ELEC7404

Lecture 7
Signalling systems

Dr KM Leung
BSc (Eng), MSc, PhD, JP
CEng, FIMechE, FHKIE, MIET, REW
([email protected])

8/15/2023 Page 1
Course contents

1. Capacity equations
2. Block systems – fixed block, distance-to-go, moving block
3. AWS, TPWS
4. ATP, ATO
5. GSM-R
6. ETCS, ERTMS

8/15/2023 Page 2
Capacity Equations
1. Line capacity, 𝐶𝑙 , ppdph = Train capacity, 𝐶𝑡 , p/train x max. throughput,
𝑇𝑚𝑎𝑥 , trains/hr

2. Service headway throughput, 𝑇𝑠 , tph = 3600/𝐻𝑚𝑎𝑥

(𝐻𝑚𝑎𝑥 is max. time headway, s (headway can be in time, s or length, m)

3. Min. headway, 𝐻𝑚𝑖𝑛 , m = 𝐻𝑠 , m + Headway margin, δH, m

4. Theoretical min. headway is the time between 2 trains, separated by

braking distance, passing a point at full speed, v,
ie. separation, s >= 𝑣 2 /2b
(where 𝑣 2 /2b is the braking distance, b is braking rate)
Capacity Equations

5. Min. time headway, 𝐻𝑚𝑖𝑛 , second = (s + L)/v

where L is the train length
𝐻𝑚𝑖𝑛 , s = (s + L)/v = v/2b + L/v

6. As max. throughput, 𝑇𝑚𝑎𝑥 , tph = 3600/𝐻𝑚𝑖𝑛 (in s),

𝑇𝑚𝑎𝑥 = 3600/(v/2b + L/v)
Block systems
1. Rail line is divided into blocks (sections), no more than 1 train can enter
into a block at any one time (signaling system ensures that).
2. A block contains a track circuit (which is connected to signals) for train
detection.
3. Block system protects trains following one another along the same track
(without junctions)
4. Block principles adopted in UK
• Absolute block (AB) : using telegraphs, telephone or radio telemetry
• Track circuit block (TCB) : using track circuits, axle counters, balises (train
positioning) or odometry, doppler radar, GPS, radio telemetry (train
navigation), etc for train position and navigation detections
Absolute block system
1. Signal A127 is clear as 2 blocks (A127 and A125) in advance are cleared
2. Signal A125 shows danger aspect as block A123 is occupied
3. Absolute block system is used to ensure enough distance (i.e. 2 blocks) is
maintained for the following train to stop

Signal A127 Signal A125

Block A127 Block A125 Block A123 Block A121

Absolute block system (these 2 blocks must be

cleared to allow signal A125 to show a proceed
aspect)
Fixed block system
1. Fixed block
• Free block is required between trains (one empty block before the
occupied block plus safety margin (2 block lengths))
• Limited headway
• An overlap is a section past the main signal for safety purpose. It
protects against SPAD, and guarantees clear when main signal is green.

Overlap
Fixed block, distance-to-go, moving block
2. Distance-to-go principle
• Maintain safe braking distance between trains
according to track circuit and positioning
(normally add 1 block length as safety margin)
• Enable shorter headway, better capacity

3. Moving block
• Maintain train separation based on real-time
train positioning (normally add 50m as safety
margin, but this length varies with train speed)
• Shortest headway, continuous headway, capacity
improvement
 Block systems - Speed Codes

Driver display shows low Target speed curve

speed is permitted before Safety
intervention Dynamic speed Over 35 kph
margin
curve

Speed 315/315 315/285 285/235 235/170 170/35 35/35 Occ.

codes Vm/Vm Vm/V1 V1/V2

Block A7 Block A6 Block A5 Block A3 Block A2 Block A1

• ATP will brake the train if current speed exceeds 𝑉1 in block A6

• When the train moves to block A5, ATP will brake the train if speed exceeds
𝑉2 in block A5
Fixed block system
A train with ATP picks up 2 pieces of vital information from the beacon antennas
when entering a block :
• Authorized speed for this block
• Target speed code for next block

• When the train enters block A5, the speed code is 78/61. The permitted
speed is 78 kph and the target speed for the next block is 61 kph.
• Braking distance = 𝑉𝑚2 /2b, block length, 𝐿𝑠 = 1/(n-1).𝑉𝑚2 /2b, total
separation, 𝑆𝑛 = (n+1)/(n-1).𝑉𝑚2 /2b, Headway, 𝐻𝑛 = (𝑆𝑛 + L)/𝑉𝑚
Fixed block system
• When the train enters block A3, the code changes to 40/0, the next block
is an overlap block and the speed must be zero when the train reaches the
end of block A3.
• If the train attempts to enter block A2, the onboard ATP will detect the
0/0 speed code and will apply an emergency brake.

Vm/V1 V1/V2 V2/0

Fixed equi-block and Distance-to-go
• For fixed equi-block, when the following train will reduce target speed until it stops at
the end of block A3. The braking curve is called standard braking curve for fixed block.
There are 2 intermediate speeds, ie V1, V2 (and 0), n-1=3 (3 blocks for braking) and
n=4.
Distance-to-go braking curve Safety
margin
Fix block standard braking curve 33 tph
Speed code

78/78 78/78 78/61 61/40 40/0 0/0 Occ.

Vm/Vm Vm/Vm Vm/V1 V1/V2 V2/0

Block A7 Block A6 Block A3 Block A2 Block A1

• For Distance-to-go, the following train can proceed to block A2. This eliminates the space
due to empty overlap block behind the train (line capacity can increase by 20%). To get
so close to the occupied block requires accurate and constant checking of the braking,
and the onboard computer constantly calculates the required braking curve. A safety
margin (of one block length) is allowed for error.
Siemens “Trainguard MT” CBTC – Train control levels
Source : Siemens

Position report
Movement authority
 Fixed block vs. moving block headway
Train stop system
(monitor by signals) 28 tph

Fixed equi-block 33 tph

(monitor in steps)

78/78 78/77 78/61 62/39 40/0 0/0 Occ.

Speed code overlap
Fixed block
Distance to go 36 tph
(monitor continuously)
Occ.
Min. separation between trains is the braking distance + safety margin (1 block/50 to 200m) + transmission delay

Moving block 36 tph +

(monitor continuously)
Safety margin
Min. separation between trains is the braking distance + safety margin (~50m to 200m) + transmission delay
Occupation time for a block section (for reading only)
Moving block signaling
1. Moving block needs

• Continuous 2-way communication between train and track (with

sufficient bandwidth and safe integrity)

• Accurate train position measurement and speed measurement, ie.

using track circuits, axle counters, balises, odometry, doppler radar,
GPS, radio telemetry, etc for train position detection

• Reliable detection of train integrity

(Metros moving block)
Worked Example

Q. A metro uses an equi-block railway control system with 2

intermediate speeds. The line speed limit is 90 kph. The trains can
achieve a braking rate of 1.2 m/s2 and are 180 m long.
(a) Estimate the minimum headways provided by these systems when
the trains are simply following each other on a plain rail. Explain
what assumptions you have made in your calculation and justify the
formulae used.
(b) Calculate the capacity gain by the metro with
(b1) a distance-to-go signaling, and
(b2)a moving block signaling.

Ans. See supplement

Worked Example

Q. A metro uses an equi-block railway control system with 2 intermediate

speeds. The line speed limit is 90 kph. The trains can achieve a braking
rate of 1.2 m/s2 and are 180 m long.
(a) Estimate the minimum headways provided by these systems when the
trains are simply following each other on a plain rail. Explain what
assumptions you have made in your calculation and justify the
formulae used.
(b) Calculate the capacity gain by the metro with (b1) a distance-to-go
signaling, (b2)a moving block signaling.
Worked Example
Ans. (a)
With 2 intermediate speeds, V1, V2, it indicates that there are 3 equi-
blocks for the braking distance, that is Vm/V2, V2/V1, V1/0 (altogether 3
blocks, ie. n – 1 = 3 blocks and n = 4, where n is the no. of aspects).
The braking distance is divided into 3 parts of equal length to give the
block length. Block length, Ls = 𝑉𝑚2 /2b.1/(n-1), and we use the formula
n-1=3.

The minimum separation distance, Sn for a train running without interference

for fixed block system is braking distance + 2 blocks, therefore Sn = 3 + 2
blocks = (n+1) blocks. The 5 blocks with velocity ratios are Vm/Vm, Vm/V2,
V2/V1, V1/0 and 0/0.
Worked Example
Ans. (a) Under ATP, the trains should be allowed to run at full speed at full
length of the Vm/Vm block and stop at V1/0 block. Braking takes n-1
blocks. Vm = 90/3.6 = 25 m/s.
Braking distance =𝑉𝑚2 /2b = (25)2 /(2x1.2) = 260.4 m
Block length, Ls = 𝑉𝑚2 /2b.1/(n-1) = 260.4/3 = 86.8 m

Separation, Sn = (n+1)/(n-1). 𝑉𝑚2 /2b = 5 x 86.8 = 434 m (1 block +

safety margin added)
Headway, Hn = (Sn + L)/Vm and L is train length
Hn = ((4+1)/(4-1)x(25)2 /2x1.2 + 180)x1/25
Hn = (434 + 180)/25
Worked Example
5 252 1
Hn = ( . + 180). = 24.6 s
3 2.4 25

(b1) For distance-to-go, min. separation between trains is the braking

distance + 1 block length
Headway, Hn = 260.4 + 86.8 + 180 = 527.2 m or 527.2/90/3.6 = 21.1 s
Capacity gain = 1 – 527.2/614 = 14.1 %

(b2) For moving block, min. separation between trains is the braking distance
+ safety margin (50 to 200m, assume 50m) + transmission delay
Headway, Hn = 260.4 + 50 + 180 = 490.4 m or 490.4/90/3.6 = 19.6 s
Capacity gain = 1 – 490.4/614 = 20.1 %
Key signaling principles
1. Train movements are monitored and planned, and the track (on which
a train is to run) must be protected in advance to prevent trains
collision (conflicting train movements).

2. If track protection is not possible, train must be run at reduced speed

(in the rule book, restricted manual driving), ie. line of sight driving,
40 kph for HS line and 22 kph for metro.

3. Signaling interlocks prevent train derailment at incorrect set points.

4. Signaling gives movement authority (MA) to proceed (which does not

conflict with the route set)
Key signaling principles
5. Signaling protects the level crossings (no level crossings in HK, except
for Light rail)

6. Signaling optimizes the use of train service, also optimize the

occupancy of the track (both tracks and trains)

7. Indications to enable the safe maximum speed relative to the track

geometry, distance-to-signal, distance-to-obstruction. Train speed is
to be known and will not exceed speed limit

8. Detect and protect against failure of or damage to structures, track

or railway formation
Key signaling principles

9. Critical railway systems (including signaling) shall “fail safe” that

is if any system fails, the system will automatically revert to a
safer state. The safest state is where and when all trains stop.
Automatic warning system (AWS)(for reading only)
1. Indicates to the train driver the approach of each signal

2. Indicates whether the signal is green/caution/red aspect

3. When in case of caution indication, the driver has to acknowledge

within 2 to 3 seconds

4. Intervenes with emergency braking if the driver fails to

acknowledge the caution warning

5. AWS is a warning system, not a protection system. The driver’s

acknowledgment overrides both the warning and the brake
application
Automatic warning system (AWS)(for reading only)
• When the signal at green, the electromagnet is energized, the driver
receives an audible confirmation
• When the signal at caution/danger, the electromagnet is de-energized,
the driver receives a warning tone
• When the driver acknowledges the warning, there will be a display at
driving cab. If the warning is not acknowledged, the AWS will initiate a
full braking application

180 m
Automatic warning system (AWS)(for reading only)

Permanent magnet
AWS track magnets
(initiate the timer Electromagnet
Direction of travel
within train)
Automatic warning system (AWS)(for reading only)

Problems :

• No speed control

• Driver can ignore the signal after pressing the acknowledge button

• Won’t stop at high speed, and SPAD

Train protection and warning system (TPWS)(for reading
only)
1. TPWS is fitted at all stop signals protection junctions or other
points of conflict.

2. TPWS applies emergency braking when :

• a train passes a red signal,
• a train is approaching a red signal (or buffer stop or speed
restriction location) too fast (overspeeding)
Train protection and warning system (TPWS)(for reading only)
3. TPWS –
• with 2 pairs of inductive loops,
• 1 pair located 350 to 400 m before the signal to detect if train
speed is too high,
• another pair just before signal to detect whether stop location is
correct,
• operates by radiating RF energy at approx. 65 kHz from pairs of
track-mounted loops when the signal is showing danger.
• When the signal is showing “proceed” aspect, TPWS is not active.

4. The TPWS equipment in the train is electronic and incorporates the

functions of AWS.
Train protection and warning system (TPWS)(for reading only)
• The TPWS train receiver has a timer which starts counting by detecting the
arming loop frequency (f1 or f3). When the trigger loop frequency (f2) is
detected before the elapsed time, emergency braking will apply (the train will
have emergency braking when it passes a pair of active overspeed sensor
loops at more than the defined speed).
Automatic train protection (ATP) in Europe
1. The Channel Tunnel Rail Link with CSEE (Ansaldo) signaling and TVM 430
train has a continuous ATP system, transmitting speed codes corresponding
to max. permissible speed throughout the link. Transmission can be
continuous or intermittent.
2. ATP enforces the limit of movement authority (ie. transmitting movement
authority, not just the speed codes) and a safe speed.
3. ATP operates as follows :
• When a train approaches a caution (yellow) signal, it receives the train
location and distance-to-go (how far the train can go) messages from the
track-mounted balise
• The onboard ATP checks its speed and calculates the braking profile
(speed profile) required to stop the train
 Automatic train protection (ATP)
4. ATP operates as follows :

• If the train exceeds the supervision speed, a warning is given. If the

train speed is not reduced to within profile, a full emergency brake will
apply automatically.

Balise (beacon) transmits Infill balises and loops give updated

message to train information about the signal ahead
before train reaches the next balise
Automatic train protection (ATP)

5. ATP is not a train control system

6. In summary :
• AWS requires drivers to acknowledge a restrictive aspect
• TPWS monitors speed and movement at discrete points
• ATP provides continuous speed and movement supervision
Automatic train protection (ATP)(for reading only)
Definitions for some ETCS sub-systems :
1. Balise – passive transmission device that sends telegrams to the
EVC (European vital computer, a computer-based system that
supervises the movement of trains). Balises provide fix messages
(when connected to the lineside electronic unit, messages can be
changed).

2. Euroloop – provides signaling information in advance (as regards

to the next main signals)

3. Radio infill unit – provides signaling information in advance (as

regards to the next main signals)
Automatic train protection (ATP)(for reading only)

Definitions for some ETCS sub-systems :

4. Lineside electronic unit – LEU is electronic device that generates
telegrams to be sent by the balises (for information received from
the external trackside systems)

5. For continuous transmission, can use coded track circuits, loops or

leaky feeder (linear radio), GSM-R or Wifi with CBTC or ETCS
levels 2 and 3 systems. Movement authority can be updated or
withdrawn at any time, and moving block can be applied. (ETCS
level 1 runs intermittent ATP system)
Automatic train protection (ATP)
Automatic train protection (ATP)
Source : Hitachi
 Automatic train operation (ATO)
1. Human drivers tend to slow down earlier than the supervision speed
2. But ATO knows exactly when and where to start braking all the time

35

30

ATP safe speed profile

25

Manual driving
Train speed

20 ATO operating
speed profile
15

10

Platform
0
0 0.5 1 1.5 2 2.5 3 3.5
Distance, unit
 Automatic train operation (ATO)
3. ATO uses the movement authority or speed code to calculate the
operating speed profile
4. This means ATO needs ATP data
5. Automatic train control, ATC = ATP + ATO
35

30
ATP safe speed profile
25
Manual driving
ATO operating
Train speed

20
speed profile
15

10

0
0 0.5 1 1.5 2 2.5 3 3.5
Distance, unit
Automatic train operation (ATO)
6. ATO shares ATP data on
• Movement authority, gradient profile & permitted speed profile

7. Data that ATO uses but not ATP

• Coasting points (reduces energy consumption)
• Stopping points
• Speed regulation commands
• Departure time
(Data require by ATO – distance to next signal (current position), current
max. permitted speed, value of next speed restriction, distance to end of
speed restriction, gradient profile, actual speed, brake rate, train speed
limit, length of train)
Automatic train operation (ATO)
8. ATO exists in 3 forms :

• GoA 2 (driver accompanied) – driver in cab observes the line

ahead, controls door opening/closing

• GoA 3 (driverless, but staff attendant on-board) – staff member

on-board, not necessarily in cab, with other duties such as
checking tickets

• GoA 4 (fully driverless) – no staff member on-board, reduces

operation cost
Automatic train operation (ATO)

9. Under ATO, drivers train can maximize the safe speed

regardless of timetable, subject to ATP, hence ATO improves
headway

10. ATS, Supervision – checks and limits individual train to the

timetable

11. ATR, Regulation – monitors all trains wrt. The timetable and tries
to recover timetable when perturbed
Train control (for reading only)
1. ATP monitors trains following the braking curves (protects train from
moving too fast)
2. ATO knows where the trains are all the time
3. ERTMS/ETCS collects accurate train position :
• ETCS level 1 with ATP functionality
• ETCS level 2 for limits of movement authority
• ETCS level 3 for train following distance
4. Features of modern train control :
• Guarantee of safety
• Enhance reliability
• Highly automated and integrated system
• Flexible in monitoring and intervention
• Higher O&M efficiency
GSM-R (for HSR & main line, not metros )
GSM-R, Global system for mobile communications- Railways (Voice and
data communications)

• 900 MHz (876 to 880/921 to 925 MHz)

• In Europe, 876 – 915 MHz uplink, 921- 960 MHz downlink (mandatory
ETCS data only radio shall be 876 – 880 MHz uplink and 921 – 925
MHz downlink (dedicated frequency bands as defined by UIC))

• 2G circuit-switch communication

• Provides continuous link, uses 19 frequencies in 900 MHz frequency

GSM-R
• Can submit text messages for ETCS

• Provides both data and voice communication

• High capacity standardized system

• GSM-R (Global system for mobile communications- Railways, voice

and data communications) is developed based on GSM
communications standard (digital radio system based on mobile
phone standard)

• Additional capability, eg group call, train no. based call,

GSM-R
• Worked example :

➢ GSM-R – 270.8 kbit/s data rate, 200 kHz bandwidth, 0.01 W,

ie bandwidth efficiency = 270.8/200=1.35 bit/s/Hz

➢ TETRA (Terrestrial trunked radio, 380 to 400 MHz, 410 to 430

MHz, 806 to 824/851 to 869 MHz) – 28.8 kbits/s data rate, 25
kHz bandwidth, 0.0002 W
ie bandwidth eff. = 28.8/25=1.15 bit/s/Hz

➢ GSM-R transmitter 0.01W, train radio receiver 0.0002W

ie Loss = 10 log(𝑃𝑠𝑡𝑎𝑟𝑡 / 𝑃𝑒𝑛𝑑 ) = 10log(0.01/0.0002) = 17 dB
GSM-R

• Velocity of light, c = fλ = 3 x 108 m/s

(where f is frequency, λ is wavelength)

• BBC world service, f = 648 kHz, λ = 463 m

• Mobile phone service, f = 900 MHz, λ = 0.33 m

• UHF – UHF television, GSM, GSM-R, 3G, Bluetooth, WiFi

• VHF – VHF television, FM radio, navigational aids
• HF – short wave radio, radio telephone
• Eg broadcast radio signal, 98 MHz, λ = 3 x 108 /98 x 106 = 3.1 m
4G – 700 MHz to 2500 MHz, approx. 47 Mb
5G – 28 GHz to 39 GHz, ~193 Mb
 GSM-R vs. Public GSM
Public GSM GSM-R

Wide area coverage Line coverage

Antenna 65 - 3600 Antenna 20 - 650

19 frequencies
58 frequencies (extended voice services : voice group calls, voice
broadcast, emergency calls, priority calls)

Max. speed in network upto 500 kph

Max. speed in network upto 300 kph
(plus functional addressing, location based addressing)
GSM-R vs. Public GSM
GSM-R directed antennas concentrating on line instead of areas

Normal configuration of public GSM network with 360

degree cell to cover areas
Cell

Configuration of GSM-R with

directed antennas at the base
antenna
stations to cover line
antenna
GSM-R, Global system for mobile communication- railway for XRL
LTE, Long Term Evolution
1. 4th generation of LTE is currently proposed by
the mobile operators towards a single
communications for voice, train control and
broadband data

2. LTE is designed for high bandwidth mobility

applications, typically 100 Mbit/s download
and 50 Mbit/s upload

3. LTE was tested at Shanghai HS airport

railway line at 430 kph for passenger
internet

4. Bandwidth 1.4, 3, 5, 10, 15 and 20 MHz

 Typical uplink/downlink requirements for a train (for reading only)
Downlink (track-to-train) Uplink (train-to-track)
Application
(kbit/s) (kbit/s)

Train control < 100 < 100

Voice call < 50 < 50

CCTV < 100 4 to 8 Mbit/s

Telemetry < 300 < 300

Passenger information < 100 < 10

Passenger internet access ~ 10 Mbit/s ~ 1 Mbit/s

 Digital Signals (for reading only)
1. Digitals signals – obtain from discrete signals (sampled signals) by
allocating a digital code to each sample
2. Code corresponds to binary (base 2, ie. 011001) representation of
sampled values of analogue input
3. Why digital – cheaper, more reliable, more secure, regeneration via
repeaters….., but require larger bandwidth to convey same inf.,
synchronization, interface to analogue

Analogue Digital
input output
Sampled A/D
Amp Filter signals (Encoder)
 ETCS, European Train Control System

Point controller RBC GSM-R Fixed telecom network

Interlocking Central traffic control

Point motor

Track circuit Balise (in groups Track circuit

between 1 to 8 balises,
to determine train
position)
ETCS Trackside sub-systems
1. Balise – passive transmission device that sends telegrams to the EVC
(European vital computer). Balises provide fix messages (when
connected to the lineside electronic unit, messages can be changed).
The balises are organized in groups, each balise transmits a
telegram, and the combination of telegrams defines the message
sent by the balise group

2. Radio block centre, RBC – computer-based system that generates

messages to send to the train (for information received from
trackside systems and exchanged with on-board EVC). The
messages provide movement authorities to allow safe movement of
trains
ETCS Trackside sub-systems

3. Lineside electronic unit – LEU is electronic device that generates

telegrams to be sent by the balises (for information received from
the external trackside systems)

4. Euroloop – provides signaling information in advance (as regards to

the next main signals)

5. Radio infill unit – provides signaling information in advance (as

regards to the next main signals)
ETCS Onboard sub-systems
1. European vital computer, EVC - a computer-based system that
supervises the movement of trains (on the basis of information from
RBC)
2. Driver machine interface, DMI – provide information about
movement authority, max. speed, line chainage and driver data
entry
3. Odometry (speed sensor) – measure wheel rotation to calculate
speed of the train
4. Balise transmission module, BTM – analyze train position and
messages from balises and transmit to EVC
5. Doppler radar – secondary speed measurement system
6. Balise antenna – read trackside balise messages
7. Juridical recorder unit – records all EVC data for analysis
ETCS Sub-systems

Direction of travel

GSM-R antenna

Vehicle
interface BTM EVC
Jumper DMI Balise transmission
module

Balise antenna
Speed sensor Doppler
(tachometer) radar Eurobalise
 ETCS Onboard sub-systems
Italian HS train

Juridical
recorder unit

Balise antenna
ETCS Suppliers

International ETCS suppliers are :

• Thales (CBTC market share 31.8 %)

• Siemens (CBTC market share 29.6 %)
• Alstom (CBTC market share 7.4 %)
• Ansaldo STS (CBTC market share 8.1 %)
• Bombardier (CBTC market share 6.4 %)
• Hitachi
• CAF Signaling…
ERTMS, European Rail Traffic Management System
1. ERTMS comprises :

• ETCS, European Train control System

• GSM-R, Global system for mobile
communication- Railway (Voice and data
communications), 900 MHz (876 – 925 MHz),
2G circuit switched (38,400 bits/s)
• European Operating Rules – under
development
• European Traffic Management Layer – under
development
ERTMS, European Rail Traffic Management System (for reading only)

2. ERTMS/ETCS is a standardized command, control and signaling

system utilizing standardized interfaces between the lineside
infrastructure and on-board system as well as between system and
driver.

3. Interoperable interfaces are DMI, GSM-R radio,

Eurobalise/Euroloop airgap, …
 ERTMS, European Rail Traffic Management System (for reading only)

Train control and signaling

ETCS System (for reading only)
ETCS level 0 (lines without ETCS equipment), with train stop functions
similar to TPWS (in Germany)

Line of sight driving

ETCS

Track occupancy
detection
Interlocking
ETCS System
ETCS level 1 (fixed block lineside signaling) - uses LEUs (lineside electronic
units) and Eurobalises. LEU interfaces to Eurobalises and signal. Signaler sets
route, signal aspect shows proceed, onboard EVC reads MA (distance to end
of authority, speed profile, gradient, etc) from balise group.

ETCS

Eurobalises

Track occupancy LEU

detection
Interlocking

Onboard computes the braking curves.

ETCS System – LEU

LEU, Lineside electronic unit (centralized and

located in the interlocking building) :
• Obtains data (signal aspects, train location,
temporary speed restrictions, etc) via an
electronic communication link from the
interlocking as well as LEUs in neighboring
interlocking control.

• Use the information to determine the

appropriate pre-defined messages to the
Eurobalises.
ETCS System – LEU

LEU, Lineside electronic unit (decentralized

placement) :
• Modular design
• Contains signal adaptor (signal
interface), telegram generator and
power supply
• Can check the voltage and current levels
of the signal lamp
• Input for Eurobalise and Euroloop
• High safety integrity level because of 2
channels
ETCS System – Eurobalise

Onboard antenna

Eurobalise, main suppliers are

Alstom, Ansaldo, Bombardier,
Siemens
ETCS System – Eurobalise

Data uplink
with frequency modulation Power supply 27,095 MHz +/- 5kHz
3,954 MHz for logic 0 (data downlink in future feasible by
4,519 MHz for logic 1 frequency modulation)
Bit Rate 565 kbit/s

Antenna

Balise
ETCS System – Eurobalise and antenna
Siemens antenna for reading
Eurobalise and Euroloop

Eurobalise (fixed
programmed or controllable)

Eurobalise as End of loop markers (EOLM)

 ETCS Level 1

ETCS level 1with Euroloop infill

ETCS

Euroloop Eurobalises
(coaxial
cable) Track occupancy Loop LEU
detection modem
Interlocking
ETCS System – Euroloop
ETCS System – Euroloop
 ETCS Level 2

GSM-R link GSM-R fixed network,

Radio block

ETCS

Eurobalises

Track occupancy
detection
Interlocking

ETCS level 2 (fixed block lineside/cab signaling) - RBC knows the train location
through position report (LRBG, last relevant balise group)
ETCS Level 2

1. Signaler requests route

2. Interlocking sets points, locks route, and tells RBC to set signals to
proceed (The purpose of interlocking is to observe the status of a
region of track, monitor the routes set, set new routes, release routes,
monitor the trackside equipment, prevent collision, prevent derailment
at points)

3. RBC checks train position report and associates the train to the route,
issue MA to the train
ETCS Level 2

4. MA tells distance from balise group to end of MA (wrt. LRBG, last

relevant balise group), track geometry (gradient), speed profile

5. Onboard unit uses MA inf. to compute the braking curves

ETCS System – RBC

Radio block centre, main suppliers

are Alstom, Ansaldo STS,
Bombardier, Invensys, Thales
 ETCS Level 3
ETCS level 3 (moving block cab signaling)
GSM-R link GSM-R fixed network,
Radio block

Train integrity
ETCS
check

Eurobalises

Track occupancy
detection
Interlocking

• Eliminates the trackside equipment, power supplies, signals and track circuits.
• ETCS level 3 train integrity monitoring is performed onboard.
ETCS Level 3

1. In ETCS level 3, the onboard unit reports a safe train length (safe
margin+ train length) to RBC.

2. RBC determines the location of train

3. RBC extends the MA of the following train up to the reported safe

rear end of train ahead (moving block) (or if level 3 has virtual
block, RBC will use the information to occupy pre-defined virtual
track section)
Future railway

• Visit You Tube, Future trains, Siemens future railway solutions

(siemens.co.uk/rail [email protected])

• Go to : https://www.youtube.com/watch?v=yZNcJ1OZI8I
Thales : ETCS What is this standard? How does it work? (5.2 minutes)
 ETCS Levels (for reading only)

ETCS level 1 ETCS level 2 ETCS level 3

1.Continuous communication
between trainborne and
1.Communication via balises 1.ETCS level 3 is similar to
trackside subsystems via GSM-
(or loops), therefore level 2, but train integrity is
R (inf. on MA, speed limit, train
communication is intermittent, done onboard
characteristics). Balises are also
occurs whenever a train passes 2.ATP continuous transmission,
used, but only as a position
through a balise group monitor train following
marker.
2.ATP functionality intermittent distance (moving block)
2.MA from ATP continuous
transmission (fixed block)
 ETCS Levels (for reading only)

ETCS level 1 ETCS level 2 ETCS level 3

3. Intermittent ATP reduces line

capacity, trains may have to 3. Continuous transmission,
3. Continuous transmission of
come almost to stop (ATP will MA can be updated or
MA, MA can be updated or
enforce the braking curve until withdrawn any time, enabling
withdrawn any time
told otherwise) even though the moving block
signal ahead is cleared
ETCS System – data flow (for reading only)

ETCS level 1 ETCS level 2 ETCS level 3

Train data > static speed

Train data > static speed Train data > static speed
profile > dynamic speed
ETCS onboard profile > dynamic speed profile > dynamic speed
profile > comparison >
subsystem profile > comparison > profile > comparison >
braking initiation > position
braking initiation braking initiation
and train ID to GSM-R

Track occupancy detection >

Track occupancy detection > MA from RBC > MA to GSM-R
route from interlocking > MA
ETCS trackside MA from interlocking > MA and primary track data to
from RBC > MA to GSM-R and
subsystem and primary track data to Eurobalise
primary track data to
Eurobalise and Euroloop
Eurobalise