CC BY
107
UDC 656.2
CHEPTSOV M.N.,Doctor of Engineering, Professor of Donetsk Railway Transports Institute, TSYKHMISTRO S.I.,Head of IT department of Donetsk Railway Transports Institute, BOINIK A.B. Doctor of Engineering, Professor of UkrainianStateAcademyofRailwayTransport,
BAKHAL I.G., Postgraduate studentof Ukrainian State Academy of Railway Transport
PROJECT NEAR2 -NETWORK OF EUROPEAN/ASIAN RAIL RESEARCH CAPACITIES (SIGNALLING SYSTEMS)
The European Union's (EU) aspiration for railway systems that are interoperable across Europe is driven by the need to service a market that is open within and across industrial sectors and national boundaries. This in turn requires that the technologies and operational procedures that underpin the railway systems facilitate not only interoperability but also enhancement of safety, capacity and efficiency. The European Railway Traffic Management System (ERTMS/ETCS) is designed to enable interoperability through use of one unique signalling system as opposed to conventional signalling systems [1].
Table 1
ETCS levels and functionality._
ETCS level Train detection Driver notification Description
0 ETCS fitted train travelling on unfitted infrastructure
1 Balise at signal or balise at signal with infill Signal and driver machine interface Communication via balise - no data radio communication. Line-side signals retained. Line-side Equipment Unit Train position is determined trackside. No radio block centre.
2 GSM-R Signal and driver machine interface Communication via GSM-R radio. No requirement for line-side signals/line-side equipment unit or track detection device Train position is determined trackside.
3 GSM-R Driver machine interface Communication via GSM-R radio. No line-side signals. Train position determined onboard.
The expected status deployment of ERTMS on European railways presented on Fig.1.
Introduction
Railway signalling systems have to ensure the safe movement of freight and passenger trains. Lately, their design and operation has become increasingly complex. Therefore we will make the classification of the European-Asian railway modern signalling systems (on stations, between stations), taking into account possibility of ensuring the safety for various speeds of movement.
Signalling systems in European railways
Figure 1. ERTMS deployment throughout Europe [1]
Chinese Train Control System (CTCS)
There are very similar features between Chinese and European Railways in terms of train operation mode and train control. ETCS (European Train Control System), supported by the EU and the European Industrials, has been finalized as the technical standard of train control systems in Europe after more than ten years effort [2]. Modern CBTC systems consist of four parts (Fig. 2):
- the Control Centre System which controls the operation;
- the Wayside System which receives train positions and issues Movement Authorities to assure the safe running of the trains;
- - the Vehicle System that generates the train position and receives the movement Authorities and assures the compliance of the Movement Authorities;
- the Communication System which allows the transfer of messages to and from the train.
CTCS has several levels:
- CTCS-0: Track Circuit + Cab Signalling + LKJ2000;
- CTCS-1: Track Circuit + Cab Signalling + LKJ2000 + Balise;
- CTCS-2: Track Circuit + Balise + ATP, the track circuit is used both for block occupation detection and movement authorization, its architecture is similar to TVM-300;
- CTCS-3D: Track Circuit + Balise + ATP CTCS-3D is equivalent to the European ETCS Level-1;
- CTCS-3: Balise + GSM-R + ATP, using CTCS-2 as the backup system, CTCS-3 is equivalent to the European ETCS Level-2 + CTCS-2;
- CTCS-4: Balise + GSM-R + ATP, moving block.
Following important railway lines are already completed fitted with GSM-R [3]:
- (115 km Jing-Jin line) HSR Beijing -Tianjin;
- (156 km He-Ning line) HSR Hefei -Nanjing;
- (189 km Shi-Tai line) HSR Shijiazhuang -Taiyuan;
- (357 km He-Wu line) HSR Hefei - Wuhan;
- (279 km Yong-Tai-Wen line) HSR Ningbo
- Wenzhou;
- (294 km Wen-Fu line) HSR Wenzhou -Fuzhou;
- (1 956 km Qingzang line) Lhasa-Geermu railway line;
- (653 km Daqing line) Datong - Tianjin railway line;
- (968 km Wu-Guang line) HSR Wuhan -Guangzhou;
- (393 km Jiao-Ji line) Qingdao - Jinan railway line;
- (455 km Zheng - Xi line) HSR Zhengzhou
- Xian;
- (275 km Fu-Xia line) HSR Fuzhou -Xiamen;
- (116 km Guang-Shen line) HSR Guangzhou Shenzhen;
- (308 km Chang-Jiu line) HSR Nanchang -Jiujiang;
- (1318 km Jing - Hu line) HSR Beijing -Shanghai;
- (111 km Chang-Ji line) HSR Changchun -Jilin;
- (308 km Hainan line) HSR Haikou-Sanya.
On major sections of the following lines, GSM-R has been installed: (2 553 km Jing-Jiu line)
- Beijing - Hong Kong railway line;
- (261 km Wu-Jiu line) Wuhan -Jiujiang railway line.
Figure 2. Block Diagram of a modern CBTC system. CTCS on China railways is presented on Fig.3.
Figure 3. CTCS on Chinese railways
Indian (Pakistan) railway signalling systems[4]
The absolute block system is the most widespread method of train working on Indian railway. The block sections may be handled manually or automatically, or by some combination of those. Some sections still use different forms of physical token systems such as the Neale's Ball Token instruments.
AWS (Automatic Warning System) is an in-cab signal warning system, is used in suburban EMU systems, primarily Mumbai. It was proposed for main lines including New Delhi - Agra, Howrah - Mughalsarai, etc.
A Train Management System (TMS) from Bombardier is used on the Mumbai suburban system (Churchgate - Virar) which provides centralized online monitoring of train positions.
Around Chennai, several suburban stations have their signals automatically controllable from Basin Bridge using a fault-tolerant system that interconnects the signalling of up to 32 stations using a dual fibre-optic ring. This system also provides
for 6 voice channels for communication among these stations. This system was developed indigenously by SR, the Dept. of Electronics, and IIT Madras.
A lot of variety of systems areused on the Indian railways, for example:
- Mumbai CSTM - Badlapur: Automatic Multiple Aspect Colour Light Signals;
- Badlapur - Pune - Daund : Manually controlled Multiple Aspect Colour Light Signals;
- Daund - Manmad : Lower Quadrant Semaphore signals;
- Daund - Solapur: Some stretches of Multiple Aspect Colour Light Signals and some sections of Tokenless Upper quadrant semaphore;
- Pune - Miraj - Kolhapur : Neale's ball token instrument;
- Batala - Qadian, GarhiHarsuru -Farukhnagar : One Train Only system;
- Tilwara - TilwaraMela : Train Staff and Ticket system.
In order to ensure that the signalling system never provides unsafe (conflicting) signals and the points are not set for more than one train that might end up proceeding
on to the same section of track and hence suffering a collision, various schemes have been developed to coordinate the settings of the points and the signals within the region controlled by a signalbox or signal cabin. On the Indian railways are used the following interlocking systems:
- Mechanically operated interlocking;
- Manually operated interlocking;
- Hepper's Key Transmitter;
- Electrically operated interlocking.
There are three levels of interlocking used by Indian railways:
I - interlocked station has mechanical interlocking.
II - interlocked station may be mechanically or electrically interlocked (usually the latter).
III - interlocked station has points and signals that are either interconnected mechanically within the same mechanism, or electrically as with route-relay and panel interlocking.
Indian railways department is looking into procuring ETCS level 2 equipment to be installed on the trunk lines between the four
25%
major metropolises, and later on other main lines.
Indian railways department is also considering the use of GSM-R technology on parts of its network. Siemens AG is supplying GSM-R equipment for 700 route-km of the NFR in West Bengal, Assam, and Bihar as an initial project for IR to experiment with the technology. The North Central and East Central zones are also setting up some GSM-R services.
A Train Protection and Warning System (TPWS), based on ETCS Level 1 has been proposed for the Chennai Beach -Gummidipoondi section. EMUs will be monitored using track balises and lineside transmission devices (LEU or Lineside Electronic Unit).
ERTMS projects in TCDD (Turkish Railways)
Current situation with signalling systems in TCDD Railway Network:
72%
Signalled Single Lines □ Signalled double Lines □ Non-Signaled Lines
Length of Railways: 10.991 km Main Line: 8.697 km, Secondary Line: 2.294 km
Electrified Lines: 2.336 km Signaled Lines:
3.111
km
Aik»a-lstanbul Hi^i Speed Train Project (1st Riase) Ankaa-litanbul Hi^i Speed Train Project (2nd Riase)
Bogazkcprij-IJkJ<r|t3-Y№iee( M&rswv Venice-TopraWole Sgnairgand Telectrrmunbaron Preset Aik^a- Konrya Hgh Speed Trail Project .finkro- Sivas High Speed Train Project
Figure 4. ERTMS projects on Turkish Railways
High speed train projects: Ankara -Istanbul, Ankara - Konya, Ankara - Sivas. New systems which will be introduced within the project:
- ERTMS/ETCS L1 and GSM-R;
- Electronic interlocking (SSI), SIL4;
- CTC in Ankara & Local Control in all stations;
- Way-side signaling system;
- Jointless track circuits, point machines and point;
- Heating system;
- Way-side telephones;
- Wheel detection system.
Signalling systems of the post-Soviet countries (Russian Federation, Ukraine, Belarus, Latvia, Lithuania, Estonia)
The railways of post-Soviet countries use the interlocking systems on stations and the blocking systems between stations.There are Types of the signaling systems by countries [5]
- ALSN (Russian Federation, Belarus, Estonia, Latvia, Lithuania, Ukraine)
used the specially designed electric relays to increase safety in these systems.
A part of interlocking and blocking systems is ALSN. It is a train control system meaning Continuous Automatic Train Signalling used widely on the main rail lines of the post-Soviet countries. It uses modulated pulses inducted into rails similar to the Italian RS4 Codici and American Pulse Code Cab Signaling. On the high-speed lines the variant ALS-EN is used which takes advantage of a double phase difference modulation carrier frequency.
Since the 1990s, the Russian Railways has introduced a computerized successor system KLUB-U which requires either ALSN only or both, ALSN and ALS-EN sensors for compatibility. In ERTMS the ALSN/ALS-EN systems are listed as ETCS Class-B systems.
- ATC (Sweden, Denmark, Norway, Brazil, South Korea, Japan, Iran). Automatic Train Control (ATC) is the term for a general class of train protection systems for railways that involves some sort of speed control mechanism in response to external inputs.
ATC systems tend to integrate various cab signalling technologies and the use more granular deceleration patterns in lieu of the rigid stops encountered with the older Automatic Train Stop technology. ATC can also be used with Automatic train operation (ATO) and is usually considered to be the safety-critical part of the system.
- BACC (Italy). BACC is a train protection system used byltalian railways, which use 3kV DC electrification. The term "BACC" is an abbreviation of "Bloccoautomatico a correnticodificate" - automatic block system with codified currents.
- EBICAB (Bulgaria, Finland, Norway, Portugal, Spain, Sweden). EBICAB is a trade mark registered by Bombardier for the equipment on board a train used as a part of an Automatic Train Control system. These on-board systems use pairs of balises mounted on the sleepers. The pairs of balises distinguish signals in one direction from the other direction with semicontinuous speed supervision, using a wayside to train punctual transmission using wayside transponders.
- EVM-120 (Hungary). The EVM-120 (EVM-160) system equips the locomotives, capable to gather the speed of 120 (160) km/h. System have a cab signal, this shows the "lights" of next signals.
- HKT (Denmark). HKT-system (Danish: HastighedsKontrologTogstop, SpeedCheck and Trainstop) permits trains with active cab signals to run without the need for line side signals. Lineside signals are provided on such lines, though only as a fall-back measure for trains with failed cab signals. Trains are permitted to follow each other in blocks sections of so called HKT-sections (Danish: HKT-afsnit), separated by rectangular red and white signs. The Automatic Block Signals are approach lit and normally show the special "Conditional Stop" aspect, permitting trains with active cab signal to proceed.
- Integra-Signum (Switzerland). These systems asks the train driver to confirm distant signals that show stop and distant or
home signals that show caution. If he does not confirm or passes a home signal that shows stop, the train is stopped automatically. This is achieved by interrupting the power supply to the motors and applying the emergency brake.
- LZB (Germany, Austria, Spain). "Linienzugbeeinflussung" (or LZB) is a cab signalling and train protection system used on selected German and Austrian railway lines as well as the AVE in Spain. In Germany, the system is mandatory on all lines where trains exceed speeds of 160 km/h (99 mph) (200 km/h or 120 mph in Spain), but it is used on some slower lines to increase capacity. The German LZB translates to continuous train control.
- LS (Czech republic, Slovakia). S (stands for "LiniovySystem" in Czech, "continuous system" in English) is a cab signalling and a train protection system used on the main lines of the Czech and Slovak railways (on all lines which track speed exceeds 100 km/h in the Czech republic or 120 km/h in Slovakia). This system continuously transmits and shows a signal aspect of the next main signal in driver's cabin and when the driver's activity is needed (e.g. reduction of train's speed), it periodically checks the driver's vigilance (he has to press the "vigilance" button; else the emergency brake is applied). This is the main function of onboard part of the LS-system (continuous cab signalling and checking the driver's vigilance when needed).
- PZB/Indusi (Germany, Austria, Romania, Slovenia, Croatia, Bosnia-Herzegovina, Serbia, Montenegro, Macedonia, Israel). PZB/Indusi is a family of intermittent train control systems and it is a predecessor of the German Linienzugbeeinflussung (LZB, "continuous train protection") system. Originally Indusi provided warnings and enforced braking only if the warning was not acknowledged (similar to traditional automatic train stop) but current developments of PZB provide more enforcement.
- SHP (Poland). Poland uses an AWS system call SHP (SamoczynneHamowaniePociagu)
which uses magnetically coupled resonant circuits operating at 1000Hz. The impact of the railway vehicle in the sphere of electromagnetic compatibility on the rail traffic control systems mounted on the railway infrastructure and onto the rail network, are tested and evaluated in the proceedings concerning the issue of a certificate ofauthorization of a rail vehicle.
- SCMT (Italy). "Sistema di Controllodella Marcia delTreno" - SCMT is a discontinuous train cab signalling system used in Italy. It shares many features with the "RipetizioneSegnali" - RS system, the two systems co-existing and working together. The main purpose of SCMT is to control the respect of the speed limit imposed by the signal aspect and the line condition.
- TASC (Japan). A Train Automatic Stopping Controller (TASC), also known as a position stopping device, is a train protection system used only in Japan. It allows trains equipped with TASC to stop automatically at stations without the need to operate the brakes manually.
- TVM (France, South Korea). Transmission Voie-Machine (TVM, English: track-to-train transmission) is a form of in-cab signalling originally deployed in France and used on high-speed railway lines. TVM-300 was the first version, followed by TVM-430.The line is divided into signal blocks of about 1,500 metres (~1 mi), the boundaries of which are marked by blue boards printed with a yellow triangle. Dashboard instruments show the maximum permitted speed for a train's current block, as well as a target speed based on the profile of the line ahead. The maximum permitted speed is based on factors such as the proximity of trains ahead (with steadily decreasing maximum permitted speeds in blocks closer to the rear of the next train), junction placement, speed restrictions, the top speed of the train and distance from the end of LGV route. Trains at high-speed take several kilometres to stop. Since trains will require more than one signal block to slow down, drivers are alerted to reduce speed gradually, several blocks before any required stop.
- ZUB 123 (Denmark). The ATC system is technically referred to as ZUB 123 and has since the beginning been fine-tuned to handle all specific Danish traffic situations and rules. Today ATC has been installed in about 500 vehicles and on the majority of all Danish main sections and on some branch lines. ATC has been approved in compliance with Mu 8004 (the safety level that corresponds to CENELEC SIL 4.)
According to the European research project NEAR2 (under FP7) identified existing alternative routes for the Europe-Asia railway connection_
A: Connection: Western Europe - Russian Far East - Japan
A1: Via main Trans - Siberian railway network: Poland -Belarus or Ukraine-Russia (Moscow- Novosibirsk - Irkutsk-Vladivostok or Nakhoka) - Japan (Sea of Japan)
B: Connection: Western Europe - China via
the Trans - Siberian route and its branches
B1: Via branch of the Trans - Siberian
railway network and the Manchurian route:
Poland-Belarus or Ukraine-Russia (Moscow-
Novosibirsk-Karymskaya-Zabaykalsk)-
China (Harbin-Beijing via Manchuria)
B2: Via branch of the Trans - Siberian
railway network and the Trans Kazakh route:
Poland-Belarus or Ukraine-Russia (Moscow-
Yekaterinburg-Kurgan)-Kazakhstan
(Petrovavlosk-Astana-Dostyk)-China
(Lanzhou-Zhengzhou-Beijing)
B3: Via branch of the Trans - Siberian
railway network and the Mongolian route:
Poland-Belarusor Ukraine-Russia(Moscow-
Novosibirsk-Ulan-Ude-Naushki)-
Mongolia(Zamyn Uud)-China(Beij ing)
C: Connection: Western Europe - China via
the TRACECA corridor (Silk Road)
C1: Via the TRACECA - Turkmenbashi rail
route
C1. 1: WesternEurope-Slovakia(Bratislava)-Hungary(Budapest)-
Romania(Bucharest,Constanta) or
Bulgaria(Varna)-Black sea-Georgia(Poti-
Gardabani)- Azerbaij an(BoyukKasik-Baku)-Caspian Sea-Turkmenistan(Turkmenabad)-Uzbekistan(KhodzaDavlet-Keles)-Kazakhstan(S ary Agash- Almaty-Do styk)-China(Lanzhou-Zhengzhou-B eij ing). C1.2: Western Europe-Slovakia(Bratislava)-Hungary(Budapest)-Romania(Bucharest)-Bulgaria-Turkey-Azerbaijan(Boyuk Kasik-Baku)-Caspian Sea-
Turkmenistan(Turkmenabad)-Uzbekistan(KhodzaDavlet-Keles)-Kazakhstan(S ary Agash-Almaty-Do styk)-China(Lanzhou-Zhengzhou-B eij ing). C2: Via the TRACECA - Aktau route C2.1 (land detour of the Black Sea through Ukraine and Russia): Western Europe-Slovakia(Bratislava)-Ukraine(Chop-Fastov-Dnepropetrovsk)-Russia(Rostov-Krasnodar)-Georgia (Poti -Gardabani) - Azerbaijan (BoyukKasik-Baku) - Caspian Sea -Turkmenistan (Turkmenabad) - Uzbekistan (KhodzaDavlet -Keles ) - Kazakhstan (SaryAgash - Almaty - Dostyk) - China (Lanzhou-Zhengzhou-Beijing).
C2.2: In C1.2 the section Caspian Sea -Turkmenistan (Turkmenabad) - Uzbekistan (KhodzaDavlet -Keles ) - Kazakhstan (SaryAgash - Almaty - Dostyk) is replaced by the section Caspian Sea - Kazakhstan (Aktau-Makat-Kandagash - SaryAgash -Almaty - Dostyk).
D: Connection: Western Europe - China via the Central Corridor in Kazakhstan Western Europe - Poland -Belarus or Ukraine - Russia (Moscow - Aksaralskaya ) -Kazakhstan (Ganushkino -Makat -Kandagash-Almaty - Dostyk) - China (Lanzhou-Zhengzhou-B eij ing). E: Connection: Western Europe - India via the Trans- Asian railway route Western Europe - Slovakia (Bratislava) -Hungary - Bulgaria - Turkey -IranPakistan - India (New Delhi).
Results of analysis of signaling systems for identified existing alternative routes for the Europe-Asia railway connection:
Table 2
Country/Types of systems Length of route (km)
Poland/ETCS L1 500 (3,9%)
Ukraine/ALSN 990 (7,6%)
Belarus/ALSN 250 (1,9%)
Russia/ALSN 11230 (86,6%)
Total length railway corridors A1 12970 (100%)
Signalling systems of the A route
Table 3
Signalling systems of the A1 route
Country/Types of systems Length of route (km) Beterus/ALSN / // \ Ukr»in«/ALSN f //8,5% Russia/ALSN 1 ^H // 1 Poland/ETCS n 65.5% '.ä*
Poland/ETCS L1 500 (4,3%)
Ukraine/ALSN 990 (8,5%)
Belarus/ALSN 250 (2,1%)
\ \ 19.6% N. \ / China/CTCS
Russia/ALSN 7650 (65,5%)
China/CTCS 2250 (19,6%)
Total length railway corridors B1 11670 (100%)
Table 4
Country/Types of systems Length of route (km)
Poland/ETCS L1 500 (4,7%)
Ukraine/ALSN 990 (9,5%)
Belarus/ALSN 250 (2,4%)
Russia/ALSN 2450 (23,5%)
Kazakhstan/ALSN 2050 (19,6%)
China/CTCS 4200 (40,3%)
Total length railway corridors B2 10440(100%)
Signalling systems of the A2 route
Table 5
Country/Types of systems Length of route (km)
Poland/ETCS L1 500 (4,3%)
Ukraine/ALSN 990 (8,6%)
Belarus/ALSN 250 (2,2%)
Russia/ALSN 6780 (58,7%)
Mongolia/ALSN 2200 (19,0%)
China/CTCS 840 (7,2%)
Total length railway corridors B3 11560 (100%)
Signalling systems of the B route
Table 6
Signalling
Country/Types of systems Length of route (km)
Slovakia/ETCS L1 150 (1,3%)
Hungary/ETCS L1 300(2,6%)
Romania/ETCS L1 900 (7,9%)
Georgia/ALSN 370 (3,2%)
Azerbaijan/ALSN 500 (4,4%)
water route 1270 (11,2%)
Turkmenistan/ ALSN 1120 (9,8%)
Uzbekistan/ALSN 730 (6,4%)
Kazakhstan/ALSN 1820 (16,0%)
China/CTCS 4200 (37,2%)
Total length railway corridors C1.1 11360 (100%)
systems of the B1 route
Turk menistan/ALSN
Azerbaijan/ALSN Georgia/ALSN
Uzbek isla n/AL5N
KalakhstarVALSN
Romanra/FTCS LI
Hungary/ETCS L Slovakia/ETCS I
ttiina/CTCS
Table 7
Country/Types of systems Length of route (km)
Slovakia/ETCS L1 150 (1,2%)
Hungary/ETCS L1 300 (2,4%)
Romania/ETCS L1 740 (5,9%)
Bulgaria/ETCS L1 340 (2,7%)
Turkey/ETCS 2000 (16,0%)
Armenia/ALSN 160 (1,3%)
Georgia/ALSN 110 (0,9%)
Azerbaijan/ALSN 500 (4,0%)
water route 270 (2,1%)
Turkmenistan/ ALSN 1120 (9,0%)
Uzbekistan/ALSN 730 (5,8%)
Kazakhstan/ALSN 1820 (14,6%)
China/CTCS 4200 (34,1%)
Total length railway corridors C1.2 12440 (100%)
Signalling systems of the B2 route
Table 8
Signalling systems of the B3 route
Country/Types of systems_
Slovakia/ETCS L1 545 (4,6%)
Ukraine/ALSN 1670 (14,2%)
Russia/ALSN 1200 (10,2%)
Azerbaijan/ALSN 210 (1,8%)
water route 270 (2,3%)
Turkmenistan/ ALSN 1120 (9,5%)
Uzbekistan/ALSN 730 (6,2%)
Kazakhstan/ALSN 1820 (15,4%)
China/CTCS 4200 (35,8%)
Total length railway corridors C2.1 11765 (100%)
Length of route (km)
Russia/ALSN
water route Tu rk me n i 5t a n/A L S N
Ulbekistan/ALSN
Azerbaijan/ALSN
Kazakhstan/ALSN
Utraine/ALSN
5 low a k I d;'£ ICS L
China/CTCS
Table 9
Country/Types of systems Length of route (km)
Slovakia/ETCS L1 545 (4,3%)
Ukraine/ALSN 1670 (13,3%)
Russia/ALSN 1200 (9,5%)
Azerbaijan/ALSN 210 (1,7%)
water route 370 (2,9%)
Kazakhstan/ALSN 4390 (34,9%)
China/CTCS 4200 (33,4%)
Total length railway corridors C2.2 12585 (100%)
Signalling systems of the C route
Table 10
Country/Types of systems Length of route (km)
Poland/ETCS L1 500 (4,2%)
Ukraine/ALSN 990 (8,3%)
Belarus/ALSN 250 (2,1%)
Russia/ALSN 1865 (15,6%)
Kazakhstan/ALSN 4140 (34,6%)
China/CTCS 4200 (35,2%)
Total length railway corridors D 11945 (100%)
Signalling systems of the D route
RussiaiALSN
Kaiakhstan/ALSN
Be lanj s/ALS N
llkraine/ALSN
Polantt/ETCS LI
China/CTCS
Table 11
Country/Types of systems Length of route (km)
Slovakia/ETCS L1 150 (1,9%)
Hungary/ETCS L1 300 (3,8%)
Romania/ETCS L1 740 (9,2%)
Bulgaria/ETCS L1 340 (4,3%)
Turkey/ETCS 2370 (29,7%)
Iran/ATC 1970 (24,7%)
Pakistan/AWS/ATC 1600 (20,0%)
India/AWS/ATC 500 (6,4%)
Total length railway corridors E 7970 (100%)
Signalling systems of the E route
Turkey/ETCS
¡rsn/ATC
Bulgaria/ETCS LI
Romania/ETCS LI
Hungary/ETCS L: Slovakia/ETCS L
(ndia/AWSJATC
Pakistan/AWS/ATC
References
1. Smith P., Majumdar A., Ochieng W.Y. An overview of lessons learnt from ERTMS implementation in European railways / Journal of Rail Transport Planning & Management 2 (2012) p.p.79-87
2. Advanced Train Control Systems / Editor: B. Ning. - WIT Press -Southampton. 151 p.
3. The Railway Market in China. SCI Verkehr GmbH, - 2012. - 12 p.
4. IRFKA - Indian Railways Fan Club: http ://www.irfca. org/faq/faq-signal4.html
5. Train protection system: http://en.wikipedia.org/wiki/Train_protection _system
Abstracts:
Results of works within the project NEAR2 on creation of the European-Asian network of researches regarding infrastructure and the signalling system are presented.
Keywords: NEAR2 ,European-Asian network of researches
Представлены результаты работ в рамках проекта КБАЯ2 по созданию Европейско-Азиатской сети исследований в части инфраструктуры и сигнализации.
Ключевые слова: КБЛ^, Европейско-Азиатская сеть исследований
Представлеш результати робгг у межах проекту КБАЯ2 зi створення £вропейсько-Азiатськоl мереж дослiджень в частинi iнфраструктури та сигналiзацil. Ключовi слова: МБЛ^, £вропейсько-Азiатська мережа дослiджень
Зб1рник наукових праць Дон1ЗТ. 2013 № 36
Зб1рник наукових праць Дон1ЗТ. 2G13 № 3б
