red line nordic rail 2011eng

8/3/2019 Red Line Nordic Rail 2011Eng

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Ansaldo STS Sweden

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Resignalling of Stockholm

Underground Red Line. From relay technology toCBTC without traffic closures

Lucas Orve, CBTC conference 2011-11-08


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AGENDA

Introduction

Technical principles, System Architecture CBTC Interlocking Traffic Control Centre Onboard systems

Migration strategy Summary Questions


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Introduction, Technical principles, Systemarchitecture

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RED LINE GENERAL (1)

General:

First commissioning: 1964 Stations: 35 Total track length: 39,7 km Train positioning: ~640 track circuits Signalling system: Relay technology

Cab signsalling: 75 Hz coded track circuit(15, 50, 80 km/h) Traffic Control: Control panel with fixed

buttons, located at Liljeholmen

Multiwire communication with peripheralequipment housings/rooms along line

Procurement process: RFQ new system 2009 Notice of award November 2010 Formal T0 May 2011


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New system:

Communication Based Train Control(CBTC)

Computerised Traffic Control Centre withworkstations Datorbaserad

Transponders for train positioning

Axle counters for train detection Optical signals, mainly for protection ofpoints and non-equipped trains

New signal aspect

Redundant communication system WIFI communication with access points Existing track circuits retained up to

(including) MIxed Mode Existing cab codes retained up to (including)

MIxed Mode High level of flexibility in the project planning


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System overview


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CBTC

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CBTC

Train positioning based on transponders and radio communication

Radio block for metros and similar applications requiring a highlevel of capacity

Radio Block Centres (RBC:s); Zone Controller (ZC)

Coarse subdivision into fixed blocks, based on axle counters: Protection for non-equipped trains

Simplifies startup and operation under irregular conditions Allows interfacing with existing cabsignalling system

Flexible block separation:

Overlay on existing blocks Increased block resolution to

Moving Block Adaptation to individual conditions


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The functions moving block

Fixed blockprinciple

Moving blockprinciple

CBTC


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Interlocking

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INTERLOCKING

Microlok II from Ansaldo STS US Inc

(Union Switch & Signal Inc, Pittsburg, USA) Distributed architecture Interfaces with Zone Controller (ZC) Interfaces with the existing interlocking at the

system border

Interfaces with code generators for cabsignalling (up until, including, Mixed Mode) Advanced tools for configuration and

maintenance

Same supplier as existing system Microlok II well adapted to this type of

applications


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TRAFFIC CONTROL CENTRE (TCC)

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TRAFFIC CONTROL CENTRE (TCC)

Computer based architecture with workstations and overview screen

Previous generation in use in e. g. Copenhagen Metro Functions (examples)

Train positioning Automatic operation, based on time

table, algorithms and conflict resolution Local macros

Manual control Playback Event handling and recording Alarm handling and recording Simulation for test and training Support functions

Interface with external systems for control of third rail, tunnel lightning,fans, passenger information systems, etc.


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ATP ONBOARD FOR CBTC

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ATP ONBOARD FOR CBTC

Proven platform from Ansaldo STS

Wide spectrum of onboard applications and installations Simple cutover Installation in parallel with existing cab signalling (up unitil,

including, Mixed Mode) Full supervision of warning curves and braking curves

ATO Upgradeable to UTO (Unmanned Train Operation)


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MIGRATION STRATEGY

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MIGRATION STRATEGY

GENERAL

New communication paths to peripheral locations to be establishedas soon as possible

Traffic Control to be transferred as early as possible The new signalling system, based on CBTC, to be installed and

tranferred station-by-station

Track circuits and cab code generators are retained at this stage New ATP system for CBTC will gradually be installed on board trains,in parallel with existing cab signalling

Mixed mode means that the whole line has been moved to CBTC,

but allows (by means of the cab signalling codes) operation alsousing existing cab sinalling onboard system.

When all trains have been fitted with the new ATP for CBTC, then thecode generators and track circuits can be decommissioned

The final step will be to introduce new block separation, includingMoving Bliock, by means of configuration.

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MIGRATION STRATEGY

COMMUNICATION: Communication with peripheral rooms

and equipment houses is established asearly in the project as possible, by meansof a Data Communication System (DCS)

This system is controlled from a centrallylocated DCS server

Coordinated with establishing the DCS,other fierld works are undertaken, inparticular cable laying.

New local interlocking systems are thendeployed in the existing peripheral

rooms, including interfaces for controlsand indications

This is followed by preparations for connecting existing track circuitsand code generators

Installation of radio base stations for Zone Controllers

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MIGRATION STRATEGY

COMMUNICATION OBJECTIVES:

Cabling and other field works completed as early as possible Making sure that communication paths are already available, in

preparation of subsequent phases Establishing interfaces with existing signalling systems, allowing

maximum flexibility in the planning

Wayside Backbone NetworkFully redundant

Train network B

MRU BMRU A

RBS-Backhaul A

RBS A RBS A

MST A

Train network A

DRCU A DRCU B

application

MRCU BMST B

RBS A

application

MRCU A

RBS-Backhaul B

RBS B RBS BRBS B

CRCU

Central SignalingEquipment

Wayside SignalingEquipment

Carborne Controller

StationaryRadio Network

application

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MIGRATION STRATEGY

TRAFFIC CONTROL CENTRE

The first step is to install and commission the new Traffic ControlCentre, using new computer control technologies

This new TCC is then connected to the existing signalling system atthe pace permitted by the field works for the DCS (phase 1).

The goal is to transfer control and staff to the new system as soon as

possible This means that the existing TCC can be decommissioned early inthe project, irrespective of the old interlocking systems still being inuse

New line sections are then progressively cut over to the newinterlocking system under CBTC. This is of course coordinated with

the corresponding transfer of control. This arrangement means that the border between new/old

interlocking can gradullay be moved without any major effect on thecontrol. principles

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MIGRATION STRATEGY

TRAFFIC CONTROL SYSTEM OBJECTIVES

Staff is trained and allowed to acquire expereince wit controlprinciples early in the project

Any potential shortcoming in the TCC are detected early A very large degree of independence is established relative to other

parts of the systemStort mtt av oberoende, relativt vriga delar

Ability to test and verify the new control system prior to cutover Abilityto perform cutover in steps Back-door in case of

unexpected problems Low project risk

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MIGRATION STRATEGY

INTERLOCKING SYSTEM Zone Controllers (ZC) are installed in a limited number of locations

along the track. In the existing peripheral locations along the line, the following

systems are progressively installed: Microlok II for control of signals, points axle counters, etc Interface circuits for indications from existing track circuits (to enable a

smooth transition) In addition to this, the existing circuits for cab code generation will be

retained

When a line section is ready, then this will be commissioned. This is(of course) coordinated with the correspondig transfer of control

Transponders (balises) are then deployed along the line

Initially, the new CBTC system will use the same block separation asemployed by the existing track circuits

Because cab signalling codes are still transmitted, it is still possible tooperate a train with the existing onboard system

Because the new system receives information from the existing trtack

circuits, these can be treated as blocks under CBTC

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MIGRATION STRATEGY

INTERLOCKING SYSTEM OBJECTIVES

Interlocking is installed and commissioned in stages, resulting in lowproject risk

Initially, the new signalling system will receive track occupancyinformation also rom the existing track circuits, enabling positioning ofall trains, even if not fitted with the new ATP under CBTC

In a similar manner, trains with existing cab singalling will receive cabcodes, and will thus be capable of operating on the same line section

This allows trains of both categories (old cab signalling or new CBTC)to operate on a converted section.

However, for logistic reasons, this facility will not be used until theentire line has been converted. This stage is referredto as Mixed

Mode, underwhich trainswith old and newonboard systems willbe able to operate independantly

Mixed Mode provides an exceptional high degree of flexibility in thetransition

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MIGRATION STRATEGY

ONBOARD SYSTEM

New onboard system will be installed in parallel with existing cabsignalling

System selection will be a manual procedure on startup During the first part of the project up until and including MIxed Mode

the existing cab signalling can be used During the projects latter part, starting from Mixed Mode, the new

ATP under CBTC can be used During Mixed Mode, either of the systems can be activated

New signalling aspect to indicate route set, but subsequent blocks(up to next signal) occupied. This is to allow an increased level of

flexibility, when operating trains without active ATP or immediatelyafter restart of the system.

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MIGRATION STRATEGY

ONBOARD SYSTEM OBJECTIVES:

Onboard systems can be installed under a very high degree ofindependence, relative to other project activities

Up until the time when the old cab signalling is dismantled, trains canoperate also on theBlueandGreenlines

DuringMixed Modeeither of the systems can be There is requirement for all trains to be fitted with the new system,

until endof Mixed Mode New signalling aspect will increase safety and improve capacity, in

particular when operating a non-equipped

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MIGRATION STRATEGY

MIXED MODE:

Mixed mode means that the whole line is converted into CBTC Track circuits and cab codes will nevertheless be retained, in order to

allow operation of trains with old cab signalling Only the old cab signalling will be used up until start of Mixed Mode

(except test trains) During Mixed Mode, the driver will select which system to activate as

part of the startup procedure (governed by SLs strategy, driver

training, etc It is of course possible to operate a train which has not yet been fitted

with the new ATP under CBTC (and also the opposite) Mixed Mode is terminated by decommissioning track circuits and cab

code generators This means that all trains must be fitted with the ATP, in order to exit

Mixed Mode

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MIGRATION STRATEGY

MIXED MODE OBJECTIVES:

Mixed Moderepresents a state of complete flexibility This provides room for tailoring the onboard installation schedule,

training program, etc MIxed Mode can be extended in time, should this be required due to

unforeseen events

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MIGRATION STRATEGY

SUMMARY

The focus of the Migration Strategy is to provide maximum flexibilityand independence between the different project activities

Should unexpeted events necessitate this, there is always a back

door, by which the project can back up to a previous state During Mixed Mode, all types of trains can operate on the line, thus

providing optimal flexibility

A new signal aspect will increase safety and flexibility, especiallywhen operatin non-equipped trains

Up until the time when the old cab signalling is dismantled, trains canoperate also on the Blue and Green lines

In the final stages, blocks will be shortened, in order to establishmoving block

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Questions?

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red line nordic rail 2011eng

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