Moving Block Systems (CBTC = Communications Based Train Control)

A moving block system (often called CBTC = Communications Based Train Control) does not require
traditional fixed-block track circuits for determining train position. Instead, it relies on continuous two-
way digital communication between each controlled train and a wayside control centre. On a moving
block equipped railway, the line is usually divided into areas or regions, each area under the control of a
computer and each with its own radio transmission system. Each train transmits its identity, location,
direction and speed to the area computer which makes the necessary calculations for safe train separation
and transmits this to the following train. The radio link between each train and the area computer is
continuous so the computer knows the location of all the trains in its area all the time. It transmits to each
train the location of the train in front and gives it a braking curve to enable it to stop before it reaches
that train. In effect, it is a dynamic distance-to-go system. As long as each train is travelling at the same
speed as the one in front and they all have the same braking capabilities, they can, in theory, run as close
together as a few metres (e.g. about 50 metres at 50 km/h). This, of course, would contradict the railways
safety policies. Instead, one safety feature of fixed block signalling is usually retained - the requirement
for a full speed braking distance between trains. This ensures that, if the radio link is lost, the latest data
retained on board the following train will cause it to stop before it reaches the preceding train. What
distinguishes moving block from fixed block is that it makes the block locations and lengths consistent
with train location and speed, i.e. making them movable rather than fixed.

Moving block systems require less wayside equipment than fixed block systems. They provide
considerable cost reductions for personnel and maintenance due to a strong reduction in way-side
equipment.

Moving Block - The Theory

As signalling technology has developed, there have been many refinements to the block system but, in
recent years, the emphasis has been on attempts to get rid of fixed blocks altogether. Getting rid of fixed
blocks has the advantage that you can vary the distances between trains according to their actual speed
and according their speeds in relation to each other. It’s rather like applying the freeway rules for speed
separation - you don’t need to be a full speed braking distance from the car in front because he won’t
stop dead. If you are moving at the same speed as he is, you could, in theory, travel immediately behind
him and, when he brakes, you do. If you allow a few metres for reaction time to his brake lights and
variations in braking performance, it works well. Although it only needs a few spectacular collisions on the
freeways to disprove the theory for road traffic, in the more regulated world of the railway, although it
could not be applied without a full safe braking distance between trains, it has possibilities.

As long as each train is travelling at the same speed as the one in front and they all have the same braking
capabilities, they can, in theory, run as close together as a few metres. Just allow some room for reaction
time and small errors and trains could run as close together as 50 metres at 50 km/h. Well, that’s OK in
theory but, in practice, it’s a different matter and, as yet, no one has taken moving block design this far
and they are unlikely to do so in the near future. The recent ICE high speed accident in Germany where a
train derailed, struck a bridge and stopped very quickly, effectively negates the safety value of the
theoretical moving block system described above. This means that it is essential to maintain a safe braking
distance between trains at all times.
What is worth doing, is making the the block locations and lengths consistent with train location and
speed, i.e. making them movable rather than fixed. This flexibility requires radio transmission, sometimes
called Communications Based Train Control (CBTC) or Transmission Based Signalling (TBS) rather than
track circuit transmission, to detect the location, speed and direction of trains and to tell trains their
permitted operating speed.

One fixed block feature has been retained - the requirement for a full speed braking distance between
trains. This ensures that, if the radio link is lost, the latest data retained on board the following train will
cause it to stop before it reaches the preceding train. The freeway style vision of two trains moving at 50
km/h with 50 metres between them is a step too far into virtual reality for most operators.

Moving Block - Location Updates

As we have seen, trains in a moving block system report their position continuously to the area computer
by means of the train to wayside radio. Each train also confirms its own position on the ground from
beacons, located at intervals along the track, which recalibrate the train’s position compared with the on-
board, computerised line map.

Transferring a train from one area to another is also carried out by using the radio links and, additionally
by a link between the two adjacent area computers. The areas overlap each other so, when a train first
reaches the boundary of a new area, the computer of the first area contacts the computer of the second
area and alerts it to listen for the new train’s signal. It also tells the train to change its radio codes to
match the new area. When the new area picks up the ID of the train it acknowledges the handover from
the first area and the transfer is complete.

Another version of the moving block system has the location computers on the trains. Each train knows
where it is in relation to all the other trains and sets its safe speeds using this data. It has the advantage
that there is less wayside equipment required than with the off-train system but the amount of
transmissions is much greater.