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soon: a large station, Vác, can be awarded by one of electronic interlocking suppliers. Of course, both of these projects can be carried out with EU co-financing.


Electronic interlocking for GySEV GySEV, former times operated and owned (!) the Győr – Sopron – Ebenfurth railway line only as a private infrastructure and railway undertaking, in 2001 was charged to operate the Sopron– Szombathely line in order to make a North–South freight corridor in western Hungary. Because the general condition of the line was not so good, all infrastructure elements (track, interlocking and telecommunication) was to be renewed. Of course, this huge work comprised installation of electronic interlocking on four stations (Nagycenk, Lövő, Bük, Acsád) of the line. Since the tender was awarded by Alcatel Austria, Elektra1 interlocking and EBO1 MMI (on Bük station for remote control of the whole line) were built. In 2007, EBO1 MMI was replaced by AKF. After taking into operation the four stations in 2006, in the same year GySEV railway network was lengthened from Szombathely to Szentgotthárd, as continuation of the ment - ioned North–South corridor. Six stations (Ják- Balogunyom, Egyházasrádóc, Körmend, Csákánydoroszló, Alsórönök and Szentgotthárd) were equipped with Elektra2 interlocking (and, of course, AKF MMI on Körmend and Szentgotthárd; the whole line is controlled from Körmend but local control possibility is available on the border station Szentgotthárd).


Electronic interlocking on Budapest Suburban Railway (HÉV) lines Budapest Transport Company (BKV) operates four light-rail networks which play an important role in suburban traffic. Since train frequency is very high on these lines, the ‘old’ relay systems wore out fast. Therefore, on the line Boráros tér–Csepel, two Elektra1 systems were taken into operation in 2001. The whole 7km-long line has been divided into two station areas: Boráros tér and Csepel; both of these are controlled from Boráros tér. Signalling reconstruction of the Batthyány


tér–Békásmegyer section of the Szentendre HÉV line was accomplished by Thales. In 2007, three Elektra2 interlocking (Batthyány tér, Aquincum and Békásmegyer) have been taken into operation; therefore objects of the 11km-long


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line are grouped into three areas. Although each station area has own EBO2 MMI, complete line is controlled from Békásmegyer. On the Békásmegyer–Szentendre section of the line, the old mechanical and relay interlocking remain in operation, but here the traffic volume is not so high.


Electronic level crossing systems Level crossing operations on the Hungarian railway network can be divided into two main types: station and open line systems. Open line level crossings are typically autonomous equipment; they have independent, de - centralised control systems along the line. Operating and status of them is checked either by signalman of one of the neighbouring station (statuses are indicated on the control pult of the station interlocking MMI) or they have dedicated protecting signals – and distant signals – from both sides and these signals inform the train staff. Station level crossings are an integrated part of the station interlocking (level crossing is an element in the route logic) and they are protected by the main signals of the station (entry, exit and shunting signals). Of course, in case of installation of a new electronic station interlocking, the station level crossings are replaced by the new one. In this chapter, a short summary is given about the first group, i.e. open line level crossings. The first electronic open line level crossing


system, named UTB was developed by Signelit, a Hungarian company. This firm was owned and operated by Hungarian experts. The first UTB was taken into operation in the summer of 2000 on the Cinkota–Csömör suburban line (BKV HÉV line). This pilot application was followed with numerous equipment on the Ráckeve and Gödöllő suburban lines, but mainline application was not possible in this period. The first interlocking project was the


Boba–Zalalövő line, where installation of electronic open line level crossing was required. In this project, the main contractor (Alcatel Austria) had the right of selecting the open line level crossing system, but, of course, the chosen equipment had to fulfil all requirements of MÁV’s functional requirements specification. At the end, after long debates, BUES2000 system of Scheidt & Bachmann (S&B) had been appointed and its Hungarian representative, Dunántúli Kft. prepared a pilot installation on


the Balatonszentgyörgy–Tapolca line. This LX, as the first mainline application was taken into operation in the summer of 2007. A further 31 applications on the Boba–Zalalövő line, one on the Fonyód–Kaposvár line and one on the Fertőszentmiklós–Neusiedl am line went into operation in 2008 and 2009. These systems had independent protecting signals. Only one remote-checked BUES2000 LX has been operating on the Cegléd–Szeged line as a trial application. Since GySEV was intent on raising the speed


of the Sopron–Szombathely–Szentgotthárd line, the not yet protected level crossings had to be equipped with open line level crossing equip - ment. The project was awarded by a Hungarian company, Műszer Automatika Kft. (MA), so they had the right to supply 33 UTB systems. Namely, MA purchased from Signelit licence of UTB, which was further developed by MA experts, in order to have mainline equipment. These level crossing systems were taken into operation in 2010. Beside MA and S&B, Siemens would like to


enter the Hungarian ‘open line level crossing market’. Therefore in frame of reconstruction of the Budapest–Székesfehérvár line, open line level crossings will be replaced by SIMIS LC equipment. In order to have a pilot application, a trial system has been installed on the Vác–Vácrátót line, but this equipment – up to now – is not yet in operation.


Acknowledgement The author would like to thank Kálmán Kirilly, Head of Signalling Dept., Telecom, Electrification and Signalling Directorate of Hungarian State Railways for his help with this article.


BIOGRAPHY


Péter Tóth became an Electrical Engineer specialising in signalling at the Faculty of Electrical Engineering and Informatics, Széchenyi István College in 1995. In this same year he began working for MÁV in his first role with the company as a Signal Mechanician.


A year later, he gained the role of Developing Engineer within the Telecommunication, Electrification and Signalling Technological Centre department. During this time, he studied at the Technical University of Budapest, graduating in 1997 as an Engineering Lecturer. In April 2003, Péter Tóth moved to his current role within the Signalling Department of MÁV, in the capacity of Professional Project Leader of new signalling installations.


European Railway Review Volume 18, Issue 1, 2012


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