OC Concept

Subconcept CP-to-L TranslationSubconcept L-to-W interface electronicsVersion 12_published 3042018

1 Disclaimer

This document is a DRAFT version which is still under construction Its content may change in the ongoing concept

phase of SmartRail 40 The document is not completely verified and is not finalized by now The document is published

to enable an open discussion of the ongoing work of the SmartRail 40 program

Links and references inside of this document may refer to other documents inside of the program SmartRail 40 that

may not be published at this stage

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2 Content1 Disclaimer 1

2 Content 2

3 List of Figures 3

4 List of Tables 3

5 Glossary 3

6 Initial position 4

61 General 4

62 CP-to-L Translation and L-to-W interface electronics 4

7 Aims 4

71 General product aim OC and Y-switch 4

72 Modularization OC and Y-switch 5

73 Functional aims OC and Y-switch 5

74 Safety aims OC and Y-switch 6

75 Migration aim Y-switch 6

8 Input parameters (Inputs) 6

9 Requirements 7

10 Functional description CP-to-L Translation and L-to-W interface 7

101 Overview 7

102 Software module 8

103 L-Interface 8

104 Configuration Profile to L-interface translation 10

105 Hardware considerations 12

1051 General 12

1052 Hardware Module 12

1053 Power supply 13

1054 OC Y-switch design 14

1055 Control unit Y-switch (OC external) 15

106 Type approval process 16

11 General functional description 17

111 Operational concept 17

112 Maintenance concept 17

12 Open issues and working hypotheses 18

121 TA controllability 18

122 Y-switch general 18

123 Y-switch monitoring function (Shadow mode) 18

124 Behaviour of the LI during switchover and reset 18

125 TA modules and TA connection 19

13 Sources References 20

14 Appendix Possible approaches Y-switch and TA elements 21

15 Appendix Procedure for moving the points 21

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3 List of FiguresFigure 1 OC Reference model (Central processing unit = engl Base Module AA Modul = engl TA Module)

Figure 2 Detailed view

Figure 3 Two-way point with trafficability vectors

Figure 4 CP Example of track point P1

Figure 5 - OC Reference Model

Figure 6 Modularization for type approval

4 List of TablesTable 1 UML Terminology

Table 2 Schematic for Y-switch installation

5 Glossary

Term Abbrev Description

B-Interface Bm Interface to the existing Interlocking (LI) type m (Example m=Do 67) harr OC

ETCS

Interlocking

EI ETCS FSS based interlocking comprising the RBC Its dynamic rule based and geometric safety logic

controls all movements of the objects and all changes of the state of the trackside assets within the EIs

effective range All operational logic is moved to the higher-level systems

L-Interface L OC Internal interface between the Base Module and the TA Modules

Legacy

Interlocking

LI Legacy interlocking system (eg relay and electronic interlocking) that shall be replaced by the ETCS

Interlocking (EI)

Object

Controller

OC The Object Controller connects the ETCS Interlocking (EI) with the trackside assets (TA) by translating

CommandsMessages between ETCS Interlocking and trackside asset (eg point motor)

Trackside

Asset

TA Trackside installations such as rail points level crossing barriers signals etc

W-Interface Wnx OC Interface that connects the TA Modules (through the Y-Switch) to the Trackside Assets of type n

subtype x (eg n=barrier motor x= ASSA engine with coal 110V)

Y-Switch Technical solution that provides during the migration phase a switching mechanism to alternate the

control of trackside elements between the legacy interlocking systems (LI) and the ETCS Interlocking (EI)

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3 List of FiguresFigure 1 OC Reference model (Central processing unit = engl Base Module AA Modul = engl TA Module)

Figure 2 Detailed view

Figure 3 Two-way point with trafficability vectors

Figure 4 CP Example of track point P1

Figure 5 - OC Reference Model

Figure 6 Modularization for type approval

4 List of TablesTable 1 UML Terminology

Table 2 Schematic for Y-switch installation

5 Glossary

Term Abbrev Description

B-Interface Bm Interface to the existing Interlocking (LI) type m (Example m=Do 67) harr OC

ETCS

Interlocking

EI ETCS FSS based interlocking comprising the RBC Its dynamic rule based and geometric safety logic

controls all movements of the objects and all changes of the state of the trackside assets within the EIs

effective range All operational logic is moved to the higher-level systems

L-Interface L OC Internal interface between the Base Module and the TA Modules

Legacy

Interlocking

LI Legacy interlocking system (eg relay and electronic interlocking) that shall be replaced by the ETCS

Interlocking (EI)

Object

Controller

OC The Object Controller connects the ETCS Interlocking (EI) with the trackside assets (TA) by translating

CommandsMessages between ETCS Interlocking and trackside asset (eg point motor)

Trackside

Asset

TA Trackside installations such as rail points level crossing barriers signals etc

W-Interface Wnx OC Interface that connects the TA Modules (through the Y-Switch) to the Trackside Assets of type n

subtype x (eg n=barrier motor x= ASSA engine with coal 110V)

Y-Switch Technical solution that provides during the migration phase a switching mechanism to alternate the

control of trackside elements between the legacy interlocking systems (LI) and the ETCS Interlocking (EI)

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6 Initial position

61 General

In the safety systems area (SA or LST) the Trackside Assets (TA) make up the great bulk of the systems and theprovisioning processes They have a huge impact on availability and costs Depending on the architectural scenario30000-70000 TAs of todays 115000 will remain in the long-term target models of Railway Production 40

62 CP-to-L Translation and L-to-W interface electronics

Chapter 9 deals specifically with the topics CP-to-L Translation and (superficially) with the translation of the logical TASignals (L-interface) into the physical (eg 230V ~ power electronics for motor powering) referred to as L-to -Winterface electronics The topics in this context are

HWSW rough design of the OC base module1

Translation of the Configuration Profile2

Hardware considerations3

Y-switch and its control unit4

7 Aims

The following aims are to be addressed with the OC and the Y-switch

General product aim1

Modularization2

Functional aims3

Safety aims4

Migration aims5

71 General product aim OC and Y-switch

The purpose of the OC is to create an independent product which serves as a universal interface to the largest possible

number of TA Types (W interface) In order for larger migrations to be sensibly and economically feasible a Y-switch

must also be provided as a switching element between the old and the new world (switch-over option B and W

interface)

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Figure 1 OC Reference model (Central processing unit = engl Base Module AA Modul = engl TA Module)

The OC uses TA Elements as subfunctions These together make up a logical element For example the level crossing

(BUe) consists of the subfunctions of the TA Elements motors of the barriers flashing lights etc These together form

the logical element BUe

In the ES concepts the abstract representations of TA are referred to as infrastructure objects The abstracted

representations are not to be confused with the terms TA and TA Elements which denote the physical assets

72 Modularization OC and Y-switch

The OC should have a modular design and consist of a base module TA Module and the Y-switch (possibly

implemented externally)

The aim is to achieve the greatest possible decoupling within the OC (Base Module TA Modules Y-switches) so that

the results are interfaces which are as simple and manageable as possible

The complex safety logic of the present Legacy Interlocking (LI) should be distributed among TMS ES and OC Base

Module elements and decoupled as far as possible The TA Modules should focus on pure signal processing

73 Functional aims OC and Y-switch

The OC for controlling the TA Elements should be constructed in the simplest possible hardware and software structure

likewise the Y-switch

The Y-switch should switch up to 20 conductors simultaneously between LI and OC The use of several Y-switches

allows the switching of arbitrary track layouts

For the scope of the planned switching (number of TA Elements) the OC or Y-switch must provide a high degree of

switching automation

The Y-switch must be able to be integrated into the existing interlocking infrastructure with minimal installation effort

The Y-switch must ensure the safe isolation of the LI and the OC system without interference

The type of construction should be so compact that installation on the cable termination frame (CTF) is possible andor

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Figure 1 OC Reference model (Central processing unit = engl Base Module AA Modul = engl TA Module)

The OC uses TA Elements as subfunctions These together make up a logical element For example the level crossing

(BUe) consists of the subfunctions of the TA Elements motors of the barriers flashing lights etc These together form

the logical element BUe

In the ES concepts the abstract representations of TA are referred to as infrastructure objects The abstracted

representations are not to be confused with the terms TA and TA Elements which denote the physical assets

72 Modularization OC and Y-switch

The OC should have a modular design and consist of a base module TA Module and the Y-switch (possibly

implemented externally)

The aim is to achieve the greatest possible decoupling within the OC (Base Module TA Modules Y-switches) so that

the results are interfaces which are as simple and manageable as possible

The complex safety logic of the present Legacy Interlocking (LI) should be distributed among TMS ES and OC Base

Module elements and decoupled as far as possible The TA Modules should focus on pure signal processing

73 Functional aims OC and Y-switch

The OC for controlling the TA Elements should be constructed in the simplest possible hardware and software structure

likewise the Y-switch

The Y-switch should switch up to 20 conductors simultaneously between LI and OC The use of several Y-switches

allows the switching of arbitrary track layouts

For the scope of the planned switching (number of TA Elements) the OC or Y-switch must provide a high degree of

switching automation

The Y-switch must be able to be integrated into the existing interlocking infrastructure with minimal installation effort

The Y-switch must ensure the safe isolation of the LI and the OC system without interference

The type of construction should be so compact that installation on the cable termination frame (CTF) is possible andor

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integration in the existing frames is possible

74 Safety aims OC and Y-switch

The OC respective Y-switch is installed in the preparation phase between LI and TA by means of the valid safety

process so that the previous LI and TA functionality is unchanged (= safe in terms of safety)

The OC respective Y-switch have no impact on the reliable and safe functionality of the LI and its TA

The OC respective Y-switch allows the reliable and safe operation and monitoring of the functionalities of the ES and

the switched TA

The OC respective Y-switch enables the safe switching of the connected TA Elements in the sense of safety No

unmanageable hazards are permitted to result from this

The state of the TA Elements must be known before switching through the Y-switch to ensure synchronization (EI and

LI) This is also relevant in terms of increasing security and availability by switching the Y-switch

Incorrect switching of the Y-switch must be detected by the OC

The Y-switch must be removed after the TA Elements have been migrated to the EI or the OC so that no unnecessary

components remain in the productive system (minimum principle working hypothesis)

75 Migration aim Y-switch

The Y-switch must enable a phased migration of the LI

Four phases are assumed in a first approximation

bull Phase 1 Preparation

bull Phase 2 Testing

bull Phase 3 Commissioning (Commissioning or migration)

bull Phase 4 Dismantling of the Y-switch

The OC respective Y-switch must be installed tested and approved before the actual migration phase between LI and

TA

After integrating the Y-switch into the system it must assume a previously defined switching state This must not be

changed without a switching command The switching position must be monitored safely

The Y-switch must be removed as a first priority after migration - together with the unused part of the LI - (if separate

box) or safely deactivated as a second priority If the dismantling can not take place an assessment of the

consequences must be carried out and further measures taken if required

8 Input parameters (Inputs)The following aspects are prerequisites for the successful implementation of the OC concept

Clearly defined interfaces within the OC and to the outside (ASMID and W interface) with the aim of the largest1

possible encapsulation modularization and independence

Determining the size and structure of existing plants and determining meaningful size units of the individual OC2

sections Final definition of the TA Element types which are to be supported by the OC

Advanced SAZ Lifecycle project for streamlining existing element diversity to reduce complexity and diversity3

This should reduce the scope of approval

Clearly defined procedure to incorporate the Y-switch into the existing TA cabling without errors and to ensure4

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that no modifications can be made (intentionally or otherwise) until the track migration to the ES has been

completed

Suitable conditions regarding LI (standby mode general behaviour) and ILTIS (required functions)5

9 RequirementsThe currently valid OC requirements are to be found in the OC Requirements Catalog (Anforderungskatalog (V02))

The OC requirements relevant for this sub-concept were identified and the chapter dealing with them was added to the

requirements catalogue

In order to counteract the possibly high number of different TA Module card (map) types an attempt is made to classify

the existing TA Elements and to group them based on their basic properties

10 Functional description CP-to-L Translation and L-to-W interface

101 Overview

Figure 2 Detailed view

The concept envisages that

Each element in the Element layer (Point TDS Axle counter Level crossing ) can be seen as a compilation of1

one or more sub functions These elements are referenced as logical elements and consist of one or more sub-

functions

The following are considered as sub-functions a single point drive a barrier drive a flashing light or the reading2

of a track vacancy detector (freebusy indication)

The sub-functions access one or more TA Managers which constitute the interface to the hardware TA Module3

Each TA Manager operates a TA Module on the hardware layer and can in addition to the necessary hardware-4

specific implementation functions also contain superordinate disclosure functions for the associated hardware

module A TA Manager can be used by several sub-functions This is necessary if the associated TA Module

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that no modifications can be made (intentionally or otherwise) until the track migration to the ES has been

completed

Suitable conditions regarding LI (standby mode general behaviour) and ILTIS (required functions)5

9 RequirementsThe currently valid OC requirements are to be found in the OC Requirements Catalog (Anforderungskatalog (V02))

The OC requirements relevant for this sub-concept were identified and the chapter dealing with them was added to the

requirements catalogue

In order to counteract the possibly high number of different TA Module card (map) types an attempt is made to classify

the existing TA Elements and to group them based on their basic properties

10 Functional description CP-to-L Translation and L-to-W interface

101 Overview

Figure 2 Detailed view

The concept envisages that

Each element in the Element layer (Point TDS Axle counter Level crossing ) can be seen as a compilation of1

one or more sub functions These elements are referenced as logical elements and consist of one or more sub-

functions

The following are considered as sub-functions a single point drive a barrier drive a flashing light or the reading2

of a track vacancy detector (freebusy indication)

The sub-functions access one or more TA Managers which constitute the interface to the hardware TA Module3

Each TA Manager operates a TA Module on the hardware layer and can in addition to the necessary hardware-4

specific implementation functions also contain superordinate disclosure functions for the associated hardware

module A TA Manager can be used by several sub-functions This is necessary if the associated TA Module

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implements aggregation functions (eg fieldbus connection) or contains several independent hardware elements

(eg several point machines several IO interfaces)

Each TA Module is connected via the logic interface L with a TA Manager which maps all functions properties5

of the TA Module in the software and bundles the communication via the L-interface

102 Software module

The software in the basic module is realized on three levels

At element level an abstract logical representation is configured parameterized for each element in the TA1

This representation uses the Configuration Profile as opposed to the EI and manages the specific sub-functions

accordingly

Logical elements in the Element layer are eg level crossing point train detection etc2

Sub-functions of an TA Element are defined on the sub function layer One or more sub-functions are assigned to3

a higher-level logical element Each sub-function is assigned to one or more TA modules which are each

addressed via a TA Manager Elements of the sub-function layer are eg point drive barrier drive rotating light

The TA Manager layer represents the logical states of the TA Modules in the OC Base module It translates and4

aggregates the commands of the sub-functions to the representation in the L interface and distributes

notifications from the L interface to all assigned sub-functions It is possible to implement functions in the TA

Manager or in the TA Module This aspect is discussed in more detail in the interface L description

The combination of several sub-functions into a logical element takes place by parameterization in the OC Base

module In principle two variants are possible

Specification of the logical element in the maximum expansion stage (eg maximum number of turnout drives for1

fast turnouts maximum number of trackswarning lights for BAST) and reduction of the used elements at

configuration time

Specification of several variants of a logical element depending on the design level (eg point with one two and2

three drives)

Variant 1 means a higher initial creation effort Considering the probably simpler configuration management the easier

maintenance and the aspect of the continuous further development of the TA Elements variant 1 is nevertheless

considered to be more cost effective overall

103 L-Interface

The L-Interface plays a decisive role in the modularization of the OC On the effective path sub-function - TA Manager -

TA Module it is possible to realize the required sub-functions (the list does not claim to be exhaustive)

Control of sub-element level (eg activation of flashing light)1

Control TA module level (eg openingclosing of an IO port)2

Monitoring sub-element level (evaluation of a lamp current)3

TA module level monitoring (eg disclosure of failures at TA module level)4

It is possible to implement the 4 mentioned sub-functions in different levels (element sub-function TA Manager)

Basically three approaches are possible

Concentrating the functionality in the TA Module whereby a higher number of TA Modules and TA Managers1

must be served by the OC Base module This creates the risk of a high number of specialized TA Modules The

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extension of the functionality is most likely coupled to a new TA Module When creating the TA Module the

greatest possible flexibility but also application-specific know-how of the TA Module manufacturer is required

Concentration of functionality in the OC Base module offers the chance to minimize the complexity of the2

hardware but requires a very narrow specification of the hardware properties As a result the field of application

of the TA Modules can be very limited which will not open the existing niche market There is a risk of having too

little flexibility in the future required functions which would require a revision of the concept

Implementation of the TA Modules as independent self-assured and application-independent IO modules with3

standardized possibly routable protocol on the data bus By using such a structure it would be possible to adapt

solutions already in the market for the OC or to use modules developed for the OC in other areas of technology

When all approaches are compared the third approach seems to be the most promising The standardized L interface

also makes it possible to integrate future new TA Modules The challenge lies in the definition of the interface L

Assignment of the TA sub-functions to logical elements

An essential point in the configuration of the OC is the binding the unambiguous assignment of the sub-functions of

TA to the logical elements in the OC Base module (and subsequently in the ES TMS) This configuration has to be

done over several layers The following list gives some clues for the safety- analysis to be done again in the OC The

effective distance from the ES to the TA sub-function is represented in the OC across the following sections

Interface A (11) Configuration Profile (1n) logical element1

Logical element (1n) sub-function2

sub-function (nm) TA Manager3

TA Manager (11) L-Adapter4

L-Adapter (1n) L-Interface5

L-Interface (11) TA Module6

TA-Module (1n) Sub-element TA7

This effective path is extremely central to safety

While in sections 1-4 the parameterization can be done in a single system from section 5 the correct configuration of

different transport planes is required This can be solved either by the correct addressing in a network structure or by

correct configuration of a communication port with dedicated cabling

The assignment of a TA module to a sub-function of the TA is clear on the TA side due to the wiring and the resulting

installation location of the TA Module The assignment on the side of the L-interface can be done in three variants

An individual logical identification is parameterized for the TA Module before use One risk associated with this is1

the increased maintenance cost since OC modules have to be individualized before installation

The TA Module is given an individual identifier via the module slot One risk associated with this is the increased2

hardware cost and the associated maintenance work

Each TA Module receives a globally unique identifier This ID already exists in the TA Module as TA Module3

signature but in this case must be correctly processed for safety reasons An advantage of this variant is the

ability to uniquely identify TA Modules over several OC periods

Common to all variants is the fact that the mapping between the logical identification and the TA sub-function must be

present in the OC base module

In addition to the TA Module signature an identification of the hardware via the installation position is also planned A

more detailed explanation needs to be defined In addition to the safety-related communication in command and

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monitoring direction diagnostics information for commissioning and maintenance is exchanged via the connection point

L

104 Configuration Profile to L-interface translation

If trafficability vectors are requested via the configuration profile which are currently not secured it is necessary to usethe TA by means of commands to secure the requested vector

To illustrate this a currently closed left simple track point P1 which is to be set to the right (diversion) is considered inFigure 3 Figure 4 shows the corresponding configuration profile

Figure 3 Two-way point with trafficability vectors

Note For ease of reading the description and UML use abbreviated terms for commands and status feedback

Abbreviated form Precise term

Trafficability (P1-1 -gt P1-3Transition)

Field current_state of the XOR-StateSet of the TrafficabilityVectorP1-1-gt P1-3 = Transition

Capability SetSecured(P1-1-gtP1-3) RequestState of the Capability Set-Secured of the vector P1-1-gtP1-3set to requested

Capability LockSecuredState(P1-1-gtP1-3)

RequestState of the Capability LockSecured of the vector P1-1-gtP1-3 set to requested

Table 1 UML Terminology

The following graphic shows the configuration profile of point P1 The description of the configuration profile principlecan be found in the Subconcept Modes of Operation and Configuration

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extension of the functionality is most likely coupled to a new TA Module When creating the TA Module the

greatest possible flexibility but also application-specific know-how of the TA Module manufacturer is required

Concentration of functionality in the OC Base module offers the chance to minimize the complexity of the2

hardware but requires a very narrow specification of the hardware properties As a result the field of application

of the TA Modules can be very limited which will not open the existing niche market There is a risk of having too

little flexibility in the future required functions which would require a revision of the concept

Implementation of the TA Modules as independent self-assured and application-independent IO modules with3

standardized possibly routable protocol on the data bus By using such a structure it would be possible to adapt

solutions already in the market for the OC or to use modules developed for the OC in other areas of technology

When all approaches are compared the third approach seems to be the most promising The standardized L interface

also makes it possible to integrate future new TA Modules The challenge lies in the definition of the interface L

Assignment of the TA sub-functions to logical elements

An essential point in the configuration of the OC is the binding the unambiguous assignment of the sub-functions of

TA to the logical elements in the OC Base module (and subsequently in the ES TMS) This configuration has to be

done over several layers The following list gives some clues for the safety- analysis to be done again in the OC The

effective distance from the ES to the TA sub-function is represented in the OC across the following sections

Interface A (11) Configuration Profile (1n) logical element1

Logical element (1n) sub-function2

sub-function (nm) TA Manager3

TA Manager (11) L-Adapter4

L-Adapter (1n) L-Interface5

L-Interface (11) TA Module6

TA-Module (1n) Sub-element TA7

This effective path is extremely central to safety

While in sections 1-4 the parameterization can be done in a single system from section 5 the correct configuration of

different transport planes is required This can be solved either by the correct addressing in a network structure or by

correct configuration of a communication port with dedicated cabling

The assignment of a TA module to a sub-function of the TA is clear on the TA side due to the wiring and the resulting

installation location of the TA Module The assignment on the side of the L-interface can be done in three variants

An individual logical identification is parameterized for the TA Module before use One risk associated with this is1

the increased maintenance cost since OC modules have to be individualized before installation

The TA Module is given an individual identifier via the module slot One risk associated with this is the increased2

hardware cost and the associated maintenance work

Each TA Module receives a globally unique identifier This ID already exists in the TA Module as TA Module3

signature but in this case must be correctly processed for safety reasons An advantage of this variant is the

ability to uniquely identify TA Modules over several OC periods

Common to all variants is the fact that the mapping between the logical identification and the TA sub-function must be

present in the OC base module

In addition to the TA Module signature an identification of the hardware via the installation position is also planned A

more detailed explanation needs to be defined In addition to the safety-related communication in command and

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monitoring direction diagnostics information for commissioning and maintenance is exchanged via the connection point

L

104 Configuration Profile to L-interface translation

If trafficability vectors are requested via the configuration profile which are currently not secured it is necessary to usethe TA by means of commands to secure the requested vector

To illustrate this a currently closed left simple track point P1 which is to be set to the right (diversion) is considered inFigure 3 Figure 4 shows the corresponding configuration profile

Figure 3 Two-way point with trafficability vectors

Note For ease of reading the description and UML use abbreviated terms for commands and status feedback

Abbreviated form Precise term

Trafficability (P1-1 -gt P1-3Transition)

Field current_state of the XOR-StateSet of the TrafficabilityVectorP1-1-gt P1-3 = Transition

Capability SetSecured(P1-1-gtP1-3) RequestState of the Capability Set-Secured of the vector P1-1-gtP1-3set to requested

Capability LockSecuredState(P1-1-gtP1-3)

RequestState of the Capability LockSecured of the vector P1-1-gtP1-3 set to requested

Table 1 UML Terminology

The following graphic shows the configuration profile of point P1 The description of the configuration profile principlecan be found in the Subconcept Modes of Operation and Configuration

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monitoring direction diagnostics information for commissioning and maintenance is exchanged via the connection point

L

104 Configuration Profile to L-interface translation

If trafficability vectors are requested via the configuration profile which are currently not secured it is necessary to usethe TA by means of commands to secure the requested vector

To illustrate this a currently closed left simple track point P1 which is to be set to the right (diversion) is considered inFigure 3 Figure 4 shows the corresponding configuration profile

Figure 3 Two-way point with trafficability vectors

Note For ease of reading the description and UML use abbreviated terms for commands and status feedback

Abbreviated form Precise term

Trafficability (P1-1 -gt P1-3Transition)

Field current_state of the XOR-StateSet of the TrafficabilityVectorP1-1-gt P1-3 = Transition

Capability SetSecured(P1-1-gtP1-3) RequestState of the Capability Set-Secured of the vector P1-1-gtP1-3set to requested

Capability LockSecuredState(P1-1-gtP1-3)

RequestState of the Capability LockSecured of the vector P1-1-gtP1-3 set to requested

Table 1 UML Terminology

The following graphic shows the configuration profile of point P1 The description of the configuration profile principlecan be found in the Subconcept Modes of Operation and Configuration

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Figure 4 CP Example of track point P1

The left-hand lock on the point causes the TrafficabilityState of the Traffi-cabilityVector P1-1 -gt P1-2 and P1-2 -gt1P1-1 of the infrastructure object P1 (point) to be in the Secured stateBy using the vector P1-1-gt P1-3 Capability SetSecured the point in the TA must be changed The logical2element point makes the following changes

Trafficability state of the vector P1-1 -gt P1-2 is set to transitionaUsing the vector state dependency ruleset causes the trafficability state of the vector P1-2 -gt P1-1 to bebset to transitionTrafficability state of the vector P1-1 -gt P1-3 is set to transitioncUsing the vector state dependency ruleset causes the trafficability state of the vector P1-3 -gt P1-1 to bedset to transitionThe track point supervision is switched off (Presentation to the TA in the UML)e

The logic element point waits until the supervision current falls below a specified threshold3Set the reference position to rightaCommand to module monitoringbCommand to module drivec

To move the point the logic module point starts the drive4Command to module drivea

The logical element point waits until the motor current rises above a de-fined threshold or the maximum tolerated5round trip time has expired

Notifications from the module to the logical point moduleaThe logical module point switches the drive off6

Command to TA module driveaThe logical module point switches the point monitoring on7

Command to TA module driveaThe logical module point waits until a supervision current is reported8

Notifications from TA module monitoring to logical track point moduleaIf the monitoring current is not reached within a set time the self-healing mechanism will take effect (Notbshown here)

The logical module point makes the following changes9

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Trafficability state of the vector P1-1 -gt P1-2 is set to NotSecuredaUsing the vector state dependency ruleset causes the trafficability state of the vector P1-2 -gt P1-1 to bebset to not securedTrafficability state of the vector P1-1 -gt P1-3 is set to securedcUsing the vector state dependency ruleset causes the trafficability state of the vector P1-3 -gt P1-1 to bedset to secured

If the trafficability of the now established diversion is to be used in a Traffi-cability Vector then the instance which10controls the OC must lock the se-cured vector This is analogous to how the vector was requested The Ca-pability LockSecuredState is used

Trafficability state of the vector P1-1 -gt P1-3 is set to Secured-LockedaUsing the vector state dependency ruleset causes the trafficability state of the vector P1-1 -gt P1-3 to bebset to SecuredLocked

The logical module point supervises the monitoring current and changes the Configuration Profile accordingly11

The Track point transfer procedure can be found as a UML diagram in the Appendix

105 Hardware considerations

1051 General

An OC should be able to control every possible variation and combination of the current installed TAs

The technical variability of the OC system must be compatible with the existing infrastructure This means that the

existing cable distribution infrastructure is generally adopted

Depending on the hardware configuration the OC will be assigned a determined maximum number of TA elements

One can distinguish between four different OC spaces

OC space 1 TA elements which are autonomously controlled on the line1

OC space 2 TA elements within a station An OC is sufficient for the entire station2

OC space 34 TA elements within a station Several OCs have to be in-stalled depending on the number of TA to3

be controlled

We differentiate between the following module types OC Base Module OC TA Modules OC SV and OC Y-switch

The separation into module types should allow a high degree of flexibility in design and procurement

The hardware must be based on current standards (eg 19 rack design) to provide flexibility compatibility and

interchangeability

The power electronics are realized according to the state of the technology (redundancy etc) and are not dealt with in

depth in this concept

The logical translation of the L interface to the TA signals are realized by means of a SIL4 microprocessor system

1052 Hardware Module

The TA Modules have at least the connection points L and W The connection point B with the connection to the

inventory control station can be omitted if the Y-switch does not take place in the TA module

The connection point for the power supply S can be integrated into the connection point W or else completely omitted

depending on the type of TA

Safety-related commands and notifications as well as diagnostic notifications are exchanged at connection point L

Each TA Module is provided with the information about the installation location (module space in the OC cabinet) via the

connection point L

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The functions switching current measuring and voltage measuring are available at connection point W via a generic

interface or specialized interfaces eg drive functionality The elements are connected via an TA-type specific wiring in

order to adapt the generic interface of the TA Module to the TA type

The control is based on the logical elements that pass on the logical commands to the sub functions The function is

assigned to the associated TA Module in the sub-functions and the command is forwarded to the responsible TA

Managers The TA Manager forwards the commands via connection point L to the associated TA Modules which in turn

output the commands via the W interface (eg openingclosing a contact outputting a motor voltage)

This can be used on the OC TA Module types 2 3 4 and 5

The state of the TA Element is permanently available to the TA Module via the sensor inputs (currentvoltage) The TA

Module digitizes the measured values These are routed periodically via the L-link to the TA-Manager who in turn

passes them on to the sub-function module

The assignment of the measured value to a logical subelement takes place in the sub function module Monitoring

current of a light signal which is then evaluated in the logical element together with the state of the logic element and

the other sensor values

All logical elements of an OC are processed further in the Configuration Profile

Alternatively in addition to the periodic approach an event-based model can also be implemented in which the TA

Modules pass messages via the connection point L in the event of changes in sensor values in previously set threshold

values

In this approach the OC computing load is lower but requires consideration so that in the event of frequently occurring

messages the time requirements for the processing can still be meet Both methods can be applied to the OC TA

Module types 1 3 and 5

1053 Power supply

Figure 5 below shows a more refined section of the OC reference model In particular the connection of the powersupply is shown in more detail

Figure 5 - OC Reference Model

The power supply S is divided into the partial supplies S for the logic part and the partial supply SAA for the TA The

necessary availability on the S interface can be achieved by standard cabinet power supplies

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The functions switching current measuring and voltage measuring are available at connection point W via a generic

interface or specialized interfaces eg drive functionality The elements are connected via an TA-type specific wiring in

order to adapt the generic interface of the TA Module to the TA type

The control is based on the logical elements that pass on the logical commands to the sub functions The function is

assigned to the associated TA Module in the sub-functions and the command is forwarded to the responsible TA

Managers The TA Manager forwards the commands via connection point L to the associated TA Modules which in turn

output the commands via the W interface (eg openingclosing a contact outputting a motor voltage)

This can be used on the OC TA Module types 2 3 4 and 5

The state of the TA Element is permanently available to the TA Module via the sensor inputs (currentvoltage) The TA

Module digitizes the measured values These are routed periodically via the L-link to the TA-Manager who in turn

passes them on to the sub-function module

The assignment of the measured value to a logical subelement takes place in the sub function module Monitoring

current of a light signal which is then evaluated in the logical element together with the state of the logic element and

the other sensor values

All logical elements of an OC are processed further in the Configuration Profile

Alternatively in addition to the periodic approach an event-based model can also be implemented in which the TA

Modules pass messages via the connection point L in the event of changes in sensor values in previously set threshold

values

In this approach the OC computing load is lower but requires consideration so that in the event of frequently occurring

messages the time requirements for the processing can still be meet Both methods can be applied to the OC TA

Module types 1 3 and 5

1053 Power supply

Figure 5 below shows a more refined section of the OC reference model In particular the connection of the powersupply is shown in more detail

Figure 5 - OC Reference Model

The power supply S is divided into the partial supplies S for the logic part and the partial supply SAA for the TA The

necessary availability on the S interface can be achieved by standard cabinet power supplies

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On the interface SAA the supply voltages must be provided according to the TA Elements As well as the usual

220V380V this also includes all other voltages that are necessary for the connection of the TA and at least

24V DC1

48V DC2

50V to 73V AC3

60V DC4

90V DC5

Even though the 220V380V in the public Swiss grid has been increased to 230V400V in the meantime the power

supply to the signal boxes is always provided by the companys own power supplies with emergency generators which

can draw the energy from the public grid but they require a voltage level to be locally created or adapted

These voltages can be generated by the redundant OC power supply feeders

Redundancy can be ensured here by several inverterrectifiers connected in parallel in the central power supply of the

system

If new 230400V should be installed instead of 220V380V the insulation coordination is considerably more expensive if

the tolerance of the 230V supply is not within 5 An alignment to 230400V should not be excluded because of the

future direction of the market

The lamp circuits are defined by the current The available voltage levels are normally only one starting point The

reason for this lies in the direct dependence on light and electricity which is relevant for the detection of locomotive

drivers The voltage levels are varied for different daynight illumination at 2 different levels

1054 OC Y-switch design

In the case of the OC TA Module shown in Figure 1 the TA is switched between the legacy interlocking and the OC in

the OC TA Module In this chapter this is compared with the alternative of a generic external Y-switch independent

from the OC

The Y switchover is to ensure the secure one-to-one assignment of the TA Elements to the LI or the EI The following

features should be considered

Secure assignment All external elements should be safely and reliably assigned to the LI or the ES1

Interference-free The Y-switch should ensure the safe and reliable disconnection of the inactive signal box2

Remote Control The switching should be able to be remote controlled and automated3

Remote monitoring The status of the Y-switch should be able to be remotely controllable4

The safe failure direction is to be determined from the following selection In case of failure the following fail-safe5

states are possible A decision which state shall be realized is still required

All connections are disconnecteda

The current connection will be retainedb

The connection will be assigned to the EIc

The connection will be assigned to the ILd

The behaviour is still to be determined Due to the different states a bi-stable device should be used that will6

switch back to the LI prior to migration and switch to the EI after migration The first priority is to look at the LI

The proposed variant is therefore option 2

Electric strength The electric strength between the connected and non-connected equipment should be7

determined based on current and future requirements This requirement needs further detailing

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Conductivity The Y-switch including wiring should not exceed a total resistance of 1Ohm8

Usability The Y-switch should be universally applicable for all existing elements of the TA9

Recoverability After conversion it should be possible to simply remove the Y-switch from the existing cabling10

Alternatively the plan could also be to maintain the Y-switch to reuse it in future redevelopment

1055 Control unit Y-switch (OC external)

In the present Y-switch schematics an OC TA module is intended as a controlling element of the Y-switch The

following considerations should be further explored before implementing this concept

Aspect Integrated in the TA module External to the TA Modules

eg on the cable end frame

Number of OC

TA Module

versions

The OC TA Modules contain additional functionality

and must be developedmanufactured in at least

two versions

Two devices will be developed

manufactured

The devices for the Y-switching are

only needed during the

conversiontest phase

Built-in volumes The required volume of the OC switch cabinet (and

the OC TA Modules) must be designed in such a

way that it accommodates the OC as well as the Y

switchover Reducing the cabinet volume after

removing the Y-switch is unrealistic

Both the volume of the OC cabinet

and the available space at the CTF

are to be considered The Y-switch

and the control device of the Y-

switch are dismantled after

migration

Early

reconstruction

measures

In order to prepare the interlocking for test

operation the cabling is converted from the CTF to

the OC before the OC has been

implementedapproved An intermediate bridging

switching must be provided here

The Y-switch can be realized and

tested when detached from the OC

If the period between installation

and test mode is very long it may

be necessary to test the Y-switch in

the interim

Exchange OC

TA Modules

If an OC TA Module is replaced the reliable

operation of the LI can not be guaranteed because

the signals are routed via the OC TA Module

The OC system does not

interference with the LI due to the

external Y-switch Necessary

construction measures can be

carried out without affecting the LI

Approval of the

Y-switch

The approval can only be done in combination with

OC central and EI

The approval for the Y-switch can

be done independent of the OC and

EI

Table 2 Schematic for Y-switch installation

From the current perspective implementation externally to the TA modules is preferred The decisive factor here is

above all the possibility of installing and timing the installation of the Y-switch independently of the OC

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106 Type approval process

The type approval process should be modularized as in the figure below

Figure 6 Modularization for type approval

The effective distance in the command direction in the OC extends from attachment point A to attachment point W and

then into the TA The opposite way results in reporting direction In order to be able to modularize the type approval the

OC internal connection point L is specified and revealed

The following safety cases are created for type approval

Element approvals

SC of the OC Base Module at the A-L points of attachment

SC of the OC TA Module type 1-5 at the L-W points of attachment

Partial integration

Integration and SC OC Base Module with all OC TA Module

Integration and SC OC TA Module type X with all TA types TAXY

Total integration

Whole effective distance Integration and SC OC Base Module OC TA Module Type X - TAn Type TAxy

The OC Base Module as well as the OC TA Modules Type 1-5 can be provided by different manufacturers

The functionality of the OC TA Modules as well as the OC Base Module can be shown in the laboratory via automated

test facilities

The automated test facilities can support the approval in order to subsequently allow OC TA Modules of the same type

from different manufacturers

The total integration of the entire effective distance including all possible configurations can be carried out centrally or

clearly divided among several manufacturers This process is also kept open by standardized test environments and

test kits that are used on all sides so that if one manufacturer fails the service can be taken over by another

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Conductivity The Y-switch including wiring should not exceed a total resistance of 1Ohm8

Usability The Y-switch should be universally applicable for all existing elements of the TA9

Recoverability After conversion it should be possible to simply remove the Y-switch from the existing cabling10

Alternatively the plan could also be to maintain the Y-switch to reuse it in future redevelopment

1055 Control unit Y-switch (OC external)

In the present Y-switch schematics an OC TA module is intended as a controlling element of the Y-switch The

following considerations should be further explored before implementing this concept

Aspect Integrated in the TA module External to the TA Modules

eg on the cable end frame

Number of OC

TA Module

versions

The OC TA Modules contain additional functionality

and must be developedmanufactured in at least

two versions

Two devices will be developed

manufactured

The devices for the Y-switching are

only needed during the

conversiontest phase

Built-in volumes The required volume of the OC switch cabinet (and

the OC TA Modules) must be designed in such a

way that it accommodates the OC as well as the Y

switchover Reducing the cabinet volume after

removing the Y-switch is unrealistic

Both the volume of the OC cabinet

and the available space at the CTF

are to be considered The Y-switch

and the control device of the Y-

switch are dismantled after

migration

Early

reconstruction

measures

In order to prepare the interlocking for test

operation the cabling is converted from the CTF to

the OC before the OC has been

implementedapproved An intermediate bridging

switching must be provided here

The Y-switch can be realized and

tested when detached from the OC

If the period between installation

and test mode is very long it may

be necessary to test the Y-switch in

the interim

Exchange OC

TA Modules

If an OC TA Module is replaced the reliable

operation of the LI can not be guaranteed because

the signals are routed via the OC TA Module

The OC system does not

interference with the LI due to the

external Y-switch Necessary

construction measures can be

carried out without affecting the LI

Approval of the

Y-switch

The approval can only be done in combination with

OC central and EI

The approval for the Y-switch can

be done independent of the OC and

EI

Table 2 Schematic for Y-switch installation

From the current perspective implementation externally to the TA modules is preferred The decisive factor here is

above all the possibility of installing and timing the installation of the Y-switch independently of the OC

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106 Type approval process

The type approval process should be modularized as in the figure below

Figure 6 Modularization for type approval

The effective distance in the command direction in the OC extends from attachment point A to attachment point W and

then into the TA The opposite way results in reporting direction In order to be able to modularize the type approval the

OC internal connection point L is specified and revealed

The following safety cases are created for type approval

Element approvals

SC of the OC Base Module at the A-L points of attachment

SC of the OC TA Module type 1-5 at the L-W points of attachment

Partial integration

Integration and SC OC Base Module with all OC TA Module

Integration and SC OC TA Module type X with all TA types TAXY

Total integration

Whole effective distance Integration and SC OC Base Module OC TA Module Type X - TAn Type TAxy

The OC Base Module as well as the OC TA Modules Type 1-5 can be provided by different manufacturers

The functionality of the OC TA Modules as well as the OC Base Module can be shown in the laboratory via automated

test facilities

The automated test facilities can support the approval in order to subsequently allow OC TA Modules of the same type

from different manufacturers

The total integration of the entire effective distance including all possible configurations can be carried out centrally or

clearly divided among several manufacturers This process is also kept open by standardized test environments and

test kits that are used on all sides so that if one manufacturer fails the service can be taken over by another

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106 Type approval process

The type approval process should be modularized as in the figure below

Figure 6 Modularization for type approval

The effective distance in the command direction in the OC extends from attachment point A to attachment point W and

then into the TA The opposite way results in reporting direction In order to be able to modularize the type approval the

OC internal connection point L is specified and revealed

The following safety cases are created for type approval

Element approvals

SC of the OC Base Module at the A-L points of attachment

SC of the OC TA Module type 1-5 at the L-W points of attachment

Partial integration

Integration and SC OC Base Module with all OC TA Module

Integration and SC OC TA Module type X with all TA types TAXY

Total integration

Whole effective distance Integration and SC OC Base Module OC TA Module Type X - TAn Type TAxy

The OC Base Module as well as the OC TA Modules Type 1-5 can be provided by different manufacturers

The functionality of the OC TA Modules as well as the OC Base Module can be shown in the laboratory via automated

test facilities

The automated test facilities can support the approval in order to subsequently allow OC TA Modules of the same type

from different manufacturers

The total integration of the entire effective distance including all possible configurations can be carried out centrally or

clearly divided among several manufacturers This process is also kept open by standardized test environments and

test kits that are used on all sides so that if one manufacturer fails the service can be taken over by another

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manufacturer

11 General functional description

111 Operational concept

The general aspects regarding the operating concept can be found in the superordinate OC Concept Umbrella

Document

From todays point of view OCs intended manually triggerable self-healing aspects in particular have to be agreed

with the operations The current view is these are the only interactions that are initiated directly by the railway

operations (ZVL) at the OC (via TMS-L -gt ES) The assessment is carried out in a later phase

Our current point of view is the following aspects have to be agreed with the technical operation

Regular OC operation (Base Module TA Module) with respect to the usual aspects (FCAPS)1

Fault Management trouble shooting bug fixing workarounds etca

Configuration Management Configure Base Modules and TA Modules Import New SW Releasesb

Backup Restore etc

Accounting Management Access and modification permissions on PC systems user managementc

Performance Management Observation analysis and optimization of the system etcd

Security ManagementeExceptional operation of the OC and Y-switch during the preparation and commissioning phases2

Necessary knowledge for preparation phase (Y-switch without OC etc)a

Operation of the Y-switch along the lines of regular OC operation (FCAPS aspects)b

Operating knowledge for Y-switchesc

To what extent and in which period of time the exceptional technical operation of the OC and in particular of the Y-

switch should be a project organization matter is still to be decided This is to be considered at a later stage

If the exceptional technical operation is assigned to project organization the minimum training for the technical operator

(OCT) shall be provided

112 Maintenance concept

The general aspects regarding the maintenance concept can be found in the superordinate OC Concept Umbrella

Document

The current point of view is that maintenance and servicing aspects (corrective and preventive) are similar to those for

the technical operation which must be defined and agreed upon

OC operation Exceptional and regular operating phase1

Y-switch Exceptional operational phase2

To what extent the exceptional maintenance of the Y-switch should be a project organization matter is still to be

decided This is to be considered at a later stage

If the maintenance is allocated to project organization in the exceptional operating phase a minimum amount of training

is required for maintenance

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12 Open issues and working hypotheses

121 TA controllability

It is assumed that the TA switchovers are basically controllable ie a safe (-gt safety) and consistent state (eg switch

position) can be determined and the TA activation basically works analogously to the LI

122 Y-switch general

Whether the Y-switch is an integral part of the OC or realized as a separate box has not yet been completely clarified

according to the current version of the part-concept In an external implementation further considerations must be

made eg how the OC can operate the Y-switch (-gt via connection to channel of the TA modules) Current working

hypothesis is an implementation as an external box so that it can be disassembled

A future use of the Y-switch for a migration to an ES Next Generation is therefore not considered as an TA element

interface standardization in terms of renewal is considered more meaningful This new interface definition makes

sense integrally with migration aspects thus making a Y-switch obsolete

The Y-switch is not simultaneously connected to a central controller (presumably OC) once it has been installed into the

existing system

Since the Y-switch is installed as the first element in the existing system it must be assumed that its switching control

unit - presumably the OC - is not yet available at this time This means that the Y-switch must assume a secure one-

to-one and as far as possible unmanipulatable basic position for this case This situation needs to be expanded on In

the current subproject creation as a working hypotheses it is assumed that this does not represent a problem or is

solvable

123 Y-switch monitoring function (Shadow mode)

It is assumed that a listening function will only be realized if

Monitoring can be realized (is not possible with external or internal Y switch without disproportionate effort)1

Monitoring can be realized without interference (approval can be obtained)2

The monitored data (sensor values actuator control commands and feed-back messages) can be used profitably3

during the simulations and migration phase

124 Behaviour of the LI during switchover and reset

A double switching of both the TA and the LI indoor unit by the Y-switch in order to emulate a given TA state to the LI

unit (principle of a service replacement plug) is not currently being considered The reason for this is that the Y-switch

would be much more complex and the appropriate positioning on the route TA - LI system more difficult since TA and

LI must be considered

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125 TA modules and TA connection

Presently as a current working hypothesis it is assumed that TA modules are realized with high packing density that is

to say that for certain module functions specialized card types are developed which offer n-m channels of the same

type However this would mean that a TA module can affect failure up to n-m TA The acceptance of this behaviour has

to be determined

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13 Sources References

Document

OC Concept Umbrella Document

Subconcept OC TOPO

Subconcept Interlocking Switchover

Subconcept Transfer System

Subconcept Transfer System Connector

Subconcept Transfer System Module

Subconcept Configuration Profile Synchronization

Subconcept Modes of Operation and Configuration

Subconcept CP-to-L Translation

Subconcept Clear Track Signalling Installation

Subconcept Block

Subconcept Level Crossing

Subconcept Point Controller

Subconcept Signal Controller

Transitions under EI

Subconcept M-D-I-Interface

OCs in ELEKTRA_SimisW

Monitoring Concept

Subconcept - SBB W Interface OC-TA

Anforderungskatalog (V02)

OC_Hazardsxlsx

M5 Migrationsprinzip und Uumlbergaumlnge

M6 Bauverfahren Gebaumlude Uumlberlagerung

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125 TA modules and TA connection

Presently as a current working hypothesis it is assumed that TA modules are realized with high packing density that is

to say that for certain module functions specialized card types are developed which offer n-m channels of the same

type However this would mean that a TA module can affect failure up to n-m TA The acceptance of this behaviour has

to be determined

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13 Sources References

Document

OC Concept Umbrella Document

Subconcept OC TOPO

Subconcept Interlocking Switchover

Subconcept Transfer System

Subconcept Transfer System Connector

Subconcept Transfer System Module

Subconcept Configuration Profile Synchronization

Subconcept Modes of Operation and Configuration

Subconcept CP-to-L Translation

Subconcept Clear Track Signalling Installation

Subconcept Block

Subconcept Level Crossing

Subconcept Point Controller

Subconcept Signal Controller

Transitions under EI

Subconcept M-D-I-Interface

OCs in ELEKTRA_SimisW

Monitoring Concept

Subconcept - SBB W Interface OC-TA

Anforderungskatalog (V02)

OC_Hazardsxlsx

M5 Migrationsprinzip und Uumlbergaumlnge

M6 Bauverfahren Gebaumlude Uumlberlagerung

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13 Sources References

Document

OC Concept Umbrella Document

Subconcept OC TOPO

Subconcept Interlocking Switchover

Subconcept Transfer System

Subconcept Transfer System Connector

Subconcept Transfer System Module

Subconcept Configuration Profile Synchronization

Subconcept Modes of Operation and Configuration

Subconcept CP-to-L Translation

Subconcept Clear Track Signalling Installation

Subconcept Block

Subconcept Level Crossing

Subconcept Point Controller

Subconcept Signal Controller

Transitions under EI

Subconcept M-D-I-Interface

OCs in ELEKTRA_SimisW

Monitoring Concept

Subconcept - SBB W Interface OC-TA

Anforderungskatalog (V02)

OC_Hazardsxlsx

M5 Migrationsprinzip und Uumlbergaumlnge

M6 Bauverfahren Gebaumlude Uumlberlagerung

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14 Appendix Possible approaches Y-switch and TA elements

15 Appendix Procedure for moving the points

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• 1 Disclaimer
• 2 Content
• 3 List of Figures
• 4 List of Tables
• 5 Glossary
• 6 Initial position
• • 61 General
  • 62 CP-to-L Translation and L-to-W interface electronics
  • • 7 Aims
    • • 71 General product aim OC and Y-switch
      • 72 Modularization OC and Y-switch
      • 73 Functional aims OC and Y-switch
      • 74 Safety aims OC and Y-switch
      • 75 Migration aim Y-switch
      • • 8 Input parameters (Inputs)
        • 9 Requirements
        • 10 Functional description CP-to-L Translation and L-to-W interface
        • • 101 Overview
          • 102 Software module
          • 103 L-Interface
          • 104 Configuration Profile to L-interface translation
          • 105 Hardware considerations
          • • 1051 General
            • 1052 Hardware Module
            • 1053 Power supply
            • 1054 OC Y-switch design
            • 1055 Control unit Y-switch (OC external)
            • • 106 Type approval process
              • • 11 General functional description
                • • 111 Operational concept
                  • 112 Maintenance concept
                  • • 12 Open issues and working hypotheses
                    • • 121 TA controllability
                      • 122 Y-switch general
                      • 123 Y-switch monitoring function (Shadow mode)
                      • 124 Behaviour of the LI during switchover and reset
                      • 125 TA modules and TA connection
                      • • 13 Sources References
                        • 14 Appendix Possible approaches Y-switch and TA elements
                        • 15 Appendix Procedure for moving the points