ERTMS: the future of European railways is on the move

Have you ever taken a train between two European countries?

Behind this seemingly straightforward journey lies an immense challenge: bringing together different railway signalling systems, inherited from the history of each country. This is precisely the role of ERTMS (European Rail Traffic Management System): a standardized signalling system for international tracks, guaranteeing safety, efficiency and interoperability.

This article is the first in a series dedicated to this strategic topic for the future of railways. Today, we're taking you on a journey back in time to the basics of ERTMS: where does it come from, how does it work, and above all... where is it taking us?

History: from Meudon to Europe

It all began in 1842 with France's first major rail disaster, at Meudon. In the early days of railway operations, a train derailed in Meudon while carrying passengers to celebrate King Louis-Philippe's birthday. It was France's first recorded rail disaster. The official death toll was 55, with over 150 injured.

This tragedy has left its mark on people's minds and triggered a new awareness: safety must be at the heart of rail transport.

This led to innovations such as the famous crocodile in 1872 (a device requiring the driver to confirm vigilance in the cab), and later to ATC (automatic control systems) such as KVB (Kontrole de Vitesse par Balise ) or TVM (Transmission Voie Machine) for high-speed lines.

In the 90s, it became clear that each country was developing its own efficient but incompatible systems. Europe then decided to harmonize, and launched ERTMS, with manufacturers united under the UNISIG consortium. The aim: to speak the same railway language across the continent.

It is important to bear in mind that all ATC systems (KVB, TVM, ERTMS) aim to avoid the 5 major rail risks:

- Catching up: a train runs on the same track as another and catches up, creating a collision.

- Slingshot: one train collides with another on its side.

- Nose to nose: face to face between 2 trains.

- Overspeed and derailment: a train leaves the tracks after taking a bend at too high a speed.

- Obstacle: collision with an obstacle on the tracks.

To avoid these 5 major risks, ATC systems make it possible to know whether the blocks (sections of track) in front of the train are clear, and at what speed the train is authorized to travel. This is called movement authority.

In concrete terms, what is ERTMS?

ERTMS is based on two main components:

ETCS(European Train Control System), for train control and signalling, and GSM-R, a dedicated radio communication system. It comprises ground beacons, an on-board computer (the EVC) and a Euro-antenna to pick up ERTMS beacons (the system is similar in principle to the KVB, as well as to several systems throughout Europe).

It operates in levels, from the simplest to the most advanced.

Levels without ERTMS ground signage.

ERTMS-equipped trains don't just run on ERTMS-only tracks. They also have ATC systems other than ERTMS (TVM, for example). ERTMS must therefore handle cases where trains are not running on tracks equipped with ERTMS signalling.

- Level 0: No train control system (neither ERTMS nor other ATC). The on-board ERTMS will nevertheless limit the train's maximum speed, and read any beacons indicating a change of level.

- The NTC (National Train Control) level: The train control system is the national system (KVB or TVM for France). ERTMS reads any beacons indicating a change to a level with ERTMS signalling.

Levels with ERTMS ground signage.

- Level 1: Allows occasional transmission of information by Eurobalises (ERTMS beacon). In addition, there is lateral signalling of the line (sign, traffic light, etc.). Movement authority is given by the beacons.  

- Level 2: This level includes the punctual transmission of information by eurobalises (ERTMS beacon). In addition, a radio link with the RBC (Radio Block Centre) is established via GSM-R. It is this radio link that gives the train movement authority.  

In short, ERTMS guarantees that drivers will always have reliable information, whether they're driving in France, Spain, Italy or elsewhere in Europe.

But what does the future hold for ERTMS?

ERTMS is not set in stone: it is still evolving today. To help railway operators and manufacturers find their way around, and above all to ensure that guidelines are set, ERTMS has what are known as "baselines". A baseline designates all ERTMS subsets (standards), with the applicable date and version. Baseline 4 has recently been released, bringing with it a host of technological evolutions.

With the new Baseline 4, two major revolutions are on the horizon

- ATO (Automatic Train Operation), in other words, an autonomous train control system.

- FRMCS (Future Railway Mobile Communication System), the future railway communication network, which will replace the aging GSM-R and offer even greater performance.

At the same time, more and more lines are being equipped, with deployment planned in each country. France is gradually deploying ERTMS on main lines, at the same time as it renovates its lines. The deployment of ERTMS on track is announced in France by the NIP (National Implementation Plan), a document submitted to Europe by each country.  

Why ERTMS is essential

More than just a technical system, ERTMS embodies the promise of a fluid, safe European rail network. It is the end of technological frontiers, the assurance of travelling everywhere with the same standard, and the opening to a new era of railways: safer, more connected and, tomorrow, perhaps... autonomous.

Find out how MASTERIS supports its customers with ERTMS/KVB issues.

Over the next few articles, we'll be taking a closer look at ERTMS equipment and the professions that bring it to life on a daily basis.