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Signalling:Convergence of needs
Suburban Railways / Metro Networks
August 2015
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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
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Page 3 Mobility Division / Mobility Management
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
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Page 4 Mobility Division / Mobility Management
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• Implementation: The former inductive loop-based system has now been replaced by a radio-based system (wireless communications).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
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Page 5 Mobility Division / Mobility Management
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
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Page 6 Mobility Division / Mobility Management
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
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Page 7 Mobility Division / Mobility Management
ITC wayside equipment
Transparent balise Fixed balise
Signalling point
Lineside electronic unit (LEU)
August 2015
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Page 8 Mobility Division / Mobility Management
Trainguard MT in CTC modeFixed-block intermittent communication and moving-block continuous communication
Moving block InteroperabilityTrainguard MT
August 2015
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Page 9 Mobility Division / Mobility Management
Trainguard MT – ITC system architecture
August 2015
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Page 10 Mobility Division / Mobility Management
Trainguard MT – CTC system architecture
August 2015
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Page 11 Mobility Division / Mobility Management
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
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Page 12 Mobility Division / Mobility Management
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
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Mass transit meets mainline
Example projects
August 2015
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Page 14 Mobility Division / Mobility Management
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
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Page 15 Mobility Division / Mobility Management
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
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Page 16 Mobility Division / Mobility Management
Sosa Wonsi Line, South Korea
Max. speed 110 kph
Design headways 90 s
Installation mid-2016
August 2015
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Page 17 Mobility Division / Mobility Management
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
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Page 18 Mobility Division / Mobility Management
Thank you for your attention! Danyavad!