© Siemens AG 2015 – All rights reserved. Signalling: Convergence of needs Suburban Railways / Metro Networks

© Siemens AG 2015 – All rights reserved.

Signalling:Convergence of needs

Suburban Railways / Metro Networks

August 2015


Page 2 Mobility Division / Mobility Management

Characteristics of metro and mainline are different, but requirements are increasingly convergent

Metro Mainline

Passenger services • Typically single service• Consistent service pattern

• Mixed speeds and traffic types• Wide variation in route and pattern

Journeys • Short • Long

Trains • Single fleet• High acceleration• Door layout optimised for boarding and

alighting• Interior designed for carrying capacity

(standing and seating)

• Mixed fleet• Low acceleration• Door layout and interior designed

for maximum seating capacity

Operations • Turn up and go• Focus on headway (service frequency)

• Timetable• Focus on timetable adherence

Capacity demand • Very high • Variable across route and region

Track • No/limited branch lines• Lines separate, interconnection via

station

• Many branch lines• No line separation, interconnection

via platform

Platform • Passenger/dwell time management• Seconds count

• Minutes count

August 2015



Background of CBTC and ETCS

CBTC ETCS

Application Metro Mainline

Sponsor Individual metro customers European Commission

Primary objective Capacity InteroperabilityUnified safety level

Development Supplier (proprietary technology) ERA and UNISIG (to standardized interfaces and functions)

Signalling unlocks other benefits

Capacity CarbonCost Customer

August 2015



CBTC – communications-based train control system

• Definition according to IEEE 1474.1

• Continuous, high-capacity, bidirectional train-to-wayside data communications

• Train location determination, independent of physical track vacancy (vital train location calculated onboard)

• Onboard and wayside equipment performing vital functions

• Implementation: The former inductive loop-based system has now been replaced by a radio-based system (wireless communications).

August 2015



Benefits of CBTC

Area Requirement

Investment/procurementInvestment according to GoA level, price according to required function, proven technology

High level of safety Fail-safe system (SIL 4), proven technology

OperationHigh availability, flexibility, energy savings, minimisation of delays

Headway

Futureproof

Passenger comfort

Stepwise (later on) adaptable to higher level of

automation

Lowest design headway following the moving-block principle

Reduced waiting (at stations) and travel time, smoother riding by advanced train control

August 2015



Trainguard MT in ITC mode

Balise providing intermittent communication Train with intermittent communication

Block sectionMovement authority Rear safety distance Safe braking distance

ATO available in ITC fallback mode!

August 2015



ITC wayside equipment

Transparent balise Fixed balise

Signalling point

Lineside electronic unit (LEU)

August 2015



Trainguard MT in CTC modeFixed-block intermittent communication and moving-block continuous communication

Moving block InteroperabilityTrainguard MT

August 2015



Trainguard MT – ITC system architecture

August 2015



Trainguard MT – CTC system architecture

August 2015



Benefits of ETCS platform usage for Metro

• Sustainable/future-proof solution as ETCS is becoming a global standard

• Reduction of the risk of obsolescence

• Possible pooling of spare parts for maintenance

• Easy Migration:

• Wayside compatibility with TPWS suburban trains

• No dual equipment of balise, odometry, etc.

• Siemens recommends to make use of ETCS components for the Indian CBTC platform.

August 2015



Maintenance costs increase at the end of life cycle

Obs

oles

cens

e

Timefailu

re r

ate

Infant mortality Decreasing failure rate

Normal life (useful life)Low “constant” failure rate

End-of-life wear-outIncreasing failure rate

Bathtub curveTypical course of failure versus time


Mass transit meets mainline

Example projects

August 2015



Crossrail Project characteristics

• 15 billion GBP project, the largest infrastructure project in Europe

• 21 km double tube under the centre of London

Connects the existing mainline network• Maidenhead and Heathrow in the west• Shenfield and Abbey Wood in the east

• 1.5 billion people will be connected to the business centres of London within 45 min.

• 63 trainsets (10 cars)

Siemens’ portion:• Signalling and control (C620)• Communications and control (C660)

August 2015



CrossrailTransition from ETCS to CBTC

• ETCS reads the LTA CBTC BG.• Driver to acknowledge the LTA.• ETCS activates the CBTC OBU.

• Establishment of the communication link to the CBTC trackside unit

• The CBTC OBU reads the CBTC BG to locate the train and send the position report.

• The CBTC OBU receives the MA and is now ready to control the train.

• ETCS reads the LT CBTC BG.• Driver to acknowledge the LT.• Following acknowledgment, ETCS transfers control of the

train to the CBTC OBU.• CBTC now controls the train.

MA – Movement authority LT – Level transition LTA – Level transition announcement BG – Balise group

August 2015



Sosa Wonsi Line, South Korea

Max. speed 110 kph

Design headways 90 s

Installation mid-2016

August 2015



Future-Proof: Migration from AWS+ to ETCS/TPWS

Axle counter

Track circuits

Tacho

AWS+

Engine Magnet

Track Magnet

TPWS OBU

Balise Antennae

Balise

Odometer

S/W Upload

HMI

August 2015



Thank you for your attention! Danyavad!

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© Siemens AG 2015 – All rights reserved. Signalling: Convergence of needs Suburban Railways / Metro Networks