This is the first step exploring how capacity, signal systems, and driving behaviour interact and will be followed by investigations of the next generation signalling system ERTMS. © 2020 Elsevier Ltd This paper presents the differences between the train traffic simulation tool RailSys and real train traffic with focus on Electrical Multiple Units (EMU) and the Swedish automatic train protection (ATP) system ATC, on a single-track line. Braking, acceleration, different types of resistance and running times have been investigated. From this study it can be concluded that the margins to unconditional ATC braking is high with this specific ATC implementation and parameters, and that the braking differs depending on the signal target. Compared to RailSys with parameters settings according to Swedish Transport Administration recommendations, the measurements show significantly lower acceleration and deceleration, which results in differences between measured and simulated running time.

Background ERTMS is an important project improving cross-border interoperability throughout Europe by a single rail signaling standard. One advantage following this development is a standardized radio signaling, which can be tracked by logging the data transfer using the ETCS protocol between Radio Block Center and train. This means that a broad spectrum of train driving can be analyzed in terms of for example driving behavior, signal planning and capacity in a new efficient way. Methods In this paper a radio-based protocol method to achieve this, is presented and applied for studying braking characteristics in terms of meeting point design. The aim was to design, apply and validate a radio-based train data collection method to enable cost-efficient and avoid time-consuming train data collections. To enable comparison between the results from the suggested radio-based method and traditional methods, a verification measurement was performed. Three different alternatives of speed calculation were validated. These were based on: Train Position Report speed; calculation of average speed based on reported train position; processed reported train position forming the average speed. The best alternative was then applied to examine deceleration towards different signal targets at single-track meeting points. Results The results from this study suggest that the ETCS Level 2 protocol is a feasible way to collect train dynamics data. The method is time saving when it comes to train driver behavior studies where several trains and drivers are needed to get significant results. Comparison with traditional GPS method suggest that the method is valid. Most promising is the alternative using processed train position.

Train drivers in Sweden had the opportunity to test the new European Rail Transport Management System (ERTMS) during the early implementation of this signaling system in 2011 and 2012. Unfortunately, they have reported many implementation problems. These ERTMS lines have been evaluated as more challenging to drive compared to the previous signaling system. A systematic literature review was conducted to understand what network planning designers typically focus on when analyzing railway driveability and how driveability can be assessed. In the overall picture the impact on driveability originates from both technological, organizational, and train driver aspects. One technological issue found during the investigation is related to the speed profile design. Frequent speed changes were identified as the primary source of negative experiences during driveability evaluations, especially on retrofitted lines. Results also indicate the need for a methodology that includes the driver earlier in the network planning test process, to avoid the costly and time-consuming analysis done after project implementation. The results highlight the importance of the speed profile design to provide good driveability. Cognitive Task Analysis, simulations, and statistical calculations to predict driver and train performance were identified as applicable methods to involve train drivers earlier in the driveability analysis process. © 2021 Elsevier Ltd

In the signal planning process, the ERTMS speed profiles based on track nature needs to be complemented with additional constraints. The base profile resolving the allowed track speed, often includes several speed changes which can be difficult for the train driver to follow. One approach to deal with this problem is to filter the base profile, reducing the number of changes and giving the driver more time for attention.

This paper presents the effects of a speed profile filtering principle, based on possible time usage during a speed increase, on train energy consumption, train driver braking behavior, running time, and driver workload. In an Electrical Multiple Unit train driver simulator, 40 drivers tested three different speed profiles of a 19 km railway line. It can be concluded that differences in running time are small, that these small time-gains implies a high energy consumption cost, and that drivers tend to drive close to the indication braking curve in the beginning of the braking phase. Further, the drivers rated the driver task workload low for all filter conditions. Accordingly, a certain filter level is required to get capacity and energy effects.