How We Keep Trains from Crashing | Signalling & ETCS 101
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- čas přidán 22. 05. 2024
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Hi, my name's Reece. I'm a passionate Creator, Transportation Planner, and Software Developer, interested in rapid transportation all around my home base of Toronto, Canada, as well as the whole world!
I've always felt signalling is the least talked about yet seemingly most important part of rail systems, great video! Would love to see the GSM-R etc. video.
Make sure you're following Tyson because he talks a lot about these things and is an expert!
Signaling feels a lot like logistics to me, always overlooked and sometimes even downplayed but it can make or break a system.
It seems that it envisaged to implement ETCS Level 1 in Toronto, not radio-based ETCS (Levels 2 or 3). Since the new FRMCS standards is about to replace GSM-R in the coming years, it should be considered to use that in Toronto. From an implementation perspective, I (working on high-performance system based on ETCS at the Stuttgart Digital Node project), ETCS Level 1 needs lots of cabling and has quite some complexity, while being fairly limited in the field of high-performance optimization.
The world's first telephone line was installed alongside the Great Western Line out of London to allow information about train movements to reach the signallers faster than the train.
It's actually pretty amazing how intertwined signaling and other technologies are historically
What a lovely Crocodile in the background of Tyson
I'd love to see an explanation of the various different unique and unusual signalling systems employed by mass transit systems and their unique advantages and disadvantages. Great introduction to signalling btw.
As a general overview if you didn't already know:
The Chicago L used to use a passive "signalling system" in its core section. Drivers sit on the right of the cab (I am pretty sure) and there were special sign posts every few metres on the left side of the track. If the driver could not see at least 2 sign posts they were not allowed to pass the sign post closest to them. (The reasons for not seeing the sign posts was either because of a sharp corner that you had to get closer to, to see around, or the back of the train in front obstructing it. It's essentially like trams and driving on sight but the signs added an extra level of caution and spacing to stop trains from hitting each other.
Systems have used "signal overlaps" for a long time, in this video they talked about block sections and how only one train is allowed in each block, but the reality is that the blocks overlap each other by up to 250 metres (for passenger trains) so that if a train is stopped directly after the end of the block but not in it, the next one doesn't get to go up to the signal, pass it because of reasons (happens 2 to 5 times a year on all networks) then crash into the back of the train in front. The problem is when every signal has to have 250 metres of overlap, it can diminish the capacity a lot because it's basically impossible for trains to get within 250 metres of each other. Several systems use have special mechanisms and signals to allow reduction of the overlap and it would be interesting to see a video about all of them.
Interesting ongoing story- Thales and Alstom were contracted to supply a new SelTrac CBTC system in 2015 for Hong Kong's MTR on 7 of its 10 lines (the other 3 were either planned to upgrade to different CBTC systems or opened with one). This system was considered to be the very best.
BUT a train crash- first ever on the MTR network occured during an overnight test in early 2019. A bit complex but basically a secondary backup system was being tested and the data for each section of track was not transferred to the secondary computer somehow. This made the computer allow two trains to enter a crossover at the same time, a very serious accident.
Fast forward to mid 2022 and all the wayside equipment has been installed but there is NO certainty as to when the CBTC system will be commissioned, if it ever will be. The software involved needs more or less a complete overhaul and that will take forever I guess. New trains ordered to run with the CBTC system are now modified to use the existing signaling system, while it seems like the first gen M trains (due to retire once the upgrade is complete) will be im service for some time to come.
That MTR incident is fascinating to study and confirms a common saying: systems tend to fail at their interfaces. This type of interaction is what makes brownfield deployment (i.e. a new system on an existing line) inherently riskier than greenfield (i.e. a new system on a new line). I think this is one of the reasons why a hard cut-over approach is often chosen over a hybrid deployment, at least in the metro CBTC world.
@@tys_mo the whole idea of having multiple signaling systems is very interesting especially in the Metro context
@@RMTransit Hello from Hong Kong. Software issues are really quite a big problem in signalling systems as the software systems controlling all the different sub-systems are becoming more and more complicated. Another accident apart form the MTR Tsuen Wan line crash is a huge signalling fault that plagued the 4 urban lines (Tsuen Wan line, Kwun Tong line, Island line and Tseung Kwan O line) of the mtr network for the whole day which trains are running in increased headway and reduced speed.
The problem originated from a software difference that went unnoticed for twenty something years. The entire network upgraded to SACEM from Alston before the opening of the Kwun Tong line extension and the Tseung Kwan O line. The signalling equipments and the underlying software for the wayside computers are supplied by a separate contract from Siemens for the extension and new Tsuen Kwan O line at that time. It was known after the investigation that the wayside computers from Alstom, which is the developer of SACEM, will automatically reset the software counters when the counter reaches its maximum value while the Siemens computer won’t and will crash when the counter is full. As all counters of the wayside computers are synced, crashed software counter of the Siemens computer disrupted the operation of all wayside computers in the system as they repeat the sync process. The issue was later resolved by isolating all wayside computers and reset them 1 by 1. Another valuable lesson learnt with a 20 million HKD fine paid to the government.
Btw, the distance-to-go signalling utilised in SACEM and the now decommissioned TBL system of the east rail line is quite an interesting topic worth a video to talk about. The system utilise beacons, axle counters and the onboard computer to calculate braking curve that allows the train to stop close to the train ahead in what should be the buffer block in the traditional fixed-block system. The system can achieve a very short headway of up to about 120-150 seconds that rivals some of the cbtc systems, quite astonishing as the technology is already 30 years old.
Great video! I'm currently in training to be a train operator here in Switzerland. I'm excited for the future of ETCS, as it does have some challenges to overcome in its implementation, in my opinion.
If you have any questions about the swiss system, let me know.
Hi, how can I contact you offline please? I need some information on the related comment, thanks in advance.
IIRC, the old brujas in the Subte A line in Buenos Aires had a "stick" pointing up & connected to the emergency brakes, and signals had another "stick" in the way when they were red, so if a bruja crossed a red light, the sticks would hit and the emergency brakes would automatically engage.
Berlin S-Bahn has a similar System, but they began replacing it since a few years
Yep that's essentially a train stop / tripcock
Thanks! I didn't know how it was called.
Ha I worked for both Thales and Alstom and the amount of complexity of the signaling system is insane. The information here is just the tip of the iceberg on how it works.
Having an electronic/control background, this type of video always peaks my interests. I personally would love to see more videos of this kind.
the majority of lines in my coutry only have one set of rails. How they NEVER colided was allways a question I had
Because your single-track line is also split into blocks, as described in this video. When a train enters a block from one side, no train can be allowed to enter it from the other side. Periodically along the line there will be short two-track sections to allow trains to pass each other.
Sidings
@@m0llux Yes... but I remember that feeling as a kid when driving by the street near the single train line, it allways made a certain impression
@@Duck-wc9de single-track lines were always such a wild concept to me who lives in a country where it's all metro, until i travelled to europe and finally understood how they work and what passing loops were
@@m0llux precisely and if you aren't operating a massive number of trains it's totally acceptable
A Video about the replacement of GSM-R would be awesome!
Especially since ERTMS level 2 and beyond rely on it.
When the Elizabeth line opens on.May 24, 2022, the newly opened central section will not connect with the main lines to the west and east of London, and only run from 6 am to 11 pm Monday to Saturday. The extra time in the early morning and late evening and on Sunday will be necessary to sort out the software. It was decided to use a CBTC system from Siemens rather than ETCS for the central section. Perhaps there wasn't much experience of using ETCS on a metro system, although Thameslink (a regional rail operator which is part of the national network) runs with ETCS and automatic train operation through the central London core, and can run 24 trains per hour to a variety of destinations north and south of London.
There are two other signalling systems on the main line parts of the Elizabeth line, ETCS on the Heathrow branch and TPWS (Train Protection Warning System), the usual system on the British rail network, for the rest. I believe Network Rail intends to install ETCS from London Paddington to Airport Junction. ETCS will be installed on the east coast main line, but I don't think there are any immediate plans to do the same on any other main lines. Incidentally, I am not a signalling expert, and have got this information from the web and other media!
Yes. When I heard that, on the opening of the Elizabeth Line on the 24th May (I'll be there!), it would initially be operated as three separate entities, I did consider that they wanted more time to bed-in the interoperability of the systems. You certainly don't want a train failure at the junction of two different systems!
Babe wake up. New Video about signaling just dropped
Awesome vid. Was really looking forward to when a signalling video would drop.
I know these are different problems, at different scales, with different tools available, but I still find it interesting to compare train signaling to roller coaster signalling. Sometimes they’re very similar and sometimes not at all.
Recently the cbtc for the HCMT sets in Melbourne have come online, and over time more services are using it between Westall and South Yarra. Outside this section and regional/freight trains still use the old system of block working. I’m amazed the integration works so well between the two, as the line side signals turn off when a CBTC service comes through.
Fantastic video. More Tyson! 😁👍
Terrific video. Thanks.
Hahaha gets chirped for music and changes it to a lovely bit of jazz. Good one Reece!
I definitely would like to see the communication video about GSM-R and especially what comes next (and when), and why it's taken so long. I heard about trials with LTE-R years ago, and the same for 5G. I assume the reason why it's taking so long is "because it's way more complicated than I could possibly imagine".
As for ETCS, I really hope Germany finally gets this going on a large scale. Both in terms of that and in terms of network investment, it is this giant big blob where relatively little is happening when it comes to cross-border connectivity, with essentially some disappointment where Germany is dragging its heels on every single border (except maybe Poland?), and that's bothering me a lot.
For a long time (and I hope this has since changed), DB-Netz was "What do you want, LZB does pretty much the same thing, why should we spend tons of money converting all our LZB lines to ETCS, and anyway that would imply lots of rolling stock changes, too" - pretty much the same argument why the US doesn't want to really change to metric.
Definitely make sure to talk to Tyson about this because he's a real expert!
GSM-R will be replaced by FRMCS (Future Railway Mobile Communication System). SBB will start the rollout this year, DB plans to roll out starting in 2026.
A pretty significant problem with ETCS above Level 1 (simply staying at Level 1 nets you exactly nothing above existing systems) is freight traffic. Freight cars only have an air line and use that to signal the driver that the train is still coupled properly. Even installing a data line would increase costs per freight car by an amount that not many operators are willing to pay, especially if considering the whole EU. It was the same with the switch to UIC middle buffer couplings in the 60s(!). Now this could be done via regulations, just as the switch from gray iron breaks to composite breaks had really been kicked off by Switzerland demanding it and the Swiss corridor being one of the most important freight corridors in Europe.
@@Ruhrpottpatriot Could this not be solved by using an end-of-train device?
Great video, I would love to see more lie this, going into more detail 😊!
Nicely produced.
7:04 To clarify the situation in The Netherlands/Holland: The current safety system is ATB, developed locally in the 1960s. What you mention, HSL-Zuid is a high speed line that has its own tracks for large parts of its route. HSL means high-speed line; Zuid means South. It is connected to Belgium and so helps us to travel fast to Belgian cities as well as London, Barcelona, etc. Anyway, this part of Dutch railway tracks is protected by ETCS. In the near future, ETCS will replace ATB entirely.
As a big dumm dumm here I really appreciate this sorta video. That explains without judging how this signaling thing works. Thanks ! Can’t wait for more :3
Loving the swiss crocodile in the background 🇨🇭
This show has been a great forum. Please record another one about Automatic Train Control that has been used on Bay Area Rapid Transit and Washington Metrorail. I thank you in advance.
rail systems are incredibly powerful at moving people goods and sometimes sushi...10/10 humor moment.
very well said 👍🏻
YES TELL US (ME) ABOUT the followup of GSM-R
Needs some juicy train crash clips in the beginning to set the scene and outline the importance of signals :)
Yeah.. It's because of the crashes that signalling systems were introduced and constantly improved upon.
Great video Reece. This clarified a lot of things I didn’t know about ETCS. As we know, the signal system used depends on the owners of the tracks which Canada’s case are the freight rail lines. I am not sure if our commuter rail systems require a signal system overhaul and whether that would conflict with what CN/CP have employed. With GO moving towards electrification and higher frequency of trains, are we in need of resignaling for commuter rail?
Yes. GO is planning to use ETCS as part of their GO Expansion plans
@@mrrobot5963 thanks for the info. I am curious how ETCS will work together with the existing systems that CN/CP use
@@japanesetrainandtravel6168 In theory ETCS can work completely independently. Locomotives that don't have it don't even notice the Eurobalises, and if the ETCS trains communicate on a different frequency than the freight trains, everything should work fine. The big issue will be making sure that the ETCS side of the main office is getting the right information about which train is where from the non-ETCS side of things, and vice versa.
@@dda40x thanks for that! That said, I assume ETCS is able to communicate the proximities of freight and vice versa?
@@japanesetrainandtravel6168 Yes, it is able to do that. It will need some sort of interface to the systems for freight to do that, though. This won't be impossible, but it won't be easy or cheap either.
yes please make a video on gsm-r :)
One of the biggest transit epiphanies I had, is that car traffic lights ARE SIGNALS, just rudimentary ones. That is a mark against car signals...
Make sure to follow Tyson on Twitter @tysmo and check out his new website pantograph.ca!
Have you seen Hong Kong's railfans?
Very informative and yes please do more about train control systems. I'm still confused about what the "murican" PTC system actually does.🧐
it basically acts as an automatic braking system. say a train is getting too close to a red signal or there is no response from the engineer, the system will automatically apply the emergency brakes. (if i'm not mistaken)
@@joeykidd8916 So it basically enforces "block authority"🤔
Yes I would like to see a video on GSM-R next generation train radio
really hoping we wil get a linus tech tips transit related video. since the skytrain uses really advanced signaling it may be possible for him to make a video about it.
Haha who knows maybe it's possible! I've talked about Thales signalling in previous videos myself!
i have actually suggested it in their forums lol
Great video, after moving to Toronto and discovering new transportation methods I found your channel and it's really exciting to learn the specifics of transit!
Quick question: Where is the clip at 2:58 from?
Surrey, BC
@@efaber3565 Thanks!
That's the sky bridge that crosses the Fraser River from Surrey to New Westminster
Hello Great Video :)
Could you make a more detailed video of ETCS level 1 and 2 ?
That would be very interesting.
Thank you! :)
i’d love to see a video about GSM-R and its replacement
nice
Trams/streetcars do use signals. They mostly use the same signals as cars and buses.
Yes just not railway signals ;-) but sometimes they even use those
There are quite a few signals on my local tram network (UK Manchester Metrolink)
They are required at several locations such as
Converging junctions so that if 2 trams arriving simultaneously which one can go
Diverging Junctions to show route set and clear to go
Single track sections
Road crossings
sections where visibility ahead is restricted such as a curved tunnel
So traffic lights.
Traffic signals are not a form of railway signalling because they do not control the headway of trams relative to each other.
@@OntarioTrafficMan Railway signalling achieves two purposes:
Stop trains on the same line from crashing into each other.
Manage trains through junctions
If you delve into the specifics of how these these operations are achieved, doing the latter is considerably more complicated while also still being a part of railway signalling. Junctions, interlocks and route indicators have nothing to do with controlling the headway of trains, yet they are a much bigger part of signalling than headway control.
Are you planning a video on the SEPTA Regional Rail plans that just came out?
+1
We can't say we have modern signalling until we have ERTMS for sushi trains. Is that even on Metrolinx's radar? Seriously, though, a video on signalling communications would be interesting.
As a railroad signal engineer i approve
How do freight trains work in your opinion?
Unrelated to this video, but did your Taipei Metro video disappear?
I love the pronunciation of HSL Zuid at 7:10 (I'm Dutch but can't explain how you'd have to pronounce it.) HSL Zuid means High speed line South
Canadian "ou" sounds very similar to Dutch "ui". A Canadian or Scot can approximate the word "zuid" by saying "south" but use "z" instead of "s", and use "t" instead of "th".
What Reece pronounced there sounds more like the Dutch word "zweed", which means 'Swede' as in Swedish national.
Can you get a video on what *exactly* the difference between ETCS level 1, 2 and 3 is and if any systems actually use level 3.
Also explain "CBTC" since technically the phrase "communications based train control" can be used to describe any signalling system as they all base their operation on communication of some variety. I know it refers to moving block signalling but what are the boundaries around it's use, how does it differ from ETCS level 3 and can CBTC systems from different companies work with each other.
ETCS-1 is an overlay system on the national standard. Balises on the track transmit the signal and route information to the train, and the existing rail vehicle detection systems (track circuits, axle counters, etc) are used to indicate track occupancy in the signalling control centre to the dispatchers. Train drivers follow the lineside signal aspects, but the ETCS telegrams may authorise a higher speed limit.
ETCS-2 replaces lineside signals with radio telegrams. The train is in constant communication using GSM-R, receiving movement authorities to proceed to the next block. Track circuits or axle counters provide the rail vehicle detection to the interlocking systems and dispatcher.
ETCS-3 eliminates rail vehicle detection (no track circuits or signals). All movement authorities are communicated over radio, and the train needs to pass very strict integrity checking or an emergency brake will be enforced. Lineside balises are used solely for static information, such as gradients and fixed speed restrictions. The main reason why ETCS-3 has taken so long to develop is because train integrity is a difficult problem to solve without a communications bus along the length of the train, and it is not cost effective to fit tens of thousands of old freight wagons with the electronics required.
I believe a low-cost variant of ETCS-3 is used in Sweden as a replacement for mechanical signals and train orders on very lightly trafficked lines.
CBTC is the name for a bunch of proprietary cab signalling systems. There are too many variations on the technology to list, but none of them are compatible and choosing CBTC effectively locks a railway into relying on the equipment vendor.
@@zoqaeski You can have signals and national systems (as a second system) in ETCS Level 1, 2 and 3. Both in Levels 2 and 3, much information is transmitted by radio, usually including track information. At the Stuttgart Digital Node project, we noticed that train integrity is not THAT complicated for multiple units, in fact is only costs a few thousand Euros extra (per train) when ETCS is retrofitted anyway (which costs a few hundred thousand Euros per train). The same goes for FRMCS. When trains are to be fitted with ETCS for Toronto anyway, both ETCS Level 3 and radio-based ETCS/FRMCS should strongly be taken into account.
RMTransit the new extension is going to open tmr, will you make a video of the upgrade admiralty station and the new Exhibition Centre station ?
Hey Jeremiah, what extension is this?
@@japanesetrainandtravel6168 Hong Kong MTR's East Rail Line extension, the second and last phase of the Shatin to Central Link project. The Tuen Ma Line opened last year, the first phase of the project.
@@japanesetrainandtravel6168 there your answer
@@squidgame2021 thanks for the info and that is really exciting! Had no idea the MTR was working on an extension.
@@jeremiahshum thanks J!
Video about signalling?
Nervous laughter in Edmonton.
Haha, yeah that was a real gong show
So on face book, I sometimes see a Rot Fai Thai train Crash or Derails so I think this should help our railways not go Ka- Boom
Does ETCS include visual signals for train operators (like track-side lights)? I understand that GO Transit will be implementing it and am curious what its lights/ signals are or will be.
ETCS level 1 uses fixed signals but level 1 is literally just a system that stops trains if they go through a red signal and slows them if they go too fast, the actually signalling and authority is done by other means. You can use level 1 with in cab signalling though, where a display tells the driver what speed to drive but if a network already has line side signals they will almost never implement in cab signalling, you might as well go straight to ETCS level 2.
Level 2 of ETCS still uses "fixed blocks" but they are virtual which means that rather than relying on physical track circuitry or axle counters to detect trains, the trains communicate constantly with the control system and the block locations exist more in the computers than physically, which makes it much easier to add lots more and increase the capacity.
Some systems have kept the wayside signals for redundancy (should ETCS break) but many systems have "degraded signals" that just allow trains to continue at full speed to the next station, but at the cost of railway capacity as each station and preceding section is the signal block, meaning trains can only run about once every 5 minutes.
@@pwhnckexstflajizdryvombqug9042 That makes sense. Thanks for the thorough explanation! I suspect the GO lines would keep some sort of trackside signalling, even if just for freight trains and such that might still run on the lines?
@@pwhnckexstflajizdryvombqug9042 Absolutely. ETCS Level 1 can be operated without lineside signals (such as in Luxemburg). It would be interesting to know what kind of ETCS Level 1 is supposed to be implemented in Toronto. Radio-based ETCS (Levels 2 or 3) can strongly be recommended, in particular when it comes to high-performance operation.
I’d guess it’s either the enhanced level 1 or level 2. Metrolinx specifically mentions that operators will receive “signals” on an in-cab screen and that the automated train systems will control max speed and emergency stopping if a red signal is run.
Can you explain why it has taken the TTC a decade to do signal replacements on Line 1? Having Eglinton Station shut down twice a month on weekends for 10 years has been a nightmare.
Pity the poor signal maintainer who has to stand in the tunnel as the subway cars whoosh past at speed
Line 1 ATC is in near completion.
Understand that signalling from Union Station to Eglinton Station presumably dates back to when the subway system began in 1954. Subsequent to the City of Toronto amalgamation in 1998, TTC became an agent of the City of Toronto; thus, their budget has become diminished. Basically, it could a matter of dollars and cents. About 2-3 months, there was a topic why these projects costs so much. It turns out that politics play a role-quiet a lot too!
As for those shutdowns at Eglinton Station that began in early 2018 because this station is one of the three interchange stations with the Crosstown line 5.
@@efaber3565 No the frequent signal related shut downs began nearly a decade ago, you can simply google that, but I know that because I've lived it. The current upgrades were supposed to be finished in 2019 and now they are 3 years and $100million over schedule & budget which is unacceptable. This city/province is a joke, we can't build anything in a reasonable time frame, heck London built a real subway line 4x the size (in a similar time frame) of the crappy Eglinton LRT (that will be at capacity day one). I'm just thankful that Doug Ford has seen more transit projects completed and approved under his watch than the decade plus of idiotic leftard control.
I wouldn't say the shutdown has been that frequent because I have been a regular Yonge line user in the past and while they were annoying they also weren't so common and part of the shutdowns were not related to signaling but the light rail line. I said I think as with many large projects on old infrastructure a lot of discoveries were made about what was and wasn't possible and this was the first time Toronto had converted a line.
@@RMTransit It has been, again because I've lived it. You can be a L1 user south of St. Clair and never realize how often Egg is shuttered so your word means bunk. If you want some proof please spend some time scrolling through the TTC Opps Twitter feed. Also as someone who grew up with Eglinton as his home station I have seen this project from its inception in 2013 and the early studies that took place that shut down the system for a weekend first hand. How come it will take NYC only 15 years(maybe 20) to refit their entire system yet Toronto can't complete half a line in the same time frame?
Pls make a vedio on delhi metro explained
Wait, GSM-R is about to be replaced?
ETCS in the west and east of Denmark is technically compatible however one of the important parts of the systems, the 2 different TMS(traffic management systems) are not yet coded for compatibility. This isn’t relevant right now since none of the major lines bordering each other have ETCS L2 yet anyway.
This video is giving me roller coaster youtuber eltororyan vibes lol. A block zone is…
The train collision in Almonte, Ontario in 1942 could have been avoided if they had proper signalling on that line.
Soooo many train accidents could have been avoided with proper signalling.
The collision in Queronque, Chile in 1986 was caused in part because the signalling wasn't working and someone had stolen the telephone cabling.
Damn, I am so glad no lives depend on the software that I write on a daily basis
sushinkansen!
CBTC
Control Before Trains Crush
In today's world of cheap data storage, a database of every rail line in Europe would not actually be that much information. I think it is about 10,000 rail lines with, say, 100 kilobytes of information at most on each line, it would only total in the megabytes. Certainly doable. Consideirng that car navigation systems often hold more data than that for every road across a wide area. I think ETCS Level 3 (so far not deployed anywhere) does work with a database on line information and has only position balises to confirm location.
Chuckled at the Antarctic joke…
4:50 i see what happened to crossrail
I don't know why but our government in india decided to throw ETCS the world standard in signalling and instead decided to develop our own "kavach" system to be used on all indian railways track. ( It includes everything except metros which use CBTC and hsr which is being developed with help of japan but will use ETCS).
Their latest test was a big one because our railway minister himself was present in the cab of one of the trains and some other railway board officials in the cab of the other train.
This was to show that the product is almost ready and mass deployment will start soon.
Whatever technology they use, indian railways desperately needs advanced signalling systems because currently our loco pilots have to look out to see the aspect of the next signal which causes speed restraints and delays because in winter when there is dense fog the loco pilots are unable to see the signal and hence trains have to run slower and many trains have to be cancelled.
It frustrates me that even after such a large and extensive network our main line trains use this stone age technology for signalling.
I hope mass deployment of this kavach system starts soon and atleast all the important routes and routes in fog affected areas get this technologyso that trains run on time and dozens of trains do not have to cancelled every winter.
will that system not block exporting technology. Development equipment based one ETCS could be sold to foreign countries?
@@Neuzahnstein that is what I don't understand. Why develop such non standardized technologies when good international standards are available.
Plus they spent money and more importantly wasted 3 years developing this. In these 3 years ETCS could have been installed on most major routes. And due to lockdown passenger trains were not running so it would have been easier and less disruptive. But here we are now....
It's somewhat weird to me that complexity of software systems around ERTMS would be a recurring challenge and a cause of missed deadlines. The system was invented 20+ years ago, right? Why do we call it a "system" if there's no systematic, bulletproof way of deploying it on new train networks over and over? :D
Railroads and trains are complex systems. Like he mentioned here the videos, there are many different systems, so it makes sense to standardize into a single system - however, because they’re all different, each one of those older systems will likely cause a unique set of problems in that period of change. When adapting existing lines and a fleet of existing rolling stock, nothing will be bulletproof from day one. Usually it’s one line (or even partial lines) at a time, so trains have to be able to handle switching systems on a daily basis. This is not easy. It’s certainly very different from building a new line and using brand new trains specifically designed for that system.
10 hours after Railways Explained updated same video.
It appears their last video was on timetableing?
Curious how china does it, where they run so many highspeed trains
They use CTCS (basically an ETCS fork/clone).
First!
I wish this was in my country 😔
nice