ERTMS IN SPAIN: STATE OF THE ART AT 30/08/2005 · Joint Venture the contract to draft the project...
Transcript of ERTMS IN SPAIN: STATE OF THE ART AT 30/08/2005 · Joint Venture the contract to draft the project...
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José Miguel Gárcia LópezHead of Cabinet of IT, Traffic Safety department,
ADIF
EurailspeedParallel Session B.2
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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 LINESubgrade 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 LINEWork 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 LINEThe 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 LINEThe 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 SEIModem
Optic fibre
Modem
SILAM/Jur. Rec
SILAM/Jur. Rec
SIDAMSIDAM SIDAM
PLO-SRS232
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 groupInfill 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 EQUIPMENTINSTALLATION
EUROCABINSTALLATION
TELEGRAMS
AVAILABILITYTESTS
LINE OPERATINGTESTS
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-RRemote access
server
E1
GSM-R
TPP
PCE ARCHITECTURE
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SOFTWARE EQUIPMENT ON BOARD TEST TRAINS (SITUATION AT 15/09/05)
Version A
Version B
Version C
July 2005
August 2005
September 2005
June-July 11 August(51,000 Kms)
From 11 August(19,000 Kms)
From 1 October
• On Sight• Emergency Braking• DMI Off• Odometry
All repaired?
Planned for MaySupplied in July
with negative report
For 23 Septemberwith non regression
commitment
November
All resolved except:Odometry
SoftwareVerification
TestsTrack Reliability
Tests IncidentsIndependent
Assessment
report
Anticipated version for starting operations
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Driver Training
TrafficTraining
TestInstructions
Operating Reliability Tests
Regulation
On-boardequipment
Lineside equip-ment
SafetyCase
Risks to be exported to Regulations
Operating Safety Manage-ment
Safety Case
Independentassessment
Risks to be exported to Regulations
ADIF Safety Manage-ment
Independent 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
AFFECT ON PUNCTUALITY
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.