Signalling & telecoms
be equipped with CBTC and drivers will refer only to their cab displays. Initially, only maintenance vehicles will be fitted with ERTMS, but as TCDD’s high-speed fleet is already equipped with ERTMS they will be able to use this on the Marmaray line. Freight trains are expected to use the lineside signalling, but will be able to switch to ERTMS as its use on the TCDD network expands over the next few years.
The interlocking will control the interface with both CBTC and ERTMS, and track circuits and axle counters will be able to detect all types of train, passing information to the block processor. The key principles behind the Marmaray train control system are that
Work starts on Istanbul’s sixth metro line A
GROUNDBREAKING ceremony was held on June 6 to mark the start of
construction of metro Line 6. The event was attended by the mayor of Istanbul Mr Kadir Topbas, Turkey’s transport minister Mr Binali Yildirim, and senior managers from the Dogus group, which won the ƒ564m contract to build the line. The new line will run entirely
everybody can communicate with everybody else and safety is always guaranteed regardless of which system is being used. While CBTC uses a radio-based data transmission system,
underground from Üsküdar east via Ümraniye to Çekmeköy with 16 stations. The 20km line follows a corridor to the north of Line 4 and will provide the Asian side of Istanbul with its second metro. A 2.72km branch running northwards will connect the metro to a new depot located towards the eastern end of the line. The project is expected to be completed by 2015.
ETCS Level 1 does not.
As a train travels along the line, a so-called soft handover takes place between one block processor and the next during which time the train is communicating with both block processors. The handover must be long enough for it to take place without an interruption in communication, but handover does not take place in a fixed location as it depends which channel is transmitting.
Under CBTC operation, trains will operate automatically, with drivers monitoring the system and opening and closing the doors at stations. With CBTC, the line will function with moving block to achieve 90-second headways and a peak-time capacity of 90,000 passengers per hour per direction (pphpd), whereas under ETCS Level 1 only 2-minute headways will be possible. The off-peak capacity with CBTC will be 75,000 pphpd whereas the old railway had a capacity of just 10,000 pphpd.
The total number of trips per day in 2015 is estimated at 1,500,000 passengers and is expected to increase to some 1,700,000 passengers by 2025. An end-to-end journey time of 105 minutes from Gebze to Halkali is planned compared with a train-ferry- train trip of around 3 hours. Shorter cross-Bosphorus trips from Sögütlüçesme to Yenikapi will take 12 minutes and Üsküdar - Sirkeci 4 minutes.
The transition point between the bored tunnel and immersed tube on the Asian side. 50
Fitting out of the underground section is due to be completed in July 2013. This will be followed by testing of the fixed installations, system integration tests lasting around one month, and two months of trial operation. The surface sections are due to open in stages during 2014, although TCDD would like to open at least one section before the end of the next year as it is keen to reap the benefits of this critical project as soon as possible and to reconnect Turkey’s largest city with the rest of the national rail network. IRJ
IRJ August 2012
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