Driving under ETCS L1 control
ฝัง
- เผยแพร่เมื่อ 6 ต.ค. 2024
- A demonstration of ERTMS-ETCS Level 1 functionality in the everyday driving.
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See below for shortcuts to the different situations:
01:45 Starting the train in SR mode;
04:52 Station stopover;
09:12 Obtaining a new movement authority at the distant signal of the next station;
09:37 Braking too late and triggering the overspeed alarm;
13:28 Approaching points set for diverging route and shunting;
17:59 Level transition to Level 0;
21:40 Level transition to Level 1.
There aren’t many ETCS videos out there so I’m grateful for this one, wish it was level 2 cos that seems to be gaining popularity in the UK
Main difference is that signal/track status data is send via GSM-R from control stations instead for balise (yellow plates you see on tracks), so train don't need to run over them to get updated data. So you would not have situation that occurs on 7:10, the data would be there already when signal changed, note that system got updated when train run over the yellow plates. "Popularity" is controleld by cost, level2 is more consty as you need GSM-R infrastructure and servers at control stations sending data to train which upgrade may also require upgrade of entire signal infrastructure, while level 1 can be integrated more easily as extension of existing signal systems, thats why it's callled levels not versions ;]
Funny thing, Level 2 and the new systems doesn't make sense if you only knew this one, to ACK by pressing C confused the heck out of me. We have to use E now, also if you use ATC, the ETCS info will be copied by ATC, which is nice
Very nice explained video. I’m proud that I took part of the Software testing team for ETCS systems for almost two years :)
@Juelz Sutton yup, I have been using instaflixxer for since november myself :)
Now bring your 3rd account and leave the same comment. Come on u can do it!! :)
I miss driving when I see videos like this. I don't miss the stress that forced me out of it though.
Hi! I'm interested in being a train operator/driver someday, what advices would you give me? I am looking to pursue a career in the railway industry. Thanks! 😊
@@jessamnuellicud9923 ZUSI 3 gives you a kick int the butt, if you miss driving, give it a go, ETCS Level 2 is a thing there now
2:40 entry into supervised mode
7:48 Permitted speed jumps to a higher value
10:18 train staying in overspeed zone
15:22 Permitted speed jumps to a higher value
Nice video, to show ETCS in action. I just recently qualified to drive under LZB (or to be specific LZB-CIR-ELKE), the continuous train control system in Germany. (0:20 I also input a garbage Driver ID/TF-Nummer into PZB and LZB every time, like I think everyone else...)
Unfortunately, I (without any first-hand ETCS Experience) have rather mixed feelings about ETCS. Of cause, I like the idea of a unified European system, but I think it does not use the potential, it could have as an international system:
ETCS does not replace all national train control systems, and therefore will resolve, but add to the current mess of incompatible systems, due to their vast variety all over Europe and even within countries.
It won't really help with transcontinental train operations, as trains will still require equipment for national train control systems unless ETCS will be mandatory for all lines. Europe's railways aren't a unified network: i.e. different electrical systems are used, loading gauges are incompatible, as well as different staff qualifications and operational codes from country to country or even within countries.
Additionally, I'm not fond of the concept of using Eurobalises without Euroloops and the use of GSM-R in Levels 2 and 3.
In Level 1 operation the train has no Information (similar to PZB) about the signal a train stopped in front of if Euroloops (that aren't mandatory as far as I know) aren't fitted. In stations for example, after a train came to a stop, the overlap beyond that signal may be dissolved. Without ETCS knowing the signal aspect, it permits you to start and accelerate to 40 km/h (with PZB90 it is only 25 km/h) without enforcing the breaking curve (to come to a stop before the signal again) or even prohibit such movement at all.
In Levels 2 and 3 movement authorities are transmitted via GSM-R. From my experience, GSM-R is often very unreliable (regularly call setup fails despite network coverage, I get disconnected or there is no voice transmission and already twice an emergency call failed so I had to look up the phone number of the Fdl/train dispatcher and call via my cellphone). Of cause, ETCS will fail to safety when GSM-R fails, so this is not my main concern. However GSM-R's encryption is weak and movement authorities lack a sufficient cryptographic signature and because anyone can interfere with radio signals, this has the potential for manipulation of the movement authority itself or (in Level 3) of the reported train's position, while the EVC (Euro Vital Computer) and the RBC (Radio Block Center) are also exposed to potential wireless attacks.
I have to admit, the tampering of GSM-R-bound ETCS-data (or in Level 1 with the content stored in Eurobalises) sounds a bit far, but when there are no wayside signals anymore, ETSC will be a single point of failure, so I think this standard could have had some better cryptography implemented
But I think it is a practical, rather economical, modern and expandible system with many great features, like the volume of information, conveyed to the train (if the necessary trackside data is available and complete).
For example, in Level 1 with Euroloops the system could prevent starting against a signal indicating danger, which LZB already does (it is continuos) but PZB cannot do.
By the way, I think its quite neat to have catenary signals mounted right inside the catenary suspension. I couldn't spot it, so which country is this, and does somebody know what class (with some decent brakes) is been driven?
I think this is the Czech Republic
@@xLars_ it's actually Bulgaria. I took a screenshot at 10:52 and entered the text of the station name on Google Translate. It turns out that it's Parvomay Station. I googled that and that's a city in Bulgaria. So that's it. 😂
@@adotsuarez oh allright
I think the GPS R is using older network with weak encryption. This Huge weakness. I am IT architect.
Sad that EU money did not go for Secure Open Source lvl 4 system.
@@adotsuarez you mean krakozhia?
Very nice video!!
In Spain the ERTMS standard is moving out the old ASFA standard in regular lines too. The first time is more intrusive than ASFA but when get used all days is very friendly whit us.
Nice video 👍🏻
Driving for one year now with the etcs system (also level 2) and it work very nice and smooth. Funny to see that we could now drive into each other's countries ;)
However, I do see a few differences ..... although this difference will be in the national values, I expect
Platform entry speed was quite high we usually aim for around 50kph/30mph here in the UK depending on the length of the train
Some platforms in UK are quite short but I think some 10-12 car trains could easily enter the platform at higher speeds
A very detailed presentation indeed, including real scenarios. Greetings from a train driver with GFR Hellas!
This looks similar to the BR ATP used on the Great Western Mainline but with more capabilities! I like it!
Isn’t the fact that they’re so similar the reason why they’re having trouble with fitting the Heathrow tunnels with ETCS?
Very interesting and cool to see this, my area is set to have ERTMS-ETCS L1 installed (Metrolinx in the Greater Toronto area in Canada) so cool to see how it may work.
This channel is the best for train locomotive gore/workings
It would have been nice if there were infill balises or loops at the end or alongside the train station platforms.
10:20 I'm sure that won't become annoying at all
It's meant to be annoying, obviously... You should never be in that range in the first place...
Just like the German Indusi / PZB. If the train control system triggers an emergency brake, the buzzing / voice output will sound continuously. You can free yourself a little earlier with the free button, but you still have to stop. Otherwise the whole theater starts all over again.
This system operates also in all high speed and Milano - Novara, Milano - Chiasso and Firenze - Roma “direttissima” liens
For the Milano Chiasso line full name is Gotthard Railway (Gotthardbahn) Zürich Luzern Arth Goldau Erstfeld/Gosnöchen-Ariolo/Bodio-Lugano-Chiasso-Milano
@@EpicThe112 no, the Gotthardbahn is only between Chiasso and Luzern. The Italian part is called “Milano - Chiasso”
In Belgium is TBL1+ used, but Infrabel and NMBS are installing ETCS.
thank you for this beautiful video, you take me to your train. upload more pls..
Are you planning to film any more locomotive cab ride videos ? Have not seen one in quite a while - hope all is well, thanks, Dana.
Why in Staff Responsible mode the speedometer is only displayed from 0 to 150 km/h partial while in all the other modes the full speedometer from 0 to 250 km/h is displayed? When the train is not able to drive more than 150 km/h, then it would make sense to display the speedometer in all modes only until 150 km/h. Alternatively, if only 40 km/h in Staff Responsible mode is allowed, then it would make sense to display the speedometer only until 40 km/h.
Is to show track speed limit, which can be higher the vehicle limit. ETCS level 1 and 2 in vehicle have no idea about track speed limits until it runs over balise (yellow plates on track) to get that data.
So ERTMS / ETCS Level 1 even has built-in train safety functionality (as in, can automatically engage brakes)? From what I can observe, movement authority is only obtained at signals. I believe that ETCS Level 2 movement authority is issued at not just signals but waypoints as well.
All ETCS levels have safety functionality (safety is the main function of ETCS). Some trains can even driving themselves automatically depending only on ETCS data.
In Level 1 the movement authority is received at sertain points: not only the signals but also some dedicated track balises between the signals. Every 2 km there are also repositioning balises which provide only position data for correction the onboard unit self measuring errors. The driver is responsible for proceeding against a signal which is expected to be at "Stop" depending on the last received data. So on, passing a signal at danger is still possible but not at high speed and the emergency brake will be applied immediately. Although this is very unlikely to happen because all of the warnings sounded when approaching the signal.
Level 2 movement authority is radio transmitted to the train and can be updated at any time so there is no need to proceed slowly to the signal and there is no need of light signals at all. The trackside balises are simply position markers. The trains on Level 2 track can be fully automatic driven.
How does Level 2 deal with unexpected/incidents ahead of the train or objects blocking track in fully autonomous mode?
The train would hit the blockage at full speed. This is why the driver is still present even in full autonomous mode with exception of some urban railways with completely restricted access to the tracks.
In Level 2, you can revoke the movement authority over the radio, when emergency situation arises (eg. opposing train ran afoul of the red signal), or when it becomes clear the route won't be needed. In level 1, you can't do much. The signaller would then try to use old fashioned radio/phone call to stop the train. Note that the control system can't by itself detect many blockages, ie. if a rock falls on the track nothing can be done.
Also note that ETCS Level 1 can receive radio infill as well. The distinction really is that L1 movement authorities always replicate trackside signals/sections, whereas L2 can start/end at a "marker" as well.
There's no fully autonomous running in ETCS L1 or L2 (deployed). Also, depending on the implementation, some aspects of driving are not supervised by ETCS.
Most of the time when they see something unexpected it's too late anyway.
Very nice footage, greetings from Romania:)
Very nice informative video. Does anyone know what class/type train is being driven?
Great demonstration of the ETCS action! Greetings!
awesome video! actually all of your videos are amazing. keep up the good work!
Strahotno video kolega. Dosta poznati zvuci ( osven tozi koito vi kani da priemete smqnata niv 1 / niv 0... )
Hubav napredak, i dosta priliki s etcs tuk v Belgia ( znam etcs e za cqla evropa no ima malki razliki).
Karal sum i v nivo 2. Strahotno e.
Pozdravi
Hi. Is this an ASEA machine mounted with ETCS or a Siemens EuroSprinter Taurus machine?
thanks so much for your video, it helps me a lot for my earlier days of my work to learn how the system work.
amazing video! is that Ansaldo STS MMI?
in south korea etcs system(called ATP)
release speed - 15km/h or 25km/h limit
shunting mode - 25km/h limit
I have a locomotive that has ETCS in TrainSimulator.
Are in real the Overspeedings limited (in TrainSim i can overspeed more times), but in real what happens if you overspeed with 125km/h in example 10times in 5minutes on a Track with 120km/h (Orange Warning).
I know that all is recorded in the Blackbox, but is there a forcedbraking or traction blocking from ETCS (to stop someone that drives bad)?
So, where is this? Germany? I'm in training to be a train driver in the Netherlands and ETCS (ERTMS) is part of our exams already. Over here, we start with level 2. So in 10 years, all lights and signs around the tracks will disappear. To bad it will take this long for our railways to implement this system. At the moment, we still operate under ATB (Automatische Trein Beïnvloeding/ Automatic Train Influencer?)
Looks like Bulgaria...
But as a matter of fact in regards to Germany: Due to the incompetence of several people, there won't be a complete ETCS System in Germany until 2050.
This is due to the fact that the current PZB and LZB System (Punctual Train influence) and Linear train influence (for trains over 160 Km/H) are connected to the ETCS computer, so if one of them fails, you don't have any influencing safety systems at all, limiting you to 50 km/H ^^
Plus the installation of ETCS on the tracks - They completed the second line now... xD
Bulgaria
What type of train is this?
Which is the station at 15:50?
Dimitrovgrad
Is this the train БВ 8611 (according to data input at 1:17) from Sofia to Burgas? According to the time table it starts at 01:05 PM but the user interface of the ETCS shows times around 07:00 AM to 09:00 AM?!
Locomotive seems to be the Bulgarian Yugoslavian & Romanian of the Amtrak SEPTA and MARC AEM-7 NJ Transit ALP-44 all are derived from the Swedish Rc Locomotive. My question is inside Bulgaria are DR Baureihe 132 V60 DR Baureihe 104-106 BDZ 07 & 52 class locomotives equipped with ETCS or not?
Not equipped at all. Actually, we have only one equipped locomotive for testing purposes and its onboard unit is now non functional. We have 200 km ETCS lines with no ETCS controlled trains running on them.
Great video.☺️
Do you ever drive the trains with ETCS panel in EBICAB STM mode? If so - will you do a video of that some time? :-)
Great job!
Can you tell me which program was used for edit this video?
Is it automatic(ATO) or driven by driver? Probably not automatic because of the inciden at 10:00?
Thanks, that video is quite educational
Great video, thanks for sharing!
Wouldn't RIU help when starting after stopping at a station?
Zdravei kolega, videoto ti e mnogo interesno. Zapoznat sum sus ETCS. Dosega sum karal ETCS L1 ( na alstom i siemens ). zabelazvam che e leko razlichno ot tova koeto vie karate v momenta. Koq sistema e tq ? Ot drugata sedmica zapochvam da izuchavam ETCS L2. pozdravi ;)
это не интерфейс человек-машина. это какой-то взрыв мозга. Человек нажимает кнопку со стрелкой вверх, а фокус ввода переходит вниз.
Разработчик интерфейса на сверхтяжёлых наркотиках сидел.
То като знам, че е снимано сутринта по слънцето се ориентирам, то това да не е влак 8601 Слънчев бряг, че спря на 1 коловоз в Пловдив, защото те тогава спираха на 1ви а сега с новите локомотиви и рециклираните вагони спира на друг?
How does the system Knows about Red signal?. Automatically or manual entry? Which is this train?
There are balises (antennas) between the rails, picked up by a reciever on the underside of the train.
The interface and the speed supervision functionality seems very similar to the never fully implemented ATP system in the UK (ATP is for automatic train protection)
Old training video from when the system was being tested in the 90s
th-cam.com/video/q9eTG51aHEg/w-d-xo.html&ab_channel=TheTrainChannel
Where is this?
what model locomotive is this?
seems to me Ea 060 or Le 5100kw updated versions. (Romania build it).
Sweden did as far as I know.
It is BDZ class 46 200 lokomotive made in Romania and modernized by Konchar for 160km/h.
Thank you.
But originally it is from Sweden.
en.wikipedia.org/wiki/SJ_Rc
Very interesting and great content! How do they allow for temporary speed restrictions (working on the line and so on)?
One temporary speed restriction can be implemented by reprogramming the existing track balises or by adding dedicated temporary balises on both sides of the low speed zone. The data transmitted includes the speed, the distance to the beginning of the restriction and the length of the restriction.
Good informative video
What train?
what kinda locomotive is this and where ?
Romanian made series 46 used in Bulgaria
Tc Rail може ли Cab Ride примерно Варна-Сливен
Which class is it?
Νice informative video!Thanks!
So, what route is this?
If any person knows my question please answer me . This is manual drive or auto drive ??
Manual
@@TC-Rail thanks
Looks almost the same as the alstom cbtc DMI
What systems is that used on?
The Amsterdam subway is using it. It's basically the same system.
I like the German LZB system more.
Good system
thanks
46ца ли е локомотива или 44 жълто-син?
46 211
What country is this in
Bulgaria
It is great to see, that Bulgaria has a decent train network in action
that's why many train drivers from my country(Romania) say we don;t need this system,because it's very complicated,and they are too lazy to understand and implement all those data.
Is it the same like LZB?
Pretty close, although I would say LZB is more advanced with its continuous data transfer.
LZB is a lot closer to ETCS L2, which has continuous data transfer over GSM-R. L1 one is kind of an "entry level" that is easy to implement on existing lines with other types of signalling.
Level 1 is like PZB :-)
Not really. Level 1 transmits a lot more info than PZB.
Not only that, ETCS has linking for example. PZB is, compared to ETCS, a century old tech.
nice 9.38
Full automatically
i will feel safer in an 08, at10 mph
БДЖ си е тотален леш... Имаме 2-3 по-свястни локомотива и всичко останало е трошляци от 50 години. За да се оправи тази компания, машинистите трябва да станат началници, а началниците - машинисти!
This video proves that earth is absolutely flat :D
10 min
Накрая гарата е Димитровград.
nice video lul
With all this modern tech coming in I can't wait to retire, I enjoy the job but I hate all this computer rubbish, I'll leave it to you youngsters 😉
Drivers should just do nothing and let the train stop it's self so they can keep to the timetable
right driving ? strange !
Actually in Europe only Italy, France, U.K., Portugal and Sweden drive on the left (if I’m not wrong)
Not all France drive on the left. Alsace-Moselle drive on the right.
@@marcodamasio Austria partially still has left driving as well.
In the Netherlands it is left AND right driving. Mostly with the same speed and security.
You have all right. Just the more often case is left. But why not :)
Let the computer drive the train. Drivers are over.
What train is it?
Which OBU is this?