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Network of European/Asian Rail Research Capacities (Signalling Systems) 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 Railway signalling 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 Balise 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. Збірник наукових праць ДонІЗТ. 2013 № 36 106 АВТОМАТИКА, ТЕЛЕМЕХАНІКА, ЗВ’ЯЗОК 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: Track Circuit + Cab Signalling + (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. Збірник наукових праць ДонІЗТ. 2013 № 36 107 АВТОМАТИКА, ТЕЛЕМЕХАНІКА, ЗВ’ЯЗОК 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. Збірник наукових праць ДонІЗТ. 2013 № 36 108 АВТОМАТИКА, ТЕЛЕМЕХАНІКА, ЗВ’ЯЗОК 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 (Automatic Warning System) 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 Збірник наукових праць ДонІЗТ. 2013 № 36 109 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- interlocking 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 balises 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 Збірник наукових праць ДонІЗТ. 2013 № 36 110 АВТОМАТИКА, ТЕЛЕМЕХАНІКА, ЗВ’ЯЗОК 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
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