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The application of the upcoming standard on ATO over ETCS

requirements should extend to the ATO. Any compliant train should be able to run safely with the
target level of automation as long as it is running over a compliant infrastructure. That means
complementing ETCS with interoperable ATO, while minimising the impact on the existing ETCS
specifications.

This approach at the level of the wider railway system goes far beyond the traditional
projectoriented approach, in order to ensure a smooth migration towards automation.

2.3 From concept to deployment

The AoE concept has been developed by a team drawn from the ERTMS User’s Group and
the UNISIG suppliers’ association as part of a TEN-T project running from 2012 to 2014. This
produced a system requirement specification and a number of interface specifications, which
were presented to the European Agency for Railways at the end of 2014.

Additional technical work in 2015 included discussions with representatives of the wider
European rail sector about integrating AoE into the agency’s longer-term strategy for the
development of new functions linked to ERTMS.
These discussions took off with the launch of the Shift2Rail technical work in September
2016. The project plan of the IP2 workstream of Shift2Rail includes the consolidation of the
specifications, development of prototypes and demonstrations at different levels of integration.

In parallel, UNISIG and the ERTMS Users Group have started the work with the European Agency
for Railways for adapting the ETCS specifications to allow integration with the ATO function, in
such a way that the impact on the ETCS should be minimised, facilitating a smooth migration
of the systems to include the Automation functions. The aim is to have the first GoA2 Shift2Rail
demos running by 2018-19.

As part of the IP2 workstream, Shift2Rail will also address higher levels of automation up to
GoA 3 and 4. Early implementation projects are also envisaged to provide feedback under real
conditions and take the specifications to a higher level of maturity.
2.4 Early implementation: México-Toluca suburban line

While the final specifications are still under discussion, CAF Signalling has had the opportunity
to pioneer a commercial application of AoE on the Mexico City – Toluca commuter line now
under construction.

ATO system for this line includes both onboard and trackside equipment.
The project began in 2015, allowing the train control system to be designed from the outset
using the AoE draft specifications. Grade of automation required is GoA2. Driving between
stations will be automatic, but the drivers will be required to close the doors at each stop; they
will also be able to operate the trains manually during periods of disruption.
The line will be fitted with ETCS Level 2 following SRS Version 2.3.0d. Although AoE specifications
are mainly being made in the context of ETCS Baseline 3, this early implementation is
demonstrating that the interoperable concept will also work with Baseline 2. The critical
interface specifications follow the draft AoE standards, notably Subset 126 for the interface
between ATO onboard and trackside and Subset 130 for that between the ETCS and ATO onboard
equipment.

2.5 Early conclusions

Although the Mexico City – Toluca line is not yet operational, the project development work
so far confirms that interoperable AoE offers many advantages. Most significantly, it has

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