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Abstract
This paper presents strategy implemented for the design of the ERTMS system on a
section of railway line around the city of Nis in Serbia. An approach applied in the
absence of a national ERTMS implementation strategy, national ERTMS
Operational Rules and national ERTMS values was used. Technical requirements
for the partial implementation of the ERTMS system were therefore the result of
several activities: experience with the implementation of the ERTMS system in the
framework of the European TEN-T corridor railway lines, consultation about the
solution of specific technical problems associated with the EEIG ERTMS Users
Group and with several suppliers of equipment. It was shown that even in such an
unregulated environment it is technically and economically justified to implement
the ERTMS system on just one section of the railway line.
1 Introduction
The European Rail Traffic Management System (ERTMS) represents a set of
contemporary technological solutions based on the Technical Specifications for
Interoperability for Control Command and Signalling Systems (TSI CCS). Within
the ERTMS system there are two sub-systems: European Train Control System
(ETCS) and Global System Mobile for Railways (GSM-R). Application level of
ETCS system determines which type of trackside equipment shall be used, mode of
communication between trackside and on-board equipment and processing of
information within the trackside and on-board equipment in order to fulfill desired
system requirements.
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ETCS is based on the detailed set of public specifications. These specifications
ensure interoperability of ETCS equipment from different manufacturers (both on-
board and trackside). They define functions, procedures, performances and
architecture of ETCS system, as well as interfaces between different on-board and
trackside subsystems. Manufacturers of equipment have maximal freedom in
selection of technology for specific components. There are also specially defined
procedures for extension of ETCS concept. Referent documents of these
specifications are included in the Baseline 3 specifications [1] containing:
Functional Requirements Specifications FRS (issued by European Railway
Agency), defining functional requirements of ETCS system from railway
authorities (current version is FRS v5.0)
System Requirements Specifications SRS (issued by UNISIG group of
manufacturers, nr. SUBSET-026), describing so called ETCS core with
interfaces to the GSM-R system, interlocking systems and on-board equipment
(current version is SRS v3.4.0)
A common approach for implementation of the ERTMS system on the specific
railway line implies existence of the following items: national ERTMS working
group, national ERTMS implementation strategy, national ERTMS Operational
Rules and national ERTMS values, valid for the whole national network. ERTMS
operational rules shall define explanations of system functionality features that are
expected to be ensured and shall represent extension of existing Traffic Rulebook in
the context of installation of ERTMS.
The national ERTMS working group usually also has to prepare a
recommendations for a streamlined and harmonised authorisation process for both
on-board and trackside ERTMS equipment with the aim to reduce test and
authorisation efforts and increase the part of cross-acceptance step by step until the
final target situation has been reached.
Since on the railway network in Serbia none of the previously mentioned items
exist, a different strategy partial implementation of ERTMS system had to be
adopted for the single-track railway bypass line around the city of Nis, in lenght of
approximately 20 km [2].
2
of former Yugoslavia. This is the interlocking system based on the topological
principle, very similar to the original Siemens SpDrS-60 system, with the clearly
defined relay sets that represent certain functional object units (track, point machine,
signal, overlap, etc). Groups are mutually interconnected with 10-wire path cables
according to the spatial distribution of signaling elements on the field.
Currently, there is only one electronic interlocking device installed and
commissioned in station Dimitrovgrad, and there are 3 ongoing installations in other
stations on the national network (Belgrade, Pancevo Glavna and Cuprija).
There are no national regulations concerning requirements for electronic
interlocking devices, and there are no documents/plans related to the ETCS
implementation at all.
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construction of new stations (Nis Sever, Vrezina and Pantelej) and compliance with
existing and prospective municipal infrastructure. The designed speed on the bypass
railway line is 160kph.
The proposed layout of the railway bypass line is shown of Figure 1.
Since the project was financed from the IPA funds, in the Terms of Reference
following EU-compliant requirements for the signalling system were specially
emphasized:
Provision of Automatic Train Control (ATP), Automatic Train Protection (ATP)
and Centralised Traffic Control (CTC) features required for safe operation of
both passenger and freight trains
Installation of national Class B ATP system - Electronic Interlocking (EIXL)
for basic interlocking in stations, with SIL4 level
Installation of the ETCS Level 1 system as an overlay to the basic interlocking
system
Installation of the GSM-R network, which would be at this stage used for the
transmission of voice, with the possibility of later modification for signalling
data transmission
The technical solution with ETCS Level 1 also assumes the mandatory
connection of existing station relay interlocking devices in stations adjacent to the
railway bypass line with electronic interlocking devices in new stations, and
installation of corresponding interfaces.
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4 Elaboration of the approach
The logistical challenges and costs associated with equipping of the whole train fleet
for the railway line make installation of ETCS system impractical in many cases. It
is therefore inevitable that, on many lines, ETCS Level 1 must be overlaid on
conventional line side signalling, with a gradual fitment of the rolling stock. This
represents the business problem of how to justify investment in ETCS equipment
when the benefits of this process will not be realized for a long period of time and
not necessarily by the same organization that makes the investment.
Therefore, a implementation with partial equipping of the railway fleet and partial
installation (section by section of the railway line) had to be assumed, leading to the
concept of mixed traffic operation (both equipped and unequipped trains).
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ETCS devices (assumed to be a minimum of 1500m or for train speeds of at
least 160kph), and the second is to meet the required time interval movement of
trains, defined by the Functional and Operational Analysis within the design.
Processing of information required for supervision of trains and transfer to the
field elements will be carried out through appropriate Lineside Electronic Units
(LEU)
Indoor interlocking devices in stations Nis Sever, Pantelej and Vrezina will be
complemented by installation of the interfaces for connecting of electronic
interlocking devices (EIXL) and lineside electronic unit (LEU), and for
connection of field and indoor signalling components it is also necessary to
provide installation of the redundant fiber optic cable dedicated for the needs of
railway signaling devices
In the existing CTC centre Nis it is necessary to make modifications to the
Control Panel and Command Unit in accordance with the new layout of the
railway bypass line and adjacent stations
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Applied electronic interlocking devices will include all required interfaces for
ETCS system, according to the Annex I of TSI CCS (last updated by EC decision
from January 2015), providing the possibility for future upgrade to the ETCS Level
2 without additional hardware on the device. Electronic interlocking devices shall
also fulfill requirements from project INESS (Integrated European Signalling
System), defining additional requirements for compatibility of station electronic
interlocking devices and ETCS subsystem. Fulfilling the requirements from this
standard should enable the different subsystems (station and line block devices, CTC
devices, ETCS trackside device, GSM-R network etc.) from different suppliers to
work together, ensuring full interoperability.
Beside mentioned FRS v5.0 and SRS v3.4.0, ETCS trackside equipment must
fulfill requirements defined in points 4.2.1, 4.2.3, 4.2.5, 4.2.7, 4.2.8., 4.2.9, 4.2.11,
4.2.12, 4.2.15 and 4.2.16 of Technical Specifications for Interoperability relating to
Control-Command and Signalling Systems (TSI CCS), issued by ERA, as well as
specific requirements for certain components:
For interoperability of the whole system following safety requirements must also be
fulfilled:
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Radio in-fill
Interlocking optional
ETCS
LEU
Finally, all the elements of the described signalling system were entered in the
simulation software package - Open Track. The example of the defined station
signalling layout is shown on Figure 4, for largest station Nis Sever.
Conducted Open Track simulations have proved increased capacity of the whole
railway bypass line, compared to conventional signalling schemes.
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Acknowledgments
The author wants to show gratitude to his Employer, company CeS COWI d.o.o,
from Belgrade, Serbia for providing him the possibility to participate in such
challenging and demanding project.
Special thanks are also given to his respected colleagues Ms. Tatjana Simic,
Project Manager and Ms. Tatjana Mikic, Chief Specialist in Transportation, for their
immeasurable contribution to the whole project in terms of planning and execution,
and help in preparation of this paper.
References
[1] Technical Specifications for Interoperability for the Control Command and
Signalling (TSI CCS), European Railway Agency, 2012-2015 .
[2] I. Ristic, General Design of the Signalling System for the Railway Bypass
Line around the City of Nis, CeS COWI d.o.o, Belgrade, Serbia, 2014