CIR-ELKE Offenburg-Basel Pilot

Transcription

1 CIR-ELKE Offenburg-Basel Pilot Introduction The demand for transportation is still increasing rapidly. Consequently, experts expect a clear traffic growth, both in freight transport and in passenger transport. The result is that rail transport has additional chances at the same time a high expectation level is apparent to absorb a certain part of the volume of traffic. The performance and operation quality in the existing railway network must be increased short-term and middle-term, even in addition to new and improved routes. CIR-ELKE (Computer Integrated Railroading Increasing the Efficiency of the Network) will provide an important contribution for this. [Literature : R. Heinisch: CIR-ELKE eine strategische Notwendigkeit für die Bahn; Ulrich Oser: Betriebliche Gesamtkonzeption für CIR-ELKE; Albrecht Bidinger: Perspektiven für eine Leistungssteigerung im Eisenbahnbetrieb durch moderne Betriebsleittechnik Die Deutsche Bahn: Special edition from issue 07/92] merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 1 / 13

2 Aims of CIR-ELKE The aim is to increase the performance of railway traffic on the existing network up to about 40%, through an integrated total concept, consisting of operation control and protection technology. This increase in efficiency should not be obtained via cost intensive track construction measures, but through cost effective modern operation control and protection technology. The fundamental ideas about solution possibilities for a cost effective increase in track performance of up to 40% were defined as early as A concept was designed to develop a high performance block with continuous automatic train control (LZB). [Literature: Helmut Wegel: Der Hochleistungsblock mit linienförmiger Zugbeeinflussung Die Deutsche Bahn: Special edition from issue 07/92] A system concept was designed through the co-operation of the German Railways and the signalling industry, who defined the required development time. Moreover, they were in agreement, that the new operation procedure and the further developed technology would have to be intensively tested on a pilot route. [Literature: K.-H. Suwe: Konzepte und Realisierungsprojekte im Rahmen von CIR-ELKE Eisenbahningenieur 44 (1993) 6] (The author examines the individual planning phases and the realisation possibilities). merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 2 / 13

3 Summary of the Increase in Performance Dense traffic - Short train headway sections along the track and in the station through the introduction of the LZB block (LZB block marker LBK ). Bild-1 LBK merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 3 / 13

4 - Colour-light signals will be replaced via fictitious signals and will be transmitted to the driver via cab signalling. Result: More trains on the track simultaneously, higher track frequency Homogeneous train speeds in order to reduce the number of passing trains - Introduction of LZB with block overlapping cab signalling. Trains with shorter braking capacity can drive faster than with conventional block sections. Result: Freight trains can drive faster. Optimise the remaining passing procedures - Division of the station with LBK for shorter train headways Result: immediate proceed - Braking at entry points and not at entry signal. Result: higher entry speeds shorten the passing procedures. merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 4 / 13

5 History In 1991, German Railways (DB AG) thought about an appropriate investment volume. Towards the middle of 1992, a LOI was drawn up from the DB board of directors at that time about the realisation of a pilot line. In April 1993, a plan was drawn up about the different priority steps relating to the track equipment with CIR-ELKE. [Literature: Debuschewitz: Das Projekt CIR-ELKE Die Deutsche Bahn: Special edition from issue 07/92] Because of the complexity of the CIR-ELKE project, a project organisation was set up and different committees were formed. The CIR-ELKE planning and development was taken on with very high priority by the German Railways and the signalling industry. A committee with participants from the German Railways and the signalling industry controlled and monitored the development and further development of the signalling technology for CIR-ELKE. The Offenburg-Basel line was chosen as the CIR-ELKE pilot line. With a train frequency of ca. 370 trains, this line offered the appropriate requirements for CIR-ELKE operation tests. In December 1993 Alcatel SEL AG was commissioned to equip the CIR-ELKE pilot line Offenburg- Basel, with the exception of the section Offenburg-Lahr. Siemens was chosen to fit this section with an electronic interlocking with CIR-ELKE functions. merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 5 / 13

6 Development Expenditure 1. Adaptation of the SpDr L60 to the high performance block (Route section) 2. Electronic Block EB L Adaptation of the electronic interlocking to the high performance block (Route section) 4. Adaptation of the line clear detection technology 5. LAN-coupling of the LZB to the electronic interlocking 6. Adaptation of the LZB to the CIR-ELKE functions 7. Strategy for alterations of existing track equipment to CIR-ELKE merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 6 / 13

7 Realisation of the Offenburg-Basel Pilot Line The system structure of a CIR-ELKE line shows modern and established technology in combination. Bild-2 System Architecture of CIR-ELKE Offenburg-Basel The old technology in the section Offenburg-Lahr has been replaced by an electronic interlocking from Siemens and in the section Orschweier-Kenzingen by an electronic interlocking from Alcatel SEL. The connected SpDR L60 relay interlocking technology in Riegel, Emmendingen and Denzlingen has been altered to include CIR-ELKE functions. The old technology E43 in Freiburg has been replaced by an electronic interlocking from Alcatel SEL. merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 7 / 13

8 Bild-3 Operators Room ESTW L90 Freiburg The connected SpDR L60 relay interlockings up to Basel (9 stations) have been altered to include CIR-ELKE functions. The block sections between the relay interlockings have been replaced by a newly developed electronic block EB L2000 for CIR-ELKE. Bild-4 Operation Area EBL 2000 merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 8 / 13

9 Bild-5 Operators Room Weil/Rhine with Operation Area of Interlocking and Electronic Block System Bild-6 EBL 2000 with Relay Interlocking Adaptation Even the adaptations to neighbouring interlockings like, for example, in Freiburg have been realised via EB L2000. merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 9 / 13

10 Bild-7 Operation Area EBL 2000 of Mechanic Interlocking The interlockings Efringen and Rheinweiler in the north are remote controlled from the Weil interlocking. This remote control installation had to also be adapted to include CIR-ELKE functions. The continuous automatic train control (LZB), a further component of CIR-ELKE, had to be equipped along a track length of ca. 130 km. The positions of the LZB centres were planned in Offenburg, Kenzingen Leutersberg and Weil a. Rhein. merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 10 / 13

11 Bild-8 LZB Centre Kenzingen Note: In 1999/2000 the LZB with the centre Achern was extended for 70 km to the north on the high-speed line (four-track extension). Furthermore, train describers and computer controlled train supervision equipment had to be extended and adapted. In order to receive a demonstrative operation result with CIR-ELKE, over 300 locomotives had to be fitted with CIR-ELKE vehicle equipment. The installation of individual track components was carried out in different steps. The installation of the new block technology began on the track section Bad Krozingen-Müllheim, without two-way track operation. Next of all, the relay interlockings were prepared for the installation of the new block technology EB L2000. Among other things, track linked relay groups had to be installed, that also had to be newly developed. These enabled the system to be switched between the old track block SbL 60 and the new track block EB L2000. This measure was necessary, since all newly developed components require an merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 11 / 13

12 appropriate operation trial before authorisation via EBA (Railway Authorities). The first operation trials began in After authorisation and acceptance of the EB L2000 with all adaptation components via EBA, the start of operation of the EB L2000 began and the old block technology was switched off. In parallel to this, the relay interlockings were re-fitted to include CIR-ELKE functions and continuous automatic train control was equipped in the area of the relay interlockings. After trials and operation testing of these components, an acceptance for test operation in the area of the relay interlockings was stated by EBA. The locomotive installation received operation acce ptance in the meantime so that on the the start of operation of CIR-ELKE functions in the area of relay interlockings could occur and a first operation attempt with CIR-ELKE could begin. The electronic interlocking technology was taken into operation in 1998, but in the first step without route sections and without the coupling to the LZB. These two functions required an unexpected high development time. The original time scale had already been overdrawn. According to this plan, the whole route should have been available for operation tests at the end of The project CIR-ELKE was held up through many reasons like, for example, the restructuring of the German Railways at the start of Priorities were re-defined. The draft planning and financing had to be revised. A further greater time factor was the development. The whole project included a very high complexity in the interaction of the individual components. Therefore, the development time was underestimated. The acceptance procedures also required a higher time factor because of the complexity. The demand for documentation from the development, proof of function and test control area for acceptance through EBA broke time estimations because of the high degree of difficulty. Apart from this, the required development tests for the proof of function were very problematic. There were only a few and very short stop periods available for development tests because of the high train occupancy of the Offenburg-Basel route. merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 12 / 13

13 A test concept was drawn up after individual tests and overall tests had been carried out. Apart from the tests which were carried out in laboratories and in test centres, there were also real tests which were carried out on the pilot line. This was made possible through operational regulations that were considered in the test concept. These measures brought not only the required safety results, but also an opinion about the reliability. The CIR-ELKE Offenburg-Basel pilot line and the high-speed route Karlsruhe-Offenburg was taken into operation on Conclusion With the completion of the operation control system CIR-ELKE and the start of operation of the pilot line, rail transport now has an operation control system which totally fulfils the anticipated expectations. More train routes, higher operation quality, increase in efficiency. merlin: christiane: wcrr 2001 cd-rom:wcrr :493:493.doc 13 / 13