III I N T E R N A T I O N A L C O N F E R E N C E
T R A N S P O R T S Y S T E M S T E L E M A T I C S T S T '03
PO 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
Paweł G R A D O W S K I1
C O N D I T I O N I N G O F IN IT IA T I O N E R T M S /E T C S
P ro g re ss o f te c h n o lo g ic a l a p p lie d natio n al d e v ic es o f stee rin g ra ilw a y m o v e m e n t, he ex to rted stu d y o f u n ifo rm sy ste m E R T M S . P laced E T C S in in d iv id u al c o u n trie s a re d iffe re n t re q u ire m e n t in stallatio n s. D ifferen c e s re s u lt also fro m d ifferen t re a so n s o f ind iv id u al in v e stm en t. O n e fro m c o m m o n re q u ire m e n ts is lim itatio n s o f c o sts o n e n eed s o b v io u sly in w h o le cy cle o f life o f sy ste m . F act, th at sy stem E T C S c o m e s u n d e r E u ro p ea n u n ificatio n and it is o ffered b y c o m p e tin g w ith its e lf o f tra d e s m ans it fa v o u rs lim itin g o f co sts. P rese n t re p o rt in tro d u ce s p ro b le m o f c h o ic e o f in flu e n c in g fa c to rs E R T M S o n to c h o ic e o f sy stem .
U W A R U N K O W A N I A W D R A Ż A N I A E R T M S /E T C S
P o stę p te c h n o lo g ic z n y s to so w a n y c h n aro d o w y c h u rząd zeń stero w an ia ru c h e m k o le jo w y m , w y m u sił o p ra c o w a n ie je d n o lite g o sy ste m u E R T M S . S ta w ia n e s ą ró ż n e w y m a g an ia in sta lac jo m ET C S w p o s z c z e g ó ln y c h k ra ja c h . R ó żn ice w y n ik a ją ta k ż e z ró ż n y c h u z asa d n ie ń p o sz c z e g ó ln y c h in w esty cji.
Jed n y m ze w sp ó ln y c h w y m a g a ń je s t o c z y w iśc ie p o trz e b a o g ra n ic z en ia k o sztó w w c ały m c y k lu ży cia sy stem u . F a k t, że sy ste m E T C S p o d le g a eu ro p e jsk iej u n ifik acji i je s t o fe ro w a n y p rz e z k o n k u ru ją c y c h ze s o b ą d o sta w c ó w sp rz y ja o g ra n ic z a n iu k o sztó w . N in ie jsz y re fe ra t p rz e d sta w ia p ro b le m a ty k ę w y b o ru czy n n ik ó w w p ły w a ją c y c h n a w y b ó r sy ste m u E R T M S .
D ue to d ifferen t n atu re an d ex ten t o f the existing train control system s, as w ell as due to different o p eratio n al, g eographical an d econom ical co n d itio n s, th ere are also considerable differences reg ard in g the n eed o f E TC S in the various countries and th erefo re fo r the w a y o f justifying this in v estm en t.
O ne co m m o n in te re st is o f co u rse the n e e d fo r red u cin g th e costs o f the train control and train pro tectio n sy stem o v e r the w h o le life cycle. E TC S sig n ifican tly con trib u tes to th is thanks to the E u ro p e w ide stan d ard isatio n and the creation o f true co m p etitio n am o n g st several suppliers fo r the p ro cu rem en t.
T he fo llo w in g tab le sh o w s q u alitativ ely the im portance attrib u ted b y th e various countries to several o th er re lev an t factors.
'R ailw ay S c ie n tific and T e c h n ic al C en tre , C h lo p ic k ieg o 50, 0 4 -2 7 5 W arsaw , P o la n d , p g ra d o w sk i@ c n tk .p l
158 Paw eł G R A D O W SK I
C o u n t r y in t e r o p e r a b ility c a b s ig n a llin g s a fe ty r e n e w a l o f s ig n a llin g
r e n e w a l o f r o llin g s to c k
A u s tria 10 6 5 6 6
B e lg iu m 8 10 8 7 4
B u lg a ria 8 5 10 6 4
C z e c h R e p u b lic 8 2 10 4 2
D e n m a rk 8 2 4 2 2
F ra n c e 6 8 2 4 4
N e th e rla n d s 8 10 7 7 6
L u x e m b o u r g 10 2 8 4 6
G e rm a n y 6 8 2 2 4
P o la n d 10 8 10 9 6
R o m a n ia 8 6 8 8 6
S lo v a k ia 8 6 8 4 2
S lo v e n ia 10 8 10 8 8
S e rb ia 8 8 8 8 8
S w e d e n 4 8 2 5 6
S w itz e rla n d 10 10 3 7 6
H u n g a ry 8 2 7 8 4
Italy 9 9 7 6 6
L e g e n d h ig h 10, lo w 0
In tero p era b ility. T h e im p o rtan ce assig n ed to this asp ect dep en d s on h o w in ten siv ely the co rresp o n d in g n e tw o rk is in v o lv e d in international rail corridors an d to w h at ex ten t the co rresp o n d in g o p erato rs ru n in tern atio n al trains enterin g into th e n eig h b o u rin g n etw o rk s. Also In tero p erab ility is p ro b a b ly m o re urgent fo r sm aller n etw orks, as b ig g e r n e tw o rk b e n e fit from n atio n al In te ro p e ra b ility b ased on th e ir e x istin g system s in tro d u ced o v er m u ch lo n g er lines and m o re nodes.
N eed o f E T C S c a b s ig n a llin g fo r high speed lines an d /o r h eav ily lo ad ed conventional lines. B asically th is re q u ire m e n t dep en d s on tw o aspects: F irstly the ex isten ce o f p ro jects for new co n stru ctio n o r m o d ern isatio n o f lines, w here high speed an d /o r hig h train density is required. A nd se c o n d ly - i f an ex istin g cab sig n allin g system is alread y in use - the w illin g n ess o f th e c o rre sp o n d in g co u n try to ad o p t E TC S in place o f th e o ld natio n al systems.
P ioneers in this reg ard s are esp e c ia lly those countries, w h ere new h ig h sp eed lines are in co n stru ctio n , on w h ich n o t o n ly th e train control but also th e en erg y su p p ly a n d /o r th e gauge is d ifferen t from th e e x istin g netw o rk .
In crea se o f sa fe ty b y p re v e n tin g co llisio n s and d erailm en ts cau sed b y ov er-sp eed . The n eed o f E T C S fo r im p ro v in g the safety o f train operation dep en d s on o n e h an d on the operational c o n d itio n s an d th e track co n fig u ratio n in the various co u n tries an d on the other hand on the p erfo rm an ce o f th e train control and pro tectio n system s alread y existing. The practical ex p erien ce an d th eo retical studies m ade in v arious co u n tries (see the exam ple of S w itzerlan d ) show s th a t the risk o f p assin g signals at d an g er an d cau sin g so accidents is v ary in g to a large e x te n t d e p en d in g on the ch aracteristics o f the vario u s line sectio n s. Simple w arn in g o r w arn in g /sto p sy stem s do n o t p ro v id e enough safety at all locations. A lso the older speed su p erv isio n sy stem s w ith d iscrete speed levels h ave certain lim itatio n s e.g. in station areas at lo w er speed. O ptim al safety perfo rm an ce is d eliv ered b y co n tin u o u s speed supervision sy stem s o r b y cab sig n allin g system s, w h ereb y the latter h av e to be installed all along the lines.
O p p o rtu n ity o f in s ta llin g n e w sig n a llin g - a n d esp ecia lly in terlo ckin g - installations.
C o n d itio n s fo r in stallin g E T C S in a co st effectiv e w a y are esp ecially fa v o u rab le i f the
complete sig n allin g in stallatio n s in clu d in g the interlockings have to be re b u ilt o r b u ilt new ly.
In this case E T C S level 2 w ith o u t lin e-sid e signals and at a later stage E T C S level 3 sh ould allow sig n ifican t co st red u ctio n s co m p ared w ith the tradition line-side signalling. A high priority fo r the fitm en t w ith E T C S sh ould therefo re be given on lines o r n o d es w hich are newly b u ilt o r rebuilt. O p p o rtu n ity o f p u ttin g into service n ew traction veh icles o r o f overhauling vehicles in th e m id d le o f th eir lifetim e. O n ro llin g stock-side the in stallatio n costs for ETCS can b e sig n ifican tly red u ced , i f the units are p u rch ased rig h t from the b eg in n in g with the E TC S eq u ip m en t o r i f on ex istin g vehicles ETC S is retro fitted in co n tex t o f a m id life general overhaul. H igh p rio rity fo r the fitm en t w ith E T C S on ro llin g -sto ck side sh ould therefore be given to n e w ly o rd ered veh icles o r vehicles being o v erh au led at m id life tim e.
B elow in tro d u ced ch o o se co n d itio n in g o f initiation E R T M S /E T C S fo r som e E uropean countries are.
B elg iu m
In tero p era b ility. In p a ss e n g e r service, B elgium w ith the E uropean capital B russels is a turning tab le fo r hig h sp eed corrid o rs tow ards F rance (Paris), E ngland (L o n d o n ) , G erm an y (Aachen, C o lo g n e) and the N eth erlan d s (R otterdam , A m sterdam ). In ad d itio n , B elgium is ending p o in t o f an im p o rtan t conventional rail co rrid o r from n orth (p o rt o f A n tw erp ) to south (border to L uxem bourg).
C ab sig n a llin g : F o r th e high speed lines cab sig n allin g is req u ired . U ntil n ow the traditional sy stem s T V M 4 30 an d T B L 2 have been installed. A pplication fields fo r E T C S are the new lines in co n stru ctio n betw een A ntw erp an d the D utch b o rd er as w ell as betw een Liège and th e G erm an b o rd er (A achen).
Safety. A lth o u g h b e tte r than n o thing, the C rocodile and the TBL1 sy stem s are n o t able to enforce train s to stop in e v ery case in front o f d an g er p oints an d therefore are n o t sufficient for preventing accid en ts esp e c ia lly in zo n es w ith very dense traffic. A latest p ro o f o f th is w as an accident at P ecrot in 2001 w ith 8 p erso n s killed. ETC S is urgently n eed ed in th e w hole conventional n e tw o rk fo r en ab lin g a continuous speed m o n ito rin g at least on safety critical line sections.
N e e d f o r r e n e w a l: C ro co d ile is a very p rim itive system from a functional and technological p o in t o f view . B u t also the TBL1 system is m ore than 20 years old and no further d ev elo p m en ts are envisaged.
F ra n c e
In tero p era b ility. S ince the beg in n in g o f the im plem entation o f the sp ectacu lar H igh
speed train n etw o rk , French T G V trains have been ran also to n eig h b o u r countries. So the TGV S ud-E st has p ro lo n g a tio n ’s to S w itzerland and the T G V N ord is p art o f the high speed corridors to w ard s E n g lan d and B elgium - H o llan d as w ell as to w ard s G erm any. W ith the H igh-speed line E ast additional H igh sp eed connections are in co n stru ctio n tow ards Luxembourg, G erm an y and S w itzerland. In a longer future new high sp eed links w ill be realised w ith S w itzerlan d , Italy an d Spain. F or freight service, F ran ce is in v o lv ed in several corridors linking all i t ’s n e ig h b o u r n etw o rk s in clu d in g the link to E ngland via the C hannel tunnel.
Cab sig n a llin g . A s show n above, F rance w ill extend i t ’s high speed netw o rk in the coming years. T h ere is a n e e d fo r in creasin g train density parts o f the high speed n etw o rk as well as on conventional lines an d nodes.
S a fe ty : T h ere as n ev er been a safety problem in relation w ith train control on the high speed lines. In th e co n v en tio n al n etw o rk the com bination o f crocodile an d K V B pro v es to be effective fo r p rev en tin g train accidents.
160 Paw eł G R A D O W SK I N e e d f o r ren ew a l. O n th e hig h sp eed n etw o rk the track -sid e sig n allin g in stallatio n is far from n e e d in g to be ren ew ed . It is m o re on the ro llin g sto ck side, w here the o ld e st p a rt o f the fleet is reach in g the m id -life tim e w h ere in g eneral a m ajo r overhaul is perfo rm ed .
In th e co n v en tio n al n e tw o rk th e sig n allin g in stallatio n s are ag ein g an d a huge n eed for renew al is fo reseeab le e sp e c ia lly in th e field o f th e interlockings an d th e o u tsid e signalling equipm ent. A s far as train control is co n cern ed , esp ecially th e cro co d ile is d e fin ite ly o f poor functionality. P art o f th e co n v en tio n al n etw o rk in F rance co n sist o f low d e n sity lines. Here low co st so lu tio n s are req u ire d fo r fu rth er ratio n alisin g the train o p eratio n on infrastructure- side.
G erm a n y
Interoperability'. A s a co n seq u en ce o f its central p o sitio n in E u ro p e an d the im portant geographical size, G erm an y is in v o lv e d in several m ain E uro p ean rail corridors. S p ecially on the corrid o rs tra n sitin g G erm an y , the G erm an portion o f line length is re la tiv e ly h ig h , which m akes it n o t easy to ju s tify th e in stalm en t o f E TC S in sh o rt term on track -sid e ju s t b ecau se of the in tero p erab ility req u irem en t. O n the o th e r h an d it is a fact th a t on m an y o f th ese corridors the n e ig h b o u rin g c o u n trie s w ill so o n er o r later install E TC S, w h ich m ean s th a t German international train s ru n n in g in to th ese co u n tries w ill n e e d in an y case an E T C S Eurocab equipm ent. A s long as its lines are n o t co n v erted to E TC S, ST M S fo r PZB an d L Z B m u st be available to th o se o p erato rs w ish in g to e n ter into th e G erm an n etw o rk w ith E T C S equipped ro llin g stock.
C ab sig n a llin g : G erm an y has a g ro w in g high speed n etw o rk w h ere m o d e m cab sig n allin g is an ab so lu te n ecessity . In th e last decade, im p o rtan t d ev elo p m en ts h av e been m ade fo r in creasin g the sy stem cap a c ity b y m ean s o f optim al design o f several parts in th e rail traffic m a n a g e m e n t sy stem (C IR -E L K E ). U ntil n o w , the und erly in g cab sig n a llin g system has been th e LZB w h ich (lik e an y o th er ex istin g n atio n al system ) has n o t been chosen to become the com m on E uropean stan d ard . T h erefo re, fo r future ex tensions track - o r train -sid e ETCS sh o u ld be u sed as so o n as p o ssib le. E T C S level 2 w ill n o t im m e d ia te ly g iv e a better perfo rm an ce than LZB ; b u t it op en s the w a y fo r future application o f ETC S level 3 w h ich will sig n ifican tly red u c e co sts on th e track-side.
Safety-. T h an k s to th e re la tiv e ly ex ten d e d in v estm en ts into the LZB an d PZB train control sy stem s th ere is n o g eneral safety p ro b lem in G erm an y w h ich w o u ld justify im m ed iate in v e stm e n ts in an y train control system . O f course, E T C S w ill p ro v id e in future at least th e sam e sa fe ty level as th e ex istin g PZB and LZB system s.
N e e d f o r ren ew a l. O n th e co n v en tio n al m ain lines and n o d es, g en erally the interlocking- in stallatio n s are ag e in g an d a h u g e n eed fo r rep lacem en t is foreseeable. E T C S level 2 will allow to ren o u n ce to lin e sid e signals. W ith E TC S level 3, also th e d ev ice fo r detection of track -o ccu p an cy can b e left out. T h is solution c o u ld be in tro d u ced in th e m o s t e a sy w ay on regional lines w ith lo w tra ffic density. On lines w ith low traffic th ere is a p o ten tial for ratio n alisatio n b y fu lly au to m a tin g th e in frastru ctu re-sid e train operation.
Italy
In tero p era b ility: T h e Italian p en in su la is lin k ed on th e n o rth to th e n e ig h b o u r countries France, S w itzerlan d , A u stria a n d S lovenia. T h ere are international rail co rrid o rs to all these countries; n ew rail p assag es fo r p assen g ers and freight through the A lps are p la n n e d or in co n stru ctio n at th e M t. C en is, the L otschberg, the St. G otthard a n d th e Brenner.
In tero p erab ility is re q u ire d fo r lin k in g th ese access lines to g eth er w ith th e n atio n al Italian rail system .
C ab sig n a llin g : In th e co m in g years, several new high speed lines w ith a total length o f about 600 km w ill be p u t in to service. A new , m o d em cab signalling system is req u ire d (the existing 50 H z B A C C system can n o t be u sed also for technical reaso n s on th e n ew lines to be electrified w ith A C 25 kV , 50 H z; the 83,3 H z B A C C system w ill be in stalled on the lines influenced b y th e n e w lines to b e e lec trified w ith A C 25 kV , 50 H z, i.e. the conventional lines near the high sp eed lines.
Safety: A s ex p lain ed ab o v e, th ere is an u rg en t n eed fo r im p ro v in g safety on m ain and secondary lines, so th a t one m an train driving can be introduced. T he n ew R S D D /S C M T system uses E u ro b alises fo r the d ata transm ission b u t (not yet) w ith a E uropean E TC S telegram . A t least on th e lines w ith o u t B A C C it sh ould be p o ssib le to im p lem en t at a later stage also E uropean teleg ram s p o ssib ly b ased on the new m ode “L im ited S u p erv isio n ” .
L u xem b ou rg
In tero p era b ility. L u x em b o u rg city is starting/ending p o in t o f several co nventional rail corridors to w ard s F rance (M etz- P aris/S trasbourg), B elgium (N am u r/ L iège- B ru ssels) and G erm any (T rier- K o b len z). In future o n e branch o f the T G V E st w ill co n n ect L u x em b o u rg city w ith Paris.
S a fety. T h ere is an u rg en t n eed fo r red u cin g the risk o f train accid en ts b y in tro d u cin g a m odem train control system w ith c o n tin u o u s speed supervision.
N eth erlan d s
In tero p era b ility. F or p a s s e n g e r services A m sterdam is startin g /en d in g p o in t o f th e h ig h speed corrid o rs to w ard s B elg iu m - E ngland an d F rance (A n tw erp - B russels- L ondon/P aris) and tow ards G erm an y (D u isb u rg - D ü sseld o rf- C ologne- Frankfurt). F o r fr e ig h t service Rotterdam w ith its v ery im p o rtan t shipping p o rt is starting/ending p o in t o f the no rth -so u th corridor lead in g v ia G erm an y an d S w itzerlan d to Italy. G iven th e re la tiv e ly sm all geographical size o f th e N eth erlan d s, th e D utch portion on the total length o f th ese corrid o rs is relatively sm all. T h erefo re it is o f interest, to enable international trains ra n on th ese lines ju st w ith an E T C S E urocab w ith o u t an y sp ecific D utch national A T P sy stem s (esp ecially ATB first g en eratio n ) w hich are o n ly in use in this country. A sep aratio n betw een international co rrid o r lines and th e national system w ill be facilitated b y the fact th at the traditional n etw o rk is elec trified w ith D C 1,5 kV , w hile the p o w er system p lan n ed for new international lines is A C 25 kV , 50 Hz.
C ab s ig n a llin g : A t the tim e being, tw o new high speed lines are in co n stm ctio n , for which a m o d em cab sig n allin g system is required. T he D utch rail system is one o f the m ost intensively u sed in the w orld. F or the co m in g years the N ational T ran sp o rtatio n and T raffic Plan (N V V P ) co n sid ers v ario u s scen ario s w h ereb y in every case a strong in crease in railw ay transport is ex p ected . F o r ex am p le, the in crease in train-km b y 2020 varies betw een a m inim um o f 6 0% and a m ax im u m o f 100% . Such an increase o f ra ilw a y traffic req u ires better use and m o re flex ib le n etw o rk cap acity an d services in com parison w ith the p re se n t situation.
Therefore, th e m o d ern isatio n o f th e rail traffic m an ag em en t system in clu d in g E TC S w ith level 2 and in future p o ss ib ly w ith level 3 is seen as an im portant m ean fo r in creasin g the capacity and th e q u ality o f th e train service.
S a fe ty : A s m e n tio n ed ab o v e, the ex istin g national A TB first generation sy stem does n o t prevent p assin g sig n als a t d an g er an d gives no supervision under 40 km /h esp ecially in station areas.
N e e d f o r renew al: O n track -sid e, the c o d ed low frequency track circu its are b eco m in g more and m o re a lim itin g fa c to r fo r the use o f m o d em traction sy stem s as th ey are affected
162 Paw eł G R A D O W S K I e.g. b y elec tro m ag n etic in terfe ren ce o r b y in ad eq u a te shunting. O n ro llin g sto ck side, one third o f th e fleet still has an A T B eq u ip m en t in discrete electronic d esig n w h o se en d of technical life cy cle is ap p ro ach in g .
P ro R ail, the n ew D u tch rail in frastru ctu re m an ag e m en t co m pany, w ill h av e to renew w ithin a re la tiv e ly sh o rt tim e th e m a jo r p a rt o f its sig n allin g in stallatio n s in clu d in g the in terlo ck in g s an d th e tra c k -sid e train control equipm ent.
S w itz e r la n d
In tero p era b ility. S w itzerlan d is lo cated in-betw een the fo u r m a jo r n e ig h b o u r states G erm any, F rance, Italy an d A u stria and there are intern atio n al traffic flo w s on ro ad s and railw ay s w ith all o f th em . T h e m o st im p o rtan t international rail corridors are th e St. G otthard and th e L o tsch b erg - S im p lo n lines w hich co n n ect B asle in the n o rth w ith th e b o rd e r stations C h iasso /L u in o re s p e c tiv e ly D o m o d o sso la in the south. E sp ecially fo r p a ss e n g e r serv ice there are also in tern atio n al co rrid o rs fro m B asle, B erne, L ausanne and G eneva to F rance, as w ell as from Z u rich to A u stria a n d to G erm any. A lread y n o w international high sp eed train sets are tran sitin g to S w itzerlan d from G erm an y (IC E trains), F rance (T G V train s) an d Italy (P en d o lin o train s). E sp ecia lly b etw een G erm an y and S w itzerlan d also m o re an d more international freig h t lo co m o tiv es are used. T his use o f international ro llin g sto ck w ill certainly b e even m ore g en eralised , o nce th e n e w tran salp in e lines at th e L o tsch b erg (o p e n in g o f new base tunnel in 2 0 0 7 ) and th e G o tth ard (o p en in g o f th e new b ase tunnel p lan n ed fo r 201 2 ) will be p u t into service.
C ab s ig n a llin g : U ntil n o w the m axim al line speed has been 160 k m /h . In co n te x t o f the overall p ro je c ts “ R ail 2 0 0 0 ” an d “ A lp tra n s if ’ n ew lines fo r speed o f 20 0 km /h a n d h ig h e r are in co n stru ctio n . M o d em cab sig n allin g b ased on E TC S is n o t o n ly seen as n e c e ssity fo r high speed train op eratio n b u t also as a “ so ft” m ean fo r fu rth er in creasin g th e n e tw o rk capacity.
A ctu ally a re g u la r tim e ta b le w ith 30 m in u tes intervals is o p erated on the m ain p art o f the Sw iss rail system . W ith in th e n e x t decade, 15 m in u tes in terv als w ill be n e c e ss a ry on several connections. M o st re c e n t stu d ies o f SB B show th at in th e future, cap a c ity b o ttle n e c k s w ill not lay so m u ch in the lines b u t in th e h ub nodes. E T C S level 2 o r even level 3 w ill co n trib u te to solve cap a c ity p ro b lem s in such m ain statio n s as Z urich, B asle, O lten o r B erne.
Safely. T h an k s to th e in sta lm e n t o f Z U B A T P in parallel to th e old S ignum W arn in g and Stop system there is n o urgent n e e d fo r further im p ro v in g safety b y m ean s o f train control system s on n o rm al lines. In th e fu tu re, the ch allen g e is to fu rth er in crease traffic density w ith o u t d eterio ratin g th e safety level.
N e e d f o r ren ew a l: “ S ig n u m ” is a “g ran d fath er” system in a c u m b e rso m e obsolete tech n o lo g y . B ut also the track elem en ts used fo r Z U B do n o t an y m o re c o rresp o n d to the state o f the art tech n o lo g y . T h e cab le -lo o p s m u st be rem o v ed p rio r to m ajo r track m aintenance w o rk and re in sta lle d afterw ard s, w h ich n e g ativ ely affects th e d uration an d the costs fo r this w ork. F o r th e co m in g years, a huge n e e d fo r re-in v estm en ts in the field o f in terlo ck in g s is fo reseeable.
P o la n d
In tero p era b ility. P o lish ra ilw a y lines ( - 2 0 000 km o f lines) from the p o in t o f v iew of im p o rtan ce are u su a lly su b d iv id e d into three g roups - m ain lines ( - 5 500 km o f lin es), first prio rity lines (~ 1 3 500 k m in clu d in g m ain lines), and seco n d ary lines.
T h o se lines co n n e c t P o lan d w ith G erm any, C zech R epublic, S lo v ak Republic, L ithuania, and also w ith R u ssia, U krain and B ielo ru ssia and v ia B altic w ith Scandinavian countries.
Cab signalling-. A t th e m o m en t n o trains in Poland run w ith sp eed h ig h er th an 160 km /h but PKP is u p g rad in g ra ilw a y line betw een W arsaw and K atow ice to 200/2 5 0 km /h (speed will depend on traction p o w e r su p p ly possibilities). A lready now it is d ecid e d th a t to run w ith speeds h ig h er than 160 km /h trains w ill have to be equipped w ith cab signalling. A ppropriate national cab sig n allin g d o e sn ’t e x ist so for sure those trains and the W arsaw -K ato w ice line will be equipped w ith E TC S.
Safety-. T he SH P an d R A D IO S T O P are sim ple system s able to p ro tect train s on ly in some em erg en cy situ atio n s. A new A T C system w id ely installed w ill certain ly en su re h ig h er safety. A s a n eed for safety im p ro v em en t is applicable at least to all m ain ra ilw a y lines economical c o n sid eratio n s w ill have to take into account so c a lled “ level 1 lim ited supervision” solution i f it w ill be accep ted as a E uropean one.
N eed fo r renew al: SH P is an A W S system ensuring spot transm ission based lim ited functionality. It is also o ld from technical point o f view . R A D IO S T O P is in teg rated in the analogue 150 M H z v o ic e rad io , w h ich w ill h ave to be replaced by G S M -R . R ep lacin g both systems by E T C S w itch is an A T C system ensuring continuous speed su p erv isio n is an ideal solution. 17 500 km o f lines w ith SH P and 24 000 km o f lines w ith R A D IO S T O P m ean long migration p erio d co u n ted in years. From technical p o in t o f view sh o rter m igration p erio d is better but u n fo rtu n ate ly it n eeds m o re finances p e r year. A s bo th system s are o n ly used in Poland and are w id ely used to g eth er a single STM w ill be used during m ig ratio n p eriod. T he STM is n o t yet available.
B IB L IO G R A P H Y
[1] K o n cep cja w d ra ż a n 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 20 0 3 .
R eview er: Ph. D. A ndrzej Białoń
