ERTMS Level 2

ERTMS Level 2
Name	ERTMS Level 2
Type	Radio-based train control
Developer	European Rail Agency
Introduced	1990s
Status	Operational

ERTMS Level 2 ERTMS Level 2 is a radio-based train control system within the European Rail Traffic Management System designed to replace legacy national British Rail signalling and align with Deutsche Bahn modernisation across Network Rail corridors. It enables continuous communication between trains and radio block centres using standards developed by the European Railway Agency and promoted by institutions such as the European Commission and the Union of European Railway and Infrastructure Companies. The system supports interoperability initiatives associated with the Single European Railway Area and complements projects like TEN-T and programmes overseen by the International Union of Railways.

Overview

ERTMS Level 2 operates as part of the broader ERTMS suite alongside ETCS Baselines and the GSM-R radio standard, aiming to harmonise signalling across networks like SNCF routes, ÖBB corridors, and PKP lines. Its specification arose from collaborative efforts involving stakeholders such as the European Union Agency for Railways, manufacturers like Siemens and Alstom, and research centres including Fraunhofer Society and TÜV SÜD. The design intent echoes interoperability lessons from projects such as Channel Tunnel integration and multinational programmes like Unified Railway Traffic Control initiatives between Switzerland and Italy.

System architecture and components

The architecture centres on the onboard European Train Control System equipment, trackside balises used in ETCS Level 1 and positioning, and Radio Block Centres that manage movement authorities via GSM-R links. Key components include onboard computers from suppliers like Thales Group and Bombardier Transportation, antenna systems drawing on standards used by Nokia and Ericsson, and interlocking interfaces produced by firms such as Hitachi Rail and Alstom Transport. Infrastructure interfaces connect to national traffic management systems exemplified by ProRail and SBB control centres, while signalling principles reference legacy systems like those of RENFE and DB Netz AG.

Operations and signaling principles

In operation, Level 2 replaces fixed block line side signals by transmitting movement authorities continuously from the Radio Block Centre to the onboard ETCS unit, with position verification assisted by trackside Eurobalise devices and odometry subsystems supplied by companies including Knorr-Bremse and Wabtec. The safety logic integrates with electronic interlockings such as those used by Siemens Mobility and adheres to standards influenced by CENELEC and the International Electrotechnical Commission. Train drivers interact via driver-machine interfaces comparable to cab displays used on TGV and ICE fleets, and traffic management coordination parallels systems deployed by DB Cargo and SNCB.

Implementation and deployments

Deployments have occurred on high-speed corridors like the LGV Nord and mixed-traffic lines in countries including Norway, Sweden, Belgium, Spain, and United Kingdom pilot sections. Major projects involved consortia led by Atkins and RINA for consultancy and project delivery, and fleet retrofits for operators such as Renfe Operadora and Eurostar required collaboration with workshops like Stadler Rail and CAF. Cross-border implementations reference interoperability cases between France and Germany and operational integrations akin to those on the Brenner Base Tunnel planning, often coordinated through programmes pioneered by ERTMS Deployment Management Unit stakeholders.

Safety, certification, and interoperability

Certification processes follow directives from the European Union and assessment protocols by Notified Bodies accredited under the Railway Interoperability Directive, with conformity testing involving organisations such as UIC and ETSI. Safety cases employ methods aligned with CENELEC EN 50126 and EN 50128 lifecycle standards and are evaluated by authorities including RAIB and national safety authorities in France and Germany. Interoperability testing uses test tracks and facilities like those operated by Infrabel and research installations at Iljuso-style centres, while cross-border traffic relies on harmonised specifications developed in collaboration with European Commission working groups.

Advantages, limitations, and costs

Advantages include increased line capacity sought by operators such as SNCF Réseau and Network Rail, improved punctuality targeted by urban operators like RATP, and compatibility across fleets including Siemens Velaro, Alstom Avelia, and Bombardier Zefiro. Limitations involve dependence on legacy radio infrastructure like GSM-R nearing obsolescence, complex retrofitting challenges faced by carriers such as CFL and PKP Intercity, and operational transition risks similar to those observed during High Speed 1 integration. Costs span investment by infrastructure managers such as ADIF and rolling stock upgrades funded by operators like Deutsche Bahn Fernverkehr, with lifecycle economic assessments often benchmarked against projects like Channel Tunnel Rail Link and capital programmes coordinated by entities including the European Investment Bank.

Category:Railway signalling