Trainguard Full Interoperability for European Railways

Transcription

1 Siemens AG Transportation Systems Rail Automation P.O. Box 3327 D Braunschweig Germany Phone: (+ 49) (5 31) Fax: (+ 49) (5 31) Trainguard Full Interoperability for European Railways Siemens AG 2006 rail-automation.ts@siemens.com Printed in Germany / KK M / Order-No.: A19100-V100-B875-X-7600 DiThe information in this document contains general descriptions of various technical possibilities which may not always be available in every individual case. The required features must therefore be defined in every case before signing of the contract. Transportation Systems

2 Trainguard Full Interoperability for European Railways Transportation Systems 9

3 Trainguard The Optimum Solution for ETCS Trainguard is the Siemens solution for the standardised European ETCS automatic train control system which gradually replaces the different national train protection and train control systems. Standardised interfaces between track and train ensure interoperability across national borders. Siemens in its role as one of the ETCS pioneers offers Trainguard 100 and Trainguard 200 as advanced ETCS systems and components. This means that cost-intensive multiple equipment aboard the trains and time-consuming changes of locomotives will soon become a thing of the past. Antwerp Rotterdam Duisburg Basle Europe is growing together With its decision in favour of ETCS, Europe has set the course towards a future of cross-border rail transport. Promoted by politicians and spurred on by leading partners such as Siemens, ETCS corridors for high-speed and freight transport will bring European conurbations closer together. Europe s declared objective is the optimum integration of new lines, the upgrading of existing networks and the migration of rolling stock in terms of optimised costs and operations. Like no other supplier, Siemens with its Trainguard system has a flexibly scalable system comprising trackside, on-board and communication equipment for all ETCS applications and future-proof migration strategies. Seville Lyon Genoa Milan ETCS Corridors A B C D E F Rotterdam Genoa Naples Berlin Stockholm Antwerp Basle / Lyon Seville Lyon Turin Trieste Ljubljana Dresden Prague Brno Vienna Budapest Duisburg Berlin Warsaw 2

4 Stockholm Berlin Warsaw Siemens Your Partner for Implementing ETCS Naples Dresden Ljubljana Budapest Success starts in the planning phase As system supplier with more than 200 customers in 45 countries, Siemens has unique planning and implementation competence on the international rail automation market. On the basis of this experience, Siemens is capable of providing operators with specific consulting already during the planning phase and drawing up a tailored solution together with the customer with a view to the future. Migration strategies and operating concepts As a partner of infrastructure and rolling stock operators, Siemens offers practiceand customer-oriented concepts with which both existing and new lines and rolling stock can be equipped with ETCS step by step. This forms the basis for progressively expanding existing networks into complete ETCS systems and also serves as a safeguard against investment losses and incompatible systems. Today, future-proof ETCS-ready variants already enable rolling stock to be made fit for later ETCS operation. For optimum usage of the European ETCS corridors, Siemens is developing cross-border concepts in collaboration with operators. Competent and reliable implementation Siemens manages projects from A to Z: from specifications to project management up to the handling of system approvals. In numerous rail automation projects, Siemens has proven to be a competent and reliable partner. Economic success thanks to high operating performance and low life cycle costs > Scalable implementation: optimum operating performance through high levels of line throughput and infill functions (changes to less restrictive signal aspects) > Future-proof application: customised migration concepts for lines and rolling stock > Modern system engineering, precise installation concepts, low life cycle costs and low operating and maintenance costs > Protection of investments due to European standardisation Interoperability proven in: Trainguard 3

5 1 2 Trainguard the Entire Solution from one Competent Source Siemens the ETCS turnkey supplier In addition to Trainguard 100 for ETCS Level 1 and Trainguard 200 for ETCS Level 2, Siemens also supplies the digital GSM-R train radio system for European rail transport. In Europe, 32 railway companies and administrations have opted for the future-proof GSM-R network. GSM-R is already being used successfully in 15 countries, even outside Europe. As a turnkey supplier for ERTMS (European Rail Traffic Management System), the combination of ETCS with GSM-R, Siemens has gained unique competence in the railway and communication sector and, as the first company in the world, has successfully demonstrated the commercial operation of ETCS Level 2. ETCS competence centre Siemens controls all its ETCS activities from its competence centre in Berlin. Here, Siemens experts realise Trainguard solutions for all over Europe and beyond. At the test centre, all systems are thoroughly tested under stringent conditions prior to their delivery. These test runs under real conditions considerably shorten commissioning times and project lifetimes. Real ETCS Level 1 and Level 2 conditions can be experienced "live" in the Trainguard train which Siemens has developed for testing and demonstration purposes. Siemens has successfully used this train in several countries in order to demonstrate the interoperability of its Trainguard products. From the company s test centre in Berlin, Siemens engineers can access real line configuration data in radio block centres worldwide. This means that an on-board computer can run through all lines costeffectively at the laboratory before tests commence in the real system. 4

6 3 Trainguard for Safety and Interoperability 1 ETCS Test Centre, Berlin 2 ETCS driver's cab 3 Trainguard test train 4 EVC (European Vital Computer) Interoperability ETCS is the basis for interoperability between on-board and trackside equipment. The Trainguard product family ensures full interoperability beyond national borders and with systems from different manufacturers. Siemens has already impressively demonstrated the true interoperability of its on-board equipment with the trackside equipment of other manufacturers in different constellations. The Madrid Lleida line in Spain is only one example. High safety standard The Trainguard system ensures maximum safety. The product portfolio has been approved in line with German safety regulations by the Federal German Railways Office (EBA) and certified as TSIconformant (Technical Specifications for Interoperability). 4 Trainguard 100 and Trainguard 200 > are interoperable > are future-proof it is possible to upgrade Trainguard 100 to Trainguard 200 > are reliable > feature low life cycle-costs > provide high availability 7 European Vital Computer (EVC, on-board computer) 8 DMI (driver-machine interface) 9 Odometer pulse generator 10 Radar LEU S21 2 Fixed-data balise 3 Variable-data balise 4 Euroloop S21 (optional) 5 Balise/loop antenna 6Receive-and-forward unit

7 Trainguard 100 for ETCS Level 1 Modular and Universal Trainguard 100 references > Austrian Federal Railways (ÖBB), Austria On-board equipment for Taurus locomotives as well as Vienna Nickelsdorf, Vienna Salzburg and Wels Passau > Chemins de Fer Luxembourgeois, Luxembourg, OEM delivery > Compania Nationala de Cái Ferate, Romania, Bucharest Campina > Infrabel, Belgium 4000 signals as well as Liège Aachen, Line 3 and Antwerp HSL Zuid, Line 4 > Ministry of Railways, China Beijing Tianjin > OSE, Greece Athens Korinth and SKA Piraeus > Saudi Railways Organization, Saudi Arabia, Dammam Riyadh The Trainguard 100 train control system is used > on lines which have to be fitted with intermittent train control for operational reasons > where cross-border or interoperable traffic is to be provided > where the train frequency is to be increased > where a higher safety level is required > where old systems are to be gradually replaced Infills enable semi-continuous automatic train control, i.e. the currently indicated signal aspect becomes effective before the train actually passes the signal. Through this, line throughput can be considerably increased. This is done intermittently with Eurobalises or continuously with Euroloops. A particular benefit of Trainguard is that migration can take place in parallel with the existing old systems. The driver is continuously informed about the permitted speed on the cab display, the DMI, which is a part of Trainguard and ETCS. He also receives information about the line profile ahead. Through this, signal confusions and speed infringements are avoided. In addition to graphic information about the driving characteristics along the clear stretch of line ahead, the driver also receives information about speed restrictions along the track and other operational and ETCS-specific indications. If the permitted maximum speed is exceeded, the driver at first receives visual and audible warnings. If he fails to respond, a service brake is activated to decelerate the train to the permitted speed profile. Before hazard points, Trainguard 100 will trigger braking in steps (service braking, emergency braking) if the speed profile is exceeded. 5 Balise/loop antenna 6 Receive-and-forward unit 7 European Vital Computer (EVC, on-board computer) 8 DMI (driver-machine interface) 9 Odometer pulse generator 10 Radar Distant signal 1 LEU S21 2 Fixed-data balise 3 Variable-data balise 4 Euroloop S21 (optional) Main signal

8 Trainguard 200 for ETCS Level 2 High Performance and Efficiency The key feature of the Trainguard 200 system is that all the information required for fail-safe running on a particular stretch of track is transmitted by radio via a radio block centre (RBC) and appears on the cab display. For this purpose, the digital GSM-R system (Global System for Mobile Communications Railways) is used. Eurobalises serve as reference points for the purpose of determining the position of the train. Trainguard 200 uses the information of the track vacancy detection sections from routes and line block sections of the interlockings. Trackside signals are no longer necessary in this system. The information concerning occupied or clear track sections is transmitted from the relevant interlocking to the RBC which generates the movement authority on this basis and notifies the driver as appropriate. Benefit and application > Considerable increase of line throughput electronic look-ahead running over several section blocks allows a maximum operating speed and a maximum headway to be reached > Shorter headways because trains can run in succession independently of signal distances Trainguard 200 references > ADIF, Spain La Sagra Toledo, Lerida Barcelona and Segovia Valladolid > BLS AG, Switzerland On-board equipment > German Railways (DB AG), Germany Jueterbog Halle/Leipzig and Ludwigsfelde Jueterbog as well as further on-board equipment > HSL Zuid Projectorganisatie, Netherlands HSL Zuid > Infrabel, Belgium Liège Aachen L3 and Antwerp HSL Zuid L4 > RENFE, Spain AVE on-board equipment > SBB, Switzerland On-board equipment and cross tests on Mattstetten Rothrist line > Savings in infrastructure because fixed signals are no longer required and maintenance costs are reduced > Trainguard 200 can be combined with Trainguard 100 and ensures interoperability beyond system boundaries and national borders V Position indication Movement authority GSM-R GF1 GF2 GF3 S Radio block centre (RBC) 12 Interlocking GSM-R Track vacancy detection section 1 = GF1 GF2 GF

9 Siemens AG Transportation Systems Rail Automation P.O. Box 3327 D Braunschweig Germany Phone: (+ 49) (5 31) Fax: (+ 49) (5 31) Siemens AG 2006 rail-automation.ts@siemens.com Printed in Germany KK PA Order No.: A19100-V100-B875-X-7600 The information in this document contains general descriptions of the technical options available, which do not always have to be present in individual cases. The required features should therefore be specified in each individual case at the time of closing the contract. 8

10 Trainguard References Full Interoperability for European Railways Transportation Systems

11 Trainguard 100 Selected References Rail Operator System/Line System Equipment Commissioning Austrian Federal Railways (ÖBB) On-board equipment for Trainguard EVCs 2006 Austria Taurus locomotives Austrian Federal Railways (ÖBB) Vienna Nickelsdorf Trainguard Eurobalise S Austria (Hungarian border), 65 km 220 LEU S21 64 Euroloop S21 Austrian Federal Railways (ÖBB) Vienna Salzburg, 317 km Trainguard 100 3,350 Eurobalise S Austria and Wels Passau, 83 km 1,700 LEU S21 (planned) 460 Euroloop S21 Chemins de Fer Luxembourgeois (CFL) OEM delivery for 270 km Trainguard 100 2,400 Eurobalise S Luxembourg network extension Compania Nationala de Cái Ferate (CFR) Bucharest Campina Trainguard Eurobalise S Bucharest, Romania 92 km 140 LEU S21 Infrabel Belgium Trainguard ,000 Eurobalise S Brussels, Belgium 4000 signals 4,000 LEU S21 (planned) Infrabel Liège Aachen, L3 line Trainguard Eurobalise S Brussels, Belgium 30 km, 300 km/h (fall-back level) 35 LEU S21 (planned) Infrabel Antwerp HSL Zuid, L4 line Trainguard Eurobalise S Brussels, Belgium 40 km, 300 km/h (fall-back level) 35 LEU S21 (planned) Ministry of Railways (MOR) Beijing Tianjin Trainguard Eurobalise S China 115 km and CTCS 120 EVCs (planned) OSE Athens Korinth Trainguard Eurobalise S Athens, Greece 110 km, 160 km/h 200 LEU S21 OSE SKA Piraeus Trainguard Eurobalise S Athens, Greece 26 km 132 LEU S21 (planned) Saudi Railways Organization (SRO) Dammam Riyadh Trainguard Eurobalise S Saudi Arabia 449 km 165 LEU S21 (planned) 15 EVCs Trainguard 200 Selected References Administrador de Infraestructura La Sagra Toledo Trainguard 200, 106 Eurobalise S Ferroviarias (ADIF) 26 km, 350 km/h Trainguard EVCs Madrid, Spain as fall-back level

12 Rail Operator System/Line System Equipment Commissioning Administrador de Infraestructuras Lerida Barcelona Trainguard 200, 1,484 Eurobalise S Ferroviarias (ADIF) 180 km, 350 km/h Trainguard EVCs (planned) (planned) Madrid, Spain as fall-back level Administrador de Infraestructuras Segovia Valladolid Trainguard 200, 631 Eurobalise S Ferroviarias (ADIF) 110 km, 350 km/h Trainguard EVCs (planned) (planned) Madrid, Spain as fall-back level BLS AG On-board equipment Trainguard EVCs Berne, Switzerland 4x Windhoff fire fighting (planned) and rescue trains 2x Robel special vehicle 3x Vossloh Am843 20x Re485 German Railways (DB AG) Jueterbog Halle/Leipzig Trainguard Eurobalise S Germany 2 Radio Block Centres 7 EVCs German Railways (DB AG) Ludwigsfelde Jueterbog Trainguard Eurobalise S Germany 1 Radio Block Centre (planned) 4 EVCs German Railways (DB AG) On-board equipment Trainguard EVCs 2006 Germany 10 x BR 185 (planned) 19 x ICE1 SBB HSL Zuid Projectorganisatie HSL Zuid Trainguard 200, 750 Eurobalise S Utrecht, The Netherlands Trainguard Radio Block Centres (planned) as fall-back level 16 LEU S21 3 EVCs Infrabel Liège Aachen, L3 line Trainguard 200, 250 Eurobalise S Brussels, Belgium 30 km, 300 km/h Trainguard LEU S21 (planned) as fall-back level Infrabel Antwerp HSL-Zuid, Line 4 Trainguard 200, 250 Eurobalise S Brussels, Belgium Trainguard LEU S21 (planned) as fall-back level Red Nacional de los Ferrocarriles On-board equipment Trainguard EVCs incl. interface 2006 Españoles (RENFE 42 x AVE S102/S103 for specific transmission (L1 in operation Madrid, Spain module (STM) and L2 and LZB-STM LZB-STM planned) Swiss Federal Railways (SBB) On-board equipment Trainguard EVCs 2007 Berne, Switzerland 3x Windhoff fire fighting (planned) and rescue trains Swiss Federal Railways (SBB) Mattstetten Rothrist Trainguard 200 Trainguard on-board 2005 Berne, Switzerland ETCS Level 2 cross tests with equipment on Siemens (cross tests) Alstom trackside equipment ETCS test train

13 Siemens AG Transportation Systems Rail Automation P.O. Box 3327 D Braunschweig Germany Phone: (+ 49) (5 31) Fax: (+ 49) (5 31) Siemens AG 2006 rail-automation.ts@siemens.com Printed in Germany KK RL Order No.: A19100-V100-B875-X-7600 The information in this document contains general descriptions of the technical options available, which do not always have to be present in individual cases. The required features should therefore be specified in each individual case at the time of closing the contract.

14 Eurobalise S21 for Trainguard For Track-to-Train Communication Transportation Systems 6

15 Eurobalise S21 Central Component for ETCS Trainguard is the Siemens solution for the standardised European ETCS automatic train control system which gradually replaces the different national train protection and train control systems. Standardised interfaces between track and train ensure interoperability across national borders. Siemens in its role as one of the ETCS pioneers offers Trainguard 100 and Trainguard 200 as advanced ETCS systems and components. One important component of the Trainguard product family is the Eurobalise S21, which has proven itself in more than 10,000 applications. Range of applications The Eurobalise S21 made by Siemens is used to transmit data for locating and train control purposes to the vehicle at any point along the track. It is used for main-line and mass transit railways all over the world. Due to its small dimensions and weight, the Eurobalise S21 is easy to install. It is weather-proof and maintenance-free. Existing outdoor equipment can be easily extended by implementing the Eurobalise S21. Eurobalise S21 from Siemens > is cost-effective. > allows fail-safe and trouble-free interaction with components from various manufacturers. It has been developed, tested and certified on the basis of the TSI (Technical Specification for Interoperability) of the European Union. > allows for high-reliabililty data transmission for train speeds up to 500 kph. > is programmed contactlessly. A plug-in connection is not required, facilitating the installation considerably. > is extremely compact. With a height of only 4 cm the Eurobalise S21 is a Re- duced Size Balise as per UNISIG specification. Thanks to proven foam embedding technology and compact design, in-track application presents no problems. > The Eurobalise S21 is available in two variants which can be applied universally: Each time a train passes, the fixeddata balise containing a permanently stored telegram transmits the same data to the balise antenna aboard the vehicle. The other Eurobalise S21 variant, the variable-data balise, transmits variable data according to the signal aspect. This balise variant is controlled by a lineside electronic unit (LEU) which is connected via a permanently attached cable without plug. 2

16 1 Principle of operation The Eurobalise S21 uses a standardised transmission protocol. The transmission method is based on inductive coupling and data transmission with frequency shift keying and has been used successfully for years by Siemens for train control purposes. When a train passes, the balise/loop antenna aboard the vehicle activates the Eurobalise S21 by emitting a low-power signal. The Eurobalise S21 uses this power to transmit its information to the train-mounted antenna. This information is used by the EVC (on-board computer) for train supervision purposes and serves as basis for the data displayed on the DMI (driver-machine interface) in the driver's cab. Depending on the application, fixed-data or variable-data balises are implemented. Programming The Eurobalise S21 is programmed contactlessly across an air gap by means of a handheld computer and a test and programming unit. Using this unit, line operators can read out and change the balise programming conveniently at any time. 2 Eurobalise S21 plus Euroloop S21 The Euroloop S21 increases line capacity and improves safety. The Euroloop S21, a member of the Trainguard 100 family, is a continuous option complementing the Eurobalise S21 permitting semi-continuous data transfer to the train. In both cases, the same balise/loop antenna aboard the train is used. The Euroloop S21, an up to 1000 metrelong leaky feeder, is laid at the base of the rail web between the distant and main signals. The advantage of the data transfer is that the latest information is fed to the train continuously (infill), not merely via a defined point. With minimal modification to the vehicles, the Euroloop S21 allows higher train speeds in the relevant sections with a continuing high level of safety. 1 Balise/loop antenna (top) and Eurobalise S21 2 Contactless programming with the test and programming unit 3 Eurobalise S21 5 Balise/loop antenna 6 Receive-and-forward unit 7 European Vital Computer (EVC, on-board computer) 8 DMI (driver-machine interface) 9 Odometer pulse generator 10 Radar LEU S21 2 Fixed-data balise 3 Variable-data balise 4 Euroloop S21 (optional)

17 3 Two for the Line Universally applicable Fixed-data balise As a fixed-data balise, the Eurobalise S21 sends a line data telegram to the vehicle. The telegram contains operating information and provides details on the position of the train on the line (reference point). In the fixed-data balise, the line data telegram is stored permanently. This data can be altered by the user at any time, if required. Variable-data balise All signal codes corresponding to the possible signal aspects and their associated telegrams are stored in a LEU S21 installed at the trackside. In accordance with the signal aspect, the appropriate telegram is passed on to the variabledata balise which in turn transmits it to the train.

18 3 Eurobalise S21 Technical Data Speed range 0 to 500 kph (310 mph) Power transmission frequency MHz Data transmission frequency MHz Data transmission rate 565 kbit/s Type of modulation FSK (frequency shift keying) Telegram length 341 or 1023 bits (selectable) Usable data length 210 or 830 bits (selectable) Eurobalise S21 programming contactless via an air gap by means of a test and programming unit Operating distance up to 2,500 m LEU S21 Eurobalise S21 Reliability fixed-data balise > 100 years (MTBF values as per SN 29500) variable-data balise > 50 years Dimensions (L x W x H) 480 x 260 x 40 mm Weight 3.0 kg without cable (fixed-data balise) 8.5 kg with 20 m cable (variable-data balise) Ambient temperature -40 C to +70 C (without direct exposure to the sun) IP rating IP 67 Conformity UNISIG SUBSET-036 FFFIS for Eurobalise UNISIG SUBSET-085 Test Specification for Eurobalise FFFIS UNISIG SUBSET-091 Safety Requirements for the Technical Interoperability of ETCS in Levels 1 & 2

19 Siemens AG Transportation Systems Rail Automation P.O. Box 3327 D Braunschweig Germany Phone: (+ 49) (5 31) Fax: (+ 49) (5 31) Siemens AG 2006 rail-automation.ts@siemens.com Printed in Germany KK PA Order No.: A19100-V100-B875-X-7600 The information in this document contains general descriptions of the technical options available, which do not always have to be present in individual cases. The required features should therefore be specified in each individual case at the time of closing the contract. 5

20 Euroloop S21 for Trainguard 100 For Optimum Performance with ETCS Level 1 Transportation Systems

21 Euroloop S21 Increased Safety and Performance for ETCS Level 1 Trainguard is the Siemens solution for the standardised European ETCS automatic train control system which gradually replaces the different national train protection and train control systems. Standardised interfaces between track and train ensure interoperability across national borders. Siemens in its role as one of the ETCS pioneers offers Trainguard 100 and Trainguard 200 as advanced ETCS systems and components. For lines with ETCS Level 1, the Euroloop S21, as a supplement to the Eurobalise S21, offers the option of changing to a less restrictive signal aspect (infill), thus enabling shorter headways. The Euroloop S21 is the continuous option complementing intermittent transmission by Eurobalises. Semi-continuous communication between train and track decisively upgrades ETCS Level 1 lines with a surprisingly cost-effective solution. Benefits and features Performance Thanks to semi-continuous transmission, a movement authority can be transmitted directly and even to a stationary vehicle. In this way, even with ETCS Level 1 cab signalling is updated continuously and line efficiency is increased notably. Safety No release speed is required for the departure hindrance function. This ensures safety when no overlaps are available. No additional effort for data configuration Thanks to its identical telegram structure, the LEU S21 is capable of controlling both Eurobalises and Euroloops. Additional data configuration is thus not required. The on-board antenna receives telegrams from the Eurobalise and Euroloop in the same way. Tried-and-tested technology The system has been in operation since Several hundred units have already been installed. Robust design The cable is laid at the base of the rail web and so protected against external conditions. High level of availability Its high level of availability has already been demonstrated in service. Cost-effectiveness Simple configuration, easy installation of the cable at the base of the rail and maintenance-free operation are major advantages as compared to other infill solutions. 2

22 2 1 3 Principle of operation The Euroloop S21 extends the contact range of an Eurobalise to up to 800 m. Telegram structure and coding are identical. A coaxial leaky feeder laid in the inner or outer rail web base transmits the ETCS telegram to the train. The information programmed in a balise group announces a Euroloop transmission to the on-board computer. The ETCS telegrams of the lineside electronic unit (LEU) are modulated in the Euroloop modem onto the carrier signal in accordance with the spread spectrum code (loop key) set. This spreads out the transmit signal over a frequency range of 9 to 18 MHz. Thanks to the spread spectrum coding, the signal is optimally protected against interference. The loop cable termination prevents undesirable reflections at the end of the cable. The train-mounted balise/loop antenna receives the Euroloop signal and passes it to the loop receiver. Programming and diagnostics Programming is not required as the telegram data stored in the LEU is transmitted transparently. Only the configured spread spectrum code needs to be set at the loop-key module. The modem status and possible cable connection faults are indicated via LEDs on the front panel. A relay contact is used to indicate a group alarm. Installation Contrary to what the term "loop" suggests, the leaky feeder is a single cable fixed at the base of the rail by means of proven clamps. Like a wheel detector, the robust cable termination is attached to the rail web using two bolts. The compact Euroloop modem is installed either next to the LEU in a signal cabinet or in a trackside connection box. A four-wire cable is used to supply power and telegram data to the modem. The transmit signal is routed via a flexible coaxial cable (jumper cable) to the leaky feeder. All connections are of the plug-in type and protected against damage and environmental conditions by flexible tubing. 7 European Vital Computer (EVC, on-board computer) 8 DMI (driver-machine interface) 9 Odometer pulse generator 10 Radar LEU S21 2 Fixed-data balise 3 Variable-data balise 4 Euroloop S21 5 Balise/loop antenna 6 Receive-and-forward unit

23 4 Euroloop S21 Technical Data Trackside equipment LKA S21 (loop cable termination) Input resistance 47 Ω ±15% (up to 50 MHz DC) Input power max. 25 W (mounted to rail) Insulation 2 kv AC (50 Hz, 60 s) Reliability > 90 years (MTBF as per SN 29500) Dimensions (l x w x h) 310 x 40 x 40 mm Weight 3.6 kg IP rating IP 67 Leaky feeder Type Length Longitudinal attenuation Connector Dimension Weight Radiax, 1/2 inch, 50 Ω RXL4-3A-S01 (Andrew Communications) max. 800 m < 2 db / 100 m (9 to 18 MHz) 2 x type N (male) Ø 18.5 mm (2 mm PE outer insulation) approx. 25 kg / 100 m 1 Euroloop leaky feeder with clamp at the rail base 2 ELM S21 Euroloop modem with LEU S21 in signal cabinet 3 LKA S21 loop cable termination 4 ELM S21 Euroloop modem

24 4 Euroloop S21 Technical Data Euroloop Subsystem Data rate 9567 bits/s Transmit frequency 9 to 18 MHz Field strength at centre of track 32 to 67 dbµa/m Spread spectrum code 472 bits (15 key codes) Modem activation MHz (balise/loop antenna) ETCS specifications UNISIG SUBSET-044 FFFIS for Euroloop Distance LEU S21 ELM S21 max. 2,500 m (cable impedance: 120 Ω) Trackside equipment ELM S21 (Euroloop modem) Power supply 85 to 264 Vrms AC (50/60 Hz) 150 to 264 Vrms AC (16.7 Hz) 120 to 340 V DC Input power < 50 W (stand-by: < 10 W) HF output power +44 dbm (26 W) at 50 Ω Ambient temperature -40 C to +70 C Reliability > 90 years (MTBF as per SN 29500) Dimensions (l x w x h) 220 x 226 x 133 mm Weight 3 kg IP ratingip 20

25 Siemens AG Transportation Systems Rail Automation P.O. Box 3327 D Braunschweig Germany Phone: (+ 49) (5 31) Fax: (+ 49) (5 31) Siemens AG 2006 rail-automation.ts@siemens.com Printed in Germany KK PA Order No.: A19100-V100-B875-X-7600 The information in this document contains general descriptions of the technical options available, which do not always have to be present in individual cases. The required features should therefore be specified in each individual case at the time of closing the contract.

26 LEU S21 for Trainguard 100 Central Trackside Equipment Component for ETCS Level 1 Transportation Systems

27 LEU S21 Cross-border Safety with ETCS Level 1 Trainguard is the Siemens solution for the standardised European ETCS automatic train control system which gradually replaces the different national train protection and train control systems. Standardised interfaces between track and train ensure interoperability across national borders. Siemens in its role as one of the ETCS pioneers offers Trainguard 100 and Trainguard 200 as advanced ETCS systems and components. A central component of the trackside equipment for ETCS Level 1 is the LEU S21. The LEU S21 (lineside electronic unit) is the link between the existing fixed lineside signals and the in-track ETCS components, Eurobalise and Euroloop. In more than 1,000 applications in various countries, the LEU 21 has demonstrated its extreme reliability. Principle of operation A transmission point equipped for ETCS normally comprises a fixed-data balise and a variable-data balise. The telegrams are transmitted intermittently using Eurobalises, but a continuous transmission by means of Euroloops is also possible at certain locations. The aspect shown by a signal is extracted by the LEU S21, the associated telegram selected and a serial data stream transmitted continuously to the variable-data balise(s) or Euroloop modem via a standardised interface. When a vehicle equipped with ETCS passes, the ETCS telegram is sent and evaluated by the EVC (on-board computer). All the configuration data, signal codes and telegrams belonging to a signal are stored in the LEU S21. When the LEU S21 detects an invalid signal aspect, a fault telegram is output. Programming and diagnostics The core element for LEU S21 programming and diagnostics is a handheld computer. The data created during configuration is transferred via the handheld computer and safely stored in the LEU S21 memory. Moreover, the displays on the LEU S21 as well as the handheld computer offer convenient support for diagnostics. Installation The entire wiring and all connectors for external connections are integrated into a mounting rack and accessible from the front. The LEU S21 is generally accommodated in the signal cabinet of the signal being equipped. It is connected directly to the cable feeder from the interlocking to the signal or the lamp circuit. 2

28 1 2 Benefits and Features of LEU S21 Compact design - easy accessibility Installation is possible in practically all off-the-shelf cabinets which are accessible from the front. This enables easy component replacement and guarantees low modification costs. Safe current pick-off A low-impedance transformer can be looped into existing signal circuits without affecting the control distance. Lamp tapping using a current transformer is in conformance with SIL 4. Absence of interaction Easily proven thanks to the properties of the isolating current transformer. LEU S21 has has already been approved for various signalling systems. Cascadability A modular LEU S21 with signal interface supplies the signal aspect to up to three simplified cascaded LEUs. Hence a maximum of eight outputs is available for balises/loops. Patented programming procedure The patented programming procedure ensures data transmission between handheld computer and LEU S21 in conformance with SIL 4. Three-level diagnostic concept General diagnostics without tools is possible at two levels: > LEDs (operating state) > 7-segment display (cause of fault) Detailed diagnostics using a handheld computer allow data recording in case of temporary faults. High level of availability The LEU S21 disables outputs for Eurobalises/Euroloops in the event of faults and enables them as soon as the fault 7 European Vital Computer (EVC, on-board computer) 8 DMI (driver-machine interface) 9 Odometer pulse generator 10 Radar 7 3 has gone. Monitoring functions ensure risk-free operation, thus increasing availability of trackside equipment considerably and minimising maintenance staff deployed. Maintenance-free operation The LEU S21 is maintenance-free no periodic checking is required LEU S21 2 Fixed-data balise 3 Variable-data balise 4 Euroloop S21 (optional) 5 Balise/loop antenna 6Receive-and-forward unit

29 4 LEU S21 Technical Data Current inputs Number of inputs Input range Flashing detectors up to 16 inputs configurable 30 ma to 4 A (15 to 440 Hz) up to 4 inputs configurable Voltage inputs Number of inputs Input range Flashing detectors up to 8 inputs configurable 0 to 40 V AC (15 to 440 Hz), 0 to 40 V DC 2 inputs configurable Power supply Input ranges 82 to 264 V AC, 50 to 100 Hz or 150 to 264 V AC, 16.7 Hz or 38 to 320 V DC Telegram generator/outputs Outputs 2 variable-data balises 2 Euroloops or combination Extension up to 8 outputs using cascaded LEU S21 Interface signal 'C' as per UNISIG SUBSET-036 FFFIS for Eurobalise Interface signal 'CL' as per UNISIG SUBSET-044 FFFIS for Euroloop Number of telegrams 1023 telegrams per output Telegram length 341 or 1023 bits (selectable)

30 4 LEU S21 Technical Data Reliability > 36 years (MTBF as per SN 29500) Dimensions (l x w x h) 185 x 190 x 286 mm Weight 3,8 kg Ambient temperature -40 C to +70 C IP rating IP 20 (installation in housing with rating of at least IP 54) 1 LEU S21 for bus connection 2 LEU S21 with handheld computer 3 LEU S21 with ELM S21 Euroloop modem in signal cabinet 4 LEU S21 for signal connection

31 Siemens AG Transportation Systems Rail Automation P.O. Box 3327 D Braunschweig Germany Phone: (+ 49) (5 31) Fax: (+ 49) (5 31) Siemens AG 2006 rail-automation.ts@siemens.com Printed in Germany KK PA Order No.: A19100-V100-B875-X-7600 The information in this document contains general descriptions of the technical options available, which do not always have to be present in individual cases. The required features should therefore be specified in each individual case at the time of closing the contract.

32 Trainguard 100 and 200 Trainborne Equipment Compact and Modular for ETCS Level 1 and Level 2 Transportation Systems

33 Interoperable Rail Operations Trainguard 100 and 200 Trainborne Equipment The European Train Control System (ETCS) is the train control system of the future. During the next few years, it will replace the national systems in Europe. Thanks to its standardised technology, it will enable rail vehicles to be used beyond network boundaries. ETCS trainborne equipment produced by different manufacturers functions with the ETCS trackside equipment of other manufacturers in different countries on an interoperable basis. Their control and display and their system functions are fundamentally identical for train drivers in any country. Siemens Transportation Systems has been heavily involved in the technical standardisation of ETCS from the very beginning. Siemens has contributed this ETCS competence with more than 70 years of experience in the field of train control to development of the Trainguard 100 and Trainguard 200 interoperable trainborne equipment in line with TSI (Technical Specification for Interoperability). Benefits > Compact design (19 mounting frame) > Modular expandability from ETCS Level 1 to ETCS Level 2 with investment security > Fail-safe and reliable computer platform based on the Simis principle which has been proven for many years > Suitable for changing to less restrictive signal aspects (infill) by means of the Euroloop > Functionality insensitive to skidding or sliding > Brake activating unit optional for more operational comfort The Trainguard 100 equipment It comprises: > ETCS Level 1 functionality > fail-safe and reliable distance speed measurement based on odometer pulse generator (OPG) and radar > interface to the braking system > multi-functional vehicle bus (MVB) Driver-machine interface (DMI) with > ETCS cab signalling > MDU 10 control and display unit Juridical recorder unit (JDU) for > recording train running data > DSE 3200 ETCS antenna for > recording standardised European ETCS telegrams from the trackside components - Eurobalise - Euroloop DMI JRU EVC ETCS antenna Cab 1 Cab 2 Train interface DMI ETCS DMI ETCS Train control unit MVB PROFIBUS STM Trainguard 100 EVC (ETCS Level 1) JRU Brake access STM antenna OPG Eurobalise/ Euroloop antenna Radar Sample configuration of Trainguard 100

34 Success Factor: Integratability The use of ETCS reduces the number of train control systems required on board trains in cross-border traffic. This involves a major cost-cutting factor for rolling stock operators. Special significance is then attached to the question about how well ETCS technology can be integrated into the tractive unit involved. The success concept of the Trainguard 100 and Trainguard 200 trainborne equipment is based on optimum, flexible integratability through: > minimum space requirement and > maximum flexibility with regard to adaptability to the existing vehicle infrastructure In the case of Trainguard 100 and Trainguard 200, this is achieved by: > compact design: - Trainguard 100 EVC: 19, 3 HE (unit high) - Trainguard 200 EMC: 19, 6 HE (unit high) - EMC-proof computer frame (EMC: electromagnetic compatibility) > low power consumption (< 125 W) > connectors on the front panel > bus architecture and the associated integratability into rolling stock with and without control systems Trainguard 200 trainborne equipment In addition to the Trainguard 100 system components, the Trainguard 200 trainborne equipment features > in the EVC - ETCS Level 2 functionality - communication unit for encrypted data transmission via the standardised European Euroradio transmission protocol via GSM-R > two mobile terminals for GSM-R > the corresponding GSM-R antennas Both product variants Trainguard 100 and Trainguard 200 can be optionally equipped with a standardised European PROFI- BUS interface for the connection of national systems (STM: specific transmission module). References Each vehicle series involves a slightly different infrastructure. Siemens has a broad range of experience with regard to: > adaptability of technology to different series > integration, testing and approval both for equipping new vehicles and retrofiting existing vehicles Trainguard 100 and Trainguard 200 are already being used today in 15 different series and seven countries. Cab 1 Cab 1 Train interface DMI ETCS DMI ETCS Train control unit MVB PROFIBUS GSM-R antennas Trainguard 200 EVC (ETCS Level 1 und Level 2) JRU GSM-R mobiles STM antenna OPG Eurobalise/ Euroloop antenna Radar Brake access Sample configuration of Trainguard 200

35 Siemens AG Transportation Systems P.O. Box D Brunswick Germany Phone: (+49) (531) Fax: (+49) (531) Siemens AG 2006 Printed in Germany TS RA D M PA Order no.: A19100-V100-B875-X-7600 The information in this document contains general descriptions of technical possibilities which may not always be provided. The desired features therefore need to be determined individually by contractual agreement.

36 Trainguard Basic Indusi ETCS Pre-equipping for Modern Tractive Units in Europe Transportation Systems

37 Trainguard Basic Indusi Europe s railways are in the process of change. In the competition between rail and road, Europe is now moving towards a high-capacity, multinational railway system. This entails cost-effective trainborne equipment which complies with the new requirements of a changing market. A new requirement particularly involves connecting the world of classic train control technology, such as Indusi (inductive intermittent system) for example, with that of the new standard, the European Train Control System (ETCS). With Trainguard Basic Indusi, Siemens Transportation Systems is presenting a new generation of the Indusi / PZB 90 (PZB intermittent train control) trainborne train control system which meets the new European conditions. With a view to the future, the functionality of the national Indusi / PZB 90 train control system is being implemented on the basis of trainborne ETCS components: > on-board computer based on the European Vital Computer (EVC) > driver-machine interface (DMI) > juridical recorder unit (JRU) Communication from train to track is by means of classic Indusi magnets. ETCS-compatible odometer pulse generators are used for distance measurement. The PZB operator actions Release, Override and Acknowledge are performed by means of the classic PZB operating buttons. Trainguard Basic Indusi three key features in one unit Trainguard Modern platform for mass transit and mainline train control systems Basic Modular basis for ETCS Indusi Indusi / PZB 90 functionality using classic Indusi magnets Benefits > Simple installation due to its compact design (19 x 3 HE) > Complete PZB 90 functionality > User-friendly control and display by means of a display unit: - train data input - Indusi indicator lamps - speedometer display > MVB architecture (MVB multifunctional vehicle bus), thus resulting in - less cabling work - possibility of connection to the train s control system > short multiple-unit trains needing only one set of trainborne equipment > modular expandability into ETCS with investment security DMI PZB buttons JRU EVC basis MVB Indusi magnet Odometer pulse generator

38 ETCS Pre-equipping Due to its compact, modular design, Trainguard Basic Indusi is the optimum solution for modern tractive units which are to be equipped with Indusi / PZB 90 as a first step and upgraded to ETCS during their service life. Trainguard Basic Indusi is the solution for migration from Indusi to ETCS with 100% investment security. Main features Indusi / PZB 90 functionality Indusi magnets / receiving unit JRU-based data storage EVC-based central unit MVB DMI-based control and display Balise antenna / receiving unit ETCS Level 1 functionality GSM-R antenna / receiving units ETCS Level 2 functionality STM interface via Profibus Indusi, the inductive train control system, which is one of the most frequently used systems in Europe, will probably continue to be used for the next 20 years before being replaced by ETCS area-wide. In the mid-term, the focus in Germany is initially on equipping rail corridors with ETCS. Hence, when equipping new Indusi-fitted rolling stock, rolling stock manufacturers are urgently recommended to check that cost-effective upgrading to ETCS is ensured already at this stage. Trainguard Basic Indusi as ETCS preequipping It is precisely here that Trainguard Basic comes into action. Thanks to its modular structure and the fact that it is part of the Trainguard product family, it is optimally prepared for ETCS. Trainguard Basic Trainguard 100 Bi Trainguard 200 Bi Trainguard 200 Bi + STM For the rolling stock equipper, this means that already installed components are kept and do not need to be discarded when upgrading to ETCS (investment security). Migration through optimised upgrade concept Trainguard Basic is designed so that, by expanding the hardware (boards and peripheral elements), it can be converted into an ETCS trainborne equipment with integrated Indusi functionality in connection with a software update. The following expansion stages are distinguished: > Trainguard Basic (Indusi / PZB 90) > Trainguard 100 Bi (ETCS Level 1 with integrated Indusi / PZB 90) > Trainguard 200 Bi (ETCS Level 2 with integrated Indusi / PZB 90) Trainguard 100 Bi Trainguard Basic is expanded to Trainguard 100 Bi by using Eurobalise receiver boards and the Eurobalise antenna. By connecting additional odometers, position-finding is upgraded to the highlevel requirements governing precision and availability. The ETCS Level 1 functionality is added by a software update. Trainguard 200 Bi Trainguard 200 Bi differs from Trainguard 100 Bi in that the hardware for GSM-R data communication is integrated (boards and GSM-R antenna) and a software update causes all components to achieve ETCS Level 2 compatibility in addition. Trainguard 200 Bi + STM In standard practice, national signalling and safety systems are connected in ETCS via an STM (Specific Transmission Module). Trainguard 200 Bi is made STM-capable by adding the Profibus STM interface. DMI PZB buttons Indusi magnet

39 Siemens AG Transportation Systems P.O. Box D Brunswick Germany Phone: (+49) (531) Fax: (+49) (531) Siemens AG 2006 Printed in Germany TS RA D M PA Order no.: A19100-V100-B875-X-7600 The information in this document contains general descriptions of technical possibilities which may not always be provided. The desired features therefore need to be determined individually by contractual agreement.

40 Trainguard Test and Demonstration Train for ETCS Full Interoperability for Europe s Railways Transportation Systems

41 Trainguard ETCS Test and Demonstration Train With the Trainguard VT 1.0/1.5-ETCS test and demonstration train, Siemens is making a major contribution to the practical trials of ETCS (European Train Control System). This train is used for test and demonstration runs on lines equipped with ETCS Level 1 or Level 2. For the purpose of performing ETCS test and acceptance runs and training through to an up-to-date online demonstration of the system under real operating conditions, Siemens offers interested railway operators, approval authorities and the European Union the possibility of using the Trainguard ETCS train. Depending on the request involved, this train is also available for the following purposes: > cross-tests involving several railway operators > training runs > conferences > presentation runs of any kind At InnoTrans 2004 in Berlin

42 In the universally applicable two-section 120 km/h diesel multiple unit, not only two spacious test areas but also a multimedia installation, a conference area for seven persons and a presentation room are available for test and demonstration runs. The bistro which is fitted with a refrigerator provides optimum conditions for personnel catering on the open line. Furthermore, this area is also available for presentation events. Groups of up to 30 persons can be optimally accommodated for ETCS presentations. In the presentation area, visitors can observe the behaviour of ETCS from the point of view of the train driver (display and line) on five built-in large-size flat screens by means of the cameras integrated in both heads of the vehicle. The Trainguard train has seating for a total 63. Since being commissioned on May 28, 2003, the train has mainly been used on the first German ETCS line to be equipped for speeds of more than 140 km/h (Berlin Wittenberg Leipzig) for ETCS Level 2 test, acceptance and demonstration runs. The train also runs on an ETCS Level 1 line which is part of the southern Berlin orbital line. It has also already run on the networks of Austrian Federal Railways (ÖBB), Swiss Federal Railways (SBB) and Netherlands Railways (NS). Subject to prior agreement, ETCS presentations with the Trainguard train can also be held on other standard-gauge railway networks. On ETCS lines, trackside and on-board equipment functions such as the following are tested under railway operating conditions: > radio coverage > interoperability > transitions between various RBCs > track-based configuration under real conditions > adherence to system parameters > immunity of the ETCS Ready for departure at Leipzig Main Station 2 Conference area 3 Multimedia technology has also been installed in the presentation area. 4 Flat screens can either display the train run simultaneously showing the response of ETCS or be used for multimedia presentations. 5 The on-board bistro in the raised area 5