Chapter 3 - Adif

Blocking
Automatic Control Block System (BCA)
Safety distance is kept regulating the train speed, never
exceeding the speed limit that the driver continuously
receives via cab signaling. There are various systems of BCA
in Adif Managed Network. The section corresponding to
safety systems shows the various systems available.
Side Signal Block System (BSL)
A safe distance between trains is ensured by signal
indications. It is similar to the BA listed below, though
specific of high-speed lines.
Automatic Release Block System (BLA)
This blocking system generally has one-block section
between stations, which is protected automatically by
signals and axle counter devices.
Depending on the track and signaling conditions, there are
several types of Automatic Release Block System, similar to
the Automatic Block System, described as follows.
Automatic Block System (BA)
It generally has intermediate block sections between
stations, which are automatically protected by signals.
Depending on the signaling and track conditions, there is a
Single-Track Automatic Block System (BAU), a double track
Automatic Block System (BAD), and an Automatic Pooled
Block System (BAB).
Radio Traffic Control (CCR)
This block system is used on lines with little traffic, and train
traffic is ensured by a permanently reporting to the Head of
CCR of the status of the trains on sections, of authorizations
given to drivers and notice of train arrivals. Closed radio
communications are used.
Manual Electric Block (BEM)
Track blocking is made by Traffic Managers through an
electrical device.
Telephone Block (BT)
Blocking the section between two open stations is ensured
by telephone messages sent between Operating Managers.
The existing blocks on every line are included in Map 12,
Annex H.
3.3.3.2. Automatic Train Protection
Systems
Train traffic on certain lines may require motor vehicles to
be equipped with any of these ATP systems, as indicated
in the Capacity Manual. ASFA is installed on all main lines
of General Interest Rail Network, RFIG, managed by Adif,
and it might be mandatory that rolling stock running on the
network is equipped with it and operates it during service. It
is also mandatory for trains to run on a single-agent regime.
Detailed in Annex H Map 13 are the lines that are equipped
with these systems.
ERTMS
Traffic control, signaling and assisted operation system that
meets European standards of interoperability. It currently
combines two subsystems: ETCS (European Traffic Control
System focused on signaling and train protection), and
GSM-R (Global System for Mobile Communications in
Railways performing communications).
LZB
Control, signaling and driving assistance system that
continuously monitors train speed and controls its running
service via cab signaling.
ATP-EBICAB
This family of protection systems is based on providing
timely information about balises installed on track for
continuous speed supervision.
ASFA, Announcement of Signals and Automatic
Braking
The system announces in cab signal indications through
balises, setting speed controls based on these indications.
This system in its most modern development is called ASFA
Digital.
3.3.3.3. Traffic Control and
Management Systems
Da Vinci
Control and Management Platform that integrates and
centralizes subsystems of signaling, electrification,
communications, etc. enabling their remote monitoring and
communication.
CTC, Centralized Traffic Control
A platform in a central control station centralizes interlocking
and blocking of a line or area.
CRC, Control and Regulation Centre
Centre that manages, organizes and coordinates rail traffic
and safety systems.
PRO, Regional Operations Office
Centre where it is possible to manage exclusively an
interlocking of a line facility, by CRC transfer. It is considered
a second level of traffic control.
PLO, Operations Local Office
Centre where it is possible to manage traffic of a line section,
by CRC transfer. It is considered a third level of traffic control.
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Network Statement Update 2014 V.0