that all parties need patience to let other traffic cross despite the combined signalling system.
A typical Appenzeller Dinner including the iconic âBere-Schlorzifladeâ (pear tart) concluded the impressive evening. Many thanks to Appenzeller Bahnen for the excellent site visit and our organising team which created again a superb event.
The last section for the new railway link through the alps the Ceneri Base Tunnel (CBT). There are still 1000 days to go before the timetable changes in December 2020. What improvements will the new timetable bring? The Canton of Ticino, which has ordered the Bretella connection, will then only need 30 minutes for the travel from Locarno to Lugano. This corresponds to a halving of the travel time compared to the current journey. But the CBT will offer even more benefits for operators and train passengers.
From the 2020 timetable change, up to 216 passenger trains and 170 freight trains will pass through the Ceneri Base Tunnel every day. This will result in a considerable densification of the Ticino S-Bahn. The changes in the TILO concept from the commissioning CBT will lead to a quantum leap in public transport in Ticino. It can be assumed that additional trains will soon be running. A strong increase in passengers is expected between Sottoceneri (Lugano) and Sopraceneri (Bellinzona). In the medium term – according to the ideas of the Canton of Ticino – a ÂŒ-h interval between Bellinzona and Locarno is to be expected.
Cross-border services will be intensified. The Ticino and Lombardia suburban railways will grow together more and more. It is therefore possible that foreign rolling stock will also be used.
Furthermore, the operator intends to achieve the biggest possible homogeneity of the travel speed of various train types in the CBT. The minimum speed required by the Federal Office of Transport (FOT) is 80 km/h. Freight trains will normally travel at a minimum speed of 100 km/h. The speed of intercity trains in CBT will normally be 200 km/h. During operation, the Vmax 250 km/h can be used to gain travel time where trains need to catch up a delay. With regard to headway times, the minimum operational headway required by the FOT applies, which is calculated using the worst braking train and will thus amount to 3 minutes between freight trains at v = 120 km/h (each l = 750 m, 1600 t).
The new interlocking system will ensure that the specified improvements are achieved. The detail planning has been completed and is currently undergoing the planning approval procedure at the FOT. The first data preparation was set up, approved by the safety-oriented testing (SIOP) and was tested in the Ceneri laboratory (CLAB) at the company location in Friesenberg.
The next project activities until summer 2018 include the integration of the traffic management system and tunnel automation system in the CLAB, system tests in the CLAB, the preparation of documentation for the cable distributors on the track, the sample installation of balises, marker boards, axle counters and point light signals at three locations.
Das letzte TeilstĂŒck fĂŒr die Flachbahn von Altdorf bis Lugano ist der Ceneri Basistunnel (CBT). Bis zum Fahrplanwechsel im Dezember 2020 sind es noch 1000 Tage. Was wird der neue Fahrplan fĂŒr Verbesserungen bringen? Der Kanton Tessin, der den Anschluss “Bretella Locarno – Lugano” bestellt hat, wird ab dann nur noch 30 Minuten fĂŒr die Verbindung Locarno – Lugano benötigen. Das entspricht einer Halbierung der Fahrzeit zum jetzigen Stand. Doch der CBT wird noch weitere VorzĂŒge fĂŒr Betreiber und Zugreisende bieten.
Ab dem Fahrplanwechsel 2020 werden tĂ€glich bis zu 216 PersonenzĂŒge und 170 GĂŒterzĂŒge durch den Ceneri Basistunnel fahren. FĂŒr die S-Bahn Ticino wird sich dadurch eine namhafte Verdichtung ergeben. Die VerĂ€nderungen im Angebotskonzept TILO aus der Inbetriebnahme (IBN) CBT werden im Tessin zu einem Quantensprung im öffentlichen Verkehr fĂŒhren. Es ist davon auszugehen, dass bereits kurze Zeit nach IBN ZusatzzĂŒge verkehren werden. Eine starke Zunahme an FahrgĂ€sten zwischen Sottoceneri (Lugano) und Sopraceneri (Bellinzona) wird erwartet. Mittelfristig wird â gemĂ€ss den Vorstellungen des Kantons Tessin â mit einem ÂŒ-h-Takt zwischen Bellinzona und Locarno zu rechnen sein.
Die grenzĂŒberschreitenden Angebote werden intensiviert. Die S-Bahn Ticino und Lombardia werden mehr und mehr zusammenwachsen. Es ist daher möglich, dass auch auslĂ€ndisches Rollmaterial zum Einsatz kommen wird.
Im Weiteren beabsichtigt der Betreiber im CBT eine möglichst grosse HomogenitĂ€t der Fahrgeschwindigkeit diverser Zugstypen zu erreichen. Die vom Bund geforderte Mindestgeschwindigkeit betrĂ€gt 80 km/h. GĂŒterzĂŒge werden im Normalfall eine Mindestgeschwindigkeit von 100 km/h fahren. Die Geschwindigkeit der FernverkehrszĂŒge im CBT wird im Regelfall 200 km/h betragen. Im operativen Betrieb kann, wo sinnvoll (VerspĂ€tungsfall), zum Fahrzeitgewinn die Vmax 250 km/h eingesetzt werden. BezĂŒglich Zugfolgezeiten gilt die vom BAV geforderte minimale betriebliche Zugfolgezeit, welche sich ĂŒber den worst case berechnet und so 3 Minuten zwischen GĂŒterzĂŒgen bei v = 120 km/h (je l=750m, 1600 t) betragen wird.
Die Sicherungsanlage wird dafĂŒr sorgen, dass die vorgegebenen Verbesserungen erreicht werden. Die Detail- und AusfĂŒhrungsplanung ist abgeschlossen und durchlĂ€uft derzeit das Plangenehmigungsverfahren (PGV) beim BAV. Die erste Projektierung wurde aufgesetzt, durch die Sicherheitsorientierte PrĂŒfung (SIOP) fĂŒr gut befunden und im Ceneri-Labor (CLAB) am Firmenstandort Friesenberg durch den Werktest geprĂŒft.
Die nĂ€chsten ProjektaktivitĂ€ten bis Sommer 2018 umfassen unter andererem die Integration der Bahnleittechnik bestehend aus ILTIS und Tunnelautomatik im CLAB, Systemtests im CLAB, das Erstellen der Dokumentation fĂŒr die Kabelverteiler am Gleis, die Mustermontage von Balisen, Tafeln, AchzĂ€hlern und Weichenlichtsignalen an drei Standorten sowie erste Materiallieferungen fĂŒr die Aussenanlagen.
Wurde ausgequetscht zum Thema Gotthard. Hier das Interview: https://www.zhaw.ch/de/engineering/ueber-uns/newsletter/newsletter-inhalte/newsletter-inhalte-detail/news-single/unterwegs-durch-den-perfekten-tunnel/
FĂŒr die Alumni Mitteilungen der Alumni ZHAW habe ich untenstehenden Artikel geschrieben:
Der Gotthard Basistunnel ist in Betrieb!
Seit Dezember ist das Jahrhundertbauwerk Gotthard Basistunnel im fahrplanmĂ€ssigen Betrieb der SBB. Als Testingenieur war ich von 2008 bis 2016 im Projekt fĂŒr die Thales Rail Signalling Solutions AG tĂ€tig und habe fĂŒr die Alumni Mitteilungen schon mehrfach aus dem Projekt berichtet. Im Jahr 2016 waren mehrere Schritte notwendig, um den Basistunnel termingerecht zum Fahrplanwechsel zur VerfĂŒgung zu stellen. Hier die Höhepunkte aus dem Jahr 2016.
Im Mai 2016 wurde die Inbetriebsetzung abgeschlossen. Dazu zĂ€hlte der Testbetrieb, welcher von Oktober 2015 bis Mai 2016 stattfand. Dann wurde das Bauwerk fĂŒr den Probebetrieb der SBB ĂŒbergeben. Im Test- und Probebetrieb wurden Zugfahrten und Prozesstests durchgefĂŒhrt. Diese dienten als Grundlage fĂŒr Nachweise zur Betriebsbewilligung. Damit wurde gezeigt, dass der Betrieb mit Personen- und GĂŒterzĂŒgen, der Personaleinsatz und die EreignisbewĂ€ltigung reibungslos funktioniert.
Am 1. Juni 2016 fand die offizielle Eröffnung statt, welche sich internationalem Renommees erfreute. Am 2. Juni wurden die Mitarbeiter eingeladen, die den Tunnel erbaut haben. Höhepunkt war die Rede von BundesrĂ€tin Doris Leuthard, die den Dank den Erbauern ausgesprochen hat – in einer sympathischen und emotionalen Weise, wie ich es selten erlebt habe. Das Eröffnungsfest schloss mit dem zweitĂ€gigen Volksfest, bei dem an den Bahnhöfen Erstfeld und Biasca, sowie den Tunnelportalen RynĂ€cht und Pollegio grosse FestplĂ€tze aufgebaut waren. Dort konnten ZĂŒge und weitere Exponate besichtigt werden.
Ein weiterer Höhepunkt hat am 11. Dezember 2016 stattgefunden – die erste fahrplanmĂ€ssige Zugfahrt von ZĂŒrich nach Lugano. Die SBB hat zum Festanlass geladen – einmal mehr hat die Schweiz Eisenbahngeschichte geschrieben und ein weiteres Symbol fĂŒr die Schweizer Innovation, PrĂ€zision und ZuverlĂ€ssigkeit in Betrieb genommen. Mit dem Fahrplanwechsel sind sich die Deutschschweiz und das Tessin rund 30 Minuten nĂ€her gerĂŒckt.
Ausstehend war die Betriebsbewilligung vom Bundesamt fĂŒr Verkehr (BAV) fĂŒr die “Aufnahme des Kommerziellen fahrplanmĂ€ssigen Betriebs”. Diese wurde vom BAV fĂŒr den Betreiber SBB Anfang Dezember erteilt. So stand dem bereits breit kommunizierten Termin, der fahrplanmĂ€ssigen Erstfahrt, am 11. Dezember 2016, nichts mehr im Wege.
Die GĂ€ste der SBB versammelten sich kurz vor 6 Uhr auf dem Perron des Gleis 7 im ZĂŒricher Hauptbahnhof. Es stand etwas Erstmaliges bevor. Wie schon Hesse sagte: “Jedem Anfang wohnt ein Zauber inne”, und genau das spĂŒrte man: alle Leute lĂ€chelten. Neben den geladenen GĂ€sten waren auch regulĂ€re Passagiere unterwegs ins Tessin. Um 06:09 fuhr der Zug EC11 mit dem Ziel “Milano Centrale” los. Andreas Meyer (CEO SBB) hat per Durchsage im Zug die Reisenden begrĂŒsst und erlĂ€uterte die geschichtstrĂ€chtige Fahrt. Er kĂŒndete ein FrĂŒhstĂŒck an und wies auch gleich verschmitzt darauf hin, dieses rasch einzunehmen, denn man sei schneller in Lugano als bisher. Rund 5’000 Probefahrten wurden durchgefĂŒhrt und ca. 4’000 Personen wurden ausgebildet, um den Betrieb am Gotthard Basistunnel zu gewĂ€hrleisten.
Auf der Fahrt unterhielten sich die FahrgĂ€ste und erzĂ€hlten von ihren ersten Erfahrungen mit dem Gotthard, sei dies die erste Autofahrt ĂŒber den Pass oder Geschichten um das “Chileli von Wassen”. Die eigentliche Tunneldurchfahrt erfolgte problemlos. Das Tessin empfing uns mit einem wunderschönen Morgenrot. Um 08:17 fuhr der Zug in Lugano ein, die SBB-Kapelle spielte. Als nĂ€chster Zug traf ein GĂŒterzug mit wertvoller Fracht aus Basel ein. Basler LĂ€ckerli wurden entladen, Panettone eingeladen und der Zug sogleich wieder nach Basel zurĂŒckgeschickt. Es folgte der offizielle Akt der Bahnhofseinweihung, bei welchem die Herren A. Meyer SBB, P. FĂŒglistaler BAV sowie die LandammĂ€nner der Kantone Uri und Tessin sprachen. Danach wurde auch noch die Funicolare Lugano eingeweiht. Diese Standseilbahn wurde modernisiert und verbindet die SBB-Station mit der tieferliegenden Stadt.
Die mediale Begleitung des Tages war gross, so wurden am Abend in Tagesschau und 10vor10 Berichte zum Fahrplanwechsel und Interviews mit A. Meyer gesendet. Ăber GebĂŒhr wurde ein Vorfall ausgeschlachtet, bei dem ein GĂŒterzug im Gotthard Basistunnel ein Problem hatte, und abgeschleppt werden musste. Schuld war eine fehlerhafter Rechner auf der Lok des GĂŒterzuges.
In der ersten Betriebswoche mit dem neuen Fahrplan wurden folgende Anzahl VerspÀtungsminuten durch die Sicherungsanlage generiert: 0.
Das nĂ€chste grosse Eisenbahnprojekt in der Schweiz ist der Ceneri Basistunnel, der sĂŒdlich vom Gotthard liegt und die Stationen Bellinzona und Lugano verbindet. Mit 15,4km ist dieser Tunnel deutlich kĂŒrzer als der Gotthard Basistunnel. Das Projekt lĂ€uft ebenfalls bei der AlpTransit Gotthard AG und ist in die Lose Fahrbahn, Rohbau, Bahntechnik und Sicherungsanlage unterteilt. Am Nordportal in Camorino wird ein Installationsplatz aufgebaut. Schon lĂ€nger sichtbar ist das Viadukt zum Nordportal. Dieses Projekt wird mich persönlich auch wieder beschĂ€ftigen, neu in der Rolle als Teilprojektleiter fĂŒr ETCS und Stellwerk. Die Inbetriebnahme ist fĂŒr das Jahr 2020 geplant.
Zum Jahresende 2016 wurde ich von fĂŒr den OmegaTau-Podcast interviewt. Hier der Link dazu. Es hat eine Menge Spass gemacht Red und Antwort zu stehen.
I work as a test lead for the automatic train protection system in the Gotthard Base Tunnel. The company is called Thales Rail Signalling Solutions AG. Thales is in a consortium of Transtec Gotthard, which, on behalf of AlpTransit Gotthard AG equips the Gotthard Base Tunnel with technology. Since December 2013 tests take place. I have led several tests with test drives. Below you find my review of experiment operation Faido-Bodio-West.
On the day before the first electric drive our team travelled to Biasca. The connection between a locomotive and the Radio Block Centre RBC in Bodio we had tested a few days earlier from Zurich. So, we knew that the connection would basically work. Some uncertainties were still there; we would use another locomotive and another radio cell as pretested in Zurich. Since the tests in Lötschberg Base Tunnel in 2007, I did not do any field testing, this is why I was a bit nervous. We arrived early at the briefing, where we did a walkthrough of the planned tests.
First, the electric engine had to be pushed in the tunnel by a diesel locomotive. This is because outside of the tunnel is no catenary available.
Then an orientation tour is planned so that we all can make us familiar with the test track Faido-Bodio-West. Then would take place some tests in which the field data points, also called balises, are approached; This is in order to calibrate the locomotives odometer and also to see the signals in form of marker boards.
At speeds above 160km/h the signals are transmitted by radio to the cab. To supervise the distance to the red signal, the odometer counts down the distance. This test is called âconformity checkâ; it reveals, whether field elements match the plan and indoor equipment.
The briefing was led by the dispatcher from Bellinzona. After the attendance check he calls me. I should explain the script in detail. Somewhat surprised, I explained the conformity check step by step. Then the roles of all participants are discussed. It is announced which role speaks with whom and who not, to improve safety at the maximum.
After the briefing we go to the train, the dispatcher and the colleagues go to the new âoperations center southâ of the SBB. The little train, consisting of locomotive and the diesel are made ready to drive. The train driver asks the operations center for setting the points, so that we can drive to the portal of the tunnel. The atmosphere on the locomotive is friendly, but a little tense, because no one knows whether the checks will work.
Weâre disconnected a few hundred meters after the portal. The diesel drives away, we move the pantograph up. Previously, no electric locomotive used the power here. In fact, the voltmeter shows 15’000V voltage. We can drive! The dispatcher gives his confirmation and we move slowly but delighted in front of the first marker board. Then I ask that the dispatcher to set routes for the orientation drive. We now turn the onboard unit with the train protection ETCS on.
When the train starts up again, it connects directly to the RBC. After 10 seconds, the connection to the RBC is hung up. I’ve a presentiment. Presumably, the locomotive connects to the last selected RBC – and that can really only be the RBC of Mattstetten-Rothrist in Olten. We check the stored telephone number of the RBC, and it is actually the telephone number of RBC in Olten stored.
Weâre changing this to the number of the RBC Gotthard. The onboard unit connects again, now the connection remains stable. The Gotthard RBC likes us better. The dispatcher gives his conformation to drive and we go in the Mode StaffResponsible, where the train driver bears the responsibility for the safety of the train.
100 meters in front of us we find the first data stones, also called balises. On the balises the RBC gives us, via radio, a movement authority in the mode full supervision! The Joy is huge. It works! After asking back the dispatcher it is confirmed that the signals are green. This means, then, that a route is set and the RBC is in full responsibility for the train protection. With 40km/h we travel the 15-kilometer route. At the end, we get out of the locomotive. Meanwhile, all have taken off their jackets. On the Portal, it was windy 2°C, here we can walk around in the T-Shirts. Screaming of joy and clapping echoed through the tunnel. All tension is gone, the mood is relaxed. There are souvenir photos shot on this memorable first trip, in which the system has worked flawlessly. The return trip we drive with a speed of 80km/h.
For the outward journey I check the tunnel-mounted marker boards. It’s all set up properly, the balieses work – we do not get an emergency brake. So I know of the laboratory that the following checks are going to work, as well as the numerous drives planned in the next few weeks. This is a big relief, because the four years of preparation in the laboratory in Zurich have yet fully paid out. After a short pause we proceeded with the conformity check, more data points to be examined. The eight hours pass by quickly. Then we have to order the diesel to pick us up near the portal. Back at the debriefing will be warmly welcomed. We shake all the Hands. At the same time, a first electric drive and a first trip with RBC – and yet successful – has never been done before.
Summary of the experiment operation
On 13.06.2014 the six-month experiment operation ended in the southern part of the West tube between Faido and Bodio. The different tests could reach their goals. At the level of the technical requirements, it should have been shown that all installed systems basically work together. From a perspective of rail operations, the new, for the Gotthard defined processes, particularly in the incident management, were demonstrated. With a view to the final commissioning in 2016, should be demonstrated that the sections approach, to design and test, is fit to the overall system. For Thales, it was particularly also about showing that the lab results are transferable to the field.
To achieve these objectives we tested for 78 days 7109 km in 664 single trips. Thales had 10 days to test exclusively, which resulted in 142 runs. These numbers could give a picture of the drives we’ve done but never would explain how intense the software testing was.
In retrospect, the testing was very intensive and in the end, also successful. All parties have gained a lot of experience and knowledge. The delivered train protection system has met the expectations. We were able to show that the software behaved in the field the same as we knew it from the lab. The basic functions were all available and could be shown in the operational processes.
It was interesting for us to make experiences together with the operator SBB. The processes on the locomotive, manoeuvre of the vehicle between the two tests, the exact position of the vehicle to start the test and how the vehicle got there – all of this has an impact on the subsequent test drive, we learned.
Extremely helpful were the many contacts and insights into the work of the other teams from Alp Transit Gotthard, the SBB, as well as the monitoring of the Federal Office of Transport FOT. Finally, there was a broad interest of Public, visitors from politics and the media, as well as various contributions in Television programs and magazines.
The experiment operation has helped to expand the horizon on a complex system as a whole, with a variety of stakeholders with different expectations and perspectives. This complements our laboratory tests in Zurich. It also helps us planning and optimizing the further commissioning installation sections. It shows that we are well prepared for the test operation that starts in October 2015.
Here you can find some fotos of the first test drive in December 2013