Proceedings 2002/2003 - IRSE

CTRL SIGNALLING AND COMMUNICATIONS 73
Figure 1
In addition to the TVM speed code transmitted to
the train, “train stop” data loops are provided at
route origin absolute stop markers and shunt
markers.
Intermittent transmission loops are also provided
for specific functions such as arming and disarming
cab signalling, opening circuit breaker (automatic
process) for neutral sections, etc.
One section of the rulebook has been written to
cover the possible need for operation of “non fitted”
traction and on-track machines on the CTRL but
under rigorous conditions. “Non fitted” in this case
means, "Not fitted with TVM," and does not have the
same meaning as prevailed for many years on the
UK Railway. Such movements are required to obey
the auxiliary signals provided at absolute stop
markers. For these to be opened, a specific action is
required by the signaller. The French terms “open"
and "closed” are used on the CTRL to reflect the use
of block section markers, rather than the traditional
terms “On" and "Off”.
There is a very small number of lineside signals on
the CTRL, at interface areas with other signalling
control centre areas, and these are of the standard
UK multiple aspect type. Where appropriate, TPWS
track equipment has been fitted working in conjunction
with these signals.
COMMUNICATIONS EQUIPMENT
As well as the usual voice and data system, the
CTRL is equipped both with the UK cab secure radio
system and with GSM-R. The cab secure system is
being provided as a short-term interim measure, as
the trains using the route are not yet equipped with
GSM-R radios. The changeover will be managed as
part of the overall migration policy when the existing
systems are withdrawn from use over the next few
years. The management of the change from the
existing CSR systems used on Railtrack and ET and
the UIC 751 system used in France and Belgium is
in itself a complex project, and has implications for
many types of rolling stock other than the class 373
Eurostar trains. Section Two of the CTRL will be
equipped with GSM-R from the outset. The use of
stop-and-proceed instructions has required alterations
to the operation of the CSR system, as the
train describer operates with the use of ripple berths
in the intervals between interlockings instead of the
usual UK practice of an individual train describer
berth for each signal.
INTERLOCKING SYSTEMS
The CTRL itself uses the ITCS system which is
described later in this paper. It is required to interface
with other interlocking systems:
• SSI controlled from Victoria signalling centre on
the Waterloo connection;
• SSI controlled from Ashford in the Dollands
Moor area;
• PRCI controlled from the Eurotunnel RCC in the
Dollands Moor area.
In the Dollands Moor area the interfaces are
extremely complex. The interface is in effect a
three-way one, with all lines in the area being bidirectional
and, in the case of the Continental main
line connecting to the existing London to Dover
route, a transition from lineside to cab signalling.
Section Two will require interfaces also to the
North Kent area SSI at Ebbsfleet, to Upminster SSI
and to the King’s Cross and Camden Road installations
in the St Pancras area.
There are also electric control room interfaces for
traction power supply control with Eurotunnel
and Paddock Wood and, when Section Two is
completed, with York and Rugby electric control
rooms. These are managed from the Engineering
Maintenance Management System (“EMMIS”)
workstation located in the Ashford signalling centre.
ADDITIONAL FEATURES FOR SECTION
TWO
Much of the route of Section Two is in tunnels, and
additional supervisory equipment will be provided to
manage possible incidents in tunnels, including
control of lighting, ventilation etc. The lessons learnt
from the fire in the Channel Tunnel have been
included in the design for these tunnels, and detailed
design is now in progress. The operation of a
high-intensity suburban service in addition to the
high-speed international services has implications
for the design of the systems to be used, and the
requirements for these services are being reviewed
and developed with the Strategic Rail Authority.
It is not practicable to provide TVM signalling to
the buffer stops at St Pancras, and therefore the first
section of the route, from the station to the portal of
the first London tunnel, will be equipped with
lineside signalling in general to UK standards. ETCS
Level 1 functionality will be provided for the ATP
system associated with these signals. This will be