At the end of 2005, exhaustive TSS examinations began (in some cases in terrible weather conditions; see Figure 3 and Figure 4). This actually came at the right time, because Budapest played host to the ERTMS World Conference in 2006. Technical visits were arranged as part of the conference, and two test trains travelled from Budapest to Bicske station, demonstrating some special traffic situations managed by ETCS. After a lot of negotiations, clarification meetings, troubleshooting and re-testing procedures, at the end of 2007 MÁV started the trial ETCS operation with three V63 locomotives, in the first period with freight trains only. By mid-2008, Siemens, as OBS supplier for ÖBB, began its trial trips in Hungary between Hegyeshalom and Győr.
At the end of 2005, ETCS TSS of the line was declared ready by the supplier. In September of the same year, the two neighbouring railways organised two ceremonial train trips from Vienna and from Budapest to Mosonmagyaróvár (in Hungary), celebrating the readiness of the first border crossing ETCS line. The ceremony was attended by Jacques Barrot, European Commissioner for Transport (see Figure 2).
In spite of several advantages of EVM, for example continuous transmission of trackside information, well-proven adaptability to the relay-based Domino interlocking, reliability, etc., the quantity of information which could be transmitted to the cab was not enough. Therefore, in the second half of the 1990s, MÁV began to search for a new ATP – and of course, the studies focused on available European systems. In this period, the UIC and ERRI, later UNISIG, were dealing with the preparation of ETCS specifications, therefore signalling experts of MÁV – acting on the advice of Mr. Frøsig – decided upon ETCS, as the the new ATP of Hungary. At the end of the 1990s, UNISIG tried to persuade the EU that ETCS would be applicable as a common ATP of Europe and that a test section should be found. UNISIG, ÖBB and MÁV formed the ETCS Vienna Budapest Consortium (ETCS VB) and created a short (but a border-crossing nonetheless) ETCS section in Austria and in Hungary, between Bruck a.
This new railway line has now been built between Murska Sobota (Slovenia) and Zalalövő (Hungary). With the introduction of a new line, MÁV did not want to equip it with the traditional train detection (track circuit) system and ATP and therefore the call-for-tender for this line included electronic interlocking with ETCS Level 1 (according to SRS 2. 0.
These trips have been carried out with normal (commercial) passenger trains. The future: ERTMS/ETCS strategies of MÁV By 2006, MÁV was intent on installing ETCS Level 1 on pan-European Corridors IV, V and X and also ERTMS freight Corrridors D and E. A ministry decision in 2006, forced MÁV to change strategies and instead steer towards Level 2. (Unfortunately by 2006, some line reconstructions had already been prepared for Level 1 installation). In line with EU Directives, Hungary had to prepare strategies and plans for migration. According to our plans, between 2007 and 2013, the following routes have been appointed for ERTMS/ETCS Level 2 TSS installation: Hódos-Boba (Corridor V and ERTMS Corridor D) Boba-Celldömölk-Győr (alternative route of Corridor V and ERTMS Corridor D, in Győr connected to Corridor IV) Budapest-Szolnok-Szajol-Békéscsaba-Lőkösháza (Romanian border) (Corridor IV and ERTMS Corridor C) Szajol-Debrecen (alternative route of Corridor V) Rajka (Slovakian border) – Hegyeshalom (Corridor IV) Székesfehérvár-Budapest (Corridor V and ERTMS Corridor D) Sopron (Austrian border) – Szombathely – Szentgotthárd (Austrian border) (GySEV line) Between 2013 and 2020, the following lines are planned to be installed with ETCS Level 2 systems: Debrecen-Nyíregyháza-Záhony (Ukrainan border) (Corridor V) Not finally decided, but other branches of Corridor IV and V can be installed with ETCS Level 2, as the following ones: Budapest-Miskolc-Nyíregyháza (Corridor V) Budapest-Pusztaszabolcs-Dombóvár-Pécs-Villány-Magyarbóly (Croatian border) (alternative route of Corridor V) Székesfehérvár-Nagykanizsa-Murakeresztúr (Croatian border) – Gyékényes (Croatian border) (alternative route of Corridor V) Dombóvár-Kaposvár-Gyékényes (Croatian border) (alternative route of Corridor V) Budapest-Szob (Slovakian border) (alternative route of Corridor IV) Komárom-Komarno (Slovakian border) (alternative route of Corridor IV) Budapest-Kiskunhalas-Kelebia (Serbian border) (Corridor X) Connecting lines to the freight terminals Of course, for ETCS Level 2 lines, GSM-R systems have to be installed.
Mosonmagyaróvári TE: All the info, news and results - BeSoccer
REGIONAL ANALYSIS OF CHALLENGES AND NEEDS