Hitachi Rail STS pioneered the High Speed Railway Transportation era by commissioning the very first High Speed Signalling System (TVM) for the first LGV line in revenue service in 1981 in France (LGV Paris - Lyon). More recently, Hitachi Rail STS set another landmark putting into service the first High Speed line running on an ERTMS level 2 signalling system in 2005 (AV Rome - Naples) in Italy.
These milestones confirm two facts: Hitachi Rail STS is present today in over 50% of all High Speed lines built around world (Japan excluded) and remains an unquestioned leader in ERTMS level 2, the most advance railway control system to date.
Recent achievements further consolidate Hitachi Rail STS leadership in the High Speed line market segment:
- First section of the East European High Speed Line (Paris - Strasbourg) inaugurated in June 2007. This line provides the link between France and Germany, the largest railway networks in Europe. Hitachi Rail STS supplied a dual High Speed Signalling system combining the new ERTMS level 2 with its cutting-edge TVM 430 (deployed all along the TGV network). This solution, the so-called Bi-Standard, is unique in the railway industry and is only offered by Hitachi Rail STS.
- Channel Tunnel Rail Link High Speed connection (CTRL), now known as HS 1, completed and inaugurated in November 2007. The TVM 430 signalling system provided by Ansaldo STS now places Paris and London closer than ever before, linking Gare du Nord and St. Pancras station in slightly more than 2 hours via the Channel Tunnel.
- Hitachi Rail STS first ever contract for a High Speed Signalling System in Germany. The line, Saarbrücken - Mannheim, links to the French East European High Speed Line to form the Paris – Strasbourg – Frankfurt route.
To date, Hitachi Rail STS has commissioned or is working on High Speed Lines in the following countries: Belgium, China, France, Germany, Italy, Morocco, South Korea, Spain, UK.
Hitachi Rail STS can carry out the activities of design, construction, test, commissioning, system engineering, system integration, project management, operation, maintenance and project financing of complete High Speed lines or any of its subsystems. Hitachi Rail STS may also act as lead or main contractor or partner for overall transportation systems, including complete High Speed Railway Systems such as the Italian High Speed network.
System Integration activities include the supply of Traction Power, Power Supply, SCADA, Permanent Way, Telecommunications, Security, Automatic Fare Collection, Depot, Control and Maintenance Centres, Signalling, Rolling Stock, etc.
The technological excellence and expertise of Hitachi Rail STS combined with the long international tradition in the electromechanical and electronic fields permit to supply custom made systems or subsystems on time and on budget following the guidelines set by the clients.
ERTMS, the European Railway Traffic Management System, is the new interoperable railway signalling system combining automatic train protection and train control with the possibility of enhanced network capacity through more efficient traffic management.
ERTMS includes two basic components:
- ETCS, the European Train Control System, which makes it possible not only to transmit permitted speed and movement authority information to the train driver but also to monitor constantly the driver’s compliance with these instructions
- GSM-R, based on standard GSM but using various frequencies specific to rail as well as certain advanced functions. It is the digital radio system used for exchanging voice and data information between the track and the train.
Interoperability means that a train equipped with ERTMS can travel without signalling boundaries of any within the ERTMS-equipped rail network, regardless of the country the train is travelling in, the legal nature of the infrastructure manager or the company providing the ERTMS system.
ERTMS provides enormous advantages and a great increase in rail efficiency and performance that Hitachi Rail STS can offer with the guarantee of a global leader in ERTMS components and systems for Main Lines and High Speed lines, in Europe and beyond.
Main ERTMS features:
- Interoperability for international traffic means that:
- stops at borders for crew and traction change can be minimised, trains can keep moving / earning
- customers benefit from shorter and more reliable journey / transit times
- Interoperability within individual countries means that:
- legacy limited capability and mutually incompatible train control systems can be phased out wayside equipment can be minimised;
- advantage can be taken of a more competitive supply market;
Communication based train control provided by ERTMS means that train movement decisions reflect the most current applicable conditions including track occupancy and train speed, and giving benefits of:
- Increase in railway capacity – more traffic;
- Increase in service performance (better adherence to schedule);
Cab signalling means that:
- Layout design is no longer inhibited by viewing requirements for wayside optical signals – more efficient and flexible movement arrangements can be supported;
- Train service is less prone to disruption by weather events (fog etc)
System standardisation offers the benefits of:
- Lower ownership costs;
- Better protection against premature obsolescence
The ERTMS/ETCS concept supports 3 different levels (architectures) of application, two of which (level 1 & level 2) are already implemented and in revenue service in most European countries and beyond, with Hitachi Rail STS being the first provider to introduce this technology in the very competitive markets of China and India. Level 3 is subject to further development of common specifications.
The principle of a continuous Automatic Train Control (ATC) system is to provide continuous real time transmission to the train of all information necessary to enable the on-board system to constantly supervise train position and speed and to check that the train travels within its assigned safety parameters at all times.
The first generation TVM 300 system based on analog techniques has been in service since 1981.
It is extremely reliable and competitive in terms of price per kilometre equipped. Applied on the South East High Speed Line in France, it supports a commercial headway of 5 min. between trains
TVM 430 is the second generation of TVM and is now based on vital computer techniques with sophisticated multiplex frequency coding for track to train transmission through the rail, using UM71/2000 track circuits
The TVM430 design headway performance is 3 minutes and can be achieved under commercial conditions at 320 kmh-1. This system can be delivered in an integrated configuration using our SEI interlocking platform to support both ATC and interlocking functions, thus reducing the cost.
Information is continuously transmitted from the track to the locomotive, including train location and local parameters, where it is processed by the on-board system TVM systems ensure continuous supervision of the train. In the event that train speed exceeds the permitted speed and is not corrected by the driver, the supervision system automatically initiates safe application of the brakes.
More than 4 million kilometres are run each month in France using TVM 430 equipment. The equipment dependability is extremely high, incurring less than 5 minutes of train delay every 2 million kilometres.
* The TVM comes originally from "Transmission Voie Machine" (track to train transmission), however today the contents of the concept include vital automatic control systems
Radio Block Center
The RBC is the wayside system designed to control railway traffic in ERTMS Level 2 equipped territory. It acquires block occupancy and route set information from associated interlocking equipment and provides movement authorities to trains within its span of control.
The RBC consists of the following parts:
1) A redundant Vital safety management subsystem, based on proprietary 2-out-of-3 architecture and SIL 4 certified, supporting:
- Message encryption and decryption, according to EURORADIO specifications
- Movement Authority Management
- Man Machine Interface (option)
- The RBC supports interfaces with up to xxx adjacent RBCs, and xxx serial interfaces with interlockings and other sources of vital data
A redundant Non Vital management subsystem based on commercial hardware architecture, including:
- Events recording and diagnostics, connected to the Maintenance Management System
- Remote supervision and/or CTC
The most complete family of Computer-Based Interlockings for rail and transit is available only from Ansaldo STS. We can select from ACC, SEI and MicroLok® to provide a solution perfectly matched to your network conditions, be they High Speed, Main Line, Freight or Metro.
ACC, SEI and MicroLok® provide traffic solutions for the complete range of size requirements from a wide area network to a single end of siding. Think of them in terms of wide area control, route control, and local control respectively. Each can do more than this simple categorisation suggests. ACC is differentiated by optional provision of integrated diagnostics of attached objects, SEI is differentiated by its support for integrated automatic train control, MicroLok is differentiated as a generic low cost safety platform with support for application engineering directly by third parties or the end user. Each is based on the most advanced relevant technologies and can be integrated with Centralized Traffic Control (CTC) and with Automatic Train Protection (ATP) systems including in High Speed applications.
Computer-based interlockings from Hitachi Rail STS are currently in use all around the world, including the most demanding public and private networks, main line and metro including France, Italy, Spain, UK, Belgium, China US, Sweden, Denmark, Finland, India, Bangladesh, Botswana, Malaysia and Australia among others in the 5 continents.