Begegnungszonen der Stadt Bern

An operator of a medium-sized railway infrastructure was required to provide real-time information on the traffic situation to a national system. This required the introduction of new IT systems and a connection from the operational systems (OT) to an Internet interface.

Emch+Berger AG Bern was contracted to prepare a risk analysis for this project.

The risk analysis of the operational systems (OT) was based on a thorough assessment of the asset inventory including the configuration of firewalls, the identification of existing zones and their isolation as well as the type of data traffic between the zones. The probability and impact of various threats were derived for each zone.

During the analysis, undocumented direct connections to critical systems were discovered in the existing system, which would have allowed access from outside.

The analysis revealed further problems such as knowledge drain or weak protection of installations using virtual machines.

Emch+Berger AG Bern suggested using a dedicated gateway to achieve better isolation of the OT systems not only from the Internet, but also from exposed field elements.

The proposed solution achieved a significant improvement in system security at low cost.
 

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).

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.

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 implementation of ETCS level 2 on the entire network of Denmark takes place in parallel with a substantial increase of traffic during the ten year’s migration period. The Design Basis Traffic project alignes the total renewal of signalling equipment and the future track slot demand towards effective allocation of network capacity and capability. The elaborated concept timetable for 2020 provides the basis for a step by step service offer enhancement in the next years.

Many service improvement concepts are planned for the future on the Danish rail network. The Concept Timetable 2020 integrates the proposed train runs to a system focused on high connectivity throughout the entire network. The high service availability allows the customer even spontaneous trips, the most sensitive type of use. The Signalling Programme can fulfil a great part of additional capacity requirements by targeted allocation of signalling equipment for short headways.

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.

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

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 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.

In November 2023, the Rhaetian Railway (RhB) commissioned Emch+Berger AG Bern to conduct a preliminary study into the possibility of how fully automation of train operations within the RhB network can be ensured using the ZSI 127 train protection system or other existing systems that may need to be further developed.

RhB is the system leader of the ZBMS standard (train control for meter and special gauge railways) and plays a vital role in future-oriented projects for the digitalization and automation of the Swiss railway landscape.
By further developing or introducing new control and safety technology systems additional capacity can be gained on the existing rail network, together with Automatic Train Operation (ATO). The need for route expansions and, in the case of GoA3 and GoA4, for train drivers, can be reduced.

The preliminary study provides initial answers to the following questions:

• Which target signal system for cab signalling meets the requirements of operational and technical accessibility of ATO GoA3/4 in railway operations?
• Which existing systems are suitable for cab signalling and which variant should be further developed? 
• Second opinion on a RhB study on the extent to which ATO operation GoA4 is commercially feasible under the current existing system ZSI 127

The basis for the three main variants examined is a slide shared with Emch+Berger showing the position of the Federal Office of Transport (FOT) on ATO for meter gauge.

The interim results of the preliminary study were discussed in various meetings with the RhB operations department.

The result of the study was presented to the FOT.

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.

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 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.

Banedanmark has undertaken the unprecedented move of replacing all signalling assets of the entire network at once, introducing advanced traffic management processes at the same time. This has resulted in the largest signalling project ever. The project execution is characterised by a high complexity with a large number of participants and stakeholders and the challenges caused by implementing the new signalling system in the changing railway environment within a time frame of 10 years. The consultancy provided by Emch+Berger (E+B) in the frame of a larger joint venture has allowed the customer to identify in an early stage all whereabouts of and all risks associated with such an undertaking, as well as the right ways of addressing them. Based on E+B’s experience in tendering large railway projects, it has been possible to produce tender documents encompassing more than 1000 pages within a year, and to run through the tendering process within two years. During the design phases, E+B staff brought to fruition its long-standing experience in running complex projects involving a large number of participants and disciplines over several years. E+B provided top-class expertise in several disciplines like railway business in general, considering management, operation, construction and maintenance, advanced traffic management and timetabling techniques, ETCS level 2, setting up a testing progamme.