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Number 14 Redacción
Laboratorio Informático Apdo. 599 - 45080 Toledo (España) www.revistatren.com Director: Enrique Dopico edopico@revistatren.com Consejo Asesor: Ángel Cáceres Gómez Alfonso Marco Pérez Daniel Pérez Lanuza Publicidad: admin@revistatren.com Corrección y estilo: Nacho Andrada Conde Traducción: Aránzazu Dopico Puerto Redacción Madrid: Carlos Ruiz Polo Redacción Barcelona: Santi Compte Modelismo Digital: Miguel Angel Travesí Colaboradores habituales: Carlos Pérez Fontana Ignacio Martín Yunta Javier López Ortega Luis F. Ruiz Pereira Javier Díaz Dapena Alberto del Barrio José Jové Miró Victor Luri Mike Bent Angel Maestro Juan Delgado Luna Giancarlo Modesti (Italia) Phill Wormald (Inglaterra) Dario Silva (Portugal) Raimund Wyhnal (Austria)
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September 2013
Summary 8
News
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From ASFA To ERTMS
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Suiza Rigi Bahn
60 Museum Transport of Lucerna
78
Test Renfe 592
92 Test Restaurant R9000
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MAS CÓMODO - MAS OFERTAS - BOLETINES ESPECIALES - PAGO SEGURO
FOCUS
Autor: Carlos PĂŠrez Fontana - Locomotive Ce 6/8 II at Gotthard line 15-06-2013
8 PHOTOS FROM THE READERS
FOCUS NOTICIAS
Autor: Raimund Wyhnal - Duernstein Weissenkirchen
9 PHOTOS FROM THE READERS
ACTUALIDAD
From ASFA to ERTMS AUTHOR: Enrique Dopico
The recent accident in Santiago de Compostela, has led to the press and television news aspects to comment on the possible influence of the signaling systems in the accident. By now we all know the causes of the fatal accident, that in no case can be attributed to signaling and infrastructure itself. Perhaps the introduction of ERTMS on the stretch of the accident would have been avoided, but laugh thereby eliminated the presence of train drivers in driving cabs? Was it truly necessary to install ERTMS on the stretch of the accident?. In any case it seems that the safety systems present in the line are safe and are adapted to the current needs of the net. Let’s look at how these two signaling systems.
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The ASFA system The ASFA system (Signal Announcement and Automatic Brake System), began to be introduced in Spain in 1978, very late compared to other neighboring countries. In France since 1872 is used in some lines the system called “Crocodile” developed by the engineers Lartigue and Forest of the Compagnie des chemins de fer du Nord. This system repeats in cab the open or closed appearance of a signal, for it is installed in the center of the track a long metal bar about two meters long, while in the engine is installed a metal brush that rubs the surface of the bar on its way through this. This system only shows two indications to the driver and is still in use today in some lines.
French System “crocodile” used even today
Balise of the INDUSI system
In Germany In 1919 it was began the test by the Deutsche Reichsbahn of a new magnetic resonance transmission, ie without contact. This system called Zug-sicherung Induktive, better known as INDUSI, employs three different frequencies, sending data to the cab by means of balises located next to the track and began to be fitted on German tracks from 1931. In the INDUSI system to pass over the balise the sensor on each locomotive cab indications received signal and controls the start of the braking curve if necessary. In case of not start braking or occur for rebasing a balise located near the closed signal starts gives automatic train braking. 11
ACTUALIDAD
Double banalized track where there are ASFA balises located at the foot of each signal.
In Spain the system chosen by RENFE to increase security in their lines, was developed by the firm Wabco “Westinghouse Cab Signal”, which later was called Dimetal and is now Dimetronic. The ASFA system implementation started in 1978 and employs emitting high frequency, allowing the sending of up to 9 different signals, of which only five are used. Since its first development, the system has evolved to today’s technology, that improves its performance by increasing the information available to the driver and the continuous monitoring of vehicle speed to certain restrictive signal indications. ASFA system has some balises located between the inner sides of the rails, right under the direction and signaling. Each car or locomotive has two sensors, according to the direction and position of the balises. The frequencies used by the system ASFA ranging from 55 kHz to 115 kHz, with nine different channels. ASFA balise positioned off-axis of the track, provided on the side of the signal flow direction. Santiago Martínez Aznar.
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ACTUALIDAD
By train passing on the balise originates a change in the frequency that receives the equipment on board the train, generating an indication in the cab that must be serviced by the train driver.
ASFA sensor as fitted to the bottom of locomotives and railcars. Dimetronic
ASFA control cabinet embarked on locomotives and railcars, where the signals are received and processed. Dimetronic
Driving cab of a Renfe Train 470 with the ASFA control panel located on the desk.
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ACTUALIDAD
The indications generated are: Free track: an acoustic warning is issued half a second in duration, does not require operator intervention. Notice of caution / stop announcement: It emits a continuous audible warning, it illuminates a light switch must be pressed an acknowledgment that parts of 3 seconds, If it does not this action activates the emergency brake. Stop: A warning sound 3 seconds along with the activation of a red indicator lights up for 10 seconds. Authorized Rebase: when authorized drivers must act on the control panel switch 10 seconds before step on the balise signal without effecting the automatic braking. If the driver does not recognize the indications, both audible and bright by pressing the corresponding button on the control panel ASFA or if the speed of the composition is greater than that established for each type of train is produced the automatic emerInstalling ASFA balises and signaling side in High Speed line
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ACTUALIDAD
gency braking . This speed control is performed by taking the value directly leading speedometer speed train installed. When there has been automatic emergency braking, the driver can not regain control of the train traction equipment until the vehicle is traveling at less than 5 km / h or has stopped, depending on model. To do this, proceed to “reset� the device des-of one of the two keys that are housed in the box side of the locomotive, or within the same cab, being all the operations recorded in the tachograph. The installation of balises on the track is performed about 5 meters from the sign, while previous balises are situated about 300 meters from the sign to represent, this distance can change from 190 to 480 meters under the terms of the track. The signals may have previous mark of Path are, Advanced, and Out, on the latter subject to the availability of 300 meters from the balise to the signal. In the control panel of the locomotive has five indicators: L1: List of stop / announcement caution / foreshadowing stop / stop announcement immediate / unprotected level crossing / announcement temporary speed limit lower than 60. L2: Free track conditional. L3: Free track / protected level crossing. L7: Speed control (stop indication previous balise). L8: Stop (foot signal) Combined installation of ERTMS balises and ASFA track High Speed entry at Valencia station.
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ACTUALIDAD
This train protection system possible to anticipate the driver status information of the elements of signaling track, showing a set of indications to alert and facilitate the implementation of actions required, thereby increasing the safety and reliability in the circulation railway, however with the passage of time and operational requirements have been developing and increasing the capacity of the system, leading to different versions of the ASFA. Currently uses the following versions: ASFA “classic” (suitable up to 160 km / h). ASFA FAP (FGC version). ASFA 200 (suitable up to 200 km / h). It is a modification developed by Dimetronic / Ineco to allow braking curves to ensure the arrest of circulation in a signal stop for 200 km / h. Signaling is added conditional Free Way. To this end, the balises are placed at track that can indicate this encoding, and amending ASFA cabin “classic” to detect this new coding, as well as other functions to provide storage in the last cabin detected balises. ASFA 200 AVE. Line is identical in Madrid - Lleida to ASFA 200, both in motor vehicles such as balises themselves, but with longer cantons.
Display and Digital ASFA panel installed on a high speed train.
THE ASFA DIGITAL ADIF approved in 2005, a project for the development and implementation of new equipment ASFA on board locomotives and railcars and make the necessary adjustments on computers at track. It’s called digital ASFA includes two phases. The term “digital” refers to data processing and transmission to the balises data which is not digitized messages (such as with EBICAB), but still only for a given frequency. 16
ACTUALIDAD
The first phase, called “Digital ASFA basic mode” began to enter service in September 2007 and is a change from onboard equipment with the addition of “digital hardware” that allows monitoring of train speed recognizing a signal (braking curve) and offers a new iconography on a screen that reminds the driver at all times recognized the signal, thus avoiding “possible errors in the interpretation of the signal indication.” This first phase requires no modifications made ADIF in ground equipment. In a second phase, which requires changes in ground equipment by ADIF, will be possible to give further directions to the driver in the cabin, as “ASFA Digital” used in the future the nine frequencies available, rather than the five currently used. The new frequencies to separate indications “protected level crossing”, “caution notice”, “balise previous output signal indicating Stop” and “Stop indication preannouncement”. According to a press release from January 2011 indicated that ADIF had undertaken to improve at track infrastructure with the development of a new system with ASFA Digital balises, which must be valid for conventional lines for High Speed. “The new balises will improve system performance, by increasing operating frequencies available, resulting in the increase of information transmitted as temporary speed restrictions, level crossing order or width change.” 17
ACTUALIDAD
The press release accompanying the entry into service of “Digital ASFA basic mode” in September 2007, indicates that the implementation of ASFA Digital seeks “to reduce the risk of accidents due to human error by 60%” and Digital ASFA must be the “main signaling on conventional lines to the deployment of ERTMS signaling reinforcement and where this system is already installed”. The same press release indicates that the investment is 80 M € to 2,650 Digital ASFA board equipment, equivalent to 32,000 € / unit (€ December 2006), a modest investment compared to 460,000 € / board equipment necessary to install ERTMS on trains (€ 2006). In another press release January 2011, indicated that he had finished installing ADIF Digital ASFA in its fleet of 291 trains and locomotives 14,755,197.9 M € (€ 49,680 / vehicle).
The ERTMS System The control system of the European rail traffic (European Railway Traffic Management System) (ERTMS) is the joint project of the companies Alstom Transport, Ansaldo STS, AZD Praha, Bombardier Transportation, Invensys Rail, MERMEC, Siemens Mobility and Thales, in collaboration with the European Union, railways and operators of GSM-R. The system basically consists of two parts: The ETCS system or European Train Control System, which provides a protection system ATP, together with the GSM-R, which is a system used to provide radio communication between track and train using frequencies reserved for this application.
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In the top image shows the ERTMS system functioning. In Examples A, B and C is reproduced when mounted performance level 1. Example D reproduced level 2, as in Example E see as the moving block system allows greater proximity between the circulation, thereby increasing line capacity.
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ACTUALIDAD
ERTMS is the European single system, designed to replace incompatible systems between different Administrations in railway, while introducing higher levels of existing security control and far. There are different levels of use of ERTMS, with which it is possible to adapt the system and its costs to the specific needs of each line and operator. This system blends basically two types of technologies on one hand the ETCS (European Train Control System), with regard to signaling (in infrastructure and trains), providing data on the maximum speed at each point or distance to the next balise, and the calculation and monitoring of the circulation speed of the train at all times, and secondly the GSM-R (Global System for Mobile Communications-Railways
ERTMS Level 1 This system is designed as an upgrade or improvement of an existing conventional system, that has lateral signaling and train detectors. The communication between the track and the train is ensured by special balises (known as “eurobalises�) generally located along side signals at the required intervals, and connected with the train control center. The system can receive the authorization of movement through the eurobalises, ETCS equipment on board the train automatically calculate the maximum speed of the train and the next braking point if necessary, taking into account the characteristics of the data train braking curve. This information is displayed to the driver via a display in the cockpit. The speed of the train is supervised constantly by ETCS onboard equipment. The main benefits of ERTMS Level 1 are interoperability between countries and railways and security, because the train can be stopped automatically be granted exceeds the maximum rate.
ERTMS de Level 1
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ACTUALIDAD
ERTMS Level 2 Unlike Level 1, ERTMS Level 2 signaling does not require lateral. The movement authority is directly from a block radius from the center (RBC) to the OBU using GSMR. The balises are only used to transmit messages “fixed” as location, slope, speed limit, etc.. A continuous channel data informs the driver about specic data line and signal status before him, allowing the train to run at full speed while keeping a distance with a safe braking factor. While allowing greatly reducing maintenance costs through the elimination of lateral signaling. The ERTMS Level 2 also presents the possibility of substantial increase line capacity: more capacity means more trains.
Eurobaliza Siemens
ERTMS Level 3 ERTMS Level 3, allows the introduction of “mobile lock” or “moving block”. In the runlevels 1 and 2 of ERTS train movement is authorized by using fixed block, these counties are a section of track between two fixed points that can not be traced by two trains at once. With ERTMS level 3 of the exact position of each train is sent to the central control station directly by each train, instead of the line that has a detection system. In the ERTMS is the train who continually monitors the situation, so that every train within a line can be considered a moving block. The system will control the safety distance required for another train to run behind while maintaining adequate braking a curve when stopping or reducing the speed of the preceding train.
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ACTUALIDAD
Information Display ERTMS in cabin Braking curves and indications on ERTMS
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ERTMS in Spain Today, with 1786 km of track equipped with ERTMS, Spain has, at present, the most common implementation of the European signaling system. The sections in service are the following: Madrid-Valencia-Albacete, 438 kms, powered by Dimetronic Madrid-Zaragoza-Lleida, 442 km, powered by Ansaldo Roda Lleida-Barcelona, 183 km, powered by Thales and Siemens eurobalises Barcelona-Sants-Fork Mollet, 20 km, Mollet-Figueres Fork, 112 km, with Thales and eurobalises technology from Siemens Zaragoza-Huesca, 73 km, powered by Alstom Madrid-Segovia-Valladolid, 179 km, with Thales and eurobalises technology from Siemens Cรณrdoba-Mรกlaga, 155 km, with Dimetronic-Invensys technology, eurobalises of Siemens and Thales LZB La Sagra - Toledo, 21 km, with Thales LZB Conmmuter line Madrid C-4, Parla-Colmenar Viejo / Alcobendas, San Sebastiรกn de los Reyes, and the by-pass of Torrejon de Velasco, and Ourense-Santiago, 87 km, with Thales and eurobalises technology from Siemens. ADIF is a pioneer in the introduction of ERTMS in Europe, thereby achieving increase the traffic capacity of its high-speed lines and get punctuality ratios of 98%, only surpassed by the Japanese railways. iemens Sources: www.adif.es www.ertms.net www.dimetronic.es www.alstom.com
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SUIZA +
SUIZA
Rigi Bahn AUTOR: ENRIQUE DOPICO
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The Rigi mountain is known as the queen of the mountains. Located in the center of Switzerland and part of the Swiss Alps, with easy access and lots of trails and routes, both summer and winter, make this mountain a place to visited.
Mount Rigi offers large spaces and open areas for a number of sports, with about 90 km2 at its peak will be easy to enjoy magnificent spaces from which one can have a panoramic view of up to 150 km, with several points of interest.
From the top you can see the city of Lucerne across Lake Lucerne. Access to Mount Rigi can be done in several ways, by cable car or by two cog railway lines starting from a different point that converge near the top. To visit this mountain start from the town of Lucerne, where we take a SBB train from the main station to the nearby station Arth-Goldau. There is a commuter line, the S2 Lucerne - Lucerne Verkehrshaus - Meggen - Kßssnacht - Arth-Goldau – Brunnen, and numerous IR trains towards Italy which stop at this station. The Arth-Goldau station was opened in 1882 with full commissioning the line Immensee - Chiasso, better known as the Gotthard line. 25
SUIZA +
Durante el verano el monte Rigi dispone de numerosas rutas y senderos para recorrer, en invierno las pistas de squĂ y rutas para toda la familia son destino de numerosos visitantes.
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Lucerne
SUIZA +
Lucerne is the capital of the canton of the same name and is one of the most beautiful and important cities in Switzerland. Considered as a cultural center in the heart of Switzerland, its location makes it an obligatory passage point in the north-south routes in the country, serving as a gateway to the Swiss Alps.
We are not aware of the exact date of foundation of the city, but the Romans may have been the first to settle in this area of the lake. The monastery of St. Leodegar appears in manuscripts dating from the year 840, although historians date as 1178 the year of its foundation, when it formed a parish near the monastery. The opening of the Gotthard pass in 1220 led to the fortification of the city, which in 1291 was sold to Rudolf von Habsburg, which caused the population protested by the restriction of their autonomy, forming in 1332 a pact with other cantons , Considered one of the most important events in the history of Switzerland, the Swiss confederation formed first.
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The Jesuit church is in the channel that forms the lake to the river Reuss, between the two wooden bridges in the city
The Chapel Bridge is the oldest of the city, built in 1300.
The arrival of steamships in the nineteenth century is still present today, converted into transportation across the lake.
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Walking around the city of Lucerne is discover the charm of a medieval city anchored in time. The remains of its fortifications, old wooden bridges, narrow streets and old buildings take us to the past without forgetting the cultural and gastronomic aspect offered by this beautiful city. Of its 40 towers, today there are only just 10, the rest was demolished to widen the city, which since the nineteenth century has not stopped growing. Converted into tourist destination, is one of the world’s most popular destinations, offering visitors numerous cultural and recreational activities. Among its museums include the Museum of Transport. The beauty of the streets and houses of the city contrasts with the grandeur of the lake and Mount Pilatus, at whose feet lies the city.
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PRUEBAS Foto: Ignacio Martín Yunta
Diesel Rail Car
Renfe 592 AUTHOR: MIGUEL ANGEL TRAVESÍ IDAÑEZ
After several years of waiting the fans of N scale are very happy,for it can enjoy, from the hand of the ARNOLD of this known Automotive 592. Like other models Spanish manufactured by this brand, has been promoted by the “Subsidiary” of the firm HORNBY in Spain, the famous ELECTROTREN. 30
PRUEBAS
The original These diesel vehicles were dubbed “Camels” by having two structures located on the roof of each of their cars where they are staying air conditioning equipment, which gives them a unique silhouette.
Built between 1981 and 1984 by Macosa and Ateins to come with four MAN motors. Formed Renfe 592 series, consisting of 70 units. In the beginning these vehicles replaced the old services provided by Ferrobuses, trains and small compositions TER locomotive and cars, taking a giant leap in quality by incorporating levels of comfort and speed well above the substituted material, thanks to a good acoustic and thermal insulation, air conditioning and high power provided by its three drive motors, aided by a fourth engine designed to produce electricity for the entire train. The middle car is the one with two engines. The initial services were by regional through over time to provide all kinds of services, such as in the vicinity nuclei of Murcia and Alicante, Cáceres and Toledo Regional or Long Haul to El Ferrol or Valencia. Different reforms and improvements have led to extend the life of these vehicles to this day. Customized 592-200 series includes both exterior actions, as in interior and increased to 140 Km / h. maximum speed. A subsequent amendment created the series 592-300-500. This subset is formed by a motor that have been removed the center car, therefore being formed by two end cars. Current services of these vehicles are limited to those provided in the vicinity of Valencia. Foto: Ignacio Martín Yunta
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PRUEBAS
Good Good finish Running smooth and quiet Sound quality
Poor Weight somewhat sparse No interior lighting Motor very visible Rigid couplings Very faint red lights above
Our Valoraci贸n General finish Details Painting Running Packaging
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Price/Quality
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SIO U L C ON
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