DOCSLIB.ORG

Interface 'K' Specification

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Interface 'K' Specification ERTMS/ETCS Interface 'K' Specification REF : SUBSET-101 ISSUE : 2.0.0 DATE : February 24, 2012 Company Technical Approval Management approval ALSTOM ANSALDO BOMBARDIER INVENSYS SIEMENS THALES © This document has been developed and released by UNISIG SUBSET-101 Interface 'K' Specification Page 1/56 Issue 2.0.0 Page 2 of 56 SUBSET-101, Issue 2.0.0 February 24, 2012 MODIFICATION HISTORY Issue Number Section Num- Modification / Description Author Date ber 0.0.1, Initial draft based on meeting discus- B. Sjöbergh 2004-02-16 sions. 0.0.2, Update including Bombardier sug- P. Lundberg 2004-02-25 gestions for improvements. 0.0.3, Update considering conclusions from P. Lundberg 2004-03-19 the fourth WGKI meeting, and Bom- bardier suggestions for improve- ments. 0.0.4, Update considering conclusions from P. Lundberg 2004-05-06 the fifth WGKI meeting, and Bom- bardier suggestions for improve- ments. 0.0.5, Update considering discussions from P. Lundberg 2004-08-09 the seventh WGKI meeting, and Bombardier suggestions for im- provements. 0.0.6, Update considering Bombardier sug- P. Lundberg 2004-10-04 gestions for improvements. 0.0.7, Update considering discussions dur- P. Lundberg 2004-10-19 ing the ninth WGKI meeting. 0.0.8, Update considering discussions dur- P. Lundberg 2004-10-29 ing the tenth WGKI meeting. 0.0.9, Update considering discussions dur- P. Lundberg 2004-12-03 ing the eleventh WGKI meeting. 0.0.10, Update considering discussions dur- P. Lundberg 2005-01-17 ing the twelfth WGKI meeting. 0.0.11, Update considering discussions dur- P. Lundberg 2005-02-17 ing the thirteenth WGKI meeting. 0.0.12, Update considering e-mail discus- P. Lundberg 2005-02-25 sions. 0.1.0, First official draft. P. Lundberg 2005-03-09 0.1.1, Update considering conclusions from P. Lundberg 2005-05-13 the fifteenth and sixteenth WGKI meetings. Page 3 of 56 SUBSET-101, Issue 2.0.0 February 24, 2012 Issue Number Section Num- Modification / Description Author Date ber 0.1.2, Final working draft. P. Lundberg 2005-06-15 0.2.0, Second official draft. P. Lundberg 2005-06-23 0.2.1, 3.1.1, 4.1.1.3.1, Update considering conclusions from P. Lundberg 2005-09-01 4.1.1.3.2 the eighteenth WGKI meeting. 1.0.0, Final update (only change of issue P. Lundberg 2005-10-04 status). 1.0.1, 3.1.2, 3.1.4 Clarifications to CRC generation. P. Lundberg 2006-04-27 1.0.2 3.1.2, 3.1.4, Updated in accordance with CR 1049 P. Lundberg 2012-02-20 3.1.6, 4.1.2.7 and CR 1052. 2.0.0 Baseline 3 release version (only P. Lundberg 2012-02-24 change of Issue number). Page 4 of 56 SUBSET-101, Issue 2.0.0 February 24, 2012 Foreword This document is the specification for the Interface ‘K’ between the ERTMS/ETCS On-board BTM functionality and the KER STM’s. The purpose of Interface ‘K’ is to make it possible to have a common Balise antenna used by ERTMS/ETCS On-board Equipment as well as by one or several KER STM’s. Page 5 of 56 SUBSET-101, Issue 2.0.0 February 24, 2012 Contents 1 GENERAL ______________________________________________________________ 7 1.1 Introduction ________________________________________________________________7 1.2 Scope ______________________________________________________________________8 1.3 Functional Description ________________________________________________________9 1.4 Alternative Interfaces ________________________________________________________9 2 TERMINOLOGY ________________________________________________________ 10 2.1 Abbreviations ______________________________________________________________10 2.2 Acronyms _________________________________________________________________10 2.3 Definitions _________________________________________________________________11 3 PHYSICAL TRANSMISSION _______________________________________________ 13 3.1 Alternative 1 _______________________________________________________________13 3.1.1 Architecture _____________________________________________________________________ 13 3.1.2 Functional Data __________________________________________________________________ 15 3.1.3 Electrical Data ___________________________________________________________________ 18 3.1.4 Data Transmission________________________________________________________________ 18 3.1.5 Timing Requirements _____________________________________________________________ 20 3.1.6 Procedural Requirements __________________________________________________________ 20 3.1.7 Handling of Safety Diversified Data __________________________________________________ 22 3.2 Alternative 2 _______________________________________________________________23 3.2.1 Architecture _____________________________________________________________________ 23 3.2.2 Functional Data __________________________________________________________________ 23 3.2.3 Electrical Data ___________________________________________________________________ 23 3.2.4 Data Transmission________________________________________________________________ 23 3.2.5 Timing Requirements _____________________________________________________________ 24 3.2.6 Procedural Requirements __________________________________________________________ 25 3.2.7 Handling of Safety Diversified Data __________________________________________________ 25 4 FUNCTIONAL REQUIREMENTS ____________________________________________ 26 4.1 Alternative 1 _______________________________________________________________26 4.1.1 STM Functionality _______________________________________________________________ 26 4.1.2 ERTMS/ETCS Functionality _______________________________________________________ 35 4.1.3 Odometer Requirements for Side Lobe Handling ________________________________________ 41 4.1.4 Balise Separation _________________________________________________________________ 41 4.1.5 Balise Group Separation ___________________________________________________________ 41 Page 6 of 56 SUBSET-101, Issue 2.0.0 February 24, 2012 4.2 Alternative 2 _______________________________________________________________42 4.2.1 STM Functionality _______________________________________________________________ 42 4.2.2 ERTMS/ETCS Functionality _______________________________________________________ 45 4.2.3 Odometer Requirements for Side Lobe Handling ________________________________________ 48 4.2.4 Balise Separation _________________________________________________________________ 48 4.2.5 Balise Group Separation ___________________________________________________________ 48 5 RAMS REQUIREMENTS _________________________________________________ 49 5.1 Transmission System Aspects _________________________________________________49 5.2 Balise Aspects ______________________________________________________________49 5.3 On-board Transmission Equipment and STM Aspects ____________________________49 5.3.1 General ________________________________________________________________________ 49 5.3.2 Safety Integrity Requirements related to Interface ‘K’ ____________________________________ 50 6 REFERENCES __________________________________________________________ 52 ANNEX A, ON-BOARD TYPE 1 SPECIFICS _______________________________________ 53 A1 GENERAL ___________________________________________________________ 53 A2 SAFETY INTEGRITY REQUIREMENTS _____________________________________ 53 A3 MAXIMUM NUMBER OF CONSECUTIVE ‘ONES ’ ______________________________ 53 ANNEX B, ON-BOARD TYPE 2 SPECIFICS _______________________________________ 54 B1 GENERAL ___________________________________________________________ 54 B2 SAFETY INTEGRITY REQUIREMENTS _____________________________________ 54 B3 MAXIMUM NUMBER OF CONSECUTIVE ‘ONES ’ ______________________________ 54 ANNEX C, ON-BOARD TYPE 3 SPECIFICS _______________________________________ 55 C1 GENERAL ___________________________________________________________ 55 C2 SAFETY INTEGRITY REQUIREMENTS _____________________________________ 55 C3 MAXIMUM NUMBER OF CONSECUTIVE ‘ONES ’ ______________________________ 55 ANNEX D, ON-BOARD TYPE 4 SPECIFICS _______________________________________ 56 D1 GENERAL ___________________________________________________________ 56 D2 SAFETY INTEGRITY REQUIREMENTS _____________________________________ 56 D3 MAXIMUM NUMBER OF CONSECUTIVE ‘ONES ’ ______________________________ 56 Page 7 of 56 SUBSET-101, Issue 2.0.0 February 24, 2012 1 General 1.1 Introduction This document defines an interface between the ERTMS/ETCS On-board BTM function and the KER STM’s in order to allow for a common Balise antenna to be used by ERTMS/ETCS On-board Equip- ment as well as by one or several KER STM’s. This interface is called Interface ‘K’. The Eurobalise Transmission System is a safe spot transmission based system conveying safety related information between the wayside infrastructure and the train, and vice-versa. Several countries use an older generation of Balises, as a group known as KER Balises. These are similar enough to make it pos- sible to read both Eurobalises and KER Balises with the same On-board BTM function and antenna unit if the BTM function and antenna are properly adapted. The combination of the antenna and the BTM function is hereafter denominated “On-board Transmission Equipment”. The overall architecture of the ERTMS/ETCS On-board Constituent and the KER STM’s regarding the Interface ‘G’ and the Interface ‘K’ is shown in Figure 1. Profibus carrying STM FFFIS ERTMS/ETCS ERTMS/ETCS On-board Kernel Constituent ‘K’ KER BTM function On-board STM Transmission Equipment Antenna Unit ‘A’ ‘G’ Eurobalise KER Balise ‘C’ Wayside LEU Encoder Signalling Equipment ‘S’ From / to Wayside Signaling or Interlocking Figure 1:
Load more

Recommended publications
  • ERTMS/ETCS Railway Signalling
    Appendix A ERTMS/ETCS Railway Signalling Salvatore Sabina, Fabio Poli and Nazelie Kassabian A.1 Interoperable Constituents The basic interoperability constituents in the Control-Command and Signalling Sub- systems are, respectively, defined in TableA.1 for the Control-Command and Sig- nalling On-board Subsystem [1] and TableA.2 for the Control-Command and Sig- nalling Trackside Subsystem [1]. The functions of basic interoperability constituents may be combined to form a group. This group is then defined by those functions and by its remaining exter- nal interfaces. If a group is formed in this way, it shall be considered as an inter- operability constituent. TableA.3 lists the groups of interoperability constituents of the Control-Command and Signalling On-board Subsystem [1]. TableA.4 lists the groups of interoperability constituents of the Control-Command and Signalling Trackside Subsystem [1]. S. Sabina (B) Ansaldo STS S.p.A, Via Paolo Mantovani 3-5, 16151 Genova, Italy e-mail: [email protected] F. Poli Ansaldo STS S.p.A, Via Ferrante Imparato 184, 80147 Napoli, Italy e-mail: [email protected] N. Kassabian Ansaldo STS S.p.A, Via Volvera 50, 10045 Piossasco Torino, Italy e-mail: [email protected] © Springer International Publishing AG, part of Springer Nature 2018 233 L. Lo Presti and S. Sabina (eds.), GNSS for Rail Transportation,PoliTO Springer Series, https://doi.org/10.1007/978-3-319-79084-8 234 Appendix A: ERTMS/ETCS Railway Signalling Table A.1 Basic interoperability constituents in the Control-Command
    [Show full text]
  • EULYNX the Next Generation Signalling Strategy for Europe
    European Initiative Linking Interlocking Subsystems EULYNX The next generation signalling strategy for Europe Signalling Seminar IRSE ITC – JR East Frans Heijnen 7 April 2016 With thanks to Maarten van der Werff What would you do? European Initiative Linking Interlocking Subsystems Situation: • You are an infra manager (…. passenger, tax payer) • Expectations concerning signalling • Huge installed base • Many generations of equipment • Obsolete within 10..20 years • Not enough budget to replace And you know: “At all European railways these problems are similar …” EULYNX 2 What is the problem? European Initiative Linking Interlocking Subsystems • Each railway project adds new assets to become obsolete again • They get overage sooner than expected • Costs depend on whoever was chosen in the past as the supplier of the system • There are potential savings but the railway is stuck with current solutions • But you don’t have a strategy for a new solution EULYNX 3 EULYNX. What is EULYNX? European Initiative Linking Interlocking Subsystems EULYNX is the strategic approach for standardisation of signalling systems Because standardisation is a key factor to reduce: • A ‘technology zoo’ with many different systems, • The number of multiple incompatible interfaces • The cost involved in replacing and renewal EULYNX 4 The vision that becomes reality European Initiative Linking Interlocking Subsystems By systems engineering and the development process • Use a common architecture • With a common apportionment of functionalities • Define standardised
    [Show full text]
  • Irish Railway Standard IRS-203-A
    Irish Railway Standard IRS-203-A EMC Co-ordination Issue Published by Issue Date A CRR on behalf of the Irish Railway Industry 22.10.2019 Irish Railway Standards IRS-203-A EMC Co-ordination 1 Foreword 1.1 This Irish Railway Standard: i. cannot replace any Technical Standard for Interoperability (TSI) or other legal requirements which may be applicable to a given project; ii. is recommended to be chosen in accordance with RFU-STR-088 as an Alternative Solution in conjunction with a TSI Parameter to demonstrate conformity with the Essential Requirements; iii. may be called up as a code of practice in conjunction with CSM-REA 352/2009 and 402/2013; iv. may be called up as good industry practice in conjunction with Railway Safety Act 2005; v. may be called up as a code of practice in conjunction with the safe integration of projects within the Railway System in the Republic of Ireland as defined under 2008/57/EC Art15 or 2016/797 (EU) Art 18; vi. may in parts or in full be called up as a National Technical Rule (NTR) for the Republic of Ireland in conjunction with 2008/57/EC or 2016/797 (EU). 1.2 Where this document is called up as an NTR, the reason for its application shall be identified in line with EU 2016/797 Art 13(2): i. where the TSIs do not cover, or do not fully cover, certain aspects corresponding to the essential requirements, including open points as referred to in 2016/797 Article 4(6); ii.
    [Show full text]
  • Balise Lifecheck the Control of Balises Is Mainly Manual and Often Basic
    utomation of Balise A maintenance Balise LifeCheck The control of balises is mainly manual and often basic. There are several tools available on the market to help performing balise maintenance, but a vast majority of them follow a corrective approach. ERTMS Solutions’ BaliseLifeCheck is the only on-board tool able to do predictive maintenance. he Tsolution • Compatibility with all balises’ and legacy KER balises (KVB, EBICAB,...) • Geolocalization of the balises and creation of a cartography • Detection of possible Big Metal Masses on the track that will affect BTM performances • Computation of a signature on measurements • Auto-marking on all balises matching signature • Generation of a full report after each test journey The BaliseLifeCheck is a preventive balise measurement instrument that can be used on both diagnostic and commercial trains. While capable of measuring balise, the BaliseLifeCheck is also highly customizable and can be set-up to deliver preventive maintenance to any ‘legacy’ Automatic Train Protection (ATP) balises, regardless if they are fitted or not with ERTMS. The Benefits On-board The system has been designed to be installed on-board a test or maintenance train which purpose is to analyze test tracks and active lines. Measurement It measures key electrical parameters of the up link signal and verifies if they comply with the requirements of Subset-036 in the case of ETCS balises. In this case some measurements/tests are performed against requirements of Subset-085. Diagnosis The main goal of the tool is to provide measurements and evidences which assess the correct behavior of balises that are already deployed on the field.
    [Show full text]
  • Selection of a New Hardware and Software Platform for Railway Interlocking
    Selection of a new hardware and software platform for railway interlocking Arghya Kamal Bhattacharya School of Electrical Engineering Thesis submitted for examination for the degree of Master of Science in Technology. Espoo 27.04.2020 Supervisor Prof. Valeriy Vyatkin Advisor MSc. Tommi Kokkonen Copyright ⃝c 2020 Arghya Kamal Bhattacharya Aalto University, P.O. BOX 11000, 00076 AALTO www.aalto.fi Abstract of the master’s thesis Author Arghya Kamal Bhattacharya Title Selection of a new hardware and software platform for railway interlocking Degree programme Automation and Electrical Engineering Major Control, Robotics and Autonomous Systems Code of major ELEC3025 Supervisor Prof. Valeriy Vyatkin Advisor MSc. Tommi Kokkonen Date 27.04.2020 Number of pages 82+34 Language English Abstract The interlocking system is one of the main actors for safe railway transportation. In most cases, the whole system is supplied by a single vendor. The recent regulations from the European Union direct for an “open” architecture to invite new game changers and reduce life-cycle costs. The objective of the thesis is to propose an alternative platform that could replace a legacy interlocking system. In the thesis, various commercial off-the-shelf hardware and software products are studied which could be assembled to compose an alternative interlocking platform. The platform must be open enough to adapt to any changes in the constituent elements and abide by the proposed baselines of new standardization initiatives, such as ERTMS, EULYNX, and RCA. In this thesis, a comparative study is performed between these products based on hardware capacity, architecture, communication protocols, programming tools, security, railway certifications, life-cycle issues, etc.
    [Show full text]
  • Trainguard MT Optimal Performance with the World’S Leading Automatic Train Control System for Mass Transit Trainguard MT
    siemens.com/mobility/mobility Trainguard MT Optimal performance with the world’s leading automatic train control system for mass transit Trainguard MT Intelligent and future-oriented mass transit solutions for smiling cities Cities are becoming increasingly larger The overall performance of mass transit As a modern modular ATC system, and more complex. This also imposes systems depends largely on the perform- Trainguard MT offers all these features, increased requirements on mass transit ance of the automatic train control (ATC) providing the basis for attractive, safe systems. Their operators have to cope system employed. With increasing auto- and efficient mass transit systems which with rapidly growing traffic flows and mation, the responsibility for operations satisfy the needs of both passengers and passengers' rising expectations. Their management gradually shifts from drivers railway operators throughout the world. success is measured against factors and operators to the system. such as safety, punctuality, conve- nience and energy efficiency. An ATC system comprises functions for the monitoring, execution and control Benefits Siemens' intelligent and future- of the entire operational process. It can oriented mass transit solutions feature different levels of automation • Short headways by implementing support operators in successfully such as driver-controlled train operation, real moving-block operation meeting these challenges. semi-automated train operation, driver- • Cost-effectiveness less and unattended train operation. • Scalability We regard our customers as partners • Upgradability up to driverless systems who we support through our work in The ATC system continuously indicates • Maximum reliability, availability and sustainably developing their urban the current movement authority on safety environment and making their public the cab display and super vises the per- • Economical maintenance mass transit both efficient and effec- missible train speed.
    [Show full text]
  • ERTMS/ETCS - Indian Railways Perspective
    ERTMS/ETCS - Indian Railways Perspective P Venkata Ramana IRSSE, MIRSTE, MIRSE Abstract nal and Balise. Balises are passive devices and gets energised whenever Balise Reader fitted on Locomo- European Railway Traffic Management System tive passes over it. On energisation, balises transmits (ERTMS) is evolved to harmonize cross-border rail telegrams to OBE. Telegram may consist of informa- connections for seamless operations across European tion about aspect of Lineside Signal, Gradients etc., nations. ERTMS is stated to be the most performant Balises are generally grouped and unique identifica- train control system which brings significant advan- tion will be provided to each balise. It helps to detect tages in terms of safety, reliability, punctuality and the direction of train. There four types of balises ex- traffic capacity. ERT.MS is evolving as a global stan- ist based their usage - Switchable, Infill, Fixed and dard. Many countries outside Europe - US, China, Repositioning balises. Switchable balises will be pro- Taiwan, South Korea and Saudi Arabia have adopted vided near lineside signals and they transmit aspect ERTMS standards for train traffic command and con- of lineside signal, permanent speed restrictions, gra- trol. dient information etc., Infill balises are provided in advance of signals to convey aspect of lineside signals earlier than Switchable balises. Fixed balises convey 1 Introduction information in regard to temporary speed restrictions and Repositioning balises provides data corrections. Signalling component of ERTMS has basically Balises transmit data in long or short telegrams four components - European Train Control System and those pertaining to direction. They are of two (ETCS) with Automatic Train Protection System, types - standard and reduced.
    [Show full text]
  • TRANSMISSION MODULE (STM) – EBICAB GENERAL TECHNICAL REQUIREMENTS Version 100 200 E 004 V
    Approved Approved SPECIFIC TRANSMISSION MODULE (STM) – EBICAB GENERAL TECHNICAL REQUIREMENTS Version 100 200 E 004 v. 6.1 GRS STM General Technical Requirements Specification TR GRS v6.1 2017-05-12 Sign:______ Sign:______ Document Modification History Version Modification Valid from Prepared Approved Updated requirements for Baseline 3 accor- M Olsson, 6.1 12 Maj 2017 ding to [STM-Delta-FRS-B3-List-v0.12]. Trafikverket Updated requirements for Baseline 3 accor- 6 ding to [STM-Delta-FRS-B3-List-v0.06]. 10 Oct.2014 B Bryntse, ÅF Updated requirements for Baseline 2 accor- 5.2 ding to [STM-Delta-FRS-List-v1.26] 8 Oct 2014 B Bryntse, ÅF Updated or new national requirements: B Bryntse, 5.1 G64, G57A, G57B. Index chapter added. 28.10.2009 Improved format of text and headers. Teknogram 5.0 Update of national requirements 26.6.2009 S Wallin 4.2 “STM Delta-GRS-List ver A” is introduced K.Hallberg 4.1 Final corrections 15.2.2007 U.Svensson F. Åhlander 4.0 I/F C deleted, recorder info changed U.Svensson Changes according to STM National, 3.0 new I/F F U.Svensson 2.1 Clarification G 58, G34 and G35 15.4.2003 J Öhrström S-H Nilsson 2.0 Added info regarding radio I/F chapter 2.3 20.6.2002 F Åhlander S-H Nilsson 1.4 For approval by RHK, JBV, BV 6.6.2002 F Åhlander S-H Nilsson EBICAB STM General technical Requirements Specification – 100 200 E 004 Version 6.1 100 200 E 004 Version 6.1 Page 3 (35) EBICAB STM General Technical Requirements Specification List of contents 1 INTRODUCTION...................................................................5 1.1 Applicable standards ....................................................................................5 1.2 List of definitions ...........................................................................................7 1.3 System definition ...........................................................................................8 2 INTERFACES ....................................................................
    [Show full text]
  • Western Route Strategic Plan Version 8.0: Delivery Plan Submission March 2019
    Western Route Strategic Plan Version 8.0: Delivery Plan submission March 2019 Western Route Strategic Plan Contents Foreword and summary ........................................................................................................................................................................................................... 3 Route objectives ..................................................................................................................................................................................................................... 10 Safety ..................................................................................................................................................................................................................................... 14 Train performance .................................................................................................................................................................................................................. 19 Locally driven measures ........................................................................................................................................................................................................ 24 Sustainability & asset management capability ....................................................................................................................................................................... 27 Financial performance ...........................................................................................................................................................................................................
    [Show full text]
  • Travelling Virtual Balise for Etcs
    A. Filip, Int. J. Transp. Dev. Integr., Vol. 1, No. 3 (2017) 578–588 TRAVELLING VIRTUAL BALISE FOR ETCS A. FILIP Faculty of Electrical Engineering and Informatics, University of Pardubice, Czech Republic. ABSTRACT The railway industry has taken a great effort and is currently focused on exploitation of global naviga- tion satellite system (GNSS) for the European train control system (ETCS). It has been assessed that replacement of track balises, used for safe train location determination, with virtual balises (VBs) de- tected by means of GNSS will significantly reduce the track-side infrastructure and operational costs. However, this innovated ETCS can be put into operations only in the case when detection of VBs by means of GNSS will achieve the same safety integrity level (SIL 4) and availability as it is required for physical balise groups (BGs). This paper describes a novel travelling virtual balise (TVB) concept, which was proposed to meet the demanding ETCS safety requirements for GNSS using the existing European Geostationary Navigation Overlay Service (EGNOS) safety-of-life (SoL) service. The TVB concept profits from the basic feature of GNSS – i.e. the ability of abundant train position determination in GNSS service volume, which can- not be realized by current track balise groups (BGs) with a spacing of hundreds of metres or more. The frequent GNSS train positions are utilized for (1) fast diagnostics of on-board location determination system (LDS), (2) introduction of reactive fail-safety into LDS and (3) derivation and justification of the ETCS safety requirements for EGNOS. The TVB concept brings one significant advantage to ETCS in contrast to the static VBs – i.e.
    [Show full text]
  • View / Open TM Database Composite.Pdf
    • • • • TRANSPORTATION-MARKINGS • DATABASE • COMPOSITE CATEGORIES • CLASSIFICATION & INDEX • • • -­ • III III • 1 TRANSPORTATION-MARKINGS: A STUDY IN CO.MMUNICATION MONOGRAPH SERIES Alternate Series Title: An Inter-modal Study of Safety Aids Transportatiol1-Markings Database Alternate T-M Titles: Transport [ation] Mark [ing]s / Transport Marks / Waymarks T-MFoundations, 4th edition, 2005 (Part A, Volume I, First Studies in T-M) (3rd edition, 1999; 2nd edition, 1991) Composite Categories A First Study in T-M: The US, 2nd edition, 1993 (Part B, Vol I) Classification & Index International Marine Aids to Navigation, 2nd edition, 1988 (parts C & D, Vol I) [Unified First Edition ofParts A-D, University Press ofAmerica, 1981] International Traffic Control Devices, 2nd edition, 2004 (Part E, Volume II, Further Studies in T-M) (lst edition, 1984) Part Iv Volume III, Additional Studies, International Railway Signals, 1991 (Part F, Vol II) International Aero Navigation Aids, 1994 (Part G, Vol II) Transportation-Markil1gs: A Study il1 T-M General Classification with Index, 2nd edition, 2004 (Part H, Vol II) (1st edition, 1994) Commllnication Monograph Series Transportation-Markings Database: Marine Aids to Navigation, 1st edition, 1997 (I'art Ii, Volume III, Additional Studies in T-M) TCDs, 1st edition, 1998 (Part Iii, Vol III) Railway Signals. 1st edition, 2000 (part Iiii, Vol III) Aero Nav Aids, 1st edition, 2001 (Part Iiv, Vol III) Composite Categories Classification & Index, 1st edition, 2006 (part Iv, Vol III) (2nd edition ofDatabase, Parts Ii-v,
    [Show full text]
  • Railwaysignalling.Eu Walk the Rail Talk
    railwaysignalling.eu walk the rail talk How Track Circuits detect and protect trains Jodi Scalise November 2014 railwaysignalling.eu, Italy [email protected] ABSTRACT the track circuits is used to command a speed reduction or a Track circuit is the fundamental method of train detection. trip of the train A, avoiding a possible collision. The first track circuit, based on a DC technology, has been The occupancy information of a block is used to control the invented at the and of nineteenth. Over the years, the operation of all trains nearby the occupied area. continuous technological development has enabled to realize When a train is detected on a block, it cause a stop command track circuits in an increasingly performing way by using AC for the block immediately behind the train. Depending upon technology and modulations, but the basic principle for train the block lengths, the line speeds involved, and the number of detection is still the same. available speed commands, the second block behind the train An alternative approach is the Axle Counter system, which may have a command speed between zero and full line speed. uses a “check-in/check-out” logic. By comparing the result for The third block behind the train may have a commanded the axles counted in a block section with the result for those speed greater than or equal to the second block, and so on. In counted out, it is possible to know the status of the track all cases, the blocks behind a train are signaled so that a train section (free or occupied).
    [Show full text]