Media Library

Virtualisation – the decoupling of software and hardware – promises lower costs and faster roll-outs. At the same time, virtualising safety-critical signalling functions places new demands on safety, isolation and availability. The article compares two architecture approaches for virtualised safety systems, outlines their advantages and disadvantages, and provides recommendations for their use in digital signalling and control systems.

Source: SIGNAL + DRAHT 
 
 
 

The System Pillar of Europe’s Rail also aims to further simplify the so-called “European Instructions” used in railway operations under ETCS. In the target system of the Single European Railway Area, the number of required instructions is expected to decrease thanks to reliable ETCS functionality. This article looks at the history, harmonisation and future of operational instructions.

Source: EI - Der Eisenbahningenieur (only in German) 

A resilient rail infrastructure is essential in light of risks such as extreme weather and deliberate acts of damage. Georedundancy in signalling and control systems helps to maintain operations even in the event of failures. This article outlines solutions, the InfraGO target vision, and the resulting need for action.

Source: SIGNAL + DRAHT
 
 
 

Along their route, trains can be coupled together (“strengthened”) or separated (“weakened”). ETCS offers opportunities for a simpler and more efficient operational process in this context. One example is the new route type known as a coupling route, which is used for coupling trains. At the DB InfraGO Digital Rail Test Field (Digitales Testfeld Bahn, DTB), the procedures for coupling trains using the coupling route were tested and demonstrated to a specialist audience. This article examines the project and its technical details.
 
 

Given the urgent need to renew the ageing and highly heterogeneous signalling and control systems, a nationwide rollout of digital signalling technology appeared to be the logical response. In practice, however, implementation has progressed more slowly than anticipated. Despite coordinated strategies across the sector, processes, interfaces and regulatory frameworks have become increasingly complex. Reducing this complexity in a targeted manner is therefore a key challenge for the entire rail industry. This article provides an overview of potential approaches to addressing this challenge.

The planning of signalling and control systems is often challenged by the poor quality of track network data, which can lead to delays and increased risks in signalling projects. Existing solutions, such as complete re-surveys of the infrastructure, are both time-consuming and costly. There is therefore a need for pragmatic alternatives that can accelerate project delivery while maintaining or even improving planning quality. This article explores potential approaches to addressing these challenges and presents practical solutions for improving the availability and quality of track network data.

When railway communications start thinking in “multiple tracks”: the 5G-RACOM project explored how the future railway communication standard FRMCS can be made more resilient through the combination of dedicated railway networks and public 5G infrastructure. The focus was on multi-path transmission approaches that can flexibly route data across multiple connections, ensuring stable communication even under changing conditions. The article summarises the test setup and key findings and highlights the implications for the further development and practical deployment of FRMCS.
 
 

The branch line block system enables safe and cost-effective single-train operation on many secondary railway lines. With the introduction of ETCS, this specific operating concept must be integrated into modern technical systems, particularly the return journey from the end of the line, which has traditionally been managed through operational procedures alone. The article examines and evaluates several technical approaches and identifies the solution best suited to ensuring future-proof operations on branch lines. (The article is available in German only). 

In driverless operation under ATO GoA4, the train must react autonomously to objects in its surroundings. These reactions depend largely on the objects’ absolute position within the rail network. To determine this position, a GoA4 system requires continuous and highly accurate train localisation. Using the use case of fully automated shunting and stabling movements in the AutomatedTrain project, this article provides insights into the requirements for localisation methods, the tests that can be carried out, and further potential applications. (The article is available in German only.)
 

This article presents a method for developing and validating
a virtual radar sensor model designed to simulate
automated train operations as part of the Digitale
Schiene Deutschland (DSD) sector initiative. The model generates
realistic sensor data in a digital environment and supports
the evaluation and future validation of radar-based object
detection systems used in automated trains.

Source: SIGNAL+DRAHT

In addition to the direct benefits (such as loss-free data transfer, automation potential and trade synchronisation), the digital process has additional effects thanks to the georeferenced basis of the digital data. The result is a seamless interlinking of existing data, planning data and construction information so that any deviation between the planning and realisation is known and comprehensibly documented for all the infrastructure elements at every stage of the project. This creates continuous quality assurance right up to acceptance.

Source: SIGNAL+DRAHT

As a member state of the European Union, Germany is driving the interoperability of European rail traffic forward. To this end, the rail network is gradually being equipped with ETCS. If we are to exploit the potential of ETCS to the full, it is necessary to first prepare the rail infrastructure for ETCS as the leading train control system. This article deals with the preparatory measures that need to be taken into account in the run-up to the installation of ETCS.

Source: SIGNAL+DRAHT

Radio systems (GSM-R, FRMCS and public mobile) are key elements of the Stuttgart Digital Node (Digitaler Knoten Stuttgart, DKS). While GSM-R will go into operation in the highly stressed core of the node in 2026, the focus will shift to Future Railway Mobile Communication System (FRMCS) for he planned phased commissioning in the surrounding area as from 2030.

Source: SIGNAL+DRAHT

The lighthouse project FP2-MORANE-2 has been launched to test the functions and technological components of the Future Railway Mobile Communication System (FRMCS). This article provides an overview of the entire validation project and presents the test scenarios planned in Germany, which will be carried out on the "Digitales Testfeld Bahn" test track of Deutsche Bahn AG (DB) in the Erzgebirge.

Source: SIGNAL+DRAHT

An intelligent traffic management system constitutes a core component for highly automated railway network operations and plays the role of a “planning brain”. The approach presented here uses the Multi-Agent Reinforcement Learning (MARL) method, a subfield of Artificial Intelligence (AI). AI acts on a railway simulation and creates highly detailed schedules for train operations. Significantly shorter computing time is required compared to classic optimisation methods. The approach therefore promises to be applicable to large network areas.

Source: SIGNAL+DRAHT

The Stuttgart S-Bahn fleet is being upgraded for the Stuttgart Digital Node (DKS). In several stages, the class 423 and 430 multiple units will be equipped with ETCS, ATO GoA 2 and FRMCS, among other technologies. The longest article on the DKS project to date describes the history of the conversion project, from conception to ongoing implementation, technologies and accompanying aspects.

Source: Railway Update

DB InfraGO AG and the Control and Safety Technology Division will implement Digitale Schiene Deutschland projects until 2035 et seq. Digital, standardisedand high-performance products are being developed in accordance with the Operational Technical Target Image and implemented in projects. Furthermore, processes are being standardised and costs reduced over the entire lifecycle. Rules, specifications and products are being developed with new methods (e.g. “Scrum”) and project rollouts are being parallelised in order to accelerate the project implementation.

Source: SIGNAL+DRAHT

This article describes the major challenges pertaining to testing fully automated trains that will be addressed at DSD using different test environments during the development of an ATO GoA 4 system. The approach focuses on reducing the highly complex, expensive, and time-consuming field tests in the railway sector. DSD will use these test environments for system testing in its AutomatedTrain project.

Source: SIGNAL+DRAHT

The newly defined ATO planning process will be used for the first time as part of the ATO GoA 2 rollout at the Stuttgart Digital Node. This article provides an overview of the Digitale Schiene Deutschland (DSD) ATO GoA 2 system architecture, explains the new ATO planning process and outlines the associated effects on the sector.

Source: SIGNAL+DRAHT

The Franco-German innovation project 5G-RACOM is investigating the efficient, reliable and sustainable utilisation of the FRMCS and its frequency spectrum. As the successor to GSM-R, FRMCS will ensure real-time, high-performance train-to-ground communication based on 5G and thus enable the far-reaching digitalisation of rail operations.

Source: SIGNAL+DRAHT

The integrated Control and Operating System (iCOS) has been in full operation as a complete system for a year now. The set objectives have been achieved by means of three successful commissioning steps under the reference implementation. Systems from four manufacturers have been integrated into the iCOS since September 2023 and they now are cooperating successfully with each other in a new architecture and with a new interface at various locations.

Source: SIGNAL+DRAHT

Almost all key functionalities of the digital rail system require highly accurate, up-to-date and digitally available infrastructure data. This is why Digitale Schiene Deutschland is working intensively on a so-called "Digital Register (DR)". It is being specified and standardized as part of the European initiative Europe's Rail Joint Undertaking (ERJU). This should enable all European railroads to access compatible infrastructure data in the future.

Source: SIGNAL+DRAHT

Many European railways are striving toward automated rail operations. This requires the collection of extensive sensor data for AI training. A Pan-European Railway Data Factory (PEDF), as a joint infrastructure and partner ecosystem, is seen as a suitable way forward for the sector. This article summarises the highlights and findings of the CEF2 RailDataFactory study undertaken by Deutsche Bahn AG (DB), Société nationale des chemins de fer français (SNCF) and Nederlandse Spoorwegen N.V. (NS).

Source: SIGNAL+DRAHT

End-to-end digital data storage enables the acceleration of security projects. Numerous studies have contributed to findings with regard to the given facts. Now, it is necessary to define a system concept based on these findings and to establish initial applications in the immediate future.

Source: SIGNAL+DRAHT

An intelligent Traffic Management System is a fundamental centerpiece of future digitalized railway network operations. When thousands of trains are on the move in dense traffic, rapid decisions must be made to adjust the operations in the event of disruptions. New approaches are needed in order to be able to respond quickly and effectively to disturbances in future railway operations. Combining Artificial Intelligence (AI) and methods from Operations Research can help address this challenge. This approach was tested on a specific application.

Source: SIGNAL+DRAHT

The plans presented in SIGNAL+DRAHT 9/2023 for the digitalisation of the Stuttgart S-Bahn main line are now gradually becoming reality. This article focuses on experiences from the ongoing implementation, the operational and transport benefits and some optimisation potential. An outlook on the next steps rounds off the article.

Source: SIGNAL+DRAHT

With more than 900 trains per day, the double-track S-Bahn main line in Stuttgart is one of the busiest routes in Germany. After several years of discussion, design and planning, it is one of the first such lines in the world to be equipped with a digital interlocking system (DSTW), European Train Control System Level 2 without signals (ETCS L2oS) and Automatic Train Operation Grade of Automation 2 (ATO GoA 2).

Source: SIGNAL+DRAHT

In the Digital Railway Test Field in the Ore Mountains (Erzgebirge), DB Netz, Nokia and Kontron Transportation have set up and tested a 5G and Mission Critical Service (MCx) based communication network for testing the future railway radio standard FRMCS (Future Railway Mobile Communication System).

Source: SIGNAL+DRAHT

The "pan-European Railway Data Factory" is a kind of ecosystem with a common infrastructure that enables railroad companies and manufacturers to collect, process, use and simulate sensor data europewide.

In addition to ETCS, ATO GoA 2 and further technologies, FRMCS is also being installed as part of the ongoing retrofit of 333 multiple units for the Stuttgart Digital Node (DKS). 130 new regional multiple units will also receive FRMCS “ex works”. In the meantime, a large part of the hardware has been installed in the first first-of-class trains.

Source: SIGNAL+DRAHT

The first design of a digital interlocking at a large German railway node has brought a number of experiences to light. The present cabling concept is currently reaching its limits, particularly in existing train station areas that are to be temporarily equipped not only with European Train Control System (ETCS), but also with Class B under the high redundancy requirements. A number of optimisations have been developed based on this experience.

Source: SIGNAL+DRAHT

Reliable and precise rail track detection, and its verification, are crucial parts for many on-board environmental perception functions of automated trains. By using an exemplary Neural Network, this scientific paper shows how precise track centerline detection can be realized and how the precision can be evaluated with a novel metric, presented for the first time in this paper. Scientific paper on AI based rail track detection as accepted and presented at the 2023 IEEE Intelligent Vehicles Symposium (IV) of the IEEE Intelligent Transportation Systems Society (ITSS).

Scientific paper on AI based track detection, accepted and presented at the IEEE Intelligent Vehicles Symposium (IV) 2023 of the IEEE Intelligent Transportation Systems Society (ITSS).

The Future Railway Mobile Communication System (FRMCS) will be the successor to GSM-R. It will be based on 5G technologies and will enhance mobile train-to-ground communications in rail operations. Improved radio access and core network architectures as well as innovative antenna systems in FRMCS will enable higher transmission rates, lower latencies and high reliability for any future data transfers within the scope of the digitalisation and automation of railway services. This article focuses on multi-antenna radio technologies and their benefits for FRMCS networks at 1.9 GHz

Source: SIGNAL+DRAHT

Within the sector initiative Digitale Schiene Deutschland Alstom, Deutsche Bahn AG (DB) and the state of Baden-Württemberg are jointly breaking new ground for the retrofitting of 333 regional and commuter trains for the Stuttgart Digital Node (DKS). Four key topics for the digital rail operation of the future were jointly worked as part of an Innovation Cooperation and brought to implementation maturity. The resulting solutions are intended to serve as models for upcoming retrofit projects.

Source: SIGNAL+DRAHT

Deutsche Bahn along with industry and academic partners are jointly investigating a key element of future rail operations – the SIL4 Cloud. The collaboration has been undertaken in order to gain synergies from different points of view, experiences, and expertise, such as in the specification of major high-level requirements for a SIL4 Cloud.

The digitalisation of the rail system makes real-time data transmission between train and trackside through a highperformance wireless connection increasingly important. The connectivity required for this is being realised with the introduction of the 5G-based Future Railway Mobile Communication System (FRMCS). This article provides a summary of the future use cases, the FRMCS architecture and the comprehensive activities undertaken by DB within the context of FRMCS standardisation, development and field trials.

Source: SIGNAL+DRAHT

With digitalization, a multitude of new technologies will be introduced to the railway system. These will not only place high demands on performance and connectivity of IT environments, but also strict requirements on safety. Digitale Schiene Deutschland and Siemens Mobility GmbH  have developed the basic architecture for "SIL 4 Data Centers".

Source: SIGNAL+DRAHT

Deutsche Bahn and Siemens Mobility are jointly investigating a key element of future rail operations – the SIL4 Data Center. The collaboration has been undertaken in order to gain synergies from different points of view, experiences, and expertise, such as in the specification of major high-level requirements for a SIL4 Data Center.

Within this collaborative project between Vodafone and Digitale Schiene Deutschland (DSD), various hybrid architectural options and features in context of FRMCS have been analysed together with their suitability for the new use cases envisioned by DSD with challenging requirements on data rate, latency and reliability. 

European railways are currently working on the introduction of the 5G-based Future Railway Mobile Communication System (FRMCS), which will provide the connectivity backbone for future rail operation. Due to the criticality of this infrastructure, Nokia and DSD have invested in a collaborative project to make the FRMCS system more resilient.

This study conducted by Kontron Transportation and Digitale Schiene Deutschland aims to investigate design aspects of an end-to-end (E2E) FRMCS (Future Railway Mobile Communication System), which is successor of GSM-R (Global System for Mobile Communications – Railway).

This study conducted by Ericsson and Digitale Schiene Deutschland, aims to investigate design aspects of an End-to-End  Future Railway Mobile Communication System (FRMCS) based on 5G technology, which is envisioned to enable digital rail operation by connecting train and trackside.

The block division in the Digitaler Knoten Stuttgart has been optimised using new methods as part of a pilot scheme included in the “starter package“ of the Digitale Schiene Deutschland project. The goal is to minimise the headways across all train pairs, thus maximising the track capacity. While ETCS without Class B systems makes signalling planning much more flexible.

Source: SIGNAL+DRAHT

We present an optimization model which is capable of routing and ordering trains on a microscopic level under a moving block regime. Based on a general timetabling definition (GTTP) that allows the plug in of arbitrarily detailed methods to compute running and headway times, we describe a layered graph approach using velocity expansion, and develop a mixed integer linear programming formulation. 

An updated article is also published in the Journal of Rail Transport Planning & Managment and can be downloaded here, free of charge until May 19, 2022.