ATP / ETCS in SydneyInvesting in technology to improve commuter

safety and service reliability

Bill Palazzi, palazzirailTechnical Manager, TfNSW Advanced Train

Control Systems Program

11 August 2014

Drivers of the current ATP

programme

• Waterfall Rail

Accident and Report

of the Special

Commission of

Inquiry

• Safety benefit for

customers

• Enabler for future

capacity

improvements

The ATP journey thus far …

3

DATE ACTIVITIES

2006 • Recommendation that RailCorp implement an ATP system

2008 • ETCS Level 1 Pilot Trial Complete

2010 • Funding approved for first ATP Package

2011 • Contract for supply of first package awarded to Alstom

• ATP works begin on Main North Line

2012 • Contract for installation of equipment on Oscar trains awarded to Alstom

• RailCorp System Testing 1

• Consolidated Train Operating System (TOS) rollout

2013 • RailCorp System Testing 2

2014 /

2015

• Oscar Fleet Rollout

• Tangara Fleet Rollout

2012: Plan for Sydney’s Rail

Future

4

Introduction of Automatic Train Operations

Why reconsider the approach to

ATP deployment?

5

• To align with the direction set out in Sydney’s Rail Future

• The current funding approval only deals with part of the network.

• It would also be desirable to leverage off the investment in ATP for performance improvements as well as safety.

• Need to provide for higher performance at train frequencies of 20 per hour on key corridors. Advanced systems will be a key component in achieving this.

• Need for replacement of large, life expired signalling installations.

• Technology has changed – ETCS Level 2 is now a reality.

6

Objective of any Rail Systems

initiative

• Any strategy for rail systems must align with the vision

for Sydney’s Rail Future and contribute to TfNSW’s

Strategic Business Requirements:

– Safety – enhance and maintain safety for passengers, staff and

others

– Cost – reduced project, operational and maintenance costs

– Capacity – optimise the capacity of the network, to meet service

requirements

– Carbon – move towards intelligent systems that optimise train

movements to reduce energy consumption

– Customer Satisfaction – improve reliability, provide a platform

to support initiatives such as consolidated control.

7

System Options

Existing (train stops)

Intermittent ATP +

Resignal

Intermittent ATP Overlay

Continuous ATP Overlay

System defined by existing signalling. ATP simply takes

the place of trainstops.

Existing system is optimised to achieve full benefits of

ATP – for example, removal of overlaps, removal of

signals possible (if in-cab).

Continuous ATP +

In-Cab + moving block

Continuous ATP +

In-Cab + ATO + moving

block

Continuous ATP +

In-Cab + ATO + moving

block + ATR / ATS

Moving block results in minimal trackside equipment (no track circuits required).

Control of trains by

driver. SPAD protection is

reactive (trainstops).

Driver drives, but speed

profile enforced by the system. Authority

from lineside signals.

Driver may be present but automatic

operation is possible, to

limits enforced by

ATP.

Driver drives, but speed

profile enforced by the system. Authority

from lineside or in-cab.

Driver may be present but automatic

operation is possible, plus

dynamic regulation of

trains.

Continuous ATP +

Resignal

Continuous ATP +

In-Cab + ATO + Resignal

Continuous ATP +

In-Cab + ATO + virtual blocks

Continuous ATP +

In-Cab + virtual blocks

Fixed blocks remain, but are augmented using virtual

blocks to provide increased capacity.

Continuous ATP +

In-Cab + ATO + virtual

blocks + ATR /ATS

Continuous ATP +

In-Cab + ATO + Resignal +

ATR /ATS

Scope of existing ATP project

Scope of proposed L2 trial

To be implemented on NWRL

Variants of ETCS L1

Variants of ETCS L2

Variants of ETCS L3 /

CBTC

Note: ‘In-Cab’ refers to in-cab signalling

Increasing Automation

Sim

ple

r Si

gnal

ling

Existing

Signalling

in Sydney

Ideal, long

term target

8

Long term vision for systems

Real-time

service data to

passengers

Trains operate

when scheduled.

Automatic Train Operation provides

increased capacity and smoother

travelAdditional capacity provides

opportunities for freight.

Safety ensured by on-board

Automatic Train Protection

Energy use is

optimised

Capacity

maximised

through moving

block systems

Reduced trackside

infrastructure, increased

worker safety

Costs reduced through

standardisation and automation.

Effective management of

incidents to allow the network

to keep operating.

Systems are easily

upgraded with no

operational impact.Self healing

systems minimise

impacts of failure.

Anticipated benefits from moving to

cab signalling

Strategic Business

Requirement

Advanced Train Control Systems Contribution

Safety • SPAD protection

• Overspeed protection

• Maintenance worker safety

Cost Simplified trackside infrastructure leads to

• Lower capital costs

• Lower operational and maintenance costs

Capacity • Consistency in train behaviour

• Reduced platform re-occupation times

• Increased capacity

Carbon • Optimised energy consumption for trains

• Reduced energy consumption by trackside infrastructure

Customer Satisfaction • Higher performance / higher reliability services

• Lower operational impact during project work

• Reduced journey times

9

SPAD protection

10

Overspeed protection

11

Simplified trackside infrastructure

12

… by the use of

cab signalling

Simplified trackside infrastructure

13

ETCS Level 2 requires:

• Train detection (track

circuits or axle counters)

• Balises (for odometry

correction)

• Point machines and

detection

Cab signalling

14

Benefits will include:

• Lower capital costs – typically put at 40% or less of the equivalent

conventional arrangement

• Lower maintenance costs

• Less need for workers to be trackside = higher levels of safety

The difference this could make …

15

Top signalling failure categories , Oct – Dec 2011

Not required with

cab signalling

Potential to use axle

counters to provide

higher reliability

braking distance overlapsighting

Emergency braking applied by trainstop if necessary, to stop train within overlap

Line speed

Stopped

Normal operation at service braking, to stop at red signal

Train must clear this overlap before the first red signal will change to yellow

One clear block(= braking distance)

Track blocks regulate train separation but also

demonstrate train integrity

Minimum separation between following trains

Increasing capacity

16

Traditional signalling with trainstops

ATP Level 2 (Continuous ATP)

braking distance

Line speed

Stopped

ATP enforces normal operation at service braking, to ensure

train stops at block point

ATP

Train must move to next block before following

train’s movement authority can be extended

Data radio communication to

trains

Signals removed, blocks represented in on-board system

Block point

ATP

overlapone clear block‘Sighting distance’ eliminated by continuous

update via radio

Minimum separation between following trains

Minimum separation between

following trains

Reducing platform reoccupation

times

17

• Modelling suggests that re-spacing of

blocks through core areas can reduce

platform reoccupation times by over

15 seconds

Source – David Morton, Siemens,

presentation to WCRR 2013 Sydney

Closely spaced blocks

at the rear of the

platform, to provide an

updated movement

authority to the

following train as soon

as possible.

Direction of travel

Outcomes from modelling work

18

Operational

target – 24tph

Modelling of ETCS L1 for

Sydney – max. 22tph

Modelling of ETCS L2 for

Sydney – max. 24tph

ThamesLink target for

L2 w.ATO – 24tph

Outcome of Line Capacity Study

with ATP/ATO – max. 26tph

Notional outcome –

30tph

No clear view on timing of a

high capacity version of L3

Examples exist worldwide of

capacity 30tph and above

Capacity limit under a

moving block system likely

to be as a result of corridor

and alignment parameters

Modelling of ETCS L2 in

Brisbane (90 sec dwell)

Area controlled by

Sydney Interlocking

Area controlled by North

Sydney Interlocking

Area controlled

by Strathfield

Interlocking

19

Upcoming asset renewals

Possible approach to deployment

20

Train control location

Interlocking location

Trackside interface location

Signal

Track circuit boundary

Trainstop

Point machine

Main cables

Local cables

New equipment deployed in parallel with existing signalling.

Change-over to new system once equipment is proven, processes are established and staff are trained.

Train control location

Interlocking location

Trackside interface location

New cabling to connect to existing

point machines

Axle counter headExisting signalling equipment shown in blackNew signalling equipment shown in red

Block lengths optimised for new

configuration

Passive balise

Grade of Automation

Type of Train

Operation

Sets Train in Motion

Stopping Train

Door Closure

Operation in event of

Disruption

GoA1ETCS L2

With DriverDriver Driver Driver Driver

GoA2ETCS L2 &

ATOWith Driver

Automatic Automatic Driver Driver

GoA3 Driverless Automatic AutomaticTrain

AttendantTrain

Attendant

GoA4Unattended

Train Operation

Automatic Automatic Automatic Automatic

Grades of Automation

21

Work on ATO with ETCS L2 is currently focussed on GoA2

Optimisation of energy

consumption with ATO

22

Source – David Morton, Siemens,

presentation to WCRR 2013 Sydney

• There are four driving phases: acceleration, cruising, coasting and

braking.

• The ATO algorithm optimizes the cruising and coasting phases.

Optimisation of energy

consumption with ATO

23

Source – UNISIG specification for ATO

with ETCS

Non-optimised

approach to a

station

Optimisation of energy

consumption with ATO

24

Source – UNISIG specification for ATO

with ETCS

Energy-optimised

approach to a station.

Estimates of the energy

saving possible range

between 10 and 40%.

The flip side of cab signalling …

25

A critical dependency on

telecommunications

DTRS and ETCS Level 2

26

– Capability to support ETCS L2 From the DTRS contract:

“The minimum requirements must be capable of delivering, subject to

necessary future BTS augmentation, all requirements for ETCS Level 2

ATP circuit switched data between Radio Block Centres.”

Capacity to support ETCS L2 Do we need to increase the number of transceivers in any BTSs?

Should we move to GPRS?

– Coverage to support ETCS L2Do we need to provide additional BTSs?

Summary

• In response to the release of Sydney's Rail Future, TfNSW is taking

the opportunity to revisit the ATP and systems strategy for Sydney,

with a focus on the strategic business requirements of Safety, Cost,

Capacity, Carbon and Customer Satisfaction.

• Adopting cab signalling using ETCS Level 2 presents an

opportunity for substantial benefits to the Sydney network.

• There is a fair bit of water to go under the bridge yet, but some of

the issues and strategies discussed in this presentation may form

part of the ultimate solution.

27

Questions?