The Signalling Programme
Fjernbane Infrastructure East/West
BAFO Tender Document / Appendix 3.5
Att 2 Fjernbane Transition Zones
Banedanmark
The Signalling Programme
Amerika Plads 15
DK-2100 Copenhagen E
Denmark
Fjernbane Infrastructure East/West
Document1
Author: Fjernbane
Signalling System Project
Mail: Fjernbane@bane.dk
Phone: +45 8234 0000
www.banedanmark.dk
BAFO Tender Document / Appendix 3.5 Att 2 Fjernbane Transition Zones
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Att 2 Fjernbane Transition
Zones
Table of Contents
Page
1
Change Log
4
2
2.1
2.1.1
2.1.2
2.1.3
2.2
2.3
Introduction
Purpose and Contents
Purpose
Contents
Relationship to Other Appendices
Reader’s Instructions
Major Changes
5
5
5
5
5
5
5
3
3.1
3.1.1
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8
3.3
3.3.1
3.3.2
3.4
Definition of Transition Zones
Topology of Transition Area
Balise Types
Distance Constraints
Constraints for Distance a, LNTC → L2
Constraints for Distance a, L0 → L2
Constraints for Distances b and d, L0/LNTC ↔ L2
Constraints for Distance c, L0/LNTC → L2
Constraints for Distance e, L2 → LNTC
Constraints for Distance e, L2 → L0
Short Block Sections
Braking Curve Separation
Level Crossings
Constraints for Distance f, L2 → L0
Constraints for Distance f, L2 → LNTC
Summary Table
6
6
8
10
10
11
11
12
12
12
13
13
14
14
14
15
4
References
16
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BAFO Tender Document / Appendix 3.5 Att 2 Fjernbane Transition Zones
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1
Change Log
Made by
Version
Commented by
Approved by
Status
XHWK /
2.0
Issued to Tenderers
3.0
Issued to Tenderers for BAFO
30.06.2010
XHWK /
29.06.2011
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2
Introduction
2.1
Purpose and Contents
2.1.1
Purpose
The Fjernbane Infrastructure System will in many locations connect with legacy station
Interlocking or line block systems, temporarily or permanently. This attachment explains
the basic ETCS layout for such locations.
2.1.2
Contents
This attachment provides a functional overview of the transition zones with respect to
ETCS behaviour as well as constraints from the infrastructure.
Please observe that illustrations of transition zones are examples only. Actual locations
and numbers of signals, ATC-Balises, ETCS-Balises, marker boards and train detection
sections, as well as estimated response times and distances, may change depending on
detailed design.
2.1.3
Relationship to Other Appendices
Transitions between ETCS and CBTC are covered by appendix 3.5, attachment 1.
Interfaces to legacy Interlocking and line block systems are covered by appendix 3.5,
attachment 3.
2.2
Reader’s Instructions
None.
2.3
Major Changes
Term “NTC” introduced.
Constraints for distance “a” have been increased according to
- the combined effect of subset-037 and subset-093 worst-case timeout values,
- driver’s time for reading signals in L0/LNTC area.
200 km/h case discontinued (not relevant).
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3
Definition of Transition Zones
3.1
Topology of Transition Area
Even though the lines of the Fjernbane project shall be ETCS level 2 controlled,
locations exist where an ETCS level change has to be realised either permanently or
temporarily during a commissioning period.
The general concept is to locate the transition border in an open line section, preferably at
a specified Braking distance outside a station limit (in legacy terms). In a few cases, the
transition border will be located at a cross-over between two “station” areas1.
The transition border locations aim at avoiding unnecessary speed restrictions for trains
performing transitions between level 0/NTC and level 2, and at the same time minimising
complexity of the technical interfaces between adjacent systems.
There are thus three basic topologies:
1. The transition border located close to a legacy (level NTC2) station Interlocking
System.
2. The transition border located close to the start of a legacy (level 0/NTC) line
block system (equivalent to being close to an ETCS “station”).
3. The transition border located at a cross-over between ETCS and legacy (level 0)
“station”.
The topologies are illustrated next page, including typical signal and Balise locations.
(Further distance constraints are discussed in section 3.2.)
A transition border is expected to be one location, defining also the border between areas
where legacy rules (SR75) and new rules (OR) apply. This usually implies that all boards,
Balises and Axle Counters related to the border are located within 10-20 m of each other.
In exceptional cases it may be desirable to separate the borders of the two driving
directions, and thus separate the transition Marker boards accordingly.
1
2
Examples: Tølløse (Fjernbane – private line), Køge (Fjernbane – conventional S-bane).
Level 0 is not expected to be relevant for topology 1.
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Figure 1: Transition between level NTC and level 2, border close to ATC Station
Figure 2: Transition between level NTC and level 2, border close to ETCS “Station”
Figure 3: Transition between level 0 and level 2, border close to ETCS “Station”
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Figure 4: Transition between level 0 and level 2, border at crossover (private line example)
Figure 5: Transition between level 0 and level 2, border at crossover (S-bane example)
3.1.1
Balise Types
The transition zone will contain some or all of these Balise types:
- ETCS Balise groups:
RE = Radio establishment Balise groups (packet 453 and packet 424)
RE-repeat = Radio establishment Balise group, for Train awakening
RT = Radio termination Balise group, for Train not entering ETCS area
LTA = Level transition announcement Balise group
EN = Entrance Balise group
EX = Exit Balise group
- ATC (NTC) Balises:
► = Signal Balise, or distant signal Balise
3
4
“Radio network registration”
“Session management”
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The general layout is illustrated in Figure 6. RE-repeat and RT only apply if there is a
station between RE and EN, permitting Trains to start-up (using RE-repeat) or turn-back
(using RT) in this area.
1st “distant” ATC-Balise (for L2 → LNTC) is expected to be at a convenient location
before the transition border. Constraints with respect to LTA location and On-board STM
response time are to be investigated.
Figure 6: Summary of Balises and distances related to a transition zone
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3.2
Distance Constraints
Minimum distances (refer to Figure 6) are governed by response times of the ETCS
system and/or Trains’ braking capabilities.
3.2.1
Constraints for Distance a, LNTC → L2
This distance should be large enough to ensure that the Train has connected with the
ERTMS system and obtained a cross-border MA, before being restricted by its ATC
Braking curve.
Initially, the ATC Braking curve points to the last signal in ATC area, and generally this
signal does not clear until the Fjernbane Infrastructure System has recognised the Train,
set necessary Routes and produced a cross-border MA.
When the last signal has cleared, this information should be made available to the Train
in due time, i.e. at the preceding5 signal (or an earlier signal, depending on local
circumstances) in order to update the ATC Braking curve beyond the transition border.
This is the reason why distance a is relative to this particular signal.
The maximum delays governing distance a are estimated as follows:
Event
Delay
Reference
Read and process RE1 balise group
1.5 s
Subset-041
Register with the GSM-R network
40 s
Subset-037
 Read and process RE2 balise group
 1.5 s
 Subset-041
Set up a connection with RBC
40 s
Subset-093
Exchange information train-RBC
10 s
Estimate
Process train by TMS
15 s
Estimate
Issue MA to train, and report this to
legacy interlocking system
2s
Estimate
Update signal and ATC balise
2s
Estimate
Present signal aspect to driver6
6.6 s
Legacy eng. rules
The estimated overall delay is approx. 120 seconds.
Corresponding distances are listed in section 3.4 (calculated with 120 sec).
5
This applies to trains passing through the area at line speed. For trains starting, or otherwise
proceeding at reduced speed, the information need only to be present at the last signal.
6
Even though the ATC balise is the latest point of information transfer to the train, the driver shall
be able to read the changed signal aspect for 6.6 s before passing the signal, according to legacy
engineering rules.
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3.2.2
Constraints for Distance a, L0 → L2
Generally, the L0 case is equivalent to the LNTC case, given that GSM-R radio coverage
reaches sufficiently far into the L0 area.
However, as signal separations are typically large on L0 lines, this may call for an
unreasonably remote location of the RE Balise in relation to the actual GSM-R coverage.
It may therefore be considered in these cases to permit signals clearing on line block
conditions alone, before the cross-border MA has been produced. Distance a then
becomes relative to the transition border instead, ensuring that the train has connected
with the ERTMS system and obtained a cross-border MA, before performing transition.
The overall constraint for distance a is approximately the same8, only the reference point
is different.
This alternative is for further study, depending on local circumstances.
For topology 3, where the cross-over is intended for infrequent use, it may be desirable to
locate the RE Balise close to the transition zone, or rely on manual connection, in order to
avoid a large amount of irrelevant radio connections. When a is short, low transition
speed, or even waiting time, is acceptable.
3.2.3
Constraints for Distances b and d, L0/LNTC ↔ L2
The maximum delays governing distances b and d are estimated as follows:
Event
Delay
Reference
Read and process LTA balise group
1.5 s
Subset-041
Exchange information train-RBC
10 s
Estimate
Activate STM (in the L2 → LNTC case)
(2 s)
Estimate
The estimated overall delay is 12 – 14 seconds.
Corresponding distances are listed in section 3.4 (calculated with 14 sec).
8
In this case, the driver is not reading a signal for 6.6 s, but reading the combination Marker Board
/ DMI during an equivalent time interval.
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3.2.4
Constraints for Distance c, L0/LNTC → L2
This distance should be large enough to ensure that
1) a Train preparing to pass the transition border at Target speed is not subject to
intervention by the ATC system;
2) a Train passing the transition border at Target speed can stop comfortably before
1st ERMS Marker board, in case the MA has not been extended beyond this
Marker board
It is assumed that both purposes are covered by the ATC intervention distance (Danish:
trafikgeneafstand), refer to [1].
The intervention distance depends on train type and consist, as well as gradient, and must
be computed for each specific location. In section 3.4 are listed typical figures for
guidance.
For the L0 case, the distance can be slightly shorter.
For topology 3, c will always be quite short, calling for a low transition speed.
3.2.5
Constraints for Distance e, L2 → LNTC
This distance should be large enough to ensure that
1) a Train preparing to pass the transition border at Target speed is not subject to
intervention by the ETCS system;
2) a Train passing the transition border at Target speed can stop comfortably before
the 1st signal, in case the ATC information received at the transition border
indicates that this signal is restrictive.
The Intervention distance depends on ETCS braking curves. Several scenarios with
different Train types suggested a better performance of about 15% of the ETCS braking
curve over the ATC braking curve.
As long as this improvement has not been verified for example by field tests the same
braking distances will be applied for e as for c.
3.2.6
Constraints for Distance e, L2 → L0
This distance should be large enough to ensure that
1) a Train preparing to pass the transition border at Target speed is not subject to
intervention by the ETCS system;
2) a Train passing the transition border at Target speed can stop comfortably before
1st signal, in case this signal is restrictive.
The distance constraint is primarily given by the ETCS Intervention distance assumed to
be equivalent to the ATC Intervention distance. Approach markers and distant signals
reading up to the 1st signal need also be considered, but these will usually be located
within the Intervention distance.
For topology 3, e will always be quite short, calling for a low transition speed.
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3.2.7
Short Block Sections
If the distance between 1st signal and 1st ERTMS Marker board does not fulfil c + e, three
mitigations may be considered:
1) Adding “aspect sequence” information across the transition border so that a
shorter Braking distance is dynamically reflected into a lower Target speed.
2) Reducing line speed statically in the vicinity of the transition border, in order to
select lower values for c and e.
3) Separating transition locations for the two directions of traffic so that c and e can
be fulfilled independently.
At present there is no decided preference.
3.2.8
Braking Curve Separation
For all transitions should be ensured that the “new” MA is not more restrictive than the
“old” MA if pointing to the same stopping location. It is assumed that the Overlap
distance (typically 50 m) provides adequate margin for designing the MAs with a suitable
separation of EoA, in most cases.
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3.3
Level Crossings
Level Crossings in L0/LNTC area may have Marker boards and “distant” signals located
before a Level Crossing. These may not become located within the L2 area.
Figure 7: Distances related to a Level Crossing in L0/LNTC area
Equipment for activating the Level Crossing, and ATC Balises to inform the Train of the
Level Crossing state, may be located within the L2 area.
3.3.1
Constraints for Distance f, L2 → L0
Distance f is listed in section 3.4.
If the distance constraint cannot be met, the preferred solution is to relocate the transition
border so that the Level Crossing is within the 1st ERTMS Marker board. Alternatively,
line speed may be reduced in order to select a smaller value of f.
Level Crossings in a L2 area cannot be located between the transition border and 1st
ERTMS Marker board. Also in this case, the transitions border should be relocated so that
the Level Crossing is within 1st ERTMS Marker board.
3.3.2
Constraints for Distance f, L2 → LNTC
The same as for L0.
It may be necessary to consider a distance e in order to ensure a smooth transition
between ETCS and ATC Braking curves towards a Level Crossing with failing
protection.
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3.4
Summary Table
Line/Target
speed
a
b, d
c, e
f
(typical range)
80 km/h
2700 m
320 m
600 - 1000 m
750 m
100 km/h
3350 m
400 m
800 - 1400 m
750 m
120 km/h
4000 m
460 m
1100 - 1400 m
1050 m
140 km/h
4700 m
550 m
1300 - 1800 m
1400 m
160 km/h
5350 m
620 m
1300 - 2300 m
N.A.
180 km/h
6000 m
700 m
2400 m
N.A.
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4
References
Ref. no.
1
Ref. ID
ATC anlægsbestemmelser version 5.0.8, BN-12-09-06-0105.00
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