ETCS Gotthard Base Tunnel, Detailed Design and Realisation Train Control and Signalling System

The redesign of the Pilatus cogwheel railway as part of the 2015+ strategy meant replacing the existing rolling stock and adapting the infrastructure, signalling systems and operating concept.

With the specifically developed dispatcher assistance system (incl. collision warning), speed monitoring and control of the movable track elements, new electromechanical systems as well as operation-critical ICT systems were introduced.

Compared to the previous situation, there was the possibility of attacks on the newly introduced OT systems (operational technology) and the data processed by them. The focus of the security assessment was on the possibility that the operation of the railway could be disrupted by manipulation of these systems and, in extreme cases, an accident could be caused.

To take account of this new threat, Emch+Berger AG Bern carried out a comprehensive assessment of ICT security in accordance with CLC/TS 50701. The centralised and decentralised components of the visualisation and command system for railways and position-based signalling systems (including the vehicle equipment) were subjected to a detailed risk assessment with subsequent risk evaluation of the threat scenarios. Special attention was also paid to the data networks and the radio and WiFi connections to the vehicles.

Tender specification, offer evaluation, assistance of detailed design, realisation and commissioning of the new train control and signalling system for the Ceneri base tunnel on behalf of AlpTransit Gotthard AG (ATG). Assistance to ATG in setting up, check and approval of the detailed design with the contractor. Assistance to ATG in supervising the assembly and installation of the signalling equipment (sampling inspection, tests, …) and preparation and execution of the commissioning. The project is carried out by a consortium under the lead of Emch+Berger AG Bern.

The works includes all signalling related systems on an ERTMS-basis in the perimeter of the project such as control and communication system, interlocking, ETCS/RBC and is embedded over special interfaces into other neighbouring signalling systems (conventional signalling systems).

The Norwegian railways are replacing all signalling assets until 2030 and are introducing ETCS level 2 at the same time. A first step is the network-wide introduction of a new traffic management system, in order to replace the inefficient patchwork of existing traffic management systems and locally controlled stations.

To obtain a basis for tendering and design of the new traffic management system, it was necessary to set up operational scenarios that describe how the new traffic management system will be used to deal with operational situations under the legacy signalling systems and ETCS level 2.

The 1.5 km long twin-tube Büttenberg tunnel forms part of the new motorway bypass of the city of Biel in Switzerland. It provides increased traffic capacity, reduces travelling times on the motorway and greatly reduces traffic and congestions within the city of Biel.

The tunnels were built using a tunnel boring machine with an earth pressure shield. A particularity and special technical challenge was the fact that the tunnels cross a major railway line, used by 300 trains per day, with a vertical distance of only a few metres.

The Danish rail infrastructure manager BDK is carrying out a full replacement of all signalling equipment, control and Business IT systems. Two contracts involving control systems have been let, one to Thales for Centralised Traffic Control (CTC) West and Passenger Information and one to Alstom for CTC East, Advanced Dispatching and Planning functions. Emch+Berger played the leading role in the RAEP consortium supporting BDK in ensuring this portion of both contracts satisfies the expectations of BDK.

The specific challenges include:

• The convergence of both systems with an entirely new set of Operational Rules
• The introduction of additional levels of automation including shunting and possessions management using a Hand Held Terminal and automated management of restrictions (e.g. dangerous cargo).
• The design of hardware for each control room which allows to access all applications required for Traffic Control.
• The support oft he Customer in preparing the business changes to make best use of the emerging Technology.

The industry using hydro power of two major lakes’ level difference shapes the centre of Finland’s third largest City. Trafficked roads direct to expanded residential areas surrounded by forests. A network of many bus lines hardly to comprehend covers the City area. It is used mainly by persons they are dependent on as well as for commuting.

Main objective of the project is the increase of the share of public transport. To achieve this, the focus of the planning is on the perception by the customer. The accessibility to use the service, the coverage of areas and institutions, the perceived advancement and the location’s convenience are the assigning elements for implementation. The service design is oriented to enable the demanding spontaneous use.

With the new tram public transport marks presence in the City and provides the capacity on the main corridor. The tram routing is oriented to the integration to the network. Including intuitive comprehensible bus lines a distinct service fit in to the urban life.

Submission project for the by Banedanmark proposed total renewal of the Danish signalling infrastructure by the new European train control system ETCS level 2. Despite the train control system interlockings and central control shall be replaced too. The basics for the Submission have been set by the end of 2008 in a preliminary project which was proper designed also by Emch+Berger AG Bern.

The service contract was executed in a joint venture with Rambøll (DK), Atkins (DK/UK) and Parsons (UK). Emch+Berger AG Bern has been essentially responsible for the project management and development of technical issues of the long-distance rail network. This included the development of concepts, requirements and tender documents in the fields of ETCS, interlockings, traffic management systems, timetable concept 2020 or passenger information systems as well as the preparation and the execution of the offer evaluation.

The 1.2 km long twin tube Moutier Tunnel forms part of the A16 motorway, called Transjurane. This motorway connects the city of Biel to the French motorway network, crossing the mountainous Jura area. The tunnel crosses a geologically complex region with high tectonic stresses.

The tunnelling was mostly done using conventional mechanical machinery, i.e. rock splitters and hydraulic hammers. Safe support to the tunnel lining is provided by steel beams and sprayed concrete. In particularly difficult zones, tube shields were used and the cross-section had in some areas to be divided into 7 sub-sections for excavation.

The mandate included the development and assessment (risk analysis) of the transport and logistic supply chains for goods to be delivered to the Greater Sochi by external transport modes. Additionally, practical proposals have been developed to establish a main center to manage and control the freight logistics system during the construction of the Olympic facilities (the logistics center - LC). Preliminary technical proposals on common information environment with one control centre and proposal on the passenger transportation centre have been given. Finally, proposals have been developed for distribution of powers and responsibilities per management level of the logistics system as well as organizational and financial mechanisms of LC interactions with shipping agencies and other participants of the transportation process.

The consultancy services provided for MostGeoCenter Ltd dealt with the proposal of different variants of Light Railway Systems connections, a global study of exploitation settings, as well as a comparison with European models. The next step consisted in a more detailed investigation of a preferred scenario with focus on cost, revenues and time schedules, as a preparation to preliminary design. In parallel a cost-earning-analysis as basis for a PPP-realization has been done.

The amount of travellers using trains is still increasing. Larger train stations become more and more shopping center with railroad access. It is to be expected, that these developments will lead to bottlenecks within the existing infarstructure. To support the planning and decision process concerning the design and realization of measures simulation, especially micro simulations of pedestrians, are appropriate tools to analyse the impacts of planned measures. To analyse different development scenarios for the SBB main station Lucerne a agent based micro simulation of the entire station was developed based on an existing pedestrian simulation. Using existing data of travellers, new collected data of pedestrian amounts at all entrance and exists of the station and the timetable a complete origin destination matrix was developed. On this basis 16'000 agents were simulated during the time period 4:20pm - 6:40pm. As results e.g. travel times, densities (LoS) and loads of elements as e.g. stages and escalators were calculated. Bottlenecks were identified as well as obstacles. Recommendations for measures were made and the impacts of these measures analysed.

The amount of travellers using trains is still increasing. Larger train stations become more and more shopping center with railroad access. It is to be expected, that these developments will lead to bottlenecks within the existing infarstructure. To support the planning and decision process concerning the design and realization of measures simulation, especially micro simulations of pedestrians, are appropriate tools to analyse the impacts of planned measures.

To analyse different development scenarios for the SBB main station Lucerne a agent based micro simulation of the entire station was developed based on an existing pedestrian simulation. Using existing data of travellers, new collected data of pedestrian amounts at all entrance and exists of the station and the timetable a complete origin destination matrix was developed. On this basis 16'000 agents were simulated during the time period 4:20pm - 6:40pm.

As results e.g. travel times, densities (LoS) and loads of elements as e.g. stages and escalators were calculated. Bottlenecks were identified as well as obstacles. Recommendations for measures were made and the impacts of these measures analysed.

Concept, design and specification (incl. use cases and hazard analysis) of the new train control and signalling system for the Gotthard line on behalf of AlpTransit Gotthard AG.
The contract included the tender specification- and offer evaluation phase as well as options for the realisation phase and additional works like the study of alternative routes in the northern part of the tunnel.

The project is carried out by a consortium under the lead of Emch+Berger AG Bern. The system has been specified in a complex environment with many interfaces to other systems where the use of new technologies, open interface requirements, modularity, operational safety, interoperability, cost budgets and adherence to international and national standards have been set conditions to be met.
The specifications included:

• Central Control System
• Train control (ETCS level 2)
• Interlockings
• System Integration

Feasibility study, preliminary project and migration scenario for the by Banedanmark proposed networkwide migration of the existing, partly obsolete signalling, to the new European train control system ETCS level 2. Despite the train control system interlockings and central control shall be replaced too.

The service contract was executed in a joint venture with Rambøll (DK) and R+R Burger und Partner (CH). Emch+Berger AG Bern has been essentially responsible for the technical expertise. This included the development and application of models for the quantitative recording and evaluation of the new signalling system as well as the development of realistic migration scenarios based on predetermined financing strategies.

The development area „Wankdorf“ is situated in the northern part of Bern. Because of the existing and planned leisure, shopping and sports facilities (soccer stadion Bern Wankdorf) as well as the institutions of education and exhibition grounds, this area plays an important role on the municipal, cantonal and national level. The intersection is additionally embedded in an intersection of the highway network with major access functionally for a wide area of the city of Bern.

Emch+Berger AG Bern - partner and coordinator of the team BE3 - obtained the first prize in an idea-contest for the redevelopment of the Wankdorf area. The concept included the requirements of transport, traffic, economy, residents and customers and the environment. In subsequent planning steps, the concept was further optimized concerning the construction progress and logistics with respect to the daily traffic to reduce the negative impacts of work and temporarily closed parts of the street network. Now, in 2008, the construction of a capable, compact urban two-level intersection will start.

The Gotthard Base Tunnel is the longest railway tunnel on earth. It is composed of two tunnels of 57 km length each. Within this mandate, detailed planning of the entire logistics for the installation of the railway technology was done.
Optimized processes and schedules had to be developed. The installation of the railway technology is carried out from two main and three smaller installation sites. These sites are equipped with a complex and highly efficient infrastructure to allow the railway technology installation process, which is unique in terms of scale and complexity, to be carried out according to very high quality requirements and a tight schedule.

Modifications in the infrastructure or the operational processes of complex traffic systems and hubs like train stations or airports often lead to expected and unexpected changes in travel behaviour. To assess these changes and to evaluate changes in distances, travel times, transfer times etc. a multi-agent-simulation has been developed.

On the basis of current surveys, time-tables and reports a multi-agent-system consist different categories of agents. Each traveller is represented as a single agent and the real world is represented through a virtual world with resources and the agents. During the simulation the whole system is updated every second. Agents will update their attributes and communicate with each other and are able to read attributes from other agents or the world. Each agent has it’s own behaviour. Agents with similar behaviour are grouped but behaviour is randomly assigned with different standard deviations (derived from literature).

Complex situations as for example the SBB station Berne or Lucerne are simulated for the peak hour with more than 40’000 travellers. Also evacuation scenarios for an accident case of a TGV in a tunnel are simulated, including data of temperature and smoke (CO). Agents react on these environmental data with for example reducing speed, or changing direction, searching new destination or decease.

Security of tunnels is a recent topic in planning. Because of the high costs of increasing security in existing tunnels or to build new tunnels, simulations of individual movement are appropriate tools to analyse the infrastructural design and planned measures of e.g. security stations. Incidences like fire or explosion could be simulated without the need for large experiments.

For a situation with a fire at the machine of a TGV situated in a tunnel an evacuation simulation was developed. Agents, as representatives for travellers, are modelled with rich behaviour concerning the movement, the recognition of signs and temperature, reactions to smoke in the environment and communication concerning sharing their experiences. Variants of different infrastructual layouts of tracks, security galleries, security areas and doors were studied using the simulation of about 750 passengers leaving the train, searching their way to a parallel secure gallery.

The results, as e.g. travel times, evacuation times, densities and amount of dead passengers are used within the whole decision process about the planned tunnel and it's elements.

Security of tunnels is a recent topic in planning. Because of the high costs of increasing security in existing tunnels or to build new tunnels, simulations of individual movement are appropriate tools to analyse the infrastructural design and planned measures of e.g. security stations. Incidences like fire or explosion could be simulated without the need for large experiments.

For a situation with a fire at the machine of a TGV situated in a tunnel an evacuation simulation was developed. Agents, as representatives for travellers, are modelled with rich behaviour concerning the movement, the recognition of signs and temperature, reactions to smoke in the environment and communication concerning sharing their experiences. Variants of different infrastructual layouts of tracks, security galleries, security areas and doors were studied using the simulation of about 750 passengers leaving the train, searching their way to a parallel secure gallery.

The results, as e.g. travel times, evacuation times, densities and amount of dead passengers are used within the whole decision process about the planned tunnel and it's elements.

Modifications in the infrastructure or the operational processes of complex traffic systems and hubs like train stations or airports often lead to expected and unexpected changes in travel behaviour. To assess these changes and to evaluate changes in distances, travel times, transfer times etc. a multi-agent-simulation has been developed.

On the basis of current surveys, time-tables and reports a multi-agent-system consist different categories of agents. Each traveller is represented as a single agent and the real world is represented through a virtual world with resources and the agents. During the simulation the whole system is updated every second. Agents will update their attributes and communicate with each other and are able to read attributes from other agents or the world. Each agent has it’s own behaviour. Agents with similar behaviour are grouped but behaviour is randomly assigned with different standard deviations (derived from literature).

Complex situations as for example the SBB station Berne or Lucerne are simulated for the peak hour with more than 40’000 travellers. Also evacuation scenarios for an accident case of a TGV in a tunnel are simulated, including data of temperature and smoke (CO). Agents react on these environmental data with for example reducing speed, or changing direction, searching new destination or decease.

Die 3,7 km lange Umfahrungsstrasse schliesst die Lücke zwischen dem Tunnel beim Autobahnanschluss Spiez und der Umfahrung Mülenen.
Sie entlastet den Weiler Emdthal vom Durchgangsverkehr auf der stark befahrenen Zufahrt zum Autoverlad Lötschberg. Die alte Kantonsstrasse wird nach Vollendung der Umfahrungsstrasse als Gemeinde-Erschliessungsstrasse genutzt.

Bei dem Projekt handelt es sich um komplexe Ingenieurtiefbauten verbunden mit konventionellem Strassenbau wie
Roden, Erdbau, Aushub, Abbrüche, Materialgewinnung, Trasseschüttungen, Böschungssicherungen, Nagelwände, Bohrpfahlwände, Rühlwände, Pfahlgründungen, Stützmauern, Bachdurchlässe, Ortbetonbrücken (z.T. mit Vorspannung), Schlagvortrieb, Werkleitungen und Belagsarbeiten, sowie Rekultivierungen und ökologische Aufwertungen.

The new built Lötschberg base line connects the North-South transversal line with the Simplon line in Visp. This makes Visp now to a major node in the network.
Besides railway specific elements the project includes also urban planning in the station surroundings.
Concerning railway infrastructure all facilities of SBB and MGBahn will be renewed.

The project includes engineering and realisation of track works, civil works (3 specific constructions), noise abatement walls, superstructure and in cooperation with our partners catenary, cableworks and electrical engineering. The project included co-ordination of railway equipment and scheduling of all works.

In the course of the programme to increase the safety of the Seetalbahn, level crossings had to be equipped with new systems. The new signalling system comprises a control system with half-barriers and operates as traffic flow based single node station. SBB train operation has priorisation in regard to traffic control.

Renovation of level crossing in the Ballwil Nord area to increase traffic safety. Traffic node has been equipped with a new signalling system consisting of half-barriers, turning flash lights, tram signals and data transmission for remote control from a control centre. Optimisation of barrier down times to increase acceptance of road users.

A target travelling time of max. 27 min between Bern und Neuenburg demands doubling of tracks and increase of operation speed to 160 km/h.
Renewal of the signalling system will provide increase of line capacity.
Planning services included:

• Study and definition of variants
• Evaluation of benefits for each variant
• Recommendations for variant with best cost/benefit ratio

A phased programme for the doubling of tracks of the line Berne - Neuchâtel should help to increase the attractivity of the line. High speed (TGV) and regional trains should take profit from the capacity increase. Investigations have been made to evaluate the operational impact of such measure per each section of the line and the costs associated with it.

As part of the official rail programme Bahn 2000 for the extension of rail services the Rothrist station was due to reconstruction.
Two branch connections and a 5 track station at Rothrist is required.
High speed and dense traffic, project execution under full operation, limited space and strong environmental conditions made the project to a very complex and demanding task.

Particular requirements have been to keep up normal operation besides intensive works on site, ensure operational safety, permancy of industrial use (cargo services) and the demanding time schedule (realisation of construction works in 12 phases with many temporary / provisional works).

For the Berne area a substantial enhancement of traffic is planned for the next decade. Numerous expensive infrastructure measures are stipulated to enable this. In the same period, the replacement of the main interlocking is due. The project identifies possibilities to improve capacity with signalling and process based measures and compares the costs to conventional capacity enhancement.

A detailed timetable scenario is set up for a conceivable service offer for the node of Berne and the adjacent network parts. Optimised conventional signalling and ETCS level 2 are introduced in different scenarios. The operational process of PULS 90 is applied. The conflict-free timetables are proven by simulation. The requirement for additional infrastructure is reduced to one core flyover.

The swiss national exhibition took place in the year 2002 from may to october. Especially the cities of Biel, Neuenburg, Yverdon and Murten with their exhibition places and installations had to deal with peaks of about 180’00 vistors per day. In total more than 10.5 million visitors took the chance to visit the exhibition sites.

Emch+Berger did the overall transport concept and used state of the art modelling and simulation tools to estimate the traffic impacts of the calculated daily transport demand. The results were used to plan measures and optimize traffic during the exhibition time and to develop an effective transport management. The measures were developed with respect to increase the public transport share and avoid motorized individual trips. As a result the modal split of the EXPO.02 visitors was 65%;30% (public transport; motorized individual travel).