Future European-wide harmonised train driver’s cab EUCAB – an essential result of the Integrated Project Modular Train

W. H. Steinicke1, T. Meissner1, M. Schober2, L. Gelbert2

1FAV Berlin, Germany, 2Bombardier Transportation, Hennigsdorf, Germany Abstract The EU supported Integrated Project MODTRAIN (Innovative Modular Vehicle Concepts for an Integrated European Railway System) aims at increasing the competitiveness of the rail mode by means of pre-competitive R&D among the stakeholders from the supply industry, operators and universities. Key words are modularization, functional and interface standardization, life cycle cost (LCC) reduction and improvement of ergonomics for staff and passengers. With a budget of some 30 Million Euro MODTRAIN – coordinated by UNIFE – is apparently the biggest European project in the rolling stock domain. MODTRAIN is divided into four technical sub projects and the most extensive one – MODLINK – is looking for modularized and ergonomically improved man-machine-interfaces for driver, staff and the passengers. This paper shall focus on the EUCAB working area within MODLINK, which is the model for the future driver’s cab for European interoperability. MODLINK/EUCAB is co-chaired by FAV Berlin and Bombardier. Consequently, the working area EUCAB makes use of the results of previous successful European R&D projects, such as SAFETRAIN (passive safety) and EUDD (European Driver’s Desk) in order to specify the driver’s workplace of the future. Based on the core of the cab – the driver’s desk – this includes HVAC, crash structure, seat, and modular arrangement of the cab internal equipment. Standardized interfaces and cost reductions are always considered. After 24 months duration of MODTRAIN, EUCAB already presents visible and tangible (intermediate) results. Sets of functional requirements specifications (FRS) and operational requirements specifications (ORS) are generated by a consensus building process between supply industry and operators. In parallel the implementation of draft specifications into a cab mock-up of scale 1:1 has been finished by end of 2005. The mock up is both a tangible showcase and an important test case for checking the draft specifications and it has been presented on the occasion of the MODLINK mid term conference on 14 February 2006. The next steps are already progressing: Preparation of the functional demonstrator for testing in simulator environment (tests to be started beginning 2007) and EUDDplus project still in negotiation for in-field testing of EUDD layout and arrangement principles on open access, pre-competitive basis in permanent interaction with MODLINK/EUCAB. Introduction The Transport system in Europe is faced with a challenging situation. Recent forecasts anticipate tremendous overall transport growth for freight (> 60% by 2015) and passenger transport (> 20% by 2015), which is expected even to increase congestion on major road transport routes. In order to balance the additional load and to reduce environmental impacts caused by transport, improved performance and competitiveness of the rail system represents a top goal of the European transport policy. With the business scenarios of the Strategic Rail Research Agenda (SRRA), the European Rail Research Advisory Council (ERRAC) drafted an ambitious vision for the European rail sector by the year 2020 [1]: − Tripling of ton kilometres in freight traffic − Doubling of passenger kilometres

− A threefold increase of system productivity. To meet the exacting performance improvements identified by ERRAC and necessary to cope with these challenging targets, reliable, affordable and attractive rolling stock must become the norm for use on European networks. Within the frame of the two legislative “Railway Packages”, the High Speed and the Conventional Rail Directives are being brought into effect by the publication of Technical Standards for Interoperability (TSI’s) and validated via new and improved norms and technical standards [2], [3]. First experiences with the TSI’s for High Speed Rail show that practical implementation of interoperability often lags considerably behind the legal framework. The MODTRAIN approach towards modularisation and standardisation To avoid the risk of each new train being subject of independent interpretations requirements and built from unproven prototype sub-assemblies, interoperable constituents must be defined, validated and promoted at European industry level. That’s why, the main European railway system manufacturers, sub-system suppliers, railway operators, professional associations and research institutions have decided to join their efforts in the MODTRAIN project to reach the targets for future rolling stock capable to provide considerable contribution for a more competitive future rail system in Europe. The Integrated Project MODTRAIN (Innovative Modular Vehicle Concepts for an Integrated European Railway System) is probably the biggest collaborative international railways project dealing with rolling stock technology. MODTRAIN aims at the definition and the prove the standardised functional, electrical and mechanical interfaces and interchangeable components and modules which shall form the basis for the next generation of intercity trains and universal locomotives capable of 200 km/h and more. The concept of modularity aims at economic advantages for both railway suppliers and operators, such as reduced manufacturing costs and enhanced economies of scale, increased productivity of new rolling stock as well as improved reliability founded on a rise in proportion of service proven-components in rolling stock designs. MODTRAIN has been started in February 2004 with a duration of four years and a total budget of about 31 Mio. EURO, from which the European Community contributes with some 16 Mio. EURO funding. The consortium consists of the four major European rail system integrators (Alstom, Ansaldobreda, Bombardier and Siemens), innovative sub system suppliers (such as Knorr-Bremse, Deuta-Werke, Lucchini), railway operators (Deutsche Bahn, SNCF, Trenitalia), international and national associations of rail industry and operators representing their members (UNIFE, UIC, VDB, FIF, RIA, ANIE) as well as research institutes (e.g. TU Berlin, TU Vienna, FAV Berlin, IAS Berlin, PTU Milan, UPC Barcelona, University of Florence, University of Newcastle) – in total 37 project partners and many others involved via their associations. UNIFE coordinates the MODTRAIN project [5]. The MODTRAIN project addresses four principle areas of the train architecture reflected by the sub project structure (see figure 1): − the running gear (MODBOGIE), led by Ansaldobreda − the train control and monitoring system (MODCONTROL), led by Alstom − the on-board power system (MODPOWER), led by Siemens − the man-machine and train-to-train interfaces (MODLINK), led by FAV Berlin and Bombardier

Figure 1: The MODTRAIN sub project structure according to principle areas of the train architecture Even if the individual scopes of the MODTRAIN technical sub projects are differentiated, the manifold interfaces between them require permanent interaction in an integrated manner. In particular for MODCONTROL, representing the information and communication backbone of the train, interaction with all other three sub projects is essential. A fifth sub project – MODUSER – is dedicated to disseminate and to communicate intermediate and final project results to suppliers and operators not directly involved in MODTRAIN, but affected by its results in their future business. MODUSER therefore represents an important pillar for the necessary consensus building process within the rail sector. It is commonly led by UNIFE and UIC. Most likely, an additional item will join MODTRAIN in the near future: The MODBRAKE approach currently (March 2006) in final negotiation with the European Commission will formally operate as a self-standing project, but practically embedded into the MODTRAIN framework. MODLINK – the modular man-machine and train-to-train interfaces With a budget of 11.4 Mio. EURO and involving 25 partners, MODLINK is the biggest sub project within the MODTRAIN domain. MODLINK is led by FAV Berlin and Bombardier, Hennigsdorf (near Berlin). It aims at the specification and verification of modular advanced and harmonized technical solutions for the interfaces of the train staff (driver and passenger train crew) and passengers as well as for the data link between trains. Due to its complexity, an appropriate sub-division of MODLINK into workings areas was made already at the beginning of the project preparation phase. The working areas are organized as follows: − EUCAB: the man-machine interfaces for the train driver including driver’s workplace

environment – the driver’s cab − EUPAX: interoperable man-machine interfaces for passengers and train crew, focusing

on the door operation, passenger information systems and safety alarm systems, as well as the improved train access for persons with reduced mobility

− EUCOUPLER: standardized train-to-train data transmission link for the interoperable coupling

of trains from different operators Experiences from previous rail projects dealing with man-machine interfaces justified the importance not to limit the scope on drafting specifications, but to implement preliminary and final findings of the technical development into tangible hardware for demonstration, testing and verification. Functional tests fed back

their results into the technical development contribute to improve details in incremental development loops and they are indispensable to finally ensure the acceptance of customers (operators) and end users (operator’s staff and passengers). That’s the reason why the MODLINK work plan includes functional and testable mock-up’s in 1:1 scale. By end of 2005 the MODTRAIN project reached the midterm milestone. At the same time, the MODLINK working area EUCAB finished the industrial design mock-up in 1:1 scale - the first intermediate hardware result of whole MODTRAIN. Therefore, the following explanations shall concentrate on EUCAB in order to reflect working process, achievements and the outlook on the ensuing work tasks. EUCAB – the future work place of the driver based on European Driver's Desk As it is the guideline for all of the sub projects, EUCAB also make use of the results of previous European rail projects. For the EUCAB working area, the research project European Driver's Desk (EUDD), supported by the European Community within the 5th RTD Framework Program, provided particular and important input [ 6]. Following the strategic vision "from Airbus to European Railbus" the EUDD project (January 2001 – December 2003) made use of experiences in terms of technologies for Life Cycle Cost reductions and modularization approaches already proven in the aeronautics sector (see figure 2). The EUDD consortium specified, developed and tested the modularized and harmonized desk layout and functional arrangement according to optimized ergonomics for the driver and reduced life cycle costs for manufacturers and operators [7]. With its main success factors - Availability of a strategic vision - Consensus building approach involving all relevant parties in the sense of the "new culture for

cooperation" between rail industry, operators, researchers and associations - Multidisciplinary R&D approach - Implementation of "tangible" hardware for demonstration, testing, verification and dissemination the project EUDD traced out the appropriate design for the working process in EUCAB and the other MODLINK working areas. Therefore, the EUDD project can be seen as an important "crystallization point" for the MODTRAIN. Figure 3 is showing the EUDD functional demonstrator desk in the simulator environment.

Figure 2: The Strategic vision "from Airbus to the European Railbus" – example aeronautics

Figure 3: EUDD performance and acceptance tests in a simulator ( Siemens) Compared with EUDD, the EUCAB working area not only covers the driver's desk but also the specification and development of whole driver's cab, including HVAC (heating, ventilation, air conditioning), cab equipment, interior design and lighting, crash structure for driver protection, and the front-end shell. The overall objectives remain: cost reduction along the entire life cycle chain, improved ergonomics and driver protection. EUCAB working process As the other sub projects and working areas within MODTRAIN, EUCAB applies an incremental process illustrated in figure 4. Based on existing international standards (EN's) and mandatory TSI's, industry and operators commonly develop in a step-by-step and interactive, integrated approach: The train architecture with FBS (Functional Breakdown Structure) and PBS (Product Breakdown Structure) - Functional requirements specifications (FRS) - System requirements specifications (SyRS) - Operational requirements specifications (ORS) - Functional interface specifications (FIS) - Standards for selected components For EUCAB, the specs development process has been supported by detailed analysis of the driver's working place of modern reference rolling stock (Germany, Austria, France). These investigations were mainly performed by IAS Berlin with support from UPC Barcelona. By applying thoroughly defined intermediate milestones for the specs mentioned above ("intermediate design freeze"), two stages of hardware mock-up's in 1:1 scale are planned within the EUCAB workplan:

- Industrial design mock-up with a limited set of functionalities for dissemination and tests of the ergonomics

- Functional demonstrator covering all the functionalities necessary for "close to reality" simulator

test runs to evaluate the performance of design and arrangement as well as ergonomic conditions and acceptance by end users (driver's)

Realization and testing of the hardware mock-up's shall provide essential input for the specification process running in parallel in order to narrow-down the scope of optional solutions which is supposed to accelerate the preparation of final FRS, SyRS, ORS and FIS. The close interaction between the both lines described should pave the way for the exploitation of MODTRAIN results in terms of new or improved Euro Norms (EN) and updated TSI's as early as possible.

Figure 4: The MODLINK workings areas – close interaction between specification, development and hardware/software implementation for tests

EUCAB achievements at project's mid term Based on the intermediate set of functional, operational and system related specifications as well as on the results of the reference rolling stock analysis the EUCAB industrial design mock-up in 1:1 scale has been completed by January 2005. As already mentioned above, this mock-up is the first tangible intermediate result of the MODTRAIN project. It has been built in the workshop of Bombardier's industrial design department in Hennigsdorf near Berlin with contributions from the other industrial partners, the operators and the involved research institutes. The mock-up represents the High Speed Train application of EUCAB and covers the following features: - Driver's desk according to EUDD layout and arrangement principles with some detailed

optimizations according to final evaluation of EUDD simulator tests and further findings from reference rolling stock analysis (see figure 5). As already justified with EUDD results, the following advantages compared with existing desks apply: o Improved MMI by applying latest knowledge in human factors o Improved passive safety by considering results of SAFETRAIN and similar projects

o Reduced number of HW elements by shifting HW functions to SW functions => displays allow for better accessibility for the driver and they are more flexible

o Enhanced functional modularization improves user-friendliness and enable the driver for quick learning and further training

o Harmonization of the important operations (e.g. driving/braking with integrated master controller) o Design optimized for larger series (min. 15% cut of LCC calculated in EUDD project).

- Cab interior and design, including interior lighting, cupboards, fire fighting equipment, escape-

optimized door between cab and passenger compartment - Dummy for the HVAC - Front-end shell, aerodynamically optimized - Crash structure for driver protection according to TSI scenario 3 "truck on level crossing" (figure 6) With the MODLINK mid term conference on 14 February 2006 at the German Museum for Technology in Berlin the EUCAB industrial design mock has been presented to the MODTRAIN project partners and interested journalists. High level speakers (e.g. Hartmut Mehdorn, CEO of Deutsche Bahn) provided the motivation to project partners to proceed with the results already achieved. Figures 7 and 8 should provide impressions about the "close to reality" nature of the EUCAB industrial mock-up.

Figure 5: Driver's desk in EUCAB mock-up according to EUDD layout and arrangement principles

Figure 6: EUCAB external head shape accommodating crash structure (form follows function)

Figure 7: The EUCAB industrial design mock-up (L. Gelbert, Bombardier)

Figure 8: EUCAB industrial design mock-up during MODLINK mid term conference 14 February 2006

Outlook –the next steps in EUCAB development The further work process in EUCAB working area is basically drafted by figure 4 – emphasising the close interaction between specs development (FRS, SyRS, ORS, FIS) and hardware demonstration and testing). Assessments of the ergonomic advantages of the EUCAB industrial design mock-up by training and MMI experts as well as drivers from several operators are planned for April/May 2006. The results of these human factors related tests will be fed back into the specs refinement process. In the meantime, the second stage for EUCAB hardware implementation will be prepared – the functional demonstrator for testing/verification of the performance and end user acceptance of the EUCAB design and functionalities according to specs status mid 2006. The demonstrator will be tested in a rail simulator equipped with visual, acoustic and movement feedback in order to provide a close-to-reality environment. For construction of the demonstrator, technical responsibility will be on Alstom side with contribution from industrial partners and operators as well as scientific partners for preparation, realisation and evaluation of the tests. As it stands now, the functional tests will apply the SNCF rail research simulator in Lille. With the planned project EUDDplus, still in negotiation with the Commission, the necessary and supporting in-field tests of the EUDD/EUCAB driver's desk layout for standardisation on an open access and pre-competitive basis are progressing. Findings/information of the in-field tests planned in a stepping stone approach "locomotive – regional train multiple unit – high speed train" will be fed back into the MODLINK/EUCAB. Conclusion - The challenges for the European railway system demand for the new culture of cooperation

between industry, operators, researchers and associations to develop commonly accepted cost-effective solutions.

- MODTRAIN is an ambitious but necessary approach to improve the competitiveness of the

European rail system by modularization, harmonization and standardization, the previously concluded project EUDD paved the way.

- MODLINK mid term marks an important milestone on the way to modulare MMI: the EUCAB

industrial mock-up is the first tangible and testable result to assess preliminary specifications and to narrow down the scope for final specs refinement

- Next steps are already in progress: EUCAB functional demonstrator and test preparation as well as

EUDDplus in field tests as open access on pre-competitive basis. Acknowledgements The Integrated Project MODTRAIN is funded by the European Community under the 6th RTD Framework Programme, priority 1.6.3 – sustainable surface transport, project n° TIP3-C-2003-506652 References [1] ERRAC. “Strategic Rail Research Agenda 2020 – a turning point for European rail Research”, First

Report of the European Rail Research Advisory Council, September 2002. [2] Official Journal of the European Communities. “Council Directive 96/48/EC of 23 July 1996 on the

interoperability of the trans-European high-speed rail system”, Official Journal L235, 17/09/1996, p. 0006 – 0024.

[3] Official Journal of the European Communities. “Directive 2001/16/EC of the European Parliament and the Council of 19 March 2001 on the interoperability of the trans-European convebtional rail system”. Official Journal L110/1

[4] International Union of Railways (UIC). “Layout of driver’s cab in locomotives, railcars, multiple units

and driving trailers”, UIC leaflet 651, 4th issue, July 2002. [5] Association of the European Railway Industries (UNIFE). “MODTRAIN – a modular vehicle concept,

which will pave the way to European integration”. MODTRAIN newsletter n°1 – 2004. [6] FAV Berlin. “Project European Driver’s Desk (EUDD) – Final Technical Report”, project EUDD,

contract n° G3RD-CT-2000-00457, March 2004. [7] T. Meissner, W.H. Steinicke, et al. „Führertisch für den grenzüberschreitenden Verkehr“, Journal

Elektrische Bahnen 101 (2003), n° 10, p. 476 – 483.