intermittent and continuous ATP 101119 - irse.nl

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Migration strategiesLevel 3 moving blockAs the existing national systems in Europe cannot be replaced by ERTMS/ETCSwithin a short time, migration strategies were elaborated. One strategy is to dualequiplines already carrying national systems with the European system as well,which allows trains with either type of on-board equipment to run on the line. Thealternative strategy then is to first dual equip trains and then convert the network.Most likely a compromise between both, taking into account fleet circulation patternsand age distribution of trains and lineside equipment will be chosen.Train with STMsMeanwhile High-Speed trains still need to travel over parts of the conventionalnetworks to gain access to and from their terminal stations, when diverted etc. Theymust therefore maintain a backwards compatibility, to be able to operate with theconventional systems, identified as Class B systems in the TSIs, for the foreseeablefuture. This can be achieved through installation of Specific Transmission Modules(STMs) which interface to the European Vital Computer implementing the ERTMS/ETCS on-board equipment. These specific transmission modules (STM) on-board totranslate the national ATP- “language” into the ERTMS/ETCS- “language”, so that the45
information can be processed by the ERTMS/ETCS on-board equipment. As thereare 14 national ATP/ATC systems in use in the EU, theoretically this number of STMswould have to be installed on a train running through all countries in addition to theETCS equipment itself. It is up to the individual railways and train operators, whichmixture of both strategies described they choose to apply for their network or trains.In practice it is likely that STMs will be stripped versions of existing platforms as themarket for them is likely to be small.ERTMS/ETCS test tracks46
Page 1 and 2: An Introduction to Intermittent and
Page 3 and 4: level the degree of safety is also
Page 5 and 6: affordable at all. In literature, e
Page 7 and 8: contradiction stems from the fact t
Page 9 and 10: GWML en Chiltern lines indicate tha
Page 11 and 12: Technology of ATP/ATC systemsThis c
Page 13 and 14: AWS MagnetsAn electrical transmissi
Page 15 and 16: Positioning of Indusi magnetsIn the
Page 17 and 18: end was traditionally done means of
Page 19 and 20: Train-borne System Architecture and
Page 21 and 22: Some parts of the train control sys
Page 23 and 24: fairly rare occurrence and, when th
Page 25 and 26: Examplesof ATP/ATC systemsLZB As Ex
Page 27 and 28: LZB data flowThe data available fro
Page 29 and 30: • signal aspects• point setting
Page 31 and 32: SELCAB transmissionThe number of se
Page 33 and 34: The first curve (indication curve)
Page 35 and 36: equired to reset the train-carried
Page 37 and 38: tests on sites located in different
Page 39 and 40: Current European ATP systemsThe fol
Page 41 and 42: • Level 2 is also based on conven
Page 43 and 44: signal information, it has to be ac
Page 45: Euroloop locationsLevel 2 would be
Page 49 and 50: Ensuring safe and reliable operatio
Page 51 and 52: References and Bibliography1 ATP -
Page 53: Table 2 Numbers of existing ATP equ

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