Signaling System for

High Speed Railway (HSR)

KONSINYERING RPM KERETA API KECEPATAN TINGGI
BIDANG SDM
16 SEPTEMBER 2021

Dr. Eng. Ahmad Sugiana

1
 Agenda

 Introduction
 Overview Signaling& Telecom
System
 ETCS
 Others

2
  Introduction

 Essential Elements:
• Infrastructure (track work, signaling syste
m, stations, electrified lines)
• Rolling stock (cars, locomotives)
• System of operating rules and procedures
for a safe and efficient operation (“softwa
re” of a railway)

3
 High Speed Railway, HSR (UIC):
• A high speed railway system that contains the
infrastructure and the rolling stock.
• The infrastructure can be newly built dedicated
lines enabled for trains to travel with speed
above 250 km/h or upgraded conventional lines
with a speed up to 200 or even 220 km/h.
• HSR requires specially built trains with
increased power to weight ratio and must have
an in-cab signaling system as traditional
signaling systems are incapable of above 200
km/h.
4
 Types of HSR System on
relationship with Conventional
Rail (Watson, 2021):
1)Dedicated line
2)Mixed high-speed line
3)Conventional mixed line
4)Fully mixed
5
 Dedicated line

• Fully separated from a conventional line,

a high capacity, high safety, and no le
vel crossings.
• fences all along the line, often built on
viaducts or in long tunnels, and a high
construction cost,
• such as the case in Japan and Taiwan.

6
 Mixed HSR lines

• A wider area to serve, increased accessibility as high

-speed trains run on dedicated and conventional lines
, high capacity of HS lines stretch over larger areas,
reduced building costs.
• stretches of conventional lines have less capacity and
can be a bottleneck for increased traffic, reduces safe
ty, increases maintenance costs, whilst the rolling
stock must be equipped with two signaling systems
for HSR and conventional rails.
• such as the case in France and China, South Korea

7
 Mixed Conventional line

• Lines that are used by HSR trains and by

conventional trains.
• It can be a suitable solution if a country has a
different gauge from the standard gauge size
to be part of the European railway network
and supports interoperability of international
services such as the case in Spain.
• more difficult and expensive to maintain,
needs special rolling stock, which is also more
expensive to purchase and maintain.
8
 Fully mixed lines

• lines used by all types of trains,

including freight
• maximum flexibility, full capacity, reduce
s safety, reliability, and punctuality, and
increases maintenance costs
• fences all along the line, often built on
viaducts or in long tunnels, and a high
construction cost,
• such as the case in Germany.
9
 Way to Develop the HSR System

• Build new systems:

– Building lines, operating, and maintaining
them is an expensive business, but it gives
an opportunity to develop a system that
can operate at a higher speed and with
bigger time savings
– Each new project includes planning, land
purchasing, infrastructure building, and
rolling stock costs.

10
 Differences between HSR a
nd Conventional Rail
• The fundamental principle is the same, but the
biggest difference lies within speed and capacity.
• Technological differences: track quality, traction
power (rolling stock), signaling system, power
supply.
• Signaling System: railway lines with speeds under
160 km/h use trackside signals to control the safe
movements of trains, but if speeds exceed 160 km/
h, the driver cannot reliably read signals placed on
the trackside. So, for speed above 160 km/h, use
onboard signaling.
11
 HSR systems in operation worldwide in 2020

Watson 2021
12
 Signaling & Telecom System

Telecommunication System
Signaling System

13
 Telecommunication System

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 • PABX
• Public Address
Voice
Demand • Etc.

• Signaling
• Ticketing
Data
Demand • Etc.

• PIDS
• CCTV
Image/ Video
Demand • Etc

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 Backbone Network System
• Optical Network (common practical backbone)
• No issue
• Priority layer can be made according to types of a
pplication (critical data such as signaling, general d
ata, optional data and etc.)

16
 Communication System for Operation

• Digital Trunking
• Tetra or DMR, etc.
• Frequency issue (license)

17
 General Communication System
• PABX
• Public Address
• PIDS
• CCTV
• Etc.

18
  Signaling System

Basic Concept
History
Why We need New Signaling
Classification

19
 Basic Concept
(Cunliffe, 1968)
Primary Objective: Safety
Extended Applications:
• Increase in speed
• Greater line capacity
• Improved control and economy of train operating
(consolidation of interlocking, remote control,
optimum of use of trackage)
• Automation of marshaling yards,
• Automatic train control
• Important smaller installation (aws, etc) 20
 (Pearson, 2010)
• Role of rail signaling within the
railway system
• Principles of safety and high
integrity systems
• Functions and characteristics of
line-side signaling elements
21
 Role of rail signaling within the railway system

• Historical landmarks for signaling: history of railway operations

ex hand control of movements, space interval, block system; sig
nals ex fixed, color light, multiple aspect; multiple train moveme
nt; impact of speed.
• Purpose and scope of a signaling system: detection & separatio
n of trains, use of points, route-setting, signal formation and pe
rmanent way ex interface between ballast, track, traction system
s (electrification – catenary, third rail), train braking systems; sig
naling and control methods ex staff and competence, rules and
regulations (control of train movements), capacity planning (hea
dway, basis of timetable); signaling and external interfaces ex le
vel crossings, other infrastructure owners.
• Man-machine interface: the driver and signaler interface, warnin
g and advisory systems ex advanced warning system (AWS), trai
n protection warning system (TPWS), automatic train protection
(ATP), accidents and preventive measures, automation.
• Main line-side elements: ex control cabinets, signal posts/gantri
es, ground signals, route displays (feathers, theatre boxes),
power systems, illumination systems/lamps. 22
 Principles of safety and
high integrity systems
• Signaling system lifecycles: design, construction,
commissioning, life span of equipment, maintenance,
repair, operation; decommissioning.
• High-integrity systems: principles ex fail-safe, wrong
-side, right-side, failures, resilience, graceful degrad
-ation, components of signaling system ex control cir
cuitry (logic control and computing systems), lamps/
bulbs, relays.
• Application of principles throughout lifecycle: reliability
, availability, maintainability and safety (RAMS), conc
ept of redundancy, inherent safety characteristics, in
dependent checks.
23
1. Off Site : All integration and testing tasks conducted in Laboratories or factory.
2. Site : All integration and testing tasks conducted in the field.
3. Supplier Lead : Oriented to cover Functional exigencies.
4. Customer Lead: Oriented to cover Operational exigencies.
5. FAT : Factory Acceptance Testing.
6. PICO : Post-Installation Check Out.
7. TCC : Traffic Control Centres.
8. SIT : System Integration Testing.
9. SAT : System Acceptance Testing.
10. SCO : Supervised Commercial Operation

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 Functions and characteristics of
line-side signaling elements
• Function of elements: relationship between
points, signals, train detection, communicatio
ns and power, interfacing with signaler and
driver.
• Consequences of failure/incorrect commission
ing: concepts of protected and unprotected
failures; concept of as low as reasonably pra
cticable (ALARP).
• Risks and mitigation: design and construction
features; testing and commissioning; preventi
ve maintenance. 25
 History of signaling system

In Indonesia

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 Why We Ned New Signalling
• Capacity Increase
• Safety Improvement
• Better Punctuality
• M&O Cost Reduction
• Obsolescence Management
• Interoperability
(Parson, 2009)

27
 Classification

• Interlocking System

• Train Control System

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Interlocking System
(Pachl, 2009)
 Definition: “an arrangement of points and signals
interconnected in a proper & safe sequence”.
Signal Arrangements:
• Interlocking Limits (North American Practice)
• Stations Limits (Older British Practice)
• Home Signal Limits (German Practice)
Components
• Interlocking Devices
• Switch
• Point
• Train Detection*
• Block System*
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Interlocking Device
• Relay based Interlocking (NX, GL1, MIS
801, etc.)
• PLC based Interlocking (AllisterCargo,
Ansaldo, SIL02,etc.)
• Computer based Interlocking/ CBI (VPI,S
SI, etc.) (HSR)

30
Block System
(Pachl, 2009)
• The purpose of block systems is to
ensure a safe train separation on lines
with fixed block section.
• A block system consists of signaling
appliances and appropriate operating
procedures.
• There are two basic kinds of block
systems: manual and automatic 31
Spacing Train
(Pachl, 2009)
Three basic theoretical principles of
train separation:
• In relative braking distance
• In absolute braking distance
• In fixed blocked distance

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Train Separation in Relative Braking
Distance

33
Train Separation in Absolute Braking
Distance

34
Train Separation in Fixed Block Distance

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 Train Control System
Classification
• Automatic Train Protection (ATP)
• Automatic Train Operation (ATO)
• Automatic Train Supervision (ATS)
 Evolution Train Control System (Morar,
2012):
• 1st Generation (Intermittent ATP)
• 2nd Generation (Continuous ATP & ATO)
• 3rd Generation (Continuous ATP & ATO
with increased data transmission)
• 4th Generation (CBTC)
36
 Evolution of Train Control System

37
1st Generation
 Architectures:
• Track Circuit for train detection
• Wayside Signals for Movement Authority
• Trip Stops for enforcing train stop (Intermittent ATP)
Implementation: many major lines around the world.

38
2nd Generation

Architectures:
• Track Circuit for train detection
• In-cab Signals for Movement Authority
• Continuous ATP
• Automatic Train Operation
Implementation: Washington (WMATA), Atlanta (MARTA)
and San Francisco (BART) systems in the USA, the London
Underground’s Victoria Line, and the initial rail lines in Hong Kong
and Singapore.
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3rd Generation

Architectures:
• Track Circuit for train detection
• In-cab Signals for Movement Authority
• Continuous ATP with increased data transmission
• Automatic Train Operation (
Implementation: RER Line A Paris, Mexico, Hong Kong,
Santiago (Chile), San Juan (Puerto Rico), Los Angeles Metro
Green Line, Copenhagen Metro, Shanghai Metro Line 2, Beijing
Metro Line 5 and Madrid Metro.
40
4th Generation (CBTC)
 Architecture:
The use of technology other then track
circuits for continuous data communications.
Primary train location detection is
independent of track circuits that provides
more precise method of determining train
location.
The use of computers to continuously
process information.
Similar Architectures: PTC,
ERTMS/ETCS, CTCS, KRTCS, ATACS
41
CBTC systems
4 major subsystems:
• ATS Equipment, Wayside Equipment, Train-borne Equipment,
Data Communications Equipment

42
Grade of Automation

43
 European Train Control System (ETCS)

 Background
 Train Control: Communication &
Supervision
 Concept and System Architecture
 ETCS Levels

44
 Background
European Harmonization
Interoperability Directives
Advantages of ERTMS/ETCS

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46
European Harmonization
 Aim of European Union (EU): Realize a harmonized
European Railway Market:
Provide free access to network and market for railway
undertakings
Harmonization of the railway sector
Establish an interoperable trans-European railway system
 Requirements for components and subsystem
Safety
Reliability and Availability
Health, Environment Protection
Technical Compability respectively Interoperability
Accessibility

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Interoperability Directives

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49
 Country Types of Train Control Equipment Functionality Technology used for data transmission
Austria PZB/ Indusi Discrete speed supervision Intermittent/ inductive coil
LZB Cab signaling Continous/cable loop
Belgium Crocodile Warning Intermittent/ galvanic contact
TBL1 Stop Intermittent/ inductive coil
TBL2 Cab Signaling Intermittent/ inductive coil
TVM Cab signaling Continous/track circuit
Bulgaria Ebicab Continous speed supervision Intermittent/transponder
Czech Republic LS Discrete speed supervision Semi continous/track circuit
Intermittent/transponder and optional
Denmark ZUB 123 Cab Signaling
semicontinous/ cable loop
HKT Cab Signaling Semicontinous/ cable loop
France Crocodile Warning Intermittent/ galvanic contact
KVB Continous speed supervision Intermittent/transponder
TVM Cab Signaling Continous/track circuit
Germany PZB/ Indusi Discrete speed supervision Intermittent/ inductive coil
ZUB 122/262 Tilt and speed supervision Intermittent/transponder
LZB Cab Signaling Continous/cable loop
Great Britain AWS/TPWS Discrete speed supervision Intermittent/ inductive coil
TVM Cab Signaling Continous/track circuit
TBL Cab Signaling Intermittent/transponder
Selcab Cab Signaling Semicontinous/ cable loop
TASS Tilt and speed supervision Intermittent/transponder
Hungary EVM Discrete speed supervision Semicontinous/ track circuit
Italy BACC Discrete speed supervision Semicontinous/ track circuit
SCMT Continous speed supervision Intermittent/ eurobalise
SSC Discrete speed supervision Intermittent/ transponder (microwave)
Luxembourg Memor II+ Warning/ stop Intermittent/ galvanic contact
Netherlands ATB EG Discrete speed supervision Semicontinous/ track circuit
ATB EG+NG Continous speed supervision Intermittent/transponder
Poland SHP Warning Intermittent/ galvanic coil
Romania Indusi Discrete speed supervision Intermittent/ galvanic coil
Serbia Indusi Discrete speed supervision Intermittent/ inductive coil
Slovakia LS Discrete speed supervision Semicontinous/ track circuit
Slovenia Indusi Discrete speed supervision Discontinous/ inductive coil
Spain ASFA Discrete speed supervision Discontinous/ inductive coil
Ebicab Continous speed supervision Discontinous/ transponder
LZB Cab Signaling Continous/cable loop
Sweden Ebicab Continous speed supervision Discontinous/ transponder
Continous/ analogue radio and discontinous/
Radioblock Continous speed supervision
transponder
Switzerland Signum Warning/ stop Discontinous/ inductive coil
Continous/ transponder and optional
ZUB 121 Continous speed supervision
semicontinous/ cable loop
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Advantages of ERTMS/ETCS
 Safety:
Constant speed moving
Signals received in the train
Direct surveillance of level crossing and avalanche
information systems
Uniform European driver’s panels
TSR (Temporary Speed Reductions) sent to the network
 Cost:
No or reduced number of physical signals
Fewer track magnets with cable connections
European standard
Cheaper signal systems

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 Accessibility:
number of track magnets and no cables
Swifter error recovery with reduced number of
systems
 Interoperability:
Standardized information screens for train drivers
in Europe
Uniform technical interface between train and
infrastructure
Uniform operative interface between train driver
and infrastructure
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 Maintenance:
Standardized systems
Fewer critical safety interfaces
One system per track
Several suppliers on the market

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 Train Control: Communication
& Supervision

Track to Train Communication

Continuous Communication
Supervision of Trains

54
 Track to Train Communication

 Continuity:
Spot transmission (discrete): Indusi-Magnet,
Balise, RFID-Tags
Semi-continuous: Euroloop, Coded Track Circuit,
Radio Infill
Continuous: Radio (GSM-R, Euro Radio, TETRA,
Analog Train Radio), LZB Track Cable
 Directionality:
Unidirectional: Balise, Broadcast
Bidirectional: regular mobile
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 Continuous Communication
 Provide a permanent connection to the train
 Is allocated along the entire track
Complex and expensive
Not necessary coupling of location and function
Establish an interoperable trans-European railway
system
 In Germany from 160 km/h required
 Example:
LZB (Germany)
TVM (France, Belgium)
ATB (Netherlands)
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 Supervision of Trains
 Spot transmission (discrete): at a point
 Semi-continuous: trackside supervision but
not the complete train movement
 Continuous: the complete train movement
 Distance and /or speed supervision
 General problems
Various Weights and lengths, high mass
Braking distance normally longer than viewing area
Limited power transmission wheel rail
Slope
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System Architecture

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 ETCS Levels
Level 0
Level 1

Level STM

Level 3
Level 2

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 Others
Chinese Train Control System (CTCS)

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CTCS Level 3

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KOREA

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 Thank you!
sugianaa@telkomuniversity.ac.id
+6281320429546