From Mainline

Signalling to
Digital Automation
 EDITORIAL

Farewell, signals. ­
Here comes digital automation.
Stephen Shirlaw
Market & Portfolio Manager,
Alstom Digital Mobility

Jean Koulischer
Business Development Director,
Alstom Digital Mobility Mainlines

Digital automation: a new paradigm for mainline

­signalling and train operation to deliver better
­performance in the near future.

I
t is no surprise that industrial production sites are
becoming more and more automated. With automation
and d­ igitalisation, the industry has, since the 1970s,
been optimising its ­investments and operating costs, better
controlling the flow of materials, energy and people.

Today, it is the railway systems’ turn to engage in this

transformation, in which we see rail networks and their
trains become 4th Industrial Revolution distributed
automated systems or “rolling factories”.

This is because, on the one hand, the necessary technology

building blocks are in here: Internet of Things, big data,
artificial intelligence, etc. On the other hand, interoperability,
thanks to the maturity of the ERTMS/ETCS in particular, no
longer seeks to ensure only operational safety, but to make
network and train management 100% digital and intelligent,
freeing the investment capability of managers and
operators, while significantly improving the quality of
service for their customers.

As a result of this transformation, digital and automated

control and signalling centres, supported by ERTMS, can be
seen as services, driven by performance. This is the vision
of Alstom’s teams, well-equipped with their expertise in the
deployment of digital solutions on existing and new
networks and the ability of the group to offer performance
and service contracts using the best of technology, without
compromising on reliability and long-term safety.
 CONTENTS

Editorial 02

Interview
The time has come to run digital signalling
at full speed 04

Data
Digital signalling: a strong lever for network
optimisation in more than 30 countries 06

Interview
Onboard intelligence for high-
and low-density networks 07

Analysis
A solid future for digital automation 08

Demo
Making the grade in mainline
with Automatic Train Operation 10

Interview
An enabler for business transformation 11

GLOSSARY

ATO: Automatic Train Operation L­ evel 2 that uses a technology

ERTMS: European Rail Traffic
­Management System – a European
initiative aimed at harmonizing
­signalling in Europe.
ETCS: Europe Train Control System
– a European set of interoperable
technologies (part of ERTMS) that
enable trains to be controlled ­safely
as they travel through different rail
networks.
ETCS Level 2: The version of ETCS
that can communicate with digital
radio signals.
ETCS Level 3: A variant of ETCS
called moving block to reduce the
dependency on trackside electrical
equipment.
GSM-R: A version of GSM for railways
that, as a digital communication sys-
tem, is an essential ­component of
ERTMS.
GoA: Grade of Automation – a­
­classification of four levels of
­automation ranging from GoA 1
(automatic safety supervision) to
GoA 4 (fully unattended or driver-
less operation).
TMS: Traffic Management System
From Mainline Signalling to Digital Automation

The time has come

to run digital signalling
at full speed
Int e r v i e w:
Vi nce n t P a s s a u ,
A t l a s Sol u t i on D i recto r, Als to m

By 2030, mainline trains could spend the majority of their and we are aiming for automatic driving with no agent on
trips running on autopilot, just like airplanes do so today. board for particular applications like freight in a specific
This feat will be made possible by technologies that are environment. Then, on the 2025-2030 horizon, we will see
already available, which constitutes a considerable asset the automation of driving become widespread on the
for infrastructure managers and network operators, in ­mainlines.
particular. Vincent Passau, Solution Director of Atlas
­(European Train Control System) at Alstom. The technological building blocks are there, proven on urban
metro lines that already operate without a driver.
WHAT IS THE CHALLENGE OF DIGITALISATION Then, for mainlines in
FOR INFRASTRUCTURE MANAGERS AND RAIL ­particular, it must be taken
NETWORK OPERATORS?
Both passengers and freight operators are hoping for better
into account that the tracks
are in an open environment, “The more we digitise,
quality of service: higher capacity, better punctuality and
predictability, improved comfort, reduced trip time, easier
where the unexpected is
much more relevant. It is the more attractive
connections, etc. This is the goal of our customers. But they
also face the challenge of minimizing their initial ­investments
thus necessary to include
­intrusion detection equip- the railway is for
(CAPEX) and their operating costs (OPEX).
Digitalisation represents the opportunity to optimise traffic,
ment. This, we also know
how to do, especially on passengers, the more
ensuring the network stability and gradually automating
operations. The more we digitise, the more attractive the
street-type urban equipment.
Some trams can brake viable the economic
railway is for passengers, the more viable the economic
models for operators and infrastructure managers, the more
­automatically if they detect
an intrusion on their route. models for operators
it is possible to invest – it’s a virtuous cycle. But it’s also a
challenge, all the more important for mainlines,
Lastly, there is the regulatory
aspect, for which progress is and infrastructure
­characterised by their complex interoperability, compared
to urban lines, where municipalities are less constrained to
constant but requires time,
like for autonomous driving managers, the more
innovate. in the automotive sector.
it is possible to invest
ARE SOME MARKETS MORE MATURE?
The transition to digital is easier in freight, for certain
IS THE DIGITALISATION OF
INFRA AND TRAINS ALSO – it’s a virtuous cycle.”
­applications. In Australia, or in some Gulf countries, there A PLUS FOR MAINTENANCE?
is a big demand for full automation. With mining ­operations, Rails will always be neces-
for example, it is much more cost-efficient to use automation sary, as well as switch machines – but this is the minimum
than have drivers take shifts in very isolated areas, 24/7. In in terms of remaining conventional equipment. With the
Europe, there is no corridor that is 100% dedicated to freight. IoT and analysis of the data from the tracks and trains, one
The constraints are thus those related to passenger traffic, can effectively optimize maintenance, because the
the most demanding for automation. ­information available on the railway equipment is ­multiplied,
more precise and often in real-time. Maintenance has
ARE DRIVERLESS TRAINS READY FOR TOMORROW? ­always been preventive, but is becoming predictive: it is
The timeline is double. In rail, short-term means 3 to 5 years. targeted and aims to implement only what is necessary. The
We already have cases of automatic driving with drivers automobile has followed the same path: it is the engines

4
From Mainline Signalling to Digital Automation

The time has come to run digital signalling at full speed

that show when a maintenance operation is necessary, and

no longer a calendar that indicates various fixed-term
­operations. We can expect cost reductions of up to 10
to 50%.

IS DIGITALISATION A LEVER FOR THE OPENING

OR REOPENING OF LINES?
Indeed. On low-density lines, operating income is low but
operating costs remain high if conventional infrastructure
and associated maintenance are kept in place, including the
requirement for staff at main stations along the line. With
digital signalling, and with the Level 3 of ERTMS, which
does not require trackside signalling, there is a possibility of
centralisation of the interlocking function at the traffic
­control centre or in the cloud. With the progressive
­development of automation, we will also be able to reduce
the need for drivers on the trains. The goal is to be able to
create a service on demand, offering more schedules that
are more flexible than with human drivers.

IS THE PROMISE OF ENERGY NETWORK

­PERFORMANCE IMPROVEMENT ALSO AN IMPORTANT
LEVER FOR ADOPTING DIGITAL?
This argument is perceived differently on different types of
traffic conditions. For example, automatic train control on
a large scale can increase the traffic capacity, sometimes by
10 to 20%. The trains are more frequent, arrive on time – the
benefit is immediate, but the energy issue is secondary.
On low-density networks, reducing the energy impact is via the data. Not surprisingly, the major players in infor-
more relevant. One example is that of a suburban train in mation processing are seeking to position themselves on
the late evening: If, thanks to automation, this train runs this trend. But we assert our strong knowledge of how
not at full acceleration and full braking but at an optimised our customers design and operate their networks. And
speed and stopping profile the energy savings can be sig- rail transport ­remains framed by very demanding safety
nificant – ranging from 10 to 15%, without ­significantly standards, which we master. Our digital solutions benefit
slowing the train. from these two forces, which are the foundation on which
we’re building them.
Without a doubt, it is for freight that energy optimisation is
the most significant. A convoy of freight in the United States
that has to stop and start burns a ton of fuel. The ­acceleration
and deceleration phases are thus very important.
­Automation is key in optimising the speed on “passing
loops” – the duplication of lanes that allow for trains to pass
each other.

IS DIGITALISATION TRANSFORMING RAILWAY

COMPANIES INTO DATA COMPANIES?
This business evolution is not prominent among all of our
customers, but it is growing. The more we eliminate lateral
trackside signalling, the more information will be collected
onboard trains and processed in operation centres, and
the more our activity will depend on a global view of traffic

5
 DIGITAL SIGNALLING
a strong lever for network optimisation in more than 30 countries

Mainline digital signalling optimises networks through TMS and ATO

Real-time traffic re-scheduling and ATO gives :

Real-time reactivity
ATO Improvement based on repeatable behavior
Automated Train Operation Taking all trains and all constraints into account
TMS
Traffic
Management
System

It suits both low- and high-density networks, existing and new

Low density High density

GPRS LTE

30 countries choose Alstom’s ATLAS digital signaling solution

18,000 km of tracks contracted

6,000 trainsets of 130 types

31 infrastructure and
101 onboard projects

Projects

In service

Trainborne

Trackside
From Mainline Signalling to Digital Automation
Onboard intelligence
for high- and low-density
networks
Int e r v i e w:
S t e p h e n Sh i r l aw,
­M a r k e t ­­& ­P or t fo l io M a na g er, ­­
A l s t om ­D i g i t a l M o b ility
Trains are becoming more intelligent thanks to digital
­technology, which is enabling trains themselves to carry out
new functions, or ones that currently require significant
­infrastructure, such as signalling and safety management, as
Stephen Shirlaw, Market & Portfolio Manager of Digital
­Mobility at Alstom, explains.
WHAT ARE THE KEY TRENDS THAT ARE MAKING
ONBOARD SYSTEMS MORE INTELLIGENT?
The first trend, which started 20-30 years ago, was the need for
full safety control over driver actions. Initially, systems would just
check if the train was going past a red light. Now they check speeds
on curves, whether they slow down correctly on the ­approach to
signals, if they slow down when the track is not in a good state
and whether they have the right stopping distances.
The second recent big development is the advent of interoperability.
This is important so that trains can travel from one country to
another, and to improve the efficiency of the high-speed ­network
and freight networks – rail freight is more efficient over longer
distances because of the need to load and unload cargoes. In
Europe, that means crossing borders, unlike in Russia, China or
the US. But interoperability means more complexity.
The next factor is an increase in automation. Operators are
­looking for energy savings and being able to run trains closer
together at a safe braking curve. At the moment, most operators
are not ­looking to take drivers out of trains, but you can do things
like connect safety systems to traction equipment, check if doors
are closed, connect cameras up to see if, for example, there is an
object on a level crossing.
The final trend is digitalisation. Traditional signalling systems
are electrical, not digital. They use circuits along the track to
detect train positions within “blocks” of a couple of kilometres
in length. With digital signals, there is less hardware along the
track – everything is calculated by ­computer. Because the train
measures its exact position, on very busy lines, instead of having
block distances, you can have the exact position of moving
trains (called moving blocks). And if you have low-density lines,
you don’t want to have all that equipment every 2 km – you
can safely use a GPS-type device.
WHY IS THE CHANGE NECESSARY?
We must think about efficiency because there is competition from
other forms of transport. ­Operators did not realise that they would
be facing competition from things like ­car-sharing and regional
buses, which have more flexibility in where they can go in
low-density areas. Regional lines will simply close if they can’t
compete with ­coaches. But also, governments are trying to en-
courage people on to trains
for environmental reasons.
Without this new functional-
ity that allows for more ser-
vices to run, ­however, trains
will just become overcrowd-
ed on busy lines. The default
position used to be that the
network could only take a
certain amount of people.
But now many operators are
trying to increase capacity.
Increased ­operability allows
the train to switch from high-density to low-density operating
modes along its route, as well as travel across borders.
WHAT DO MORE INTELLIGENT SYSTEMS
MEAN FOR TODAY’S RAILWAYS?
We’re getting to an inflection point with these converging trends.
Mobility in a complex world implies a concentration of intensity – as
railway systems become more intelligent, all the ­functionality is
focused on the train, as opposed to the trackside. Systems are
becoming more complex and we’re moving towards a
software-based system that requires regular upgrades on a
high-technology platform on the train.
IS THE INDUSTRY PREPARED FOR THE CHANGES
THAT ARE COMING?
It has taken the industry a bit by surprise. Getting rid of trackside
equipment was not envisaged 20 years ago when these new
systems were first envisaged. But the world is changing fast and
we must adapt. We are basically half way there. At the highest
levels, rail chiefs recognise that they have to digitalise and ­automate.
To move forward, the industry must focus more on the onboard
systems and start thinking about simpler driving rules for lines that
no longer have traditional signals and avoid the multiplication of
national versions to allow for trains that are fully automated.
7
From Mainline Signalling to Digital Automation
A solid future
for digital
automation
Int e r v i e w:
M a rco N a n n i , TM S M a i nline So l uti o n Director, Alstom
& Pi e r re - D a m i en J o urda i n, Ro ute Co n trol Solutions Director, Alst om
The railway is changing. Europe’s ageing rail infrastructure
needs to evolve to meet increased demand and reduce the
environmental impacts of transportation. New digital
technology will be one of the key enablers in the development
of an automated future.
The move to digital automation comes as more and more
customers have started to ask for increased functionality, says
Marco Nanni, Traffic Management System (TMS) Mainline
Solution Director at Alstom. Operators want to improve the
efficiency of the existing network because upgrading tracks and
other infrastructure requires a lot of time and money – and in
some cases is just not possible due to physical, economic or
political constraints.
However, adding new train control and automated functions
to the existing (electrical) signalling system faces several
problems which, over the past 10 years, have slowed the
introduction of new technology. Firstly, the new train control
system needs to be connected to the old system, increasing the
cost and complexity of the work. Secondly, when the old
signalling system reaches obsolescence, all the work must be
redone. Finally, having both a new train control system and
existing signals leads to complexity of operations and ties the
rules to the constraints of old technology.
“Digital technology is the enabler,” says Pierre-Damien Jourdain,
Route Control Solutions Director at Alstom Transport.
“Digitalisation allows you to have automation. The industry has
to replace traditional cable connections with a new digital railway
that has a comprehensive network of computers talking to each
other. We’re are also adding a second level, moving from fibre-
optic cable to a radio communication system when this can
enable cost savings.” Replacing obsolescent signalling systems
with digital rather than traditional technology reduces the project
cost. In addition, if new train control systems are introduced at
the same time, there is no need for signals, further reducing costs.
The current standard rail communications system is GSM-R
(Global System for Mobile Communications – Railways), based
on the 2G GSM technology and dedicated to the rail system. But
in a world of 5G telecommunications, GSM-R is no longer
enough, according to Jourdain. Both for radio and fixed
8
From Mainline Signalling to Digital Automation
A solid future for digital automation
telecommunications, the trend is to open networks. “The railway
operators wanted a proprietary system that they owned, for
security and control reasons,” he says. But the trend now is to
go from closed proprietary systems to an open system that can
use any internet system that’s available.
The option of using public networks allows operators to reduce
their costs. Why run a private network when specialist telecoms
companies can do it cheaper and better? All Alstom’s technology
and our products will go in this direction. The move from a private
to public networks also opens up the system to security threats
from hackers, which is now a major preoccupation of the ­network
operators. “Operators want a lot of ‘locks’ so they can be
­confident the system is safe. Our software code has to reflect
that. More systems are encrypted, even if they already have
firewalls and other measures, to make sure they can’t be
­attacked,” Jourdain adds.
QUESTIONS FOR THE FUTURE
“This is the future. We have been developing internet-ready
solutions and network interface products for more than 15 years.
The switch to digital is a big trend in the industry right now, but
we have a good head start. Some companies make a lot of noise
about digital being the technology of the future, but it’s not the
future, it is today’s reality.”
The new train control technology allows operators to run trains
closer together and so have more trains on the line at any one
time, increasing capacity. But the more trains there are, the
greater the disruption it creates if there is some kind of problem.
New options include better traffic management and improved
conflict detection capabilities. Initially introduced to highlight
conflicts and problems at a local level, customers are now asking
for a more comprehensive offering. “Introducing conflict
detection locally was relatively easy, but it doesn’t necessarily
lead to the best solutions across the entire network,” Nanni says.
There was a need for a system that could find the best solution
for the entire system, considering information such as delays
elsewhere on the network. “In real time, operators have to answer
complex questions. They also want to make more information
available to passengers. For that you need computing power.”
“If you are going to run more trains on the same infrastructure,
you need new technology and a tough supervisory system to
guarantee reliable services,” he adds. “Customers want
availability, efficiency and precision. Better forecasting reduces
the possibility of conflicts while complex algorithms can optimise
the way the system runs.”
Nanni adds an important additional point, “You can’t afford to
take a lot of time to calculate solutions – it’s a compromise
between solving the problem quickly and getting the resolution
you want to achieve.”
Both trains and network control centres are becoming more
automated, he points out. Automatic Train Operation (ATO)
“The industry has
to replace traditional
cable connections
with a new digital
railway that has
allows trains to compute the a comprehensive
most efficient speed pattern to
maximise acceleration and network of computers
braking for the least energy
consumption at an individual talking to each other.”
train level. At the same time, the
P i e r re -D a m i e n J o u rd a i n ,
control centre’s TMS is
Ro u t e Co n t ro l S o lu t i o n s D i rect or, A lstom
calculating the best train speed
to run the entire network
efficiently.
Automation at both the TMS level and on the train with ATO
allows a very fast response time. “It’s impossible to do this
manually,” Nanni says.
ATO will enable much more sophisticated operations in the future
– for example, harvesting the energy from braking trains
approaching a station and using it to help trains leaving the
station to accelerate.
Alstom has a good track record in implementing the new ATO
and TMS technology, having won important contracts with some
of the world’s major railways for these new operating systems,
particularly in Europe, where countries such as Sweden,
Denmark and France have bought its technology.
“Alstom’s policy is to show potential customers the possibilities
of our system. We have a programme that continually identifies
the needs of railway systems, so that we have the right products
available when customers ask for new features. We are being
pushed by our customers to stay ahead of the technological
curve,” says Jourdain.
MOVING IN A NEW DIRECTION­
“Our customers play an active role, telling us what they need.
Now some are starting to talk about the Internet of Things, BIM
(Building Information Management), using drones to assess the
state of the tracks – they want everything on the cloud and
accessible to all suppliers. It has changed drastically,” he adds.
At the same time, Alstom continues to service the many
customers that are running legacy systems. “It’s still a big market
for us,” says Jourdain. “We have to keep the trains running using
the technology the customers have. Operators have invested a
lot of money in the systems they have, and they want to recoup
that investment.”
However, the industry is beginning to move to a new
generation of digital and safety technology. This involves
using an open digital architecture associated with a new train
control system that has more automated functions. The
future is digital automation, as this is the most cost effective
to transform the network.
9
From Mainline Signalling to Digital Automation

RER A + Betuweroute:
Making the grade
in mainline with
Automatic Train Operation

Automatic Train Operation (ATO) has been successfully up to three minutes per journey and an improvement in the
running in metro systems around the world since the late regularity of trips for millions of passengers on a line well-known
‘60s. But automation has not been making any headway in for its overcrowding and risk of disruption. This new development
mainline networks since then – at least not until this last year. represents real progress in the drive to improve mobility, a vital
priority for cities today. It is a first step towards achieving greater
Alstom has taken automation to the next grade in 2018 by automation of mainline railways for improved, more sustainable
showing, through two projects, that existing mainline signalling mobility solutions.
systems can be upgraded with ATO. The first project is the
implementation of ATO across the central section of the A line SAFER, MORE EFFICIENT RAIL FREIGHT:
of the Paris RER interurban/commuter rail system, one of the ON THE RIGHT TRACK
busiest lines in the world. The second involves the testing of ATO In November, Alstom will start live testing of an ATO enabled
technology on the Betuweroute, a 150-km double track freight freight train along the Betuweroute, a dedicated freight line with-
line in the Netherlands connecting Rotterdam to Germany. The out passenger trains
Betuweroute is equipped with the latest generation standardised or level crossings,
signalling system – the interoperable and radio-based ERTMS part of the ­European
Level 2. These two projects represent the first time that ATO has freight Corridor A.
been successfully added to the signalling of a mainline rail Tests will be carried
system. out with a GoA 2
­level of ­automation.
IMPROVING MOBILITY FOR MILLIONS ­ By ­allowing the
OF PARIS COMMUTERS driver to focus on
In 2015, Alstom won a 20 million euro contract with the RATP supervision, ATO is
or Paris Transport Authority, to develop and implement an ATO expected to improve
system for line A of the RER, one of the most highly travelled the safety and
commuter rail lines in the world serving up to 70,000 passengers ­efficiency of freight
per hour per direction (totalling 109 km in length) and some transport, while
1.2 million passengers per day. Today, 80% of the A line fleet of ­reducing energy
183 double-deck MI2N and MI09 trains have already been consumption.
equipped and running in ATO mode. The project is on schedule
to be completed by November 2018. The ATO solution was The test, the result of an agreement between Alstom, the Dutch
integrated with the existing SACEM (Driver Assistance, railway infrastructure operator Prorail and train operator RRF
Operation and Maintenance System) signalling installed in 1989 (Rotterdam Rail Feeding), which is providing the locomotive,
with the participation of Alstom. It is Grade of Automation 2 or will demonstrate that an existing ERTMS (European Railway
semi-automatic train operation. At GoA 2, the automated Traffic Management System) enabled line (levels 1 and 2) can
system controls acceleration and braking, safe speed and be successfully upgraded with the ATO system. Above all, the
starting and stopping, while the driver operates the doors, demo is expected to send a clear message to freight operators
monitors trackside conditions for obstacles and handles any that it is time to start thinking seriously about moving to more
emergencies. The new Alstom ATO system delivers substantial automated operations on lines that don’t involve any major
benefits such as enhanced performance regularity and optimised hazards.
speed profiles with increased commercial speeds by 5 km per
hour. The result is extremely promising: shorter travel times by

10
From Mainline Signalling to Digital Automation
An enabler
­for business
transformation
Int e r v i e w:
Je a n - Ma rc N i z et ,
Vi ce P re s i d e n t , ­
M a i n l i n e Si g n a l ling , Als to m
The advent of the digital railway will change the way that
providers of railway infrastructure and equipment do
business. Jean-Marc Nizet, Vice President of Mainline
Signalling at Alstom, explains.
WHAT EFFECT IS DIGITALISATION HAVING
ON THE INDUSTRY FROM A BUSINESS PERSPECTIVE?
The digital revolution is already on its way in the railway sector
and, in particular, within Alstom. More and more, we are in the
software business and less in the hardware or product business.
This transformation to software with enhanced functionality
allows for many opportunities for the sector and our customers.
As explained by my colleagues in the previous sections of this
paper, this transformation includes simplified trackside
architecture, more intelligence onboard, increased automation
and new remote maintenance systems.
A key consequence of this increase in software is the need to
deal with evolutions along the whole lifecycle of the system (as
for apps on mobile phones). We’ve been doing software for
about 30 years, but in the past, the software functionality was
interlinked with hardware and trackside products and
procurement was done according to the procurement rules for
hardware. The industry is starting to recognise that today, the
value is more in the software than the hardware. This recognition
is relatively new, both for us and for our customers. It makes a
real difference when considering the requirements of delivery
in terms of the performance and reliability of the system.
HOW DOES THE INCREASING FOCUS ON SOFTWARE
CHANGE HOW YOU DO BUSINESS?
Without any compromise of safety, which is at the heart of our
DNA, this will allow a reduction of the costs of investment and
operation for our customers and implies an evolution of the
business model.
The Alstom business model is changing in three aspects. The
first is the effort towards long-term partnerships with customers.
The second is a better plan for system enhancements along the
whole lifecycle of the system whether it is for upgrades, new
features, or accounting for new cybersecurity threats. Finally,
there is the need to take into account performance-based
contracts that are adapted to software-intensive systems. In a
“Without any
compromise of safety,
which is at the heart of
our DNA, this will allow a
nutshell, it is a move from a
reduction of the costs of
hardware and products delivery
model to a System and
investment and operation
Software as-a-service model.
However, there are big
for our customers and
variations in business models
from country to country – in
implies an evolution of
some markets the trend is not
so apparent. So, we will
the business model.”
continue, as we do now, to
remain close to our customers and follow their evolving needs.
But it is important for Alstom to show to its customers that it is
taking the lead in embracing this future.
DOES THE FOCUS ON SOFTWARE MEAN
THAT YOU WILL SEE NEW COMPETITION
FROM OUTSIDE THE INDUSTRY, AS HAS HAPPENED ­IN,
FOR EXAMPLE, THE AUTOMOTIVE SECTOR?
Alstom firmly believes that the progress on automated mobility
will bring significant benefits to the rail industry. However, the
railways, especially mainlines, represent a very particular
environment due to the rail technology and the high speeds.
Therefore, safety is the number one priority requirement. New
entrants in the automotive sector are using this window of
opportunity in that industry to extensively test their autonomous
solutions to get safety approval. Most of our business is still
about providing safety for our customers, and it will remain so
for the coming century. This responsibility puts us in a specific
technology and specialised role. The automotive sector uses
“line-of-sight” cameras and radars that can’t be used in railways.
In addition, the safety level required on a single car is much lower
than that which is necessary for a heavy train with over a
thousand passengers. There may be extra competition in traffic
management systems, but it will be limited to certain areas. As
long as the rail industry goes along with the new customer
requirements, and this is clearly the case for Alstom, we do not
expect to create a window of opportunity for other industries.
11
Alstom – White paper 2018/2019 is published by the security and city mobility department of Alstom. © ALSTOM, 2018. All rights reserved. ALSTOM, the ALSTOM logo, all alternative versions and all mentioned trademarks of Alstom’s transport activities, are the brands
and trademarks of ALSTOM SA or ALSTOM Transport Technologies. The other names mentioned registered or not, belong to their respective owners. Technical and other forms of data contained in the present document are given for the purposes of information only.
ALSTOM reserves the right to reconsider or change this data at any time and without warning. Editorial Director: Stephen Shirlaw. The articles and illustrations published in this issue may not be reproduced without prior written authorisation. Design-Production:
Photo credits: ALSTOM Transport, TOMA – Julien Goldstein, TOMA – C. Sasso, Alstom, A. Février

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