12_EBICAB 900

EBICAB 900 Introduction to EBICAB EBICAB is classified as a semi-continuous speed supervision system. This means that: • Information is transmitted from track to train at discrete points using beacons • However, the onboard equipment performs continuous speed supervision between those points This approach provides a higher level of safety than punctual systems like ASFA, while avoiding the infrastructure complexity of fully continuous systems such as LZB. Versions of EBICAB There are two main versions of the EBICAB system: • EBICAB 700, installed in Sweden, Norway, Portugal, and Bulgaria • EBICAB 900, installed in Spain on the Mediterranean Corridor EBICAB 900 is an enhanced version designed to meet the higher performance and interoperability requirements of Spanish railways. ________________________________________ EBICAB as an ATP System According to RENFE and ADIF, EBICAB 900 is officially considered an ATP system. It is also classified as a pre-ERTMS system because: • It uses movement authority concepts • It performs continuous speed supervision onboard • Its operating philosophy is very similar to ERTMS/ETCS Level 1 For this reason, EBICAB served as a technological bridge toward ERTMS implementation. System Architecture The EBICAB 900 system consists of: • A trackside data acquisition system • An onboard ATP unit The onboard equipment is supplied by Dimetronic and uses TBS-type hardware with a 2oo3 (two-out-of-three) redundancy architecture, ensuring high reliability and fail-safe behavior. The software, however, is a specific development by RENFE, tailored to Spanish operational rules. ________________________________________ On-board Equipment The onboard EBICAB 900 equipment is designed to protect trains operating at speeds of up to 220 km/h. A key feature of EBICAB 900 is that it functionally incorporates the ASFA system. This allows trains equipped with EBICAB 900 to: • Operate seamlessly on EBICAB lines • Transition to conventional ASFA-equipped lines without changing onboard equipment This greatly improves network flexibility. Fallback and Interoperability In case of: • System degradation • Loss of EBICAB functionality The system automatically switches to ASFA200 as a fallback mode. In this degraded mode: • The maximum permitted speed is limited to 200 km/h • Train operation follows ASFA200 supervision rules This ensures that safety is maintained even in failure conditions. ________________________________________Trackside Equipment The trackside equipment consists of passive inductive beacons. Key characteristics: • The beacons do not require an external power supply • They use energy from the onboard sensor • Data is transmitted at a frequency of 27 MHz Unlike ASFA, EBICAB beacons can transmit multiple data items per frequency, allowing richer information exchange. ________________________________________ Beacon Installation EBICAB 900 beacons are installed: • At the signal location • At 300 meters before the signal, acting as pre-beacons Typically, two to four beacons are installed per signal to ensure reliable data transmission and redundancy. This arrangement guarantees that the train receives all necessary information to calculate safe braking curves. _System Operation Using the information received from the trackside beacons, the onboard system: • Determines the Movement Authority (MA) • Calculates speed and braking curves to ensure stopping before a red signal Each time the train passes a new beacon: • The movement authority is updated • New braking curves are recalculated to correspond to the next restriction or stop point Speed Supervision Curves EBICAB 900 calculates and supervises four speed curves: 1. Permitted speed – the speed the driver should follow 2. Warning speed – triggers an audible alarm 3. Supervision speed – triggers traction cut-off and service braking 4. Maximum safety or emergency speed – triggers emergency braking These curves provide a layered safety approach. ________________________________________ Driver and System Response The driver is expected to operate the train as close as possible to the permitted speed. If: • The permitted speed is exceeded → a warning alarm sounds • The supervision speed is exceeded → traction is cut and maximum service braking is applied • The emergency speed is exceeded → emergency braking is applied until the train stops This ensures automatic protection against overspeed and signal violation. Degraded Mode When operating in degraded conditions: • EBICAB 900 reverts to ASFA200 • The system behavior follows ASFA200 logic • Speed is restricted accordingly This fallback strategy guarantees continuity of operation while maintaining safety. Conclusion To conclude: • EBICAB 900 is an advanced semi-continuous ATP system • It supports high-speed operation up to 220 km/h • It integrates ASFA for interoperability • It served as a bridge between conventional signaling and ERTMS/ETCS