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ETCS
Annual Report 2004
DOCUMENT CODIFICATION
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Annual Report
2004
Project title
ETCS
Copenhagen
Final version
31/3/2005
Copenhagen
28/2/2004
REV.
DATE
Draft
DESCRIPTION
MR. P. FROESIG
MR. P. FROESIG
DRAWN UP
MANAGEMENT/STEERING
COMMITTEE
MANAGEMENT/STEERING
COMMITTEE
APPROVED
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Table of Contents
TABLE OF CONTENTS
1.1
2
2.1
SUMMARY PAGE
INTRODUCTION
STATUS AND ACHIEVEMENTS DURING THE YEAR 2004
ETCS MIGRATION STRATEGY FOR EUROPEAN RAIL CORRIDORS
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3.7
BRAKING
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3.8
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Summary page
Introduction
The ETCS project aims at supporting UIC member Railway administrations in their planning or
realisation of ETCS applications. With the new structure of UIC, ETCS has become a common
interest project, part of the Interoperability - ERTMS programme.
The main focus of the work in 2004 was in the following areas: The elaboration of ETCS
migration strategies on corridors including cost/benefit analysis, support for the AEIF
Conventional Rail TSI CCS working group (e.g. the list of open points and the ERTMS
Regional explanatory document), support for the AEIF Change Request organisation, ensuring
and supporting that functions relevant for the Conventional Rail system was recognised as
important functions such as infill in level 1, awakening on loops in level 1, level crossings, and at
present, work is carried out to establish a good platform for the introduction of the new mode
Limited Supervision, organizational work on the ETCS variables, work on the braking project
phase 3, support to the ERTMS implementation on corridors in Central Europe as well as a
handbook for implementation.
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projects related to railways, among the 30 EC projects, fit very well with the structure of the 10
UIC corridors. They can be considered as prolongation or as upgrade of existing lines or small
segments of new lines in parallel to existing ones (e.g. base tunnels).
These documents are used as input for high-level meetings between EC/TREN, UNIFE/UNISIG,
UIC/CER/EIM on the ETCS implementation. There is a general trend towards a corridororiented implementation strategy for ETCS.
Coordination with other TSI documents e.g. Operation and Rolling stock.
Open points in the functional specifications and relevant change requests in progress.
Outstanding technical specifications.
Additional specification work in order to encourage the open market.
This accompanying report does not have any legal validity. It was therefore agreed at the TSI
CCS meeting to have the open points listed together with a short description in the TSI itself in a
new annex G.
Regarding the above point 4, a DB proposal has been submitted regarding which interfaces
should be further developed (the white box approach).
The elaboration of chapter 7 which is dealing with the implementation has been a long and
difficult process with different versions presented for discussion.
The CCS document was approved by the Member States 23 November 2004
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For the variables M Loading Gauge and M Traction, the AEIF has drafted an initial paper to be
discussed in the respective TSI groups.
2.3.2.
Mathematical braking model and the service brake application
The project team working on ERRI WP B 126.15 has been tasked with the development and
testing of a mathematical braking model.
The "Presciani" group of braking experts has proposed one common model for modelling curves
"instantaneous deceleration versus speed" for mixed trains and based on the commonly used
method for braked- weight calculation. This model has been presented to the UIC Braking
Steering group. For certain train configurations, the available base of test data to verify the
model was insufficient; therefore additional tests had to be performed between July and
September 04. Some administrations have claimed that the braking algorithms are too
pessimistic, and that a review of the work carried out so far is needed. On this behalf it was
decided that the algorithm would be introduced into the TSI as a basic model for all train
configuration for which train length and -value and brake position are the only parameters
available. For train configurations with more detailed knowledge about their braking equipment
(e.g. disc brakes, electromagnetic track brakes, brake accelerators etc.) the Working Group will
try to create specific models which will generate deceleration curves that will follow more
accurate the actual deceleration of the train and so improve line capacity.
Due to the fact that the service brake application was an open point, it was only defined as
optional in the UNISIG SRS specification, and the so-called feedback from the braking system
to the ETCS system was not specified at all, it was requested at the last UIC braking steering
group meeting in December to clarify these two topics.
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It is essential that the braking model is tested in one or more countries with trains where the
ETCS computer has been reprogrammed and that the trackside coding of the balises has been
verified regarding the relevant distances on the lines where the ETCS braking tests shall be
executed. For a level 1 application, this is a very important exercise for being able to judge the
influence of the present line side signals regarding the distance between the signals, the
maximum speed obtainable, the need for infill (balise or loop) including the cables installed in
addition for this infill function.
The next update of the ETCS FRS and SRS should include the updated algorithms for braking.
This update is planned for the spring of 2005. Therefore, it is strongly recommended and very
important that such ETCS overall system tests are carried out very soon. It is essential that the
whole ETCS braking system is tested in order to gain experience with the warning curve,
service braking behaviour, the driver behaviour etc.
2.3.3.
Safety margins
Special attention must be drawn to the safety margins as they will have influence on this target
finalising the braking algorithm on the FRS/SRS level. Therefore, ERRI WP B 126.15 is also
busy with the establishment of standardized safety margins within the ETCS system based on a
probabilistic approach and a risk evaluation. Initially, and by now only dealing with high-speed
trains at different railways, an interim technical document containing safety margins and service
regulations has been elaborated by the Working Party. It was further agreed at the UIC Braking
steering group meeting on 2 July 04 that the Independent Safety Assessment (ISA) should be
involved at once in order to speed up the process. At the UIC Braking steering group meeting 8
December it was recommended to introduce a national value in a transition phase, so that the
countries who have a need for introducing ETCS on their conventional rail system could have
options to have a workable method introduced in the ETCS system in order to avoid getting into
a conflict with their present signalling system. The group, supported by the University of
Florence, is currently defining a common safety target and perform a risk analysis (using
statistical methods) for different types of trains to compare the actual situation with a future
safety target.
2.3.4.
Outstanding matters to be solved very urgently
At present, the following topics are outstanding and need urgent clarification:
- the introduction of the service brake application in the rolling stock vehicles;
- the introduction of the feedback from the air system to the ETCS onboard in relation to
the service brake application;
- the introduction of a new wording in chapter 7 of the TSI CCS allowing a member state
to reject a train that does not have any service brake application installed;
- the introduction of a national value for the safety margin in the braking algorithms;
- finalisation of the ETCS FRS and SRS specifications taking the above points into
consideration;
- development of specific braking models for certain train categories to improve line
capacity.
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2.3.5.
Feasibility study for a guideline for ETCS implementation
It was originally planned that the handbook for implementation should have been finalised by
the end of 2004. Due to serious illness of the key person in question, the handbook will be
delayed for some months. It is the aim to test the contents of the handbook for a level 1
application in connection with the planning and execution of the CFR part of the ETCS project
on Corridor IV. A level 2 application should be selected for tests in a similar way.
2.3.6.
Feasibility study for a guideline for ETCS education
This study aims to focus on the education needed especially at the drivers level, which is very
important for the success of the ETCS system. We are still looking for a candidate with
operational experience to be the leader of this study.
2.3.7.
2.3.7.1
CFR and the ETCS project have investigated several aspects of possible ETCS implementation
scenarios for the CFR network. One specific application of interest for several countries was
specifically looked at as CFR has today all signals equipped with the old INDUSI 60, including
many 500 Hz INDUSI magnets. The onboard functionality of reading the 500 Hz magnet is one
basic difference between the Old I 60 version and the updated PZB 90 version of the INDUSI
system which is in operation e.g. at DB. As many countries in this Central European region
have the I 60 version of INDUSI in service, UIC considered together with some of the concerned
rail administrations on corridor IV and X that a transition from the INDUSI I 60 system via the new
mode ETCS LS (Limited Supervision) towards an ETCS level 1 application could be an
interesting topic to have analysed. Several scenarios identifying different applications are
available.
UIC has also been supporting the elaboration of the call for offer document for the Romanian
part of Corridor IV using and testing the new UIC template for call for offer documents.
2.3.7.2
In February, a first co-ordination meeting for Corridor IV and X Railways together with the
industry was held in Vienna.
The aim of the meeting was to continue the work on the Corridors based on the distributed
proposal. The UIC has also provided a ''Common Template for Call for Offers''. The transition
from INDUSI towards ETCS was discussed.
On 28 and 29 April in Belgrade, a presentation of the implementation of the ERTMS/ETCS
system on Corridor X was held with the purpose to make signal and traffic engineers familiar
with the system.
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The agreements for ''Loan of staff'' between UIC, S, ZPD d.d., TP Belgrade, NRIC and MAV
were prepared according to the UIC template together with annexes for all Cross-border studies
with Slovenia, Croatia, Bulgaria, Hungary and the Belgrade - Bar line.
Comparative scenarios were made at the pilot station (Kukujevci-Erdevik) for the existing
system INDUSI-I60 and the ETCS system that show ''improvement possibility'' of ETCS LS on
the station as well as the open line.
On 3 and 4 May, an expert meeting was held in Zagreb in context with the common activities for
implementing the ETCS system on Corridor X.
The other two workshops were held in Zagreb with the following topics:
-
The Slovenian Ministry for Transport made a feasibility study together with Holland Rail Consult
about the implementation of the ERTMS/ETCS system on the Slovenian railways. The study
treated all important reconstruction on the signal-safety equipment for the implementation of the
ETCS system.
All Layout plans with scenarios and truth-tables with LEU connections on the line Zidani Most
Dobava - Zagreb were drafted, and UIC will comment on the documents concerned in cooperation with the railways.
The Bulgarian Railways and TP Belgrade agreed upon the cross-border section on the line
Ni-Sofia. The four stations on the Bulgarian part and three stations on the SerbianMontenegrin side were evolved into pilot sections.
Up till now, only a principle agreement about the cross-border section on the Hungarian
Serbian-Montenegrin border on the Belgrade - Budapest line was obtained.
The implementation of ETCS on this line has been postponed due to political elections.
On 30 September, the ERTMS/ETCS meeting for Corridor X Railways was held in Zagreb.
The aim of the meeting was to accelerate ETCS activities on Corridor X and to analyse the
principal problems.
On 22 December, the director general of TP Belgrade signed the ETCS Agreements governing
secondment between UIC and TP Belgrade.
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2.3.8
ETCS operational simulation at BB and CFR
Together with the University of Aachen, BB and CFR, a study on this topic is carried out. The
university already has a simulation tool for LZB and PZB, so the first action will be to update this
tool with the ETCS characteristics for Level 1 with and without infill, and for Level 2.
It is the aim of the study to have a report available that documents the differences in e.g.
capacity on a line with INDUSI I 60, INDUSI PZB 90, ETCS level 1 and ETCS level 1 with infill.
At present, data is collected for the study of the selected parts of the lines Vienna Salzburg
and Wels - Passau, as well as a section of Corridor IV in Romania.
A first draft report is expected by the middle of 2005.
2.3.9 Support to the AEIF change request organisation
2.3.9.1 Future FRS 4.29 review to be organized
During the AEIF CCB meetings, the ERTMS Users Group has proposed the establishment of a
review of the FRS 4.29, so that it conforms to the UNISIG SRS 3.0.0. Beyond this review, there
is a need for an FRS document covering the functions needed for the Conventional Rail and
where the functions needed for this operation are introduced as mandatory in the FRS in
accordance with recognised change requests. The general comments elaborated in 2002 by the
TSI FRS ad hoc group should also be considered.
At present, the ERTMS Users Group is analysing the economical impact of such a review.
This next version of the FRS will be conform to the next SRS Version 3.0.0 and also cover the
functions needed for the conventional rail network. This version of the FRS should be available
and referenced in the TSI CCS Annex A by the middle of 2005. UIC will deliver an input to this
review. Preparatory work has been initialised in 2004 on this topic e.g. by considering the FRS
for the new mode limited supervision.
2.3.9.2 Euroloop (Infill by cable)
BB, UIC and EEIG arranged a meeting including a trip on the BB ETCS line in May 2004.
It was demonstrated during the trip that the level 1 infill function is needed for capacity as well
as for safety reasons. EEIG chaired the meeting where the future infill users were invited from
the railways as well as the UNISIG Companies. BB stated clearly that it needs a stable
situation for the specifications with clear references listed in the TSI CCS Annex A due to the
fact that in the near future, the BB will launch a tender for the lines Vienna - Salzburg as well
as Wels Passau. A. Colao, J. Tamarit and P. Froesig stated clearly in common that this must
be the aim in 2004.
2.3.9.3 ETCS Level Crossing functions
Together with the concerned Railway administrations, EEIG and PKP, the UIC ETCS project
team has produced several explanatory scenarios to give a clear functional description of the
future content of the SRS. At the AEIF CCB meeting 16 June, the railway requirements were
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handed over to UNISIG with the request to study and comment on the proposal and have the
level crossing function introduced in version 3.0.0 of the SRS to be referenced in Annex A of the
TSI CCS. IT has been agreed at the AEIF change request level (CCB) in the summer of 2004
that the level crossing functionality will be included in the next version 3.0.0. of the ETCS SRS
specification.
2.3.9.4 Awakening in level 1 on EUROLOOP
At the AEIF CCB meetings in January and April 2004, the Danish autorithies introduced a
change request regarding awakening in level 1 on EUROLOOPs. It was concluded that the level
2 awakening problems discussed in ERTMS Users Group should be combined with the level 1
problems as they are indicated in the Danish change request, so that a total awakening
philosophy for level 1 as well as level 2 can be developed. The process is developing and
scenarios and explanatory documents are under elaboration by the EEIG. The basic problem
for Denmark is that such a function is incorporated in the Danish ZUB system in operation on all
Danish trains and ETCS would therefore in the awakening operation be less safe than the
existing class B system.
2.3.9.5 New ETCS mode Limited Supervision
Several years ago, this mode was introduced as a change request by RFF/SNCF based on an
SBB proposal. It was agreed at the ETCS / ETCS-LC Steering Group meeting in the spring of
2004 to arrange a workshop on this topic in order to create a better understanding for the use of
this mode in a transition towards a full level 1 or 2. The introduction of this mode would also
reduce the amount of different STM's onboard as the mode should be considered interoperable.
Therefore, for several countries it is important to have this mode introduced in the ETCS
specifications as soon as possible, so that the planning of the transitions can be undertaken
and tests can be carried out. For some central European countries who have INDUSI in service
today, and especially for Switzerland as a transit country, this is important. It should be
mentioned that CFR and the ETCS project has developed a transition from INDUSI I 60 towards
ETCS for the Romanian part of the Corridor IV line. This concept could also be used for other
countries in the Balkan region.
After the UIC workshop held on 30 June 2004, is was agreed that UIC should produce an FRS
document (chapter) as the first step and as a stand-alone document, but prepared so that this
chapter could be incorporated into the next version of the FRS without e.g. creating new
conformity problems.
In Limited Supervision mode, it shall be possible to use only the emergency brake for being able
to mirror certain existing protection systems that today only have the emergency brake
application. Thereby, also the use of the existing relays as input for the balise (a very simplified
LEU SIL level 0 or 1) shall be possible.
The FRS chapter has been distributed for comments to the 8 railway administrations which
were identified at the workshop. The administrations are BB, SNCB / NMBS, BDK
(Banedanmark), DB, RFI, CFR, Network Rail, and SBB.
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Since then, several meetings have taken place between different parties also with heavy
involvement from UNISIG.
At the time of writing, it seems that the new LS mode will be included in the next version 3.0.0.
of the ETCS SRS.
DB has now replaced the RFF/SNCF as owner of the change request.
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Braking
Finalisation of the ETCS FRS and SRS specifications taking the points mentioned above in
section 2.3.5 into consideration, i.e. the definition of the revised braking algorithm for the
warning, service- and emergency brake curves as well as the definition of the warning curve
when only the emergency brake is applied in the case where the service brake application will
not be implemented.
The following reports will be delivered in 2005:
It has further been decided to define safety margins per interim as national values which will
allow Group C to continue its work.
As it has been decided at the last Braking Steering Committee meeting in December 2004, both
Working groups will continue their activities:
Group A will submit a final version of a basic model to convert into a speed
dependent deceleration function to be introduced into the TSI at the next Steering
Committee meeting (9 February). It shall be valid for all train configurations for which
more detailed input parameters to use an enhanced model are not available.
Group A will further develop specific conversion models taking into account the
influence of the brake development time and additional parameters like disk-braked
vehicles, vehicles with electromagnetic track brakes ep-brakes etc.
After having submitted the enhanced model by the middle of 2005, Group A will
produce a report containing a detailed description how the model was created,
evaluated and finally improved for certain train categories.
Group C will continue its work of creating a method to use standardized safety margins
after having defined a common safety target for all kinds of trains.
After the submission of the results, Group C will produce a report containing all
information that led to this standardized safety model.
3.8
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This inventory will be carried out in 2005 in the context of other business decisions on future
traffic and investment needs and accordingly UIC is going to co-ordinate this activity very
closely with the wider European Railway Infrastructure Masterplan (ERIM), which will also study
other infrastructure investment and traffic forecasts on the same network corridors.
The ERTMS/ETCS project will coordinate the activities with the AEIF CCS, CCM, CCSC and
CCB organisation (the AEIF change request organisation) and other relevant projects inside the
Integrated ERTMS projects, especially EURO-interlocking, but also GSM-R work will be
ensured.
Basic deliverables of the UIC ETCS project is on one side support to the ETCS ongoing
activities by participating in meeting, preparing documents for matters to be discussed and on
the other side documents/reports which are available
Allocation of NID C, NID Engine, NID X user, NID STM in the ETCS Assignment of
Variables document uploading on the UIC side when relevant
Comparison of UIC Corridor study in relation to Van Miert priority projects Participating
in the AEIF TSI CCS group
Supporting the level crossing change request (PKP, CD, BDK, DB AG, BV, SZ, Network
Rail)
Supporting the infill Euroloop change request (BB, RENFE, BDK, CFR)
Supporting the Danish Authorities in corporation with the EEIG on the progressing on
the change request Awakening on Loop in level 1
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Braking curves Enquiry on braking safety margins Recommendations for inputs into
ERTMS braking curves (warning, service and emergency).
Safety margin Risk factor report
Task Name
Duration
Project Management/Administration
Start
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805 days?
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20 days
Mon 05/09/05
Fri 30/09/05
88
89
90
0 days
Fri 30/09/05
Fri 30/09/05
91
85 days
Mon 05/09/05
Fri 30/12/05
92
0 days
Fri 30/12/05
Fri 30/12/05
93
84 days
Tue 06/09/05
Fri 30/12/05
94
0 days
Fri 30/12/05
Fri 30/12/05
95
Tracability - WG report
85 days
Mon 05/09/05
Fri 30/12/05
Doc. Code:
ETCS_PF_PdC_v08.3.mpp
Date: 09/10/2004
31/12
28/01
28/01
01/04
13/12
13/12
31/12
26/08
26/08
30/09
30/12
30/12
Task
Milestone
External Tasks
Split
Summary
External Milestone
Progress
Project Summary
Deadline
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Task Name
96
Deliverable: WG report
97
98
99
100
Duration
Start
Finish
2004
2005
2006
200
O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F
Fri 30/12/05
30/12
0 days
Fri 30/12/05
0 days
Mon 05/01/04
260 days
Mon 05/01/04
Fri 31/12/04
0 days
Mon 05/01/04
Mon 05/01/04
412 days
Thu 18/12/03
Fri 15/07/05
125 days
Mon 05/01/04
Fri 25/06/04
101
102
12 days
Thu 18/12/03
Fri 02/01/04
103
235 days
Mon 05/01/04
Fri 26/11/04
104
400 days
Mon 05/01/04
Fri 15/07/05
105
0 days
Mon 05/01/04
Mon 05/01/04
106
1 day
Mon 18/10/04
Mon 18/10/04
400 days
Mon 05/01/04
Fri 15/07/05
400 days
Mon 05/01/04
Fri 15/07/05
400 days
Mon 05/01/04
Fri 15/07/05
0 days
Mon 05/01/04
Mon 05/01/04
107
AEIF activities
108
109
110
111
260 days
Mon 05/01/04
Fri 31/12/04
112
261 days
Thu 01/07/04
Thu 30/06/05
113
1 day
Mon 04/07/05
Mon 04/07/05
114
520 days?
Mon 03/01/05
Fri 29/12/06
115
520 days?
Mon 03/01/05
Fri 29/12/06
116
520 days?
Mon 03/01/05
Fri 29/12/06
117
520 days?
Mon 03/01/05
Fri 29/12/06
118
520 days?
Mon 03/01/05
Fri 29/12/06
119
520 days?
Mon 03/01/05
Fri 29/12/06
120
520 days?
Mon 03/01/05
Fri 29/12/06
121
520 days?
Mon 03/01/05
Fri 29/12/06
Doc. Code:
ETCS_PF_PdC_v08.3.mpp
Date: 09/10/2004
05/01
18/10
04/07
Task
Milestone
External Tasks
Split
Summary
External Milestone
Progress
Project Summary
Deadline
Page 21/21