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Balise EBICAB in the Mediterranean Corridor. A balise typically needs no power source. In response to radio frequency energy broadcast by a Balise Transmission Module mounted under a passing train, the balise either transmits information to the train (uplink) or receives information from the train (downlink, although this function is rarely used).
The linking information informs about the distance to the next balise group (one linking packet per direction) and the required train reaction if the next balise group is missed (e.g. train stop). The movement authority packet defines a maximum speed that may be used for a given maximum distance and maximum time - setting the maximum speed to ...
The specification was written in 1996 in response to EU Council Directive 96/48/EC99 [5] of 23 July 1996 on interoperability of the trans-European high-speed rail system. . First the European Railway Research Institute was instructed to formulate the specification and about the same time the ERTMS User Group was formed from six railway operators that took over the lead role in the specificat
Contrôle de Vitesse par Balises (Speed control by beacons), abbreviated to KVB [note 1] is a train protection system used in France and in London St. Pancras International station. It checks and controls the speed of moving trains. [1] KVB consists of: The on-board installation, known as bord (aboard), which comprises:
A railway route constructed by an organization, usually one formed for that purpose [201] [202] [203] A railway route that has an official name (notably bestowed by engineers line references in the UK) [204] A set of railway routes that are bundled for publicity purposes (e.g. a UK train operating company) [205] [206] Railway station
The train must stop short of the signal. Station exit signals, inner signals. Signal 21 – Proceed (to diverging route) The train can proceed, usually via one or more diverging switches. Station entry signals, station exit signals, inner signals. Signal 22 – Proceed: The train can proceed, not via diverging switches.
EBICab balise in the Mediterranean Corridor These on-board systems use pairs of balises mounted on the sleepers. The pairs of balises distinguish signals in one direction from the other direction with semicontinuous speed supervision, using a wayside to train punctual transmission using wayside transponders .
The Swiss SBB railways had been evaluating ZUB balises throughout the 1980s but it took until the accident at Zürich Oerlikon railway station in 1992 that a final decision was made for their introduction. Siemens adapted the system to work in conjunction with the traditional Integra-Signum magnets resulting in the ZUB 121 train protection system.