Proceedings 2002/2003 - IRSE

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78 CTRL SIGNALLING AND COMMUNICATIONS APPLICATION FOR CTRL SECTION 1 ARCHITECTURE Since the distance between two interlocking areas is about 10 km on CTRL, there is no need for an intermediate signalling room. The figure above shows the architecture of the signalling for CTRL Section 1. CAB SIGNALLING Block Sectioning Study On a line fitted with TVM430, the location of the markers defining block section boundaries must be designed: • to implement a safe buffer section before any protected point (eg track circuit, points end or fouling point); • to allow a driver to deal with all speed restriction indication given by the cab signalling system, using the normal service braking, • headway assessment; • document generation; following the process below: NO NO NO Data acquisition Block sectioning Safety validation YES Ergonomics validation YES Headway assessment YES Document generation • to implement each possible intervention curve within each block section; • to provide the best possible headway. For this design phase the CSEE computerised tool named DESI (DÉcoupage et SImulation) has been used. The block sectioning design includes the following phases: • data acquisition; • block sectioning; • safety validation; • ergonomics validation; Data Acquisition During this phase, all the necessary data are captured in the tool, including: • train characteristics (in particular traction and braking effort graphs and rolling resistance); • track layout (in particular gradients, locations of points and fouling points, line speeds and the speed to be guaranteed by the ATP system); • signalling data (in particular the response time of the trackside and on-board TVM system); • cab signalling sequence data, with all the stopping and speed restriction sequences to be implemented. Block Sectioning The purpose of this phase is to calculate the optimum length for each block section. As the CTRL line is similar to the French high speed lines, the block section length is, on average, equal to 1,500m. on the level. The minimum length for each block section is calculated taking into account:
CTRL SIGNALLING AND COMMUNICATIONS 79 • the cab signalling sequence applying to this block section; • the normal service braking of the trains; • gradients. During this phase the system checks that the length of the proposed block section is sufficient to permit all the control curves to be implemented. Safety Validation The purpose of this phase is to check that the block sectioning is compatible with signalling constraints, taking into account degraded situations. For every cab signalling sequence implemented and type of train concerned, the system determines the worst-case stopping point following triggering of the emergency braking, and checks that this stopping point is not beyond the protected point. The braking rate used in this calculation is “guaranteed emergency braking,” which takes into account: • the maximum number of brakes isolated allowing the train to run at its maximum speed; • the overload of the train; • poor adhesion between the wheels and the rails; • dispersion rating. All critical situations that can generate the worst braking distances are analysed by the system: • lack of transmission message at the entrance to the block section; • overspeed in the block section; • fault at the end of the block section. If the result is not satisfactory, the block sectioning has to be modified. Ergonomics Validation The purpose of this phase is to check that all the required speed restrictions can be achieved by the driver for each block section and each type of train. The block sectioning has been performed for the type of train requiring the best performance. At this stage, the requirement is to ensure that all trains can be correctly driven. The braking rate used is the normal service braking rate for each train, and the driver response time (time to apply the brakes after an warning cab signalling indication has been displayed) is taken into account. If the result is not satisfactory, the block sectioning has to be modified. Headway Assessment The purpose of this stage is to ensure that the required headways have been provided. The calculation gives the minimum theoretical headway (the signalling headway) between two trains on plain line or at a junction (either facing or trailing). On CTRL, in order to improve the signalling headway the TVM 430 data allows the display of a flashing green indication (on which the headway calculation is based) within a block section and not only at a marker. If the result is not satisfactory, the block sectioning has to be modified. Document Generation At the end of this process, three documents are issued: • Block Sectioning File, containing all the input data taken into account and the location of each marker with the cab signalling sequences applied (this document is used in designing the scheme plan and control tables); • Block Sectioning Safety Validation File, containing the results of safety validation showing that for each marker and each cab signalling sequence (stopping sequence or speed restriction sequence), the buffer section implemented is at least equal to the worst overrun distance (this document is used in designing the control tables and also during data preparation); • Headway Validation File, containing the results of the headway assessment. TVM 430 DATA DESIGN In the TVM 430 system, continuous track-to-train transmission provides all the information the on-board system needs to determine the speed band to be displayed and to calculate the intervention curve for the ATP system. The following data are transmitted: • network code; • block section length; • average gradient within this block section; • generic speed code in relation to the cab signalling display and its associated ATP. Network Code This code defines the network on which the train is running. It uses 3 bits of the message, so has 8 possible values. For the time being, Eurostars recognise just two networks: LGV (the French and Belgium high speed lines), and Eurotunnel. Class 92 locomotives only recognise the Eurotunnel network. A new network will be created for CTRL Section 1 and a further new one for Section 2. Block Section Length This is the distance from the entrance to the end of a block section. The on-board system needs it to determine the final point of the speed intervention curve. It uses 6 bits of the message, so has 64 possible values. This requires the use of a predetermined distance table specific for each network. Average Gradient This is the gradient to be taken into account by the on-board system for the intervention curve. It uses 4 bits of the message, so has 16 possible values. This requires the use of a pre-determined gradient table specific for each network. Generic Speed Code This information allows the on-board system to determine the speed band to be displayed and the speed parameters to be taken into account for the calculated intervention curve. It uses 8 bits of the message, giving 256 possible values. The code is calculated by the ground-based cab signalling equipment, using a predetermined table specific for each network and depending on: • the nominal speed at the entrance in the block section; • the speed to be obeyed within the block section;
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Proceedings 2002 - 2003
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The Institution of Railway Signal E
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Contents Contents ……………
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5 PETER STANLEY BSc CEng FIEE FIRSE
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OFFICERS AND COUNCIL 7 Photo: Colin
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9 Institution Announcements (The pr
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INSTITUTION ANNOUNCEMENTS 11 Head O
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13 Institution Awards PRESIDENT’S
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OBITUARIES 15 overseen the conversi
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17 Annual Dinner and Dance The Inst
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19 The Institution of Railway Signa
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PRESIDENTIAL ADDRESS 21 in terms of
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PRESIDENTIAL ADDRESS 23 technical l
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EUROBALISE TRANSMISSION SYSTEM, A T
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Page 31 and 32: EUROBALISE TRANSMISSION SYSTEM, A T
Page 33 and 34: Company Announcement Bridgen Enterp
Page 35 and 36: EURORADIO AND THE RBC 33 another wh
Page 37 and 38: EURORADIO AND THE RBC 35 communicat
Page 39 and 40: EURORADIO AND THE RBC 37 PLAINTEXT
Page 41 and 42: EURORADIO AND THE RBC 39 4.7 DISCON
Page 43 and 44: EURORADIO AND THE RBC 41 would be a
Page 45 and 46: EUROCAB AND THE DRIVER MMI - AN INT
Page 51 and 52: 49 Technical Meeting of the Institu
Page 53 and 54: SIGNALLING CONTROL CENTRES TODAY AN
Page 65 and 66: 63 Migration to ERTMS on Existing L
Page 67 and 68: MIGRATION TO ERTMS ON EXISTING LINE
Page 75 and 76: CTRL SIGNALLING AND COMMUNICATIONS
Page 79: CTRL SIGNALLING AND COMMUNICATIONS
Page 87 and 88: INTERNATIONAL CONVENTION 85 RIC lev
Page 89 and 90: INTERNATIONAL CONVENTION 87 case se
Page 91 and 92: INTERNATIONAL CONVENTION 89 the sys
Page 93 and 94: INTERNATIONAL CONVENTION 91 Connect
Page 95 and 96: NINETIETH ANNUAL REPORT 93 see the
Page 97 and 98: NINETIETH ANNUAL REPORT 95 THE INST
Page 99 and 100: NINETIETH ANNUAL REPORT 97 THE INST
Page 101 and 102: NINETIETH ANNUAL REPORT 99 Accounts
Page 103 and 104: NINETIETH ANNUAL REPORT 101 Adminis
Page 105 and 106: NINETIETH ANNUAL REPORT 103 Vice-Pr
Page 107 and 108: NINETIETH ANNUAL REPORT 105 There a
Page 109 and 110: NINETIETH ANNUAL REPORT 107 Fabbian
Page 111 and 112: NINETIETH ANNUAL GENERAL MEETING 10
Page 114 and 115: 112 Sydney Hosts 2002 Convention Fo
Page 116 and 117: 114 SYDNEY HOSTS 2002 CONVENTION
Page 118 and 119: 116 SYDNEY HOSTS 2002 CONVENTION Co
Page 120 and 121: 118 Much Better Engineer Signal Eng
Page 122 and 123: 120 2002 Examination Results Anothe
Page 124 and 125: THIS SPACE COULD BE WORKING FOR YOU
Page 126 and 127: 124 AUSTRALASIAN SECTION dangerous
Page 128 and 129: 126 AUSTRALASIAN SECTION to address
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128 CHAIRMAN’S REPORT Midland & N
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130 SCOTTISH SECTION He drew compar
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132 SOUTHERN AFRICAN SECTION at Spo
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134 WESTERN SECTION Scotland. (Atte
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136 YORK SECTION The October meetin
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138 Younger Members’ Section The
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140 The Editor would like to thank
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Railway Signalling… A Science or
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Proceedings 2002/2003 - IRSE

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