Stan Ghys - TTG Transportation Technology

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Real time optimisation of rail operations and

Integration with train control systemsPresentation for Telecommunications & Train Control ConferenceInterContinental Hotel, Sydney, 3:10pm Tuesday 18 August 2015

by Stan GhysTTG Business Development Manager (Asia Pacific)Phone: +61 (0)2 9249 0100, Email: [email protected]

Copyright © 2015, TTG Transportation TechnologyNote that this presentation includes existing and planned product functionality, which may change through time.

Please contact TTG for latest product specifications.

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v Contents

Section PageAbout TTG 4Overseas trends for real time optimisation of rail operations and integration with train control systems

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Driver Advice Systems (DAS) and how they improve performance of rail operations

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Lessons learnt 60Connected Driver Advice Systems (C-DAS) to further improve performance, integrated with Traffic Management Systems for “real time” updates of train timetables

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Integrating DAS with Safe-working Systems such as ETCS, ATMS and PTC

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v Overview• About TTG• Overseas trends for real time optimisation of rail operations and

integration with train control systems – includes review of UK’s “Future Railway” Technical Strategy and 5 year Control Periods to 2040.

• Driver Advice Systems (DAS) and how they improve performance of rail operations, in terms of energy use, on-time running, network capacity, maintenance costs, etc – includes results from numerous rail operations.

• Lessons learnt• Connected Driver Advice Systems (C-DAS) to further improve

performance, integrated with Traffic Management Systems for “real time” updates of train timetables – incl. review of a live trial in collaboration with Network Rail (UK) and integration projects with leading TMS providers.

• Integrating DAS with Safe-working Systems such as ETCS, ATMS and PTC – includes details presented by TTG and UniSA at CORE 2012 (Conference On Railway Engineering).

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About TTG

(and me)

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v About TTG• TTG, Transportation Technology Group.

• Develop and manufacture solutions that improve the performance of transport operations, and provide related services.

• Core business is optimising the energy efficiency, on-time running and capacity of rail transport, including high speed passenger, freight and heavy haul rail.

• Australian Clean Tech company. Operating internationally for over 25 years. HQ in Sydney. Europe office in UK. Asia office in Beijing.

• Recognised as a leader in the field of rail performance, backed by leading Australian research and patented technology.

• Flagship products, Energymiser® and Schedulemiser®, follow 16+ years R&D with leading Australian universities and rail industry, particularly the UniSA and RailCRC (collaborative research centre).

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Offices & ProjectsProjects

v About TTG

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v About TTG• Energymiser® Driver Advisory System cuts energy consumption

and emissions, improves on-time running and network capacity, reduces maintenance costs, and more.

• Now 4th generation product deployed or being deployed on:− Over 2,000 trains globally

− Over 30,000 kilometres of operating track

− Across 5 continents, including Australia, New Zealand, the UK, France, Africa, China and India

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v About TTG• Deployments of Energymiser® DAS include:

− High speed passenger trains across France, with SNCF’s TGV trains travelling at over 300 kilometres per hour.

− Diesel and electric passenger trains across the UK, proving the solution in one of the world’s most complex and congested railway networks, as well as recent trials on passenger trains here in Australia.

− Intermodal, general freight and coal trains across the UK, New Zealand and Australia, as well as trials in China and India.

− Iron ore trains in Africa, with the system rolled out in some of the heaviest and longest trains in the world.

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v About TTG – example customers to January 2015

• UK – DE locos, Intermodal and Heavy Haul (rail operator in UK, Europe and Australia)

• UK – DMU, EMU, Suburban and Intercity Passenger (a world leading passenger transport operator)

• UK – DMU, Suburban and Intercity Passenger (one of the largest providers of passenger transport in Europe, a leading UK rail operator)

• Mauritania – DE locos , Heavy Haul Iron Ore (some of the world's biggest iron ore trains)

• New Zealand – Intermodal and Heavy Haul (government-owned national freight rail operations)

• Australia – Intermodal Freight (major rail freight business)

• Australia – Heavy Haul Coal (nation’s largest rail freight operator)

• France – TGV High Speed Passenger Trains (government-owned national rail services)

• Spain – HST EMU Passenger (a world-leading rolling stock manufacturer)

• UK – CDAS Trial (government-owned operator of UK rail network – one of world’s most congested & complex)

• China – Major heavy haul operator (electric locos)

• India – General Freight (diesel locos), Coal Freight (electric locos)

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v About TTG• Recognised with numerous awards:

− Using Energymiser® DAS, FirstGroup (U.K.) won the Modern Railways Industry Innovation Awards in both 2011 and 2012

− TTG received a national Export Award from federal Government in 2014

− TTG received both Technical Innovation and Supplier Export awards from the Australasian Railway Association in 2015.

• Link-up Registered Supplier (UK Supplier Qualification Scheme).

• Certified to ISO 9001:2008 Quality Management & ISO 14001:2004 Environmental Management.

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v About TTG – optimising schedules and network capacity(our experience as TTG and former TMG company)

• Rail//Sys – Long term timetable development: RailCorp, Queensland Rail, Auckland Regional Transport Authority

• Rail//Sched – Timetable optimisation: OnTrack (now KiwiRail), ARTC Hunter Valley (used maths engine)

• Schedulemiser® – Timetable optimisation for planning and near real-time decision support

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v About Me• Stan Ghys

• Joined TTG in 2011

• Business Development Manager – Asia Pacific

• Also double as Project Manager for live trials of Energymiser® DAS, on trains in revenue service.

• Background as a Physicist, Software Engineer and Project Leader.

• 25+ years’ experience developing and rolling out technically innovative solutions for international markets.

Includes systems to improve efficiency of rail transport, energy management for industrial and commercial facilities, safety for mining industry, automation of quality control in production environments such as Reserve Bank and Goodman Fielder, secure financial transaction devices for retail banking, and surveillance solutions for public transport.

• Phone: +61 (0)2 9249 0100, Email: [email protected]

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Overseas trends for real time optimisation of rail operations and integration with train

control systems

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v Overseas trends for real time optimisation of rail operations and integration with train control systems• Australia rail operations are similar to the U.K. in 2009 – starting with a low

complexity technology base and similar management.

• Comparable to other countries in Europe and the U.S.A. in terms of increasing demand for rail transport, challenges, sharing technical solutions and convergence of technologies.

• Technical Strategy Leadership Group (TSLG) in U.K. is facilitated by the Rail Safety & Standards Board (RSSB) with members including Network Rail, Department for Transport, Office of Rail Regulation, First Group, DB Schenker, Bombardier, Alstom and other rail organisations / associations.

• In 2012, they released their “Future Railway” technical strategy document with 5 year Control Periods to 2040, including real time optimisation of rail operations and integration with train control systems.

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2012

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DAS deployments across U.K. + others

DAS deployment across France, alongside ATO

C-DAS & TMS “model office” integration with two leading TMS providers

C-DAS & TMS integration with Network Rail for live trial through

Heathrow Airport Junction

GEO-DAS development project, as part of winning consortium

UniSA & TTG present paper at CORE2012 regarding integration of DAS with Safe-working Systems such as ERTMS for in-cab signalling

DAS for signalsystem backup

2012

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v Overseas trends for real time optimisation of rail operations and integration with train control systems• DAS (Driver Advisory System)

• C-DAS (Connected DAS) integrated w/ Traffic Management System (TMS)

• GEO-DAS project to detect track diversions. Other project for DAS to be part of a backup system when current signal system fails (i.e. signal system, traffic management system, power supply, points reporting, train detection by track circuits and axle counters as well as cable theft)

• DAS/C-DAS integrated with Safety Systems (e.g. ETCS, ERTMS = ETCS + GSM-R for in-cab signalling, ATMS, PTC)

• ATO architecture can build on that of C-DAS and ETCS (architecture, data flows and optimisation algorithms can be the same). SNCF has Energymiser® DAS running alongside ATO on TGV trains, at 300+ km/hr.

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Driver Advisory Systems(DAS)

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v Basics – Relationship Between Energy & Time• Kinetic energy = ½ m v 2 = ½ m (d / t) 2

• Energy consumption (diesel or electricity) related to 1 / time 2

• Energy consumption is sensitive to timing in a rail operation.

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v Basics – About Energy• Energy is a major operational expense and the cost is increasing.

• For example, in FY2014, Sydney & NSW passenger trains consumed $92.7M on electricity, with over $50M being for traction energy, and $31.6M on diesel fuel, up from $24.5M in FY2013.

• For example, a single freight locomotive can consume over 700,000 litres diesel per annum. Locomotives in Australia currently consume over 1,000,000,000 litres of diesel per annum with 60% increase forecast by 2040.

Example operating costs in lifecycle of a locomotive

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v Basics – About Time• Time is (someone’s) money.

• Increasing rail congestion.

• Some scenarios:

- Your customer delays train departure or TSR’s hold the train up. Recovering lost time consumes energy relating to time 2

- You can improve on-time arrivals while conserving energy by maximising “momentum driving” throughout a trip.

- This also reduces variations from the average velocity for the trip, and therefore better pacing of trains, with less red signals.

- Trains can then run in their most efficient modes.

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v Conserving energy with momentum riding• Easy knowing when to power, hold speed, coast or brake, and by

how much …

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v Conserving energy with momentum driving• Fairly easy knowing when to power, hold speed, coast or brake,

and by how much …

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v Conserving energy with momentum driving• Human beings don’t always get “simple” things right …

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v Conserving energy with momentum driving

• What about a train “draped” around hills and curves?

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n = ~3 to 200+

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• And what about permanent and temporary speed restrictions?

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v Conserving energy with momentum driving• Where are the precise points to power, hold, coast or brake?

• At any given point, what is the best trajectory (speed) to reach a destination using least energy, and within a target timeframe?

• How does every driver anticipate that, consistently, given variables such as loads, loco types, routes, signals, temporary speed restrictions (TSR’s), and schedules on day of operation?

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v Conserving energy with momentum driving• Union Pacific Railways identified a 30% variation in fuel

consumption between the worst and the average train drivers in their fleet (www.railexpress.com.au, Aurecon, 24 April 2012)

• 8200 freight locomotives, 7000+ engineers, 160+ routes

• Engineers with best consumption rates receive debit cards they can use to fill their own vehicles with fuel

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Optimal speed profile achieving target time for least energy consumption

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v Energymiser® DAS (C-DAS)

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v Energymiser® DAS (C-DAS)• Patented method gives drivers the precise points where to change

modes (power, hold, coast, brake), in real-time, with a look-ahead to anticipate mode changes. Automatically adapts to actual conditions throughout each trip.

• Reduces energy consumption, emissions and maintenance costs.

• Improves on-time running, pacing of trains and capacity of rail network.

• Retrofits to any type of DMU, EMU, diesel or electric loco, etc.

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v Energymiser® DAS (C-DAS)• Provides drivers richer route information. Aid when low visibility

(e.g. night, fog). Option to display TSR’s and trackside features.

• Doubles as platform to capture and centralise delay attributes, throttle and brake settings, energy metering, data loggers, etc.

• Web-based reports to measure, monitor and manage performance. Can also integrate with existing Business Intelligence systems.

• Connected DAS (C-DAS) architecture enables integration with Rail Operations for ‘Command & Control’ throughout day-of-operation.

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v Result for 1,500T freight trains. Hilly. NZ.• Baseline samples without Energymiser® advice.

• Shows variability in energy efficiency of different train drivers.

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v Result for 1,500T freight trains. Hilly. NZ.• Over 25% savings in controlled trial.

• Results in other rail operations depend on operational variables and driver compliance with real time advice.

25%+

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v Result for 10,000 to 17,000T iron ore trains, up to 2.5km long. Rolling desert. Africa.• 8.9% savings when loaded. 12.3% savings when empty.

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v Result for very high speed passenger trains. Hilly. Europe.• 7.4% savings.

• We compared traction energy use only. Regeneration does not make a significant difference to the percentage savings.

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v Result for regional passenger trains. Congested rail network. Rolling terrain. Australia.• 5.7% to 7.6% savings depending on level of driver compliance.• Compared baseline and trial trips with same TSR’s and no engine faults (minimising

operational variables to compare “apples with apples”). Ignored track diversions as operations are generally congested.

• Average over 4 different train services, with over 30 baseline tips on each service and a similar number of trial trips, before filtering the operational variables.

• Higher savings possible as late departures for trial trips compared to baseline trips.• Improved on-time running where less congestion.

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v Energymiser® results for existing customers• 8.9% to 12.3% savings for heavy haul trains in Africa (iron ore)

• 10% to 20%+ for freight trains in Australia, NZ, UK, China and India

• ~7% to 20%+ for passenger trains in Australia, UK and France –lower figure due to congestion and earlier energy saving measures

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v Improve on-time running

• Improves on-time running while minimising energy consumption.

• Automatically adapts to actual conditions throughout each trip, including variations to schedule, loads, locos, drivers and speed restrictions.

• Experience of train operators: Intermodal rollout across Australia. (railexpress.com.au, Nov ‘11)

“help them stay on time and minimise fuel consumption”

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v Reduce maintenance costs• Reducing energy consumption is about maximising coasting and

reducing excessive speed and braking – i.e. smooth train handling

• Reduce wear and tear on trains and tracks

• Reduce maintenance costs

• Reduce noise and improve passenger comfort

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v Reduce environmental emissions• Reduce carbon and carcinogenic emissions.

• ~7% to 20%+ reduction, per savings in electricity or diesel consumption.

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v Measure, monitor and manage performance• Web-based reporting to measure, monitor and manage

performance through time (by service, driver, loco, route, etc).

• Integration with existing Business Intelligence systems, to optimise operations and for additional reporting (e.g. carbon emissions).

Examples:• Sign in via standard browser• Single journey report• Journey log graph• Multiple journey summary• Energy trend (graphical)• Speed compliance report• Delay attribution report• Timetable entry (manual option)• TSR entry (manual option)

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v Communicate other operational information throughout day of operation

GPS satellite

Mobile data network

Internet

Web-based access with login levels for drivers, depots and HQ

Energymiser® server integrated with existing Train Operations & Business Intelligence systems, or running stand-alone

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v Communicate other operational information throughout day of operation• Broadcast throughout day of operations, for example:

− Up to date route knowledge such as Temporary Speed Restrictions

− Crew and roster information

• Automatically capture, centralise and report on data, for example:− Electricity metering and throttle positions to determine fuel consumption

− Delay attributes

− Driver reports for incidences and maintenance

− Data logs for vigilance

− Refuel levels

• Asset tracking by location and time, up to real time

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v On-train hardware – SmartDisplay® option• Fully integrated, compact and rugged solution.

• Easily retrofits and ports between any type of cabin. Off-the-shelf and custom-made mounting options.

• Includes touchscreen with non-reflective display.

• Doubles as a communications hub with i/o to interface with throttle settings, data loggers, etc and remote display (for dual cabs).

• Designed to EN50155 and manufactured to ISO9001 standards.

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v On-train hardware• Hardware agnostic with on-train and portable options – e.g.

7” Energymiser® SmartDisplay, 10” portable ToughPad, dash mounted Panel PC and integration with existing displays/systems:

7.1” Energymiser® SmartDisplay 7.1” or 10” portable ToughPad 10” Panel PC

Integration with safe working displays(e.g. ETCS, ATMS and PTC)

Integration with driver traffic control for dark territory (no signals)

Integration with train manufacturer driver interface

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v SNCF example• SNCF rolling out iPADs with Energymiser® DAS for over 2,000 train

drivers in France.

• Runs alongside ATO on TGV trains, up to 300+ km/hr. ATO runs trains at line speed. Driver deselects ATO when DAS advice differs.

• ATO architecture can build on that of C-DAS & ETCS (architecture, data flows and optimisation algorithms can be the same).

Driver interface on TGV trainsExample where Energymiser DAS advice is to run at speed limit with 9 minute count down then coast

Driver interface for trainingEnergymiser advice shown along with optimal speed

and gradient profiles for context

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v On-shore components• Secure web-based administration and reporting

• Hosted with data management or installed within customer’s existing IT environment

• Interfaces to Rail Operations and Business Intelligence Systems

• Manual or automated updates of Timetables and TSR’s, including Network Rail CIF format and MQ interface options

• Data transfer via XML feeds with web services, secure FTP with automated CSV import/export, SAP configured views, and more

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v Return-On-Investment

• ROI typically ~1.5 years then ongoing energy savings

• Plus additional benefits detailed herein:− Improved on-time running and network capacity− Reduced environmental emissions (carbon and carcinogenic)− Measure, monitor and manage performance− Reduced maintenance costs of trains and tracks given through smoother train

handling (as well as reduced noise and improved passenger comfort)− Provides drivers richer route information− Communicate other operational information throughout day of operation

• Future-proof given C-DAS architecture and TTG’s work with organisations such as Network Rail and Rail Safety & Standards Board (RSSB) in the U.K., on integrating DAS with Traffic Management Systems and Safe Working Systems such as ETCS/ERTMS and ATMS.

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v Comment from Rail Safety & Standards Board (UK)http://www.rssb.co.uk/Library/groups-and-committees/2013-report-c-das-concept-of-operation.pdf

• The implementation of any DAS is intended to deliver benefits in the quality, cost and efficiency of train operation. Expected benefits are:− (a) Improved Safety

− Train regulated to the working timetable - fewer restrictive signals

− Overall lower sectional running speeds

− Advance warning of locations where speed restrictions change

− Reminder of next station calling point, thus reducing missed stations / run-overs

− b) Improved energy efficiency (up to ~15% reduction on diesel trains)

− c) Reduced wear and tear due to reduced braking and lower running speeds

− d) Improved capture of delay attribution data

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Lessons Learnt

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v Lessons Learnt – Performance + Energy Savings• DAS gets train from Point A to Point B for minimum amount of

energy, on-time.

• Note that this improves on-time running to critical timing point locations (TIPLOCs) such as junctions and passing loops.

• Important for complex and congested networks like the U.K. and considering the mix of passenger and freight services in Australia, with increasing demand.

• Financial penalties for delays.

• Not just about energy savings on given trains. It’s about the performance of the network of trains.

• DAS improves network capacity.

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v Lessons Learnt – Performance + Energy Savings

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v Lessons Learnt – Change Management• DAS is “just a tool”. Maximum benefits depend on how it’s used.

• This is achieved when:

− Drivers have proven technology they can have confidence in

− They follow the DAS advice

− Management have an ongoing commitment

• Energymiser® DAS:

− Leading solution and core business, specifically designed for the widest range of rail operations, configurable to suit specific needs of each rail operation, drivers and managers.

− Web-based reports enable drivers and managers to measure, monitor and manage their performance through time.

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v Lessons Learnt – Change Management

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v Lessons Learnt – Route Data• Data for track alignments, elevations/gradients and locations of

timing points and trackside features such as kilometre posts need to be up to date, precise, accurate and in machine-readable format.

• May come from third-party (network rather than train operator).

• Since 2009, TTG has gathered, processed and validated over 30,000 kilometres of route data for DAS in the U.K and Australia, for example. Also prior experience with route data to determine running times for trains in various rail operations.

• Developed tools to efficiently add new route data, including ability to accurately determine track elevations/gradients from GPS data.

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v Lessons Learnt – Route Data

Figure 1: Track elevation supplied by railway company Figure 2: GPS elevation from single run

Figure 3: Processed GPS elevation from multiple runs

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v Lessons Learnt – Track Diversions• U.K. is a most complex and congested rail network with around:

− 1600 sections, 1350 nodes and 2500 stations.

− Over 4,000 trains and 20,000 train services/weekday.

• Diversions of trains from scheduled tracks are common, while this may not be detected due to limitations of GPS technology. Also the case with recent trials on passenger trains in Australia.

• Still improved energy use and on-time running for rest of trip as Energymiser® DAS automatically adapts to changing conditions.

• However, options include:− Use its C-DAS architecture to integrate with Traffic Management Systems for

real time updates of timetables that specify the track (see explanation and TTG’s work with Network Rail and leading TMS providers later)

− Add GEO-DAS capability (as follows)

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v Lessons Learnt – Track Diversions• TTG is part of a consortium who have won a rail industry

competition in the U.K. to progress GEO-DAS.

• Overcomes the limitation of GPS with technology to detect which track a train is on if diverted from its scheduled track.

• Rail Operator Challenge Competition (ROCC) is a collaboration between Network Rail and RSSB working with industry and supply chain to deliver the U.K.’s Rail Technical Strategy. ROCC funded by RSSB in partnership with First Group, Thales and RDS to develop a next generation DAS concept for the UK.

• Uses an RDS Camera system to allow for track level knowledge along the route. Aim is for DAS to automatically define which track the train is currently running using integration between the RDS International VTPS (Video Train Positioning System).

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Connected Driver Advisory Systems (C-DAS)

Integrating with Traffic Management Systems (TMS)

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v C-DAS integration w/ Traffic Management Systems• U.K. experience with rail congestion (data pre-Feb 2011)

− Processed over 10,000km of route data ( x number of tracks).

− 1600 sections, 1350 nodes and 2500 stations.

− Over 4,000 trains and 20,000 train services/weekday.

− Over 2.8M passenger journeys/day. 65% of all rail trips start or finish in London.

− Over 400,000T of freight/day.

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v C-DAS integration w/ Traffic Management Systems• DAS maximises momentum driving, which narrows speed variations

of a train towards a ‘hold’ velocity, while improving on-time running.

− Reduce energy consumption while improving on-time running.

− Improve pacing of multiple trains and safety.

− Reduce red signals and energy wasted getting back up to speed.

− Enable increased speeds or additional trains on the track.

ü

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v C-DAS integration w/ Traffic Management Systems• FGW experience: FirstGroup is a world leading operator, £6B+ revenue,

UK, Ireland, Denmark, Sweden, Canada, USA (railmagazine.com, Mar ‘11)

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v C-DAS integration w/ Traffic Management Systems• DAS also enables you to:

− Improve on-time running to critical timing points, such as junctions, passing loops, stations and depots.

− Balance hold speeds across sections of a rail network and reduce congestion.

ü

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v C-DAS integration w/ Traffic Management Systems• While the results of DAS are good, maximising performance is about

optimising train schedules and timing on day-of-operation.

• It’s not just about ‘the train’ ...

• It’s about managing multiple trains interacting on a rail network.

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v C-DAS integration w/ Traffic Management Systems• Connected DAS (C-DAS) architecture enables integration with

Traffic Management Systems (TMS) for “real time” updates of train timetables throughout each day of operation.

• Optimised and on-demand timetables (schedules) can be included for ‘Command & Control’.

• “Smart trains” and “Smart networks” give maximum benefits in terms of on-time running and network capacity.

• Reduced interaction between trains (congestion) also enables each train to run in its most energy efficient mode.

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v C-DAS integration w/ Traffic Management Systems• Integration with optimised timetables. On-demand for supporting

decisions throughout day of operation.

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• The implementation of any DAS is intended to deliver benefits in the quality, cost and efficiency of train operation. Expected benefits are improved safety, improved energy efficiency, reduced wear and tear, and improved capture of delay attribution data.

• When DAS is operating in Connected mode (i.e. able to receive schedule updates and to feedback train position to traffic regulation centres) the expected benefits are all of those anticipated above and in addition:− Improved recovery from disruption

− Train regulation to revised schedule

− The potential for regulation to optimise for network capacity or performance

− Support for improved conflict resolution (based on trains’ predicted running)

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− Further improvements is energy, carbon, and wear and tear, due to schedule revisions being available near-real time and thus usable by C-DAS for late running trains.

− In addition, both DAS variants may support a future anticipated capability to optimise energy consumption based on locally available electrical power supply or power tariffs/budgets.

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v C-DAS integration w/ Traffic Management Systems• Heathrow Airport Junction is one of the most time-critical junctions

in the congested U.K. rail network.

• London Paddington – Heathrow Express trains merge with First Great Western (FGW) trains, and other trains, on the Up Main. Many trains are slowed or stopped by signalling as they approach Airport Junction. Delays propagate through the rail network, and the extra time required to get trains back up to speed adds to the overall delay and congestion, as well as wasted energy use.

• Trials of C-DAS functionality were sponsored by Network Rail and First Group and conducted by TTG on FGW’s HST services at Airport Junction during December 2014.

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v C-DAS integration w/ Traffic Management Systems• C-DAS enables timetables to be updated in near real-time. The

timetables were automatically created each time any train passed a berth step after Reading, Maidenhead or Slough.

• Success was measured by the proportion of FGW’s HST trains that encountered adverse signals on the approach to Airport Junction, with and without timetable updates.

− 6.6% of peak trains without updated schedules were delayed at Airport Jn.

− Only 1.2% of peak trains with updated schedules were delayed at Airport Jn.

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v C-DAS integration w/ Traffic Management SystemsDetails of project:

• TTG had previously rolled out Energymiser® DAS on FGW’s HST trains. DAS seeks to get each train to Airport Junction at the time specified in the working timetable (about one third of all trains passing through the junction didn’t have DAS installed).

• However, about two thirds of the FGW trains approaching Airport Junction from Reading, Maidenhead and Slough are not able to arrive on time. These are indicated by the red speed profiles below, with the vertical blue line being at Airport Junction.

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v C-DAS integration w/ Traffic Management Systems• DAS functionality uses a given train schedule from a timetable or

other running information to calculate optimal speed profiles and driving modes to keep the train on time and minimise energy.

• DAS doesn’t directly optimise a network of trains. To demonstrate how train schedules can be modified and executed by a network of trains, TTG constructed a new element in the system known as the Junction Scheduler.

• The Junction Scheduler was used to predict conflicts at Airport Junction and determine if intervention was required and, if so, what adjustments in times were required for each individual train approaching the junction, all automatically.

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v C-DAS integration w/ Traffic Management Systems• The Junction Scheduler software developed by TTG performs the

following functions:

− Monitors the trains approaching a junction;;

− Determines achievable arrival times for each train;;

− Allocates junction occupancy intervals to each train;;

− Calculates revised arrival times for each train;; and

− Sends updated arrival times to each of the trains equipped with DAS.

• Trains equipped with DAS (effectively C-DAS) were able to adjust their speed and driving modes so that they arrived at the junction at the adjusted times.

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v C-DAS integration w/ Traffic Management Systems• The arrival times allocated to trains are calculated to ensure that the

trains approaching the junction are spaced with appropriate headways, so that the likelihood of trains encountering restrictive signals is reduced or eliminated.

• The system does not try to control arrival times at each signal. Instead, the aim is to plan a sensible arrival time at the junction for each train.

• If all of the trains are driving to sensible arrival times, they will encounter fewer adverse signals by simply passing through timing points within the timing window margins.

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v C-DAS integration w/ Traffic Management Systems• Graph showing times trains passed through Airport Junction on

2014-09-02. Time of day indicated around edge of outer circle. Red dots indicate times Heathrow Express trains passed the junction. Lines indicate times that trains on the Up Main passed the junction.

• Inner point of each line indicates time the train on the Up Main passed a berth step. Outer point of each line indicates time the train passed Airport Junction (i.e. another berth step).

• Colour of the line indicates the type of train: purple is a HST, green is a DMU, blue is a freight train, black is something else.

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v C-DAS integration w/ Traffic Management Systems• Animated locations of FGW HST trains (only) based on DAS logs.

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v C-DAS integration w/ Traffic Management Systems• Collaboration between TTG and a world-leading provider of TMS,

signalling, rolling stock & traction equipment. “Model Office” project.

CONFIDENTIAL

CONFIDENTIAL

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v C-DAS integration w/ Traffic Management Systems• Collaboration between TTG and a world-leading provider of TMS,

signalling and communications solutions. “Model Office” project.

CONFIDENTIAL

CONFIDENTIAL

CONFIDENTIAL

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Integrating DAS with Safe-working Systems

(e.g. ERTMS = ETCS + GSM-Rfor in-cab signalling)

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v Integrating DAS with Safe-working SystemsSummary of paper presented by TTG and UniSA at CORE 2012 (Conference On Railway Engineering)

• Safe-working systems such as European Train Control System (ETCS), Australian Advanced Train Management System (ATMS) and Positive Train Control (PTC) in USA are designed to, amongst other things, inform drivers about safe train operation by displaying (and enforcing) speed limits, limits of authority, and braking curves.

• Driver advice systems are designed to provide information about efficient operation. As well as reducing energy use, driver advice systems can improve traffic flow by pacing trains to avoid safe-working delays, between trains and critical timing points such as junctions and crossing loops.

• Ideally the advice from safe-working systems and advice systems should be combined.

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v Integrating DAS with Safe-working Systems• Several issues were addressed for incorporating driving advice

with safe-working information:

− Driving advice is calculated to the next timing point, which may be beyond the current limit of authority;; the advised speed profile should not be displayed beyond the safe speed profile.

− Power and Coast driving modes require specific control actions, and cannot be indicated effectively by just a target speed.

− The advised speed profile, if displayed, should not reduce the clarity of safe-working information.

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v Integrating DAS with Safe-working Systems• We showed it is straightforward to integrate efficient driving advice

with safe-working displays for ETCS, ATMS and PTC without compromising the safety of the safe-working system or the effectiveness of the driver advice system.

• A driver advice system continually calculates the optimal speed profile from the train's current location and speed, and passes the profile to the safe-working system for display.

• The safe-working system only uses those parts of the optimal profile that are within the safe-working envelope.

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v Integrating DAS with Safe-working Systems• There are several advantages:

− As well as reducing energy use, integrating driver advice with safe-working systems can improve traffic flow by pacing trains so that limits of authority clear before the train has to slow or stop.

− Advice can be displayed only up to the limit of authority, although be calculated to the next critical timing point, improving on-time running.

− Safe-working calculations and advice calculations can be based on the same track and train data.

− Safe-working information and driving advice can be displayed on the same device.

• Reviewed various safe-working systems but they didn’t indicate timekeeping information to the driver, such as desired or estimated arrival times at future timing points. These are straightforward to incorporate, as is already the case for DAS.

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DAS deployments across U.K. + others

DAS deployment across France, alongside ATO

C-DAS & TMS “model office” integration with two leading TMS providers

C-DAS & TMS integration with Network Rail for live trial through

Heathrow Airport Junction

GEO-DAS development project, as part of winning consortium

UniSA & TTG present paper at CORE2012 regarding integration of DAS with Safe-working Systems such as ERTMS for in-cab signalling

DAS for signalsystem backup

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v Thank you

Photo of Class 66 locomotive courtesy of Freightliner – U.K.