II INTERNATIONAL CONFERENCE__________
TRANSPORT SYSTEMS TELEMATICS TST'02
P O LITEC H N IK I ŚLĄ SK IEJ 2002 T R A N S P O R T z.45, n r kol. 1570
traffîc management and control, WSKR-2 system, ILTIS system Andrzej T O R U Ń 1
R E G IO N A L C EN TE R S O F R A IL W A Y T R A FFIC M A N A G E M E N T
The paper presents a general approach to the issue of centralization of railway traffic control and management in the multi-post marshalling areas and on selected examples o f installations operating within PKP. Various variants of equipment and systems o f traffic management-control (ksr) for these areas have been considered. The summary presents conclusions resulting from site inspections and operating experiences o f presented solutions.
O B SZ A R O W E CENTRA ST E R O W A N IA R U C H E M K O L E JO W Y M
W referacie przedstawiono w sposób ogólny problematykę centralizacji sterowania i zarządzania ruchem kolejowym w wieloposterunkowych obszarach nastawczych oraz na wybranych przykładach instalacji działających na PKP scharakteryzowano różne warianty wyposażenia tych obszarów w urządzenia i systemy kierowania-sterowania ruchem (ksr). W podsumowaniu przedstawiono wnioski wynikające z badań terenowych oraz doświadczeń eksploatacyjnych prezentowanych rozwiązań.
1. IN TR O D U C TIO N
P olish State Railw ays (PK P) using experiences gained in E uropean U nion countries adapt their structure to the new environm ent conditions. T he com pany realizes its objectives in the process o f restructuring. T hese goals m ay be form ulated as:
a) adaptation o f P K P com pany to the requirem ents o f m arket econom y,
b) approaching P K P to the standards and solutions assum ed for railw ays in the EU countries, c) internal rationalization o f P K P com pany econom y.
R ealization o f these established goals is n o t possible w ithout change and adaptation o f services offered by PK P in the area o f accessibility o f railw ay infrastructure and its changes.
The progressing process o f P o lan d ’s integration w ith the E uropean U nion was one o f the factors conditioning a dynam ical progress o f w orks aim ed at im plem entation o f revision o f solving the traffic control issues in m ulti-post control regions.
T hese w orks have resulted in preparation and approval by P K P a concept to equip the railway trunk lines E -30 and E-65 w ith the traffic control equipm ent, as these trunk lines w ill be m odernized as first. T hese concepts expressly provide for requirem ent concerning establishing large-area control centers in W roclaw (for line E-30 it w ill be section Zgorzelec- W roclaw-Opole) and K raków (for line E-65, section o f CM K).
'The Railways Centre of Science and Technology, Department o f Traffic Engineering and Teleinformatics, Chlopickiego 50, 04-275 Warsaw, Poland, atorun@cntk.pl
And sim ultaneous carrying out and im plem entation o f new control techniques on the test sections (sm aller than the target centralized control areas). P ractically, w ork with im plem entation o f this type o f system s in P K P started at the beginning o f nineties and resulted am ong others from appearance o f com puterized supervisory system s for the m anagem ent and control o f traffic.
A t the beginning they w ere rem ote setting system s (such as com puterized panel of S A B EL type), later on they w ere rem ote control system s (such as O SA - ZS) and the requirem ents for the integrated ksr system s w ere form ulated not earlier than after gaining certain experience.
In practice, P K P has three rather highly advanced ksr system s, nam ely: the W SK R -2 system , developed by T echnical U niversity o f W arsaw that is the longest used in P K P, then Ebiscreen 3,0 (A dtranz) and ILTIS (Siem ens) system s being on the testing stage.
As system s ILTIS and E biscreen 3,0 are quite sim ilar in assum ed philosophy o f task realization, w e m ay assum e that they belong to the sam e class o f ksr system s. T his paper discusses instances o f system s W SK R -2 and ILTIS.
2. T R A F FIC M A N A G EM EN T AND C O N TR O L SY STEM (KSR) - G EN ER A L IN FO R M A TIO N
A K SR system should feature m odular design, enabling dynam ical change o f its configuration in the case o f changed num ber o f objects to be governed. It may be bu ilt in various functional and hardw are configurations. It consists o f three com ponents: d isp atch er’s control, rem ote control and train inform ation transfer. D epending on needs, the K SR systems may appear single-handed o r in com bination o f tw o or create an integrated w hole containing all the elem ents nam ed above. A general structure o f the K SR system is show n on F ig .l.
F ig .l. A general structure o f KSR system
The structure o f d ispatcher’s control system assum es existence o f one control center provided with all technical m eans for this purpose and adequate num ber o f posts for section dispatchers’ w ork. T he structure o f traffic control system consists o f tw o levels:
L o ca l level includes traffic control from a w ork-stand located on this control point. A t this level, control seldom takes place, only w hen particular need arises. C ontrol points on this control level will not be m anned perm anently w ith train dispatchers. Larger control points may have installed a fully equipped train d ispatcher’s w ork-stand, w hereas sm aller ones basically do not provide for the local control. T he above principles do n o t apply to the stations, w here control centers w ill be located. As a rule, these stations w ill be controlled locally.
L evel - lo c al c o n tro l c e n te r includes control o f the poin t w here it is installed, either as a local or rem ote control o f subordinate control points.
D ue to the tasks perform ed, the local control center will be provided w ith the full operating w ork-stand both for local control on its own, and w ork-stand for rem ote control o f the subordinate control posts as w ell as perm anent dispatching sta ff (train dispatchers).
T heoretically there are three variants possible for a solution o f the train traffic m anagement and control system:
1. centralized m anagem ent and dispatching o f train traffic from one or several rem ote traffic m anagem ent and control centers;
2. decentralized traffic m anagem ent by the train dispatchers on the stations and branch posts and centralized traffic m anagem ent from one o r several d isp atch er’s supervision centers (dispatcher’s control);
3. an interm ediate solution consisting in m anaging the traffic by sectional train dispatchers w ithin the sm all areas including either several sm all interm ediate stations or a single large one with adjacent branch posts and centralized train traffic control from one o r several d isp atch er’s supervision centers.
B oth centralized traffic m anagem ent from one rem ote traffic control center as well as remote traffic control in sm all areas does not cover m aneuvering control on hum p yards, maneuvering yards and m aneuvering tracks separated o f o ther stations. T he selection o f an appropriate concept o f m anagem ent and control o f train traffic requires that certain factors are taken into account, such as:
- linking w ith o ther P K P lines,
- structure and type o f operational tasks on each traffic control post,
- traffic reliability understood as m inim ization o f im pact o f m alfunctions occurring in operation o f the technical line equipm ent operation (SR K equipm ent, traction lines, subsoil, etc) on the tim eliness o f the train traffic.
3. CH A R A C TER ISTIC S O F SELECTED K SR SYSTEM S
3.1. WSKR-3 SYSTEM
T he W S K R -2 system was im plem ented in PK P in a step-by-step way, installed on the line K rakow - M edyka as W SK R -1, then, in later version o f W S K R -2 on the R eda - Hel line, and in both cases it w as cooperating basically w ith relay-based equipm ent o f E type. This cooperation takes place through a relay interface. It constitutes a separate device connected w ith the O ZS/O S controller (station R eda-H el). T he last installation o f the system took place on the section E-20 on the LCS B łonie area including the follow ing stations: Gołąbki, O żarów , Płochocin, Błonie, Teresin-N icpokalanów , Sochaczew . T he above m entioned control posts are provided w ith the SR K interlocking system s o f type E bilock 850. T his resulted in a necessity to im plem ent a link (interface) betw een the E bilock 850-type system and LCS equipm ent o f W S K R -2 type. In the presented case, the role o f interface betw een these systems is perform ed by the O ZS/O S controller w ith a softw are interface. D ue to this fact, it may functions related w ith the cooperation o f W S K R -2 system w ith the interlocking com puter A PN 585 o f E bilock 850 system , w hile still perform ing its hitherto functions.
F or the purposes o f W SK R -2, the physical transm ission o f data to/from E bilock 850 takes place using 2 pairs o f R S 232 lines, i.e. in a standard w ay o f linking this system w ith the supervisory system (com puter panel o f a local o r rem ote control). S upervisory systems hitherto used w ith E bilock 850 are M A N 900 and Ebiscreen. In the case o f W SK R -2 the aforesaid R S232 lines are to be routed the O ZS/O S controllers w here they are connected to the standard I/O cards.
The LCS B łonie is provided w ith a com puter supervisory rem ote control system W SK R -2/Z S (com puters N ZS, m onitors, digitizers) enabling the sectional dispatcher to control the S R K equipm ent (A P N 586 com puters) at the posts controlled, i.e. realization of train traffic control process in a m ulti-post region o f rem ote control. T he system W SKR-2/ZS configuration for the LCS B łonie is show n on Fig.2.
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Bednary
Fig.2. WSKR-2/ZS configuration for LCS Blonie
C om puter rem otely controlled object controllers (OZS o f W SK R -2 system ) at the Blonie station and controlled object controller (OS o f W SK R -2 system ) are installed on the following posts: O żarów , T eresin-N iepokalanów and Sochaczew , enabling controlling o f interlocking com puters A PN 586 installed at these stations. T he a/m controlled posts are then provided with the m entioned above softw are interface.
The R S232 connections betw een the W SK R -2/N ZS controller located at the B lonie station and W S K R -2/O Z S at the station o f O żarów , T eresin and S ochaczew are realized using railway com m unication system SLK o f the B ydgoszcz m anufacturing PZŁ. They are based upon optical w ire connections. T he S LK system is a transparent one from the point o f view o f WSKR-2, because it does not interfere w ith the contents and form at o f telegram s being sent.
Thus configured, the W SK R -2 system serves the area covering: 107 centralized points and trippers, cooperates w ith the Eac line block in 3- and 4-position versions, pbl Eap and has 7 A category level crossings interlocked in the routes.
3.2. 1LTIS SYSTEM
The ILTIS system is designed for handling the railw ay traffic and autom ation of interlocking fram e service operation w ith use o f a graphical user interface. It is designed for remote control o f one o r m ore stations and controlling areas. It enables construction o f many train control and d isp atch er’s w ork-stands as well as those o f technical services. It was adapted for controlling o f com puter- and relay based on the SRK system s. T he system uses
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solutions ensuring a safe visualization and safe w ay o f introducing special com m ands. In o rder to increase reliability the hardw are configuration and softw are used enable availability o f the system in the case o f m alfunctions o f one o f the com puters. T he system w as engineered and it is developed since 1990. Its main area o f application are Swiss, Italian and H ungarian railw ays. W ithin PK P this system w as im plem ented for testing and inspections on the Żywiec control area, w here it cooperates w ith com puter interlocking equipm ent o f type SIM IS-W .
B asically, this system realizes functions related w ith the railw ay traffic control in its subordinate area. In addition, it has other program m ed functions such as follow ing the train route, autom atic train traffic m anagem ent system , passengers inform ation, locom otive shed, autom ation o f m aneuvering traffic.
B ecause o f its functional structure, the system enables construction o f various service w ork-stand w ith various assignm ents and scope o f authorization i.e. traffic control, d isp atch er’s traffic control, introduction o f train num bers, technical service. T he general structure o f ILTIS system is show n on Fig.3. T he structure applied on th e Żyw iec control area is show n on Fig.4.
Fig.3. Instance of system ILTIS configuration
T he configuration presented above show s possibilities o f cooperation w ith the on station traffic control system s, both relay- and com puter based ones and w ith passenger inform ation system s. T h e sim ilar p rinciple renders feasible also cooperation w ith the heating control system s rolling stock diagnostics, fire protection etc. A ll com puters are linked w ith a com puter netw ork that constitutes a very im portant elem ent o f the system .
T he ILT IS system netw ork is separated i.e. no connection o f other com puter system s is foreseen for the sam e netw ork segm ent w here ILTIS system is connected.
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T he configuration and concept applied in order to achieve high availability do not cause the requirem ent o f using special or industrial versions o f softw are, as system ’s availability it is ensured by redundancy o f devices and w ell constructed structure o f softw are. T he ILTIS system is b u ilt in such a w ay that at least three com puters - C U P U ’s operate in team at the same time.
An appropriate configuration o f softw are on these com puters ensures that in case o f hardware failure o r necessity to sw itch o u t one o f the com puters, the system rem ains operational and lack o f one com puter does not im pair its functionality and availability o f the entire system . D isconnection and re-connection o f one com puter does not result in disturbed operation o f the entire system , thus does n o t require interruption o f traffic o r system restart.
T hus configured, the ILTIS system serves the area provided w ith: 45 centralized sw itch- points and trippers, 62 signals cooperate w ith Eap line block, key lock, SO T track circuits, axle counters, and has one level o f the railw ay crossing o f A category interlocked in the routes.
4. C O N CLU SIO N S R E SU LTIN G FR O M O PE R A T IO N O F A R E A C O N T R O L SYSTEM S
T he experience acquired during operation o f the KRS system s have confirm ed the justified im plem entation o f these type o f system s in PK P on one hand, and have show n, how many problem s are to be dealt w ith during preparation o f specific proposals o f line modernization on the other.
T he advantages, undoubtedly, include reduction o f em ploym ent and m ore effective use of human resources (in case o f the Żyw iec control area m odernization allow ed transfer o f 10 train dispatchers and 10 signalm en to other posts) as w ell as im provem ent o f w ork conditions
and increase o f the railw ay traffic m anagem ent safety. E fficient train traffic m anagem ent resulted in ca. 30% reduction o f tim e necessary for preparation and setting o f routes and enabled a dynam ic utilization o f operational opportunities on all posts, entailing optim ization o f the traffic m anagem ent as a direct result.
H ow ever, in spite o f obvious econom ical advantages, experiences from first installations o f the area control system s contributed in revelation o f m any problem s, overlooked o r disregarded earlier or under-analyzed during creation and im plem entation of the area control centers. F or the large-area control centers to be designed in the future, more attention should b e paid to such issues as:
1. com plete equipping o f the area center in the integrated system s (rem ote control system s, d isp atch er’s control system s, passenger inform ation, radio
com m unication, inform ation to the gate men, diagnostics, etc),
2. selection o f the appropriate cubic capacity o f the control center together with location o f specific op erato rs’ stands,
3. ergonom ic assessm ent o f w ork stands o f the train dispatcher, dispatcher, diagnostic specialist,
4. assessm ent o f lim itations in the selection o f the control area assigned to one operator,
5. solution o f A category level o f the railw ay crossing control w ith interlocked routes.
W e have to hope that the experience gained during realization o f the specific area control system s already im plem ented in PK P w ill be used for solving the issues arising during realization o f really large lin e m odernization projects, that constitute a m easure allowing PK P to achieve goals m entioned at the beginning o f this paper.
B IB LIO G R A PH Y
[1] BARTOCHOWSKI E., SŁAW EK J., System sterowania i kierowania ruchem kolejowym - ILTIS.
Telekomunikacja i Sterowanie Ruchem, nr 3-4/2000, Łódź 2000, s.l 1-17.
[2] CELIŃSKI K. Przekształcenia przedsiębiorstwa PKP w kontekście integracji Polski z U nią Europejską, Conference papers: Transportation and EU access o f Poland, Poznań, 14 June 2000r, s.35-45.
[3] DĄBROWA-BAJON M. i inni, Koncepcja centralizacji prowadzenia ruchu pociągów na kolejach polskich.
Telekomunikacja i Sterowanie Ruchem, nr 3-4/2000, Łódź 2000, s.3-10.
[4] FRĄK K., Urządzenia sterowania ruchem kolejowym PKP - stan obecny. Przegląd Kolejowy nr 12/99, Warszawa 1999, s .12-18.
[5] GROCHOW SKI K i inni.. System kierowania i sterowania ruchem typu WSKR-2. Telekomunikacja i Sterowanie Ruchem, Technika Transportu Szynowego nr 4/1999, Łódź 1999, s. 14-21.
[6] JAKIMOWICZ J„ Komputerowe systemy sterowania i kierowania ruchem kolejowym - dziś i jutro PKP..
Przegląd Kolejowy nr 02/2000, W arszawa 2000, s. 15-20.
[7] RUSAK R., Nowa nastawnia elektroniczna na stacji Żywiec. Technika Transportu Szynowego, nr 3/2001 Łódź 2001 , s.32-53.
[8] TORUŃ A., Doświadczenia eksploatacyjne z pracy urządzeń S1MIS-W w obszarze sterowania Żywiec- Łodygowice-Węgierska Górka, Seminar materials. Seminar o f Railway Traffic Control Works at the Department of Transportation at Technical University of Warsaw, Warsaw, June 2001.
[9] TORUŃ A., Task 1078/23 - Consultations during development and startup of railway traffic control systems at Żywiec station. Laboratory Test report, Stage 1 .CNTK Warsaw 2000.
[10]TORUN A., Task 1078/23 - Consultations during development and startup of railway traffic control systems at Żywiec station. Site Test report. Stage 2.CNTK Warsaw 2001.
[1 ljTO R U N A., Task 1078/23 - Consultations during development and startup o f railway traffic control systems at Żywiec station. Operational Test report, Stage 3.CNTK Warsaw 2001.
[12JTORUŃ A., Task 6808/23 Concept o f equipping the line E-30 and CE-30 at the section Zgorzelec - Wroclaw - Opole with railway traffic control system. CNTK Warsaw 1999.
[13]TORUŃ A., Task 8304/23 - Supplementary tests of remote control system WSKR2/ZS on the line Reda- Hel, CNTK W arsaw 1998
R eview er: Prof. Zbigniew Ginalski
