АВТОМАТИКА, ТЕЛЕМЕХАНІКА, ЗВ’ЯЗОК

UDC 656.2

CHEPTSOV M.N.,Doctor of Engineering, Professor of Donetsk Railway Transports Institute, TSYKHMISTRO S.I.,Head of IT department of Donetsk Railway Transports Institute, BOINIK A.B. Doctor of Engineering, Professor of UkrainianStateAcademyofRailwayTransport, BAKHAL I.G., Postgraduate studentof Ukrainian State Academy of Railway Transport

PROJECT NEAR² –NETWORK OF EUROPEAN/ASIAN RAIL RESEARCH CAPACITIES (SIGNALLING SYSTEMS)

Introduction The European Union’s (EU) aspiration for railway systems that are interoperable across Europe is driven by the need to systems have to service a market that is open within and ensure the safe movement of freight and across industrial sectors and national passenger trains. Lately, their design and boundaries. This in turn requires that the operation has become increasingly complex. technologies and operational procedures that Therefore we will make the classification of underpin the railway systems facilitate not the European-Asian railway modern only interoperability but also enhancement of signalling systems (on stations, between safety, capacity and efficiency. The European stations), taking into account possibility of Railway Traffic Management System ensuring the safety for various speeds of (ERTMS/ETCS) is designed to enable movement. interoperability through use of one unique signalling system as opposed to conventional Signalling systems in European railways signalling systems [1]. Table 1 ETCS levels and functionality. ETCS Train detection Driver Description level notification 0 ETCS fitted train travelling on unfitted infrastructure 1 at signal Signal and driver Communication via balise - no data radio or balise at machine interface communication. Line-side signals retained. signal with Line-side Equipment Unit Train position is infill determined trackside. No radio block centre. 2 GSM-R Signal and driver Communication via GSM-R radio. machine interface No requirement for line-side signals/line-side equipment unit or track detection device Train position is determined trackside. 3 GSM-R Driver machine Communication via GSM-R radio. interface No line-side signals. Train position determined onboard. The expected status deployment of ERTMS on European railways presented on Fig.1.

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Figure 1. ERTMS deployment throughout Europe [1]

Chinese Train Control System (CTCS) - the Communication System which allows the transfer of messages to and from the There are very similar features between train. Chinese and European Railways in terms of CTCS has several levels: train operation mode and train control. ETCS - CTCS-0: + + (European Train Control System), supported LKJ2000; by the EU and the European Industrials, has - CTCS-1: Track Circuit + Cab Signalling + been finalized as the technical standard of LKJ2000 + Balise; train control systems in Europe after more - CTCS-2: Track Circuit + Balise + ATP, the than ten years effort [2]. track circuit is used both for block Modern CBTC systems consist of four parts occupation detection and movement (Fig. 2): authorization, its architecture is similar - the Control Centre System which controls to TVM-300; the operation; - CTCS-3D: Track Circuit - the Wayside System which receives train + Balise + ATP CTCS-3D is equivalent to positions and issues Movement Authorities the European ETCS Level-1; to assure the safe running of the trains; - CTCS-3: Balise + GSM-R + ATP, using - CTCS-2 as the backup system, CTCS-3 is - - the Vehicle System that generates the train equivalent to the European ETCS Level-2 + position and receives the movement CTCS-2; Authorities and assures the compliance of the - CTCS-4: Balise + GSM-R + ATP, moving Movement Authorities; block.

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Following important railway lines are already - (455 km Zheng – Xi line) HSR Zhengzhou completed fitted with GSM-R [3]: – Xian; - (115 km Jing-Jin line) HSR Beijing – - (275 km Fu-Xia line) HSR Fuzhou – Tianjin; Xiamen; - (156 km He-Ning line) HSR Hefei – - (116 km Guang-Shen line) HSR Nanjing; Guangzhou Shenzhen; - (189 km Shi-Tai line) HSR Shijiazhuang – - (308 km Chang-Jiu line) HSR Nanchang – Taiyuan; Jiujiang; - (357 km He-Wu line) HSR Hefei – Wuhan; - (1318 km Jing – Hu line) HSR Beijing – - (279 km Yong-Tai-Wen line) HSR Ningbo Shanghai; – Wenzhou; - (111 km Chang-Ji line) HSR Changchun – - (294 km Wen-Fu line) HSR Wenzhou – Jilin; Fuzhou; - (308 km Hainan line) HSR Haikou-Sanya. - (1 956 km Qingzang line) Lhasa-Geermu On major sections of the following railway line; lines, GSM-R has been installed: (2 553 km - (653 km Daqing line) Datong – Tianjin Jing-Jiu line) railway line; - Beijing – Hong Kong railway line; - (968 km Wu-Guang line) HSR Wuhan – - (261 km Wu-Jiu line) Wuhan – Guangzhou; Jiujiang railway line. - (393 km Jiao-Ji line) Qingdao – Jinan railway line;

Figure 2. Block Diagram of a modern CBTC system.

CTCS on China railways is presented on Fig.3.

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Figure 3. CTCS on Chinese railways

Indian (Pakistan) railway signalling for 6 voice channels for communication systems[4] among these stations. This system was developed indigenously by SR, the Dept. of The absolute block system is the most Electronics, and IIT Madras. widespread method of train working on A lot of variety of systems areused on the Indian railway. The block sections may be Indian railways, for example: handled manually or automatically, or by - Mumbai CSTM – Badlapur: Automatic some combination of those. Some sections Multiple Aspect Colour Light Signals; still use different forms of physical token - Badlapur - Pune - Daund : Manually systems such as the Neale's Ball Token controlled Multiple Aspect Colour Light instruments. Signals; AWS () is an - Daund - Manmad : Lower Quadrant in-cab signal warning system, is used in Semaphore signals; suburban EMU systems, primarily Mumbai. - Daund - Solapur: Some stretches of It was proposed for main lines including New Multiple Aspect Colour Light Signals and Delhi - Agra, Howrah - Mughalsarai, etc. some sections of Tokenless Upper quadrant A Train Management System (TMS) semaphore; from Bombardier is used on the Mumbai - Pune - Miraj - Kolhapur : Neale's ball token suburban system (Churchgate - Virar) which instrument; provides centralized online monitoring of - Batala - Qadian, GarhiHarsuru - train positions. Farukhnagar : One Train Only system; Around Chennai, several suburban - Tilwara - TilwaraMela : Train Staff and stations have their signals automatically Ticket system. controllable from Basin Bridge using a fault- In order to ensure that the signalling tolerant system that interconnects the system never provides unsafe (conflicting) signalling of up to 32 stations using a dual signals and the points are not set for more fibre-optic ring. This system also provides than one train that might end up proceeding

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109 АВТОМАТИКА, ТЕЛЕМЕХАНІКА, ЗВ’ЯЗОК on to the same section of track and hence major metropolises, and later on other main suffering a collision, various schemes have lines. been developed to coordinate the settings of Indian railways department is also the points and the signals within the region considering the use of GSM-R technology on controlled by a signalbox or signal cabin. On parts of its network. Siemens AG is the Indian railways are used the following supplying GSM-R equipment for 700 route- systems: km of the NFR in West Bengal, Assam, and - Mechanically operated interlocking; Bihar as an initial project for IR to - Manually operated interlocking; experiment with the technology. The North - Hepper's Key Transmitter; Central and East Central zones are also - Electrically operated interlocking. setting up some GSM-R services. There are three levels of interlocking A Train Protection and Warning System used by Indian railways: (TPWS), based on ETCS Level 1 has been I - interlocked station has mechanical proposed for the Chennai Beach - interlocking. Gummidipoondi section. EMUs will be II - interlocked station may be monitored using track and lineside mechanically or electrically interlocked transmission devices (LEU or Lineside (usually the latter). Electronic Unit). III - interlocked station has points and signals that are either interconnected ERTMS projects in TCDD (Turkish mechanically within the same mechanism, or Railways) electrically as with route-relay and panel interlocking. Current situation with signalling systems Indian railways department is looking in TCDD Railway Network: into procuring ETCS level 2 equipment to be installed on the trunk lines between the four

Length of Railways: 10.991 km Electrified Lines: 2.336 km Main Line: 8.697 km, Signaled Lines: 3.111 km Secondary Line: 2.294 km

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Figure 4. ERTMS projects on Turkish Railways

High speed train projects: Ankara – used the specially designed electric relays to Istanbul, Ankara – Konya, Ankara – Sivas. increase safety in these systems. New systems which will be introduced A part of interlocking and blocking within the project: systems is ALSN. It is a train control system - ERTMS/ETCS L1 and GSM-R; meaning Continuous Automatic Train - Electronic interlocking (SSI), SIL4; Signalling used widely on the main rail lines - CTC in Ankara & Local Control in all of the post-Soviet countries. It uses stations; modulated pulses inducted into rails similar - Way-side signaling system; to the Italian RS4 Codici and American Pulse - Jointless track circuits, point machines and Code Cab Signaling. On the high-speed lines point; the variant ALS-EN is used which takes - Heating system; advantage of a double phase difference - Way-side telephones; modulation carrier frequency. - Wheel detection system. Since the 1990s, the Russian Railways has introduced a computerized successor Signalling systems of the post-Soviet system KLUB-U which requires either countries (Russian Federation, Ukraine, ALSN only or both, ALSN and ALS-EN Belarus, Latvia, Lithuania, Estonia) sensors for compatibility. In ERTMS the ALSN/ALS-EN systems are listed The railways of post-Soviet countries use as ETCS Class-B systems. the interlocking systems on stations and the blocking systems between stations.There are Types of the signaling systems by - ATC (, Denmark, , Brazil, countries [5] South Korea, Japan, Iran). (ATC) is the term for a general class - ALSN (Russian Federation, Belarus, of train protection systems for railways that Estonia, Latvia, Lithuania, Ukraine) involves some sort of speed control mechanism in response to external inputs.

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ATC systems tend to integrate various cab home signals that show caution. If he does signalling technologies and the use more not confirm or passes a home signal that granular deceleration patterns in lieu of the shows stop, the train is stopped rigid stops encountered with the automatically. This is achieved by older Automatic technology. ATC interrupting the power supply to the motors can also be used with Automatic train and applying the emergency brake. operation (ATO) and is usually considered to - LZB (Germany, Austria, ). be the safety-critical part of the system. “” (or LZB) is a cab - BACC (Italy). BACC is a train protection signalling and used system used byItalian railways, which use on selected German and Austrian railway 3kV DC electrification. The term “BACC” is lines as well as the AVE in Spain. In an abbreviation of “Bloccoautomatico a Germany, the system is mandatory on all correnticodificate” - automatic block system lines where trains exceed speeds of 160 km/h with codified currents. (99 mph) (200 km/h or 120 mph in Spain), - EBICAB (Bulgaria, , Norway, but it is used on some slower lines to increase , Spain, Sweden). EBICAB is a trade capacity. The German LZB translates to mark registered by Bombardier for the continuous train control. equipment on board a train used as a part of - LS (Czech republic, Slovakia). S (stands for an Automatic Train Control system. These “LiniovýSystém” in Czech, “continuous on-board systems use pairs system” in English) is a cab signalling and a of balises mounted on the sleepers. The pairs train protection system used on the main of balises distinguish signals in one direction lines of the Czech and Slovak railways (on from the other direction with semicontinuous all lines which track speed exceeds 100 km/h speed supervision, using a wayside to train in the Czech republic or 120 km/h in punctual transmission using wayside Slovakia). This system continuously transponders. transmits and shows a signal aspect of the next main signal in driver’s cabin and when - EVM-120 (Hungary). The EVM-120 the driver’s activity is needed (e.g. reduction (EVM-160) system equips the , of train’s speed), it periodically checks the capable to gather the speed of 120 (160) driver’s vigilance (he has to press the km/h.System have a cab signal, this shows “vigilance” button; else the emergency brake the "lights" of next signals. is applied). This is the main function of on- - HKT (Denmark). HKT-system (Danish: board part of the LS-system (continuous cab HastighedsKontrologTogstop, SpeedCheck signalling and checking the driver’s vigilance and Trainstop) permits trains with active cab when needed). signals to run without the need for lineside - PZB/Indusi (Germany, Austria, Romania, signals. Lineside signals are provided on Slovenia, Croatia, Bosnia-Herzegovina, such lines, though only as a fall-back Serbia, Montenegro, Macedonia, Israel). measure for trains with failed cab PZB/Indusi is a family of intermittent train signals.Trains are permitted to follow each control systems and it is a predecessor of the other in blocks sections of so called HKT- German Linienzugbeeinflussung (LZB, sections (Danish: HKT-afsnit), separated by "continuous train protection") system. rectangular red and white signs. The Originally Indusi provided warnings and Automatic Block Signals are approach lit and enforced braking only if the warning was not normally show the special "Conditional acknowledged (similar to traditional Stop" aspect, permitting trains with active ) but current cab signal to proceed. developments of PZB provide more - Integra-Signum (Switzerland). These enforcement. systems asks the train driver to confirm - SHP (Poland). Poland uses an AWS system distant signals that show stop and distant or call SHP (SamoczynneHamowaniePociagu)

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112 АВТОМАТИКА, ТЕЛЕМЕХАНІКА, ЗВ’ЯЗОК which uses magnetically coupled resonant - ZUB 123 (Denmark). The ATC system is circuits operating at 1000Hz. The impact of technically referred to as ZUB 123 and has the railway vehicle in the sphere of since the beginning been fine-tuned to handle electromagnetic compatibility on the rail all specific Danish traffic situations and traffic control systems mounted on the rules. Today ATC has been installed in about railway infrastructure and onto the rail 500 vehicles and on the majority of all network, are tested and evaluated in the Danish main sections and on some branch proceedings concerning the issue of a lines. ATC has been approved in compliance certificate ofauthorization of a rail vehicle. with Mü 8004 (the safety level that - SCMT (Italy). “Sistema di Controllodella corresponds to CENELEC SIL 4.) Marcia delTreno” - SCMT is a discontinuous train cab signalling system used in Italy. It According to the European research shares many features with project NEAR² (under FP7) identified the “RipetizioneSegnali” - RS system, the existing alternative routes for the Europe- two systems co-existing and working Asia railway connection together. The main purpose of SCMT is to control the respect of the speed limit imposed A: Connection: Western Europe – Russian by the signal aspect and the line condition. Far East - Japan - TASC (Japan). A Train Automatic A1: Via main Trans - Siberian railway Stopping Controller (TASC), also known as network: Poland -Belarus or Ukraine-Russia a position stopping device, is a train (Moscow- Novosibirsk – Irkutsk- protection system used only in Japan. It Vladivostok or Nakhoka) – Japan (Sea of allows trains equipped with TASC to stop Japan) automatically at stations without the need to B: Connection: Western Europe – China via operate the brakes manually. the Trans – Siberian route and its branches - TVM (France, South Korea). Transmission B1: Via branch of the Trans - Siberian Voie-Machine (TVM, English: track-to-train railway network and the Manchurian route: transmission) is a form of in-cab signalling Poland-Belarus or Ukraine-Russia (Moscow- originally deployed in France and used on Novosibirsk-Karymskaya-Zabaykalsk)– high-speed railway lines. TVM-300 was the China (Harbin-Beijing via Manchuria) first version, followed by TVM-430.The line B2: Via branch of the Trans - Siberian is divided into signal blocks of about 1,500 railway network and the Trans Kazakh route: metres (~1 mi), the boundaries of which are Poland-Belarus or Ukraine-Russia (Moscow- marked by blue boards printed with a yellow Yekaterinburg-Kurgan)–Kazakhstan triangle. Dashboard instruments show the (Petrovavlosk–Astana-Dostyk)–China maximum permitted speed for a train's (Lanzhou-Zhengzhou-Beijing) current block, as well as a target speed based B3: Via branch of the Trans - Siberian on the profile of the line ahead. The railway network and the Mongolian route: maximum permitted speed is based on Poland-Belarusor Ukraine-Russia(Moscow- factors such as the proximity of trains ahead Novosibirsk-Ulan-Ude-Naushki)– (with steadily decreasing maximum Mongolia(Zamyn Uud)-China(Beijing) permitted speeds in blocks closer to the rear C: Connection: Western Europe – China via of the next train), junction placement, speed the TRACECA corridor (Silk Road) restrictions, the top speed of the train and C1: Via the TRACECA – Turkmenbashi rail distance from the end of LGV route. Trains route at high-speed take several kilometres to stop. C1.1: WesternEurope–Slovakia(Bratislava)- Since trains will require more than one signal Hungary(Budapest)- block to slow down, drivers are alerted to Romania(Bucharest,Constanta) or reduce speed gradually, several blocks before Bulgaria(Varna)-Black sea-Georgia(Poti- any required stop.

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Gardabani)– Azerbaijan(BoyukKasik-Baku)– C2.2: In C1.2 the section Caspian Sea - Caspian Sea-Turkmenistan(Turkmenabad)– Turkmenistan (Turkmenabad) – Uzbekistan Uzbekistan(KhodzaDavlet–Keles)– (KhodzaDavlet –Keles ) – Kazakhstan Kazakhstan(SaryAgash–Almaty-Dostyk)– (SaryAgash – Almaty - Dostyk) is replaced China(Lanzhou-Zhengzhou-Beijing). by the section Caspian Sea - Kazakhstan C1.2: Western Europe-Slovakia(Bratislava)– (Aktau-Makat-Kandagash - SaryAgash – Hungary(Budapest)-Romania(Bucharest)– Almaty - Dostyk). Bulgaria-Turkey–Azerbaijan(Boyuk Kasik- D: Connection: Western Europe – China via Baku)–Caspian Sea- the Central Corridor in Kazakhstan Turkmenistan(Turkmenabad)– Western Europe - Poland -Belarus or Ukraine Uzbekistan(KhodzaDavlet–Keles)– - Russia (Moscow - Aksaralskaya ) - Kazakhstan(SaryAgash–Almaty-Dostyk)– Kazakhstan (Ganushkino –Makat - China(Lanzhou-Zhengzhou-Beijing). Kandagash-Almaty - Dostyk) – China C2: Via the TRACECA – Aktau route (Lanzhou-Zhengzhou-Beijing). C2.1 (land detour of the Black Sea through E: Connection: Western Europe – India via Ukraine and Russia): Western Europe– the Trans- Asian railway route Slovakia(Bratislava)–Ukraine(Chop-Fastov- Western Europe - Slovakia (Bratislava) – Dnepropetrovsk)–Russia(Rostov-Krasnodar)- Hungary - Bulgaria - Turkey –Iran- Georgia (Poti -Gardabani) – Azerbaijan Pakistan - India (New Delhi). (BoyukKasik-Baku) – Caspian Sea - Turkmenistan (Turkmenabad) – Uzbekistan Results of analysis of signaling systems for (KhodzaDavlet –Keles ) – Kazakhstan identified existing alternative routes for (SaryAgash – Almaty - Dostyk) – China the Europe-Asia railway connection: (Lanzhou-Zhengzhou-Beijing).

Table 2 Signalling systems of the A route Country/Types of Length of systems route (km) Poland/ETCS L1 500 (3,9%)

Ukraine/ALSN 990 (7,6%)

Belarus/ALSN 250 (1,9%)

Russia/ALSN 11230 (86,6%)

Total length railway 12970 (100%) corridors A1

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Table 3 Signalling systems of the A1 route Country/Types of Length of systems route (km) Poland/ETCS L1 500 (4,3%)

Ukraine/ALSN 990 (8,5%)

Belarus/ALSN 250 (2,1%)

Russia/ALSN 7650 (65,5%)

China/CTCS 2250 (19,6%)

Total length railway 11670 (100%) corridors B1

Table 4 Signalling systems of the A2 route Country/Types of Length of route systems (km) Poland/ETCS L1 500 (4,7%) Ukraine/ALSN 990 (9,5%) Belarus/ALSN 250 (2,4%) Russia/ALSN 2450 (23,5%) Kazakhstan/ALSN 2050 (19,6%) China/CTCS 4200 (40,3%) Total length railway 10440(100%) corridors B2

Table 5 Signalling systems of the B route Country/Types of Length of route systems (km) Poland/ETCS L1 500 (4,3%) Ukraine/ALSN 990 (8,6%) Belarus/ALSN 250 (2,2%) Russia/ALSN 6780 (58,7%) Mongolia/ALSN 2200 (19,0%) China/CTCS 840 (7,2%) Total length railway 11560 (100%) corridors B3

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Table 6 Signalling systems of the B1 route Country/Types of Length of systems route (km) Slovakia/ETCS L1 150 (1,3%) Hungary/ETCS L1 300(2,6%) Romania/ETCS L1 900 (7,9%) Georgia/ALSN 370 (3,2%) Azerbaijan/ALSN 500 (4,4%) water route 1270 (11,2%) Turkmenistan/ALSN 1120 (9,8%) Uzbekistan/ALSN 730 (6,4%) Kazakhstan/ALSN 1820 (16,0%) China/CTCS 4200 (37,2%) Total length railway 11360 corridors C1.1 (100%)

Table 7 Signalling systems of the B2 route Country/Types of Length of systems route (km) Slovakia/ETCS L1 150 (1,2%) Hungary/ETCS L1 300 (2,4%) Romania/ETCS L1 740 (5,9%) Bulgaria/ETCS L1 340 (2,7%) Turkey/ETCS 2000 (16,0%) Armenia/ALSN 160 (1,3%) Georgia/ALSN 110 (0,9%) Azerbaijan/ALSN 500 (4,0%) water route 270 (2,1%) Turkmenistan/ALSN 1120 (9,0%) Uzbekistan/ALSN 730 (5,8%) Kazakhstan/ALSN 1820 (14,6%) China/CTCS 4200 (34,1%) Total length railway 12440 corridors C1.2 (100%)

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Table 8 Signalling systems of the B3 route Country/Types of Length of systems route (km) Slovakia/ETCS L1 545 (4,6%) Ukraine/ALSN 1670 (14,2%) Russia/ALSN 1200 (10,2%) Azerbaijan/ALSN 210 (1,8%) water route 270 (2,3%) Turkmenistan/ALSN 1120 (9,5%) Uzbekistan/ALSN 730 (6,2%) Kazakhstan/ALSN 1820 (15,4%) China/CTCS 4200 (35,8%) Total length railway 11765 corridors C2.1 (100%)

Table 9 Signalling systems of the C route Country/Types of Length of systems route (km) Slovakia/ETCS L1 545 (4,3%) Ukraine/ALSN 1670 (13,3%) Russia/ALSN 1200 (9,5%) Azerbaijan/ALSN 210 (1,7%) water route 370 (2,9%) Kazakhstan/ALSN 4390 (34,9%) China/CTCS 4200 (33,4%) Total length railway 12585 corridors C2.2 (100%)

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Table 10 Signalling systems of the D route Country/Types of Length of systems route (km) Poland/ETCS L1 500 (4,2%) Ukraine/ALSN 990 (8,3%) Belarus/ALSN 250 (2,1%) Russia/ALSN 1865 (15,6%) Kazakhstan/ALSN 4140 (34,6%) China/CTCS 4200 (35,2%) Total length railway 11945 corridors D (100%)

Table 11 Signalling systems of the E route Country/Types of Length of systems route (km) Slovakia/ETCS L1 150 (1,9%) Hungary/ETCS L1 300 (3,8%) Romania/ETCS L1 740 (9,2%) Bulgaria/ETCS L1 340 (4,3%) Turkey/ETCS 2370 (29,7%) Iran/ATC 1970 (24,7%) Pakistan/AWS/ATC 1600 (20,0%) India/AWS/ATC 500 (6,4%) Total length railway 7970 corridors E (100%)

References 4. IRFKA – Indian Railways Fan Club:http://www.irfca.org/faq/faq- 1. Smith P., Majumdar A., Ochieng W.Y. An signal4.html overview of lessons learnt from ERTMS 5. Train protection system: implementation in European railways / http://en.wikipedia.org/wiki/Train_protection Journal of Planning & _system Management 2 (2012) p.p.79–87 2. Advanced Train Control Systems / Editor: Abstracts: B. Ning. – WIT Press –Southampton. 151 p. Results of works within the project NEAR² on creation of the European-Asian network of 3. The Railway Market in China. SCI researches regarding infrastructure and the signalling Verkehr GmbH, – 2012. – 12 p. system are presented.

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Keywords: NEAR² ,European-Asian network of researches Представлені результати робіт у межах проекту NEAR² зі створення Європейсько- Представлены результаты работ в рамках Азіатської мережі досліджень в частині проекта NEAR² по созданию Европейско- інфраструктури та сигналізації. Азиатской сети исследований в части Ключові слова: NEAR², Європейсько-Азіатська инфраструктуры и сигнализации. мережа досліджень Ключевые слова: NEAR², Европейско- Азиатская сеть исследований

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