ERTMS IN SPAIN: STATE OF THE ART AT 30/08/2005

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Until 1992, existing signalling in Spain was the lineside type based on four indications and with a protection system known as ASFA.

Communications between trains and the Control Centre were based on the so-called Train-Ground system using AEG and Alcatel technology, being installed on 80% of lines and affecting 95% of traffic.

In 1992, the Madrid –Seville AVE line was opened, with UIC gauge, equipped with LZB (Alcatel) and trackside signalling with ASFA (Dimetronic) as a back-up system at stations, and block sections every 15 km.

BACKGROUND

ETCS PROTOTYPEOn 30/11/1999, the Ministry of Public Works awarded the «Daimler Chrysler Rail Systems» (SIGNAL) and «Dimetronic», Joint Venture the contract to draft the project and perform installation work and testing on the ERTMS/ETCS European System (Level 1) for its adaptation to the national rail network on the Albacete-Villar de Chinchilla pilot section, 50% being financed by the European Union, the GSM-R and ETCS Level 2 being awarded to Siemens on 18/2/2002.

Equipment integration tests have been carried out on this 38 kilometre pilot section.

For the first time in Europe, ERTMS compatibility with national signalling systems was checked, Asfa in this case.

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CURRENT SITUATION

1. MADRID – LLEIDA LINE

Commercial services commenced on 11/09/03, with conventional lineside signalling in ASFA mode.

The installation of signalling systems corresponded to the CSS Transport company, ERTMS L1 being in a test phase.

To prepare the L1, two test trains were initially outfitted with the necessary equipment, the Talgo S102 being the trains currently used to prepare the system.

The ERTMS Safety Case Assessment report commenced on 21/01/04, the latest version being supplied on 01/09/05.

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OTHER LINES 2. LLEIDA – BARCELONA - FRENCH BORDER LINE

Subgrade work is being carried out on almost all the 374 kilometres of line.

Work is planned to conclude in 2010

Signalling system installation corresponds to the Joint Venture formed by Dimetronic, Alcatel, Siemens and Indra.

3. MADRID – SEGOVIA – VALLADOLID/MEDINA DEL CAMPO LINE

Subgrade work is being carried out on almost all the 198 kilometres of line.

Work is planned to conclude in 2007

Signalling system installation corresponds to the Joint Venture formed by Dimetronic, Alcatel, Siemens and Indra.

4. MADRID - CORDOBA – MÁLAGA LINE

Work is being carried out on almost all the 155 kilometres of line.

Signalling system installation corresponds to the Joint Venture formed by Dimetronic and Alcatel.

5. MADRID - LA SAGRA – TOLEDO LINE

The 20.5 kilometres of line have been finished.

Signalling system installation corresponds to the Joint Venture formed by Dimetronic, Alcatel and Siemens.

6. ZARAGOZA – TARDIENTA – HUESCA LINE

The 79.4 kilometres of line have been finished.

Signalling system installation corresponds to the Alstom company

The track on the Zaragoza-Zuera-Tardienta route has been doubled, one track having the Iberian gauge and the other one with the international gauge, while the rest of the line, from Tardienta a Huesca, has a three rail track.

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• Electrification: First section (20 Km) at 1 x 25 kV, rest of the line 2 x 25 kV.

• Nine Substations and 37 auto-transformer centres.

• Thirteen electronic interlockings.

• Train protection systems: ERTMS and ASFA.

• Fixed communications: Optic fibre SDH network.

• Mobile communications: GSM-R

• Supervision systems: Detecting falling objects, hot boxes, tunnel fires, meteorological systems, trackside impacts, pantograph state …

• Traffic Control Centre in Zaragoza. Local decentralised operating points.

1. MAJOR INSTALLATIONS

MADRID – LLEIDA LINE

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2. TRAIN PROTECTION SYSTEMS

• ASFA: Specific cab signal repetition system. Suitable for running at speeds of up to 200 Km/h.

• ERTMS LEVEL 1

• Eurobalises (fixed/switchable) for sending precise information (track-train).

• Encoders (LEUs): These contain predefined telegrams sent by the switchable balises.

• Interlockings: They select telegrams sent by each of the LEUs depending on track conditions

• ERTMS LEVEL 2

• RBCs: Radio Block Centres

• GSM-R: Continuous bidirectional transmission

• Fixed Eurobalises: Repositioning references

• Interlockings: they inform the RBCs about lineside conditions (routes, block systems)

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ERTMS L1 SYSTEM ARCHITECTURE

LEU EUROBALISE

MTOR

Fixed communications network

CTC

MTOR

SICAM

Ethernet Network

MTOR

PCE

SEI SEI

Modem

Optic fibre

Modem

SILAM/Jur. Rec

SILAM/Jur. Rec

SIDAMSIDAM SIDAM

PLO-S

RS232

PLO-S

PRO

Ethernet/ProfibusGateway Profibus Network

LEU LEU

Ethernet/Profibus Gateway Profibus Network

LEU LEU

Ethernet/Profibus Gateway Profibus Network

LEU LEU

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ERTMS LINESIDE COMPONENTS

Traffic direction

Signal group Infill Group

Advance Group

300 m500 m

2000 m

L2 virtual signal

Repositioning Eurobalise

250 m

Switchable Eurobalise

Fixed Eurobalise

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ERTMS L1 SYSTEM PARAMETERS

• 347 LEUs installed at 55 line locations

• 1946 fixed Eurobalises

• 1302 switchable Eurobalises

• Designed to run up to 300 Km/h, with a train interval of 5:30 minutes.

• Predetermined time restrictions that can be established from interlockings, from the CTC or from the ERTMS Control Centre (PCE).

• Diagnosis system integrated into the Maintenance Assistance System for Signalling Installations.

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ERTMS L1 ACTIVITY FLOW

EQUIPMENT INTEGRATION L1 PRINCIPLES

ON-BOARD EQUIPMENT

FIXED EQUIPMENT

RULEVERIFICATION

SIMULATOR

FUNCTIONAL TESTS

ON THE LINE

FIXED EQUIPMENT INSTALLATION

EUROCAB

INSTALLATION

TELEGRAMS

AVAILABILITY TESTS

LINE OPERATING TESTS

DYNAMIC TESTS

INSTALLATION

PARAMETRIZATION

INPUT DATA

POINTERS

LSG-LCAP

SIMULATOR TESTS

AIGLON

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ERTMS CONTROL CENTRE (PCE)

• Located in Zaragoza, it allows the main functions of the ERMTS system to be managed centrally

• It exchanges information with the RBCs and line interlockings.

• It gives real time position and speed details for trains running under ERTMS L2 supervision.

• It makes it possible to centrally establish time limits for ERTMS L1 and L2 systems.

• The PCE can be used to send and revoke emergency alerts to trains under ERTMS L2 supervision.

• It handles communications with terminals for protecting persons working on the line.

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PCE 1 Terminal

PCE 2 Terminal

PCE 1 Server PCE 1 Server

Audit trail server

PCE Net

Printer

TrafficNet and RBCNet

WAN

• PCE Servers: HP servers under SO HP-UX

•PCE Terminals: Computers under W2000

• PCI-R and PLO-R: Computers under W2000

MSC GSM-R

Remote access

server

E1

GSM-R

TPP

PCE ARCHITECTURE

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SOFTWARE EQUIPMENT ON BOARD TEST TRAINS (SITUATION AT 15/09/05)

Version AVersion A

Version BVersion B

Version CVersion C

July 2005July 2005

August 2005 August 2005

September 2005September 2005

June-July 11 August(51,000 Kms)

June-July 11 August(51,000 Kms)

From 11 August(19,000 Kms)

From 11 August(19,000 Kms)

From 1 OctoberFrom 1 October

• On Sight• Emergency Braking• DMI Off• Odometry

• On Sight• Emergency Braking• DMI Off• Odometry

All repaired?All repaired?

Planned for MaySupplied in July

with negative report

Planned for MaySupplied in July

with negative report

For 23 Septemberwith non regression

commitment

For 23 Septemberwith non regression

commitment

NovemberNovember

All resolved except:Odometry

All resolved except:Odometry

Software Verification

TestsTrack Reliability

TestsIncidents

Independent

Assessment

report

Anticipated version for starting operations

Anticipated version for starting operations

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Driver TrainingDriver

Training

Traffic

Training

Traffic

Training

Test

Instructions

Test

Instructions

Operating Reliability Tests

Operating Reliability Tests

RegulationRegulation

On-board equipment

Lineside equip-ment

Safety

Case

Safety

Case

Risks to be exported to Regulations

Risks to be exported to Regulations

Operating Safety Manage-ment

Operating Safety Manage-ment

Safety CaseSafety Case

Independent

assessment

Independent

assessment

Risks to be exported to Regulations

Risks to be exported to Regulations

ADIF Safety Manage-ment

ADIF Safety Manage-ment

Independent assessmentIndependent assessment

SAC (Germany)

CEDEX / TIFSA

SIEMENS

SIEMENS

MAY-JUNE JULY-AUGUST SEPTEMBER

Critical Path23 September

ACTIVITIES PRIOR TO INTRODUCTION

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Parallel activities until the introduction of ERTMS L1.

Operational introduction awarenessMaintenance Standards

New signalling system for traffic and drivers (combined with ASFA)

Methodology for incident warning

Driver CRC Maintenance

Corrective

response time

Corrective

response time

AFFECT ON PUNCTUALIT

Y

AFFECT ON PUNCTUALIT

Y

Train Equipment Improvement Proposal for assisting track maintenance.

Train DMI announcement of specific balise group not transmitting

Travel times and adapting commercial network.

Single track management. Lérida and Zaragoza.

New services from 4 September.

Operating scenario 1; GL 200 and AVE at 250.

Operating scenario 2; GL 250 and AVE at 300.

Continue reliability tests with software C.