Automatic Train Protection
GW ATP (Automatic Train Protection ) is an automatic train protection system in the UK on the Great Western (GW) lines between London (Paddington ), Bristol Temple Meads, Bristol Parkway and Newbury is employed. It is based on similar hardware to the Belgian TBL system, although there are some technical and operational differences. The system consists of a track -side beacon at each signal and a vehicle unit.
The system is only relevant for trains running quickly with speeds of over 160 km / h. The system provides the following core functions:
- Full automatic train protection where the train is fitted and operating over fitted infrastructure
- Vehicle maximum speed supervision and roll-away for trains that are fitted and operating over unfitted infrastructure
Data from the line are transmitted by beacons on the signals. If necessary Infill loops are used to improve operational performance.
Key Features
Data transmission to trains:
Tensile properties as eg basic braking types, maximum speed are set by a pre-programmed parameter plug is plugged into the vehicle unit. Variations in train and brake availability can be set by the driver at the beginning.
The driver are displayed:
- The maximum safe speed
- Target speed
- Expected status of the next approaching signal
- An emergency speed restriction
- Fault displays
- Roll away
- Intervention activation
- Shunting
- Stop signal - crossing mode
- Driving over stop signals
- About signal passed ( authorized movement onto an occupied line )
Acoustical is reported:
- Short beep with every change of visual displays
- Continuous alarm when exceeding the safe speed at or an emergency speed restriction, when passing the STOP field signal upon detection of said rolling away or finding a system failure
The cab is equipped with the following controls:
- Buttons and Indicators
- Confirmation button to regain control following system intervention
- Shunting mode activation button
- Key to Pass Stop pointing signals with permission
- Disconnectors
It monitors:
- Maximum safe speed (line speed and permanent speed restrictions )
- Temporary speed restrictions
- Halt
- Dynamic braking profile
- Direction of movement ( including roll-away )
The system initiates a full service brake application at:
- Exceeding the indicated safe maximum speed to a fixed value if the driver does not respond to the audible warning
- An emergency speed restriction
- A recoverable system fault occurs, eg failure of the expected data from a track- side beacon.
The ATP system initiates an emergency brake:
- The train passes a signal, so that a hazardous situation ( the train is brought to a stop, then the driver may be under partial supervision, continue for 3 minutes or until the passing of the next beacon with a maximum of 32 km / h)
- Rolling away ( ie a movement of more than 10 m or more than 8 km / h in a direction different from the location and the direction of the master controller )
- Occurrence of an unrecoverable system failure
GW ATP is made as regards ETCS Class B system.
ASFA (Spain ) | ALSN ( former USSR) | ATB ( Netherlands) | ATC (Japan, Sweden, United States) | AWS ( United Kingdom) | Crocodile / Memor (Belgium, France, Luxembourg ) | Ebicab (Sweden, Norway, Portugal, Bulgaria ); EVM (Hungary ) | ETCS in Switzerland | GW ATP ( UK ) | Indusi, PZB ( Germany, Austria, Romania, ex-Yugoslavia, Israel) | Integra - Signum ( Switzerland ) | KLUB- U ( Russia) | KVB (France) | LS ( Czech Republic) | LZB ( Germany, Austria, Spain, formerly Switzerland ) | Mirel (Slovakia ) | RS4 Codici, SCMT, BACC (Italy ) | SELCAB (Spain ) | SHP ( Poland) | TBL (Belgium) | TPWS ( UK ) | TVM (France) | ZBS (S- Bahn Berlin ) | ZSI-90/ZST-90, ZSI -127 ( narrow gauge Switzerland ) | ZSL -90 ( narrow gauge Switzerland ) | ZUB 121 ( Switzerland, Spain) | ZUB 122 ( Germany, for tilting trains ) | ZUB 123 ( Denmark)
ETCS (European Train Control System )
- Command