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Despite the implementation of advanced rail control systems, railway accidents, collisions, and derailments are still occurring. The existing architecture of the control systems is largely dependent on the human intervention, which results in the error. The purpose of developing NGTC ( Next Generation Train Control Systems ) is to identify the similarities and differences in the architecture, system design, hardware and software platforms of ETCS (European Train Control Systems) and CBTC (Communication based Train Control Systems) and converge them together.
ETCS and CBTC for Mainline and Urban Railway
ETCS was developed to support interoperability of the mainline railways, while CBTC systems support the automated operations on the urban railways. ETCS and CBTC are providing new opportunities for safety and capacity improvements, and cross-border operations for mainline and urban railways. ETCS architecture is based on the defined set of train protection functions and track-to-train messages (airgap) providing full interoperability between the infrastructure and the trains. CBTC architecture involves various control and command systems, which are company specific and address high-performance needs, but are not always interoperable between themselves.
Need for NGTC (Next Generation Train Control Systems)
Rapid urbanization and continuous growth of cities has led to need for new and optimized signaling systems, which includes standardized future train control systems for mainline and urban domains that provide ATP (Automatic Train Protection), ATO (Automatic Train Operation), and ATS (Automatic Train Supervision) functionality whilst significantly reducing TCO/Lifecycle costs, and achieving an overall improvement in performance at lower cost. In order to address all these challenges these demands, UITP and RATP, in collaboration with suppliers such as Alstom, Ansaldo STS, AZD, Bombardier, CAF, Siemens, and Thales, started converging ETCS and CBTC systems.
Technology upgrades with the NGTC (Next Generation Train Control Systems)
In addition to system convergence, NGTC identified other common working areas like Internet Protocol (IP) based communications, implementation of moving blocks, and satellite positioning. It is expected to significantly improve the operational efficiency of the overall rail transport network and reduce its life cycle costs.
Moving Block Concept
The main function of moving block is the train separation function, and some functions related to interlocking. It is primarily used within urban railways, but is taking into account the specifications contained within the ETCS Baseline 3 for ETCS Level 3 systems. By migrating to moving blocks, a rail operator gains the capability to run trains much closer together; the reduced adaptive distance between trains according to actual train speed; reduced wayside equipment, resulting in reduced maintenance & life cycle costs, improved reliability.
IP-based Radio Communication
The major objective of NGTC is to highlight both mainline and urban functional requirements and system performance requirements for radio communication system and future communications technologies for both railway systems (ETCS and CBTC). It can be done by defining a list of possible technologies, taking into account the conditions for their use in the railway context; identifying QoS capabilities and radio coverage quality that can be achieved in a railway environment; and Studying the relevant communication systems, specifically IT-security, relevant IP rules and the definition of external interfaces of the IP-based communication system, suitable for CBTC and ETCS.
Satellite-based Train Positioning
NGTC started from the basis of GNSS (Global Navigation Satellite Systems), GRAIL-2, SatLoc etc. projects to achieve integration of satellite navigation technology in ETCS, compatible with current specifications. It collects information about current status of railway environments and analyzes the impact on ETCS virtual Balise function; defines and quantifies relevant parameters for signaling application.
The introduction of ATO to the ETCS system greatly increases the functional convergence with the urban train control systems. The majority of the ATO and ATP functions can be found in both the mainline and urban train control systems; although the level of the current specifications can be different within each function. NGTC system and the mainline and urban domain could also be increased by specifying additional functionalities for the mainline domain, such as ATS, including the Traffic Management functionality.