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ALL SYSTEMS GO ! Europes Railways will use ERTMS
everywhere
NETHERLANDS
ITALY
FS and ALSTOM test track Firenze-Arezzo
NS-RIB and ALSTOM BEV21 test track Maastricht

• ERTMS with the first RBC connected through the
  GSM-R network,
• first world demonstration of level 2 in November
  2000,
• UIC world conference and train runs in March
  2001,
• the first step towards implementation of ERTMS on
  commercial high-speed lines.

• ERTMS applied together with the installation of
  new Interlockings,
• several releases in connection with the needs for
  several specific requirements, including dual
  signalling, specific degraded modes, light rail
  operation,...

FRANCE
UK
RAILTRACK and ALSTOM on ALSTOM Midlands Test
Centre West-Coast Route
Modernisation (WCRM)
RFF-SNCF and ALSTOM test track
Tournan-Marles en Brie and East of Paris HSL

• ERTMS to be tested with STMs for KVB
  (conven-tional Network) and TVM
  (High-Speed-Lines),
• the first world demons- trations (and subsequent
  applications) of ERTMS together with existing ATP
  through the use of STMs,
• level 1 and 2 to be demonstrated.

• ERTMS Levels 1 and 2 type testing in preparation
  for roll out on UK WCML
• will permit 225 km/h for Virgin Trains
  Pendolino tilting trains (with TASS)
• dedicated 6.5km test track with 4 types of
  interlockings 4 types of overhead line, 5 types
  of train detection as used on WCML

• Britains busiest rail corridor,
• over 2000 trains / day,
• 1000 routes, 3000 track x km,
• 1500 trains used on the line,
• 15 train operators,
• accessible to 16 million people,
• 5.5 billion freight gross tonne x km / year.

The high speed line for ERTMS / ETCS levels 2 and
3, overlaid on TVM 430
HSL North
HSL East
The urban line for ERTMS / ETCS level 1,
overlaid on KVB
Connection between levels 1 and 2/3
Tournan
Marles en Brie
HSL South East
Higher safety, higher capacities, less equipment
compared with existing technologies

• Only one on-board computer, and only one
  man-machine interface (6 on-board signalling
  systems in the cab of Eurostar trains, 8 in
  Thalys PBKA), and there will be only one
  integrated ERTMS system.

• Interoperability for cross-border operation.
• Safety, especially in countries like UK where no
  serial ATP exists right now most trains are not
  equipped with any train protection system in the
  UK.
• From low-density traffic lines applications to
  complex stations and high-speed lines, safety
  will be improved.
• Capacity ERTMS has 3 different levels 1, 2, 3.
  From level 2, an important advantage comes from
  the increase of the capacity of traffic.
• Availability through standardisation, compared
  with more customised products.
• Cost-effectiveness though product approach same
  product for any operator.

CENELEC standards are now also the rule with ETCS
products These mean a strong unity for Europe
and in the world. On another side, the safety
Case issue has not yet been standardised in
Europe Cross-Acceptance is still not an easy
process.