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Thesis
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Studiu privind implementarea şi evoluţia centralizării electronice la căile ferate din ţara noastră
Solcan, Lucian (UPB)
2006-01-01
Abstract: EU integration of Romania and massive investments in European railways in this period represent the major reasons of the appearance of first electronic interlocking systems in Romania. These new generation systems based on microprocessors replace equipments used by Romanian railways for tenth of years, equipments based on 1950’s technology (signaling relays). Romanian authorities had a first experience when an electronic interlocking system was implemented in Ploiesti (the system was opened on 4th of December 2001). Next, Romanian railways were involved in a larger project, financed by European funds: four of the biggest railway stations were equipped with electronic interlocking systems (Arad, Timişoara, Braşov and Bucureşti Nord). In the current days, another two major projects exist in Romania: one of them is realized by Alcatel and it is the object of new interlocking systems in 11 railways stations (Constanţa, Palas, Feteşti, Focşani, Chiajna, Chitila, Post Buciumeni, Craiova, Turnu Severin, Lugoj), the other is realized by Siemens and concerning 7 new interlocking systems in another 7 railway stations (Deva, Simeria, Alba Iulia, Sighişoara, Ploieşti Est, Ploieşti Vest, Ramificaţie Ploieşti Triaj). It is interesting that, in addition of the interlocking systems imported from outside Romania in the first half of year 2005 it was finalized the implementation of a 100% Romanian electronic interlocking system realized by a Romanian company. Unfortunately, after six month of normal functioning, the line between Bucharest and Giurgiu (Vidra, the station where the respective system was installed it is located on this line) was closed because of a railway bridge collapsing near the station Grădiştea. The system is still operating in normal conditions and will keep staying in a functional state until the line will be reopened. In this very moment in Romania there are in use three kinds of electronic interlocking systems: SIMIS W RO, made by Siemens, ESTW L90 RO made by Alcatel and SCDT-3, made by the Romanian company SMD Ltd. The National Company for Railways (CFR) decided that in the future only one of these types of systems to be implemented (especially the ones made outside Romania) because of compatibility reasons in use and maintenance. During the last six years, the author closely studied the phases of these types of project, from the phase of analyzing requirements and elaboration of specification through the commissioning of new interlocking system and first operation made with the system. Because the hardware of interlocking systems implemented in Romania doesn’t have big differences comparing with the hardware of an interlocking system implemented in another country from Europe, in this paper the accent will be on software, because this part suffered numerous adaptations in order to fulfill the operation and safety concepts from Romania. The author was present at the commissioning of Alcatel system in Braşov railway station and made numerous visits to Ploiesti and Vidra where he observed the functioning of Siemens and SMD systems. Also, he was present to the numerous phases where the SMD system was involved, from homologating to commissioning. For a better understanding of the European context of railways, the author participated at the UIC ERMTS Conference 2006 in Budapest, between 4 and 6 of April. The conference was organized by UIC (International Union of Railways) and the major theme was the European standardized system ERTMS/ ETCS. The paper is structured in five parts. After the first part where is made a short introduction, the second part it is dedicated to actual level of electronic interlocking systems. The author describe with equidistance all three types of interlocking systems implemented in Romania. The third part is dedicated to reliability, availability, mentenability and safety (RAMS) of interlocking systems. After o short literature review of RAMS field, the author deeply analyses the SCDT-3 system. He wants to thank to the producer of the system implemented in Vidra, Engineer Niculae Stancu-Mara, for the support during the research made by the author. In the fourth part the final conclusions and some ideas regarding the future work are presented.
Keyword(s): Transport feroviar România -- Teză de doctorat ; Sisteme automate de reglare şi control -- Transport feroviar -- Teză de doctorat
Note: Corneliu Mihai Alexandrescu
OPAC: See record in BC-UPB Web OPAC
Full Text: see files
Record created 2010-12-08, last modified 2011-11-11
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