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ERTMS IN SPAIN: STATE OF THE ART AT 30/08/2005. BACKGROUND. Until 1992, existing signalling in Spain was the lineside type based on four indications and with a protection system known as ASFA. - PowerPoint PPT Presentation
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ERTMS IN SPAIN: STATE OF THE ART AT 30/08/2005
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Until 1992, existing signalling in Spain was the lineside type based on four indications and with a protection system known as ASFA.
Communications between trains and the Control Centre were based on the so-called Train-Ground system using AEG and Alcatel technology, being installed on 80% of lines and affecting 95% of traffic.
In 1992, the Madrid –Seville AVE line was opened, with UIC gauge, equipped with LZB (Alcatel) and trackside signalling with ASFA (Dimetronic) as a back-up system at stations, and block sections every 15 km.
BACKGROUND
ETCS PROTOTYPEOn 30/11/1999, the Ministry of Public Works awarded the «Daimler Chrysler Rail Systems» (SIGNAL) and «Dimetronic», Joint Venture the contract to draft the project and perform installation work and testing on the ERTMS/ETCS European System (Level 1) for its adaptation to the national rail network on the Albacete-Villar de Chinchilla pilot section, 50% being financed by the European Union, the GSM-R and ETCS Level 2 being awarded to Siemens on 18/2/2002.
Equipment integration tests have been carried out on this 38 kilometre pilot section.
For the first time in Europe, ERTMS compatibility with national signalling systems was checked, Asfa in this case.
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CURRENT SITUATION
1. MADRID – LLEIDA LINE
Commercial services commenced on 11/09/03, with conventional lineside signalling in ASFA mode.
The installation of signalling systems corresponded to the CSS Transport company, ERTMS L1 being in a test phase.
To prepare the L1, two test trains were initially outfitted with the necessary equipment, the Talgo S102 being the trains currently used to prepare the system.
The ERTMS Safety Case Assessment report commenced on 21/01/04, the latest version being supplied on 01/09/05.
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OTHER LINES 2. LLEIDA – BARCELONA - FRENCH BORDER LINE
Subgrade work is being carried out on almost all the 374 kilometres of line.
Work is planned to conclude in 2010
Signalling system installation corresponds to the Joint Venture formed by Dimetronic, Alcatel, Siemens and Indra.
3. MADRID – SEGOVIA – VALLADOLID/MEDINA DEL CAMPO LINE
Subgrade work is being carried out on almost all the 198 kilometres of line.
Work is planned to conclude in 2007
Signalling system installation corresponds to the Joint Venture formed by Dimetronic, Alcatel, Siemens and Indra.
4. MADRID - CORDOBA – MÁLAGA LINE
Work is being carried out on almost all the 155 kilometres of line.
Signalling system installation corresponds to the Joint Venture formed by Dimetronic and Alcatel.
5. MADRID - LA SAGRA – TOLEDO LINE
The 20.5 kilometres of line have been finished.
Signalling system installation corresponds to the Joint Venture formed by Dimetronic, Alcatel and Siemens.
6. ZARAGOZA – TARDIENTA – HUESCA LINE
The 79.4 kilometres of line have been finished.
Signalling system installation corresponds to the Alstom company
The track on the Zaragoza-Zuera-Tardienta route has been doubled, one track having the Iberian gauge and the other one with the international gauge, while the rest of the line, from Tardienta a Huesca, has a three rail track.
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• Electrification: First section (20 Km) at 1 x 25 kV, rest of the line 2 x 25 kV.
• Nine Substations and 37 auto-transformer centres.
• Thirteen electronic interlockings.
• Train protection systems: ERTMS and ASFA.
• Fixed communications: Optic fibre SDH network.
• Mobile communications: GSM-R
• Supervision systems: Detecting falling objects, hot boxes, tunnel fires, meteorological systems, trackside impacts, pantograph state …
• Traffic Control Centre in Zaragoza. Local decentralised operating points.
1. MAJOR INSTALLATIONS
MADRID – LLEIDA LINE
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2. TRAIN PROTECTION SYSTEMS
• ASFA: Specific cab signal repetition system. Suitable for running at speeds of up to 200 Km/h.
• ERTMS LEVEL 1
• Eurobalises (fixed/switchable) for sending precise information (track-train).
• Encoders (LEUs): These contain predefined telegrams sent by the switchable balises.
• Interlockings: They select telegrams sent by each of the LEUs depending on track conditions
• ERTMS LEVEL 2
• RBCs: Radio Block Centres
• GSM-R: Continuous bidirectional transmission
• Fixed Eurobalises: Repositioning references
• Interlockings: they inform the RBCs about lineside conditions (routes, block systems)
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ERTMS L1 SYSTEM ARCHITECTURE
LEU EUROBALISE
MTOR
Fixed communications network
CTC
MTOR
SICAM
Ethernet Network
MTOR
PCE
SEI SEI
Modem
Optic fibre
Modem
SILAM/Jur. Rec
SILAM/Jur. Rec
SIDAMSIDAM SIDAM
PLO-S
RS232
PLO-S
PRO
Ethernet/ProfibusGateway Profibus Network
LEU LEU
Ethernet/Profibus Gateway Profibus Network
LEU LEU
Ethernet/Profibus Gateway Profibus Network
LEU LEU
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ERTMS LINESIDE COMPONENTS
Traffic direction
Signal group Infill Group
Advance Group
300 m500 m
2000 m
L2 virtual signal
Repositioning Eurobalise
250 m
Switchable Eurobalise
Fixed Eurobalise
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ERTMS L1 SYSTEM PARAMETERS
• 347 LEUs installed at 55 line locations
• 1946 fixed Eurobalises
• 1302 switchable Eurobalises
• Designed to run up to 300 Km/h, with a train interval of 5:30 minutes.
• Predetermined time restrictions that can be established from interlockings, from the CTC or from the ERTMS Control Centre (PCE).
• Diagnosis system integrated into the Maintenance Assistance System for Signalling Installations.
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ERTMS L1 ACTIVITY FLOW
EQUIPMENT INTEGRATION L1 PRINCIPLES
ON-BOARD EQUIPMENT
FIXED EQUIPMENT
RULEVERIFICATION
SIMULATOR
FUNCTIONAL TESTS
ON THE LINE
FIXED EQUIPMENT INSTALLATION
EUROCAB
INSTALLATION
TELEGRAMS
AVAILABILITY TESTS
LINE OPERATING TESTS
DYNAMIC TESTS
INSTALLATION
PARAMETRIZATION
INPUT DATA
POINTERS
LSG-LCAP
SIMULATOR TESTS
AIGLON
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ERTMS CONTROL CENTRE (PCE)
• Located in Zaragoza, it allows the main functions of the ERMTS system to be managed centrally
• It exchanges information with the RBCs and line interlockings.
• It gives real time position and speed details for trains running under ERTMS L2 supervision.
• It makes it possible to centrally establish time limits for ERTMS L1 and L2 systems.
• The PCE can be used to send and revoke emergency alerts to trains under ERTMS L2 supervision.
• It handles communications with terminals for protecting persons working on the line.
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PCE 1 Terminal
PCE 2 Terminal
PCE 1 Server PCE 1 Server
Audit trail server
PCE Net
Printer
TrafficNet and RBCNet
WAN
• PCE Servers: HP servers under SO HP-UX
•PCE Terminals: Computers under W2000
• PCI-R and PLO-R: Computers under W2000
MSC GSM-R
Remote access
server
E1
GSM-R
TPP
PCE ARCHITECTURE
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SOFTWARE EQUIPMENT ON BOARD TEST TRAINS (SITUATION AT 15/09/05)
Version AVersion A
Version BVersion B
Version CVersion C
July 2005July 2005
August 2005 August 2005
September 2005September 2005
June-July 11 August(51,000 Kms)
June-July 11 August(51,000 Kms)
From 11 August(19,000 Kms)
From 11 August(19,000 Kms)
From 1 OctoberFrom 1 October
• On Sight• Emergency Braking• DMI Off• Odometry
• On Sight• Emergency Braking• DMI Off• Odometry
All repaired?All repaired?
Planned for MaySupplied in July
with negative report
Planned for MaySupplied in July
with negative report
For 23 Septemberwith non regression
commitment
For 23 Septemberwith non regression
commitment
NovemberNovember
All resolved except:Odometry
All resolved except:Odometry
Software Verification
TestsTrack Reliability
TestsIncidents
Independent
Assessment
report
Anticipated version for starting operations
Anticipated version for starting operations
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Driver TrainingDriver
Training
Traffic
Training
Traffic
Training
Test
Instructions
Test
Instructions
Operating Reliability Tests
Operating Reliability Tests
RegulationRegulation
On-board equipment
Lineside equip-ment
Safety
Case
Safety
Case
Risks to be exported to Regulations
Risks to be exported to Regulations
Operating Safety Manage-ment
Operating Safety Manage-ment
Safety CaseSafety Case
Independent
assessment
Independent
assessment
Risks to be exported to Regulations
Risks to be exported to Regulations
ADIF Safety Manage-ment
ADIF Safety Manage-ment
Independent assessmentIndependent assessment
SAC (Germany)
CEDEX / TIFSA
SIEMENS
SIEMENS
MAY-JUNE JULY-AUGUST SEPTEMBER
Critical Path23 September
ACTIVITIES PRIOR TO INTRODUCTION
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Parallel activities until the introduction of ERTMS L1.
Operational introduction awarenessMaintenance Standards
New signalling system for traffic and drivers (combined with ASFA)
Methodology for incident warning
Driver CRC Maintenance
Corrective
response time
Corrective
response time
AFFECT ON PUNCTUALIT
Y
AFFECT ON PUNCTUALIT
Y
Train Equipment Improvement Proposal for assisting track maintenance.
Train DMI announcement of specific balise group not transmitting
Travel times and adapting commercial network.
Single track management. Lérida and Zaragoza.
New services from 4 September.
Operating scenario 1; GL 200 and AVE at 250.
Operating scenario 2; GL 250 and AVE at 300.
Continue reliability tests with software C.