European Signalling System for Rail Industry
Interoperability has become a keyword in the European Rail sector. It is easy to see there is an urgent need for a harmonized, interoperable train control system. At least seven proprietary ATP systems (Bombardier, Alstom, Invensys, Alcatel, Ansaldo/CSEE, Siemens /ZUB) were installed in European railway, creating a considerable barrier to Interoperability. A deep change in the communication and signalling system is taking place with the new ERTMS projects (European Rail Traffic Management System). Its purpose is to set up a common ATP/ATC System through Europe, allowing trains to cross borders easily and therefore increase the competitiveness of railways on international corridors for freight and passengers. The vision is to operate all high-speed lines and most other conventional lines through ERTMS/ETCS in Europe.
In the early days of ETCS development, Siemens and other signalling suppliers worked together within the EUROSIG group, which defi ned and specifi ed the ETCS components to ensure compatibility and interoperability of the various sub-components and sub-systems. Siemens was the fi rst to offer the S21 Eurobalise for commercial projects. German Rail (DB) has chosen the Berlin--Halle/Leipzig line as one of the European pilot lines for commercial operation at ETCS Level 2. The objectives of the pilot project are to demonstrate the interoperability of the system, employing components developed by various manufacturers. The line is equipped with conventional axle counters and lineside signals. For ETCS Level 2 operation, the line will have three radio block centres, each connected via LAN to the relevant electronic interlocking, and approximately 1000 S21 Eurobalises. Installation of GSM-R (Global System for Mobile Communications--Railways) has been successfully completed, covering the basic functionality of ETCS Level 2, such as movement authorisation.
The Signum system (Automatic Train Warning System –ATW) was the fi rst in the Swiss Rail network to provide help or supervision to drivers. It signifi cantly increased the safety with acoustic signals in cabins coupled with distance signals. However, this ATW system had no impact on network capacity. The French equivalent ATW system was the“ crocodile” based on another technical concept, which of course was a problem to interoperability. When Swiss Federal Railways (SBB) introduced new signals in the 1990s, the ZUB system (Automatic Train Protection – ATP, with balises on the tracks) was introduced in order to launch emergency barking in case of exceeding specifi c needs. Such a system was mainly implemented in German speaking countries, whereas in France for example it was the KVB. At least 10 different ATW/ATP systems were then developed in Europe, creating a considerable barrier to Interoperability.