a2-stadlmann key functionality
DESCRIPTION
Train operationTRANSCRIPT
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Key Functionalities Are they globally common?
First Global TM&CCS Conference 2008, Istanbul
1 Upper Austria University of Applied Sciences, School of Engineering and Environmental Sciences
Burkhard Stadlmann1
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Outline
Train OperationThe Key FeaturesGlobal Variation of Key FeaturesIncompatible Goals?Modularisation Generic SystemPerformance IndicatorsQuestions to be answered
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Train OperationWhat we want to haveWhat we do not want to haveWhat we presently have
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What we want to Have
Train operation safetyAppropriate distance between two trainsSpeed of train not higher than local maximumSave shunting
Smooth operationHigh traffic densityMinimized waiting times of the trainsIncreased accessibilityMixed traffic (e.g. passenger and freight) or homogeneous trafficEuropean corridors within TEN
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What we do NOT want to have
Speed too high (Japan)
Red signal not seen(USA)
Shunting accident (Europe)
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What we presently have
Hundreds of different train control and trainmanagement systems based on 150 years of experiences
Signalled operationOne / two / three block signalling
Non signalled operationRadio-based train control
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The Key FeaturesTrain Detection (Identification, Location and Monitoring)Supervision of Train IntegrityTrain RoutingTrain Splitting and CombiningShunting
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Train Detection Location
Train Location autonomousGPSGalileoBalisesOdometerGyroscopeRadarEddy Current SensorDigital Line Data
Train Location classicTrack circuits
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Train Detection Monitoring
Train MonitoringInformation transfer via data radio (e.g. GSM-R)Information transfer via lineside equipmentDetection and avoidance of potentially conflicting movements
Europtirail-Project
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Supervision of Train Integrity
Did the train loose any coach?Classical manual way: Looking for the end of the trainClassical technical way: Lineside installation (track circuits, axle counting)Train autonomous supervision:Multiple unit sets: no problemPassenger trains: could be solved due to available technologiesFreight trains: up to now no practicable solution found
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Train Routing
Where is the train to go?Interlocking
Multiple technical solutions availableProject European Interlocking
Automatic train routingAutomatic conflict calculation and rescheduling
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Train Splitting and Combining
Set of Through CoachesCombining and Splitting of trains
Highspeed trains as well as regional trains
Necessary features of the signallingsystem
Vehicle identificationTrain creation / Train baptism
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Shunting
Shunting operations in yardsMaking up new passenger trainsAssembling and rearranging of freight trains
Shunting operations in stationsRearranging passenger trains (e.g. through coaches)Platforming of trains
Characterized byGreat differences in operation rulesNo harmonisation at all and no initiative for harmonisationShunting could be an exceptional state of (harmonised) standardoperation procedures
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Global Variation of Key Features?Different operating rules and operating proceduresSafety policyFall back strategiesVariation / Parametrisation of Key Features
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Operating procedures
Different operating proceduresIn practice a big problem to achieve in detail a standardisedsolutionAppr. 50 special operating rules per country in EuropeProblems are
Historical development in each countryExpensive changes to standardised operating proceduresLack of will to standardise
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Safety policy
What is safety?Maintaining existing safetyDifferent social environmentsSafety is not standardisedDifferent safety goalsDifferent interpretation of safety targetsDifficult quantification of safety targets
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Fall back strategies
Questions to Fall Back StrategiesHow important is any disturbance of train operation?
Costs of minutes of delayCosts of cancelling a train
Which additional costs are acceptable for investment and maintenance of fall back equipment?Which operational procedures are acceptable as fall back procedures in stead of technical support?Which operational personnel is available at the line?Misuse of fall back strategies is the reason for over 90 % of theincidents
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Variation / Parametrisation of Key Features
Possible frameworkfor
operational features
High Speed Lines
Classical Lines
Freight Lines
Rapid Transit Lines
Low Traffic Density Lines
Regional Branch Lines
Narrow Gauge Lines
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Incompatible Goals?
InteroperabilityIntegration
Technical Safety
HumanResponsibility
Intelligent Train
Dumb Train
Highest PerformanceHigh Cost
Basic PerformanceLow Cost
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Modularisation Generic System
LinesideSignalling
CabSignalling
ContinuousATP
IntermittentATP
MovementAuthority
Clear TrackDetection
Interlocking
Operating proceduresLow Density Traffic Lines
Operating proceduresClassical Lines
Operating proceduresHigh Speed Lines
More or lessexisting Modules
Data RadioGSM-R
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Modularisation Generic System
MovementAuthority
ContinuousATP
(partly)
Interlocking
Operating proceduresLow Density Traffic Lines
Operating proceduresClassical Lines
Operating proceduresHigh Speed Lines
ETCS Level 1 CTCS Level 2
Clear TrackDetection
IntermittentATP
LinesideSignalling
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Modularisation Generic System
Operating proceduresLow Density Traffic Lines
Operating proceduresClassical Lines
Operating proceduresHigh Speed Lines
MovementAuthority
CabSignalling
ContinuousATP
Interlocking
Data RadioGSM-R
ETCS Level 2 CTCS Level 3
Clear TrackDetection
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Modularisation Generic System
Operating proceduresLow Density Traffic Lines
Operating proceduresClassical Lines
Operating proceduresHigh Speed Lines
MovementAuthority
CabSignalling
ContinuousATP
Train autonomousintegrity check
Interlocking
Data RadioGSM-R
ETCS Level 3 CTCS Level 4
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Modularisation Generic System
MovementAuthority
CabSignalling
ContinuousATP
Train autonomousintegrity check
Interlocking(optional)
Operating proceduresLow Density Traffic Lines
Operating proceduresClassical Lines
Operating proceduresHigh Speed Lines
Data Radio(e.g. GSM-R)
Radio Based Train Controlfor Low Density Traffic Lines
0%50%
100%150%
Signallingsystem
RadioBasedControl
Cost comparision
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Performance indicatorsLine capacity
Trains per day / passengers per day / tons per day
Line capabilityOperation quality
Sum of minutes of trains running out-of-timetableNumber of unscheduled train stopsNumber of scheduled train stopswithout commercial purpose
EfficiencyCost( per train-kilometer)
Performance indicators Should they beharmonised?
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Questions to be answered (1)
Do we need a singlesolution?
How could the future of a core solution look?
How will we use technologies not under the control of the railways?How can we maximise the benefits of new technologies?
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Questions to be answered (2)
How can we get more open interfaces within thesystem?How can the homologisation / validation of softwarebecome more affordable?How will be the migration??
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THANK YOU!
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Train vs. Road
Train operationRail infrastructure and trains have very tough technicaldependenciesDue to these dependencies and due to historical developmentstrains can not run in any network
Road trafficCars and trucks may operate anywhere