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{{Short description|Railway fail-safe against human error}}
{{Use dmy dates|date=December 2023}}
{{Refimprove|date=February 2014}}
{{Refimprove|date=February 2014}}

A '''train protection system''' is a railway technical installation to ensure safe operation in the event of human failure.
A '''train protection system''' is a railway technical installation to ensure safe operation in the event of [[human error]].<ref>{{Cite book |last= |first= |url=https://books.google.com/books?id=6rMAAAAAMAAJ&pg=PA177 |title=Automatic Train Control in Rail Rapid Transit |date=1976 |publisher=U.S. Congress, Office of Technology Assessment |page=177 |language=en}}</ref>


==Development==
==Development==
Line 8: Line 11:
{{Main|Train stop}}
{{Main|Train stop}}


The earliest systems were train stops, as still used by the [[New York City Subway]], the [[Toronto rapid transit|Toronto subway]], the [[London Underground]], the [[Moscow Subway]] (only on the older lines) and the [[Berlin S-Bahn]]. Beside every [[Railway signal|signal]] is a moveable arm. If the signal is red, levers connected to valves on any passing train hit the arm, opening the [[Air brake (rail)|brake line]], applying the emergency brake, If the signal shows green, the arm is turned away from the levers and there is no contact.{{sfn |Glover |1996 |p=91}}
The earliest systems were train stops, as still used by the [[New York City Subway]], the [[Toronto rapid transit|Toronto subway]], the [[London Underground]], the [[Moscow Subway]] (only on the older lines) and the [[Berlin S-Bahn]]. Beside every [[Railway signal|signal]] is a moveable arm. If the signal is red, levers connected to valves on any passing train hit the arm, opening the [[Air brake (rail)|brake line]], applying the emergency brake, If the signal shows green, the arm is turned away from the levers and there is no contact.{{sfn |Glover |1996 |p=91}}


The Great Western Railway in the UK introduced its "automatic train control system" in the early years of the 20th century. Each distant signal had before it a ramp between the running rails. If the signal showed green, the ramp was energised with a low voltage current which was passed to the locomotive when a shoe came into contact with the ramp. A bell rang in the locomotive's cab to confirm the clear aspect, and the electric current kept the brakes from being applied. If the signal showed yellow (meaning the next signal would show red) the ramp was dead and a siren sounded in the cab. If the siren was not cancelled, the brakes would automatically be applied. After the nationalisation of the railways in the UK in 1948, this system was later replaced by the magnetic induction "[[Automatic Warning System|automatic warning system]]".
The [[Great Western Railway]] in the UK introduced its '[[automatic train control#United Kingdom|automatic train control]]' system in the early years of the 20th century. Each distant signal had before it a ramp between the running rails. If the signal showed green, the ramp was energised with a low voltage current which was passed to the locomotive when a shoe came into contact with the ramp. A bell rang in the locomotive's cab to confirm the clear aspect, and the electric current kept the brakes from being applied. If the signal showed yellow (meaning the next signal would show red) the ramp was dead and a siren sounded in the cab. If the siren was not cancelled, the brakes would automatically be applied. After the nationalisation of the railways in the UK in 1948, this system was later replaced by the magnetic induction "[[Automatic Warning System|automatic warning system]]".<ref>{{Cite book |url=https://books.google.com/books?id=MBRWAAAAMAAJ |title=The Railway Magazine |date=1970 |publisher=IPC Business Press Limited |page=702 |language=en}}</ref>


[[Image:Integra-signum-zub.jpg|thumb|Trackside magnets for very simple data communication. Outside and middle of track: Integra-Signum, other two (yellow) magnets: ZUB]]
[[Image:Integra-signum-zub.jpg|thumb|Trackside magnets for very simple data communication. Outside and middle of track: Integra-Signum, other two (yellow) magnets: ZUB]]


===Inductive systems===
===Inductive systems===
In this system, data is transmitted [[magnetic field|magnetically]] between the track and locomotive by [[magnet]]s mounted beside the rails and on the locomotive.
In inductive system, data is transmitted [[magnetic field|magnetically]] between the track and locomotive by [[magnet]]s mounted beside the rails and on the locomotive.<ref>{{Cite book |last=Emerson |first=John |url=https://books.google.com/books?id=exaIDwAAQBAJ&pg=PT250 |title=Modelling the Western Region |date=2019-02-21 |publisher=The Crowood Press |isbn=978-1-78500-528-2 |page=250 |language=en}}</ref>


In the [[Integra-Signum]] system the trains are influenced only at given locations, for instance whenever a train ignores a red signal, the emergency brakes are applied and the locomotive's motors are shut down.
In the [[Integra-Signum]] system the trains are influenced only at given locations, for instance whenever a train ignores a red signal, the emergency brakes are applied and the locomotive's motors are shut down. Additionally, they often require the driver to confirm distant signals (e.g. [[Continuous Automatic Warning System|CAWS]]) that show stop or caution – failure to do so results in the train stopping.<ref>{{Cite web |title=Train protection |url=https://company.sbb.ch/en/the-company/responsibility-society-environment/customers/sbb-and-safety/train-safety-etcs.html |access-date=2023-12-18 |website=SBB |language=en}}</ref>
Additionally, they often require the driver to confirm distant signals (e.g. [[Continuous Automatic Warning System|CAWS]]) that show stop or caution – failure to do so results in the train stopping. This gives sufficient [[braking distance]] for trains following each other, however, it cannot always prevent accidents in stations where trains cross paths, because the distance from the red signal to the next obstacle may be too short for the train to brake to a halt.


More advanced systems (e.g., [[PZB]], and [[ZUB]]) calculate a braking curve that determines if the train can stop before the next red signal, and if not they brake the train. They require that the train driver enter the weight and the type of brakes into the onboard computer. One disadvantage of this kind of system is that the train cannot speed up before the signal if it has switched to green because the onboard computer's information can only be updated at the next magnet. To overcome that problem, some systems allow additional magnets to be placed between distant and home signals or data transfer from the signalling system to the onboard computer is continuous (e.g., [[LZB]]).
More advanced systems (e.g., [[PZB]], and [[ZUB]]) calculate a braking curve that determines if the train can stop before the next red signal, and if not they brake the train. They require that the train driver enter the weight and the type of brakes into the onboard computer. One disadvantage of this kind of system is that the train cannot speed up before the signal if it has switched to green because the onboard computer's information can only be updated at the next magnet. To overcome that problem, some systems allow additional magnets to be placed between distant and home signals or data transfer from the signalling system to the onboard computer is continuous (e.g., [[LZB]]).<ref>{{Cite web |title=Nationale Zugbeeinflussungssysteme der DB Netz AG |url=https://www.forschungsinformationssystem.de/servlet/is/36817/ |access-date=2023-12-18 |website=Forschungs Informations System}}</ref>


===Radio-based===
===Radio-based===
Prior to the development of a standard train protection system in Europe, there were several incompatible systems in use. Locomotives that crossed national borders had to be equipped with multiple systems. In cases where this wasn't possible or practical, the locomotives themselves had to be changed.
Prior to the development of a standard train protection system in Europe, there were several incompatible systems in use. Locomotives that crossed national borders had to be equipped with multiple systems. In cases where this wasn't possible or practical, the locomotives themselves had to be changed. To overcome these problems, the [[European Train Control System]] standard was developed. It offers different levels of functionality, ranging from simple to complex. This model allows adopters to meet the cost and performance requirements of disparate solutions, from the smallest to the largest. The European system has been in operation since 2002 and uses [[GSM]] digital radio with continuous connectivity.
To overcome these problems, the [[European Train Control System]] standard was developed. It offers different levels of functionality, ranging from simple to complex. This model allows adopters to meet the cost and performance requirements of disparate solutions, from the smallest to the largest. The European system has been in operation since 2002 and uses [[GSM]] digital radio with continuous connectivity.


===Cab signalling===
===Cab signaling===
{{Main|Cab signalling}}
{{Main|Cab signaling}}


The newer systems use cab signalling, where the trains constantly receive information regarding their relative positions to other trains. The computer shows the driver how fast he may drive, instead of him relying on exterior signals. Systems of this kind are in common use in [[France]], [[Germany]] and [[Japan]], where the high speeds of the trains made it impossible for the train driver to read exterior signals, and distances between distant and home signals are too short for the train to brake.
The newer systems use cab signalling, where the trains constantly receive information regarding their relative positions to other trains. The computer shows the driver how fast they may drive, instead of them relying on exterior signals. Systems of this kind are in common use in [[France]], [[Germany]] and [[Japan]], where the high speeds of the trains made it impossible for the train driver to read exterior signals, and distances between distant and home signals are too short for the train to brake.


These systems are usually far more than automatic train protection systems; not only do they prevent accidents, but also actively support the train driver. This goes as far as some systems being nearly able to drive the train automatically.
These systems are usually far more than automatic train protection systems; not only do they prevent accidents, they also actively support the train driver and detect blind spots around trains. Some systems are able to drive the train nearly automatically.


==Variants==
==Variants==


=== International standards ===
=== International standards ===
* [[European Train Control System]]
* [[European Train Control System]] (Heavy rail)
* [[Communications-based train control]] (Rapid Transit)


===Country-specific systems===
===Country-specific systems===
{| class="wikitable sortable"
*By System
|-
**[[ALSN]] (Russian Federation, Belarus, Estonia, Latvia, Lithuania, Ukraine)
! System !! Country
** [[Anuncio de Señales y Frenado Automático|ASFA]] (Spain)
|-
** [[Automatische treinbeïnvloeding|ATB]] (Netherlands)
| [[Advanced Civil Speed Enforcement System|ACSES]] || United States of America
** [[Automatic Train Control|ATC]] (Sweden, Denmark, Norway, Brazil, South Korea, Japan, Australia (Queensland), United Kingdom)
|-
** [[Automatic Train Protection|ATP]] (United Kingdom, United States of America, Brazil, Australia (Queensland), Hong Kong,
| [[ALSN]] || Russian Federation, Belarus, Estonia, Latvia, Lithuania, Ukraine
Indonesia, Ireland, Dominican Republic, Denmark)
|-
** [[Automatic Warning System|AWS]] (United Kingdom, Queensland, South Australia)
| [[Anuncio de Señales y Frenado Automático|ASFA]] || Spain
** [[Blocco Automatico a Correnti Codificate|BACC]] (Italy)
|-
** [[Continuous Automatic Warning System|CAWS]] (Ireland)
| [[Automatische treinbeïnvloeding|ATB]] || Netherlands
** [[Communication-based train control|CBTC]] (Brazil, United States of America, Canada, Singapore, Spain, Gabon, Hong Kong, Indonesia, Denmark)
|-
** [[CONVEL]] (Portugal)
| [[Automatic Train Control|ATC]] || Sweden, Denmark, Norway, Brazil, South Korea, Japan, Australia (Queensland), United Kingdom
** [[Le Crocodile|Crocodile/Memor]] (Belgium, France)
|-
** [[EBICAB]] (Bulgaria, Finland, Norway, Portugal, Spain, Sweden)
| [[Advanced Train Control System|ATCS]] || United States of America
** [[EVM 120]] (Hungary)
|-
** HKT (Denmark)
| [[ATACS]] || Japan
** [[Integra-Signum]] (Switzerland)
|-
** [[KVB]] (France)
| [[Automatic Train Protection|ATP]] || United Kingdom, United States of America, Brazil, Australia (Queensland), Hong Kong, Indonesia, Ireland, Dominican Republic, Denmark
** [[LZB]] (Germany, Austria, Spain)
|-
** [[LS 90|LS]] (Czech republic, Slovakia)
| [[Automatic Warning System|AWS]] || United Kingdom, Australia (Queensland & South Australia)
**LKJ 2000 (China, Ethiopia)
|-
**[[PZB]] [[Indusi]] (Germany, Indonesia, Austria, Romania, Slovenia, Croatia, Bosnia-Herzegovina, Serbia, Montenegro, Macedonia, Israel)
| [[Blocco Automatico a Correnti Codificate|BACC]]-[[RS4 Codici]] /[[Sistema Controllo Marcia Treno|-SCMT]] || Italy
**[[Système d'aide à la conduite, à l'exploitation et à la maintenance|SACEM]] (France)(Hong Kong)
|-
**[[SHP (Samoczynne Hamowanie Pociągu)|SHP]] (Poland)
| [[Continuous Automatic Warning System|CAWS]] || Ireland
**[[SCMT]] (Italy)
|-
**[[Train Automatic Stopping Controller|TASC]] (Japan)
| [[Communication-based train control|CBTC]] || Brazil, United States of America, Canada, Singapore, Spain, Gabon, Hong Kong, Indonesia, Denmark, United Kingdom, Australia (partially in Melbourne)
**[[Transmission Beacon-Locomotive|TBL]] (Belgium, Hong Kong)
|-
**[[Train Protection & Warning System|TPWS]] (United Kingdom, Victoria)
| [[CONVEL]] || Portugal
**[[Transmission voie-machine|TVM]] (France, Belgium, United Kingdom, [[Channel Tunnel#Signalling|Channel Tunnel]], South Korea)
|-
** ZUB 123 (Denmark)
| [[Crocodile (train protection system)|Crocodile/Memor]] || Belgium, France
** ZUB 262 (Switzerland)
|-
| [[Chinese Train Control System|CTCS]] || China
|-
| [[EBICAB]] || Bulgaria, Finland, Norway, Portugal, Spain, Sweden
|-
| [[EVM 120]] || Hungary
|-
| HKT || Denmark
|-
| I-ETMS || United States of America
|-
| [[Integra-Signum]] || Switzerland
|-
| [[ITARUS-ATC]] || Russian Federation
|-
| ITCS || United States of America
|-
| [[Kavach (train protection system)|Kavach]] || India
|-
| [[KLUB (train control system)|KLUB]] || Russian Federation
|-
| [[Korean Train Control System|KTCS]] || South Korea
|-
| [[Contrôle de vitesse par balises|KVB]] || France
|-
| LKJ 2000 || China, Ethiopia
|-
| [[LS 90|LS]] || Czech republic, Slovakia
|-
| [[LZB]] || Germany, Austria, Spain
|-
| [[Positive train control|PTC]] || United States of America
|-
| [[PZB]] [[Indusi]] || Germany, Indonesia, Austria, Romania, Slovenia, Croatia, Bosnia-Herzegovina, Serbia, Montenegro, Macedonia, Israel, United Kingdom
|-
| [[Système d'aide à la conduite, à l'exploitation et à la maintenance|SACEM]] || France, Hong Kong
|-
| [[Samoczynne Hamowanie Pociągu|SHP]] || Poland
|-
| [[Train Automatic Stopping Controller|TASC]] || Japan
|-
| [[Transmission Beacon-Locomotive|TBL]] || Belgium, Hong Kong
|-
| [[Train Protection & Warning System|TPWS]] || United Kingdom, Australia (Victoria)
|-
| [[Transmission voie-machine|TVM]] || High speed lines in: France, Belgium, United Kingdom, [[Channel Tunnel#Signalling|Channel Tunnel]], South Korea
|-
| [[ALSN|VEPS]] || Estonia
|-
| [[ZUB 1xx|ZUB 123]] || Denmark
|-
| [[Geschwindigkeitsüberwachung Neigetechnik|ZUB 262]] || Switzerland
|}



*By country
*By country
** Australia - Queensland ([[Automatic Warning System|AWS]] and [[EBICAB]])
** Australia - Queensland ([[Automatic Warning System|AWS]] and [[EBICAB]])
** Australia - South Australia ([[Automatic Warning System|AWS]])
** Australia - South Australia ([[Automatic Warning System|AWS]])
** Australia - Western Australia ([[EBICAB]])
** Australia - Western Australia ([[EBICAB]])
**Austria ([[Punktförmige Zugbeeinflussung|Indusi / PZB]], [[Linienzugbeeinflussung|LZB]], [[ETCS]])
**Austria ([[Punktförmige Zugbeeinflussung|Indusi / PZB]], [[Geschwindigkeitsüberwachung Neigetechnik|ZUB 262]], [[Linienzugbeeinflussung|LZB]])
**Belarus (ALSN)
**Belarus (ALSN)
**Belgium ([[Le Crocodile]], [[Transmission Beacon-Locomotive|TBL]], [[Transmission voie-machine|TVM]])
**Belgium ([[Crocodile (train protection system)|MEMOR]], [[Transmission Beacon-Locomotive|TBL]], [[Transmission voie-machine|TVM]]), [[European Train Control System|ETCS]])
**Brazil ([[Automatic Train Protection|ATP]], [[Automatic Train Control|ATC]], [[Communication-based train control|CBTC]])
**Brazil ([[Automatic Train Protection|ATP]], [[Automatic Train Control|ATC]])
**Bulgaria ([[EBICAB]] 700, [[ETCS]])
**Bulgaria ([[EBICAB]] 700)
**Croatia ([[Indusi]])
**Czech Republic (LS)
**Czech Republic (LS)
**China (LKJ 2000)
**China (LKJ 2000, [[Chinese Train Control System|CTCS]])
**Denmark (ZUB 123)
**Denmark (ATC, ATC-t, ATP, HKT, ZUB 123)
**Dominican Republic (ATP)
**Dominican Republic (ATP)
**Estonia (ALSN)
**Estonia (ALSN)
**Ethiopia (LKJ 2000)
**Ethiopia (LKJ 2000)
**Finland ([[EBICAB]] 900)
**Finland ([[EBICAB]] 900)
**France ([[Le Crocodile]], [[KVB]], [[Transmission voie-machine|TVM]])
**France ([[Crocodile (train protection system)|Le Crocodile]], [[Contrôle de vitesse par balises|KVB]], [[Système d'aide à la conduite, à l'exploitation et à la maintenance|SACEM]], [[Transmission voie-machine|TVM]])
**Germany ([[Punktförmige Zugbeeinflussung|Indusi / PZB]], [[Linienzugbeeinflussung|LZB]])
**Germany ([[Punktförmige Zugbeeinflussung|Indusi / PZB]], [[Geschwindigkeitsüberwachung Neigetechnik|ZUB 262]], [[Linienzugbeeinflussung|LZB]])
**Hong Kong ([[Automatic train protection|ATP]], [[Communications-based train control|CBTC]], [[Système d'aide à la conduite, à l'exploitation et à la maintenance|SACEM]], [[Transmission balise-locomotive|TBL]])
**Hong Kong ([[Automatic train protection|ATP]], [[Système d'aide à la conduite, à l'exploitation et à la maintenance|SACEM]], [[Transmission balise-locomotive|TBL]])
**Hungary (EVM)
**Hungary (EVM)
**India ([[Kavach (train protection system)|Kavach]], [[Automatic warning system (railways)|AWS]])
**India ([[Automatic warning system (railways)|AWS]], [[Train Protection & Warning System|TPWS]], [[Anti Collision Device]], Vigilance Control System)
**Indonesia ([[Automatic Train Protection|ATP]], [[PZB]])
**Indonesia ([[Automatic Train Protection|ATP]], [[PZB]])
**Ireland ([[Continuous Automatic Warning System|CAWS]] and ATP)
**Ireland ([[Continuous Automatic Warning System|CAWS]] and ATP)
**Israel (PZB)
**Israel (PZB)
**Italy ([[SCMT]], [[Blocco Automatico a Correnti Codificate]], [[ETCS]])
**Italy ([[SCMT]], [[Blocco Automatico a Correnti Codificate]])
**Japan ([[Train Automatic Stopping Controller|TASC]], [[Automatic Train Control|ATC]], [[Automatic Train Stop|ATS]])
**Japan ([[ATACS]], [[Train Automatic Stopping Controller|TASC]], [[Automatic Train Control|ATC]], [[Automatic Train Stop|ATS]])
**Latvia (ALSN)
**Latvia (ALSN)
**Lithuania (ALSN)
**Lithuania (ALSN)
**Luxembourg ([[Le Crocodile]], MEMOR II+)
**Luxembourg ([[European Train Control System|ETCS]])
**Netherlands ([[Automatische treinbeïnvloeding|ATB]])
**Netherlands ([[Automatische treinbeïnvloeding|ATB]])
**Norway ([[EBICAB]] 700)
**Norway ([[EBICAB]] 700)
**Poland ([[SHP (Samoczynne Hamowanie Pociągu)|SHP]])
**Poland ([[:pl:Radio-Stop|Radio-Stop]], [[:pl:Samoczynne hamowanie pociągu|SHP]], [[:pl:Czuwak aktywny|CA]])
**Portugal ([[EBICAB]] 700, named on the [[Comboios de Portugal|Portuguese Railways]] as [[CONVEL]])
**Portugal ([[EBICAB]] 700, named on the [[Comboios de Portugal|Portuguese Railways]] as [[CONVEL]])
**Romania ([[Punktförmige Zugbeeinflussung|Indusi / PZB]])
**Romania ([[Punktförmige Zugbeeinflussung|Indusi / PZB]])
**Russian Federation (ALSN)
**Russian Federation (ALSN)
**Singapore ([[Communication-based train control|CBTC]])
**Slovak Republic (LS)
**Slovak Republic (LS)
**South Korea ([[Automatic Train Control|ATC]], [[Automatic Train Stop|ATS]], [[Korean Train Control System|KTCS]], [[Transmission Voie-Machine|TVM]])
**Spain (ASFA, [[Linienzugbeeinflussung|LZB]], [[EBICAB]] 900, SELCAB)
**Spain ([[Anuncio de Señales y Frenado Automático|ASFA]], [[Linienzugbeeinflussung|LZB]], [[EBICAB]] 900)
**Sweden ([[EBICAB]] 700, Ansaldo L10000)
**Sweden ([[EBICAB]] 700, Ansaldo L10000)
**Switzerland (ZUB 121, [[Integra-Signum]], [[ETCS]])
**Switzerland ([[ZUB 1xx|ZUB 121]], [[Geschwindigkeitsüberwachung Neigetechnik|ZUB 262]], [[Integra-Signum]])
**Turkey (Tren Denetim Sistemi (TDS))
**Turkey (Tren Denetim Sistemi (TDS))
**Ukraine (ALSN)
**Ukraine (ALSN)
**United Kingdom ([[Automatic Train Protection|ATP]], [[Train Protection & Warning System|TPWS]], [[Automatic Warning System|AWS]]), [[High Speed 1]] ([[Transmission voie-machine|TVM]], [[KVB]])
**United Kingdom ([[ATP (British Rail)|ATP]], [[Train Protection & Warning System|TPWS]], [[Automatic Warning System|AWS]]), [[High Speed 1]] ([[Transmission voie-machine|TVM]], [[Contrôle de vitesse par balises|KVB]])
**United States of America (ATP)
**United States of America ([[Advanced Civil Speed Enforcement System|ACSES]], [[Advanced Train Control System|ATCS]], I-ETMS, ITCS)


==See also==
==See also==
Line 120: Line 179:
*[[Cab signalling]]
*[[Cab signalling]]
*[[Dead man's switch]]
*[[Dead man's switch]]
* [[Linienzugbeeinflussung]]
*[[Linienzugbeeinflussung]]
*[[Platform screen doors]]
*[[Positive Train Control]]
*[[Positive Train Control]]
*[[Train speed optimization]]
*[[Train speed optimization]]
*[[Trap point]]
*[[Trap point]]
*[[Vehicle blind spot]]
{{colend}}
{{colend}}


Line 134: Line 195:
|publisher=Ian Allan
|publisher=Ian Allan
|isbn=0-7110-2416-2
|isbn=0-7110-2416-2
|ref=harv}}
}}
{{Refend}}
{{Refend}}


Latest revision as of 16:18, 25 December 2024

A train protection system is a railway technical installation to ensure safe operation in the event of human error.[1]

Development

[edit]
Berlin S-Bahn train stop in its engaged (left) and disengaged (right) position

Train stops

[edit]
Main article: Train stop

The earliest systems were train stops, as still used by the New York City Subway, the Toronto subway, the London Underground, the Moscow Subway (only on the older lines) and the Berlin S-Bahn. Beside every signal is a moveable arm. If the signal is red, levers connected to valves on any passing train hit the arm, opening the brake line, applying the emergency brake, If the signal shows green, the arm is turned away from the levers and there is no contact.[2]

The Great Western Railway in the UK introduced its 'automatic train control' system in the early years of the 20th century. Each distant signal had before it a ramp between the running rails. If the signal showed green, the ramp was energised with a low voltage current which was passed to the locomotive when a shoe came into contact with the ramp. A bell rang in the locomotive's cab to confirm the clear aspect, and the electric current kept the brakes from being applied. If the signal showed yellow (meaning the next signal would show red) the ramp was dead and a siren sounded in the cab. If the siren was not cancelled, the brakes would automatically be applied. After the nationalisation of the railways in the UK in 1948, this system was later replaced by the magnetic induction "automatic warning system".[3]

Trackside magnets for very simple data communication. Outside and middle of track: Integra-Signum, other two (yellow) magnets: ZUB

Inductive systems

[edit]

In inductive system, data is transmitted magnetically between the track and locomotive by magnets mounted beside the rails and on the locomotive.[4]

In the Integra-Signum system the trains are influenced only at given locations, for instance whenever a train ignores a red signal, the emergency brakes are applied and the locomotive's motors are shut down. Additionally, they often require the driver to confirm distant signals (e.g. CAWS) that show stop or caution – failure to do so results in the train stopping.[5]

More advanced systems (e.g., PZB, and ZUB) calculate a braking curve that determines if the train can stop before the next red signal, and if not they brake the train. They require that the train driver enter the weight and the type of brakes into the onboard computer. One disadvantage of this kind of system is that the train cannot speed up before the signal if it has switched to green because the onboard computer's information can only be updated at the next magnet. To overcome that problem, some systems allow additional magnets to be placed between distant and home signals or data transfer from the signalling system to the onboard computer is continuous (e.g., LZB).[6]

Radio-based

[edit]

Prior to the development of a standard train protection system in Europe, there were several incompatible systems in use. Locomotives that crossed national borders had to be equipped with multiple systems. In cases where this wasn't possible or practical, the locomotives themselves had to be changed. To overcome these problems, the European Train Control System standard was developed. It offers different levels of functionality, ranging from simple to complex. This model allows adopters to meet the cost and performance requirements of disparate solutions, from the smallest to the largest. The European system has been in operation since 2002 and uses GSM digital radio with continuous connectivity.

Cab signaling

[edit]
Main article: Cab signaling

The newer systems use cab signalling, where the trains constantly receive information regarding their relative positions to other trains. The computer shows the driver how fast they may drive, instead of them relying on exterior signals. Systems of this kind are in common use in France, Germany and Japan, where the high speeds of the trains made it impossible for the train driver to read exterior signals, and distances between distant and home signals are too short for the train to brake.

These systems are usually far more than automatic train protection systems; not only do they prevent accidents, they also actively support the train driver and detect blind spots around trains. Some systems are able to drive the train nearly automatically.

Variants

[edit]

International standards

[edit]

Country-specific systems

[edit]
System Country
ACSES United States of America
ALSN Russian Federation, Belarus, Estonia, Latvia, Lithuania, Ukraine
ASFA Spain
ATB Netherlands
ATC Sweden, Denmark, Norway, Brazil, South Korea, Japan, Australia (Queensland), United Kingdom
ATCS United States of America
ATACS Japan
ATP United Kingdom, United States of America, Brazil, Australia (Queensland), Hong Kong, Indonesia, Ireland, Dominican Republic, Denmark
AWS United Kingdom, Australia (Queensland & South Australia)
BACC-RS4 Codici /-SCMT Italy
CAWS Ireland
CBTC Brazil, United States of America, Canada, Singapore, Spain, Gabon, Hong Kong, Indonesia, Denmark, United Kingdom, Australia (partially in Melbourne)
CONVEL Portugal
Crocodile/Memor Belgium, France
CTCS China
EBICAB Bulgaria, Finland, Norway, Portugal, Spain, Sweden
EVM 120 Hungary
HKT Denmark
I-ETMS United States of America
Integra-Signum Switzerland
ITARUS-ATC Russian Federation
ITCS United States of America
Kavach India
KLUB Russian Federation
KTCS South Korea
KVB France
LKJ 2000 China, Ethiopia
LS Czech republic, Slovakia
LZB Germany, Austria, Spain
PTC United States of America
PZB Indusi Germany, Indonesia, Austria, Romania, Slovenia, Croatia, Bosnia-Herzegovina, Serbia, Montenegro, Macedonia, Israel, United Kingdom
SACEM France, Hong Kong
SHP Poland
TASC Japan
TBL Belgium, Hong Kong
TPWS United Kingdom, Australia (Victoria)
TVM High speed lines in: France, Belgium, United Kingdom, Channel Tunnel, South Korea
VEPS Estonia
ZUB 123 Denmark
ZUB 262 Switzerland


See also

[edit]

Bibliography

[edit]
  • Glover, John (1996). London's Underground. Ian Allan. ISBN 0-7110-2416-2.

References

[edit]
  1. ^ Automatic Train Control in Rail Rapid Transit. U.S. Congress, Office of Technology Assessment. 1976. p. 177.
  2. ^ Glover 1996, p. 91.
  3. ^ The Railway Magazine. IPC Business Press Limited. 1970. p. 702.
  4. ^ Emerson, John (21 February 2019). Modelling the Western Region. The Crowood Press. p. 250. ISBN 978-1-78500-528-2.
  5. ^ "Train protection". SBB. Retrieved 18 December 2023.
  6. ^ "Nationale Zugbeeinflussungssysteme der DB Netz AG". Forschungs Informations System. Retrieved 18 December 2023.
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