[II IN T E R N A T I O N A L C O N F E R E N C E
TRANSPORT S Y S T E M S T E L E M A T I C S TST'03
Z E S Z Y T Y N A U K O W E P O L IT E C H N IK I Ś L Ą S K IE J 2003
T R A N S P O R T z .51, n r kol. 1608
E R T M S, E T C S, E T M L .G S M -R
Paweł G R A D O W S K I1
S T R A T E G Y O F E R T M S I M P L E M E N T A T I O N IN V A R I O U S R A I L W A Y M A N A G E M E N T S
T h e te c h n o lo g ica l p ro g ress o f a p p lic atio n o f natio n al ra ilw a y tra ffic co n tro l e q u ip m e n t, in th e case o f in tern atio n al tra in s, h as e n fo rc e d d e v elo p m en t o f an u n ified E R T M S sy stem . A s p e r to d ay , th e first in stallatio n s on the lines b e lo n g in g to sp ecific o p e ra to rs take place. T h is p a p e r d e sc rib e s the issue o f E R T M S sy ste m im p le m e n ta tio n in v a rio u s ra ilw a y m an ag em en ts.
STRA TEG IA W D R A Ż A N I A E R T M S W R Ó Ż N Y C H Z A R Z Ą D A C H K O L E J O W Y C H
P o stę p te c h n o lo g ic z n y sto so w a n y c h n a ro d o w y c h urząd zeń ste ro w a n ia ru c h e m k o le jo w y m , w p rz y p a d k u p o c ią g ó w m ię d z y n aro d o w y ch , w y m u sił o p ra c o w an ie je d n o lite g o s y ste m u E R T M S.
N a d zień d z isie js z y m a ją m ie jsce p ie rw sze in sta lac je te g o s y ste m u n a lin iach p o sz c z e g ó ln y c h o p era to ró w . N in ie jszy re fe ra t p rz e d sta w ia p ro b le m a ty k ę w d rażan ia s y ste m u E R T M S w ró ż n y c h zarzą d a ch ko lejo w y ch .
1. IN T R O D U C T IO N
T o g eth er w ith the econom ical p rogress o f E uropean co u n tries the d ev elo p m en t of national railw ay traffic control system took place (Fig. 1.) that are n o t co m p atib le w ith each other. A s a resu lt, train s p assin g the b o rd e r are equipped w ith vario u s national system s th at are extrem ely co stly an d have to be installed am ong o th er o n b o ard equipm ent. W hen passing the border, th e train h as to ch an g e its system in accordance w ith th a t d ictated b y th e cross- border E uropean country. T h is extends the tim e o f travel and increases m ain ten an ce and operating costs.
1 Railway S c ie n tific and T e c h n ic al C e n tre , C h lo p ic k ieg o 5 0 ,0 4 -2 7 5 W arsaw , P o lan d , p g ra d o w sk i@ c n tk .p l
P aw eł G R A D O W S K I
E B IC AB 700/1000
Fig. 1. R ailw ay tra ffic c o n tro l sy stem s
2. H IS T O R IC A L O U T L IN E
T he d iscu ssio n s h eld on g overnm ental level and aim ed at in teg ratio n o f stru ctu res of v ario u s co u n tries in to a sin g le o rg an ism directed acco rd in g to certain p rin cip les with m ain tain ed p riv atizatio n tren d s o f oth er tran sp o rt b ranches, forces the o p erato rs o f railw ay s to be m o re co m p etitiv e th an p rev io u sly . R ailw ays h av e to o ffer in creased sp eed s an d more co m fo rt o f travel n o t o n ly in high sp eed trains, b u t also in all train s trav elin g alo n g trunk lines, S im ilar criteria h ave to ap p ly also to th e operation o f cargo transport.
T he g o v ern m en tal d isc u ssio n s concern in g integration o f specific co u n tries w ith in the E uropean U nion (E U ) fo rced the sp ecific national railw ay o p erato rs to begin discussions c o n cern in g m e e tin g the ch allen g e o f co m p etitiv en ess o f ra ilw a y tran sp o rt. A n o u tco m e of these d iscu ssio n s w as d e v elo p m en t o f an E R T M S system c o v erin g th e train control and supervision sy stem (E T C S ), system o f digital transm ission channel in th e ra ilw a y band (G S M -R ) an d traffic m a n a g e m e n t system (E T M L ). T h ree b a sic lev els w ith possible m o d ificatio n s h av e b een p ro p o sed to the future users.
O p eratin g p o ssib ilities an d a p o ssib ility o f c ro ss-b o rd er travel on the lin es o f neighbor countries re su lts in th e fa c t th a t this system is p ro v id e d as b asic one (in acco rd an ce w ith EU directiv e) on the E uro p ean ra ilw a y n etw o rk s (at the high sp eed tracks an d m ain transport ch an n els) w h ere th e train s h av e to travel in alw ays safe conditions.
3. O F F IC IA L S T A T U S O F E TC S IM P L E M E N T A T IO N
Im p lem en tatio n o f E T C S in each co u n try req u ires b ig initial effo rt in o rd e r to determ ine specific tech n ical an d legal circu m stan ces o f E T C S im p lem en tatio n . D efinition is required also fo r co n d itio n s o f c o n tract an d in stallatio n realizatio n , co n d itio n s o f sy stem ’s im p lem en tatio n approval fo r re g u la r o p eratio n . T his p ro cess is ad v an ced to a d ifferen t degree in d ifferen t co u n tries. G en erally , th e p h ase o f testin g and certification ap p ro ach es its end and E T C S en ters th e p h a se o f real co m m ercial application. P ilo t ap p licatio n s fo r b o th Level 1 and
Strategy o f E R T M S im p lem en tatio n in various railw ay m anagem ents 147 Level 2 are alread y in d ay -to -d ay com m ercial operation for ov er a year. Several additional im portant p ro jects w ill b e im p lem en ted in the n ex t tw o years.
T he m ap b elo w g ives a general overview w here and to w h at scale w e m ay ex p ect the ETCS until the en d o f 2008.
F ig .2 . E x p ected im p le m e n ta tio n s o f E T C S till 20 0 8
E sp ecia lly w ith m en tio n in g in the fact th at till today in stead the in tero p erab ility w as the key driving facto r fo r im p lem en tatio n o f ETC S, but opening o f new lines an d im p ro v em en t o f safety. Till today, sig n ifican tly m o re k ilom eters o f conventional lines than th o se o f high speed lines have been assig n ed fo r pro v isio n w ith E TC S not later than 2008. S im ilarly , in relation to rolling stock, m o re than h a lf o f units p rovided w ith E TC S w ill have ST M w ith return information w h ich m ean s th a t th ese veh icles w ill p robably run on co nventional lines.
Of course, in n e x t 2-3 years it is p o ssib le and m ore than desirable than additional E TC S equipment is o rd ered fo r fu tu re conventional and high speed railw ay connections.
Plans o f E R T M S /E T C S im p lem en tatio n in certain E uropean countries are show n below . Belgium
At the end o f A pril 2001 the supervisory b oard o f B elgium R ailw ays m ad e a decision about im p lem en tatio n o f E T C S in the B elgium railw ays.
On the high speed lines, th e system T B L 2 w ill n o t be d eveloped anym ore. F o r new lines Antwerp - b o rd e r o f D en m ark and L iege - b o rd er o f G erm any th e system 2 E T C S w ill be installed till the en d o f 2006.
For the rem ain in g co nventional n etw o rk s till th e end o f 2006 the Level 1 E TC S w ill be installed till 2006 on th e 50% o f netw orks. P riority w ill be lines and n o d es on the international corridors a n d /o r b u rd en ed w ith intense traffic. T he m ain goal is elim ination o f railway accident risk.
On the lines w ith less burden it is p ro v id ed to use Level 1 E TC S w ith use o f travel in the “lim ited su p erv isio n ” m ode, w hich is related w ith tim e and cost lim itations.
T h e fo llo w in g o p tio n s are p ro v id ed fo r in th e area o f ro llin g stock:
U nits su p p lie d in 1980 and later, w ith o u t T B L 2 w ill be p ro v id e d w ith E T C S onboard equipm ent.
U nits w ith T B L 2 w ill have rev erse STM .
U nits su p p lie d in 1980 b u t th a t w ill rem ain in use until 2010 (ca 3 1% o f ro llin g stock) w ill have the data tran sm issio n eq u ip m en t (b alises/lo o p s) an d sim p lifie d cabin equipm ent g iv in g th e sam e sco p e o f fu n ctio n s as T B L 1 .
U nits w ith th e ir lifetim e ex p irin g till 2010 o r earlier w ill n o t b e p ro v id e d w ith E T C S.
France
F rench R ailw ays are th e fo u n d in g m em b er o f E R T M S users. A te st cen te r was estab lish ed on a section o f a h ig h -sp eed line n ear P aris, a conventional line jo in e d it. H ere, the suppliers such as A lsto m an d A n sald o /C S E E h ave a p o ssib ility to test an d ap p ro v e their ETC S p ro d u cts c o n tain in g ST M for C ro co d ile/K V B and T V M . T h ese tests w ith com bustion w agons as w ell as in te ro p e ra b ility tests o f a G erm an train eq u ip p ed by S iem en s w ill be co m p leted till the en d o f 2004. In p a rtic u la r in relatio n to the French S T M certain in co n sisten cies have b een d isco v ered in th e p re se n tly av ailab le sp ecific atio n s. A ppropriate rev isio n req u ests h av e b een fo rm u lated (Cr).
T h e F rench g o v e rn m e n t in v estig ates technical an d financial p o ssib ilitie s o f realization o f a first in tern atio n al co m m ercial ap p licatio n o f E TC S on a new high sp eed line L G V East E uropean. F o r th is p u rp o se, d ev elo p m en t o f a so-called tw o -stan d ard cabin d ev ice fo r TVM and E TC S level 1 and 2 has b een o rd ered at the su p p lier A n sald o /C S E E . In th is co n cep t, the sam e central e q u ip m en t m ay b e u sed fo r eith er realizatio n o f a E T C S fu n ctio n fo r level 1 and 2, o r T V M 4 30 fu n ctio n as a so -calle d internal o r in teg rated ST M - E C S /T V M 43 0 , o r as so- called external S T M fo r T V M . E ach app licatio n is p ro v id e d w ith an o d o m eter. The v isu alizatio n e q u ip m en t fo r th e d riv er (M M I) w as d esig n ed in acco rd an ce w ith ETCS specifications. C o m b in ed eq u ip m e n t E T C S /T V M 4 30 w ill be u sed fo r th e first tim e in 15 international train s th a t h av e been re c e n tly ordered. O n the in frastru ctu re side, the n ew high speed line E ast w ill be p ro v id ed w ith T V M 4 3 0 an d in parallel w ith E TC S Level 2. If the fin an cin g d ecisio n s are to be tak en , it w o u ld be purposeful to use b o th sy stem s in parallel.
W hereas th e train s p ro v id e d w ith T V M 4 3 0 w ill op erate acco rd in g to p rev io u s p rin cip les, and those p ro v id ed w ith n ew M M I w ill op erate in E TC S m ode. T h is w o u ld req u ire harm onization o f p ro ced u res a n d re g u la tio n s (w atch d o g , tem p o rary sp eed lim itatio n s, driv e on sig h t m ode, m an eu v e rin g m o d e etc).
O n c o n d itio n th a t all technical and operational issues w ill be p o ssib le to solve, all new T G V trains o rd ered sin ce th e m id-2005 w ill be m ark ed w ith a n ew g en eratio n cabin profile E T C S /T V M 430.
F or th e e x istin g high sp eed line P aris - L yon a study is carried out aim ed at show ing how m u ch th e th ro u g h p u t w ill gro w as a resu lt o f ETC S installation.
T he p la n n e d future e x ten sio n o f F rench hig h sp eed n etw o rk s w h ere E T C S c o u ld be applied, are show n on th e d raw in g below .
F o r a c o n v en tio n al n e tw o rk stu d ies are carried o u t concern in g im p lem en tatio n o f ETCS b u t n o form al d ecisio n s h av e b een taken yet.
Strategy o f E R T M S im p lem en tatio n in various railw ay m an ag em en ts 149
Fig.3. F ren c h im p le m e n ta tio n s o f E R T M S
W here the ra d io tran sm issio n to the train is concerned, a p ro ject w as in itiated aim ed at equipping o f h ig h -sp eed lines an d p a rt o f a conventional n etw o rk s in G S M -R th at sh o u ld be com pleted till the en d o f 2008 (14 000 km ).
G e r m a n y
DB is one o f fo u n d in g m e m b e rs o f E R T M S u ser group.
S ince several years w o rk s are carried out related w ith im p lem en tatio n o f trial ETC S Level 1 an d 2 in stallatio n s on th e ex istin g m ain line betw een B erlin an d H alle an d L eipzig for a m axim um sp eed o f 2 00 km /h. P resen tly ca. 140 p assen g er and carg o train s travel along this line w ith a classic sig n alin g and PZB w ith a m ax im u m speed o f 160 km /h. A s a targ et th e trial line ETCS has to be 155 km lo n g an d co n sist o f three R adio C ontrol C enters. A t th e rolling stock side, the tests in v o lv e 4 lo co m o tiv es and one m easu rin g m o to r w agon. O b jectiv e o f this trial in stallatio n is to o b tain h o m o lo g atio n o f the ETC S system in G erm any. S iem ens and A lcatel/SEL have created a jo in e d consortium fo r supplies and application o f equipm ent designed in acco rd an ce w ith the last version o f E TC S SRS. A R adio C ontrol C en ter w as designed (A lcatel), o n b o ard eq u ip m en t o f E urocabin (S iem ens), tra in b o m e and track rad io interface e q u ip m en t (S iem en s), n atio n al su p p lem en tary eq u ip m en t such as d riv er M M I, ST M for LZB and PZB (S iem en s), in terface fo r electronic interlocks. T h e b eg in n in g o f tests w ith a comm ercial serv ice o f E T C S train is scheduled fo r spring 2004. Till the en d o f 20 0 4 the comm ercial serv ice sh o u ld begin an d the parallel LZB installation sh ould also b e ready.
In the la st y ear the D B has u ndertaken co m p lete tests co n cern in g tran sfo rm atio n o f German railw ay s. T h e m ain atten tio n w as concentrated on a high speed n e tw o rk s. In th e area o f LZB tran sitio n to E T C S th e parallel eq u ip m en t w ith bo th onbo ard an d tack s system s w as taken into co n sid eratio n . T h e tests in d icated the m ain p ro b lem s rem ain in g to b e so lv ed in the technical, o rg an izatio n al an d political area.
Till p resen t n o form al d ecisio n s have been taken concern in g th e fu rth er m easu res in im plem entation o f E TC S.
D B railw ay s are v ery activ e in th e field o f E R T M S /G S M -R im p lem en tatio n . A t the side of infrastructure the first p h ase o f eq u ip p in g 24000 km o f line w ith G S M -R w as in itiated and
150
it is to be c o m p leted till th e en d o f 2004. A t th e ro llin g stock site th e tran sfo rm atio n s (m ig ratio n ) h av e sta rte d at th e b eg in n in g o f 2002 w ith trial in stallatio n s o f ra d io cabins. O n a new hig h sp eed line F ra n k fu rt - K oln the G S M -R is th e on ly u sed ra d io system . N o other system s as h o t re s e rv e w ere u sed. T ill 2005, 110000 w ill be equipped. B eg in n in g w ith this date, th e o ld -fa sh io n e d an a lo g ra d io w ill b e su ccessiv ely elim inated,
Ita ly
Italian R ailw ay s are a fo u n d in g m e m b e r o f E R T M S user gro u p a n d sin ce very b eg in n in g th ey a c tiv ely p a rtic ip a te d in the E T C S d ev elo p m en t w orks.
T he p ilo t in stallatio n w as estab lish ed betw een F lorence and A rezzo , u sin g 61 km section o f a high sp eed line D irettissim a an d a conventional branch c o n n ectin g it w ith A rezzo station. P u rp o se o f th is p ilo t in stallatio n w h o se su p p lier w as A lsto m w as to d e m o n strate the feasib ility o f E T C S Level 1 an d 2 in stallatio n b ased on E R T M S sp ecific atio n s tak in g into acco u n t th e sp ecific in terfa ces to the Italian sig n alin g and tra in b o m e e q u ip m en t. T rial runs have been p e rfo rm e d u sin g sp e c ific a lly e q u ip p e d train sets P endolino. C o m m ercial service using E T C S n e v e r w as p la n n e d on this line.
A s a n e x t step, the co n so rtiu m re sp o n sib le fo r a n ew line R o m a-N ap o li lead b y A nsaldo has in stalled a p ro to ty p e track e q u ip m en t d esig n ed to the latest sp ecific atio n s on an extension from A rezzo to R ig u tin o . In 2002 a full p ro g ram v erify in g vario u s fu n ctio n s in clu d in g G SM - R w as su ccessfu lly c a rrie d out.
T he first co m m ercial ap p licatio n o f E T C S w ill take place in a n ew line R o m a-N ap o li. In the d ev elo p e d track p a rt o f the sy stem th e fo llo w in g m ain p artn ers are en g a g e d R F I/D irezione T ech n ica, C o n so rtiu m S a tu m o , A lsto m (R B C , track circu its), A n sald o (p ro tectio n equipm ent and balises) an d Sirti (G S M -R ra d io equipm ent). E T C S Level 2 w ill be in stalled w ith o u t track signals.
T he fo llo w in g ro llin g sto c k is p ro v id e d fo r th is lin e :
60 m u ltisy ste m train s E T R 5 0 0 w ith cabin eq u ip m en t (co m b in atio n o f E T C S a n d SC M T) su p p lied b y A lsto m
15 m u ltisy stem train s E T R 4 8 0 w ith cabin eq u ip m en t (co m b in atio n o f E T C S an d SC M T).
F or th ese sy stem s the su p p lie r w ill be selected.
12 n ew m u ltisy stem train s E T R 480. F o r these system s th e su p p lier w ill be selected.
B eg in n in g o f co m m ercial serv ices is ex p ected in 2004.
L u x e m b o u rg
A t th e en d o f 1999 th e su p e rv iso ry b o ard o f L u x em b o u rg railw ay s has tak en a decision about im p lem en tatio n o f E T C S L evel 1 on th e entire n etw o rk (c a 250 km w ith 880 signals) an d on th e en tire ro llin g sto c k (36 m o to r w agons, 20 electric lo co m o tiv es, 4 0 com bustion locom otives).
In the last tw o years a b id d in g p ro ced u re to o k p lace cov erin g the tran sfo rm atio n study.
Till the en d o f 20 0 2 th e fo llo w in g co n tracts w ere signed:
W ith A lcatel fo r d e liv e ry o f track equipm ent. Several sets h av e b een d eterm in ed , th e first one as a p ilo t ap p licatio n . T h e m o s t o p tim istic scenario p ro v id es for the en tire n e tw o rk to be eq u ip p ed w ith in 5 years.
W ith A lsto m fo r ro llin g sto ck eq u ip m en t. In the first p h ase th e elec tric lo co m o tiv es will be eq u ip p ed (ty p e 3 0 0 0 , id en tical w ith type 13 in B elgian railw ays).
In re fe re n c e to the tra n sfo rm a tio n , th e decision w as to m ain tain in o p eratio n th e system M em or 11+ b o th in tra c k a n d in tra in b o m e part.
Strategy o f E R T M S im p lem en tatio n in various railw ay m an ag em en ts 151
H o lla n d
Pro R ail is a m e m b e r o f E R T M S u ser group. F o r testing an d v alid atio n o f E T C S system in the sp ecific D utch en v iro n m en t tw o in d ep en d en t test centers have b een estab lish ed , equipped b y A lsto m and B o m b ard ier com panies. E xpansion o f STM for A T B and A TB of new generation h av e b een ordered.
On the S outhern H igh S peed line from H oofddorp to R o tterd am -W est an d from R otterdam -South to the B elgian b o rd er, the E TC S Level 2 w ill be installed. T h e ro llin g stock to be used on this line bo th ex istin g and new , w ill n e e d onbo ard equ ip m en t. T h e line w ill be connected to th e e x istin g conventional in frastru ctu re n e a r A m sterd am , R o tterd am an d B reda.
Till now n o p lan s fo r in stallatio n o f E TC S on sections o f this line exist. Such p lan s m ay be developed in th e fu tu re as a re s u lt o f im p lem en ted national strategy. P ro ject o f p rep aratio n o f such a strateg y w as re c e n tly initiated.
O n th e n ew carg o line, B etuw e, co n n ectin g several term inals in p o rt o f R otterdam and the m arshalling yard K ijfh o ek w ith Z ev en aar an d E m m erich on th e G erm an bo rd er, ETC S Level 2 w ill be in stalled . L o co m o tiv es trav elin g along this line w ill n eed o n b o ard eq u ip m en t ETCS.
Line A m sterd am - U trech is p resen tly m o d ern ized and exp an d ed from 2 to 4 tracks. T he ETCS Level 2 an d first g en eratio n national A TB system w ill be installed on this line, w hich will enable testin g o f tran sitio n from A TB to E T C S in the onbo ard eq u ip m en t. T h e further transition to E T C S on the D utch ra ilw a y lines w ill depend, am o n g others, from resu lts o f these tests. Installation o f E T C S on th e ex istin g line betw een U trecht, A rnhem and G erm an border m ay be co n sid ered as a co n seq u en ce o f the above m en tio n ed m ig ratio n . W e h av e to note th at in 2001 im p lem en tatio n o f G S M -R system on the entire n etw o rk o f D utch railw ay s has been in itiated , to be c o m p leted till 2003.
S w itz e r la n d
A lm o st 10 y ears ago th e m an ag e m en t o f SB B w as p resen ted a general strateg y o f ERTM S/ETC S stan d ard iz atio n on the S w iss railw ay netw ork.
In the m ean tim e, th e strateg y o f m ig ratio n has becom e th e b asic elem en t o f Sw iss Transport P olicy, It w as d eterm in ed by the F ederal B ureau o f T ran sp o rtatio n . T he b asic intentions o f Sw iss strateg y o f tran sitio n to E TC S are:
U tilization o f E T C S level 2 (cabin sig n alin g ) on the new high speed lines an d in the m ost loaded parts o f the ex istin g netw o rk .
U tilization o f E T C S level 1 durin g realizatio n o f travels in the „lim ited su p erv isio n ” m ode on the re m a in in g p art o f th e netw o rk .
O ne th ird o f SB B ro llin g stock (ca 500 vehicles) has to be eq u ip p ed w ith onboard ETCS eq u ip m en t the re m a in in g ro llin g stock (ca 1000 veh icles) has to be eq u ip p ed w ith
“reverse S T M ” an d o n b o ard eq u ip m en t S ignum w ill be soon entirely rep laced b y E T C S and no STM m o d u le is p lan n ed fo r Z U B o r Signum .
From th e p o in t o f v iew o f such im plem en tatio n strategy, th e fo llo w in g in stallatio n s have been re alized b ased on p u b lic b id d in g procedures:
Pilot in stallatio n w ith rep lacem en t o f Z U B and S ignum track eq u ip m en t b y b alises and loops w ith national teleg ram s; in the ro llin g stock six units are to be p ro v id ed w ith
„reverse S T M ” (b y S iem en s com pany)
T he p ilot in stallatio n o f E T C S Level 2 at the 35 km track section on the m ain line b etw een O lten an d L uzern. A ll vehicles (over 60 units) trav elin g alo n g th is line are equipped w ith o n b o ard E T C S equipm ent. T his installation (supplied by B o m b ard ier) w as
co m m issio n ed at the en d o f A pril 2002. T he p ilo t line eq u ip p ed w ith E T C S level 2 has show n th a t it is ex tre m e ly useful fo r collection o f technical an d operatio n al experiences w ith E T C S tech n o lo g y . S ince the v e ry b eginning, n o h azard fo r safety w as p resen t in the co n d itio n s o f n o rm al op eratio n its fu n ctio n ality w as fu lly satisfacto ry and th e system was accep ted e sp ecially b y th e drivers. H ow ever, fo r m an y m o n th s the sy stem w as n o t stable an d several in te rru p tio n s o f train travel occurred. D ue to th e ex trem e effo rts o f all in terested p a rtie s th e tim elin ess w as in creased to the level o f 9 8 ,5 % w h ich is com parable to th e situ atio n b e fo re im p lem en tatio n o f E TC S.
A t the b eg in n in g o f 2 0 0 2 A lstom w as aw arded a co n tract fo r eq u ip p in g the n ew line betw een B ern a n d O lten and 4 50 veh icles w ith E T C S Level 2. T h is sy stem w ill b e set to operation till th e e n d o f 2004. B ecau se o f p relim in ary n eg ativ e ex p erien ces w ith E T C S level 2 on th e p ilo t line, at th e e n d 2 0 0 2 it w as d ecid ed to install h o t re se rv e in th e form o f tracks signals an d c o n v en tio n al Z U B A T P u sin g balises on the n ew hig h sp eed lines. W ith train travel b ased on h o t re s e rv e th e v e lo c ity w ill be lim ited to 160 km /h.
In th e m ean tim e, also 7 50 „rev erse S T M ” h av e been ordered, su p p lied to SB B by S iem ens. T ill th e en d o f M arch 2003, 550 veh icles have been equipped.
In 2002 y ear S iem en s w as aw ard ed a co n tract fo r eq u ip p in g th e en tire SB B line with G SM -R.
4. E R T M S P R O JE C T S R E A L IZ E D BY PK P
P o lish ra ilw a y s are a lso in terested in e q u ip p in g n ew lines w ith E R T M S system equipm ent. A lread y in n in e tie s o f X X cen tu ry studies w ere carried o u t co n c e rn in g the future im p lem en tatio n o f E R T M S system on E -20 lin e (F ig.4) K unow ice - P oznan - W arszaw a - T erespol. C h o ice o f th is lin e w as d ictated b y the po sitio n o f th is line in th e en tire PKP n etw o rk stru ctu re - th is line is o n e o f the m ain routes in the railw ay tran sp o rt E ast - W est. As a resu lt o f w o rk s b ein g d o n e am o n g others b y Italferr com p an y , a final d o cu m en t was prep ared c o n tain in g a sp ecific d escrip tio n o f p ro p o sed E R T M S system level. T h is document, besides d e tailed tim e sch ed u le o f im p lem en tatio n o f the sp ecifie d tasks, co n tain s collected info rm atio n c o n cern in g E -20 line section W arszaw a-K u n o w ice. T h ey in clu d e g e o m e try o f the line, ra ilw a y traffic control e q u ip m en t in sta lle d and p lan n ed to be in sta lle d as w ell as tran sp o rt fo recasts d e v elo p e d fo r th is line w ith in an earlier m ark etin g study. T h is document contains also a tech n ical an d eco n o m ical analysis o f p o ssib le configurations.
Strategy o f E R T M S im p lem en tatio n in various railw ay m anagem ents 153
ROSJA
F ig.4. Line E-20
T he co llected d ata allo w ed carry in g out o f sim ulation train ru n s en ab lin g p erfo rm an ce o f analysis o f the lin e ’s n eeds. It w as d eterm ined w hich o f available levels an d configuration o f the E R T M S system c o u ld be in stalled on this line. C ost analyses o f specific po ssib le configuration h ave been p e rfo rm ed alo n g w ith the analyses o f adv an tag es o ffered by these configurations. H av in g in m in d b o th th e m easu rab le advantages such as lim itatio n o f energy consum ption an d the ad v an ta g e w hose econom ical m easure is d ifficu lt to determ ine, such as adaptation o f the E uro p ean stan d ard o r in creased safety.
A n aly ses co st/ad v an tag es also have been carried out for six p o ssib le configuration o f ERTM S system :
• level 1 E R T M S w ith o u t update,
• level 1 E R T M S w ith up d ate w ith use o f additional balises,
• level 1 E R T M S w ith up d ate th ro u g h E uroloop (radiating cable),
• level 1 E R T M S w ith u p d ate th ro u g h ST M to the K H P system , . level 2 E R T M S ,
• level 2 and level 1 E R T M S as hot reserve.
Level 3 w as n o t taken into co nsideration because o f m ixed ch aracter o f traffic on this line (vehicles both p ro v id e d an d n o t p ro v id ed w ith onboard E R T M S system equipm ent).
T he co m p arativ e eco n o m ical analyses carried out have yielded a p o sitiv e re s u lt fo r three fro co n sid ered six co n fig u ratio n s: level 1 update through E uroloop o r through S T M to the KHP an d level 2 sy stem . B ecause o f th e n ecessity to d evelop S T M fo r K H P system separately, the co n fig u ratio n w as n o t furth er on taken into con sid eratio n . F or the rem ain in g two v ariants d etailed co st analyses an d d etailed advantage analyses have been carried out.
C om pared w as safety o ffe re d b y E R T M S system w ith safety level offered b y the E ac line block p re se n tly in stalled on the line. Financial and m acro-econom ical analyses h av e been perform ed.
A s a resu lt o f analyses perfo rm ed , the configuration consisting o f level 1 E R T M S w ith update through the E u ro lo o p w as less expensive than level 2 E R T M S , b u t the configuration o f level 2 has o b tain ed h ig h er ad v an tag es/co st ratio and, contrary to th e co n fig u ratio n o f
Level 1 and in a c co rd an ce w ith the calculations sh ould be b alan c ed w ith in ca 17 years (a cco rd in g to the d ata o f 1998). H o w ev er, in this case the costs o f level 2 w ere considerably o v erestim ated , as th ey c o n tain ed also cost o f rad io transm ission system G S M -R installation, in clu d in g co n stru ctio n o f tw o rad io ex ch an g es (M S C - M obile S w itch in g C en tre) fo r line E- 20. A n aly ses o f rad io tran sm issio n state th a t the en tire PK P n etw o rk p ro v id e d w ith radio G S M -R eq u ip m en t c o u ld b e serv ed b y 4 such centers.
A n o th e r line w h e re it is p lan n ed to im p lem en t the E R T M S system is a C entral R ailw ay T ru n k L ine (C M K ) co n stitu tin g a p art o f V I co rrid o r o f a tran s-E u ro p ean ra ilw a y netw ork.
P resen tly th is line is d ecla red as T IN A (T ran sp o rt Infrastructure N eed s A ssessm en t). The req u irem en t o f use o f an E R T M S system in C M K w ill enforce ad ap ta tio n o f Polish reg u latio n s to the p ro v isio n s co n tain ed in EU do cu m en ts i.e. D irectiv e 9 6 /4 8 /E C on in tero p erab ility fo r hig h sp eed lines. T he b asic co n seq u en ce o f e stab lish in g E uropean standards in the ra ilw a y se c to r is im p o sin g th e ag reed so lu tio n s to th e in d u stries such as sig n alin g an d ra ilw a y m a n ag e m en t, u n d er financial penalty. T h is w ill a p p ly to the new ly co n stru cte d an d re c o n s tru c te d lines an d n o t all o p erated lines. It is a fa c t th at P o lan d n o t yet b ein g th e m e m b e r o f U E is n o t o b lig ed to be ad ap ted to th e d ev elo p e d sta n d a rd fo r form al and legal reasons. H ow ever, th e p re se n tly p erfo rm ed m o d ern izatio n o f C M K line w ith a target raisin g o f sp eed up to 2 50 k m /h an d classificatio n o f th is line as a hig h sp eed one, as w ell as financial reaso n s in d ic a te a c le a r n e c e ssity to accep t th e n ew railw ay line stan d ard here.
P resen tly , ad ap ta tio n o f th is line at the p resen t m o m en t w ill resu lt in th e fo llo w in g : first, at th e m o m en t o f P o la n d ’s accessio n to th e E uropean U nion the p ro cess o f P o lish transport system in teg ratio n w ith th o se o f E U states - w ith lines grou p ed in the tran s-E u ro p ean high sp eed ra ilw a y tra n sp o rt n e tw o rk T E N (T E N - T rans E uropean N etw o rk ) w ill b e easier;
secondly, alread y to d a y it is p o ssib le to use the c o -fin an cin g fo r im p lem en tatio n o f ERTM S system from E uro p ean so u rces, as th is sy stem is an E uropean one.
T h u s, in a c co rd an ce w ith EU d o cu m en ts and o th er national d o cu m en ts, it is p lan n ed to install th e E R T M S level 2 on C M K line.
P resen tly stu d ies are u n d e r w ay , p erfo rm ed b y rep resen tativ es o f PK P/C D /U 1C , on im p lem en tatio n o f E R T M S on a p ilo t tran s-b o rd er section o f K atow ice - B o h u m in . This section is a p a rt o f tran s-E u ro p ean c o rrid o r th a t is taken into co nsideration in y e t a n o th er UIC p ro ject (“H ig h S p eed Ju n ctio n N etw o rk E ast - W est”). T h is p ro ject is b ein g re a liz e d w ithin the U IC E ast-W est task force.
T h e section u n d e r co n sid eratio n w as in clu d ed also in a „E R T M S S trategic S tu d y for C E E C ” w ith a m u lti-c o u n try reach .
A s a re s u lt o f w o rk b e in g d o n e the im p lem en tatio n p o ssib ilities w ill be in d icated based upon fu n ctio n al and tech n ical an aly sis o f p o ssib le so lutions, as w ell as ad v an ta g es and d raw b ack s o f th e c o n fig u ra tio n s b ein g co n sid ered fo r app licatio n o f the E R T M S sy stem on an ex p erim en t section (level 1 w ith o u t update, level 1 w ith update, level 2).
Strategy o f E R T M S im p lem en tatio n in various railw ay m an ag em en ts 155 B IB L IO G R A P H Y
[1] K o n cep cja w d ra ż an ia in te ro p e ra c y jn o śc i w z ak resie stero w an ia ru ch em k o le jo w y m (E R T M S ) na PK P, S p raw o zd an ie z re a liz ac ji eta p u 1, 4 0 3 5 /1 0 C N T K lipiec 2003.
[2] „E R T M S pilot installation on the K u n o w ice - W arsaw E-20 line, Im plem entation S tudy, Final R ep o rt” , italferr 1998.
[3] „ E R T M S S trateg ic S tu d y fo r th e C en tra l and East E u ro p ean C o u n trie s, Final R ep o rt” , T rac te b e l 1999.
[4] „ C o rrid o r V I, sec tio n K a to w ice - B o h u m in , E R T M S C ro ss-b o rd er O p e ra tio n P re-stu d y , Final R e p o rt” , U IC 2002.
R eview er: Ph. D. A ndrzej B iałoń
