ERTMS IN SPAIN: STATE OF THE ART AT 30/08/2005

1. ERTMS IN SPAIN: STATE OF THE ART AT 30/08/2005

2. BACKGROUND Until 1992, existing signalling in Spain was the lineside type based on four indications and with a protection system known as ASFA. Communications between trains and the Control Centre were based on the so-called Train-Ground system using AEG and Alcatel technology, being installed on 80% of lines and affecting 95% of traffic. In 1992, the Madrid –Seville AVE line was opened, with UIC gauge, equipped with LZB (Alcatel) and trackside signalling with ASFA (Dimetronic) as a back-up system at stations, and block sections every 15 km. ETCS PROTOTYPE On 30/11/1999, the Ministry of Public Works awarded the «Daimler Chrysler Rail Systems» (SIGNAL) and «Dimetronic», Joint Venture the contract to draft the project and perform installation work and testing on the ERTMS/ETCS European System (Level 1) for its adaptation to the national rail network on the Albacete-Villar de Chinchilla pilot section, 50% being financed by the European Union, the GSM-R and ETCS Level 2 being awarded to Siemens on 18/2/2002. Equipment integration tests have been carried out on this 38 kilometre pilot section. For the first time in Europe, ERTMS compatibility with national signalling systems was checked, Asfa in this case.

3. CURRENT SITUATION 1. MADRID – LLEIDA LINE Commercial services commenced on 11/09/03, with conventional lineside signalling in ASFA mode. The installation of signalling systems corresponded to the CSS Transport company, ERTMS L1 being in a test phase. To prepare the L1, two test trains were initially outfitted with the necessary equipment, the Talgo S102 being the trains currently used to prepare the system. The ERTMS Safety Case Assessment report commenced on 21/01/04, the latest version being supplied on 01/09/05.

4. OTHER LINES 2. LLEIDA – BARCELONA - FRENCH BORDER LINE Subgrade work is being carried out on almost all the 374 kilometres of line. Work is planned to conclude in 2010 Signalling system installation corresponds to the Joint Venture formed by Dimetronic, Alcatel, Siemens and Indra. 3. MADRID – SEGOVIA – VALLADOLID/MEDINA DEL CAMPO LINE Subgrade work is being carried out on almost all the 198 kilometres of line. Work is planned to conclude in 2007 Signalling system installation corresponds to the Joint Venture formed by Dimetronic, Alcatel, Siemens and Indra. 6. ZARAGOZA – TARDIENTA – HUESCA LINE The 79.4 kilometres of line have been finished. Signalling system installation corresponds to the Alstom company The track on the Zaragoza-Zuera-Tardienta route has been doubled, one track having the Iberian gauge and the other one with the international gauge, while the rest of the line, from Tardienta a Huesca, has a three rail track. 5. MADRID - LA SAGRA – TOLEDO LINE The 20.5 kilometres of line have been finished. Signalling system installation corresponds to the Joint Venture formed by Dimetronic, Alcatel and Siemens. 4. MADRID - CORDOBA – MÁLAGA LINE Work is being carried out on almost all the 155 kilometres of line. Signalling system installation corresponds to the Joint Venture formed by Dimetronic and Alcatel.

5. MADRID – LLEIDA LINE 1. MAJOR INSTALLATIONS • Electrification: First section (20 Km) at 1 x 25 kV, rest of the line 2 x 25 kV. • Nine Substations and 37 auto-transformer centres. • Thirteen electronic interlockings. • Train protection systems: ERTMS and ASFA. • Fixed communications: Optic fibre SDH network. • Mobile communications: GSM-R • Supervision systems: Detecting falling objects, hot boxes, tunnel fires, meteorological systems, trackside impacts, pantograph state … • Traffic Control Centre in Zaragoza. Local decentralised operating points.

6. 2. TRAIN PROTECTION SYSTEMS • ASFA:Specific cab signal repetition system. Suitable for running at speeds of up to200 Km/h. • ERTMS LEVEL 1 • Eurobalises (fixed/switchable) for sending precise information (track-train). • Encoders (LEUs): These contain predefined telegrams sent by the switchable balises. • Interlockings: They select telegrams sent by each of the LEUs depending on track conditions • ERTMS LEVEL 2 • RBCs: Radio Block Centres • GSM-R: Continuous bidirectional transmission • Fixed Eurobalises: Repositioning references • Interlockings: they inform the RBCs about lineside conditions (routes, block systems)

7. SICAM PCE PRO CTC Fixed communications network PLO-S PLO-S RS232 SILAM/Jur. Rec SILAM/Jur. Rec SEI SEI Optic fibre Modem Ethernet Network SIDAM LEU LEU LEU LEU LEU LEU Ethernet/Profibus Gateway Ethernet/Profibus Gateway Ethernet/Profibus Gateway Profibus Network Profibus Network Profibus Network ERTMS L1 SYSTEM ARCHITECTURE Modem SIDAM MTOR MTOR SIDAM MTOR LEU EUROBALISE

8. ERTMS LINESIDE COMPONENTS 2000 m 500 m 300 m Advance Group Infill Group Signal group Traffic direction L2 virtual signal 250 m Repositioning Eurobalise Switchable Eurobalise Fixed Eurobalise

9. ERTMS L1 SYSTEM PARAMETERS • 347 LEUs installed at 55 line locations • 1946 fixed Eurobalises • 1302 switchable Eurobalises • Designed to run up to 300 Km/h, with a train interval of 5:30 minutes. • Predetermined time restrictions that can be established from interlockings, from the CTC or from the ERTMS Control Centre (PCE). • Diagnosis system integrated into the Maintenance Assistance System for Signalling Installations.

10. EQUIPMENT INTEGRATION L1 PRINCIPLES RULE VERIFICATION FIXED EQUIPMENT ON-BOARD EQUIPMENT FUNCTIONAL TESTS INSTALLATION SIMULATOR ON THE LINE EUROCAB FIXED EQUIPMENT INSTALLATION INSTALLATION PARAMETRIZATION INPUT DATA TELEGRAMS POINTERS DYNAMIC TESTS SIMULATOR TESTS AVAILABILITY TESTS LSG-LCAP AIGLON LINE OPERATING TESTS ERTMS L1 ACTIVITY FLOW

11. ERTMS CONTROL CENTRE (PCE) • Located in Zaragoza, it allows the main functions of the ERMTS system to be managed centrally • It exchanges information with the RBCs and line interlockings. • It gives real time position and speed details for trains running under ERTMS L2 supervision. • It makes it possible to centrally establish time limits for ERTMS L1 and L2 systems. • The PCE can be used to send and revoke emergency alerts to trains under ERTMS L2 supervision. • It handles communications with terminals for protecting persons working on the line.

12. PCE 1 Terminal PCE 2 Terminal Printer Remote access server MSC GSM-R E1 PCE Net GSM-R PCE 1 Server PCE 1 Server Audit trail server TPP TrafficNet and RBCNet WAN • PCE Servers: HP servers under SO HP-UX • PCE Terminals: Computers under W2000 • PCI-R and PLO-R: Computers under W2000 PCE ARCHITECTURE

13. SOFTWARE EQUIPMENT ON BOARD TEST TRAINS (SITUATION AT 15/09/05) Verification Tests Independent Assessment report Track Reliability Tests Software Incidents July 2005 Version A June-July 11 August (51,000 Kms) • On Sight • Emergency Braking • DMI Off • Odometry Planned for May Supplied in July with negative report Version B August 2005 All resolved except: Odometry For 23 September with non regression commitment From 11 August (19,000 Kms) Anticipated version for starting operations Version C September2005 All repaired? November From 1 October

14. Independent assessment SAC (Germany) ACTIVITIES PRIOR TO INTRODUCTION MAY-JUNE JULY-AUGUST SEPTEMBER Safety Case On-board equipment Risks to be exported to Regulations Operating Safety Manage-ment SIEMENS Driver Training Critical Path 23 September Test Instructions Safety Case SIEMENS Lineside equip-ment Operating Reliability Tests ADIF Safety Manage-ment Risks to be exported to Regulations Regulation Independent assessment Traffic Training CEDEX / TIFSA

15. Maintenance Standards • New signalling system for traffic and drivers (combined with ASFA) • Operational introduction awareness Driver  CRC  Maintenance • Methodology for incident warning Corrective response time AFFECT ON PUNCTUALITY • Train Equipment Improvement Proposal for assisting track maintenance.  Train DMI announcement of specific balise group not transmitting • Single track management. Lérida and Zaragoza. • New services from 4 September. • Operating scenario 1; GL 200 and AVE at 250. • Operating scenario 2; GL 250 and AVE at 300. • Travel times and adapting commercial network. Parallel activities until the introduction of ERTMS L1. • Continue reliability tests with software C.