original mtr corporation hongkong mrvc study report

_______________________________________________________________________________________ MTR Corporation Limited __________________________________________________________________________

Final Report for Mumbai Railway Vikas Corporation Limited Headway Improvement Study

MTR Corporation Limited MTR Tower, Telford Plaza, Kowloon Bay, Hong Kong Accepted by MRVC May 2005

MRVC Headway Study Final Report

1 10-03-2005

TABLE OF CONTENTS

EXECUTIVE SUMMARY........................................................................................................ 1 1 INTRODUCTION ...................................................................................................... 11

1.1 Background ........................................................................................................................................... 11 1.2 Objectives of the Studies ...................................................................................................................... 11 1.3 Scope of studies .................................................................................................................................... 12

2 STUDY APPROACH................................................................................................. 14 2.1 Study teams and process flow ............................................................................................................... 14 2.2 Inception report ..................................................................................................................................... 15 2.3 Working papers ..................................................................................................................................... 15 2.4 Final Report .......................................................................................................................................... 17

3 ABBREVIATIONS AND DEFINITIONS ................................................................. 18 3.1 Abbreviations ........................................................................................................................................ 18 3.2 Definitions ............................................................................................................................................ 18

4 OVERVIEW OF EXISTING RAILWAY .................................................................. 22 4.1 Development of Mumbai City............................................................................................................... 22 4.2 Description of the Railway.................................................................................................................... 22

Western Railway ...................................................................................................................... 22 Central Railway ........................................................................................................................ 23

4.3 Western Railway ................................................................................................................................... 23 Western Railway ...................................................................................................................... 24

4.4 Central Railway .................................................................................................................................... 26 Central Railway ........................................................................................................................ 26

4.5 Harbour Line ......................................................................................................................................... 30 4.6 Rolling stock ......................................................................................................................................... 31

Western Railway ...................................................................................................................... 31 Central Railway ........................................................................................................................ 31

4.7 Gradient/curvature/points/crossings ...................................................................................................... 34 4.8 Electrical / traction ................................................................................................................................ 34 4.9 Structures and level crossings ............................................................................................................... 35 4.10 Crew ...................................................................................................................................................... 36 4.11 Signalling system .................................................................................................................................. 36

5 LIMITATIONS OF THE EXISTING SYSTEM ........................................................ 41 5.1 Signalling System ................................................................................................................................. 41 5.2 Rolling Stock Characteristics ................................................................................................................ 41 5.3 Available Signalling Information to Operator ....................................................................................... 42 5.4 Infrastructure Limitations...................................................................................................................... 42 5.5 Short Overlap Lengths at Terminals ..................................................................................................... 43 5.6 No Dedicated Path for Railway Operation ............................................................................................ 43 5.7 Station and Platform Management ........................................................................................................ 44 5.8 Cross-line movements ........................................................................................................................... 45 5.9 Manual Train Operation ........................................................................................................................ 45

6 OPTIONS FOR REDUCING HEADWAY ............................................................... 46 6.1 Modifications of the Existing Railway Infrastructure ........................................................................... 46 6.2 Cab Signalling with In-fill Signalling Information ................................................................................ 51 6.3 Overlay an ATC system on the existing signalling system.................................................................... 51 6.4 Other Factors to be considered ............................................................................................................ 57

7 ATC TECHNOLOGY IN THE MARKET ................................................................ 58


2 10-03-2005

7.1 Fixed block ATC system ....................................................................................................................... 58 7.2 Moving block system ............................................................................................................................ 59 7.3 Distance to go system ........................................................................................................................... 60 7.4 Virtual Block Distance-to-go System.................................................................................................... 61 7.5 Trainborne to Wayside Data Transmission ........................................................................................... 63 7.6 Wayside to Control Centre Data Communications System ................................................................... 64

8 INTRODUCTION OF AN ATC SYSTEM ON EXISTING RAILWAY .................. 65 8.1 Overlay an ATC system on existing railway ......................................................................................... 65 8.2 Operation Requirements ....................................................................................................................... 66 8.3 Modifications to existing system ........................................................................................................... 67 8.4 Training needs for terminal headway study ......................................................................................... 86

9 PROPOSED MAINTENANCE STRATEGY AND FACILITY ............................... 87 9.1 Recommended Special Tools and Test Equipment ............................................................................... 87 9.2 Portable Test Equipment ...................................................................................................................... 90 9.3 Central Maintenance Report Centre ...................................................................................................... 91 9.4 Test track .............................................................................................................................................. 92

10. STUDY TOUR TO RAILWAYS USING MODERN ATC SYSTEMS ................... 94 10.1 VISIT PROGRAM ............................................................................................................................... 94 10.2 THE VISIT ........................................................................................................................................... 99

11. FINANCIAL AND COST BENEFIT ANALYSIS .................................................. 111 11.1 Capital Cost of the Proposed System .................................................................................................. 112 11.2 Investment Schedule of the Proposed System ..................................................................................... 117 11.3 Methodology & Key Assumptions Underlying the Workings ............................................................ 119 11.4 Economic Analysis of the Headway Improvement Project ................................................................. 128 11.4 Financial Impact of the Improvement of Headway on Mumbai Suburban Railway System ............... 135

12 FURTHER ENGINEERING WORK BEFORE ATC IMPLEMENTATION ......... 139 12.1 Infrastructure Up-gradation................................................................................................................. 139 12.2 New Signalling Cabin and Power Supplies ......................................................................................... 139 12.3 Traction Supply .................................................................................................................................. 139 12.4 Track Alignment Survey ..................................................................................................................... 140 12.5 Signalling Modifications ..................................................................................................................... 140 12.6 TMS Up-gradation .............................................................................................................................. 140 12.7 ATC Specification Preparation ........................................................................................................... 140

13 CONCLUSIONS ...................................................................................................... 141 14 RECOMMENDATIONS .......................................................................................... 143 APPENDIX A ........................................................................................................................ 145


10-01-2005 1

Mumbai Railway Vikas Corporation Central & Western Lines Headway Improvement Study Draft Final Report EXECUTIVE SUMMARY

The Hong Kong MTR Corporation Limited (MTRCL) has been appointed by Mumbai Railway Vikas Corporation (MRCV) as a Consultant for the Headway Improvement Studies of suburban sections of Mumbai Division of Central and Western Railways under Contract No. CA NO MRVC/S&T HEADWAY/2003/1. This report is the result of a series of studies over several months into the headway improvement of these two railway lines. The key objective of this study is to review the existing railway systems and identify improvement opportunities to reduce the headway to two minutes as far as possible with the most cost effective means. This report highlights the limitations of the existing signalling system and infrastructure and examines various improvement options to reduce headway. In addition, it also highlights other changes and modifications that need to be realised on the existing railways to support railway operations as a result of implementing the recommended headway improvement option.

FINDINGS System Limitations 1 The Mumbai suburban railway is equipped with a fixed-distance based four-aspect

signalling system. Minimum signal spacing is about 400m to cater for 12 car operations of 265m train length with 120m overlap and a bit of margin. Signal re-spacing is now in progress to increase the system capacity. The best achievable headway is about 3 to 3.5 minutes after planned segregation of long distance trains. It is worth to note that for four aspect colour light signalling the optimum signal spacing is half service braking distance which is about 200m for trains operating on Mumbai suburban railways. However, the limitations to headway reduction are mainly at major terminals. They are normally having a complex layout which prevents signals being positioned at closer intervals.

2 Mumbai railways operate with different types of trains with different service patterns

and requirements. Trains perform differently due to differences in loading, train lengths and train characteristics. Fast trains will catch up slow trains and service gaps between fast trains and slow trains will develop. Sharing tracks with different type of services make the utilisation of line capacity less efficient. Mail/Express trains and suburban line trains need to be segregated to minimise the impact of mixed traffic operation on the achievable passenger carrying capacity of the line.

3 Better headway can be achieved with good performance trains having high braking and

tractive effort and short equipment response times. The existing stocks obviously lack


2 10-03-2005

these qualities. It results in a longer station track occupation time for the same station halt time. The impact will also be obvious when the line speed is lifted to a higher level and when both new and old trains are operating on the same line.

4 In the existing signalling system information given to the driver is limited to the signal

aspect displayed and the speed limit boards posted along the track. AWS system is an intermittent system. Once after a train has received a speed reduction instruction it cannot speed up even when the track conditions ahead permit. The AWS system reduces the incidents of trains passing signal at danger while it prevents service recovery from being taken sooner. This may not be a cause of concern for a low-density railway line. As headway is reduced, trains are running closer to one another. Operational margins are getting lesser and this will become a critical factor.

5 To facilitate train shunting and movement across different lines with limited spaces,

crossovers and turnouts are short. The maximum speed that a train can move over them is 30khp and this is not adequate for suburban high capacity service. This slows trains down as they approach the crossovers and increases the travelling times. This effect ripples down the line. Train that immediately follows would have to slow down. This also delays route setting over the same set of crossovers with different point lying positions for trains in and out of terminal or diverted to other tracks.

6 There is no overlap provision at terminals. Two metres space is allowed for between

buffer stop and coupler of train. Speed restriction is imposed on all approaching tracks to terminals and usually not higher than 30kph. This restricts trains from approaching terminals at a higher speed. This limitation and low turnout speed are the most critical factors that limit the headway of the railways.

7 It needs a great deal of time of providing advanced warning for level crossing barrier

operation to ensure safe traffic movement over the level crossings for all modes of transport. As train operating frequency increases there is insufficient time for level crossing operation and a dedicated line must be given to railway operation to ensure safe and efficient operation of trains.

8 There are a number of hutments built along the railway and track trespassing is a

common sight. This encroachment upon the railway affects train operation badly. Provision of a dedicated railway line is a pre-requisite of operating the railway at headway below three minutes. When an advanced signalling system is introduced train will mainly be controlled by machines and will not reduce speed when there are people trespassing or walking along the track. A firm segregation between the hutments and the railway needs to be provided.

9 As service headway is reduced whenever cross-line services occur trains on the normal

servicing paths are held at the protecting signals to facilitate cross-line train movements. Services that cross the path of other services at junctions have been found


3 10-03-2005

using up a disproportionate amount of line capacity. Station and track layouts at intermediate terminals with this type of service have to be remodelled to avoid train turning short from affecting other through traffic service.

Options for Reducing Headway

Three options have been reviewed. The first is based on modifications of the existing railway infrastructure only, the second is based on the existing signalling system with the provision of cab signalling and in-fill signalling information and the third one is replacing/overlaying the Auxiliary Warning System with a modern ATC system.

Modifications of the Existing Railway Infrastructure 10 Modification of existing signalling infrastructure alone only offers very little

improvement in terms of line capacity. However, it is worth to note that a dedicated line for each type of train service without any encroachment and sharing of tracks is a prerequisite for any significant headway improvement initiatives. This forms the base case for headway improvement for any system upgrade or replacement.

11 It is identified in the study that replacing 30kph turnouts/crossovers at terminals with

40kph ones and put them close to the platform ends will improve the headway by nearly twenty seconds. However, it requires major remodelling of track layout and is not always possible due to space constraints and other operating requirements, such as cross-line connections.

12 Segregation of Mail/Express and suburban services by providing two more tracks from

Borivali to Virar improve the system capacity significantly in the section of tracks concerned. However, there is no improvement made in the Central Business Districts and the line capacity is limited by the technology of the system itself. Further improvement will need to upgrade the signalling system to one which can make use of track space more efficiently.

Cab Signalling with In-fill Signalling Information

13 Filling the gap of discrete AWS and signalling aspect information currently provided to

motorman in the Mumbai suburban railways will improve the service a little bit. Signalling in-fill subsystem can be introduced to provide signalling information in advance as regard to the next main signal in the train running direction. It consists of on-board cab signal and trackside equipment with additional information points on the approach to the signal. This provides instant information update while the train is within the in-fill zone and train can be released from its speed limitation and braking trajectory once the signal display is better than red.


4 10-03-2005

14 European Train Control System defines an incremental approach to upgrade colour light signalling system to a radio based signalling system at three levels, namely ETCS level 1 to level 3. At level 3 full moving block ATC system is realised in which accurate and continuous train position data is supplied to the control centre directly by the train rather than by track based detection equipment. Trackside signals are not required except at junctions where signals are provided for train shunting or degrade mode of service. Currently level 3 is still under development and no such system is available in the market. There is no improvement in headway based on level 1 and level 2 technology, however, service recovery will improve a bit for level 2 system.

Replace/Overlay an ATC System on the Existing Signalling System

15 A modern ATC system is an advanced train control system which also provides

Automatic Train Protection functions. It will eliminate all Signals Passed at Danger. There are three main reasons for implementing ATC. Safety Providing cab signal is a major step forward for drivers, particularly at high speeds in complex layouts, and under adverse weather conditions. It will also facilitate improved asset management and require less trackside infrastructure, thus reducing risks to trackside workers. Operation flexibility and high degree of automation Modern ATC systems are highly automated which can reduce human errors in train operation to a minimum and provide degrade mode of service when system failure occurs such as bi-directional service and system re-configuration. This can greatly enhance operation service and reduce the degree of service disruption. Capacity and performance A modern ATC system can increase line capacity particularly at bottlenecks, facilitate enhanced train performance and help support the traffic growth envisaged in Mumbai in the next two decade.

16 Modern ATC system derives its safe speed running profile based on Limit of Movement

Authority or last known position of the rear end of a preceding train and the speed at which the train concerned is travelling. There is no fixed overlap or one block clear requirement between trains as that for colour light signalling system. In this system a following train may safely close-up to the end of a preceding train as close as 20 to 25m. It makes better use of space between trains and can improve headway in the order of forty to fifty seconds when compared with existing colour light signalling system on Mumbai suburban railway. In terms of line capacity it increases by 25%.

17 Mumbai Railway consists of a network that stretches over hundreds of kilometres.

Inevitably there will have both ATC equipped and non-equipped trains running on the


5 10-03-2005

network, including inter-city trains and Mail/Express trains. Modern ATC systems can superimpose on other ATC systems and conventional multiple aspect colour light signalling systems and permit mixed trains operation. ATC equipped trains is capable of operating on ATC wayside section as well as multiple aspect colour light signalling section. When a train operates in ATC mode as it progresses along the running line it masks out the wayside signal immediately ahead of it to avoid confusion to train operator on the aspect displayed on the running signals. When it moves away from the ATC equipped section it works as a non-equipped train and train operator has to operate the train in manual mode and observe the wayside signal aspects. Non-equipped trains on the other hand will be operated as per existing system on both ATC equipped and non-equipped sections.

18 All modern ATC systems come with either onboard or trackside intelligent system to

provide continuous overspeed protection. They offer a much higher safety integrity level that cannot be achieved by AWS and conventional colour light signalling system. However, one important point to note is that safe operation of these ATC systems relies on accurate and correct track and signalling related information, such as track curvatures and gradients, positions of points, signals, train detection devices, buffer stops and station stop points etc. During the course of the Headway Improvement Study it was found that this information is not accurate and varies from plan to plan and in some cases it is completely not available in any forms. Extensive site survey was carried out based on primitive tools such as measuring tape with reference to track circuit boundaries and overhead masks on various plans. The data collected in this survey is crude and does not meet the stringent requirements for safe operation of modern ATC systems.

19 Headway simulation was done based on the information available and instructions given

by MRVC during the study period. It is noted that further information and minor adjustments on parameters are required to get more accurate results. The following parameters need to be included in the simulation model:

� train rotating mass � curve resistance equation � tare train load � station brake rate with a reasonable regulation margin � a more gentle jerk rate to be used with 1 m/s3 as maximum for both acceleration

and braking As the simulation is done using the same parameters for both four-aspect colour light signalling system and ATC system, the results give a good indication on the degree of capacity gain that will be achieved through upgrading the signalling system with a modern ATC system.


6 10-03-2005

20 The introduction of a modern ATC system on Mumbai Suburban railways will bring the service headways of Western Line to 168 seconds, Central Line to 258 seconds and Harbour Line to 229 seconds respectively. It is about 30% to 40% improvement over the existing system. Further improvements can be achieved to bring the headway to two minutes by providing a better track layout and provision of high speed turnouts and long overlaps at terminals.

21 Implementation of the first ATC section is about four years. As experience gained on the

first section and the basic design is the same for the rest of the railway, the second section will require about three years to build and the rest about two and a half years. The suggested order of implementation is CCG-BVI, CSTM-KYN, BVI-VR, CSTM-VSH, KYN-KSRA, KYN-KJT and VSH-PNVL.

Work to be done on Existing System to Support Mixed Train Operation

It is intended that introduction of a modern ATC system onto the Mumbai suburban railway is transparent to passengers and full benefit of the new system can be realised on day one. However, there are some operational incompatibilities between the colour light signalling system and a modern ATC system. Listed below are the ATC operational aspects which are different from the existing colour light signalling system on Mumbai suburban railways.

22 Successive trains can occupy adjacent train detection devices. Train describer stepping

control needs to be reviewed and modified to avoid display of train descriptions incorrectly.

23 For virtual block and moving block system ATC systems more than one train can

occupy the same train detection device section. Train describer stepping control needs to be reviewed and modified to avoid display of train descriptions incorrectly.

24 As successive train detection devices can be occupied by more than one train, route and

point approach locking controls need to be reviewed and modified to avoid unnecessary locking by a train not meant for it. Detailed study has to be carried out when an ATC system is chosen.

25 To permit best use of space ATC equipped train should be allowed to enter the overlap

track which currently is forbidden in the Mumbai Railways colour light signalling system. Route setting and signal aspect control will need to be reviewed and modified to support ATC operation.

26 To allow better use of space the existing interlocking system should permit a train to

follow a train running ahead on the same route.


7 10-03-2005

Other Modifications to be considered

In order to provide more efficient operation and make best use of a modern ATC system the following modifications are recommended:

27 To speed up terminal operations, sequence working is recommended. This can be done

in two ways:

� Automatic route setting function can be implemented through Automatic Train Supervision System based on train descriptions. It can cater for a variety of service patterns.

� It can also be achieved by using hardwired relay circuit without resorting to an

expensive Automatic Train Supervision System which is currently not available on Mumbai Railways. However, there is limitation of hardwired circuit application and it is only applicable to fixed pattern train services.

28 To cater for central control and feeding all equipment status back to central

maintenance centre communication links would be required for data transmission at each station with wayside computer. In some newly developed system radio link is used to connect to LAN/WAN backbone without any point to point hardwired links.

29 To allow train to approach train stopping point at terminal at nominal braking profile it

needs at least 25m overlap beyond the train stopping point. Without the provision of this length of overlap train will need to approach the stopping point at a lower braking profile and achievable headway at terminals is about five seconds longer.

30 When bi-directional ATC is required the interlocking has to be modified to provide the

necessary authority for train to proceed in the wrong direction. Maintenance Facility to support ATC Operations 31 It is suggested that the Mumbai Railways sets up a team of maintenance staff to handle

the first three levels of preventive and corrective maintenance. Third line maintenance, such as circuit board repairing and software maintenance, requires highly skilled and knowledgeable personnel to do. It should relegate to the original equipment suppliers to avoid huge investment on tools and training and the responsibility on system safety integrity. Mumbai maintenance team would only be responsible for identifying the faulty replaceable unit and dispatch of the defective parts to the original equipment suppliers or contractor for maintenance.

32 As modern ATC system keeps on evolving and uses the latest and more powerful

processors, electronic components and transmission media, maintenance facilities will best be suggested by the equipment suppliers for the system chosen.


8 10-03-2005

Economic and Financial Analysis 33 The Capital Cost for Headway Improvement by installation of ATC Systems is

estimated at Rs. 13,525.5 million at FY 04-05 prices and exchange rates. 34 114 additional rakes would be required to be introduced to take full advantage of the

Headway Improvement. Capital expenditure to be incurred for acquiring additional rakes would be of the tune of Rs. 31,951 million.

35 ECONOMIC ANALYSIS:

To assess the impact of change in performance of main variables on the index of economic viability (EIRR), sensitivity analysis has been carried out with the following changes. (A.) Increase in operating expenses by 20% (B.) Increase in capital cost of project by 10% (C.) Combination of (A) and (B) above. (D.) Reduction in overall economic benefits by 10% (E.) Combination of (C) & (D) above

Economic IRR under Various Scenarios:

Base Case Case - A Case - B Case - C Case - D Case - E EIRR 17.63% 17.31% 16.28% 15.99% 16.14% 14.59%

36 FINANCIAL ANALYSIS:

For the purpose of the financial analysis, yield per passenger-km has been considered to be same as in Mumbai Suburban Base Case for year 2002-03 at 13.77 paisa/Passenger-Km. Same has been indexed to inflation by applying inflation rate at 5% p.a. for the 20-year projection period.

The operating cash flow on account of incremental trains and passenger traffic shall be negative throughout the projection period, which will have to be met through additional subsidies. MRVC can consider levying additional surcharge on all the passengers to improve the overall yield. Given the incremental benefits arising to the users due to lower waiting time and reduced crowding such fare increase shall also be justified. Global experience has been that installation of ATC system being a capital-intensive proposition; the same is generally followed by an increase in passenger fares. Financial Internal Rate of Return (FIRR) for the Project at various levels of capital grant and surcharge has been calculated and results of the same are summarized hereunder:


9 10-03-2005

Financial IRR for the Project at Various Levels of Capital Grant & Additional Surcharge:

Particulars Case - I Case - II Case - III Case - IV Case - V Case - VI Scenario

Additional Surcharge 0.015 0.01 0.02 0.02 0.02 0.02 Capital Grant 20% 40% 0% 0% 0% 10%

Working Expenses Higher by 0% 0% 0% 10% 20% 10% Outputs

Capital Cost (including IDC) 17,149 16,537 17,792 17,803 17,815 17,450 Operating Surplus Utilized for

Capital Cost 820 48 1,592 1,432 1,273 1,432

Term Debt for Capital Cost 12,899 9,874 16,200 16,371 16,542 14,272 NPV of Shortfall in Debt

Servicing (1,799) (4,193) 324 (1,302) (2,928) 760

FIRR 5.89% 2.82% 7.40% 6.46% 5.46% 7.70% For the above workings, following assumptions have been considered in respect of term debt

� Moratorium: First 5 years of operations. � Repayment: Over a period of 15 years � Interest Rate: 7% p.a.

Net Present Value of shortfall in debt repayment has been arrived at using a discount rate of 7%. Recommendations To improve the headway of Mumbai suburban sections of Central and Western Railways it is recommended to consider the following actions: In view of the problem of hutments and track trespass it is suggested to implement a modern ATC system progressively with ATP only in the first place until such time that segregation between hutments and the railway is completed then full ATC is implemented. A full ATC system on dedicated lines solely for ATC operation is recommended when mixed train operation is not required. This can eliminate AWS and the automatic signals on the line and reduce maintenance cost. Distance-to-go ATC system or its later version Virtual Block system with radio communication is highly recommended. This ATC system can overlay on existing railway to allow mixed train operations on some of the lines where Express/Mail and freight trains are operated on. It could provide ATC running in ATC section, whilst retaining conventional lineside signalling for those trains on the route, which would not be fitted with ATC equipment. The radio link can eliminate the problems caused by trackside equipment failure when the track is flooded during monsoon seasons.


10 10-03-2005

Implementation should be done progressively on a section by section basis starting on the busiest sections only as below:

Section Cost ( in INR million) Churchgate - Borivali 3,322 CSTM – Kalyan 1,736* CSTM - Vashi 1,725* * Cost for second and third lines will be lowered than the first line as core design is the same

and efficiency gained on subsequent installation and testing. In view of frequent track flooding during monsoon season it is preferable to choose an ATC system with least wayside installation as far as possible and any wayside installation must be able to stand this harsh environment in Mumbai. Provide a closed and protected environment for train operation. Hutments and level crossings should be segregated from the running tracks to improve operation efficiency and safety. The sections of track and crossovers that impose most restrictive speeds for train operation should be straightened or removed as far as practicable. Modify the existing system and infrastructure as recommended in section 8.3 of this report to resolve incompatibility between ATC and Colour Light Signalling systems and improve operation efficiency; New EMU to be run on suburban railway to provide a uniform train performance fleet. Implement Sequence Working at CSTM and CCG. Upgrade TMS to provide train regulation capacity and remote control.


11 10-03-2005

1 INTRODUCTION

1.1 Background

In the last two decades passenger demands on MRVC suburban railway have been increased steeply. During peak hours, trains are overcrowded with passengers and the number of passengers carried per train far exceeds the designed capacity. In 1996 Mumbai suburban railway had commissioned M/s W.S. Atkins International to a MUTP II Planning study looking into the ways to reduce the headway. Furthermore, Mumbai suburban railway in-house studies were subsequently conducted to explore the feasibility of providing three-minute train services on the suburban part of the railway. The results concluded that the passenger carrying capacity of the existing fixed distance based signalling system could be improved by re-spacing the signals. However, any further enhancement would only be possible by replacing the existing colour light signalling system with a modern Automatic Train Control (ATC) system together with other infrastructure modifications. MRVC commissions MTRCL to carry out a detailed headway improvement study and make recommendations into ways to increase the system capacity to cater for the anticipated growth of patronage and ease the overcrowding situation over the next twenty years.

1.2 Objectives of the Studies 1.2.1 The main objectives of this study are

� improve the headway of suburban sections of Mumbai Division of Central and Western Railways to two minutes as far as practically achievable;

� identify limitations of the existing systems and recommend appropriate

modifications of terminal layout and their operation and system up gradation to support headway reduction with the most cost effective means.

1.2.2 To improve the throughput of the railway based on minimum modifications on the

existing systems and infrastructure to keep cost down.

1.2.3 To explore the effectiveness of introducing cab signalling in reducing headway based on the existing signalling system provision.

1.2.4 To explore the feasibility of introducing a modern Automatic Train Control (ATC)

system that can improve the system capacity without major changes to existing infrastructure and recommend an ATC system based on the best utilization of existing infrastructure and system provisions.


12 10-03-2005

1.2.5 To develop a conceptual system specification and devise an induction plan for the implementation of the recommended ATC system to give an insight of the main features of the ATC system and the approach on how the new system is to be progressively phased into the existing railway system.

When considering a replacement system the following criteria need to be taken into consideration.

(i) The new ATC system must be capable of reducing the headway to 2 minutes as far as possible.

(ii) The system must be capable of providing operating information and updated track conditions ahead instantly to the train operator. (iii) The level of safety must be commensurate with the reduced headway operation requirements.

1.2.6 To provide cost benefit analysis for the recommended ATC system indicating the

short term and long term financial implications for MRVC assessment based on World Bank guidelines.

1.2.7 To identify supporting maintenance facility and training needs for the proposed ATC

system.

1.2.8 To arrange appropriate study tour for MRVC personnel to let them have an appreciation of the targeted ATC products in the market.

1.3 Scope of studies 1.3.1 The scope of this headway improvement study covers the Mumbai Central and

Western Railways. It is based on minimal changes on the existing infrastructure and operating practices, and the improvement work Mumbai Central and Western Railways currently brought about to reduce the headway. The following items form the principal components of the scope of work for this study:

i. Review of existing system and its parameters, operating practice and

recommendations put forward by other consultants; ii. Identify systems and infrastructure constraints that limit the capacity of the

railway lines; iii. Propose system modifications, terminal layout modifications and their

operation and replacement of AWS with ATP/ATC systems to reduce headway, as far as practicable, to 2 minutes;

iv. Propose any additional infrastructure, maintenance tools and instruments that may be required to support the replacement systems;


13 10-03-2005

v. Provide cost estimate and cost benefit analysis for the proposed replacement systems;

vi. Identify training requirements and arrange study tour for MRVC personnel for the appreciation of the proposed replacement systems;

vii. Provide post consultancy service.


14 10-03-2005

2 STUDY APPROACH

The study mainly consists of two parts. The first part is to study the system performance of the existing railways with the assumption that signal re-spacing is in place. The second part of the study is to derive the theoretical best headway based on the existing systems’ parameters. When the results indicate that there is significant headway improvement opportunity a search of Automatic Train Control systems and/or cab signalling systems available in the market that can achieve the best practical headway is carried out together with a study on modifications required on the existing system to support ATC operation. The study is further broken down into the following tasks:

i) Information gathering, data collection, site visits and technical discussions –

leading to production of Inception Report ii) Train simulator modelling iii) Detailed simulation results analysis and ATC system search – leading to

production of Interim Report for Options for Reducing Headway iv) Identifying modifications on existing railways to support ATC operations –

leading to production of various Working Papers: � Recommended Signalling Infrastructure to Reduce Headway � Redesigning of Terminal and Operations � Upgradation/Replacement of AWS by ATP/ATC � Additional Infrastructure and Maintenance Facility

v) Cost Estimates and Financial Analysis – Financial Report vi) Draft Final/Final Report The work flow and each of the study tasks described above is given in more details in the following sections.

2.1 Study teams and process flow

To ensure full breadth of issues is covered the studies were carried out by four teams. They were the Computer Simulation team for headway studies, Local team for Terminal and Infrastructure studies, Financial Analysis team for Cost and Benefit Analysis studies and the ATC team for the ATC system analysis. Project Manager was responsible for the overall coordination and consolidation work and interface with MRVC. Peer reviews were carried out and chaired by the Project Manager to ensure coherence of all aspects. The work flow process is given in the diagram below.


15 10-03-2005

Track & Signallingdata

Rolling Stock, Signalling &

Operating dataSimulator

Study Team

Qualitative Analysis

Headway Analysis

Interim ReportQuantitative Analysis

System Limitations

Options Reduce H/W

System Upgradation

Process Flow for the study

Replace AWS with ATC

Maintenance infrastructure

study

Terminal study

Signal Infrastructure

study

Financial study

FINAL

REPORT

Working Papers

2.2 Inception report

The first phase of study work was to collect signalling, rolling stock and track alignment information and data for train simulator modelling and system study analysis. Discussions with traffic controllers, station masters and motormen were held to appreciate operational practices and train service patterns. Visits to various yards and workshops took place to understand the signalling system and the extent of maintenance facility provision and maintenance capability. Inception Report was produced. It set out the approach to the various tasks in the subsequent studies.

2.3 Working papers

Computer Simulation The modelled computer simulator was used in the second phase of study to devise the headway of the railway based on the existing system and infrastructure parameters collected and to seek any improvement opportunity that might exist. Various signalling configurations and options including the existing colour light signalling system were examined. The simulation results were analysed and focus was placed on the traffic patterns, yard layouts, operational constraints, availability of platforms and stabling lines and corridor changeover. When improvement did not meet the operational and performance requirements laid down in the Terms of Reference of the Contract a search on a modern ATC system meeting these requirements was made. The best headway that the ATC system could achieve was


16 10-03-2005

derived to quantify the capacity improvement that could attain. The study involved seeking to understand and analyse the effect of ATC implementation issues and how it could be integrated into the existing system and working environment. It covered both qualitative and quantitative analysis such as, computer modelling, terminal analysis, implementation options and supporting facility.

A1 Options for reducing headway An in-depth study on the existing system main running lines and yards was carried out on how headway improvement could be achieved. The emphasis of the study was to achieve headway reduction with minimal additional works and/or installation and retain most of the existing signalling and telecommunication infrastructure. The results from the headway simulations and the analysis provided information allowed assessment of headway improvement options be taken. When significant improvement could not be achieved by modifying the existing signalling system and infrastructure, replacement system selection and design options were carried out. Available ATC systems in the market that could provide the level of service commensurate with the headway improvement requirement were selected for evaluation. The possible achievable headways for each ATC system were established and presented in headway charts for analysis. A2 Recommended signalling infrastructure to reduce headway The basic approach to this task was to run train simulations and find out the best headway achievable without any changes of the existing signalling infrastructure. If the target headway was not achieved it would then followed by examination on what need to be changed or upgraded, such as re-position of signal and track boundary, provision of higher speed turnout and remodelling of the layout completely to raise the line speed in order to derive the best headway achievable. Any modifications or up-gradation of signalling infrastructure to allow the best headway to be achieved were put forwarded to MRVC for consideration.

B Redesigning of terminal and operations The basic approach to this task was to run train simulations and find out the best headway achievable without any changes of the existing terminal layout and operation practices. If the target headway was not achieved it would then followed by examination on what need to be changed or upgraded, such as re-position of signal and track boundary, provision of higher speed turnout and remodelling of the terminal layout completely to speed up the train turnaround times. Any modifications or up-gradation of the terminal layout to allow the best headway to be achieved were put forwarded to MRVC for consideration. C Up gradation/replacement of AWS by ATP/ATC


17 10-03-2005

The basic approach to this task was to run train simulations to find out the best headway achievable based on existing colour light signalling system with AWS. When the target headway was not achieved it would then be followed by running train simulation of a generalised ATC system to explore the headway achievable based on the existing signalling provision. When significant headway improvement could be achieved, replacement systems were put forwarded to MRVC for consideration. D Additional infrastructure and maintenance facility required Existing suburban railway infrastructure and maintenance facility was reviewed. Based on the recommendation from the study on the modernised ATC system maintenance requirement for the new system was identified. Any gaps between the existing infrastructure and facility for the maintenance of new system were analysed. After identification of the maintenance requirements for the new ATC system, car shed and analysis of the gaps between the current provisions, proposals for the additional infrastructure, tools and instruments required for maintenance of the proposed system including up gradation of existing facilities was conducted. E Cost estimates, evaluation of benefits and financial and economic analysis

of the suggested investments Two distinct elements were considered: the financial cost/benefits and macroeconomic benefits/drawbacks. The analysis for the Commercial Benefits had included the costs associated with capital expenditure, maintenance, whole-life cost and savings on signal renewal costs together with the benefits/drawbacks associated with changes in capacity. F Study Tour Report During the study tour discussions with various user railway’s officials were held to find out their experience on the proposed ATC system on operation, maintenance and system aspects. Visits to suppliers were also arranged to get first hand information on the latest development of the proposed technology and advanced functions and how their system could adapt to Mumbai railway.

2.4 Final Report

This Final Report is building on various working papers. It is subject to extensive review by experienced members of the respective disciplines and discussions with MRVC reviewing committee members. It is through this review process that the report has been able to address all objectives of this study and recommend an appropriate option to reduce the headway of the railway.


18 10-03-2005

3 ABBREVIATIONS AND DEFINITIONS 3.1 Abbreviations AC Alternate Current ABS Automatic Block System ATC Automatic Train Control ATO Automatic Train Operation ATP Automatic Train Protection ATR Automatic Train Regulation ATS Automatic Train Supervision AWS Auxiliary Warning System CR Central Railway DC Direct Current DTS Data Transmission System ETCS European Train Control System IBS Intermediate Block Signal MACLS Multiple Aspect Colour Light Signalling MRVC Mumbai Railway Vikas Corporation MSS Maximum Safe Speed MUTP Mumbai Urban Transport Project MTRCL Mass Transit Railway Corporation Limited OCC Operations Control Centre RS Rolling Stock RTU Remote Terminal Units SCR Station Control Room TMS Train Management System TS Target Speed V Volt WR Western Railway 3.2 Definitions ATP block A length of track of defined limits on which the movement of trains is governed by Automatic Train Protection. Block A length of track of defined limits on which the movement of trains is governed by signal aspect. Booked speed It is the normal train operating speed.


19 10-03-2005

Distance-to-Go System A system in which train spacing is determined by the speed at which the train is travelling and the end of an occupied track circuit preceding the train. Emergency Brake Unmodulated (open loop) braking to halt. Equipment levels Equipment levels equate to maintenance levels. The first level corresponds to Line Replaceable Unit. The second level corresponds to circuit card and the third level to individual component.

Fixed block System A system provided with a full ATP block for overlap and spacing between trains is in terms of number of ATP blocks and is determined by the speed at which the train is travelling. Headway The minimum time interval at any en-route/terminal station between successive trains starting from terminal travelling in the same direction at en-route station at maximum permissible speed on the same track Levels of Maintenance Maintenance level is defined in accordance with the equipment level at which the maintenance work is carried out. The lower the level of equipment the higher the skills would be required for the work. In general a system composes of sub-systems and is designed in modular form such that high level maintenance would only require line replaceable unit replacement and then the circuit card level and finally down to component level. Various levels of maintenance are defined below. Limit of Movement Authority The authority for a train to enter and travel through a specific section of track, in a given travel direction.

Maintenance level 0 This level of maintenance corresponds to manual or automatic interventions to maintain a system in its normal operation. It is to minimise the impact of a failure on the operation of the system. The impact of failure depends on whether the system is equipped with a redundant system/equipment or not. On a redundant system/equipment the impact of a single failure is minimal and the system can recover either automatically or manually to its normal operational state.

Routine servicing such as lubrication, topping up, parameter checking and adjustment without dismantling the equipment is also referred to as level 0 maintenance (preventive maintenance)


20 10-03-2005

Maintenance level 1 Level one maintenance is to locate and replace one or more line replaceable units, assemblies or equipment from the system/sub-system. It is carried out by a technician whose knowledge of the system is only superficial and only needs to have basic system knowledge and the necessary maintenance documentation, replaceable unit/assembly and necessary tools. The work is normally done in situ. The main purpose of this maintenance level is to allow system restoration to its full functionality in a minimum time.

Maintenance level 2 Level two maintenance is to locate and replace one or more assemblies or components, dismantling of the line replaceable units identified in level one maintenance with a view to repairing or checking it. It will need the use of sophisticated and specific tools. This level of maintenance needs to be done by a technician with a good working knowledge of the equipment. The maintenance work generally takes place in a workshop, with logistic support in the form of maintenance manuals, “as-built” documentation, consumable, spares and the specialised tools.

Maintenance level 3 Repair or rehabilitation work to a repairable assembly or LLRU (Lowest Line Replaceable Unit) removed during an intervention done at a lower level of maintenance and requiring in-depth knowledge of the system or equipment design and the availability of specialised tools. A highly specialised technician whose work is generally based on the design documentation carries out these operations. Basically, the contractors or suppliers would perform this level of maintenance work. Maximum speed The highest speed permissible on the line. Maximum safe speed The upper limit of train speed as enforced by the train protection system.

Moving block System

A system in which train spacing is determined by the speed at which the train is travelling and the last known position of the preceding train. Overlap Section of track beyond a signal that is reserved for the approach train to overrun in case of drive error and is proved clear at the time signal in rear is clear before a train may approach a stop aspect signal leading to the overlap section. Redundant System The inclusion of duplicate system/equipment to improve the availability of the system


21 10-03-2005

Station stop braking profile A speed curve based on train service braking capability to bring the train to stop at the station stop mark. Sector The control area of a trackside computer system of the Distance-to-go system. Siding Main line tracks not used by train carrying passengers. Speed code It is the ATP speed signal which provides the maximum safe speed and target speed on each ATP block. Target speed The speed which the train should aim to achieve when driven manually or automatically. Track circuit An electrical circuit installed in the running rails to detect the absence of a train. Train detection device An electrical circuit installed in the running rails to detect the absence of a train. Virtual block An ATP block which does not have a physical demarcation on track but defined within the ATC system. This virtual block only exists when all trains equipped with the ATC system are working under automatic mode.


22 10-03-2005

4 OVERVIEW OF EXISTING RAILWAY 4.1 Development of Mumbai City

In 1928 the first electric train was introduced in Mumbai. It ran a service from Colaba, a section since dispensed with, to Borivali. Since then rail service has been increased steadily year by year and its development greatly influenced by the demographic distribution in the area.

The growth and development of the city has been such that the Central Business Districts have come up in the south of the island and residential colonies have come up in the northern suburbs. There has been a phenomenal growth in the population of Mumbai Region over the last few decades with a pronounced shift in favour of suburban and extended suburbs towards north. The shortage of space in the Island City and the tremendous growth in economic activities has inevitably and inexorably pushed the residential development to outer suburbs resulting in unbalanced distribution of job and homes. This has led to the need for mass suburban transport from the dormitories in the northern suburbs to the commercial centres in the south during the mornings, and from the business districts in the south to the residential colonies in the north in the evenings.

4.2 Description of the Railway

Mumbai is one of the world’s largest metropolitan areas served by Western Railway and Central Railway suburban railway network. To-date these two railways operate 2067 suburban train trips carrying 6.3 million passengers per day. Central Railway suburban system extends over 683.42 km of track and Western Railway suburban system over 230.46 km. Services are presently run on 1500V DC overhead catenary system which is planned to be converted into 25kV AC system in phases over a period of five to ten years. The two Suburban operations are presently linked through two links viz., Harbour Line and Vasai-Diva cord. A third link viz. Bandra-Kurla has been planned in MUTP Phase-II to implement in 2006-2011.

4.2.1 Train service and passenger demand

The present holding of EMUs on Central Railway and Western Railway are as under.

Western Railway 9-Car 12-Car

Total

No. of Rakes (Total Holding)

41 31 ≈ 41 (9-Car) 82.3 (9-Car)

No. of Trains 504 409 913


23 10-03-2005

Central Railway 9-Car 12-Car

Total


86 24 ≈ 32 (9-Car) 118 (9-Car) Inclusive of 4 rakes

of LNL-PA No. of Trains 962 218 1180

Over the years on Mumbai suburban system, passenger growth increases at a compounded rate of 2%, average trip length of 2%, passenger km from 30.18 billion in 1982-83 to 61.19 billion in 2000-01 i.e. an annual compound growth rate of 4%. Vehicle km growth increases from 0.17 billion in 1982-83 to 0.27 billion in 2000-01 at an annual compounded growth rate of 2%, against 4% annual compounded growth rate of passenger km, thus leaving a wide gap in capacity provision. The increase in vehicle km cannot keep up with the pace of the increase in passenger km resulting in overcrowding in trains. Some of the most densely loaded trains during peak hours carry more than 4700 passengers against rated capacity of 1800 of 9-car rake. In order to cater for this phenomenal growth in passenger km and reduce the overcrowding in suburban trains from 4700 passengers per 9-car rake to a comfortable level of 3500 / 3000 passengers, a Headway Improvement Study is being conducted. The purpose of this study is to reduce headway to 2 minutes thus increases the capacity of the system.

4.3 Western Railway 4.3.1 The railway line

On Western Railway there are four tracks from Churchgate to Borivali with DOWN-UP-DOWN-UP system, of which two tracks continue for 59.98km up to Virar which is further extended upto Dahanu road which is 123.78 km from Churchgate. The first two tracks called local corridor are dedicated to suburban services. The other two tracks called through corridor are shared by suburban, inter-city, long distance passenger trains and goods train services. Long distance and goods trains use a single by-directional track (5th line BCT-BVI) available from Mumbai Central to Borivali of which a section from Mahim to Bandra is common with Harbour line and Bandra to Santacruz passes through Bandra terminus passenger yard. The Western Railway has 28 stations (16 stops for the through lines) between Churchgate and Virar and 8 stations beyond Virar upto Dahanu Road.


24 10-03-2005

4.3.2 Train service

The present holding of EMUs on Western Railway along with No. of trains run are as under.


Total


41 31 ≈ 41 (9-Car) 82.3 (9-Car)

No. of Rakes (Offered to Traffic)

33 31 ≈ 41 (9-Car) 74 (9-Car)

No. of Trains 504 409 913 Western Railway runs 550 suburban train trips on local corridor, and on through corridor, 363 suburban train trips, 104 long distance passenger train trips and 12 freight train trips of various compositions daily. The booked speed for EMUs is 65 kph in Churchgate-Borivali section and 75 kph in Borivali-Virar section subject to a number of Permanent and Temporary speed restrictions in force on the line. The present Maximum permissible speed for EMUs is 80 kph, which is likely to go up with the introduction of new technology EMU stocks, which is expected to replace the existing EMU stock over the next 5 to 10 years. Speed conditions for mail / express, goods and other stocks vary depending upon the rolling stock and engines used. The inter-city, long distance passenger, freight trains are run with different locomotives viz. WCAM2, WDM2, WCG2, etc. and with different coaching and goods stock. At present, trains are run on 1500 volts DC power traction in Churchgate-Virar section and 25 kV AC power traction beyond Virar northward. Further details about complete train operation in Suburban section of Western Railway are available in suburban timetable No.68 and Working Timetable No. 77 of Mumbai division.


25 10-03-2005

4.3.3 Type of Signalling system

Sr.No. Section No. of lines

length in km.

Type of signaling

1. Churchgate-

Borivali 4 33.98 Automatic MACS

2. Borivali-Virar 2 26.00 Automatic MACS

3. Virar-Dahanu Rd. 2 63.80 Automatic MACS

4. Mumbai Central-

Santacruz-Borivali 1 29.50

Automatic MACS (single line by-directional)

5. Mahim-Andheri

(Harbour) 2 7.90 Automatic MACS

4.3.4 Other details in brief about the suburban section:

SECTION

LOCAL CORRIDOR THROUGH CORRIDOR No .of passengers per 9-car

in morning peak up

direction*

Services

Trains per hour in

Morning Peak Up direction

Services

Trains per hour in


CCG-BCT EMU 16.7 EMU 15.0 3038

BCT-DR EMU 16.7 EMU, MAIL /

EXPRESS 15.0 + 1.3

M/E 3038

DR-BA EMU 16.7 EMU, MAIL /

EXPRESS 15.3 +1.3

M/E 2980

BA-ADH EMU 14.3 EMU, MAIL / EXPRESS &

GOODS

15.3 + 1.3 M/E

3595

ADH-BVI EMU 11.3 EMU, MAIL / EXPRESS &

GOODS

9.7 + 1.3 M/E

4786

BVI-VR - - EMU, MAIL / EXPRESS &

GOODS

7.7 + 1.3 M/E

5157

VR-DRD - - MAIL /

EXPRESS, - -


26 10-03-2005

GOODS & MEMU / DMU

BCT-STC-BVI 5TH LINE

- - MAIL /

EXPRESS, GOODS

- -

* No. of passengers are as per WS Atkins report, 1996 and trains per hour from timetables of MUTP phase I.

4.4 Central Railway 4.4.1 The railway line

On Central Railway there are two railway lines. They are the through line and local line and both are doubled tracked from Chattrapati Shivaji Terminus (CSTM) to Kalyan of 53.21 km in length with a DOWN-UP-DOWN-UP operating system. Out of these four tracks two tracks continue ex-Kalyan towards Kasara / Igatpuri which is 120.56 km from CSTM and the remaining two tracks from Kalyan continue towards Karjat / Pune, which is 99.72 km from CSTM. Further a single track extends ex-Karjat to Khopoli which is 114.24 km from CSTM. There are at present 48 stations on Central Railway main line.

4.4.2 Train service

The local line is for suburban train service exclusively. Suburban, inter-city, long-distance passenger and freight trains between CSTM-Kalyan and to Kasara (NE) and Karjat (SE) share the other two tracks. A single line between Karjat and Khopoli is at present used by suburban trains only. The present holding of EMUs on Central Railway along with No. of trains run are as under.


Total



of LNL-PA No. of Rakes (Offered to Traffic)




27 10-03-2005

Central Railway runs 499 suburban train trips on local corridor; 202 suburban train trips, 109 long distance passenger train trips, and around 40 goods train trips on through corridor. The booked speed for EMUs is 72 kph and for long distance is 100 kph subject to prevailing Permanent speed restrictions (PSR) and Temporary speed restrictions (TSR). The maximum permissible speed for EMUs is 80 kph, and 100 kph for long distance trains. The inter-city, long distance passenger, freight trains are run with different locomotives viz. WCAM2, WDM2, WCG2, etc. and with different coaching and goods stock in different length. At present trains are run on 1500 volts DC power traction between CSTM-Thane-Kalyan, Kalyan-Karjat/Khopoli and Kalyan-Kasara section. Further details about complete train operation in Suburban section of Central Railway are available in suburban timetable No.73-A and Working Timetable No. 87 of Mumbai division.


28 10-03-2005

4.4.3 Type of signalling system

Sr. No. Section No. of lines length in km.

Type of signaling

1. CSTM-Kurla-Thane-

Kalyan 4 53.21 Automatic MACS

2. Kalyan – Titwala 2 10.84 Automatic MACS

3. Titwala – Kasara 2 56.51 Absolute Block System with IBS

4. Kalyan- Budlapur 2 13.95 Automatic MACS

5. Budlapur- Karjat 2 32.46 Absolute Block System with IBS

6. Karjat – Khopoli 1 14.52 One train only

system

7.

Thane-Turbhe (Turbhe-

Juinagar/Turbhe-Vashi)*

2 21.00 Automatic MACS

8. Vasai- Diva Junction. 2 41.00 Absolute Block

system

4.4.4 Other details in brief about the suburban section

SECTION

LOCAL CORRIDOR

THROUGH CORRIDOR No. of

passengers per 9-car

in morning peak up

direction*

Services

Trains per hour in


Services

Trains per hour in


CSTM-DR EMU 12.3

EMU, MAIL /

EXPRESS, GOODS

10.67 + 1.3 M/E

3079

DR-CLA EMU 13.0 EMU,

MAIL / EXPRESS,

11.33 + 1.3 M/E

3921


29 10-03-2005

GOODS

CLA-GC EMU 12.3

EMU, MAIL /

EXPRESS, GOODS

11.33 +1.3 M/E

4366

GC-TNA EMU 11.7

EMU, MAIL /

EXPRESS & GOODS

11.33 + 1.3 M/E

4026

TNA-DI EMU 9.0

EMU, MAIL /

EXPRESS & GOODS

7.3 + 1.3 M/E

4120

DI-KYN EMU 8.0

EMU, MAIL /

EXPRESS & GOODS

7.0 + 1.3 M/E

4000

KYN-TLA-KSRA

- -

EMU, MAIL /

EXPRESS, GOODS

3.67 + -

KYN-ABH-KJT

- -

EMU, MAIL /

EXPRESS, GOODS

5.33 + -

KJT-KHPI EMU 0.3 + -

BSR-DW cord - -

DMU, MAIL /

EXPRESS, GOODS

- -

Thane-Turbhe (Turbhe-

Juinagar/Turbhe-Vashi)

GOODS,

proposed to EMU

• No. of passengers are as per WS Atkins report, 1996 and trains per hour from timetables of MUTP phase I.


30 10-03-2005

4.5 Harbour Line 4.5.1 The railway line

2 tracks, originating at CSTM stretched unto Panvel (48.94 km), a line of 2 tracks splits at Wadala Road for Andheri on Western Railway (21.30 km from CSTM) via Mahim, with DOWN-UP-DOWN-UP operating system.

4.5.2 Train service

There are 25 stations enroute on Harbour line. Central railway Harbour line has holding of 29 (9-car) rakes, which are utilised to run 452 services with 26 set rakes of 9-car. The booked speed for EMUs is 72 kph subject to prevailing Permanent speed restrictions (PSR) and Temporary speed restrictions (TSR). The maximum permissible speed for EMUs is 80 kph. At present trains are run on 1500 volts DC power traction between CSTM-VDLR-ANDHERI, and CSTM-VDLR-PNVL section. Further details about complete train operation in Suburban section of Central Railway are available in suburban timetable No.73-A and Working Timetable No. 87 of Mumbai division.

4.5.3 Type of signalling system

Sr. No. Section No. of

lines length in

km. Type of

signaling

1. CSTM-Vadala Rd-Panvel

(Harbour) 2 48.94

Automatic MACS

2. Vadala Rd.-

Mahim(Harbour) 2 03.36

Automatic MACS

3. Thane-Turbhe (Turbhe-Juinagar/Turbhe-Vashi)*

2 21.00 Automatic

MACS


31 10-03-2005

4.5.4 Other details in brief about the suburban section

SECTION

HARBOUR CORRIDOR No. of passengers per 9-car in morning peak

up direction* Services

Trains per hour in Morning Peak Up direction

CSTM-VADALA RD

EMU 12.3 2176

VADALA RD-VASHI

EMU 8.3 4313

VASHI-PANVEL EMU 4.7 2786

VADALA RD-BA EMU + GOODS

4.7 2143

BA-ADH EMU 3.0 **

* No. of passengers are as per WS Atkins report,1996. ** Demand figures for BA-ADH were accounted in Western Railway. 4.6 Rolling stock

The present holding of EMUs on Central Railway and Western Railway along with No. of trains run are as under.


Total


41 31 ≈ 41 (9-Car) 82.3 (9-Car)

No. of Rakes (Offered to Traffic)

33 31 ≈ 41 (9-Car) 74 (9-Car)

No. of Trains 504 409 913


Total



of LNL-PA No. of Rakes (Offered to Traffic)



32 10-03-2005


Total (WR + CR) 1466 627 2093

9-car and 12-car EMU rakes are consisting of 3 & 4 units respectively. Each unit comprises one motor coach (MC), one driving trailer coach (DTC) and one trailer coach (TC). In the future it will be of 9 and 12-car formations and the projected holding will be 100 9-car and 120 12-car rakes. These rakes are suitable for extant 1500 V DC traction. The existing rake holding is unable to meet the increasing passenger traffic. Therefore under MUTP-I additional procurement of EMU rakes is being done. On completion of MUTP-I the total rakes holding for Central Railway will be 82 9-car and 47 12-car rakes and that on Western Railway will be 38 9-car and 51 12-car rakes. All these rakes will be able to operate under 25 kV AC traction supply. A conversion program of DC rakes to AC-DC rakes is in place with three GTO/IGBT propulsion systems being retrofitted at a time. At present twelve such rakes have been converted and put into service. DC rakes are operating with rheostatic brake, while AC-DC rakes are equipped with regenerative brake resulting in 30% saving in energy cost. At peak rush hour and at peak loading locations, the 9 coach rakes are carrying in excess of 4,700 passengers. This extreme loading has created a number of unusual problems such as: the doors are only closed during the monsoon, the coaches are in negative bending when under crush loading, and the acceleration and braking vary significantly. The locomotives used for inter-city passenger and freight trains are of different characteristics (power, weight, adhesive weight, acceleration, braking curves, etc.). There are number of types of passenger coaches and freight wagons. They are different in many aspects such as weight, length, carrying capacity, design, speed etc.

The salient features of new AC DC dual voltage rakes vis-à-vis the present DC rakes are as under:

Sr. No.

AC-DC Rakes DC Rake

1. Acceleration 0.54 m/sec2 0.35 m/sec2 2. Deceleration 0.76 m/sec2 0.6 m/sec2 3. Speed Max 100 kph Max 80 kph


33 10-03-2005

4. Specific Energy Consumption

32 unit/1000 GTKM 38 unit/1000 GTKM

5. Energy Consumption

1.8 million unit/9 car rake/year

2.5 million unit/9 car rake/year

6. Traction Control Micro processor control with IGBT based Power Modules with VVVF

Rheostatic control

7. Bogie Primary suspension � Coil springs

Secondary suspension � Air spring

Resulting in improved riding & reduced number of bogie racks

RDSO design Coil Spring in primary & Secondary suspension

8. Unit wt. (1 MC, 1DTC & 1TC)

Tare wt 128 tonnes

Tare wt 118 (ICF coaches), 126.5 (Jessop Coach)

Total wt. under super dense crush load (SDCL) conditions i.e. 16 persons / m2

of floor area

205 tonnes

Total weight under super dense crush load conditions i.e. 16 persons / m2 of floor area

195 tonnes

It is noted that the new rakes are not equipped with air-condition. It would be advisable

to provide air-condition for ATC equipment compartment to ensure high reliability.


34 10-03-2005

4.7 Gradient/curvature/points/crossings

For all practical purposes, the entire region is flat on Western railway. On Central railway, section from CSTM to Kalyan is flat with a few steep sections around rail flyover and section beyond Vasind towards Kasara (NE) and Badlapur towards Karjat / Khopoli in (SE) where gradient starts increasing. There are only a few points at which curvature restricts train speed. In general, the railway has turnouts of 1:12, and 1:8½, and a few of 1:15.

4.8 Electrical / traction

The Mumbai Suburban railway is supplied with DC traction power to rolling stock at 1500 V DC via the overhead line system on both Western Railway and Central Railway. However, this is now being progressively replaced with 25 kV AC traction under a sanctioned work of DC-AC Conversion. The conversion is necessitated out of the fact that present DC traction has already reached its designed capacity and can not cope with increasing power demand due to introduction of additional EMU rakes to meet the growing suburban passenger traffic.

Presently there are 76 DC traction substations, nineteen of which are on Western Railway and fifty-seven on Central Railway with an inter-substation spacing of three to four kilometers. On completion of MUTP–I by June 2008 a total of six hundred forty six track km, excluding loop lines and yard, will be converted into AC traction. There will be fifteen new AC traction substations of which five are on Western Railway and ten on Central Railway with an inter-substation spacing of fifteen to twenty kilometers.

With the conversion to 25 KV AC the Overhead Line Equipment however will remain the same i.e. catenary wire of 240 sq. mm area and contact wire of 193 sq.mm area, with the catenary having additional 2nd & 3rd catenary on Ghat section. Whenever new lines are being laid the OHE wire will be installed as per standard 25 kV AC arrangement i.e. Catenary of 65 sq.mm & contract wire of 107 sq. mm. The phase–wise execution plan for DC to AC conversion on Western Railway and Central Railway is as under:


35 10-03-2005

Western Railway:

Central Railway:

Phase Section * S/

NS Target for Completion

Phase – I Vasai – Diva – Panvel NS March 2003 Igatpuri – Kasara (Excl) NS March 2004 Kasara – Titwala S - do - Pune – Karjat (Excl) NS June 2004 Karjat – Vangani S Dec. 2004 Karjat – Khopoli S June 2004 Phase – II Tilak Nagar – Panvel (Harbour line) S March 2006 Thane – Turbhe S Phase – III Titwala – Thane S March 2006 Vangani – Kalyan S Phase – IV Thane – Mumbai CST S March 2008 Tilak Nagar – Mumbai CST (Harbour

line) S

Mahim – Wadala S Kurla – Trombay NS • S / NS – Suburban / Non Suburban

4.9 Structures and level crossings

The railway structures comprise mainly stations at grade and there is only a short running tunnel on Central Railway. Booking offices are at street level and they are connected to station platforms through overhead footbridges and sometimes passage tunnels except at main terminals where both concourse and platform are connected together on the same floor. Nearly all stations on Western and Central mainline are designed for twelve car operations and there are a few numbers only long enough for

Phase Suburban Section Target for

Completion

Phase – I Virar – Borivali March 2004

Phase – II Borivali – Andheri March 2007

Phase – III Aandheri – Churchgate March 2007


36 10-03-2005

nine-car stand, namely Marine Lines, Mahalakshmi and Masjid. Station access is in general at one end of the platform or through one footbridge at intermediate stations. On certain section of the railway blockwork walls were erected to segregate residential areas with the railway premises but this is not done on the entire suburban railway. Lever crossings are provided at certain part of the railway. With the agreement of Local Transport Authority some of them are now permanently blocked leaving the track free of road traffic interference. However, some of the level crossings are still in operation daily to make way for road traffic.

4.10 Crew

Running staff comprises Station Master, Motorman, Guard and shunting man. Station Masters are employed on stations and controls cabins to direct train movements and manage station operation. Motormen and Guards work as per crew details and working timetables. They work in pair on each train, with the Motorman on the front cab and the Guard at the rear cab. They communicate with one another through signal bells, intercom and radio mobile phone. The Motorman is responsible for the safe driving of train and Guard is responsible for timely departure of train and observing the safe movement of train and safety of passengers. At terminals crew stepping back strategy is adopted to speed up the change-end process. Crew boarding the cab at exit end need to carry out a series of checks to ensure the head-code, head light, flasher light and safety devices are working properly before the train can start off.

4.11 Signalling system

The present Mumbai suburban railway signalling system was installed around twenty years ago. British practice of four aspect colour light signalling is followed in the section. The interlocking system mainly consists of Siemen’s relay interlocking system (Entrance Exit System) with German Auxiliary Warning System (AWS) support. Signals operate as automatic track circuit block between interlocking. All main line tracks are equipped with AC track circuits, and will be progressively replaced with Audio Frequency track circuits. Digital axle counters are also installed in certain sections for train detection purpose. There is no central control of traffic and all train movements are done locally in the interlocking cabin. Inside the control cabin it contains an indication cum operating panel based on conventional entrance/exit route setting control with a mimic display panel showing track circuits, points and train description information. The panel operation is completely manual. Route setting is initiated by the Station Masters and route normalising is done automatically by the interlocking. There is no Automatic Train Supervision system


37 10-03-2005

in the system, instead a Train Management System is being implemented progressively between Churchgate and Virar section of Western Railway and brings signalling status back to TMS Control Centre live.

4.11.1 Automatic block signal with multiple aspect colour light signalling system Automatic Block Systems are generally applied on all Mumbai Suburban lines with single direction running. The lines are continuously track circuited for train detection. Point positions are detected and locked when a route is established. Signal aspect sequence information is passed from one signal to another through relay interlocking logic circuit. Trains operate by signal indications with AWS protection system. The block is blocked by a track occupation. The signal is unblocked automatically after the train has left an automatic block section and the next block signal has changed to stop. The normal status of a block signal is clear. It changes its aspect to danger only when a train has entered the block section behind the signal. On average inter-signal spacing is about 400 to 500 meters, but it can vary considerably. The railway uses an overlap of 120m length as a standard overlap but it has been relaxed to a shorter length under special conditions at few places. The colour light signalling system mainly consists of three and four aspect signals. The meaning of each signal aspect is given below:

� Red / Danger Aspect: If at home/stop signal, it means stop and do not pass. If at an auto signal, wait for one minute in daytime or two minutes at night time and then proceed cautiously to stop well before any obstruction, at speed not more than 15 km/hr until reaching the next signal; � Green Aspect: Proceed at booked speed; (subject to speed restrictions in force.) � Double yellow Aspect: Attention, proceed and be prepared to pass the next signal at restricted speed; � Single yellow Aspect: Caution and run at speed below 38 kph after the signal being passed and be prepared to stop at next signal.

4.11.2 Auxiliary warning system (AWS)

Relay based interlocking system is used throughout the Mumbai suburban railway network with AWS train protection system. The AWS system operates by magnetic induction between equipment fixed on track and a receiver mounted on train carried unit. It produces different signal frequencies for different signal aspects. A transponder is provided in association with main signals for speed supervision.


38 10-03-2005

When the main signal is displaying a signal other than green and double yellow the train carried unit will generate a corresponding set of speed profiles. The speeds of the train will be regulated by the operator on-board in accordance with the indications displayed on the console in the train cab. It controls the speed of the train with natural braking for short sections (around 400 meters). For longer sections (above 700 meters) the intermediate magnet is placed at 400 meters from the exit signal. Hence the speed control is postponed till that intermediate magnet, and activates only if the exit signal is still at danger at time of passing the intermediate magnet. AWS restricts the speed of a train to 38 kph after passing single Yellow aspect till the next/exit signal. In case the train passes signal at danger and the motorman does not respond in time an automatic braking system will be activated and will initiate emergency braking within 4 seconds. AWS operates on suburban trains, but does not operate on inter-city and goods trains. This system provides little information on track geometry, permanent and temporary speed restrictions, the acceleration and braking characteristics of the train. This necessitates the driver to familiarise himself with the line and the train behaviour before he can operate the train effectively and safely.

4.11.3 Absolute block signal with intermediate block signal system

The Mumbai railway line is signalled for one direction operation only. The section under station area is called ‘Station section’ which is governed by STOP signals such as Home signal, Starter signal and Advance Starter signal. Signalling overlap for station signals is 120 meters. Section leading to a block is called ‘Block section’. Advance starter signal or Station Authority governs the entry of a train into a block section. In case of a longer block section, the section is divided with IBS. IBS is a two-aspect permissive signal followed by a permissive Distance signal. When IBS is at danger/red aspect, motormen have to stop the train short of the IBS. Train cannot proceed any further unless authority/permission is given by Station Master of the station in advance and that the line ahead to the next station is clear. In this case the motorman can operate the train at restrictive speed and is prepared to stop short of any obstacles on the line. When the motorman is not able to communicate with either Station Master of station in advance or station in rear, he has to wait for 5 (five) minutes and with the permission of the Guard of the train he can pass the IBS signal at red. However, he can only operate the train at restrictive speed and is prepared to stop short of any obstruction ahead. Signalling overlap for block signals is 180 metres and that for IBS is 400 meters.

4.11.4 Headway

The definition of headway in terms of time is defined as the time interval between two successive trains running on the same line in the same direction with maximum permissible speed.


39 10-03-2005

Methodology followed for calculating Headway in Mumbai suburban section on the colour light signalling system is as follow: � Trains to start at originating station on Green Aspect - meaning three-signal

section in advance with a signal overlap of 120 meters (or as stipulated) are clear.

� Trains to run on minimum Double Yellow aspect in between stations and

starting at halting station en route. It means that at least two signalling section in advance and a signal overlap of 120 meters (or as stipulated) are clear.

� Train entering a station requires a minimum of Single Yellow aspect. It means

that the station section and signal overlap of 120 meters (or as stipulated) are clear.

4.11.5 Train Management System

A Train Management System is now being implemented between Churchgate and Virar section of Western Railway. At its present form it is a Train Describer and Passenger Information System supported by a Mobile Communication System for voice communication between the control centre and station masters, guards and motormen. It provides monitoring function of signals, track occupation, points etc. and traffic control is retained at respective wayside interlocking cabins. There is an in-built provision in TMS for remote control to be exercised from a centralised location. Similar system is expected to be commissioned on Central Railway by 2005. This system also provides real time passenger information on displays at stations to advise passengers on train schedule and departure times as well as voice announcements. TMS comes with a well designed man-machine interface. Commands can be entered through menus and dialogs. Icons and hot-keys are also provided as a shortcut to often-used commands. Menus are hierarchically implemented. The Traffic Controller is presented with major functions first and can then proceed to sub-functions by accessing the pull-down menu items and submenu items associated with each screen. Reporting facilities are provided to allow the Traffic Controller to generate reports to workstation's hard disk/or printer. Various reports are generated such as: Information/Alarm Message Reports; Train performance reports; and Traffic reports.


40 10-03-2005

4.11.6 Timetable operation Timetable operation on Mumbai Railway is achieved through co-operative working between station and running staff. It is their duty in ensuring punctuality of trains by every means within their power. They must make every endeavour to make up time at stations and on the run when a train is running late. The attention of motormen is drawn to the necessity of being on the alert and ready to start their trains immediately upon receiving the Guard’s signal after satisfying themselves that they have received correct “Authority to Proceed “ and acknowledge the same. They all possess a working timetable and need to time their watches to the nearest second to the station clock to ensure train running schedule is adhered to.


41 10-03-2005

5 LIMITATIONS OF THE EXISTING SYSTEM 5.1 Signalling System

The passenger carrying capacity of a railway line is mainly defined by the signalling system installed. The full capacity would be reached when all trains are running at the signalling designed speeds for the line. The Mumbai suburban railway is equipped with a fixed-distance based four-aspect signalling system. In a four-aspect signalling system the best headway is achieved by spacing the signals at half the train service braking distances. However, this is not always achievable due to track layout constraints and allowance for some margins in practice. In Mumbai suburban railway minimum signal spacing was not implemented at the time the system was introduced and was only done based on a simple fixed-distance approach. As such the system capacity is not maximised. In order to reduce capital investment the Mumbai suburban railway adopts a train operation principle that permits mixed traffic operation with trains of different performance run at different speeds on Through Line. Braking distance requirement is complicated by the varying speeds and braking capacities of the variety of trains using the same line. It is further complicated by the need to provide intercity and express mail services over the same lines. Fast Intercity trains and freight trains are with variable braking capacities. Signalling requirements for all these trains are very different. Signal sections need to be short to allow short headways between the suburban trains, but the braking distances for the higher speed trains need to be longer. This conflict cannot be resolved by the provision of multi-aspect signalling system. Signal spacing is thus governed by the requirement of the fastest trains. Lower speed trains cannot run at shorter separations between trains that would otherwise permit. On the other hand the service pattern of intercity and express mail trains is different from the suburban trains and station dwell requirements also vary. With this service pattern and traffic operation fast train would catch up slow train and sometimes slow train needs to be diverted to passing loop or service platform to allow fast train to get through the station uninterrupted. This leaves an unusable track capacity between trains whenever it happens and it cannot be recovered by any means. The signalled passenger carrying capacity for the line with this mixed traffic service pattern can rarely be realised.

5.2 Rolling Stock Characteristics 5.2.1 Homogeneity of Train Performance

From an operational perspective the most efficient use of line capacity on a railway happens when all trains with similar performance characteristics are operating on the line. Trains with different characteristics and services running on a line use the line capacity less efficiently. Firstly, signal spacing cannot be optimised. Secondly,


42 10-03-2005

overlap requirements are different. Thirdly, trains with better performance will catch up trains with less performance. Fourthly, station dwell times and service patterns vary significantly. Performance characteristics of existing rakes and new rakes are given in Appendix A.

5.2.2 Service Performance When a train performs its station duty it needs to reduce its speed and to bring itself to stop at the station stopping point. The sooner the train can come to a complete station stop the shorter will be the station dwell time. Similarly, when the train pulls away from the station, the faster the train can vacate the station the sooner the following train can get into the station. This can only be achieved with good performance trains having good brake rate and high tractive effort. The existing stocks obviously lack these qualities with low acceleration rates and poor braking efforts. The impact will be obvious when the line speed is lifted to a higher level and when both new and old trains are operating on the same line.

5.2.3 Mainline and Suburban Services

On Through Line mixed traffic operation is adopted. Stopping patterns and signal spacing of main line and suburban services differ. The braking distances requirements also vary significantly. This has major impact on the use of a railway line that is originally designed for one particular type of service.

5.3 Available Signalling Information to Operator

In the present Mumbai suburban railway signalling system, information given to the driver is limited to the signal aspect displayed and the speed limit boards posted along the track and the temporary speed restrictions. AWS system is an intermittent system. Once after a train has received a speed reduction instruction from the AWS as it comes close to a signal at red it must operate at speed not higher than 38kph and cannot speed up even when the track conditions permit. It must stay within the braking curve leading to a stop at the signal even if the driver sees the signal clear ahead of him. The AWS system introduces additional delays. This may not be a cause of concern for a low-density railway line. As headway is reduced, trains are running closer to one another and operational margins are getting lesser this will become a critical factor.

5.4 Infrastructure Limitations

Mumbai suburban railway has a fairly complex network for different operating needs. At some intermediate terminal stations there is no purposely built turn back facility to permit efficient use of track capacity. Train turning back has to move over a couple of turnouts and blocks other traffic movements. In addition, to facilitate


43 10-03-2005

train shunting crossovers and turnouts are not designed for suburban high capacity service to allow train to move over them at a reasonable speed. There are too many speed restrictions imposed to align with the curvatures of the track sections or due to inadequate cant/super-elevation of rails to ensure safe train movements over the sections. This slows down the train and increases the travelling times. This effect ripples down the line. The train immediately follows another would have to slow down. This also delays the setting of route over the same crossover with different point lying positions for train in and out of terminal or diverted to other tracks. Detailed analysis is given in section 8.3 of this report.

5.5 Short Overlap Lengths at Terminals

Mumbai suburban railway follows main line railway practices and there is no overlap provision at terminals. Two metres space is allowed for between buffer stop and coupler of train. Speed restriction is imposed on all tracks approach terminals and usually not higher than 30kph. This restricts trains from approaching terminals at a higher speed. This limitation together with the low speed turnouts is the most critical factor that limits the headway of the whole line.

5.6 No Dedicated Path for Railway Operation 5.6.1 Level Crossing

Mumbai is a city on a fairly flat piece of land. In order to facilitate other transports movement across the railway line and to keep the infrastructure cost to a minimum there are a number of level crossings access built along the line. This is a very cost-effective approach when trains are operating at great intervals such as those on cross-country or inter-city lines. It needs a great deal of time of providing advanced warning and for level crossing barrier operation to ensure safe traffic movement over the level crossings for all modes of transport. In recent years the number of trains and road vehicles has been progressively increasing and it results in train detention at level crossing gates has also been increasing. This has already caused problem on train punctuality and prevents train service frequency from improving further. Lately certain level crossings are permanently closed, and at some crossings, priority is given to rail traffic. However, as train operating frequency increases there is insufficient time for a reasonable level crossing operation and a dedicated line must be given to railway operation to ensure safe and efficient operation of trains. The table given in Appendix B lists out those crossings which are still operating today.


44 10-03-2005

5.6.2 People live nearby and trespassing

There are a number of hutments built along the railway and track trespassing is a commonplace. This encroachment upon the railway affects train operation badly and motormen need to reduce train speeds as they see people walking on track ahead of the train. This inevitably reduces the capacity of the railway and is a serious safety issue that cannot be ignored. Such locations are given in Appendix C.

5.7 Station and Platform Management

To consider the capacity of a railway line holistically, apart from the hardware the software issues need to be addressed. This would result in some significant changes to the way the station and platform is being managed. In general station stops is an important factor to be considered in terms of capacity of a railway line. If this is managed well it can increase the line capacity significantly. There are a number of factors that affect the station stops. They are the platform management, station management and train dwelling times at stations. Platform and station management concerns with the passenger flow within the station. Boarding and alighting a train dwelled at station concerns with dwell time controls. The longer the station dwell time the longer would be the headway. Station dwell time is partly a platform management, train operators’ behaviour and timetable scheduling issue and partly related to train performance. The existing timetable operation is realised manually with reference to hard copy working timetables by train guard and motorman on a per train basis. Train Guard advises motorman of the imminent train departure time through inter-cab communication system and the motorman starts the train as the departure time shown on the timetable is up. When the train is late, recovery solely relies on the motorman and is dependent on his experience on the train performance and the knowledge of the line. There is no automatic and intelligent system to help motorman to operate the train to timetable effectively. It also lacks a global regulation capability to regulate all trains on the line when there is a general delay. The TMS system provides useful information on train punctuality and can display the relationship between a train and its reference time on timetable on operator’s terminal. However, this information is not sent to the trains and cannot be used by motormen. On the other hand there is no global regulation strategy function in the present TMS system, it is impossible for operator and motorman to determine the precise dwell times at station without a global pictures of the line. This results in bunching of trains in a section of line and trains are widely separated at certain sections.


45 10-03-2005

In general there are only a few station accesses in each station. It hinders passenger movements within the station compound in particular at platform level.

5.8 Cross-line movements

Scheduled cross-line services are provided at certain sections of the line.

On Western Line, this happens daily at Dadar with three trains in the morning, five trains in the afternoon, four trains in the evening peak and three trains at night time. Such cross-line movements takes place at Bandra, Andheri and Borivali for scheduled turn back of Up trains coming from Virar side as Down trains. On Central Line, scheduled turn back of Up trains are provided at Dadar, Kurla, Thane and Kalyan stations and return as Down trains. Cross-line movements also take place at Vadala Road for direct service from Andheri to Belapur and back, and also at Khar Road, SantaCruz and Andheri stations for Harbour line to Local Line during exigencies. Scheduled changeover from slow line to fast line and vice versa is also provided at Bandra, Andheri, Kurla and Thane stations. Movement of empty trains from terminal station platforms to car shed/stabling siding and vice-versa also leads to cross-line movements. Whenever cross-line services occur trains on the normal servicing paths are held at the protecting signals to facilitate cross-line train movements. Services that cross the path of other services at junctions have been found using up a disproportionate amount of line capacity.

5.9 Manual Train Operation

At terminal, when trains change ends it takes about three to five minutes for motormen to prepare the train and ensure that the train is fit for service before departure. This extends the halt times at terminals. Train driving behaviour varies significantly from motorman to motorman. Some take 20 to 25 seconds to go from shunt to series and then parallel motoring mode, but some take only 15 seconds.


46 10-03-2005

6 OPTIONS FOR REDUCING HEADWAY

The options to reduce the headway on Central and Western Railway must meet the following broad technical and operational requirements:- � Existing infrastructure Route Relay Interlocking/Panel Interlocking and track

detection devices to be retained; � To provide necessary operating information to train operator; � Any proposed system must be able to build on top of the existing signalling and

infrastructure; � If new system is recommended, the new system must be a modern system based

on Moving Block, Logical Block and Balise. Three categories of options have been reviewed. The first is based on modifications of the existing railway infrastructure only, the second on the provision of cab signalling with in-fill signalling information and the third one is replacing the Auxiliary Warning System with a modern ATC system.

6.1 Modifications of the Existing Railway Infrastructure

With the existing system provision on Central and Western Railway lines, it is realised that they are already in effect at full capacity at certain points of the railway. In advance of any major modifications and enhancements, best use of the existing facility should be looked at first to minimise the cost and assess the degree of improvements against the demand from passenger growth and service levels. From the materials and information collected during the study it is revealed in a number of areas that the existing railway infrastructure and systems are not designed for optimal system operation. The following sections highlight the areas in which modifications work can be done to improve the overall system performance in terms of railway capacity.

6.1.1 Segregation of Main Line and Sub-urban Line Trains

Currently there are many inter-city trains and express trains operate on suburban sections between CSTM/LTT and KYN on Central Railway and MCT/BA to VR stations on Western Railway on Through Lines and go beyond. The operation requirements of these trains are very different from that of suburban line trains. They do not stop at every station and operate at different speeds. Main line trains and suburban line trains should run on separate tracks to minimise the impact of mixed traffic operation on the achievable passenger carrying capacity of the line. When different services are segregated the line can be signalled for one service to capitalise on the benefit the mode of service that the signalling system is designed for. Care must be taken to avoid motorman from seeing signals not meant for the line he is operating on.


47 10-03-2005

Apart from segregation of main line and suburban line services it is recommended that long distance trains should terminate north of Kurla on Central Railway and Bandra on Western Railway. Segregation of traffic in this area improves the performance of both passenger and freight services.

6.1.2 Increase Booked Speed

Currently trains are running at booked speeds rather than at a speed closer to maximum speed permitted. In order to make best utilisation of the railway line capacity it would be advisable to operate trains at a speed closer to permanent speed limits. This will reduce the number of trains required for the same level of service. For ATC system, it can maintain safe separation between trains and control the speeds close to the maximum permitted speeds of the line with tight tolerance.

6.1.3 Reduce the curvatures of track and crossovers

The sections of track and crossovers that impose most restrictive speeds for train operation should be straightened or removed as far as practicable. This will increase the line speeds and hence reduces the journey times. It will also reduce the number of rakes to be employed for the same level of service. The following are the sections of track with speed restrictions which hinder better service from being provided. On Central Line between CSTM and MSD there is a speed restriction of 30kph due to sharp curvature and inadequate cant on turnouts. On Western Railway Andheri (South) there is a speed restriction of 25 kph due to curved switches on point no.138 to 119. On Western Railway Borivail (South) there is speed restriction of 30kph due to inadequate superelevation. On Western Railway Harbour branch, between Bandra and Mahim there is a speed restriction of 15kph due to diamond crossing with single slip.

6.1.4 To speed up train approaching terminals

Adequate overlap lengths (train stop points to buffers) should be provided at terminals and intermediate terminals as far as possible to allow trains to use the best possible station approach speed profile with maximum service brake rate without undue reduction of train speeds on the approach as at present. This will speed up the train to get to the station stop and provide a more comfortable ride. Lower station approach profile will prolong the time a train to clear the crossover in rear to allow train at other platform from leaving sooner. This lengthens the station run time and


48 10-03-2005

the headway. Such short overlap (stop point to buffer distance) exists at CCG, ADH, BVI, VR, CSTM, TNA and KJT. The benefit of this overlap is covered in section 8.3 of this report.

6.1.5 Improve Rolling Stock Performance

To reduce the train operating time at station, the train acceleration effort and braking effort must be improved to reduce the time taken for a train to perform station stop and train departure. This requires a rolling stock with a better performance having higher acceleration and brake rates. The table below gives the train performances of other railways for reference. When launching a new rolling stock, a modern electronic traction and braking control system such as PWM should be sought. This will provide a more precise train control system such that a more flexible and accurate train movement control can be achieved. This benefit will be realised when there is a more intelligent signalling system installed on-board the trains such as modern ATC system. To ensure high reliability of ATC system is delivered in service an air-condition compartment for ATC equipment is recommended.

Railway Acceleration rate Service brake rate HK Airport Link 1.3 m/s2 1.3 m/s2 HK MTR 1.0 m/s2 1.3 m/s2 HK KCRC 1.0 m/s2 1.0 m/s2 LUL Northern Line 1.63 m/s2 1 m/s2 LUL Jubilee Line 1.49 m/s2 1 m/s2 Delhi Metro 1.05 m/s2 0.8 m/s2

6.1.6 Train and Platform and Station Management

Overcrowding at platforms is a major problem. It lengthens passenger boarding and alighting times. This is particularly critical at CST, CCG, BCT, DR, CLA, TNA, KYN, ADH and BVI. Ways of control overcrowding at platform and improving passenger flow control at station and provision of additional exit paths along the length of the platform needs to be looked at critically. This is not only a passenger flow control issue but also a passenger safety issue.

6.1.7 Segregation of Road and Rail Traffic

There are as many as eleven level crossing gates between Bandra and Virar, seven of them between Andheri and Dahisar interspersed within a distance of 14.5 km, causing major hindrance in punctual running of suburban services. This impedes train service to operate at reduced headway. As the intensity of rail traffic increases there is a need to separate road and rail traffic. Bridges or underpasses should be


49 10-03-2005

constructed for either road or railway such that there is a dedicated track solely for railway operation. This will improve railway operational safety as well as the headway of the line.

6.1.8 People live nearby and trespassing

There are a number of hutments built along the railway and track trespassing is a commonplace. This encroachment upon the railway affects train operation badly and motormen need to reduce train speeds as they see people walking on track ahead of the train. This inevitably reduces the capacity of the railway and imposes serious safety issue. Provision of a dedicated railway line is the pre-requisite of operating the railway at headway below three minutes. When ATC system is introduced train will mainly be controlled by machine and will not reduce speed when there are people trespassing or walking along the track. A firm segregation between the hutments and the railway needs to be realised, such as erection of compound wall, and with the station fully enclosed to avoid any trespassing or quick access to the station from residents nearby. Such locations are given in Appendix C.

6.1.9 Flooding during monsoon period

As part of the Mumbai railway tracks are at low level, during monsoon period there is heavy down-pour and when it coincides with high tides railway tracks get flooded. It occurs every year. Such locations are given in Appendix D. Water ingress into equipment housing laid on track is very common. It damages the delicate components inside the housing and causes severe traffic disruption. Currently equipment housings are sealed to prevent water ingress. It is not a long-term solution. Raising the track level needs to be considered seriously. Apart from flooding refuse is found everywhere on the railway and it blocks the drainage. It exacerbates the drainage problem as well as the hygienic conditions on track premises. When a close and protected environment is provided for train operation there will be less intrusion and rubbish left over on the track and hence drainage throughput should improve substantially and flooding will be less likely.

6.1.10 Cross line movement

Cross-line movements have eroded the capacity of suburban sections. The benefit it brought about is not justifiable when the frequency of train service increases. It is advisable to have a dedicated service line such that an uninterrupted train service is provided. This prevents unnecessary time losses and waste of traction energy due to holding trains up at protecting signals at junctions.

6.1.11 Sequence working at terminals


50 10-03-2005

The existing signalling route setting and control function is managed through the control panel at interlocking cabin. It is all done manually. During peak hour services Station Masters are busy setting routes to direct trains to the correct destinations and platforms at terminals. It is found that if an automatic route setting facility is provided at terminals to route train to the respective terminal platform it will improve operating efficiency and free operator to have more time to handle other operating issues. It is suggested that “Sequence Train Working” be introduced at terminals where trains will be coming in and routing out of platforms automatically in an orderly manner. This automatic route setting function can be implemented through Automatic Train Supervision System like that used on other railways or by hardwired relay circuit. A sample circuit is attached to this report in Appendix E for reference which could be implemented at CSTM and CCG. For intermediate terminals train service pattern varies and simple hardware automatic route setting circuit cannot fulfil the operational requirements and an Automatic Train Supervision System with automatic route setting function based on headcode is recommended.

6.1.12 TMS

The current TMS system interfaces with the timetable system and is capable of providing remote control functions. It shall be further expanded to integrate with the interlocking system and the future ATC system to make best use of the overall system capability and optimise the system performance such as an overall train departure time and train running profile control. Timetable should be used as a basis for train dispatching from terminals, station platforms and depot/sidings. The TMS shall have reference to the timetable to determine the precise train departure times. An Automatic Regulation function should be introduced as part of the TMS system to supplement the timetable operation. It should operate hand in hand with the timetable system. This function should be capable of correcting any deviations that may encounter during service. In the event that a train is delayed for greater than a pre-determined time, the Automatic Regulation function should react to correct the train performance. The Automatic Regulation function should modify the timetable dynamically as required for regulation of the line. It can modify station and terminals dwell times to correct delays. However, should it be necessary to correct the performance of a train to speed it up or to slow it down to achieve the regulation target, this information can be directed to the train through the ATC system. The system should also calculate the time interval between trains and if necessary hold the train in the station by activating train hold command to avoid bunching of trains which results in unequal distribution of passengers and subsequent reduction of passenger throughput. TMS system diagram is given in Appendix F for reference.


51 10-03-2005

6.2 Cab Signalling with In-fill Signalling Informat ion

With the existing AWS system when a train is approaching a signal displaying an aspect other than green and double yellow, it has to stay below 38kph leading to the signal even if the operator sees the signal clear ahead of him. It delays the train from accelerating sooner as the signalling conditions ahead permitted. This delay can be reduced by overlaying a signalling in-fill sub-system to supplement the AWS system so that the train can be released from its braking trajectory if the signal ahead clears. This signalling in-fill subsystem provides signalling information in advance as regard to the next main signal in the train running direction by placing additional information points on the approach to the signal. In doing so train can be released from its speed limitation and braking trajectory once the signal display is better than single yellow. This in-fill information can be sent to the train by several ways. The followings are the most common means of communication media: � through additional discrete beacons which is an intermittent system and data will

be updated at fixed locations; � through cable loop running along the rails which provides a continuous data

update within the loop ends; � through radio communication in which it provides a continuous data update as

far as the radio coverage permitted. To assist driving operation, cab signal can be included to provide motorman with signal aspect, target speed, train current speed and equipment status and records as well as high level diagnostic information. European Train Control System defines an incremental approach to upgrade colour light signalling system to a radio based signalling system at three levels, namely ETCS level 1 to level 3. Appendix G gives the system architecture of the system at each level and its operating principles. At level 3 full moving block ATC system is realised in which accurate and continuous train position data is supplied to the control centre directly by the train rather than by track based detection equipment. Trackside signals are not required except at junctions where signals are provided for train shunting or degrade mode of service. Currently level 3 is still under development and no such system is available in the market. Headway improvement based on level 1 and level 2 technology is marginal.

6.3 Overlay an ATC system on the existing signalling system

When improvement of the existing systems and infrastructure alone cannot meet the forecast passenger demand, it will require substantial capital investment in the railway to provide capacity to meet demand for increase in passenger. Apart from issues addressed above introducing a modern ATC system is the most promising option to take.


52 10-03-2005

6.3.1 ATC System

The existing four-aspect colour light signalling system was realised years ago and it was based on absolute overlap fixed-distance signalling principles whereby track is divided into sections of predetermined length known as block. The best achievable headway of this signalling system with the current track layout is about three minutes. Headway improvement based on the current colour light signalling principles can be done by shortening the block length with an additional signal aspect. However, introduction of five-aspect colour light signalling with shorter block length may create confusion to motormen on the interpretation of signals. It is particularly obvious for those long distance trains and when trains need to cross line on which existing colour light signalling system is in force. Apart from that the headway improvement is marginal in particular at terminal stations.

In recent years processor based signalling interlocking systems are brought into railway applications. It comes out that these systems quickly replace the traditional mechanical and relay interlocking systems. At the same time advanced train control systems also emerge. The application of microprocessor based technology has evolved over the years. Now, it not only enhances and extends the capability of the railway systems but also makes system automation possible. These automated systems provide a higher quality of service and greater passenger safety.

As line capacity increased and headway shortened, train separation is reduced and train performance needs to be consistent and predictable. It also makes the available operation margins reduced to a level that cannot be achieved through manual operation. To achieve these objectives and at the same time to maintain safe train operation, a more reliable, efficient and safe signalling system is needed. Modern Automatic Train Control systems meet all these requirements. These systems normally require a continuous trackside data updated for instant on-board processing to provide real time actions to operate the train to optimise the line capacity. Modern ATC system is normally employed in metro systems in a closed and protected environment. There are a number of ATC systems in the market but in general the working principles fall into three categories, namely Fixed Block System, Distance-to-go System (a derivative of block system), and the Moving Block System. Appendix S gives a list of modern ATC systems around the world indicating the technologies and performances of each for reference. Among these systems moving block and distance-to-go systems make best use of space available and come with various train-to-track and track-to-train transmissions media. It can operate fully automatic with or without train operator on board. In the latter case it also comes with cab signalling facility to permit manual operation in case of emergency and degrade mode of service. All these systems perform two major functions, the Automatic Train Protection and Automatic Train Operation functions.


53 10-03-2005

Track to train transmission is continuous and train to track transmission in some systems is continuous and in some it takes place at discrete points. Track information is received continuously as train moves along the track. These systems can react to the instantaneous changes on trackside signalling status and can ensure consistency in performance and efficient train operation.

An ATC system normally comprises three functional subsystems: Automatic Train Operation System (ATO), Automatic Train Protection System (ATP) and an Automatic Train Supervision System (ATSS) with train regulation capability. These systems are highly integrated and enable the operator to regulate train performance to an accuracy of within ±10 seconds to timetable and designed signalling headway margin of 15 seconds. This ±10 seconds is normally allowed for the normal disturbance in an urban metro system.

6.3.1.1 Automatic Train Supervision System

This system is responsible for the supervision, control and monitoring of train movements of a railway in order to maintain the intended traffic patters and minimise the effects of train delays on the operating schedule. Its main functions cover traffic control, timetable operation, service recovery after traffic disruption, maximisation of system capacity, optimised energy economy, passenger information, traffic performance data, maintenance data logging and automatic dispatching of trains.

6.3.1.2 Automatic Train Protection System

This system is concerned with safe separation between trains to ensure that the speed of each train does not exceed the maximum safe speed permitted as described in the data received on the section of track the train is running on. When it is detected that the train is speeding, emergency brake will be applied to bring the train to stop within the safety limits. Track-to-train data transmission is continuous and train-to-track transmission in some systems is continuous and in some systems it is discrete. Track information is received continuously as train moves along the track. This makes the system to react to the instantaneous changes on wayside signalling status possible. This also allows temporary speed restrictions be imposed or removed from a section of track and ensure higher degree of safety without relying on operator vigilance.

6.3.1.3 Automatic Train Operation System

This system automates the functions associated with the normal running of the trains, which could otherwise be performed by the train operator. It outputs motoring or braking commands to the traction or braking system such that the speed is regulated to comply with the target speed/speed profile defined by the ATP system. As the


54 10-03-2005

train approaches the station a braking profile is generated and the train will follow the braking profile to bring the train to the correct station stopping position. This system requires a continuous wayside data update for on-board processing to provide real time actions to operate the train and to optimise the line capacity and to ensure consistency in train performance and efficient operation.

6.3.2 Operating Environment at Reduced Headway

As trains speeds increase and run at shorter headway, it is impossible for train operators to keep vigilance at all time and react to the fast changing track conditions. ATC system is highly desirable. It provides line capacity benefits by enabling trains to run safely at shorter headway. However, consideration has to be given to the operating environment to ensure the railway line is reserved for train operation only. There should not be any level crossings and/or animal trespass on any part of the railway line.

6.3.3 Advantages and disadvantages of an ATC system

A modern ATC system is designed based on programmable electronic systems technology aiming at railway control and protection applications. It makes use of advanced communications means to transfer data between wayside and onboard equipment. It is capable of conveying a large amount of data and information which can never be able to achieve in the conventional signalling system. As the system is mainly software based it can be reconfigured to allow graceful degradation mode of operation possible when certain part of the system fails to function. The major advantages of a modern ATC system are the increase in railway carrying capacity and a wealth of system information available to operators and maintainers and passengers. Below are the details of the advantages a modern ATC system can offer and the constraints it imposes on the railway.

6.3.3.1 Headway improvement

The operating principle of a modern ATC system is based on stopping point or last known position of the rear end of a preceding train and the train speed at which it is travelling to derive its safe speed running profile. There is no fixed overlap or one block clear requirement between trains as that for colour light signalling system. In this system a following train may safely close-up to the end of a preceding train as close as 20 to 25m. It makes better use of space between trains and can improve the headway in the order or forty to fifty seconds when compared with existing colour light signalling system on Mumbai suburban railway.


55 10-03-2005

6.3.3.2 Consistent performance

When automatic driving mode is selected, the on-board ATC system will drive the train automatically between stations in accordance with the maximum speed allowable by the ATP system and the instructions provided by the train regulation system (if remote controls through TMS are provided to control all the trains on the line). Train running profiles can be pre-set and speed profiles control is more precise and predictable. This avoids inconsistency in manual driving, hence inter-station run times will be roughly the same for each run. This will improve the quality of service.

6.3.3.3 Improve safety

Modern ATC systems are designed based on the latest international safety standards with high level of performance and efficiency. These ATC systems employ microprocessors to process large quantity of data and calculate safe separation distances between trains at their prevalent operating speeds. They provide continuous train speed monitoring and avoid motormen misinterpretation of lineside signal aspects. They make best use of space on track and allow trains to run at close distance safely.

6.3.3.4 Diagnostic and maintenance information

Service event logger can record equipment and operating status. It provides useful information for predictive and system maintenance as well as incident investigation. A modern ATC system is also capable of transmitting system health information for both ATO and ATP systems from train to wayside for onward transmission to maintenance centre (if it is provided for remote and condition based maintenance diagnostic).

6.3.3.5 On-board information

A modern ATC system provides indications to the Train Operator to enable the train to be safely driven in manual mode. Wayside signalling status is updated instantly. Signal misinterpretation is eliminated. Operation efficiency is improved as the results of signals being processed by electronic equipment rather than by motormen.

6.3.3.6 Availability of system re-configuration

A modern ATC system is designed in such a way as to detect the failures of its different sub-systems. To cope with these failures the system activates the correct fallback mode or switches to the redundant system automatically and in some case it is done manually to minimise the impact of the failures upon the operational headway and overall performances.


56 10-03-2005

6.3.3.7 Continuous speed monitoring

A modern ATC system is a continuous transmission system. Wayside information is constantly updated, it provides necessary information for its ATP system to provide continuous train protection.

When speed restriction on a section of track is to be imposed, it will take care of the train length by the on-board system on each train. It will only allow a train to speed up when the train is completely clear of the speed restriction zone. In addition, speed restriction can be set at a speed which is commensurate with site conditions to minimise service interruption.

6.3.3.8 Advanced ATC Functions

Modern ATC systems are mainly processor based. They are software based and permit system enhancement be implemented at a later day to suit operational changes and requirements, such as driverless operation, automatic turnaround at sidings, etc. It can also allow system configuration be changed to a pre-defined system composition easily either automatically or through manual remote control when failure occurs. This offers significant improvement in serviceability when equipment or sub-systems failure are detected. It can provide a level of service and safety that can never be matched in the conventional signalling system.

6.3.3.9 Bi-directional working

Bi-directional ATC operation with full ATP protection is possible. This will greatly enhance the service when one line is blocked or not serviceable.

6.3.3.10 Disadvantages

Maintenance of two systems The main disadvantage of overlay an ATC system on the existing system is that it has to maintain two systems concurrently and certain changes in operational procedures are necessary. When the railway line is reserved for ATC operation this disadvantage will go away and there is only one system to be maintained.

Sharing use of track Consideration has to be made on the operating environment to ensure the railway line is reserved for train operation only. There should not be any level crossings and/or animal trespass on any point along the railway line.

System modification Unlike relay interlocking any modification related to safety related software and data has to be done by the equipment supplier. It is not possible to do the work in-house


57 10-03-2005

without high front end investment in training and on tools and taking the responsibility on the safety integrity of the system.

6.4 Other Factors to be considered

In order to provide more efficient operation and make best use of a modern ATC system the following points need to be addressed:

� To speed up terminal operations, automatic sequence working is recommended.

� To cater for central control and feeding back all equipment status back to central maintenance centre communication links would be required for data transmission. In some system a radio communication system can provide support for all internal communication between sub-systems including central control system.

� When bi-directional ATC is required the interlocking has to be modified to provide the necessary authority for train to proceed in the wrong direction.


58 10-03-2005

7 ATC TECHNOLOGY IN THE MARKET

In the following sections it presents with the various ATC technologies available in the market to-date and their latest development.

7.1 Fixed block ATC system

The fixed block ATC system functions by dividing the track into sections known as ATP blocks. The block lengths vary from one block to another. They are known braking distances within which trains are able to come to a stop safely and dependent on the average slope and the maximum line speed the block is on. For down slope it needs longer distance to stop a train hence a longer block length, for an up slope it is shorter. The number of blocks taken by each train to stop depends on the initial speed at which the train is travelling. On each block, it provides with information known as target speed and maximum safe speed. The target speed is the speed at which the train is required to pass into the next block. The ATO system will regulate the train speed in accordance with this information. The ATP system ensures safe operation of train such that the speed of the train does not exceed the maximum safe speed determined by the spacing between trains. The speed code is defined by a coded signal circulating in the running rails or cable loops, the precise code being determined by the signal interlocking circuits. The combination of block length and ATP code ensure safe separation of trains. On the train the coded signal is compared with the signal produced by a speed measurement device known as tacho-generator which is mounted onto the axle of the train. If the train is travelling faster than the maximum safe speed on the block an emergency brake application will be initiated and bring the train to a halt. This is an older generation ATC system and there are a number of systems still in operation around the world. TVM 430 and Westrac systems are typical fixed block ATC systems. The speed running profile of a train equipped with such a system is given below for reference. On each block section it shows the speed code which defines the maximum safe speed of the block currently the train is running on and the target speed at which the train is aiming at when it passes over to the next block. There is a no code section which is equivalent to a Full Block Overlap in a conventional colour light signalling system.


59 10-03-2005

80/80 80/65 65/40 40/0 No code

Fixed Block ATP System

7.2 Moving block system

In this system, train spacing does not depend on a fixed block section consisted of track circuits. Instead of using fixed block track circuits to delineate train position, trains and wayside systems are constantly communicating. Thus each train knows the position of trains ahead of it, and the separation distances can be optimised. This allows a train following a preceding train at the minimum safe braking distance and thus the theoretical shortest headway that can be achieved with the type of rolling stock under consideration. Communication between wayside and train can be realised through cable loops running along the rails or through radio link. The principle of working of this system is based on the stopping distance required for the train at its prevailing speed. It needs a high resolution train position detection system to achieve shorter headway. A following train may safely close-up to a point of safe braking distance from the last verified position of the rear end of a preceding train. A safety zone is defined. It is a fixed distance between the limit of movement authority and the worst case stopping point of the following train. This distance allows for a series of worst case events to occur and ensures that a safe separation distance is still maintained. The central computer system receives train positions from all trains within its control area. It then transmits this information together with other signalling status to all trains under its supervision. It also communicates with adjacent systems on handing over of train movements across system boundaries.

80kph requires 3 blocks to stop

65kph requires 2 blocks to stops

Over speed at boundary

40kph requires 1 block to stop

At least one clear block

MSS/TS

One block


60 10-03-2005

On board of each train, the system determines the train position and speed. The system keeps on calculating the braking curve at its current speed and the track profile ahead with respect to the limit of movement authority received from the wayside equipment. The limit of movement authority may be a signal at red or any other obstacles such as a train occupying a section of track. Comparison is made between the braking profile and the speed at which it is travelling. The system will regulate the train speed within the braking profile and apply emergency brake whenever the profile is infringed. Moving Block System is mainly used on light rail systems or people mover systems. Seltrac and Maggaly systems are typical moving block systems. A general system architecture is shown in Appendix H.

Train position to wayside computer Braking profile (No train detection device required for train detection) > safety zone

Moving Block System

7.3 Distance to go system

This system is essentially a transmission-based fixed block system without a clear block separation between trains. This system operates on a line divided into sectors and there is no need to determine the fixed block length on track. It frees wayside processing and all ATP functions are carried out on-board the train regardless of rolling stock characteristics such as different train consist and different braking characteristics. It allows mixed traffic with train performance only limited by line speeds and train characteristics. The train-carried system together with the wayside information picked up by trains ensures that the train can always be braked to stop safely at the required point. The


61 10-03-2005

limit of movement authority varies with respect to the signalling status ahead of the train. As trains always move in the forward direction and so do the trains’ limit of movement authorities. The limit of movement authority of each train is defined as the last known position of the rear boundary of the track circuit the train ahead is occupying or a signal with route not being set for the train to pass or some other restricted areas imposed by the operator. From the wayside information each train determines its limit of movement authority. It projects in front of itself a stopping distance which is ensured by the ATP system that it is always shorter than the distance between the train and the limit of movement authority. In this system train can maintain its normal running profile for at least one more block distance than the fixed block system. Communication between wayside and train can be realised by cable loop, through rail, microwave or radio. This type of system has been used mainly in Europe and Asia. SACEM and LZB 700 are typical Distance-to-go systems adopted extensively in these areas. A general system architecture is shown in Appendix H.

Braking profile > Safety zone � � Track circuit boundary

Distance-to-go System

7.4 Virtual Block Distance-to-go System

The operating principle for Virtual Block Distance-to-go system is the same as the Distance-to-go system described above. It is in effect a moving block system. This system operates based on virtual block that does not exist physically but with internally predefined fixed entry and exit points within the system. In manual driving mode only track circuits are used for train detection purpose, virtual blocks are not functioning. In automatic mode, virtual blocks come into play. Each equipped train feeds back its location and travelling direction to the wayside computer system. If it


62 10-03-2005

is in manual driving mode, the virtual block of the track circuit immediately ahead will be prohibited by the system and the manual driven train will be prevented from entering the virtual block upstream of the virtual block occupied by the equipped train. When a non-equipped train occupies a track circuit, all the virtual blocks superimposed on that track circuit would show occupied. As the system does not possess the knowledge of the direction in which the non-equipped train is moving, it will prevent any other trains from entering the virtual blocks superimposed on track circuits adjacent to the track circuit occupied by the non-equipped trains. This system was designed as a communication-based overlay train control system. It is particularly suitable to those railways that are currently using fixed block wayside ATC or colour light signalling systems with significant service life remaining and would like to take advantages of communication based train control system that would bring along. This system is a fairly new system and is now in operation on Paris Line 14. It is derived from a continuous transmission system developed as an overlay for Paris RER Line A which commenced its operation in 1989. A newer version virtual moving block system is being implemented on New York City Transit with radio transmission system support. The New York system is designed for system interoperability among three separate equipment suppliers and allows these companies to supply their own equipment with one common interface. Its performance in terms of system capacity is the same as the moving block system and train detection is determined by the signal fed back by each train through radio and no track circuit is required for train detection with the exception at points and crossings. A generalised system architecture is shown in Appendix H.

Train position to wayside computer � � � � Track circuit boundary Safety Margin Virtual block boundary

Distance-to-go System with Virtual Block


63 10-03-2005

Equipped train can not proceed further Non-equipped train Show occupied Show occupied Track circuit boundary Virtual block not functioning

Non-Equipped Train in Virtual Block System

7.5 Trainborne to Wayside Data Transmission

In modern ATC systems a number of data transmission media are available for

onboard and wayside message transmission, such as rail transmission, loop transmission and radio transmission. They are described below.

7.5.1 Rail transmission

Rail transmission is a one way continuous data transmission medium. It transmits

wayside ATC data to train via rail within a track circuit. Data is fed into the rail through impedance bond or by inductive loop. The leading axle of a train shunts the track circuit to form a complete electrical circuit. The data is picked up by pick-up antennae mounted in front of the leading axle of the train under the driving cab. The data is passed on to the on-board ATC system for decoding and processing. Data uploaded from onboard to wayside system is normally via cable loops laid at station stopping position. As signal is conveyed through the running rails which in most electrified railways are used for returning traction currents to substations and inevitably it is subject to electrical interference. Running rail is far from ideal for signal transmission, there are quite significant transmission losses over the track circuit length and this reduces the effective length of a track circuit to about 300 to 400m. This necessitates that more transmission points are required to cover the railway and wayside equipment is also vulnerable to damage, vandalism and theft.

7.5.2 Loop transmission Loop transmission is also a one way continuous data transmission system. Two-way

transmission can be provided by using separate loops normally not in a continuous manner and are only placed at discrete points on the line for onboard to wayside data transmission, however, in some systems they use different frequency channels for


64 10-03-2005

onboard to wayside and wayside to onboard data transmission on the same cable loop. In this type of transmission same set of data can be received by all trains running within a loop section. Each train uses its own train identification to select the data for its onboard processing and to determine its speed running profile. The major drawback of loop transmission is that it is expensive to lay the loop cable along the whole length of the railway and is subject to damage during track maintenance.

7.5.3 Radio transmission In the most recent ATC system development radio at ISM band 2.4GHz and 5.8GHz

is used as a bi-directional communication means for data transmission between onboard and wayside systems. The current application employs frequency hopping technique at 2.4G with 79 frequencies ranging from 2.042G to 2.48G and DSSS security mechanism with 9 channels of bandwidth of 83 MHz. This transmission medium provides a much higher bandwidth and allows a large quantity of information to be conveyed in free space. It reduces wayside equipment substantially in particular in open section of railway. This also reduces equipment damages along the railway line which is exposed to variable climatic conditions, wear, vandalism, theft and flooding. An analysis of ISM band application is given in Appendix I.

7.6 Wayside to Control Centre Data Communications System

Data Communication System is a data transmission system responsible for data exchanged between various ATC subsystems between wayside and control centre. In the system architectures given in Appendix H they show that the DCS can be an Ethernet based network or a radio communication system or a combination of these two systems and making use of network routers for connection to LAN/WAN. They are usually duplicated to provide redundancy for higher system availability.

For wired network PCM Ethernet network is used and for radio communication ISM band 2.4 or 5.8GHz are generally adopted. DCS uses radios for communication between wayside and on-board components.


65 10-03-2005

8 INTRODUCTION OF AN ATC SYSTEM ON EXISTING RAILWA Y

The results of the headway simulation study indicate that a Distance-to-go or Moving Block ATC system will be able to reduce the headway on suburban sections of Central and Western Railways significantly. The simulation is based on the assumption that extended overlaps at terminals (stop point to buffer distance) are provided and signalling interlocking modifications are implemented for route setting while a train is occupying the overlap track but without upgrading of turnouts to higher operating speeds. It is seen that at terminal, improvement is in the order of forty seconds and between stations it is about fifty seconds when compared with the existing four aspect colour light signalling system. It was found that the most critical areas are at terminals that determine the best headway of the line. There are two ATC systems, one based on distance-to-go and the other on the moving block working principles, which can provide these improvements. Between stations moving block systems achieve better headway and offer more operating margins to cope with minor operational delays. However, both systems perform the same and achieve the same headway at terminals. In Appendix J it shows that distance-to-go and moving block systems make better use of space available.

8.1 Overlay an ATC system on existing railway

Mumbai Railway consists of a network that stretches over hundreds of kilometres, in choosing an ATC system consideration has to be given to allow both ATC equipped and non-equipped trains to operate on the network, in particular for those inter city trains and mail/express trains. It is preferable to provide dedicated line for ATC operation as far as possible to gain full benefit that can be offered by the system and overlay an ATC system on top of the existing system on those lines that mixed traffic operation is a must. It is always simple to install a signalling system on a new railway line. Everything starts from scratch. However, it is a great challenge when system replacement or adding on top of a signalling system with another system is taken place to allow two systems working in parallel. Following implementation strategy is suggested. Modern ATC systems can superimpose on other ATC systems and conventional multiple aspect colour light signalling systems and permit mixed trains operation. ATC equipped trains is capable of operating on ATC wayside section as well as multiple aspect colour light signalling section. When a train operates in ATC mode as it progresses along the running line it masks out the wayside signal immediately ahead of it to avoid confusion to train operator on the aspect displayed on the running signals. When it moves away from the ATC equipped section it works as a non-equipped train and train operator has to operate the train in manual mode and observe the wayside signal aspects. Non-equipped trains on the other hand will be operated as per existing system on both ATC equipped and non-equipped sections.


66 10-03-2005

Among the Distance-to-go ATC systems mentioned above one such system has been proved in revenue service that it can be superimposed on other ATC signalling systems as well as conventional multiple aspect colour light signalling systems and permit mixed trains operation. However, all moving block systems currently in revenue operation are standalone systems and do not allow mixed traffic operation. It is worth to note in recent moving block system development that superimposed system operation is possible and is being developed.

An ATC System Induction Plan is attached to Appendix K. It outlines the implementation approach and the changeover process to overlay an ATC system on the existing colour light signalling system. This overlaying approach offers great flexibility in operation and system implementation. The advantages are given below:

� The obvious advantage of having an ATC system overlaying on the multiple

aspect colour light signalling system is that whenever there is a total failure on the ATC equipment it is always possible, as a last resort, to restore to the existing signalling system operation and there is no major disturbance to services. Meanwhile, the failure is immediately reported to the maintenance centre where the appropriate solution can be decided upon and prepared.

� ATC system can be implemented in phases starting on the busiest section first

and then extend outward as investment fund available. In this way the benefits of the ATC system can be realised sooner in the most needed sections. It eliminates the need to equip the whole running line and all trains with the new equipment before it can be put into operational service and on the other hand non-equipped trains are prevented from operating on the line once the line is upgraded to ATC operation.

� The existing signaling infrastructure can be retained with only minor changes

at some areas to achieve full benefits of the system that will bring along with. When changes are not made headway reduction will be in the order of thirty to forty seconds.

8.2 Operation Requirements

Modern ATC system is more flexible and can overlay on colour light system without major changes on the signalling system infrastructure. It is intended that introduction of a modern ATC system onto the Mumbai suburban railway is transparent to passengers and full benefit of the new system can be realized on day one. However, there are some operational incompatibilities between the colour light signalling and a modern ATC system and have to be resolved before ATC system is introduced into service. Listed below are the ATC operational aspects which are different from the existing colour light signalling system.


67 10-03-2005

� Successive trains can occupy adjacent train detection devices.

� For virtual block and moving block systems more than one train can occupy the same train detection device section.

� As successive train detection devices can be occupied by more than one train, existing route and point approach locking controls need to be reviewed to avoid unnecessary locking by a train not meant for it. Detailed study has to be carried out by MRVC when an ATC system is chosen.

� As successive train detection devices can be occupied by more than one train, train describer stepping control of the TMS needs to be reviewed to avoid display of train descriptions incorrectly. Detailed study has to be carried out by MRVC when an ATC system is chosen.

� To permit the best use of space, ATC equipped train should be allowed to make use of the space of the overlap track which currently is forbidden in the Mumbai Railway.

� To allow better use of space, the existing interlocking system shall be modified as to permit a train to follow a train running ahead on the same route. ATC equipped train should be allowed to pass the signal at red while in the colour light system it need all tracks on the route and the overlap be clear before a proceed signal can be displayed. (Note the red signal will be blanked out by the ATC system for ATC equipped train). Rules and instructions for such alterations in the interlocking system and the operational changes will have to be laid down in a separate section under ATC systems in SEM and G&SR of the railway.

8.3 Modifications to existing system

In view of the requirement of mixed traffic operation certain infrastructure and facility of the existing system need to be modified to support the service.

8.3.1 Redesign of terminals and operations

Each terminal has its own particular track layout, operating patterns and connections with adjacent railway lines. The following gives an account on the modifications/upgrades that need to be made to support headway reduction brought about by a modern ATC system. Appendix T gives the headways before and after various modifications.


68 10-03-2005

8.3.1.1 Western railway 8.3.1.1.1 CCG 8.3.1.1.1.1Infrastructure

i Platform 1 is long enough for 12 car train passenger discharge on east side of

platform, but only 9 car on the west side. To minimise passenger boarding and alighting times it is recommended to extend the platform to 12 car length on west side also to speed up passenger discharge. Extension is possible by reducing the width of the subway and shifting the water tank elsewhere, however this extension will have no effect on the headway.

ii While a train stops at terminal platform its front end is about two metres from

the face of buffer. Train cannot approach stopping point with the best possible station approach speed profile at maximum service brake rate. Lower station brake rate needs to be used to bring the train to stop safety. This will delay the time to clear the crossover in rear to allow train at other platform from leaving the terminal sooner. This lengthens the inter-station run time and the headway. A minimum of 15m overlap is required at the current operating speeds at terminals to ensure adequate safety margin be maintained. Full speed approach will need an overlap of at least 25m to 30m. As ATC system comes with cab signalling, motorman does not need to read the signal to operate the train. ATC equipped train stopping point at terminal can be further away from the buffer and stop with its rear cab end closer to the starter signal. This offers two to three metres more for the overlap. However, it is still 10m short. The headway achievable will be 5 to 6 seconds longer without a full 15m overlap. This applies to CCG. ADH, BVI, VR, CSTM, TNA and KJT. Refer to Appendix L for analysis.

iii The crossover is only designed for low speed operation. The maximum speed a

train can traverse over it is 30kph. Owing to the constraints of the track layout replacing the present crossover with a longer one involves extensive remodelling of the layout between CCG and MEL. The work is prohibited expensive and intensive. No improvement of crossover speed seems to be possible based on the current design. However, it is understood that same turnout ratio used on other railways permits an operating speed to reach 40kph. It is worth to examine the technical feasibility of upgrading the turnouts to provide a more comfortable ride and reduce the time for a train to traverse over it. ATC ensures speed control within the defined limits. If turn out speeds of 40Kmph were permitted, headway would be shorten by about 10 seconds per crossover.


69 10-03-2005

8.3.1.1.1.2Operations

i When train stops close to the starter signal motorman may not be able to read the signal inside the cab. In general the motorman does not need to read the signal for ATC operation. However, when ATC equipment is failing the motorman has to operate the train in colour light signalling fallback mode he may need to read the signal. Additional co-acting signal may need to be installed at terminal station starter signal post at eye level to ensure safe operation of train.

ii Stabling sidings 1 and 2 are only long enough to accommodate 9 car trains.

Siding no.3 is long enough for 12 car stabling and situated between Down Through and Up Local lines. All these three stabling lines and four running lines at this station are universal with bi-directional facilities. They are also being used for cross line movements. It is not feasible to extend stabling lines 1 and 2 due to space constraint. However if the exit crossover of stabling line no.1 towards Marine line end is removed, both the stabling lines can be extended for 12 car stabling, but facility of cross line movement from stabling line no.1 towards Marine line station will be lost.

iii To provide automatic route setting to speed up turn around process and reduce

workload of Station Panel Operators. iv S8 overlap will be automatically available when the route in rear is set and ATC

equipped train can make use of the space available, however, interlocking modification is needed to allow a train to follow when a preceding train is occupying the overlap track. Appendix M gives a brief description of ATC system operating principle in which it shows that ATC equipped train will run into the overlap track to make best use of track space available. The following gives an account on the modifications to this incompatibility issue.

The first solution is to relocate the existing signal to track circuit boundary between 102T and 109T to facilitate route setting. This is a much simpler modification and works best for ATC operation. However, as S8 overlap goes away S28 clear will require S8 clear. The headway for non-equipped train will thus be longer. It is worth to note that it will not become a problem when all or most of the trains are ATC equipped trains. This provides a neater solution with minimum cost. This solution applies to other terminals that ATC train require to enter the overlap to make best use of track space. The second solution is to add one more signal between the track circuit boundary between 102T and 109T. S8 signal clear will require the track on the route clear and the point locked and detected in the correct positions plus the new signal clear. Route setting to respective terminal platforms will be


70 10-03-2005

controlled under the new signal. This solution will keep the operation practice as at present while making best use of space available for ATC train operation. The third solution is to position a signal between 102T and 109T and remove all automatic signals on the line. This solution is applicable to a railway line, which is dedicated for ATC train operation only and no mixed train operation is allowed for.

v Same applies to Through Line on Signal No. 14. Please refer the modifications at Appendix N.

8.3.1.1.2 Dadar 8.3.1.1.2.1Infrastructure

i There are five platforms in Dadar and all platforms are long enough for 12-car

operations.

There are thirteen suburban trains turning short at Dadar on the Through Line and back. The headway chart in Appendix J shows that train interval for Up Through Line is 166 seconds with alternate train to platform 4 and platform 5. Train on platform 5 turns back to Down Through Line and that on platform 4 continues its onward journey to Churchgate. Train from platform 5 can take one of the two routes to the Down Through Line and is dependent on the route availability and the service interval of the Up Through Line trains. In either case both Up and Down lines are blocked by this train movement. Service interval cannot be improved with the existing layout unless station remodelling work is done with the turn back platform in the middle of a three track platform layout arrangement as shown in the sketch below in which Through Line train services are on the outer sides of a three track platform. This will avoid train turning back from Dadar to north from blocking both service lines. If this turn back platform in not feasible due to space constraint, the effect on headway would be 48 seconds longer. Alternatively service interruption will be minimised when this turn back service is only provided at off peak hours.


71 10-03-2005

ii The problem of low speed turnouts does not go away at intermediate terminal and affects train turning back at Dadar for Virar. The maximum speed a train can traverse over 131-133 and 134-135 crossovers is 30kph. This prevents train from clearing the crossovers sooner for Up and Down through routes to set. However, the track layout of Dadar is simpler and replacing the present crossovers with longer ones is feasible with a bit of interlocking remodelling. This will speed up train from clearing the turnouts and reduce the headway. Note that there is no need to upgrade these turnouts when layout remodelling suggested above is implemented and the turnout speeds issue should be dealt with at time of remodelling. Layout modification for the provision of stabling sidings on the east side of the fifth line proposed in MUTP phase I timetable should be considered together.


i S2 & S33 overlap will be automatically available when the route in rear is set.

ATC equipped train can make use of the space available and interlocking modification is needed to allow a train to follow when a preceding train is occupying the overlap track. Refer to options shown in Appendix N.

8.3.1.1.3 Bandra 8.3.1.1.3.1Infrastructure

i Platform 2 is used for turn back on local line which can achieve two minutes

theoretical headway. There is no layout change required at this intermediate terminal for headway improvement purpose. However, as trains will be reformed

Up Through Line

Down Through Line

Turn Back Track

Remodelling of track layout for turn back service


72 10-03-2005

from 9-car rake to 12-car rake and a number of the existing stabling sidings can not accommodate the new train formation rake.

ii To improve the efficiency of operations it is necessary that siding 1, 2 and 3 are to

be removed to provide a dedicated line for local line service.

iii South west sidings 4, 5 and 6 are not long enough for 12 car stabling and need to be extended. In the tentative yard plan in connection with provision of 5th line, the existing stabling sidings 1, 2 and 3 will be modified and used as running lines and southwest sidings 4, 5 and 6 will be lengthened to stable two numbers of 12 car rakes each. Entry to these sidings will also be given from platform no.2, which does not exist now. In the same plan sidings 1, 2 & 3 shall be modified and used as running lines.

iv The existing overlap of platform 3 extends over 137 point and prevents train from

moving out of platform 2. A new track circuit needs to be introduced to split 137T to allow parallel ATC equipped train movements with one train approaching platform 3 while the another train moving out of platform 2. For colour light signal operation it will be the same as it is at present with two split tracks act as one. Signalling modification for S73 with reduced overlap for ATC operation is needed.

v Platform 1 to 5 are suitable for 12 car operation.

vi East electrical siding 1, 2 & 3 are only sufficient long for 9-car trains and will

need to be extended as a part of 5th line work.

8.3.1.1.3.2Operations i 136-138 points are used by trains for turnaround on local line. The traverse speed

over the crossover is 30kph. This normally limits the turnaround times at terminal. However, it is found out from simulation that two minutes theoretical headway for Dadar to Bandra section can be achieved with alternate train turnaround at platform 2.

ii Up Local Line is not isolated from platform 2 and there is speed restriction of

50kph on account of this and inadequate super-elevation. For ATC operation this speed restriction can be lifted to a speed that track allowed for and the ATC system will take into account the flank and fouling control automatically in the ATP system. For colour light signal operation the same speed restriction of 50kph needs to be in force as at present. However, it is understood that this isolation will be provided with the yard layout change being proposed by MRVC in connection with the provision of fifth line.


73 10-03-2005

iii It is Mumbai suburban railway operating practice that trains are not allowed to stop on the flyover. In ATC operation this can easily be realised by defining the Limit of Movement Authority point further upstream of the flyover to prevent a train from sitting on the flyover waiting for proceed signal to move forward.

8.3.1.1.4 Andheri 8.3.1.1.4.1Infrastructure

i Platform 6 and 7 cannot accommodate 12 car trains. Both of them are terminal

platforms for Harbour line as well as Local line trains and need to be extended for 12 car operations. Overlap provision for dock platforms also need to be done. Extension of Harbour lines up to Goregaon is provided in MUTP phase II plan. The problem of overlap for dock platforms will automatically go with this extension of platform for 12-car operation. Placement of crossover should be as close to the platform as possible when headway is the priority.

ii Simulation results indicated that with a tandem crossover layout the best headway

achievable is 220 seconds. High-speed scissor crossover is recommended at terminal to speed up train turnaround time.

iii There are four stabling tracks available at the southern end of the station. The one

next to the Down Harbour Line is only 222.5m long and needs to be extended for 12-car stabling. Extension of these stabling lines should be done as part of extension of Harbour lines up to Goregaon as per MUTP phase II plan.

iv Down local line is not isolated from platform no. 2 and speed restriction of 50kph

is imposed on this down local line. This isolation could be achieved by modifying the layout with high-speed crossovers as given in Appendix O. It may be noted that the length of stabling sidings 3, 4 & 5 has to be reduced to 308m from existing 408m.


i Platform 2 is provided with turnaround facility at both ends. If layout suggested above is not implemented speed restriction of 50kph on the Down Local Line has to continue for the purpose of isolation between tracks in the colour light signalling system operations. On the other hand ATC system is a continuous train protection system and allows parallel movements to take place without any changes on the interlocking required. In mixed train operation trains can operate on its own system without any conflicts with the others. ATC equipped train will trigger an emergency brake application or reduce its operating speed when a train is detected overrun into the overlap track which fouls its path.


74 10-03-2005

ii Level crossing No.24 and 25 run across the running tracks and is kept close during peak hours. To operate train at interval below three minutes this type of level crossing cannot exist and needs to be permanently closed for train operations only. Appendix C gives all the level crossings that need to be kept closed to provide a dedicated track for train operations.

iii S27 overlap will be automatically available when the route in rear is set. ATC

equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a train running ahead to platform 1 and 2 being made when the preceding train is occupying the overlap track. Refer to options shown in Appendix N.

8.3.1.1.5 Borivali 8.3.1.1.5.1Infrastructure

i At Borivali there are four tracks running to the south between BVI-CCG section

and two tracks in the north to Virar. The headway chart in Appendix J shows that the theoretical best train service intervals for both Local and Through Lines are 230 seconds with alternate train from Local Line and Through Line to Dahisar and return. Service interval cannot be improved with the existing layout. However, it is understood that two more tracks are being laid at the moment such that segregation of local and express lines can be achieved and hence the headway.

ii Platform 2 is used for train turnaround from Down Local Line to Up Local Line.

It has been shown in the general analysis that two minutes theoretical headway can be achieved with middle platform turnaround. There is no layout change required at this intermediate terminal for headway improvement purpose.

iii There are five sidings at Borivali and all of them can accommodate 12-car train.

Six platforms are available at this station and all fit for 12-car rake operations.

iv For Line 6 there is no platform at this station, just acting as a common loop.

v In connections with quadrupling of BVI-VR sections, yard layout is proposed for modifications. Provision is being made for two terminal platforms. In this layout it is recommended to provide a 25m overlap from the stop point to buffer for each platform and a scissor crossover at the Churchgate end of platform in place of one ordinary crossover. It is also noted that signal spacing between S21 and S51 is about 1345m and an additional signal needed to be put in for better headway improvement for colour light signalling system. It is recommended that a signal is to be added between S21 and S51 short of point no. 139 on Down Local Line. For ATC operation, interlocking modifications is needed to reduce waste of track space. Refer to options shown in Appendix N.


75 10-03-2005


i Platform no 8 and 9 are terminal platform and for all other platforms turn back

facility have been provided on both directions.

ii Level crossing No.33 runs across railway tracks since it is permanently closed now, headway is not affected.

iii In the existing layout train movement on the Up Line from Dahisar to Up Local

platform 3 blocks train movement from Down Through Line to Dahisar which prevents headway from improving further. To achieve the best train service headway for four line section to two line section it is assumed that trains movement on Local Line are synchronized and move in parallel with one train at 156T visibility point and one train starts at platform 1 in the opposite direction. It is then followed by Through Line trains with one at 156T visibility point and the other at platform 4 in the opposite direction. The above constraints will be eliminated on completion of quadrupling of lines from Borivali to Virar, which is in progress.

8.3.1.1.6 Virar 8.3.1.1.6.1Infrastructure

i Platform 1 and 2 are used for local trains to turn back to Churchgate. With the

existing layout trains moving in and out of these two platforms have to traverse over three and four sets of crossovers respectively. This limits the capacity utilization in this section of tracks. The best theoretical headway is 243 seconds. However, it is understood that four tracking work is being implemented and line segregation between Local Line and Through Line can be realised in the next couple of years. It will eliminate movement constraints imposed on mixed Local and Through Line services.

ii It is noted from the new layout that a tandem crossovers arrangement is proposed.

It is not a preferred option as far as line capacity is concerned. It would be more advantageous to have a scissor crossover close to the platform. It will shorten the headway time significantly. In the new layout it does not indicate crossovers operating speeds and the distance between them. As a reference, in Panvel, a tandem crossover with turnout speed of 25kph the best achievable headway is 215 seconds. There is not much improvement in terms of headway. In addition, it would be advisable to install crossover with higher operating speeds to reduce the time required to clear the turnouts for terminal operations.

iii It is also noted in the new layout that there is no overlap provision (stop point to

buffer) at this terminal. Same basic design as at present is given with two metres


76 10-03-2005

space between coupler and the face of buffer stop. As mentioned in the analysis of CCG above, short overlap at terminal extends the run time as well as the time for train to clear the crossover in rear to allow train at other platform from leaving sooner. It is recommended to take this factor into account in the new layout design.

iv There are three stabling lines, which have direct access to platform 1 & 2, in

which 4 nos. of 12-car trains and 1 no. of 9-car train can be stabled. 8.3.1.1.6.2Operations

i If the existing layout is not changed S1 overlap will be automatically available

when the route in rear is set. ATC equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a train to platforms 1 and 2 being made when the preceding train is occupying the overlap track. Refer to options shown in Appendix N.

8.3.1.2 Central Railway

8.3.1.2.1 CSTM 8.3.1.2.1.1Infrastructure

i All platforms with the exception of platforms 1 and 2 at CST are long enough for

12-car rake standing. Presently 12-car rake operation is not envisaged on harbour line.

ii Provision of long overlap (stop point to buffer) at least 15m at the current

operating speed, could ensure adequate safety margin and speedy approach the stop point. Full speed approach will need 25m to 30m overlap from stop point.

iii In the recent past re-modelling double/single slip points and scissor crossovers on

wooden layouts has been carried out. This was done to overcome the problems in maintaining these layouts particularly diamond crossings and slip switches, where undue speed restrictions were imposed. The interlocking ground gears connected to these layouts also take too much time for repairs and replacements. These layouts were replaced with ordinary crossovers on MBC sleepers. Though this has considerably improved the speed in the yard, removal of scissor crossovers has affected headway improvement. It is now understood that scissor crossovers on MBC sleepers have been developed and standardised by the Railways. It would be more apt to provide these high-speed scissor crossovers close to the platform on MBC sleepers instead of tandem crossovers. This would minimise the turn around time and shorten the headway time significantly.


77 10-03-2005

iv There are sharp curvatures for tracks leading to all platform lines. It is identified that the interlocking cabin can be relocated next to the Harbour Line Down track such that the vacated space will be made available to reduce the curvature of the tracks leading to all platforms.

By shifting Harbour stabling siding, to the west side of Down Harbour line the vacated space can be utilised for relocating Harbour line tracks closer to suburban lines. This will further reduce the curvatures on running lines.

v High speed scissor crossovers can be installed close to the platforms of Harbour

lines to reduce train turnaround times. This applies to Suburban Lines and Through Lines as well. The change will be

1) interlocking cabin relocation 2) provision of higher speed scissor crossovers 3) relocation of all the lines to reduce curvature

vi Layout showing the above changes is given at Appendix P. It may be noted from

the plan that provision of overlap of 25m to platform 3, 4, 5 & 6 is feasible by extending the platforms and shifting all concerned signals and scissor crossovers towards MSD side. This can be planned along with provision of scissor crossover and relocating of lines. For platform 7 it is feasible by shifting the signal no. S7 towards MSD by 25m. For platform no. 1 & 2 of harbour line this overlap is not feasible for the required standard clearance from column of new administrative building. Simulation charts for the existing layout are given in Appendix J and with different deceleration rates and running speeds at crossover are given in Appendix L.


i S23 overlap will be automatically available when the route in rear is set. ATC

equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a preceding train to platforms 1 and 2 being made when a train is occupying the overlap track. However since the overlap length is only 50m, solutions to use this overlap may not be considered.

ii S26 overlap will be automatically available when the route in rear is set. ATC

equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a preceding train to platforms 3 and 4 being made when a train is occupying the overlap track. However since the overlap length is only 50m, solutions to use this overlap may not be considered.


equipped train can make use of the space available and interlocking modification


78 10-03-2005

is needed to allow a train to follow a preceding train to platforms 5 and 6 being made when a train is occupying the overlap track. Refer to Appendix N for proposed solutions.

iv It is recommended to provide automatic route setting to speed up turnaround

process and reduce workload of Station Panel operators.

Alternate Suggestions The main constraint to improve the headway being terminal operation of this station, MRVC may consider the following suggestions:

v Shift all Mail/Express trains operations to Kurla.

vi Use the Mail/Express platform lines for suburban EMU trains. With this, suburban line will be almost straight up to Masjid and speed restriction due to curvature can be removed.

vii Provide high-speed crossovers & scissor crossovers and terminal overlap (stop

point to buffer distance) of at least 25m to improve approach speed to 40Kmph.

viii The existing suburban platform lines and marshalling sidings can be used as stabling sidings for EMU rakes and also other general purposes such as repairs and maintenance facilities required for EMU rakes and train born equipments.

8.3.1.2.2 Dadar 8.3.1.2.2.1Infrastructure

i All platforms can accommodate 12-car rakes. Platform 7 and 8 are terminal

platforms for Mail/Express trains.

ii Platform 7 and 8 are terminal platforms for Mail/Express trains. These trains share the same tracks with suburban trains on Through Line. They should be segregated as far as possible to avoid mixed traffic operation and different operating speed requirements. It is recommended that long distance trains should terminate north of Kurla.

iii Platform 2 and 5 are used for turn-back for trains terminated from Kalyan side on

Up Local Line and Up Through Line respectively. These platforms are suitable for ideal turn-back operation. As such no layout modification is recommended.



79 10-03-2005

i S64 overlap will be automatically available when the route in rear is set. ATC equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a preceding train to platforms 4 and 5 being made when a train is occupying the overlap track. Refer to Appendix N for proposed solutions.


equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a preceding train to platform 2 and 3 being made when a train is occupying the overlap track. Refer to Appendix N for proposed solutions.


equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a preceding train to platforms 5 and 6 being made when a train is occupying the overlap track. Refer to Appendix N for proposed solutions.

8.3.1.2.3 Kurla 8.3.1.2.3.1Infrastructure

i Harbour Line platform 7 and 8 can accommodate 9-car rakes only and need

extending to provide 12-car services. Platform 1 to 6 can accommodate 12-car rakes. Extension of platform 7 & 8 can be done on the south end of platform by shifting crossover 116/117 towards south.

ii Main Line EMU stabling sidings 1 to 4 can accommodate 9-car rakes only and

need extending for 12-car operations. Extension is possible towards north end of siding after slewing the Up Local line.

iii Harbour Line EMU stabling sidings 1 and 2 can accommodate 9-car rakes only

and need extending for 12-car operations and 3 can accommodate 12-car operations. Extension of 1 & 2 is feasible on both ends of the sidings.

iv As for Dadar, Mail/Express/Goods lines need to be segregated from the through

line and Harbour Line as far as possible to avoid mixed traffic operation and different operating speed requirements to maximise the throughput.


i Platform 2 is used for termination of trains from CSTM side and despatch to car

shed. Platform 3 is a proper turn back platform for trains from CSTM side. Hence no layout change is recommended for headway improvement purpose.


80 10-03-2005

8.3.1.2.4 Ghatgopar 8.3.1.2.4.1Infrastructure

i) This station is used as a through station for most of the time and hence it is not recommended to make any infrastructure changes.

8.3.1.2.4.2Operation i) Only a couple of trains are turned back at platform 1 in the morning peak period.

When this turn back operation at platform 1 becomes scheduled regular services it may be considered for change in signalling infrastructure. S3 overlap will be automatically available when route in rear is set, ATC equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a preceding train to platform 1 when a train is occupying the overlap track.

8.3.1.2.5 Thane 8.3.1.2.5.1Infrastructure

i All platforms can accommodate 12-car rakes with the exception of platform 1

which can only fit for 9-car rake operations and needs extending for 12-car operations. Extension of platform 1 for 12-car operation along with provision of 25m overlap is feasible by extending towards south end.

ii EMU stabling lines 1 and 2 can only accommodate 9-car rakes. Extension of

these sidings has been catered in the remodelling proposed in MUTP Phase-I 24 hours timetable. Stabling lines 3 to 8 can accommodate 12-car rakes.


i Except platform 4, all platform lines have turn back facility. Platform 3 is proper

turn back for terminating trains from both sides. The effect of corridor change over from Dn through to Dn suburban & UP suburban to UP through lines can be seen in simulation chart and headway analysis in Appendix J.



iii S54 overlap will be automatically available when auto signal in rear is off. ATC

equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a preceding train to platforms 3, 4, 6 and 7


81 10-03-2005

being made when a train is occupying the overlap track. Refer to Appendix N for proposed solutions.

iv S53 overlap will be automatically available when the route in rear is set. ATC


v S33 overlap will be automatically available when auto signal in rear is off. ATC


vi It is Mumbai suburban railway operating practice that trains are not allowed to

stop on the creak bridge. In ATC operation this can easily be realised by defining a stopping point further upstream of the bridge to prevent a train from sitting on it waiting for a proceed signal to move forward.

8.3.1.2.6 Dombivali 8.3.1.2.6.1Infrastructure

i) This station is used as a through station for most of the time and hence it is not recommended to make any infrastructure changes.


i) When the turn back operation at platform 2 becomes scheduled regular services it may be considered for change in signalling infrastructure. S27 overlap will be automatically available when route in rear is set. ATC equipped train can make use of the space available and interlocking modifications will be needed to allow a train to follow a proceeding train to platform 1 & 2, when a train is occupying the overlap track.

8.3.1.2.7 Kalyan 8.3.1.2.7.1Infrastructure

i In the existing signalling plan all platforms can accommodate 12-car rakes. Two

EMU stabling lines are provided. One can accommodate 12-car rake and other 9-car rake. Up & Down goods loop no.1, is temporarily being used for stabling of EMU rakes. Stabling of EMU rakes during night is total 4 (one 12 car rake and three 9 car rakes.) All platform lines have turn back facility in both directions. Being a junction for South and North bound trains including Mail/Express and Goods trains, and change over of trains from Through to Local Lines and vice versa, there is heavy cross line movements in the yard particularly NE and SE


82 10-03-2005

train movements. Speed of such cross line movements is limited to 15Kmph due to the presence of double slip/single slip points in the yard. Platforms are limited in number and their usage is being shared by suburban as well as Mail/Express trains. There is no reversal platform for terminating trains on through lines and reversal has to be done on running line platform or on other platforms crossing other running lines. All these hamper flexibility of operation. Often trains get detained due to non-availability of platforms and cross line movements.

ii In the signalling plan for the proposed 5th and 6th line between TNA-KYN, both

Dn & Up lines are connected directly to platform 6 & 7 lines and then joining to SE line at far end to segregate Mail/Express services. Considering the number of Mail/Express trains being handled at present and the future requirement, the number of platforms needs to be increased. It is understood that a proposal is underway for increasing platforms by 4 numbers (platform 8, 9, 10 & 11). The existing NE goods lines which fly over SE main line and SE goods line are used for connecting these new platforms i.e. S.E lines to platform 8 & 9 and N.E lines to platform 10& 11. This is inline with the conceptual proposal contained in WS Atkins Report for segregation of Mail/Express goods train movements. This yard layout modification had also catered for replacing the existing double/single slip points with ordinary high-speed crossovers to increase the speed over the turnouts. It can considerably increase the headway. However further study of this layout reveals that reversal platform has not been provided for quick clearance /turn back operation on through lines for terminating trains. This affects the headway significantly. A schematic plan for yard modification treating platform number 5 for turn back operation on both ends and platform 4 & 6 as through platforms has been prepared and given as attachment at Appendix Q. It is recommended to incorporate these modifications in the above Railways proposal to increase the number of platforms.

iii Level crossing gate no.1 exists across SE line. It is not a busy gate and should

only consider closed permanently when rail traffic demands increase to a level that operation of level crossing would jeopardise rail operation.


i It is recommended to provide automatic route setting for efficient operations of

this busy junction station. 8.3.1.2.8 Ambarnath 8.3.1.2.8.1 Infrastructure

i) This station is not as busy as those in the suburban section and there is a provision of centre platform for train to turn back from Down line to Up line. Hence there is no need to make any infrastructure change.


83 10-03-2005

8.3.1.2.8.2 Operation i) When the traffic demand increases to headway below 3 minutes it may be

considered for change in signalling infrastructure. S35 overlap will be automatically available when rear auto signal is “off”. ATC equipped train can make use of the space available and interlocking modifications is needed to allow a train to follow a preceding train to platform 1 or 2 when train is occupying the overlap track.

8.3.1.2.9 Badlapur 8.3.1.2.9.1 Infrastructure

i) This station is not as busy as those in the suburban section and there is a provision of passing loop for train to turn back from Down line to Up line. Hence there is no need to make any infrastructure change.

8.3.1.2.9.2 Operation

i) When the traffic demand increases to headway below 3 minutes it may be considered for change in signalling infrastructure. S2 overlap will be automatically available when rear signal is taken “off”. ATC equipped train can make use of the space available and interlocking modifications is needed to allow a train to follow a preceding train to platform 1 or 2, when a train occupying the overlap track.

8.3.1.2.10 Titwala 8.3.1.2.10.1 Infrastructure

i) This station is not as busy as those in the suburban section and there is a provision of centre platform for train to turn back from down line to up line there is no need to make any signalling infrastructure change even when traffic demand increases to headway below 3 minutes.

8.3.1.2.11Asangaon 8.3.1.2.11.1 Infrastructure

i) This station is not as busy as those in the suburban section. When it is just used for through service there is no need to make any signalling infrastructure change. However, when turn back from down line to up line is becoming a regular service a scissor crossover close to the platform end is required to speed up the turnaround service.

8.3.1.2.12 Kasara 8.3.1.2.12.1Infrastructure

i All platforms and two EMU stabling lines provided can accommodate 12 car

rakes. Night stabling of EMU in the station is two 9 car rakes and one 12-car rake.


84 10-03-2005

ii Tandem crossovers are provided at this terminal. They are very far away from the station platforms and are protected by signal S18 and S24 which are placed over 120m from the closest set of crossover. From the simulation results it indicates that with this layout the best achievable headway is 356 seconds. It is recommended that scissor crossover is to be provided and positioned close to the platform end as far as possible.


i S2 overlap will be automatically available when auto signal in rear is off. ATC


ii It is understood that route setting type interlocking and automatic signalling at

Kalyan end is under proposal at this station. In that case platform 1 & 2 may have to be used for suburban trains. It is therefore desirable to put additional signal close to tandem crossover to shorten the headway. Platform no.4 is dedicated for suburban trains only. If all suburban trains are received on this platform, the effect of banker engine movement on suburban services is not appreciable, as their paths do not conflict each other.

8.3.1.2.13 Karjat 8.3.1.2.13.1Infrastructure

i All platform lines and stabling lines can accommodate 12 car rakes. Night stabling of EMU trains two 12 car rakes and four 9 car rakes.

ii Route setting type interlocking provided with reception and reversal of EMU

trains possible on all platform lines. 8.3.1.2.13.2Operations

i Presently SGE block working and IBS provided between the station and Bhivpuri. It is understood that automatic signalling towards Kalyan side is under proposal.

ii All down trains stop for attaching banking engine due to Ghat section ahead and

15kmph permanent speed restriction board provided on Down Home signal S77. Bay line platform is dedicated for EMU trains. Platforms 1, 2 & 3 are for Mail/Express trains. Effect of banker engine movement on suburban terminating trains is not appreciable, as their paths do not conflict each other. For Khopoli bound trains the effect would be the sum of attaching time and the dwell time of the Mail/Express train.


85 10-03-2005

8.3.1.2.14 Vashi 8.3.1.2.14.1 Infrastructure

i) There is a provision for passing loop at this station while a train turns back from

platform 3 to Up line. Hence there is no need for infrastructure change. 8.3.1.2.14.2 Operations

i) When service demand increases to headway below 3 minutes it may be considered for change in signalling infrastructure. S23 overlap will be automatically available when the rear auto signal is “off”. ATC equipped train can make use of the space available and interlocking modification will be needed to allow a train to follow a preceding train to platform 2 or 3, when a train is occupying the overlap track.

8.3.1.2.15 Belapur 8.3.1.2.15.1Infrastructure

i) Platform 3 is reversal platform for trains from CSTM side for turn back. This platform is on the west side of Up & Dn main line. During reception on to the platform, trains have to cross Up/Dn main line. Moreover, point of diversion is far away from the platform. Hence Up service line is blocked for longer time by this train movement. When the traffic demand increases to headway below 3 minutes, the present layout may not be alright to meet this demand. It that case the existing layout need to be modified with turn back platform in the centre and point of diversion close to the platform.

8.3.1.2.16 Panvel 8.3.1.2.16.1Infrastructure

i Dedicated tracks are available for suburban trains. Two passenger platforms and two EMU stabling lines provided, which can accommodate 12 car rakes. Night stabling of EMU trains two 9 car rakes only. Two separate crossovers provided for reception and turn around on platforms.

ii Tandem crossovers are provided. It extends the time a train needs to traverse over

them for other route to be set. In order to reduce the headway scissor crossover is recommended.


i S34 overlap will be automatically available when auto signal in rear is off. ATC

equipped train can make use of the space available and interlocking modification is needed to allow a train to follow a preceding train to platforms 1 and 2 being


86 10-03-2005

made when a train is occupying the overlap track. Refer to Appendix N for proposed solutions.

8.4 Training needs for terminal headway study To be able to identify and mitigate constrains of terminal design on headway, training

needs for personals are as listed below: 8.4.1 Training in signalling principles. 8.4.2 Training in interlocking principles and their applications. 8.4.3 Training for thorough understanding of the principles of signalling headway of

various signalling systems. 8.4.4 Training for thorough understanding of track plans and the effect of track layout to

efficient terminal operation. 8.4.5 Training for good understanding of the effects of track alignment on train

performance. 8.4.6 Training for thorough understanding of the effects of rolling stock traction and

braking system and its responses to movement of train and the parameters that affects train movement.

8.4.7 Training to understand of the principle of ATS system and its control on train movement.

8.4.8 Training to understand train scheduling at terminal. 8.4.9 Training to have capability of developing design of terminal and resolve constraints

from various railway systems.


87 10-03-2005

9 PROPOSED MAINTENANCE STRATEGY AND FACILITY

The maintenance facilities for an ATC system depends on the level of maintenance the railway authority would like to perform in-house. Hence its provision depends on the maintenance strategy the railway authority adopted and, the system chosen which in turn determines the system architecture. Some systems must come with central control system and for some systems central control is an option and can be provided as a separate sub-system to support the ATC system operation. In recommending maintenance facility a generalised ATC system is assumed. It will provide a more comprehensive coverage of the facility rather than based on one particular system architecture. In general an ATC system comprises train-borne, trackside, transmission and central control sub-systems. It is suggested that the Mumbai Railways sets up a team of maintenance staff to handle the first three levels of preventive and corrective maintenance. Third line maintenance, such as circuit board repairing and software maintenance, requires highly skilled and knowledgeable personnel to do. It should relegate to the original equipment suppliers to avoid huge investment on tools and training and the responsibility on system safety integrity. The local team would only be responsible for identifying the faulty replaceable unit and dispatch of the defective parts to the original equipment suppliers or contractor for maintenance. As modern ATC system keeps on evolving and uses the latest and more powerful processors, electronic components and transmission media, maintenance facilities will best be suggested by the equipment suppliers. The following only gives an insight of what would normally needed for maintenance of an advanced ATC system. Maintenance of an ATC system comprises both hardware and software. Safety software maintenance should be handled by the equipment supplier and only hardware maintenance is recommended to be done by the railway authority.

9.1 Recommended Special Tools and Test Equipment

Based on the assumption that the first three levels of preventive and corrective maintenance are to be taken up in-house by the Mumbai railway authority, the recommended list of special tools and test equipment will only cover these three levels of maintenance as described below. The existing Signalling and Telecommunication equipment are being repaired/overhauled at various centers.


88 10-03-2005

On Western Line: Relay overhauling, Telecom equipments and on board AWS equipment repairs are being carried out at Mumbai central and AWS track side equipments and outdoor signaling equipments at Lower Parel. On Central Line: Relay overhauling and outdoor signalling equipments repairs are being carried out in S&T workshop at Bycula. Manufacturing of various other equipments are also done in this workshop. Repairs of AWS track side equipments and Telecom equipments at Kurla signal depot and AWS on board equipments at Kurla, Kalva and Sanpada car sheds. Visit to all maintenance sites, revealed that facilities such as accommodation, repairs, inspection, testing, storage etc. are just sufficient for existing equipment. Up grading these facilities would not be practicable and proper. As the existing facilities cannot support anything further on the maintenance of sophisticated equipment, a dedicated ATC maintenance workshop need to be established and developed. It is recommended that only the first three levels of preventive and corrective maintenance are to be taken up in-house by the Mumbai railway authority, the recommended list of special tools and test equipment will only cover these three levels of maintenance as described below.

9.1.1 Workshop Maintenance Facility

A maintenance workshop with floor space of around 100 square metres is required for maintenance tools and facility with workbench for second level maintenance. The facility will cover trainborne and wayside ATC equipment. It is recommended that one such workshop be provided on each of the railway, i.e. one for Central Railway and one for Western Railway. The details of the facility are given below.

9.1.1.1 Trainborne simulator

Trainborne simulator allows checking the proper operation of all trainborne ATC components following replacement operation. The equipment allows checking and verification of message reception function, message transmission function, speed measurement and interface checking function with rolling stock and other interfacing systems.

Functionality � It allows for computer-based simulation of the Trainborne ATC sub-system to be

realized in the workshop environment. In return, it elaborates the history of such


89 10-03-2005

simulation results by presenting the simulated train running and reactions of the ATC subsystem.

� It acts as a testing tool for the Trainborne ATC subsystem for fault finding

Component breakdown The simulator is composed of: � A man-machine interface. This hardware is used for dialog with the simulator via

a keyboard / screen assembly. � An Execution Computer. This is the core of the simulator that performs all the

simulation, checking, keeping data file archives and reporting. 9.1.1.2 Trackside simulator The trackside simulator allows checking and verification of the proper operation of

trackside ATC computer components following component and/or LRU replacement action. The equipment allows the checking and verification of message reception function, message transmission function and interface checking function with interlocking and ATS and other interfacing systems.

Functionality � system integration test / sub-system validation for the non-redundant computer � generation of transmission messages � reception of trainborne sub-system messages � simulation of redundant sub-system and links � simulation of control inputs and indication outputs � message analyser

Component breakdown The simulator is comprised of: � A man-machine interface. This hardware is used for dialog with the simulator via

a keyboard / screen assembly. � An Execution Computer. This is a cubicle containing the simulator racks

associated with a control desk and provides interfacing with the Trackside ATC sub-system.

� The interfacing hardware providing for physical connection between the Execution Computer and the Trackside ATC sub-system.

9.1.1.3 Underframe Equipment Testing Tool

Functionality The Underframe Equipment Testing Tool interfaces with the Trackside simulator and Trainborne simulator. It can be used to test the following Trackside and Trainborne equipment:


90 10-03-2005

� Data transmission sensor � Antenna: message pick up sensors and trainborne message transmission device � Speed measuring device � Beacon

Component breakdown: The Underframe Equipment Testing Tool simulates train and the trackside equipment. It consists of the followings: � A trolley with train mounted Antenna, message pick up sensor and data

transmission and reception devices to simulate trainborne sub-system � A data transmission device with accessory � A trackside reception device with accessory � A speed measuring device

9.2 Portable Test Equipment

In a modern ATC system both trackside and trainborne ATC subsystems come with Maintenance Aid System (MAS) which is based on Built-In-Test in each subsystem to capture internal faults to facilitate fault diagnosis and identification of faulty components. The MAS system can generate fault messages which can be retrieved from a portable device and can be transmitted to report centre if communication links are provided. In general the MAS system detects � Line Replaceable Unit (LRU) failures � Train detection device failures � Data transmission failures � Power supply failures � Message reception and transmission failures

9.2.1 Portable Test Equipment

In general portable laptop will be used in order to retrieve archives from the MAS system. Based on the information of the fault messages a faulty LRU and/or component can be identified.

9.2.1.1 Portable Test Equipment for Trackside ATC sub-system

Laptop PC with specific software will be used as portable test equipment. Its main functions are � Retrieve alarms kept in the MAS of the subsystem � Display alarms by using specific MMI � Impose/remove temporary speed restrictions


91 10-03-2005

When connected to the ATC trackside subsystem it provides alarms related to LRU of computer unit, message transmission unit and trackside components.

9.2.1.2 Portable Test Equipment for Trainborne ATC sub-system

Laptop PC with specific software will be used as portable test equipment. Its main functions are � Retrieve alarms kept in the MAS of the sub-system � Display alarms by using specific MMI

When connected to the ATC trainborne sub-system it provides alarms related to LRU of computer unit, and underframe components.

9.2.1.3 Central sub-system

When the system comes with central control sub-system, it will normally be a computer based system and equipped with built-in-test functions. System/component faults will be kept by the system itself and will report to the operator direct on the control screen. There are no special tools for maintenance.

9.3 Central Maintenance Report Centre All modern ATC systems are designed with built-in diagnostic facility. Maintenance data can be retrieved by connecting a maintenance terminal to the ATC trainborne/wayside computer. In some systems a fixed maintenance terminal is provided. For centralised systems all the equipment status are available at the equipment centre, however, for distributed systems this information is only available on site. To minimise meantime to repair, which allows maintainers to restore the system to a functional state as quickly as possible it is recommended to set up a Central Maintenance Report Centre for the whole railway. However, when Central Railway and Western Railway are considered as two independent entities two such centres should be set up with one for each railway to facilitate management. Setting up a Central Maintenance Report Centre is one of the most important strategic maintenance approaches for system maintenance to minimise MTTR. Use of remote diagnostic tools together with local MAS system is a great improvement in efficiency and use of resource. To improve the working efficiency of maintenance scheduling and planning it is recommended that a remote maintenance terminal be provided at each car shed as well as at each Divisional Control room. Remote diagnostic includes a comprehensive set of tools, which notify Central Maintenance Report Centre operators of critical field failures. These tools will be used to provide operators with real-time status information for critical equipment.


92 10-03-2005

The primary purpose of these tools is to permit the operator at Central Maintenance Report Centre to organise an efficient response to equipment failures. Because the remote diagnostic tools will provide complete information regarding equipment failure, maintainers can be dispatched quickly to the exact location of the failed equipment, and can arrive well prepared with the tools and replacement parts needed to execute the repair quickly. Once maintainer arrives at the site of the failed equipment, local diagnostic tools will provide details of failure. These automated tools will help the maintainer to quickly identify failed equipment at a more detailed level than provided by the remote diagnostics. Local diagnostics will provide guidance to the maintainer through a sequence of steps, which will identify the lowest level unit to be replaced. Once the failure is rectified, local diagnostics tools will guide the maintainer through a test procedure, which will ensure that the repair has been carried out correctly.

9.4 Test track

To ensure ATC equipped trains are working correctly before put into operational service after maintenance it is required to test the trains dynamically on a Test Track and simulate their operation on a running line. The tests include all the normal train operational modes and ATP safety devices operation. A Test Track installed with all the necessary ATC equipment as required for these purposes is recommended. It can be used for trainborne equipment testing and commissioning at the project stage and for operational test after equipment maintenance after the system is handed over. To reduce transportation times it is recommended to locate the maintenance workshop and the test track in one place.

Functionality

� Track to train and train to track communications � Functional tests of the ATC system � ATO and ATP testing � Station stopping accuracy

The Test Track should allow dynamic tests of all ATC functions up to speed of 50

km/h for all modes of operation including both ATO and ATP. When space is a limitation factor, shorter test track of 400m can be used for low speed test and high speed test is to be conducted on the main running line. However, it is recommended to have a test track of 1.5 to 2 km long to allow the train to reach the top speed in a controlled area rather than running test train on the main running line.

Component breakdown

� Trackside ATC computer � Communication media for train to track and track to train communication � Trackside equipment


93 10-03-2005

� Test recording facility providing a comprehensive analysis of the performance of the ATC sub-systems under test

� Provide messages exchanged during the test for detailed analysis and record.


94 10-03-2005

10. STUDY TOUR TO RAILWAYS USING MODERN ATC SYSTEMS 10.1 VISIT PROGRAM

10.1.1 Group 1 Members 1. Rajendra Jain Chief signal & Telecom Engineer/MRVC

2. Ashok Kumar Chief Operating Manager/MRVC 3. Mahabir Prashad Chief Signal & Telecom Engineer, Central Railway 4. R N Verma Chief Operating Manager, Central Railway 5. G D Bhatia Senior Executive Director (Signal)/S&T/ RDSO, Lucknow. 6. Arun Saksena Executive Director (Signal)/ Railway Board

10.1.1.1 Hong Kong

Day Program Tuesday

07/09/2004 - Introduction of ATC Systems

Training Equipment Visit - Training Simulators • Cab Simulator • Signalling Indication & Control Panel (SICP) • Rail Task Trainer (RTT) • AFC Training Complex • Hydraulic Clamplock Point Machine • Training Compound & Training Track at KBD

Signalling Maintenance Centre/Workshop Visit - Briefing

- Infrastructures Maintenance Engineering Centre (IMEC)

- Maintenance Workshop at Kowloon Bay Depot - On Broad Signalling Equipment

- Point diagnostic system

Wednesday 08/09/2004

Central Control & Airport Line Signalling Equipment Visit - Briefing

- Operations Central Control Room (OCC)

- OCC Fallback Control Room

- Tsing Yi Station Control Room (SCR)

- Tsing Yi Signalling Equipment Room (SER)


95 10-03-2005

Day Program - Depot Regulator (DR) at Siu Ho Wan Depot

- Test Track at Siu Ho Wan Depot

- Electronic Workshop at Tsuen Wan Depot

Thursday 09/09/2004

KCRC Visit Brief on operating principles and system introduction. Visit SMC, VCC (Central equipment) SCS (station equipment) Depot and Training centre

10.1.2 France 10.1.2.1 Paris

Day Program Tuesday

20/09/2004 METEOR Bibliothéque maintenance facilities

METEOR Control Center (Bercy)

METEOR Trackside ATC

Visit of SACEM ATC system

Presentation of STS

Presentation of ATC products

10.1.2.2 Lyon

Day Program Tuesday

21/09/2004 Lyon Metro Operation and MAGGALY

Visit of OCC

Travel in Metro to Depot

Visit of Depot and maintenance facilities


96 10-03-2005

10.1.2.3 Paris Alstom

Day Program Wednesday 22/09/2004

Alstom CBTC solution

Alstom ATC product

Factory Integration and Validation Platform


97 10-03-2005

10.1.2 Group 2

Members 1. Shri V.K Agrawal , Deputy Chief Signal & Telecom Engineer /MRVC

2. Shri Muralilal Makwana Senior Divisional Signal & Telecom Engineer (North), Mumbai Central, Western Railway

3. Anil Mishra Senior Divisional Signal & Telecom Engineer (South),

Chatrapati Sivaji Terminus, Central Railway

4. Mukul Jain Senior Divisional Operating Manager, Chatrapati Sivaji Terminus, Central Railway

5. Ansul Gupta Director (Signal)/Railway Board

Day Program Tuesday

12/10/2004

- Introduction of ATC Systems

- Introduction of ATC Systems – DRL Seltrac System

- TIK Station Control Room (SCR)

- TIK Signalling Equipment Room (SER)

Wednesday 13/10/2004

Central Control & Airport Line Signalling Equipment Visit

- Central Equipment Room at KBD

- Operations Central Control Room (OCC)

- Central Equipment Room (CER) at TSY - OCC Fallback Control Room at TSY - TSY Station Control Room (SCR)

- TSY Signalling Equipment Room (SER)

- LAK Signalling Equipment Room (SER)

Thursday Signalling Maintenance Centre/Workshop Visit


98 10-03-2005

Day Program 14/10/2004 - Infrastructures Maintenance Engineering Centre (IMEC)

- Maintenance Workshop at Kowloon Bay Depot - On Broad Signalling Equipment - Depot Regulator (DR) at Tseun Wan Depot

- Electronic Workshop at Tseun Wan Depot

Friday 15/10/2004

Training Equipment Visit

- Training Simulators • Cab Simulator • Signalling Indication & Control Panel (SICP) • Automatic Train Supervisor System (ATSS) • Rail Task Trainer (RTT) • Training Compound & Training Track at KBD - Depot Regulator (DR) at Siu Ho Wan Depot

- Signalling Equipment Training Room - Training Track at Siu Ho Wan Depot - Test Track on Radio ATC system at SHD - Train Ride (Depot to TSY)

Saturday 16/10/2004

Holiday

Sunday 17/10/2004

Holiday

Monday 18/10/2004

KCRC Brief on operating principles and system introduction. Visit SMC, VCC (Central equipment) SCS (station equipment) Depot and Training centre


99 10-03-2005

10.2 THE VISIT 10.2.1 Hong Kong MTR 10.2.1.1 Training School

MTR Training School provides theoretical and practical training for all staff to operate and maintain the railway system. It comprises one human resource development centre in the headquarters’ annex building and an equipment training centre inside Kowloon Bay Depot. All theoretical lectures are conducted in the human resource development centre and practical training in the equipment training centre. This study tour covers part of the training centre. They are Rail Task Trainer Automatic Fare Collection Clamp lock machine Signalling Indication & Control Panel Integrated station control room

Training Track 10.2.1.2 Infrastructures Maintenance Engineering Centre (IMEC)

IMEC is to provide a one-stop shop services and a single point of contact for fault reporting of all major systems. It is equipped with remote diagnostic terminals for systems listed below. All fault alarms/reporting are automatically conveyed to this engineering centre. This centre will produce a maintenance order and is responsible for tracing all the maintenance orders from first time it is issued until the fault is rectified. This centre is manned 24 hours a day, 7 days a week. Fault reports on daily faults and findings of maintenance subsections are generated here. It also provides management of possession during non-traffic hours on all running lines and information on the associated engineering works Systems monitored in IMEC: 1. Power Remote Control Monitoring System 2. Rail Movement Joint (RMJ) Monitoring System 3. VICOS (Signalling Monitoring System for TKE) 4. Signalling Network Monitoring System for TKE 5. SACEM ATC Maintenance Terminal (MT) 6. Signalling Indication Control Panel (SICP) 7. Automatic Train Regulation System (ATR) 8. LAR Automatic Train Supervision System (ATSS) network monitoring system 9. Corporate Data Network (CDN) 10. IDN UPS Monitoring System 11. Digital Voice Recording Monitoring System


100 10-03-2005

12. Centralized Basestation Monitoring System (CBMS) 13. Train Mobile Radio and Hand Portable Radio Monitoring System 14. Pulse Code Modulation (PCM) Monitoring System for URL 15. Pulse Code Modulation (PCM) Monitoring System for LAR

10.2.1.3 Test Track at Siu Ho Wan Depot

Inside Siu Ho Wan Depot there is a two kilometres test track located close to the south boundary of the depot. It is provided for testing and commissioning of new trains and equipment or modified equipment or testing after equipment maintenance. On the day of visit, a train equipped with new signalling system for Penny Bay Resort Line from Alcatel was under test. It employs the latest radio technology. Train-to-track and track-to-train communication is through radio. Train positioning is achieved through reading coded tags mounted on sleepers at a spacing of around 50m apart. A metal proximate plate is mounted on the approach of the station stopping point to give the distance to stop information to the train to ensure accurate stopping at station. It is a driverless system and does not need any operator to drive the train. All controls are issued from the remote terminal at the Depot Control Centre at the time of testing. This remote terminal will be moved to the control station after the system is commissioned.

10.2.1.4 Electronic Workshop at Tseun Wan Depot (TWD)

A centralize workshop for all electronic equipment is located in Tsuen Wan Depot. It provides the second and third levels maintenance services as well as equipment calibrations. In the ATC equipment maintenance room it is equipped with a complete set of trainborne and trackside test equipment together with a simulator. This simulator can automatically generate a preset set of test scenarios to test the whole system. It is the key element used for identification of faulty unit and circuit board. After testing is complete a full fault report is generated to provide details for technician to pinpoint the problem area to narrow the way to find out the faulty component/s. ATC transmission equipment test rack is also included in this workshop. It simulates a train mounted with all types of antenna moving over a beacon and a transmission loop. From the data received on the trainborne equipment it can identify the faulty transmission component. A tachometer tester rack is also provided. It provides testing of the integrity of the tachometer such as correct coded clock counting sequences and optical sensor operation etc. Apart from ATC system equipment maintenance this workshop also provides services to the following equipment: Automatic Fare Collection System • Ticket Gates • Ticket Issuing Machines • Contactless Smart Card Add Value Equipment


101 10-03-2005

• Ticket Office Equipment • Ticket Encoding and Sorting machine • Station Accounting Computer Telecommunication System • Train Equipment • PABX System • PA System • Radio System • CCTV System • Networking Signal & Traction Control • Automatic Train Control • Computer Base Interlocking • Signal Relay • Traction Chopper Control • Train Brake Control Train Information Systems • Car Monitoring System • Event Recorder System • Seat Back Passenger Information System • Train Information System

10.2.2 Hong Kong KCRC 10.2.2.1 Equipment Room

Behind the mimic is the equipment room which houses all the telecommunication and signalling equipment. The system is designed to 90 second headway with 33 train paths per hour per direction. The ATC system is based on Seltrac moving block technology with loop transmission. All the control equipment is located at central equipment room. It comprises the System Management Centre Sub-system (SMC) and the Vehicle Control Centre Sub-system (VCC) and Radio Communication System. All equipment is provided with full redundancy to ensure high system availability. SMC is responsible for overall ATC system management. VCC is the vital piece of equipment. It ensures safe operation of trains and issues all the train movement authorities to trains running on the main running line through transmission loops. These transmission loops provide bi-direction communication between trains and VCC. Each train will be interrogated in turn to report its position and receive commands from VCC. In this system train positioning depends on the loop crossover positions and the displacement from the crossover and no track circuit is needed for train detection.


102 10-03-2005

10.2.2.3 Cab Simulator

The Simulator complex provides a realistic training capability enabling drivers to gain experience in new EMU handling and operating procedures, and continuous training for operational personnel when familiarization with new techniques or modifications are required. The main feature of the simulator is a structure built as a replica of the section of the train incorporating the driver station. Selection, control and monitoring of training exercises are accomplished by the instructor’s console. The console is so positioned that the instructor may observe the driver’s actions without intruding into the training cab. The main features of the console are touch-sensitive screens, which display, in colour, pre-prepared ‘page’ of information updated, as appropriate, as the exercise progresses. During the training exercise, the effects of selected environmental conditions, driver’s actions and instructor’s inputs are continuously computed and data is transferred to update the simulator electronics systems as well as for recording. This data enables the instrumentation, communications and sound systems to be continually modified to simulate the prevailing running conditions.


103 10-03-2005

10.2.3 Paris Line 14 Meteor System 10.2.3.1 Biblotheque Workshop The visit began with a train ride on Paris Line 14 on Meteor system at Gare de Lyon.

A special arrangement had been made to take all the guests from the main running line to the maintenance workshop at Biblotheque. This workshop is mainly a rolling stock maintenance workshop. Routing maintenance will be carried out every 50kkm, heavy maintenance at every 150kkm and bogie changes will be made at other workshop every 750kkm. Train is equipped with both rubber tyres and steel wheels in pair arrangement. On the main running line rubber tyres provide full support of the train load. In case of flat tyre the train will fall as the tyre deflates and the steel wheel pair will take up the load of the train. However, in the maintenance workshop no support for rubber tyre is provided and train can only run on steel wheels. The advantage of using rubber tyre is to allow high acceleration rate and braking effort to be achieved. This will help to improve headway performance.

This workshop also provides light maintenance and preventive maintenance for

electronic equipment up to line replaceable unit level. Equipment fault alarms are sent to the workshop directly from Operation Control Centre and from the fault diagnostic system of the train. All these alarms are kept in the harddisk and can be download when required. This fault diagnostic system provides useful maintenance information of equipment down to circuit board level. It helps to speed up line replaceable unit and/or circuit board replacement at this workshop. Equipment requires major repair and low level electronic equipment maintenance will be sent to the electronic workshop at St Ouen in which a complete set of fault diagnostic system is installed.

Construction work is taking place at the far end of the Biblotheque workshop to

extend the line to join Line 7 in which mixed train operation begins with non-ATC equipped trains on Line 7. When the extension work is complete this workshop will be removed and form part of the running line.

Train after arriving at terminals will turn back at turn back siding. This is all done

automatically and takes 6 seconds for a train to shut down and start up for the return journey.

10.2.3.2 Bercy Operation Control Centre (OCC) Paris Line 14 is the only fully automated line in the RATP metro system. It is

managed by an advanced integrated automation system with a modern ATC system which is provided by Siemens Transportation Systems. It started its operation on 15 October 1998 serving stations between Bibliotheque Grancois Mitterand and Madeleine. It extended to station Gare Saint-Lazare in December 2003. It now


104 10-03-2005

consists of eight stations with a total route length of 8km. It is served with nineteen six-car trains (rakes) including spare trains and trains for scheduled maintenance with end to end journey time of 13 minutes. Daily ridership stands at 330,000 in 2004 with design capacity of 60,000 passengers per hour per direction. It operates at one minute forty five second headway at peak hours but can run at headway as low as one minute twenty five seconds. It operates at an average speed of 40kph, including the dwell times at stations. It is significantly faster than other conventional Paris metro lines which are only running at an average speed of 25kph. As it is a fully automatic system without the need of an operator on board the train operations can be adjusted to the actual passenger demands quickly and easily as far as spare train is available. It is very flexible and can handle short term upsurge of passengers at any time of the day.

The ATC system is SACEM based system. It operates based on a distance-to-go

principle in which train operation is based on limit of movement authority, normally the end of the track circuit occupied by the immediate preceding train. However, in this system it introduces software based track circuit boundaries on top of the physical track circuit boundaries so that trains can move closer to one another than the original SACEM distance-to-go system. Communication between trackside and trainborne is through transmission line. Adopting this approach it makes it easily overlying this system on other signalling/ATC system to allow mixed train operations as they do on the line 14 extension to existing convention metro lines.

To ensure the safety of passengers is properly addressed a direct radio link between

the operations control centre and every station as well as every single train is provided. It not only provides an audio connection but also a video link. Operators in the operations control centre can actually have a face to face conversation with the caller on train or on the platform. Full CCTV coverage is provided at every corner of the railway to ensure high level of security is maintained. The comprehensive communication system together with a fully driverless operation system reduces staffing level to a minimum and there is significant saving in term of staff cost.

It is planned to extend the line at both ends. At the north it will join Line 13 and in the south with Line 7 on shared tunnel and mixed train operation. Its operation is very flexible and can increase train service easily by issuing a command from the OCC direct.

The OCC is situated at Bercy. It only controls one line, Line 14. Under normal

situation operation is fully automatic and no human intervention is required. In this control centre it provides supervision and control functions to the operator for train movements, traction power supply, environmental control, station operation and surveillance etc. There is a hardwire mimic diagram depicting the line diagram of the line and showing train positions in the middle of the control centre positioned above eye level viewing from the control desk while sit. On each control console there are a


105 10-03-2005

number of terminals for operator to monitor the railway line and stations and execute control commands when manual intervention is required. An engineering control desk is positioned next to the operator control console. It ensures immediate action is taken by the engineers to reduce any service interruption from occurring due to equipment failure. All the diagnostic information coming from the fields or trains will be displayed on the relevant terminals to allow engineers to determine the technical problems that are encountered and propose appropriate solutions at the spot to reduce the impact to service.

OCC equipment room is just situated next to the control room. It houses the

complete communication and signalling equipment for full central control operation. As some of the commands from OCC are safety critical special safety equipment is provided to support these requirements.

10.2.3.3 System Performance

The ATC system achieves an overall availability of 99.4% with less than one emergency brake per day and less than two station missed per year. Automatic initialization function works well and it only requires manual intervention after failure occurs in less than one in nine months. The only problem it encounters in operation is loss of reception which causes emergency brake application.

10.2.4 Paris RER Line A 10.2.4.1 RATP

Regie Autonone de Transporte Parisients (RATP) railways consists of 14 metro lines with about 400 stations, two little lines, part of RER lines in Paris centre, two tram lines and approximately 200 bus lines. It employs a total of 44000 staff. There are three main types of trains, they are MS61 train sets, MI84 train sets and MI2N train sets. As the train service demands increased in the mid 80’s the colour light signalling system could not meet the operational service requirement of 55000 passengers per hour. In order to improve the system throughput of RER Line A, SACEM system was introduced in 1989 with a service of 24 train paths per hour and progressively increased to 30 train paths per hour i.e. two minute headway in 1991. RER Line A is the first sub-urban railway equipped with ATP system. It serves a wide area and stretches out of Paris to sub-urban areas. In the east it branches out to Marne-la-Vallee/Chessy and to the west it reaches St-germain/Poissy and Cergy-St-Christophe with three branches altogether. The total route length is 77.1 km, however, only the section within the Paris perimeter which is about 20km is equipped with SACEM ATC system the outer branches are only equipped with conventional colour light signalling system. The operating speed is 100 kph with


106 10-03-2005

station dwell time of 50 seconds within Paris. There are altogether 64 trains (rakes) with a daily patronage of 900,000. The SACEM system operates based on a distance-to-go principle in which train operation is based on limit of movement authority, normally the end of the track circuit occupied by the immediate preceding train. It was designed as an overlay system to allow mixed train fleet operations. This on one hand allows easy system implementation and on the other hand benefits of improved capacity can be realised sooner as ATC equipped trains are introduced into the system. This ATC system was jointly developed by Matra Transport, GEC Alsthom and CSEE at the beginning of the development. CSEE dropped out before the product was realised for railway operation. Matra provided the trainborne system whist Alstom offered the trackside system. The SACEM ATC comes with cab signalling driving aid. Train can be operated in poor visibility and it eliminates human error and speeding associated with manual driving. This improves operations safety. It also reduces on-board staff required for long distance manual driving with increase traffic capacity offered by the system. The modular design and in-built self diagnostic system for both on trainborne and trackside sub-systems help to speed up fault findings and put the system back to service quicker.

10.2.4.2 SACEM System and Cab Signalling

This SACEM ATP system is a continuous system. Trackside to trainborne communication is achieved through rail transmission. The trainborne signal pick up antenna is mounted above the rail in front of the first axle of the train to pick up the inductive signal from rail. This ATP system operates by dividing the line into sections and each section is controlled by an ATP computer. This system allows mixed train operation to be achieved. When an ATC equipped train approaches a signal it masks out the signal and displays a St Andrew cross to signify that the signal can be ignored for an ATC train. The train should be operated based on cab signal. When a non-equipped train is running on the line it just obeys the signal aspect displayed on the signal head. Inside the cab there is a cab display unit located above the speedometer. A three-digit speed display is provided within a coloured frame. When the yellow frame is illuminated it indicates that the displayed speed is the target speed the train should aim at before it reaches the end of the track section. When a green frame is illuminated it indicates the displayed speed is the maximum permitted speed the train can operate. On the right of the speed display there are a yellow and a red indications which provide the approach to the next stop indication. In this system it permits train passing a signal at red by pressing the pushbutton for overrunning of signals.


107 10-03-2005

10.2.4.4 Signalling Equipment Room

Signalling equipment room at Vincennes houses the interlocking system for colour light signalling as well as the ATP equipment for the area concerned. Interlocking system is based on traditional French relay interlocking and interfaces with ATP system. The ATP system is based on rail feed SACEM technology with cold standby redundancy. Data logger terminal for PC access is provided for data downloading or viewing of equipment status and fault log data. There is no direct link to the maintenance centre and all fault diagnosis is done on site. Data can be retrieved for detailed analysis and reference. All major and component repairs are carried out at St Ouen workshop in which a comprehensive set of simulator and maintenance gears are available.

10.2.4.5 System Performance The overall ATP system availability is 93% with single trainborne unit on train and

cold standby redundancy on trackside system. Switching from failed trackside system to standby system takes a few second to complete. This paralyses the operation of the system. The system operates satisfactory with one minor cab signal display problem which is called “flash of yellow”. When a train is approaching a train movement authority, the first indication displayed is 30kph in a yellow frame. The train has to slow down until it reaches or below 30kph then a 0 km/h is displayed in a red frame. Sometimes due to the delay in decompression of the receipt data from track to train transmission, this usually happens when there is data overload, then a movement authority suddenly appears that lasts for a few milli seconds which causes emergency brake application.

10.2.5 Lyon Line D

Lyon metro system consists of five lines. It is managed by Lyon Transportation Union (SYTRAL in French), the owner of public transport, with 26 persons through general public election. SLTC is the railway operator and the only transport operator in Lyon. It operates all modes of transport of the city including light rails and buses. Among all five lines of the Lyon Metro system Line D is a fully automatic operation railway line with Maggaly ATC System.

10.2.5.1 Maggaly System At the beginning of the 1980s, the SYTRAL decided to extend its metro network by building a new line. This is called Line D, a 13.5 km long line with 15 stations. It is an entirely automatic and driverless railway. It serves the city of Lyon on a north-east, south-east axis. Siemens Transportation Systems was hired to design and built the first large-scale entirely automatic metro. The system is called Maggaly ATC


108 10-03-2005

system. It is a rubber-tired subway system with fully driverless automated train operation both on the main running line and in the depot. Train insertion and removal from the main running line is timetable based without human interventions. Staff are only required at Operations Control Centre, station booking office and maintenance workshop and there is no staff deployment on train and in the depot fan area. This Maggaly system is a CBTC moving block system without track circuits. The design headway is 60 seconds and the operational headway is 90 seconds at a service speed of 32 km/h. Daily ridership reaches 230,000. Train operation is based on movement authorities received from trackside system. Each train determines its own position and its speed, and compares them with the movement authorities and the maximum speed allowed in the section. It then projects ahead of itself a safe stopping distance according to its current speed. The distance should always be less than the movement authority allowed. Train positioning is derived from the information received from the trackside. The line is divided into segments and each segment has its own identity. This together with the distance count of the tachometer provides an accurate position of the train on the line. It is a fully bidirectional communications system that uses inductive loops. This line comprises 15 stations with 11 signalling equipment rooms. Trackside and trainborne equipment are fully redundant to achieve high availability.


109 10-03-2005

10.2.5.2 Pasilly Depot

Lyon Line D depot is situated at Pasilly about 15 minutes walk from the station. It is a fully automatic operation depot. Train movements in and out of depot are based on timetables without manual intervention. However, train movements in and out of maintenance tracks are done manually. Handover of automatic to manual operation or vice versa is carried at the transfer berth at which mode change is taking place. Fences are provided in the depot to segregate the automatic operation areas from workshop and building access paths to prevent track trespass. At the entrance of the maintenance track a service tunnel below track level is provided for access to the underframe equipment. A signalling equipment room is just outside the stabling tracks. Access to the equipment room is strictly controlled with permission from Traffic Controller at Operations Control Centre. In this equipment room it houses the interlocking system and the ATC equipment. Interlocking is based on French relay interlocking system and the ATC system is the Maggaly moving block ATC system. All equipment is provided with hot standby redundancy.

10.2.6 Alstom Meudon Office

Meudon office is the centre of excellence of Alstom on information solutions. It provides services on Integrated Control Centre, Communication Based Train Control System, ERTMS, System Engineering, and Software Engineering and Development. This site has achieved CMM level-four accreditation.

10.2.6.1 CBTC System

The focus of the visit is on Alstom’s CBTC system. IAGO CBTC system has been in service on Singapore North-East Line. Trains of six-car set can travel as close as 90 seconds apart at 90km/h, compared to two minutes and 80km/h on other lines in Singapore. Installation works of similar system on two other railways are in progress. They are the Singapore Circle Line and Switzerland Lausanne Line.

IAGO CBTC system is now called MASTRIA ATC system. This system contains a series of products for different application, such as ETCS, RBC, Fixed Block and CBTC. The IAGA system uses automatic moving-block technology with two-way digital transmission. It comprises an Automatic Train Protection (ATP) sub-system to eliminate the risks of collisions and derailments, an Automatic Train Operation sub-system (ATO) which provides driverless train operation and Train Data Management sub-system (TDMS) to collect and dispatch the rolling stock information with fixed equipment. A high level of integration between signalling and telecommunications is achieved through the use of wide bandwidth waveguide information network to transmit signaling, data, video and voice signals. Base stations are located within the signalling equipment room. Transmission is through


110 10-03-2005

leaky waveguide of 2.4 GHz to 2.5GHz. This waveguide is installed within the four foot way and is made of rectangular aluminum tube with slots on its top face. The slot is also used by trains to derive their positions on the track.

The advantage of this system is its flexibility of train maneuvering. Traffic controllers at control centre can decide whether to pull the train out of service at its next stop or wait until the end of the day's revenue service before it is sent to the depot for repair or introduce additional train into the railway line. Extra trains can be safely introduced into service at any moment to increase passenger capacity almost instantaneously.

10.2.6.2 Factory Integration and Validation Centre A Factory Integrated and Validation Centre is established within the complex. The

main purpose of setting up such a centre is to identify problems at system and interface levels as early as possible before the system is delivered to site. Simulator with comprehensive simulation scenarios are developed in collaboration with sub-contractors. Each sub-system goes through a detailed scenarios test and functional tests before integration tests are carried out. Trackside signals are simulated and coupled to the trainborne equipment through serial links. Similar links are provided for train to track transmission as well as to ATS, data communication network and central control equipment. After this integration test dynamic tests are to be carried out at Valenciennes which is some two hundred km north of Paris.


111 10-03-2005

11. FINANCIAL AND COST BENEFIT ANALYSIS

The economic analysis has been based assessed within the broad frame work of cost-benefit analysis generally used for public transportation infrastructure projects. The economic evaluation considers the project costs and benefits taking the viewpoint of the overall economy, covering both costs and benefits ‘internal’ and ‘external’ to MRVC. The economic analysis has been carried out considering the economic costs and benefits arising out of the project during its entire life cycle considering ‘with the project’ and ‘without the project’ scenarios. The said streams of economic benefits and costs have been utilized to calculate the Economic Internal Rate of Return (EIRR). EIRR indicates the return, which the society would derive from the investment in the project.

The Headway improvement achieved by means of installation of Automatic Train Control (ATC) System on any rapid transit system worldwide has been a cost intensive proposition with their financial viability being evaluated only after a certain portion of the cost has been considered as a Capital Grant. MRVC will need to take a view on the model to identify the component of capital costs that can be considered as a Capital Grant. Financial analysis for the project has been carried out to ascertain the proportion of the Project Cost that would be required to be funded in the form of a Capital Grant to obtain a desirable Financial Internal Rate of Return (FIRR). In all the projects of such nature present globally including ATC systems in Hong Kong, and US a large component of capital cost has been procured as a Capital Grant. The analysis has been carried out using capital cost estimates at 2004 prices. Assumptions and reference documents are given in section 11.3. The data for the Capital investment has been collected from the various suppliers like Siemens, Alstom and Alcatel and an estimated average has been worked out for the Capital costs keeping in view the technical and topographical conditions of the existing Mumbai Suburban system. The Working Expenses and Earnings Model has been formulated on the basis of data supplied by Mumbai Railway Vikas Corporation (MRVC). This model has used the unit costs, various elasticity’s, conversion factors for elements like GTKM, Passenger Originating & yield per passenger-km from the Base Financial model of MRVC. The objective is to view the proposed financial model from the similar base as MRVC is using presently so as to avoid any inconsistencies. Only the incremental earnings and operating & maintenance cost on account of the project have been considered in the analysis.


112 10-03-2005

11.1 Capital Cost of the Proposed System

The costs of Headway Improvement project are largely driven by the costs of Design, supply and installation of Automatic Train Control (ATC) System. It is advisable to further examine the need to acquire an ATC system, in absolute terms and relative to the cost of the whole transit system. Conventionally, ATC equipment costs are roughly 3 to 5 percent of the total capital costs for a rail rapid transit system. The capital costs of an ATC system are influenced by a number of factors, primarily: Level of Automation – the number of ATP, ATO and ATS functions, which are automated and the degree of operational sophistication (the number of running speeds, degree of supervisory control, or station stopping accuracy). System size and configuration – miles of track, number of interlocking, number of stations and terminals, the number of trains or vehicles operated, and the nature of the train consist. Condition of Installation – installation as part of the original construction of the system or as add-on to a system already in service. Customized designs – the degree to which a specific ATC installation differs from other ATC designs in use within the system or elsewhere and the degree of custom engineering required to meet the local requirements. The Capital costs of various sections including Mobilization, Design, Manufacturing & Delivery, Installation, Testing & commissioning are given below. The capital cost is presented separately for way-side equipment, train-borne equipment for existing rakes, test tracks, workshop and maintenance facilities and for other capital expenditure. The cost includes mobilization, submittal, installation, training, testing and commissioning, system acceptance, design and other components. The capital costs for each item have been obtained at present day price estimates in US Dollar or Indian Rupees, as the case may be. Based on the phasing of expenditure, the same have been indexed with changes in the inflation indexation factors / exchange rate variations. For the purpose, the exchange rate has been considered as INR 45 per USD for FY 04-05 and inflation index for the year has been considered as 1.00. For the subsequent years up to the first year of operation, inflation rates for India & US have been assumed at 5% p.a. and 2% p.a. respectively. Depreciation of INR vis-à-vis USD has been calculated for each of the following years using the inflation rates for India & US mentioned above. The Capital Cost for Head Way Improvement by installation of ATC Systems is estimated at Rs. 13,525.5 million at FY 04-05 prices and exchange rates. A detailed


113 10-03-2005

activity-wise, line-wise and section-wise break up of capital costs is presented hereunder: Table – I Headway Improvement Capital Cost (Other than cost of train-borne equipment, test tracks, workshop & maintenance facilities and relating to acquisition of additional rakes):

Particulars Capital Cost

292.38 USD million 13,157 INR million

Activity-wise Activity Cost (USD million)

Activity Cost (INR million)

Mobilisation 22.5 1,012 Submittal 16.1 725 Installation 63.2 2,845 Training 1.1 50 Testing and commissioning 25.1 1,131 System Acceptance 0.8 37 Spare, special tools diagnostic equipment 10.1 454 Way side equipment cost for the section 83.6 3,763 Design 69.8 3,141

Line – Wise Cost

(USD million) Cost

(INR million) Western Line 120.4 5,418 Central Line 112.0 5,039 Harbor Line 60.0 2,700

Section – Wise Cost

(USD million) Cost

(INR million) Churchgate – Borivali 68.2 3,069 Borivali – Virar 52.2 2,349 CSTM – Kalyan 35.7 1,605 Kalyan – Kasara 45.1 2,031 Kalyan – Karjat 31.2 1,403 CSTM – Vashi 35.4 1,594 Vashi – Panvel 24.6 1,106

Table – II Headway Improvement Capital Cost (Test tracks, workshop & maintenance facilities):

USD million INR million Test Tracks (nos. 2) 2.00 90 Workshop & Maintenance Facilities 5.00 225


114 10-03-2005

Table – III Headway Improvement Capital Cost (Train-borne equipment for existing rakes):

(INR million)

Line Existing Rakes (Nos.)* Capital Cost per Rake Capital Cost for existing Rakes

Western 79 0.29 23 Central 79 0.29 23 Harbor 26 0.29 8 Total 184 53

*12-car equivalents considering the rake holding as provided for in Western & Central Line time tables for 2007-08. Table - IV Summary of Capital Expenditure (at current prices and exchange rates) estimated for implementation of Head Way Improvement (excluding the cost of additional rakes):

Line Western Line Central Line Harbor Line Total Particulars USD million INR million USD million INR million USD million INR million USD million INR million

Mobilisation 10.6 477.4 7.7 348.1 4.1 186.5 22.5 1,012.1 Submittal 7.4 333.4 5.7 254.9 3.0 136.6 16.1 724.8 Installation 18.7 840.2 29.0 1,305.3 15.5 699.5 63.2 2,845.0 Training 1.1 50.0 - - - - 1.1 50.0 Testing and commissioning

7.4 333.4 11.5 519.0 6.2 278.1 25.1 1,130.6

System Acceptance 0.4 16.7 0.3 13.1 0.2 7.0 0.8 36.7 Spare, special tools diagnostic equipment

5.6 253.4 2.9 130.5 1.6 69.9 10.1 453.9

Way side equipment cost for the section

34.8 1,567.0 31.8 1,429.7 17.0 766.1 83.6 3,762.8

Design 34.4 1,547.0 23.1 1,038.1 12.4 556.3 69.8 3,141.3 Train-borne Equipment for existing Rakes

23.0 22.8 7.6 - 53.4

Test tracks, workshops & maintenance facilities

7.00 315.0

Total 120.4 5,441.4 112.0 5,061.5 60.0 2,707.6 299.4 13,525.5

Based on the increased number of trains that can be run post Headway Improvement, rakes required for the same have been arrived at as under:


115 10-03-2005

Table – V Rake Requirement after Headway Improvement:

Section (All data for peak direction, peak period)

Round Trip Time (seconds)

TPH possible (peak direction)

After Improvement

No. of Round Trips

during peak hours No. of Rakes Required After Improvement*

Churchgate - Borivali (Local) 8,330 22 1.30 51 Churchgate - Borivali (Through) 5,872 22 1.84 36 Borivali – Virar 4,910 14 2.20 21 CSTM – Kalyan (Local) 10,510 21 1.03 61 CSTM – Kalyan (Through) 7,680 23 1.41 49 CSTM - Vashi - Panvel 9,832 20 1.10 55

Total 271

*12-car equivalents The number of rakes required post Headway Improvement would be 271. To allow for maintenance and standby requirements, additional 10% rakes would have to be provided for, taking the total rake requirement to 298. Thus, 114 additional rakes would be required to be introduced to take full advantage of the Headway Improvement. Capital cost of acquiring an additional rake has been considered as Rs. 230 million. Thus, capital expenditure to be incurred for acquiring additional rakes would be of the tune of Rs. 31,951 million (after accounting for inflation). Further, these rakes shall have to be fitted with train-borne ATC equipment. Cost of train-borne equipment per rake has been considered as Rs. 0.12 million. The details of cost of acquisition of additional rakes and train-borne equipment for the same are presented hereunder:

Table – VI Capital Cost of (a) Acquisition of new rakes & (b) train-borne equipment for new rakes:

(INR million)

Line Additional Rakes

Proposed *

Train-borne equipment cost for additional rakes (per

rake) Train-borne equipment

cost for additional Rakes

Capital Cost for additional Rakes at

current prices Western 38 0.12 5 8,676 Central 43 0.12 5 9,812 Harbor 34 0.12 4 7,782 Total 114 14 26,271

* 12-car equivalents The capital cost of acquiring additional rakes has been considered for the purpose of economic analysis only. The same has not been added to the capital cost of the Headway Improvement Project and has not been considered for the purpose of the financial analysis.


116 10-03-2005

A detailed program chart of the implementation phase of 4 years is provided in Appendix R annexure – VI. The detailed break-up of Capital costs is provided in Appendix R annexure – II.


117 10-03-2005

11.2 Investment Schedule of the Proposed System

The implementation of the Project is assumed to begin during FY 05-06 and to be completed over a period of four years. The year wise expenditure has been arrived at assuming increase in capital cost due to change in inflation index / exchange rate, as applicable. Head-wise and section-wise capex phasing is assumed as under:

Table – VII Investment Schedule during the Implementation Period for the entire sub-urban system (Other than train-borne equipment, test tracks, workshop and maintenance facilities):

(in INR million) Year 2005/06 2006/07 2007/08 2008/09 Total

Section-wise Churchgate - Borivali 768 576 720 1,258 3,322 Borivali - Virar 588 441 551 963 2,542 CSTM - Kalyan 401 301 376 658 1,736 Kalyan - Kasara 508 381 476 833 2,198 Kalyan - Karjat 351 263 329 575 1,518 CSTM - Vashi 399 299 374 653 1,725 Vashi - Panvel 277 207 259 453 1,197 Line-wise Western Line 1,355 1,016 1,271 2,221 5,863 Central Line 1,260 945 1,182 2,065 5,452 Harbor Line 675 506 633 1,107 2,922 Entire System 3,291 2,468 3,086 5,393 14,238

Table – VIII Investment Schedule during the Implementation Period for the entire sub-urban system (Test Tracks, workshop and maintenance facilities):

Year 2005/06 2006/07 2007/08 2008/09 Percentage proportion 0.00% 0.00% 100.00% 0.00% Investment value (INR million)

Present Day Value -- -- 344 -- Inflation Indexed -- -- 398 --

Table – IX Phasing of Train-borne Equipment Cost (for the Existing Rakes):

(INR million) Year 2005/06 2006/07 2007/08 2008/09 2009/10 Total

Percentage Proportion 0.00% 0.00% 25.00% 50.00% 25.00% 100.00% Western - - 7 14 7 28 Central - - 7 14 7 28 Harbor - - 2 5 2 9 Total - - 15 32 17 65


118 10-03-2005

Table – X Phasing of Train-borne Equipment Cost (Additional Rakes):

(INR million)

Year 1st year 2nd year 3rd year 4th year 5th year Total Year 2005/06 2006/07 2007/08 2008/09 2009/10

Percentage Proportion 0.00% 0.00% 25.00% 50.00% 25.00% 100.00%

Western - - 1 3 1 6 Central - - 1 3 2 6 Harbor - - 1 2 1 5

Total - - 3 8 4 17

Table – XI Phasing of Additional Rakes Acquisition Cost

(INR million)

Year 1st year 2nd year 3rd year 4th year 5th year Total Year 2005/06 2006/07 2007/08 2008/09 2009/10

Percentage Proportion 0.00% 0.00% 25.00% 50.00% 25.00% 100.00%

Western - - 2,511 5,273 2,768 12,208 Central - - 2,840 5,964 3,131 13,807 Harbor - - 2,252 4,729 2,483 10,950

Total - - 7,603 15,966 8,382 31,951

Table - XII Total Capex Phasing:

(INR million) Year 2005/06 2006/07 2007/08 2008/09 2009/10 Total

Western 1,355 1,016 3,790 7,511 2,777 16,449 Central 1,260 945 4,030 8,046 3,140 17,421 Harbor 675 506 2,889 5,843 2,487 12,401

Others - - 398 - - 398 Total 3,291 2,468 11,106 21,400 8,404 46,668


119 10-03-2005

11.3 Methodology & Key Assumptions Underlying the Workings

Headway Improvement Project is proposed to be taken up with a view to increase the number of trains during peak hour periods so as to reduce the crowding in the trains to more desirable levels. Reduced crowding will not only result in increased comfort to the passengers but will also contribute to higher growth in railway passenger traffic. In order to arrive at the incremental financial and economic benefits and costs on account of Headway Improvement, the workings have been done using two scenarios viz. with and without Headway Improvement. Parameters relating to unit costs of working expenses heads, passenger traffic, average trip length, average speed, crowding and service elasticity’s, etc. have been used from the financial model of Mumbai Sub-urban System Business Plan Base Case supplied by MRVC. Input, Revenue and Cost estimates of the said model are placed at Appendix R annexure – VII hereto. The analysis has been carried out considering the following sections of the system: I. Churchgate – Borivali II. Borivali – Virar III. CSTM – Kalyan IV. CSTM – Vashi – Panvel Kalyan – Kasara & Kalyan – Karjat sections have not been included in the analysis. Even with the existing headway it is possible to run more services in these two sections but the lack of adequate traffic does not justify the same. However, in order to maintain uniformity in the systems across all the sections, Headway Improvement work would also be required to be taken up in these sections. Thus, for Kalyan-Kasara and Kalyan-Karjat sections while the capital cost for Headway Improvement has been considered, no incremental benefits (economic or financial) have been considered. Even if any additional trains are run on this section, the same will be done utilizing the existing headway and no incremental costs and benefits on account of the same can be attributed to Headway Improvement, except for the maintenance expenses for the way side and train borne equipment installed in these sections as a part of the Headway Improvement Project. For the purpose of financial analysis - the passenger fare and operating expenses have been assumed to grow at 5% p.a. for the 20-year projection period to account for the impact of inflation. For the purpose of economic analysis, the relevant unit costs and unit benefits have been indexed by applying an inflation rate of 5% p.a. up to the first year


120 10-03-2005

of operation after Headway Improvement i.e. 2008-09. Thus, the entire economic analysis has been carried out at constant 2008-09 prices.

11.3.1 Number of Trains Post Headway Improvement

The primary basis for the evaluation of incremental working expenses and the benefits is the increased number of trains run and incremental passengers that would be carried on each section as a result of the Headway Improvement. There is substantial improvement projected in terms of line capacity and the headway due to re-spacing of signals after the implementation of MUTP Phase- I projects. In the first step, number of trains possible to be run in each section with improvement in headway has been calculated. The improvement in peak hour crowding and passenger traffic will be on account of the increase in train services during peak hours. The maximum number of trains that can be run in a section post Headway Improvement has been calculated as under: Maximum Number of Trains Per Hour in a Section = 3,600___ __ x

Worst Headway in the section (in seconds) The details of worst headway (in seconds) post Headway Improvement, maximum number of trains that would be possible to run post Headway Improvement as also the number of trains proposed to be run post MUTP-I in 2007-08 are presented hereunder: Table – XIII Number of Trains Possible in Each Section after Headway Improvement:

Section Worst Headway Post Improvement

(seconds)

TPH possible (peak direction) (All data for peak direction, peak

period) Before Headway Improvement

(MUTP-I, 2007-08)* After Headway Improvement

Churchgate – Borivali (Local) 160 14 22 Churchgate – Borivali (Through) 162 17 22 Borivali – Virar 258 12 14 CSTM - Kalyan (Local) 164 15 21 CSTM - Kalyan (Through) 151 16 23 CSTM - Vashi - Panvel 178 12 20

* obtained from MRVC’s proposed 24-hour time table for Central & Western Railway sections post MUTP - I It can be observed from the above that Headway Improvement will result in substantial improvement in train services across all sections, except in the Borivali – Virar section where the impact will be marginal. The reason for marginal impact of


121 10-03-2005

the project is due to the Headway in the section remaining high at just under 258 seconds due to constraints imposed by the existing yard layout (turnaround at platform 1 & 2). The Headway post installation of ATC system of 258 seconds (243 seconds + 15 seconds) is based on platform 1 & 2 operations at Virar. Both platforms use the same set of points for turnaround (Reference: page 196 of Appendix J). In this study, only the best headway achievable with most operational constraints has been considered. Present worst headway of this section considering the turn around on platform 1 & 2 is 334 seconds. While, the Borivali - Virar section is to have two corridors, one of the corridors is proposed to be utilized mainly for long distance trains. Therefore, for the purpose of the present analysis local train movements have been considered only along one corridor. For the economic and financial analysis, the increase in number of trains has been assumed to take in phases – the trains are increased in a given section (starting FY 08-09) such that the loading for a 12-car equivalent train in the section stays at around 3,000. In all sections (except CSTM-Vashi-Panvel), all possible trains shall have to be added within first two years after Headway Improvement i.e. by FY 2009-10 as can be observed from the under:

Table – XIV Incremental Train Additions after Headway Improvement:

(no. of trains, both peaks, peak direction) Section Particulars 2008-09 2009-10 2010-11 2011-12 2012-13

Churchgate - Borivali

Before Headway Improvement* 190 190 190 190 190 Possible After Improvement 264 264 264 264 264 Added during the year 74 0 0 0 0

Borivali - Virar Before Headway Improvement* 74 74 74 74 74 Possible After Improvement 84 84 84 84 84 Added during the year 10 - - - -

CSTM - Kalyan Before Headway Improvement* 184 184 184 184 184 Possible After Improvement 258 258 258 258 258 Added during the year 71 3 - - -

CSTM - Vashi - Panvel

Before Headway Improvement* 74 74 74 74 74 Possible After Improvement 120 120 120 120 120 Added during the year 29 2 4 3 2

* obtained from MRVC’s proposed 24-hour time table for Central & Western Railway sections post MUTP - I For the sake of convenience and based on the observations from the existing data, the incremental improvement in number of train services has been assumed to be same for both Morning and Evening peaks.


122 10-03-2005

The choice or decision of running the number of trains on each section has to be taken by MRVC to estimate the accurate scenario after a detailed timetabling exercise keeping in view the improved headway.

11.3.2 Changes in Crowding & Passenger Growth

Benefits due to reduction in crowding on account of increased number of trains owing to Headway Improvement will be derived from FY 2008-09 onwards. Section-wise number of trains as also peak hour sub-sectional loadings in 2007-08 (i.e. a year before benefits of Headway Improvement start flowing) have been obtained from MRVC’s proposed time tables for Central & Western Railway sections. Peak Hour sub-sectional loadings used in the said time-table are based on projections made in the 1996 Atkins Study. Section and sub-section wise loadings for local and through lines are not available separately. Therefore, attempt was made to find out sub-section loadings per rake during peak hours. Based on the same, the critical sub-section i.e. the one with highest peak hour loading per rake was arrived at. This assumes that loading in a given sub-section would be the same irrespective of whether a line is local or through. The passenger comfort can be considered to be achieved only when the loading is reduced in the critical sub-section. Thus, the change in critical sub-sectional loading has been considered as a measure of passenger discomfort Table – XV Expected Peak Hour, Peak Direction Critical Sub-section Loadings (FY 2007-08):

Section No. of Trains* No. of 12-car

equivalent Trains* Critical sub-section loading **

(per rake) (per hour) Churchgate - Borivali (Local) 96 84 5,305 445,704 Churchgate - Borivali (Through) 104 104 5,305 551,824 Borivali – Virar 74 72 4,837 348,288 CSTM - Kalyan (Local) 88 72 4,268 307,296 CSTM - Kalyan (Through) 96 96 4,268 409,728 CSTM - Vashi - Panvel 74 55 4,216 231,880

* total for both peaks, peak direction ** loading for the sub section in a given section, which has the highest loading per 12-car equivalent train In view of the increase in the number of trains that can be run during peak hours due to Headway Improvement, the crowding in trains can be substantially reduced. For the purpose of this analysis, desirable crowding has been considered as 3,000 for a 12-car equivalent rake. Passenger Growth is assumed to be affected by the following factors: (a) Population growth in the Mumbai Metropolitan Region;


123 10-03-2005

(b) Growth in per capita trips; (c) Change in the number of train services during peak hours; (d) Change in crowding For the purpose of analysis, population growth for the region is assumed to be 1.96% p.a. (same as adopted in the 1996 Atkins Study). In view of the fact that the present analysis deals with only peak periods, no growth has been assumed for the per capita trip. Service and Crowding Elasticity’s have been assumed as 0.10 & -0.20 respectively. With Headway Improvement, there shall be an increase in the services during the initial few years, which will contribute to additional growth. Further, relatively lower crowding per 12 car equivalent train in the critical sub-section in a given section due to increased services shall also contribute to additional passenger traffic growth. Difference in service and crowding levels with and without Headway Improvement will lead to different overall growth rates for peak hour passenger traffic in each of the sections. These growth rates (with and without Headway Improvement) have been used to project section-wise peak-hour passenger traffic. For the purpose peak hour passenger traffic for FY 2007-08 has been considered as base. Since, peak hour passenger traffic figures for all sections are not directly available, following methodology has been adopted to estimate the same: i. Annual passengers carried projections for FY 2007-08 are available in the

financial model for MUTP – I (2,632 million). The same has been converted into daily traffic (7.21 million).

ii. It has been assumed that peak period, peak direction traffic accounts for a third of the total daily traffic in the system (peak period - 2.40 million; peak period per hour – 400,596).

iii. Section-wise sub-sectional loadings per hour for FY 2007-08 estimated in the 1996 Atkins study are available in the proposed time table for Central & Western Railway sections post MUTP-I as under:


124 10-03-2005

Table – XVI Expected Peak Hour, Peak Direction Sub-section Loadings for Churchgate - Borivali section (FY 2007-08):

Sub-sections Morning Peak Period (9-car)

Morning Peak Period (12 - car)

Morning Peak Period (12-car

equi.) TPH (12-car equivalent)

Passenger Loading

(Peak Direction, per hour)

Passenger Loading (per 12-car equi)

Borivali – Malad 12 65 74.00 24.67 96,933 3,930 Malad - Goregoan 12 67 76.00 25.33 118,845 4,691 Goregoan - Andheri 12 71 80.00 26.67 127,985 4,799 Andheri - Bandra 34 61 86.50 28.83 152,980 5,306 Bandra – Dadar 40 63 93.00 31.00 149,479 4,822 Dadar - Churchgate 40 62 92.00 30.67 113,252 3,693

Table – XVII Expected Peak Hour, Peak Direction Sub-section Loadings for Borivali – Virar section (FY 2007-08):





Passenger Loading



Virar 3 18 20.25 6.75 25,377 3,760 Vasai 3 23 25.25 8.42 38,341 4,555 Bhayander 3 34 36.25 12.08 58,456 4,838

Table – XVIII Expected Peak Hour, Peak Direction Sub-section Loadings for CSTM - Kalyan section (FY 2007-08):





Passenger Loading



Kalyan – Diva 17 43 55.75 18.58 76,473 4,115 Diva – Thane 21 43 58.75 19.58 81,780 4,176 Thane - Ghatkopar 31 59 82.25 27.42 112,009 4,085 Ghatkopar - Kurla 31 61 84.25 28.08 119,850 4,268 Kurla – Dadar 33 61 85.75 28.58 110,363 3,861 Dadar – CSTM 33 59 83.75 27.92 81,425 2,917


125 10-03-2005

Table – XIX Expected Peak Hour, Peak Direction Sub-section Loadings for CSTM – Vashi - Panvel section (FY 2007-08):





Passenger Loading



Panvel 13 0 9.75 3.25 6,500 2,000 Belapur 25 0 18.75 6.25 13,500 2,160 Vashi 37 0 27.75 9.25 15,500 1,676 Mankhurd 37 0 27.75 9.25 39,000 4,216 Chembur 38 0 28.50 9.50 28,500 3,000 Vadala Road 46 0 34.50 11.50 27,500 2,391

iv. The average sectional loading derived as an average of sub-sectional loadings for a given section has then been calculated.

v. It is assumed that the peak hour, peak period passenger traffic for FY 2007-08 will be split among the different sections roughly in the same proportion as the average loadings for the respective sections as under:

Table – XX Estimates of Section-wise Peak Hour, Peak Direction Passenger Traffic (FY 2007-08):

Section (Nos. per peak hour, peak direction)

Average Sectional Loading

Passenger Traffic

Churchgate – Borivali 128,788 178,986 Borivali – Virar 40,725 56,598 CSTM – Kalyan 96,983 134,785 CSTM - Vashi – Panvel 21,750 30,228 Total 288,246 400,596

vi. In view of the fact that relatively fewer trains are being run in Kalyan-Kasara & Kalyan-Karjat sections for want of sufficient traffic, the peak hour, peak directions traffic in these sections has been assumed to be negligible in comparison to total peak hour, peak direction passenger traffic in the system and has been ignored. The respective peak hour, peak direction traffic so obtained has been used as the base traffic and composite growth rates with and without Headway Improvement are applied to the same to calculate peak period passenger traffic carried in the respective sections under both scenarios for the projection period. The difference between the peak period passenger traffic with and without Headway Improvement gives us the incremental traffic generated due to Headway Improvement.


126 10-03-2005

Total and incremental passenger-Kms for each section have been arrived at by multiplying total and incremental passenger traffic for the respective sections with average trip length. Average trip length for sub-urban system traffic is taken as 30.90 km for FY 2007-08 (Mumbai Sub-urban System Business Plan Base Case) and is assumed to grow at 2% p.a. for subsequent years. Detailed workings for the above have been given at Appendix R annexure – IV hereto.

For the purpose of revenue estimation, only the incremental passenger-kms due to the Headway Improvement have been considered.

11.3.3 Working Expenses

The incremental costs due to Headway Improvement would include: (a) Capital cost for the Project; (b) Increase in operating expenses on account of incremental trains and passengers; (c) Maintenance of the train borne and way side equipment installed as a part of the

Headway Improvement. The working expenses have been derived on the basis of costs accrued to the system due to incremental number of train services and incremental passengers. The key drivers of the costs and the basis of derivation is as follows: Table – XXI Incremental Operating Expenses Drivers:

Cost Head Driver Basis of derivation Traction Energy Gtkm Multiple of Passenger km & Vehicle km with respective weight ratios Crew Train-hours Train kms in a year divided by Speed Station Running Passengers Passenger kms divided by Average trip length Rolling Stock Maintenance

Vehicle-km Train kms multiplied by 12 (assuming all rakes are having 12 coaches)

Track (variable cost) Gtkm Multiple of Passenger km & Vehicle km with respective weight ratios

The drivers of working expenses obtained from the base data of incremental train services have been multiplied by unit costs obtained from Mumbai Suburban Base Case to arrive at the overall final operating costs. Headway Improvement Project is not expected to lead to any improvement in the above operating unit costs. In fact there would be additional costs on account of maintenance of train borne and way-side equipment. In view of the same unit costs relating to traction energy, crew, station running, rolling stock and track variable have been taken as the same as those assumed in MUTP-I financial model after adjusting for inflation. Inflation rate throughout the projection period has been assumed at 5% p.a.


127 10-03-2005

Table – XXII Unit Costs of Operating Expenditure Heads (FY 2007-08):

Type of Cost Head Driver Unit rate in Rs. Traction Energy Per 1,000 Gtkm 172.25 Crew Per Train-hr 1,074.80 Station Per 1,000 Passengers 878.64 R/stock Maintenance Per Vehicle-km 5.17 Track (Variable) Per 1,000 Gtkm 6.76 The other major cost component is the maintenance cost of the both way-side and train-borne equipment as a part of the Headway Improvement Project. For the purpose of this analysis, the maintenance costs of the ATC equipment has been assumed to be 1.6% of the capital costs based on experiences of ATC installations worldwide. The maintenance cost, thus arrived at, has been split in to way-side and train-borne equipment cost in proportion of 1:4 respectively. The way-side equipment maintenance costs have been apportioned between the sections based on section lengths, whereas the train-borne equipment maintenance costs have been apportioned based on the number of trains running in each section during peak hours as under: Table – XXIII Estimates of Section-wise Way-Side and Train-borne Equipment Maintenance Expenses (FY 2007-08):

Section No. of Trains Section Length

(km) (Rs. in million)

Costs of Spares Trainborne Costs Trackside costs Churchgate - Borivalli 264 33.98 62.53 56.78 5.75 Borivalli – Virar 84 26 22.47 18.07 4.40 CSTM – Kalyan 264 53.21 65.79 56.78 9.01 Kalyan – Kasara* 26 67.35 17.00 5.59 11.40 Kalyan – Karjat* 48 46.51 18.20 10.32 7.87 CSTM - Vashi - Panvel 120 28.89 30.70 25.81 4.89 Total 806 255.94 216.7 173.3 43.3

* No. of trains taken from Railway time table for 2007-08 post MUTP - I Year-wise operating expenses estimates for each section are provided at Appendix R annexure – IV. As mentioned earlier, in view of the absence of adequate traffic, existing headway in Kalyan – Kasara & Kalyan – Karjat sections is not fully utilized. In view of the same, even if any trains are added in the future, such additions cannot be attributed to improvement in headway. Thus, no incremental traffic, trains and resultant costs and benefits in respect of these two sections have been considered in the analysis. However, in order to maintain uniformity in the entire sub-urban railway system, it has been suggested that ATC installation be taken up for these sections also. Thus, only incremental expenses related to the two sections shall be related to maintenance of way-side and train-borne equipment, which have been added to the CSTM – Kalyan section workings.


128 10-03-2005

11.4 Economic Analysis of the Headway Improvement Project

The primary benefit resulting from the improvement of headway is the ability to run more number of train services on the same Railway infrastructure. Headway Improvement will lead to following economic benefits: (i) User Benefits in terms of increase in comfort due to lower crowding and

reduced waiting time; (ii) Reduction in Vehicle Operating Costs for the traffic that could have diverted

to road; (iii) Additional road sector investment and O&M costs avoided; (iv) Direct and indirect benefits owing to lower pollution because of increase

avoided in road traffic.

The Economic Analysis of Headway Improvement Study has been done to evaluate its costs and benefits to the society as a whole, covering users, non-users, operators and community at large. The costs involved in the economic analysis have already been finalized in the financial analysis. The incremental economic costs and benefits owing to the project have been calculated by considering the difference in scenario ‘with’ and ‘without’ Headway Improvement.

An annual inflation rate of 5% has been built into unit prices of cost components and unit values of benefits up to FY 2008-09 (first year of operation after headway improvement) and held constant thereafter for the entire projection period. Thus, entire economic analysis has been carried out at 2008-09 constant prices. Following costs / benefits have been considered for the economic analysis:

Costs Benefits

Capital cost of the Project after applying 90% conversion factor*

Value of lower passenger discomfort

Incremental O&M expenses after applying 90% conversion factor*

Value of passenger waiting time saved

Vehicle Operating Cost savings due to diversion of traffic avoided from railway to road network.

Savings in investments – for additional buses avoided (net of salvage value at the end of projection period)

Savings in investments – for additional lane-km avoided Savings in costs – Regular and periodic O&M for additional

lane-km avoided. Benefit of reduced pollution for the users who would have

otherwise diverted to road network. Benefit of reduced pollution due to lower road traffic to non-

user population. * Percentage applied to convert market prices to economic prices.


129 10-03-2005

11.4.1 Estimate of Capital Costs

For the purpose of Economic Analysis, the capital cost outlay for the project (including rakes) after applying the conversion factor (conversion factor taken as 90% to reflect the economic cost), has been estimated at Rs. 2,962 million, Rs. 2,221 million, Rs. 9,995 million, Rs. 19,260 million and Rs. 7,563million in the first, second, third, fourth and fifth years respectively.

11.4.2 Estimate of Economic Benefits

For the economic analysis only incremental benefits have been quantified and considered. The basic assumptions and approach for quantification of each of the above-mentioned benefits are described below.

11.4.2.1 Benefit Due To Lower Passenger Discomfort

With the improvement in frequency of trains during the peak hours post Headway Improvement, the comfort level for the passengers is expected to increase on account of reduction in crowding of the trains. Passenger Relief Factor for the purpose has been calculated as under: = Difference in crowding with and without Headway Improvement Crowding without Headway Improvement The relief factor thus derived for a given year has been multiplied with 50% of the total annual passenger hours (post Headway Improvement) for the respective years. The result is multiplied with value of travel discomfort comfort per passenger hour for the passenger for the respective year to arrive at value of comfort. Value of travel discomfort has been assumed at Rs. 3.5 per hour (2001 prices) and indexed to inflation at 5% p.a. up to 2008-09 and held constant thereafter.

11.4.2.2 Benefit Due To Reduction In Passenger Waiting Time

The reduction in passenger waiting time has been assessed as on the basis of reduction in headway for each section. Reduction in waiting time is expected to be of the order of 0.8 minutes for Churchgate – Borivali section, 0.7 minutes for Borivali – Virar section, 0.5 minutes for CSTM – Kalyan section and 0.9 minutes for CSTM – Vashi – Panvel section. Value of the waiting time saved has been worked out at the rate of Rs.12.63 per hour (2001 prices) as advised by MMRDA. The same has been indexed to inflation at 5% p.a. up to 2008-09 and held constant thereafter.


130 10-03-2005

11.4.2.3 Savings in Investments & Costs in the Road Network & Public Transport Facilities

Diversion of traffic from road network to the railway system can be expected to lead to avoidance of the following investments and costs in the road network: a.) Investment in additional buses; b.) Investment in development of the road network; c.) Routine and periodic O&M expenses for the additional roads developed.

(A) Savings in Investment - Additional Buses: Average speed of bus has been considered as 20 Km per hour (same as that assumed in the Economic Analysis of MUTP Phase-I. Average bus trip length is assumed to be 30.90 km increasing at 2% p.a. Based on these, average number of trips completed by a bus during peak periods have been calculated. Considering average bus occupancy as 50, average numbers of passengers carried by a bus during peak hours in a single day is arrived at. Additional buses required to be purchased have been calculated by dividing incremental daily peak hour traffic with average number of passengers carried by a bus per day. A bus is assumed to cost Rs. 1.50 million (same as assumed by the Mumbai Metro Planning Group) at 2003-04 prices. The purchase cost has been indexed to inflation at 5% p.a. up to 2008-09 and held constant thereafter. The number of additional buses required in the absence of Headway Improvement has been estimated to be 128 during 2009-10. (B) Savings in Vehicle Operating Costs for Additional Buses: On completion of the Headway Improvement Project commuting by rail is expected to be more comfortable compared to travel by road. Thus, a portion of road traffic would get diverted to the railway system. It is assumed that 50% of the incremental traffic derived due to Headway Improvement has been diverted from the buses same as adopted in the Techno-Economic study done by RITES). Savings in Vehicle Operating Cost (VOC) for buses has been taken as Rs. 24.34 per vehicle-km (at 2001 prices advised by MMRDA). The same has been indexed to inflation at 5% p.a. up to 2008-09 and held constant thereafter. Average occupancy of a bus has been assumed as 50 passengers (same as MMRDA). (C) Savings in Investment - Road Network Additions: Reduced number of buses required to ply on the road due to diversion of road traffic to railway system, will also lead to lower investment in the development of the road


131 10-03-2005

network. The extent to which investment requirement in the development of the road network would be reduced due to Headway Improvement has been estimated as under: � Number of bus purchases avoided has been converted into equivalent PCUs / Hour. � Additional lane-kms required have been calculated considering lane capacity as 750 PCUs per hour and average bus trip length of 30.90 km. Bus trip length is assumed to grow by 2% p.a. during the projection period. � Cost of adding one lane-km has been assumed at Rs. 50 million (same as that assumed in the financial package of Mumbai Metro Planning Group) and indexed to inflation at 5% p.a. up to 2008-09 and held constant thereafter. (D) Savings in O&M expenses - Road Network Additions: Annual routine maintenance are generally 2% of the capital cost of the road development while the periodic maintenance expenditure incurred at 5 year intervals is around 5% of the capital cost of the road development. For the purpose of this analysis it has been assumed that combined routine and periodic expenses per annum have been considered as 3% of cumulative capital cost of the additional road network that would need to be developed if the Headway Improvement were not to take place.

11.4.2.4 Benefits Due To Reduced Pollution

The EMU services running in Mumbai suburban sections contribute hardly any pollutants. In contrast, road vehicles are a major source of pollution. The NO2 & SO2 emission (per bus hour) has been taken as 0.25 Kg (same as the assumption made for MUTP Phase-I economic analysis. Thus, there will be benefits due to reduced pollution levels. These benefits will be of two types viz. direct users and affected non-user population.

Benefits to Direct Users These will accrue to the new commuters who are diverted from road to rail. This will be due to travel under non-pollutant conditions. In Mumbai Metro Study (Seventh Rail Corridor), 1997, the direct benefit has been considered as Rs. 150 per passenger per annum. This benefit has been included in the economic analysis as Rs.175.0 per passenger per annum (6% inflation) for the diverted traffic at 2001 price level, indexed to inflation at 5% p.a. up to 2008-09 and held constant thereafter.


132 10-03-2005

Benefits to Affected Non-User Population The indirect benefits are due to reduced pollution levels on account of less number of road vehicles to carry the estimated diverted passengers from road to rail, particularly in the influence zone of the rail corridors. In Mumbai Metro Study (Seventh Rail Corridor) 1997, the damage value (in monetary terms) as a result of emission on human health and human welfare within the influence area of the rail corridors was taken a Rs.3.6 per ton per person for both NO2 & SO2. This has been updated to Rs.4.0 for (NO2 + SO2) per person at the prices in 2001, which has been inflated at 5% p.a. up to 2008-09 and held constant thereafter throughout the projection period. The percentage of affected population from the total population in the affected areas has been taken as 1% from the observations based on MUTP Phase-I Financial model. Detailed year-wise workings of the above benefits are given at Appendix R annexure – V hereto.


10-03-2005 133

Table – XXIV Economic Analysis: Headway Improvement Project(Rs. in million)

Year

Economic Costs Economic Benefits

Net Benefit / (Cost)

Capital Cost

Incremental Working Expenses

Benefit due to Lower Passenger Discomfort

Benefit due to Reduced

Passenger Waiting Time

Savings in Vehicle

Operating Costs for Diverted

Passengers

Investment Savings -

Additional Buses

Investment Savings -

Road Network Additions

Cost Savings – O&M

expenses for Road

Network Additions

Benefits of Lower

Pollution for Diverted

Road Traffic Users

Benefits of Lower

Pollution for non-user affected

population 2005-06 2,962 (2,962) 2006-07 2,221 (2,221) 2007-08 9,995 (9,995) 2008-09 19,260 683 377 171 - - - - - - (19,395) 2009-10 7,563 715 379 177 173 199 837 - 1,978 56 (4,479) 2010-11 748 365 180 398 - - 25 4,456 130 4,806 2011-12 771 357 183 554 - - 25 6,073 185 6,606 2012-13 787 353 186 675 - - 25 7,256 230 7,937 2013-14 804 353 189 777 - - 25 8,189 269 8,999 2014-15 819 356 192 867 - - 25 8,956 306 9,883 2015-16 825 359 196 944 - - 25 9,559 340 10,598 2016-17 830 364 199 1,013 - - 25 10,054 372 11,197 2017-18 834 370 202 1,077 - - 25 10,483 403 11,727 2018-19 838 378 205 1,138 - - 25 10,863 435 12,207 2019-20 841 388 209 1,198 - - 25 11,205 466 12,650 2020-21 844 398 212 1,256 - - 25 11,520 499 13,065 2021-22 847 410 216 1,313 - - 25 11,813 532 13,461 2022-23 850 422 219 1,371 - - 25 12,089 566 13,842 2023-24 853 435 223 1,429 - - 25 12,354 602 14,215 2024-25 856 450 226 1,488 - - 25 12,610 639 14,581 2025-26 859 465 230 1,548 - - 25 12,859 677 14,944 2026-27 862 480 234 1,609 - - 25 13,104 718 15,307 2027-28 865 497 238 1,671 - - 25 13,345 760 15,672


10-03-2005 134

11.4.3 Economic Appraisal

The annual stream of estimated economic costs and benefits over the analysis period have been considered for estimating the economic viability of the project. The viability is measured in terms of Economic Internal Rate of Return (EIRR) by applying Discounted Cash Flow (DCF) technique to the estimated annual stream of net benefits of the project. To assess the impact of change in performance of main variables on the index of economic viability (EIRR), sensitivity analysis have been carried out with the following changes. (F.) Increase in operating expenses by 20% (G.) Increase in capital cost of project by 10% (H.) Combination of (A) and (B) above. (I.) Reduction in overall economic benefits by 10% (J.) Combination of (C) & (D) above

Table – XXV Economic IRR Under Various Scenarios:

Base Case Case - A Case - B Case - C Case - D Case - E EIRR 17.63% 17.31% 16.28% 15.99% 16.14% 14.59%


10-03-2005 135

11.4 Financial Impact of the Improvement of Headway on Mumbai Suburban Railway System

The traffic growth after Headway Improvement in various sections will be higher than it would have been without the improvement in headway due to increased services and relatively lower crowding. This incremental growth in passenger traffic carried during peak hours has been considered for estimating the increase in passenger fare revenue. For the purpose of the financial analysis, yield per passenger-km has been considered to be same as in Mumbai Suburban Base Case for year 2002-03 at 13.77 paise/Passenger-Km. Same has been indexed to inflation by applying inflation rate at 5% p.a. for the 20-year projection period. The operating expenses workings have been calculated using the methodology explained in the earlier chapter. The expected incremental passenger-kms, passenger fare revenue, operating expenses and resultant operating cash flow due to Headway Improvement project for each section as well as for the entire system is presented in the tables below: Table – XXVI Incremental Passengers, Passenger-kms and Operating Cash Flow Projections for Churchgate – Borivali section (post Headway Improvement):

Particulars 2008-09 2011-12 2015-16 2019-20 2023-24 2027-28 Annual Peak Hour, Peak Direction Passenger Traffic With Headway Improvement (Nos. in million) 400 426 455 485 518 552 Without Headway Improvement (Nos. in million) 400 419 447 477 509 543 Incremental (Nos. in million) - 7 8 8 9 9 Incremental Passenger-kms (million) - 240 278 321 370 427 Incremental Revenue (Rs. million) - 51 72 101 142 199 Incremental Operating Costs (Rs. million) 185 224 273 334 408 498 Operating Cash Flow (Rs. million) (185) (173) (201) (233) (266) (299)

Table – XXVII Incremental Passengers, Passenger-kms and Operating Cash Flow Projections for Borivali – Virar section (post Headway Improvement):



10-03-2005 136

Table – XXVIII Incremental Passengers, Passenger-kms and Operating Cash Flow Projections for CSTM – Kalyan section (post Headway Improvement):

Particulars 2008-09 2011-12 2015-16 2019-20 2023-24 2027-28 Annual Peak Hour, Peak Direction Passenger Traffic With Headway Improvement (Nos. in million) 217 233 249 265 283 302 Without Headway Improvement (Nos. in million) 217 196 185 189 199 211 Incremental (Nos. in million) - 38 64 76 84 91 Incremental Passenger-kms (million) - 1,231 2,255 2,918 3,505 4,109 Incremental Revenue (Rs. million) - 263 586 921 1,345 1,916 Incremental Operating Costs (Rs. million) 390 514 669 841 1,048 1,302 Operating Cash Flow (Rs. million) (390) (251) (84) 80 297 614

Table – XXIX Incremental Passengers, Passenger-kms and Operating Cash Flow Projections for CSTM – Vashi - Panvel section (post Headway Improvement):


Table – XXX Incremental Passengers, Passenger-kms and Operating Cash Flow Projections for entire Mumbai Sub-urban Railway System (post Headway Improvement):

Entire Sub-urban Railway System 2008-09 2011-12 2015-16 2019-20 2023-24 2027-28 Annual Peak Hour, Peak Direction Passenger Traffic With Headway Improvement (Nos. in million) 810 867 927 989 1,055 1,125 Without Headway Improvement (Nos. in million) 810 818 849 898 954 1,017 Incremental (Nos. in million) - 49 78 91 100 108 Incremental Passenger-kms (million) - 1,617 2,756 3,497 4,173 4,879 Incremental Revenue (Rs. million) - 346 716 1,104 1,601 2,275 Incremental Operating Costs (Rs. million) 759 991 1,290 1,598 1,971 2,428 Operating Cash Flow (Rs. million) (759) (646) (574) (495) (370) (153)

Year-wise & section-wise workings for the incremental revenue and incremental operating expenses are given at Appendix R annexure – IV hereto. It can be observed from the above, that operating cash flow on account of incremental trains and passenger traffic shall be negative throughout the projection period, which will have to be met through additional subsidies.


10-03-2005 137

Table – XXXI Financial Analysis: Cash Flow Projections for Headway Improvement Project

(Rs. in million)

Year

Capital Cost

Revenue from Incremental Passengers Incremental Operating Expenses Operating Surplus / (Deficit) CSTM - Vashi - Panvel

Borivali - Virar


CSTM - Kalyan Total


Borivali - Virar


CSTM - Kalyan Total


Borivali - Virar


CSTM - Kalyan Total

2005-06 3,291 2006-07 2,468 2007-08 3,513 2008-09 5,454 - - - - - 136 49 185 390 759 (136) (49) (185) (390) (759) 2009-10 32 11 8 44 35 98 152 53 203 427 835 (141) (44) (159) (392) (736) 2010-11 16 9 47 165 237 174 55 213 473 916 (158) (46) (166) (309) (680) 2011-12 21 10 51 263 346 195 58 224 514 991 (174) (48) (173) (251) (646) 2012-13 26 11 56 349 442 213 61 236 553 1,063 (187) (51) (180) (203) (621) 2013-14 32 11 61 430 534 237 64 248 591 1,140 (205) (53) (187) (161) (605) 2014-15 39 12 66 508 626 263 67 260 630 1,220 (223) (55) (194) (122) (594) 2015-16 44 14 72 586 716 276 71 273 669 1,290 (232) (57) (201) (84) (574) 2016-17 48 15 78 665 806 290 75 287 710 1,362 (242) (60) (209) (45) (556) 2017-18 53 16 85 746 900 305 78 302 752 1,437 (252) (62) (217) (6) (537) 2018-19 57 18 93 831 999 320 82 318 796 1,516 (263) (65) (225) 36 (517) 2019-20 62 19 101 921 1,104 337 86 334 841 1,598 (274) (67) (233) 80 (495) 2020-21 68 21 110 1,016 1,215 354 91 351 889 1,685 (286) (70) (241) 127 (470) 2021-22 74 23 120 1,118 1,334 372 95 369 940 1,776 (298) (73) (249) 179 (441) 2022-23 80 25 130 1,227 1,463 391 100 388 992 1,871 (310) (76) (257) 235 (408) 2023-24 87 27 142 1,345 1,601 410 105 408 1,048 1,971 (323) (79) (266) 297 (370) 2024-25 95 29 155 1,471 1,750 431 111 428 1,106 2,077 (336) (82) (274) 365 (327) 2025-26 103 32 168 1,608 1,911 453 116 450 1,168 2,188 (350) (85) (282) 440 (277) 2026-27 113 35 183 1,756 2,086 476 122 474 1,233 2,305 (364) (88) (290) 523 (219) 2027-28 123 38 199 1,916 2,275 500 129 498 1,302 2,428 (378) (91) (299) 614 (153)


10-01-2005 138

However, MRVC can consider levying additional surcharge on all the passengers to improve the overall yield. Given the incremental benefits arising to the users due to lower waiting time and reduced crowding such fare increase shall also be justified. Global experience has been that installation of ATC system being a capital-intensive proposition; the same is generally followed by an increase in passenger fares. Financial Internal Rate of Return (FIRR) for the Project at various levels of capital grant and surcharge has been calculated and results of the same are summarized hereunder: Table – XXXII Financial IRR’s for the Project at Various Levels of Capital Grant & Additional Surcharge:

Particulars Case - I Case - II Case - III Case - IV Case - V Case - VI Scenario

Additional Surcharge 0.015 0.01 0.02 0.02 0.02 0.02 Capital Grant 20% 40% 0% 0% 0% 10%

Working Expenses Higher by 0% 0% 0% 10% 20% 10% Outputs

Capital Cost (including IDC) 17,149 16,537 17,792 17,803 17,815 17,450 Operating Surplus Utilized for

Capital Cost 820 48 1,592 1,432 1,273 1,432

Term Debt for Capital Cost 12,899 9,874 16,200 16,371 16,542 14,272 NPV of Shortfall in Debt

Servicing (1,799) (4,193) 324 (1,302) (2,928) 760

FIRR 5.89% 2.82% 7.40% 6.46% 5.46% 7.70% For the above workings, following assumptions have been considered in respect of term debt � Moratorium: First 5 years of operations. � Repayment: Over a period of 15 years � Interest Rate: 7% p.a.

Net Present Value of shortfall in debt repayment has been arrived at using a discount rate of 7%. Detailed workings are presented at Appendix R annexure – III hereto.


10-03-2005 139

12 FURTHER ENGINEERING WORK BEFORE ATC IMPLEMENTATI ON

This section lists out the key engineering work and proposals identified for change to the existing infrastructure to achieve the target headway improvements in the Mumbai suburban railways before ATC up-gradation taking place.

12.1 Infrastructure Up-gradation It is proposed to upgrade the track and terminal station layout to allow higher train

approaching speeds at terminals to reduce headways. Further work is required to provide a complete feasibility study and engineering design into track layout and station design to allow 12-car rake operations. Major terminals should be re-designed to cope with the increase in traffic volume and to permit speedy discharge of passengers. The minimum turnouts speed should be uplifted to 40 kph or above as far as practicable along the whole of the railway line with emphasis on critical terminals such as CCG and CSTM where bottlenecks occur. Adequate overlap provision should be provided in line with the turnout speeds uplift and the best achievable service brake. Drainage system, cable ducting and other railway related E&M services and provisions have to be looked into in detail.

To ensure high operation efficiency and a dedicated line is provided for train services

compound walls and fences are needed to be erected to segregate the hutments from the railway line. A study and engineering design into the provision of underpasses and footbridges and segregation walls shall be conducted to investigate the feasibility of providing the safe pedestrian crossings across the railway.

12.2 New Signalling Cabin and Power Supplies

It is proposed to retain the existing colour light signalling system as a fallback system. This will maintain a reasonable level of train service when ATC system experiences a major failure in particular for those lines with mixed traffic operations and is a must for operating non-ATC equipped mail/express services. In order to provide mixed traffic operations new signalling cabin with the necessary E&M services and air-condition will be needed for housing and powering the ATC equipment in the existing signalling cabin where it does not have the necessary space required. At signalling cab where sufficient space is available new power supply may be required. A detailed study into the facility provision should be conducted and implemented before introduction of modern ATC system.

12.3 Traction Supply

When headway is reduced there are more trains operating on the line. This inevitably increases the traction power requirements. This has to be increased accordingly to cope with the increase in traffic volume.


10-03-2005 140

12.4 Track Alignment Survey

Modern ATC systems work on accurate trackside data to make best use of the line capacity available on track. During the course of the study it was found that track data are incorrect and are very crude and vary from plan to plan. It does not meet the accuracy requirement for modern ATC system operation. A complete site survey of the track alignment should be conducted giving exact positions of track circuit boundaries, signal positions, turnout curvatures, track gradients, maximum permitted speeds, buffer positions, station centre lines, train stopping point at stations etc.

12.5 Signalling Modifications

Signalling modifications as per section 8 shall be done before ATC up-gradation. 12.6 TMS Up-gradation

The current TMS provides the fundamental central control elements for railway operations. Wherever there is any up-gradation or modifications a total control system concept should be adopted to ensure that provision of connections to ATC system is included to allow remote train control operation and train regulation possible. Expert advice shall be sought to review any new specification for system expansion to ensure its expandability and adaptability to ATC system.

12.7 ATC Specification Preparation

As this ATC implementation is not on a green field and an overlay approach is adopted the complexity and interface requirements are far more complicated and more involved. It is advisable to seek advice from an experienced consultant to draft the specification for the ATC system decided. If needed for floating tender, hiring of consultancy services for preparation of bid documents including scope of work, detailed engineering, design, specification, bill of quantities, price, installation testing and commissioning, completion drawings, training, operation and maintenance and supervision of overall project shall be considered.


10-03-2005 141

13 CONCLUSIONS

The Mumbai suburban railway was originally designed to provide mixed train services with maximum flexibility for switching tracks at short distance. Turnouts are sharp, trains stop very close to buffer at terminals. It is equipped with an AWS protection system superimposed on the multiple aspect colour light signalling system. The AWS provides added safety to ensure train speed is reduced to such a level that when a train overruns a red signal it would be stopped within the overlap distance allowed for. Its presence does not reduce the headway of the railway line as such, however, it delays service recovery and inhibits trains from speeding up when the track conditions ahead permitted and the signal aspect changes to less restrictive than red. The signalling system in its current form can only operate at frequency of four to five-minute intervals. Headway improvement work is now in progress. Signals are re-spaced at optimal positions such that it can bring the signalled headway down to about three minutes. Further headway reduction is restricted by the technology adopted in the existing systems, the infrastructure constraints and operation requirements. They are given below:

� Different type of train services operate with different service patterns and requirements. Trains perform differently due to differences in loading, train lengths and train characteristics. Sharing tracks with different type of services makes the utilisation of line capacity less efficient.

� Sharing tracks with road traffic takes up disproportion of line capacity. Adoption of level crossing barrier control to ensure safe running of both modes of transport takes up valuable operating time. It makes reliable timetable service and operating a railway line with headway below three and a half minutes difficult.

� The present rolling stock running on Western Railway and Central Railway is too old and both traction and braking systems cannot provide the necessary performance for a modern urban/suburban heavy metro type service.

� Track encroachment and trespassing greatly affects train operation and makes it difficult to operate trains to timetables and run trains at booked speeds.

� There is no purposely built turn back facility at intermediate terminal stations. Sometimes train turning back needs to traverse a couple of sets of crossover before it can clear the path for other train movement in the area and blocking the traffic seriously.


10-03-2005 142

� Lately at some of the terminals tandem crossovers are introduced it extends the times required for train to clear the crossovers and delays train operations at terminals. This in turn determines the turnaround times and hence headway of the line.

� The running speeds of crossovers are low and are not commensurate with modern high capacity railway requirements. This limits headway reduction.

The design capacity of the signalling technology adopted today on Mumbai railway is approaching its limits and can hardly improve significantly without employing a system which can make better use of track capacity. Modern ATC system adopts an advanced operating principle and allows more trains to be operated safety than the multi-aspect colour light signalling system in the same space. It is designed based on programmable electronic systems technology using advanced communications means to transfer data. It can reduce the suburban sections of Mumbai Division of Central & Western Railway headways significantly and provides added information to operator and maintainer to allow them to perform their duties more efficiently. It is far superior to AWS system in terms of train protection. It not only ensures safe train separation but also provides continuous speed monitoring to prevent train from exceeding maximum safe speeds allowable on the line. It reacts instantly to change on signalling conditions and provides a higher quality of service and ensures service quality to be maintained consistently.

System overlaying approach is highly desirable when considering introducing an ATC system onto the existing railway. It applies to both mixed traffic lines as well as ATC dedicated lines. It not only permits mixed trains operation but also allows implementation to be done in phases as and when capital investment fund is available. For dedicated ATC service line the existing system equipment can be removed after full implementation of the system to minimise service disruptions. Introducing a modern ATC system will bring the operational headway to 165 seconds. To reduce the headway further it will require upgrading the infrastructure and station layout. By providing a 25m overlaps at terminal and 40khp turnouts the operational headway will be around 140 seconds. To achieve 2 minutes headway it will require major infrastructure upgrade such as higher speed turnouts and longer overlaps at terminals. This is considered impractical and the cost is prohibitive high for a large railway network like Mumbai Suburban railway.


10-03-2005 143

14 RECOMMENDATIONS

To improve the headway of Mumbai suburban sections of Central and Western Railways the following actions are recommended:

Reduce Headway to 3 minutes

The study is based on the assumption of 12-car rake and 15-car rake is not within the scope in this report.

� Only run new EMU trains on suburban sections to provide a uniform train performance fleet;

� Upgrade the existing system and infrastructure to allow at least 40kph operation at turnouts/crossovers. The sections of track and crossovers that impose most restrictive speeds for train operation should be straightened or removed as far as practicable.

� Provide at least 25m overlap at terminal to allow the best train service braking profile be used. This speeds up terminal operations and permits train from adjacent platform of the same line departing sooner.

� Implement platform sequence or automatic route setting at terminal stations such as CCG and CSTM to speed up train operations;

� Integrate TMS with, interlocking system, ATC system and timetable system to provide a total train regulation and remote control system;

14.2 Reduce Headway to below 3 minute

Due to the limitations of the existing four aspect colour light signalling system headway below three minutes cannot be achieved without introducing a modern ATC system on the Mumbai Suburban railway. It is recommended to: � Modify the existing system and infrastructure as recommended in section 8.3 of

this report for ATC operation; � Provide a closed and protected environment for an advanced ATC train

operation; hutments and level crossings should be segregated from the running tracks to improve operation efficiency and safety.

� Implement a modern ATC system progressively with ATP only in the first place and then full ATC system with ATO when a closed and protected railway environment is provided to segregate hutments from the railway.

� Overlay a Distance-to-go or Virtual Block ATC system with radio data communication link on the Mumbai suburban railway and 3 ph AC/DC EMU and service locomotives. It allows mixed train operations on some of the lines where Express/Mail and freight trains are operated on. It can provide ATC running in ATC section, whilst retaining conventional lineside signalling for


10-03-2005 144

those trains on the route, which are not be fitted with ATC equipment. The radio link can eliminate the problems caused by trackside equipment failure when the track is flooded during monsoon seasons.

� Provide dedicated lines solely for ATC operations when mixed train operation is not required. This can eliminate AWS system and all automatic signals on the line and simplify the interlocking system. This will reduce maintenance cost;

� Introduce ATC system progressively on a section by section basis and on the busiest sections only in the following order.

Section Cost ( in INR million)

Churchgate - Borivali 3,322 CSTM – Kalyan 1,736* CSTM - Vashi 1,725*

* Cost for second and third lines will be lowered than the first line as core design is the same and efficiency gained on subsequent installation and testing.

� Retain the existing system for those sections in which Express and Mail train services are required;

� Implement a station and platform management system and improve station layout for passenger discharge to cope with the increase in traffic volume;


10-03-2005 145

APPENDIX A Rolling Stock Performance Characteristics


10-03-2005

APPENDIX B

Level Crossing Gates & ROB Status


10-03-2005

APPENDIX C

Hutments and Encroachments


10-03-2005

APPENDIX D

Area Subject to Flooding


10-03-2005

APPENDIX E

Platform Sequence Circuit


10-03-2005

APPENDIX F

TMS System Schematic


10-03-2005

APPENDIX G

ETCS System Architecture and Operation Principles


10-03-2005

APPENDIX H

ATC System Architectures


10-03-2005

APPENDIX I

Analysis of ISM Band Applications


10-03-2005

APPENDIX J

Headway Simulation Results


10-03-2005

APPENDIX K

ATC System Induction Plan


10-03-2005

APPENDIX L

Terminal Approach Profiles


10-03-2005

APPENDIX M

Signalling System Operating Principles


10-03-2005

APPENDIX N

Infrastructure Modifications


10-03-2005

APPENDIX O

Yard Layout at Andheri


10-03-2005

APPENDIX P

Yard Layout Modification at CSTM


10-03-2005

APPENDIX Q

Yard layout modification at Kalyan


10-03-2005

APPENDIX R

Annex to Financial Analysis


10-03-2005

APPENDIX S

ATC Systems Particulars


10-03-2005

ATC systems

Types of system

Product name Supplier Reference Sites Date of commencement of operation

Headway Transmission

Fixed-Block FS2000 Westinghouse, UK

Beijing Metro Line 1 120 Rail & loop

(and other systems around the world)

Central Line, London Underground, UK

1999 ATO 120

SMRTC, Singapore 1988 120 Distance-to-go SACEM (renamed

to MASTRIA 200) ALSTOM Paris RER Line A,

Mexico City of Mexico, San Diego of Chile, Lantau Airport Line & Urban Lines of MTRC, Hong Kong,

1989 1998 1996

120 120 95

Rail Rail Loop

SACEM SIEMENS-MATRA

Tseung Kwan O Line of MTRC Hong Kong

2002 95 Loop

LZB 700 SIEMENS Guangzhou 1999 120 Rail Virtual-Block MATRA-

SIEMENS Paris Meteor Line Canarsie Line, New York, USA

1998 Under trial

85 Loop

Moving-Block SELTRAC Moving SEL Canada SkyTrain, Vancouver; Canada 1985 60 Loop Block Scarborough Fair Rapid Transit,

Toronto, Canada Loop

Several other cities in the USA Dockland Light Rail, UK 1990 Loop PUTA of Kula Lumpur 1998 Loop WEST RAIL, and Ma On Shan

Light Rail, KCRC, HK 2003 2004

90 90

Loop Loop

- General Electric

#1 Bay Area Rapid Transit, San Francisco, USA

dead -

MASTRIA 300 North East Line, Singapore 2003 90 Waveguide


10-03-2005

ATC systems Performance comparison

Transportation density No. of trains per hour (during peak

hours)

Signalling Systems

Suitable Recommended

Low Up to 15 Fixed block, Distance-to-go

Distance-to-go

Medium 15 to 25 Distance-to-go, Moving Block

Distance-to-go

High > 25 Distance-to-go, Virtual Block, Moving Block

Virtual Block


10-03-2005

APPENDIX T

Headway before and after modifications


10-03-2005

Headway Comparison Tables It was highlighted in the Interim Report section 5.3.1.3 that the headway for both Distance-to-go and Moving block systems are the same at terminal which is the most critical point on the line. On plain track moving block performs better than distance-to-go system. Terminal determines the headway of CLS system. The headway given in working paper B shows the best headway achievable. Signal to signal spacing is within 250m. It is within the design norm of spacing + 50% maximum. 1) Western Line Station Section Colour light signalling Distance-to-go/moving block ATC

At terminal Between stations

Headway with existing layout

Headway with overlap

Headway as per existing layout

Headway with overlap at terminal

Headway with 40kph crossovers

Headway with overlap and 40kph crossovers

CHURCHGATE Turnaround (PL 1/2) 203 197 151 145 136 126 --- Turnaround (PL 3/4) 206 200 153 147 --- --- --- DADAR Local Line – UP 171.1 --- 113.7 --- --- --- 84 (BA-DDR) Local Line – Down 155.4 --- 102.2 --- --- --- 94 (EPR-DDR) Through Line – Up 223.2 --- 113.8 --- --- --- 84 (MRU-DDR) Through Line – Down 153.7 --- 112.4 --- --- --- 91 (BCT-DDR) Alternate train Turnaround (Th PL)

--- --- 166 --- 158.5 --- ---

BANDRA Local Line – UP 143.9 --- 96.2 --- --- --- 74 (KHR-BA) Local Line – Down 192.9 --- 109.2 --- --- --- 76 (MM-BA) Through Line – Up 180.7 --- 112.6 --- --- --- 95 (ADH-BA) Through Line – Down 221.2 --- 107.5 --- --- --- 84 (DDR-BA) Alternate train Turnaround (PL 2)

--- --- 120 --- 100 --- ---

ANDHERI Local Line – UP 272.6 --- 131.8 --- --- --- 92 (JOS-ADH)


10-03-2005

Station Section Colour light signalling Distance-to-go/moving block ATC








Local Line – Down 271.8 --- 106.3 --- --- --- 92 (VLP-ADH) Through Line – Up 194.9 --- 118.8 --- --- --- 94 (MDD-ADH) Through Line – Down 186.2 --- 107.9 --- --- --- 94 (BA-ADH) UP Cross line --- --- 366 --- --- Down Cross Line --- --- 224 --- 214 --- --- Dn Turnaround (PL 2) --- --- 120 --- 99.8 --- --- Up Turnaround (PL2) --- --- 167 --- --- --- --- BORIVALI Local Line – UP 404.6 --- 142.1 --- --- --- 90 (DIC-BVI) Local Line – Down 252.7 --- 120.7 --- --- --- 86 (KILE-BVI) Through Line – Up 320.8 --- 136.9 --- --- --- 92 (DIC-BVI) Through Line – Down 224.1 --- 124.2 --- --- --- 93 (MDD-BVI) 4 Lines � 2 Lines (Up) --- --- 230 --- --- --- --- 4 lines � 2 Lines (Down)

--- --- 230 --- --- --- ---

VIRAR 334 328 253 243 --- --- 243


10-03-2005

2) Central Line Station Section Colour light signaling Distance-to-go/moving block ATC








CST Local Line Turnaround (PL 3/4)

320 314 243 239 (149) 191 183 ---

Local Line Turnaround (PL 3)

322 316 196 191 173 164 ---

Local Line Turnaround (PL4)

488 482 290 284 --- --- ---

Through Line Turnaround (PL 5/6)

255 249 187 181 (136) --- --- ---

Through Line turnaround (PL5)

462 456 271 265 --- --- ---

Through Line turnaround (PL6)

319 313 187 181 --- --- ---

The figures inside the brackets are for scissor crossovers. The longer headways shown in black are due to using tandem crossovers separate far apart on the new layout. DADAR Local Line – UP 276.1 --- 122.3 --- --- --- 86 (MIN-DDR) Local Line – Down 196.7 --- 126.7 --- --- --- 88 (PR-DDR) Through Line – Up 187.9 --- 117.7 --- --- --- 93 (MTN-DDR) Through Line – Down 183.8 --- 110.7 --- --- --- 94 (PR-DDR) KURLA Local Line – UP 241.8 --- 113.1 --- --- --- 90 (VVH-CLA) Local Line – Down 274 --- 114.1 --- --- --- 94 (SIN-CLA) Through Line – Up 177.8 --- 112.2 --- --- --- 93 (GC-CLA) Through Line – Down 189.3 --- 111.2 --- --- --- 92 (SIN-CLA) THANE


10-03-2005

Station Section Colour light signaling Distance-to-go/moving block ATC








Local Line – UP 294.2 --- 115.6 --- --- --- 87 (KLVA-TNA) Local Line – Down 257.5 --- 117.1 --- --- --- 87 (MLNI-TNA) Through Line – Up 292.8 --- 122.3 --- --- --- 87 (DI-TNA) Through Line – Down 167.8 --- 114.5 --- --- --- 93 (MLND-TNA) UP Cross line --- --- 352 --- --- --- --- Down Cross Line --- --- 196 --- --- --- --- Turnaround (PL 7) --- --- 300 --- --- --- --- KALYAN Turnaround (PL 2) 174 --- 127 --- --- --- --- Turnaround (PL 6/7) 318 --- 253 --- --- --- --- --- --- --- KARJAT Turnaround (PL 1/2) 483 --- 328 --- --- --- --- Bay platform 616 --- 456 --- --- --- --- KASARA Turnaround (PL 1/2) 461 --- 356 --- --- --- --- Platform 4 756 --- 686 --- --- --- ---


10-03-2005

3) Harbour Line Station Section Colour light signalling Distance-to-go/moving block ATC








CST Turnaround (PL 1/2) 240 234 169 163 --- --- --- Turnaround (PL2) 407 401 214 208 --- --- --- KURLA UP Line 167.5 --- 100.7 --- --- --- 70 (TKNG-CLA) Down Line 265.3 --- 105.3 --- --- --- 80 (CHF-CLA) ANDHEARI Turnaround (PL 6/7) 266 --- 220 --- --- --- --- PANVEL Turnaround (PL 1/2) 258 252 221 215 Note: The following factors limit the achievable headways at terminal when compared with that on plain tracks. The details are given in Working Paper B. 1 Short overlap lengths at terminals 2 Low operating speeds at turnouts 3 Operating times of interlocking route setting 4 Times taken to vacate platform for another train Auto section headways Western Line Central Line

Headway with existing signaling

Headway with ATC

Auto Section Headway with existing signaling

Headway with ATC


10-03-2005

Local Line

Through Line

Local Line

Through Line

Local Line

Through Line

Local Line

Through Line

CCG-BCT 203 206 151 153 CSTM-BY 320 255 243 187 BCT-DDR 171.1 223.2 113.7 113.8 BY-DR 276.1 187.9 122.3 117.7 DDR-BA 192.9 221.2 109.2 107.5 DR-CLA 274 189.3 114.1 112.2 BA-ADH 272.6 186.2 131.8 107.9 CLA-GC 185.5 190.9 114.7 116.1 ADH-BVI 404.6 224.1 142.1 124.2 GC-TNA 294.2 292.8 115.6 122.3 BVI-VR 334 253 TNA-KYN 174 318 127 253

Harbour Line

Auto Section Headway with existing signaling

Headway with ATC

CSTM-CLA 240 169 CLA-MNKD 265.3 105.3 MNKD-Vashi 207.1 117.2 Vashi-Belapur 225.8 121.9 Belapur-Panvel 258 221

original mtr corporation hongkong mrvc study report

Documents