III IN 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 TST'03
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
SRK , E R T M S . E T C S .G S M -R
Andrzej B IA Ł O Ń 1
E R T M S - E U R O P E A N R A I L W A Y T R A F F I C M A N A G E M E N T S Y S T E M
T h e p a p e r p re sen ts th e g e n eral o v e rv ie w o f E R T M S sy stem . S u b sy stem s are d e sc rib e d : E T M L , G S M -R w ith p a rtic u la r a tte n tio n to ET C S.
E R T M S - E U R O P E J S K I S Y S T E M Z A R Z Ą D Z A N I A R U C H E M K O L E J O W Y M
W re fe ra c ie p rz e d sta w io n o o g ó ln y o p is E u ro p ejsk ie g o S y ste m u Z a rz ą d z an ia R u ch em K o lejo w y m . P rzy b liżo n o p o ję c ie in te ro p e ra c y jn o śc i ko lejo w ej. O m ó w io n o o g ó ln ie g łó w n e z a ło ż e n ia E u ro p ejsk ieg o S y stem u S te ro w a n ia P o c ią g ie m (E T C S ) i E u ro p ejsk iej W arstw y Z a rz ą d z an ia P o c ią g a m i (E T M L ).
S z c ze g ó ło w o p o k a z a n o p o z io m y i k o n fig u rac je E T C S , a ta k ż e sy stem z o b ra z o w a n ia d la m a sz y n isty (M M I).
1. IN T R O D U C T IO N
E uropean R ailw ay T raffic M anagem ent System (E R T M S ) in acco rd an ce w ith the D ecision o f E uropean C o m m ittee 2 0 0 1 /2 6 0 /E C should ensure railw ay in tero p erab ility .
R ailw ay in te ro p e ra b ility m ean s th e b ro ad ly understo o d co m p atib ility of:
• in frastru ctu re
• p o w er su pply
• m ain ten an ce
• control
• ro llin g stock
• traffic
R ailw ay in te ro p e ra b ility applies both to existing and n e w ly co n stru cte d lines, the existing sig n allin g sy stem s an d E R T M S.
O perational in tero p erab ility o f control ensures international safe train travel w ithin various E uropean n e tw o rk s an d in particular:
1. th e train p assag e th ro u g h th e b o rd er w ith o u t n ecessity to stop th e train 2. w ith o u t ch an g e o f locom otives
3. w ith o u t ch an g e o f driver
4. using ex clu siv ely stan d ard tasks co m p lian t w ith ER T M S
1 R ailw ay S c ie n tific and T e c h n ic a l C e n tre , C h to p ic k ieg o 5 0 ,0 4 -2 7 5 W arsaw , P o la n d , ab ia lo n @ c n tk .p l
I f on both sides o f th e b o rd e r e x ist various signalling sy stem s and the v eh icle is p ro v id ed w ith an o n b o ard E R T M S device, req u irin g from the d riv er k n o w led g e ab o u t m ore than one sig n allin g sy stem , th en th e v eh icle is tech n ically in tero p erab le an d n o t o p eratio n ally , b ecau se item 4 is n o t fulfilled.
T echnical in te ro p e ra b ility is a co m p o n en t o f operational in tero p erab ility .
2. G E N E R A L D E S C R IP T IO N O F E R T M S SY S T E M
E uro p ean R ailw ay T raffic M an ag em en t S ystem (E R T M S ) co n sists of:
♦ E uropean T rain C ontrol S ystem (E T C S ),.
♦ R adio tran sm issio n sy stem G S M -R ,
♦ E uropean T rain M a n a g e m e n t L ay er E T M L .
2.1. D E S C R IP T IO N O F E T C S S Y S T E M
2 .1 .1 . G E N E R A L A S S U M P T IO N S O F E T C S
E T C S is b o u n d to su p p lem en t an d in the future even su p p ress th e v a rie ty o f A K JP system s (A u to m atic T ra in T ravel C o n tro l) b y one com m on system . T h u s, it has to be fu lly accep ted b y all E u ro p ean , an d in th e fu tu re also non-E u ro p ean railw ay m an ag e m en ts. T his m eans th at it has to fulfil all fu n ctio n s p erfo rm ed b y the p resen tly u sed system , w h ile certain b asic fu n ctio n s w ill b e o b lig ato ry fo r all lines eq u ip p ed w ith E T C S , an d o th er w ill b e u sed on an as n e e d e d basis.
A t the sam e tim e fo r eco n o m ical reaso n s this system w ill have to en su re a p o ssib ility o f coo p eratio n w ith v ario u s stru ctu res, b o th on th e v eh icle and on the in frastru ctu re side.
M oreover, the system h as to en ab le m an ag e m en t o f traffic in acco rd an ce w ith req u irem en ts and p ro v isio n s o f all sp ecific ra ilw a y m an ag e m en ts and ensure safety at the hig h level, b u t not lo w er th an now .
It is n e c e ss a ry to m a k e p o ssib le sm ooth transition o f ra ilw a y m a n a g e m e n t borders w ith o u t lo n g er stan d stills fo r re p la c e m e n t o f lo co m o tiv e an d red u ctio n o f in v e stm e n t and o perational co sts b y ex p an sio n o f m ark et and im p lem en tatio n o f m a rk e t com p etitio n p rin cip les b etw e e n control sy stem m an u factu rers on the railw ay s b y m ak in g av ailab le full d o cu m en tatio n o f in terfa ces an d functional an d system req u irem en ts o f each m o d u le to the p o ten tial m an u factu res.
T h u s set, th ese o b jectiv es are rea c h e d through a far-reach in g m o d u larity o f fu n ctio n s an d stru ctu re o f the sy stem , open h ard w are and softw are arch itectu re and m ech a n ism s taking into acco u n t n atio n al an d local traffic reg u latio n s.
ETC S based is on digital track-car transm ission. This transm ission m ay be m ade by balises, short, average o r long loops, digital radio channel or specialized transm ission m odules.
T he data describing the track and data describing the vehicle serve the p urpose o f static and dynam ic speed profile calculations. T he calculated profile is continuously com pared w ith the present speed in function o f a location. Location function, necessary fo r this p urpose is based upon uniquely identifiable (b y an unique num ber) and precisely located devices fo r pinpoint transm ission (balises or loop en d m arks).
Functions o f control and supervision always operate along the sam e principles, independently from the channel receiving the inform ation from the track. T he basic functions fulfilled by the vehicle and track devices are presented on F ig .l.
driv er
lin e /s ta tio n b lo c k a n d d a ta fro m m e a s u r e m e n t a n d /o r lin e d o c u m e n ta tio n
Fig. 1. B asic fu n c tio n s o f v e h ic le and tra c k d ev ices ET C S
T h is draw in g show s clea rly track sid e equipm ent, transm ission track -train and train devices. T his division is alw ays ap p earin g in A K JP system s based on train -track transm ission.
We have to draw atten tio n to the fact th at in the case o f ETC S system the m a jo rity o f functions m ay b e re a liz e d by b o th trackside and onboard train devices.
E ach train p ro v id ed w ith E T C S devices is able to realize all functions show n at the side o f ETCS train o n -b o ard e q u ip m en t as show n on F i g .l . U se o r n o t o f each function depends on inform ation re c e iv e d from th e track i.e. o f level o f ETC S application o r c o n fig u ratio n o f trackside devices. T h is does n o t m ean, how ever, that each vehicle eq u ip p ed b y E T C S is able to m ove on an y line eq u ip p ed w ith ETC S (for exam ple, a vehicle eq u ip p ed w ith Level 2 devices su rely is able to m o v e along the line equipped w ith Level 1, w h ereas rev ersed situation is p ractically im p o ssib le).
T rack sid e equipm ent, d ep en d in g app licatio n level and configuration is re a d y to perfo rm only a p red eterm in ed ran g e o f functions. T his range is determ ined du rin g d esig n in g o f line equipping w ith E T C S tak in g into account, am ong others, needs o f the line (ex p ressed by, for exam ple, req u ired th ro u g h p u t o f th e line, speed o f the line, req u ired com fort o f passen g ers) as well as co st o f in v estm en t an d operation. T he desig n in g begins w ith determ in atio n o f level o f line equipm ent, su b seq u en tly the E TC S configuration is determ ined, and then the detailed project is perfo rm ed .
E TC S is divided into three levels, first, second and third. Equipm ent o f railw ay lines and track vehicles in ETCS m ay be realized gradually, by installing equipm ent for subsequent levels.
W e have to m ake a clear discernm ent betw een track equipm ent level and locom otive equipm ent level. For instance, the locom otive equipped w ith third level devices m ay m ove along lines equipped w ith devices for first, second or third level o f ETCS, but the locom otive equipped with only first level o f ETC S m ay m ove only along the lines equipped to first level o f ETCS, w hereas on the line equipped to second or third level o f ETCS it will n o t be able to travel, as it will receive a ST O P signal from the first encountered balise.
2 .1 .2 . L E V E L S A N D C O N F IG U R A T IO N S O F E R T M S /E T C S S Y S T E M
L ev els and c o n fig u ra tio n s p o ssib le w ithin each o f them m ay be p re se n te d using the afore m e n tio n e d fu n ctio n s, W e m a y d iscern th ree basic levels o f E R T M S /E T C S :
First level is a prelim inary level and ensures protection o f train drive. It ensures that the train will not pass bey o n d th e place lim iting the preset an d acknow ledged travel route, and that it will not exceed the acceptable speed on any section o f its route.
T he locom otive is equipped w ith first level ETCS equipm ent and has the follow ing E uropean V ital C o m p u ter - EV C , M aintenance C om puter, M an M achine Interface - M M I, recorder, travel and tim e m easu rin g unit (odom eter) and antenna for receipt o f inform ation from the transponders (balises) laid in the track. All these hardw are elem ents are connected betw een them selves w ith a n orm alized connection called E TC S-bus w here also other additional equipm ent m ay be connected.
L ocom otive o f th e first level m ay b u t n o t has to be equipped w ith devices for read o u t o f inform ation from th e loop E U R O L O O P and w ith digital radio equipm ent E U R O R A D IO or specialized transm ission m odules.
T he track equipped w ith first level o f equipm ent has sw itcheable balises controlled b y the logic o f block protection devices fo r transfer o f inform ation displayed on the light signals to the d riv er’s cabin.
A dditionally the track m ay be provided w ith loops or radio used for the update o f inform ation transm itted by the balises o r to the bidirectional com m unication track-train in order to carry out the prelim inary inform ation by the trackside equipm ent.
Level 1 E R T M S m a y be realized w ithout update o r w ith update o f inform ation, Such version o f the system is inexpensive but lim its the throughput o f th e line and requires from the driver know ledge o f signals in force for the railw ay in question. Its application is p rovided in particular for secondary an d less loaded lines w here n o international and high speed trains and no problem s w ith line thro u g h p u t are expected.
L evel 1 w ith u p d ate m a y be re a liz e d in various hardw are co n fig u ratio n s, w h ereas update m ay be o f p in p o in t ch a ra c te r (such as up d ate through additional b alises ) o r sectional (such as up d ate th ro u g h E U R O L O O P ). It is also p o ssib le to up d ate the in fo rm atio n by a S pecific T ran sm issio n M o d u le to the national system . F o r exam ple, for PK P p u rp o ses, w hen d ev elo p in g a stu d y fo r E R T M S app licatio n to th e E -20 line W arsaw -K u n o w ice it w as co n sid ered to use tra n sm issio n ap p lied fo r the K H P system fo r up d ate o f in fo rm atio n in Level 1 ETC S
Second Level o f ETC S is traffic control based upon a continuous digital bidirectional radio transm ission.
T hus, the second-level locom otive, besides first level o f locom otive equipm ent has to be provided in addition w ith devices fo r handling the digital radio channel (E U R O R A D IO ).
B esides balises, th e track is equipped w ith R adio B lock C entres - R B C ). A t the sam e tim e, light signals m a y be rem o v ed from the track, as their function is taken ov er by a continuous digital transm ission. B alises has n o t to be sw itcheable anym ore, as the changing inform ation m ay be easily supplied through the rad io channel. T h ey m ay n o t be rem oved, how ever, because they constitute a basis for location o f vehicles.
Level 2 does n o t restrict the line throughput and does not require from the driver a know ledge about signals in force for the railw ays in question. It is expected to use it, above all, for international lines, high speed lines and other lines o f p rim ary m eaning.
Third level constitutes a developm ent o f second level through transposition o f track o ccupancy control from trackside to onboard devices. T his enables the drive w ith m oving block
section (independence o f block sections) and enables resignation from track circuits and axle counters.
T he third level locom otive besides second level locom otive equipm ent has also to be equipped w ith safe and reliable system o f the entire train set control (Train Integrity U nit).
T he m ain track equipm ent, besides balises, rem ain R adio Bloc C entres although the functions o f track occupancy are realized in a som ew hat different way.
Level 3 is based on rad io connection G SM -R for the issue o f drive perm its and replacem ent o f conventional technique o f track occupancy by a com bination o f train location control and set continuity control. This gives a possibility o f preparing drive clearances based upon the principle o f a m oving block section. Such configuration gives a possibility to use the line throughput to the m ax im u m , renders im possible, how ever, handling the m ixed traffic understood as use o f the line for travel o f trains equipped or not equipped w ith onboard ETCS equipment.
In the case o f level 1 th e entire data p rocessing takes p lace in th e o n b o ard device, w hereas fo r c o n fig u ratio n o f level 2 an d 3 the inform ation pro cessin g takes p lace p artially in the onboard equ ip m en t, a n d p a rtia lly in th e track sid e equipm ent i.e. in the R adio B lock C entre - RBC. F or level 2 and 3, certain steps o f data p rocessing m ay take p lace in th e onboard equipm ent o r in R B C . T h is is n o t taken into account on the diagram s in o rd er to m ak e them more clear.
2 .2. G S M -R
G S M -R is a ra ilw a y versio n o f G S M (R - R ailw ay) op eratin g in th e b an d o f 9 00 M H z.
G SM -R fu n ctio n ally c o rresp o n d s to G SM 2+ m aking available to the users, b esides talk channel, also a rad io channel fo r d ata tran sm issio n , group calls, determ in atio n o f call priorities, functional ad d ressin g (u sin g fo r exam ple train n u m b ers) a n d o th er specialized functions d esig n ed fo r such services as railw ays o r police. G S M -R co n stitu tes then a transm ission carrier w h e re b y d riv e clearan ces are sent, issued b y R adio B lock C en tre - R B C to specific trains lo cated w ithin one R B C area. Place o f G SM in the E R T M S /E T C S system is shown on F ig 2.
T ra c k sid e eq u ip m en t
E R T M S ---
E IR E N E com m u n icatio n sy stem O n - b o a rd e q u ip m e n t
S y s te m s - statio n
• line - cro ssin g
E R T M S tra c k s id e in s ta lla tio n
E u ro r a d io - layvrs o f safety, com m unication
P e rm a n e n t tra c k s id e
e q u ip m e n t GSM
M o v a b le G S M e n d in g s
E u ro r a d io - layers o f safely, c om m unication
E R T M S o n -b o a rd e q u ip m e n t
d riv e r
F ig .2 . P lace o f G S M in th e E R T M S /E T C S sy stem
A rch itectu re o f G S M -R system is a typical G SM cellu lar n etw o rk an d co n sists o f a main N e tw o rk S w itch in g S u b sy stem - N SS an d N etw ork M an ag em en t S ubsystem - N M S on the m ain level an d B ase S tation Subsystem - B SS consisting o f p erip h eral g roups o f B ase Station C o n tro llers - B SC an d p eripheral groups o f B ase T ran sceiv er S tatio n s - BTS.
G S M -R c o n stitu tes the tran sm issio n m edium n o t only fo r E TC S b u t also fo r train rad io com m unication, as it m ak es av ailab le also talk channels. A t th e sam e tim e, spreading o f
G S M -R gives m ed iu m fo r all o th er a p p licatio n s, re la te d w ith info rm atio n tran sm issio n fo r the p u rp o ses o f m ain ten an ce, statistics, tra v e lle rs’ inform ation etc.
2.3 . V IS U A L IZ A T IO N IN T E R F A C E F O R T H E D R IV E R - M M I
For th e sy stem s E T C S an d G S M -R the international railw ay asso ciatio n U IC p roposes an u n ified v isu alizatio n in terfa ce fo r the d riv er M an M ach in e In terface - M M I.
T h e p ro p o sed v isu alizatio n d ev ice is b a se d on a touch-on screen d iv id ed into areas w ith icons disp lay ed . T h e m ain M M I areas are p resen ted on Fig.3. E ach icon is lo cated in a d eterm in ed place on th e screen and in a co lo u r co rresp o n d in g to the situ atio n . W h ite icon m eans n o rm al situ atio n an d lack o f d e riv e r’s reactio n req u irem en ts. Y ellow icon m ean s still a n orm al situ atio n b u t w ith n e e d fo r d riv e r’s in tervention. O range icon m ean s exceptional situation in d icatin g u rg en t n e e d fo r d riv e r’s reaction. H ow ever, i f th e ico n beco m e s red, this m eans th at the sy stem in terv en tio n to o k p lace an d the system is rep lacin g the d riv er w h o has n o t driven the v eh icle in a c co rd an ce w ith the inform ation pro v id ed . T h e c o lo u rs are ap p lied fo r bo th c lassica lly u n d e rsto o d icons an d th e arrow an d bar o f the speed m eter.
F ig .3 . M ain a re a s o f M M I th a t is c o m m o n fo r E T C S a n d G S M -R
A reas o f M M I: A (d ata co n cern in g b raking), B (speed m eter) an d C (sp e e d valu es) apply to th e E T C S sy stem , w h ereas areas D (plan n in g ), E (su p erv isio n ) an d F (d riv e r’s k eyboard) are u sed b y b o th E T C S and G S M -R system s. F or instance, area F lo cated at the rig h t side o f th e d isp lay c o n stitu tes the d riv e r’s keyboard. It contains E T C S p u sh b u tto n s such as „lo co m o tiv e op eratio n m o d e ” , „ p assin g th e signal w ith a S T O P a sp ect” o r „g o to in tro d u ctio n o f data a b o u t the tra in ” , an d E IR E N E p u sh b u tto n s such as „ o n b o ard rad io fu n ctio n ”, „ co n n ect to the first o p e ra to r”, „ co n n ect to the seco n d o p e ra to r” , „ co n n e c t to the po w er su p p ly su p e rv isio n ” an d „ u rg en t w arn in g fo r all trains w ithin th is area” . W h ereas this last p u sh b u tto n m ay be in te rp re te d as b ein g on the borderline o f E T C S an d G S M -R .
2.4. T R A IN M A N A G E M E N T L E V E L - E T M L
Even in 1998 it w as ex p ected th at w ithin th e E R T M S system the ra ilw a y m an ag e m en t lay er w ill b e in tro d u ced . R ailw ay s h o w ev er could n o t agree upon w hich fu n ctio n s sh ould h av e been in tro d u ced to th e m an ag e m en t system and in the m ean tim e th e railw ay m an ag e m en ts w ere c re a tin g th e ir ow n system s. T elem atic railw ay m a n a g e m e n t sy stem s in the specific railw ay m an a g e m e n ts d ev elo p e d to such degree th a t an y stan d ard iz atio n o f th e entire
m anagem ent system b ecam e im possible. F or this reason, at the level o f E uropean C om m ittee, a decision w as taken th at E R T M S sh ould contain an interface en ab lin g the natio n al telem atic railw ay m an ag e m en t sy stem s to exchange inform ation using standard c o n n ectio n s and standard m essages.
T he fact, th a t w ithin th e ER T M S only an interface betw een telem atic railw ay m anagem ent system s w ill b e developed, m eans that specific railw ays n eed th eir ow n railw ay m anagem ent sy stem s and sh o u ld n o t expect in this resp ect stan d ard ized E uropean solutions.
B IB L IO G R A P H Y
[1] D Y D U C H J ., P A W L IK M ., "S y ste m y a u to m a ty cz n e j kon tro li ja z d y p o ciąg u " (S y ste m s o f a u to m a tic train driv e c o n tro l), W y d aw n ic tw o P o litec h n ik i R ad o m sk iej 2002.
[2] B IA Ł O Ń A ., G R A D O W S K I P., P A W L IK M ., "K o n cep cja w d ro ż e n ia in te ro p e ra c y jn o śc i w zak resie stero w an ia ru c h e m k o le jo w y m (E R T M S ) na P K P - Etap I" (C o n c ep t o f im p le m e n ta tio n o f ra ilw a y traffic co n tro l in te ro p e ra b ility (E R T M S ) o n P K P - S tag e I). T e m a t n r 4 0 3 5 /1 0 , W arsz a w a, 2003.
[3] B IA Ł O Ń A ., P A W L IK M ., W y m a g an ia d la w d ro żen ia E R T M S na linii C M K (R e q u ire m e n ts fo r E R T M S im p le m e n ta tio n o n C M K ), K o n fe re n c ja S p ala 2002.
[4] B IA Ł O Ń A ., G R A D O W S K I P ., P A W L IK M ., W stę p n e stu d iu m tra n sg ra n ic zn e j e k sp lo a ta c ji E R T M S (P re lim in a ry s tu d ie s o t' tra n s b o rd e r o p e ra tio n o f E R T M S ). T e m a t nr 4 0 1 9 /1 0 , W arsz a w a, 20 0 2 .
[5] P ilotow a in sta la c ja E R T M S na linii E-20 K u n o w ice - W arsz a w a (stu d iu m w d ro ż e n io w e) (P ilo t installatio n o f E R T M S a t the lin e W arsa w -K u n o w ic e (im p lem e n ta tio n s tu d y ), W arszaw a 1997.
[6] D irective 2 0 0 1 /1 6 /E C o f 19 M arch 2001 „O in tero p eracy jn o ści tra n seu ro p ejsk ie g o s y ste m u kolei k o n w e n cjo n a ln y c h ” (O n in te ro p e ra b ility o f T ran s-E u ro p e an sy stem o f co n v en tio n al railw ay s).
[7] D irectiv e 9 6 /4 8 /E C o f 23 Ju n e 1996 r. „O in te ro p e ra c y jn o śc i tra n seu ro p ejsk ie g o sy ste m u kolei d u ż y ch p rę d k o ści” (O n in te ro p e ra b ility o f T ran s-E u ro p e an sy stem o f h ig h speed railw ay s).
[8] D ecisio n 2 0 0 1 /2 6 0 /E C o f 21 M arch 2001 r. „O p o d staw o w y c h p a ra m e tra ch s y ste m u ste ro w a n ia " (O n basic p a ra m e ters o f c o n tro l sy ste m ) c o n ta in in g sp ecifica tio n s E R T M S /E T C S and E R T M S /G S M -R .
[9] R ec o m m e n d a tio n 2 0 0 1 /2 9 0 /E C o f 21 M arch 2001 r. „O p o d staw o w y c h p a ra m e tra ch tra n se u ro p e jsk ie g o sy ste m u kolei d u ż y ch p rę d k o ś c i” (O n b a sic p a ra m e ters o f T ran s-E u ro p e an sy stem o f hig h sp ee d railw ay s).
R eview er: Ph. D. Jerzy M ikulski
