30/03/2012 Advanced Train Management System 2

Advanced Train Management System

Mike van de Worp

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ATMS Concept of Operation

Train Control System

Authorities

Bulletins

Pacing Guidance

Maintenance

Terminal

Perform Field Maintenance

Update Software

Wireless Communications

Onboard Equipment

Displays Authorities and Speed Restrictions

Warns Crew when Approaching Limits

Warns of Track Workers performing Authorized

Work on Track

Enforces Authorities and Restrictions

Reports Location to Server

Authority Management

Server

Tracks Trains

Monitors Condition of Field

Equipment

Computes Authority Limits

Transmits Movement

Authority & Speed

Restrictions to Trains

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ATMS History and Rationale

• Requirements

- Improve network safety

- Improve network capacity

- Improve operational flexibility

- Reduce maintenance costs

- Improve network reliability

ATMS Rationale

•Train Separation is no longer limited by signal spacing

•Headways are the best possible based on train speed,

length and braking performance

•For Example:

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ATMS History and Rationale

• Key features and advantages

- Enforcement of authority (predictive) and speed (reactive) limits

- Protect against driver error

- Authorities central to ATMS logic

- Seamless transition with minimal retraining

- Authorities delivered by data

- Reduced Controller and Driver error

- Speed restrictions delivered by data

- Reduced Driver error

- Centralised authority management

- Improved safety and network management

- On board location determination system

- Accurate knowledge of train location and speed

- On board train integrity system

- Improved train integrity information

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ATMS History and Rationale

• Scope of Proof of Concept

- Proves the core train control functions and improves on the

existing implementation of them

- Tight control of scope to maximise chances of success

- 13 functions delivered over 2 stages

Stage 1

STAGE 1 FUNCTIONAL REQUIREMENT

1. Delivery and display of electronic train orders

2. Management of equipped and un-equipped trains

3. Determination of train position

4. Speed enforcement

5. Coarse end of authority enforcement

6. Electronic blocks to current boundaries

7. Monitoring and remote control of switches

Stage 2

STAGE 2 FUNCTIONAL REQUIREMENT

1. Management of bi-directional double track

2. A completely paperless cab

3. Monitoring of train integrity

4. Metropolitan interfaces

5. Enhanced electronic blocks

6. Multiple control centres (including handoff and redundancy)

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Program Structure

Partnering

Board

Project

Manager

Project

Management

Team

Project

Team

Safety

Subcommittee

Independent

Verification &

Validation Agent

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Independent Validation and Verification

• Lloyd’s Register Rail (LRR) is the ATMS Independent Safety Assessor

(ISA) and Independent Validation and Verification Agent (IV&VA)

• LRR provides ARTC with advice, independent of Lockheed Martin and

its subcontractors, that ATMS is both:

– building the right system; and

– building the system right.

• In practice this means that LRR confirms that:

– ATMS safety requirements are appropriate and adequate; and

– a CENELEC compliant engineering process is being followed to develop the

system.

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Proof of Concept Territory

Stage 1

80km from Coonamia (Port

Pirie) to Stirling North

Train Order Territory, 3 loops

Stage 2

– 25km from Crystal Brook

to Coonamia

– CTC territory, Double

Track, 2 crossovers

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Project Status

• Stage 1 functionality is mainly about controlling trains to existing

block boundaries at functional level similar to existing signals and

train orders (and overlaps can be removed)

• Stage 1 functionality proven and requirements met during successful

physical trials in February 2011 involving over 1000 test steps

• This represents approximately 70% of the Proof of Concept total

functionality and essentially proves that ATMS will work

• Stage 2 is at integration and test phase with field trials scheduled to

be completed in August 2012

• Stage 2 functionality is mainly about capacity improvements

1330/03/2012

ATMS has a simple, robust and

highly centralised architecture

ATMS Architecture

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30/03/2012 15Advanced Train Management System

ATMS Architecture

Network Control Centre, comprises:

Train Control System

- interface with Network Controllers

- performs some degree of automation such as

authority stacking and automatic release

ATMS Architecture

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Authority Management Server

- performs high integrity checking of authorities and

switch control to maintain system safety

ATMS Architecture

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ATMS Architecture

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Train-borneLocation Determination System - accurate train position measurement

Train Control and Display Unit - interface with the driver

End of Train Device - train integrity device to report the position of the end

of the train and train completeness

Various interfaces to the locomotive such as tachometer and brakes

End of Train

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ATMS Architecture

Locomotive Fit-out

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Limit of

Authority

Limit of Authority

Electronically Defined

Train Separation

Limit of Authority

ATMS Rail Network

Minimising Trackside Infrastructure

Conventional Rail Network

Limit of

Authorities

Limit of Authority

Geographically Defined

Train Separation

Limit of Authority

1st

2nd

1st 2nd

Cable or Pole Line

Wayside Signal

Wayside Enclosure

ATMS Architecture

• Track Interface Unit

- interface with switch machines providing high

integrity remote control and monitoring

ATMS Architecture

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Why ATMS?

4/2/2011 ATMS Presentation February 2011 24

• Reduced infrastructure

- minimal trackside infrastructure

• Enhance network safety

- driver situational awareness

- authority and speed enforcement

- avoidance of signal visibility problems

- better track-worker protection

ATMS Rationale

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• The authorities and the location of trains and track

workers are managed against a track database in which

every feature of the track is accurately mapped

• Central to the concept is electronic blocks of

approximately 200 metres which are delivered to trains

and track workers as authorities are issued, and handed

back as trains progress and track works are completed

ATMS Architecture

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ATMS goals:

• Improve network capacity

- authorities to small electronic blocks

- reduced headways, fleeting

- avoidance of track duplication

- facilitates more efficient track maintenance

opportunities

ATMS Rationale

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• Improve network reliability

- less exposure to environmental factors

- elimination of single point of failure

• Improve operational flexibility

- fast and slow trains more easily handled

- rail cars don’t consume disproportionate capacity

ATMS Rationale

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ATMS Phases

Phase 1

Due DiligencePhase 2

Proof of Concept

Phase 3 Roll Out

Phase 4 Logistic Support

Phase 1

Due Diligence

Stage 1

Stage 2

Phase 3 Transition

2008 2012 2013 2016

ATMS in the Project Development Life Cycle

Basic ATMS

performance to

physical block

boundaries

Enhanced ATMS

performance

including

closely

following trains

• Element Requirement Validation• System Integration Complete

• Informal System Level Testing

• Factory Acceptance Test

• Site Acceptance Test

ATMS Proof of Concept Program – Stage 1

System

Requirements

System

Design

Preliminary

Design

Detailed

Design

Implement

Element

Integrate and

Verify

Elements

Validate

System

Integrate and

Verify System

Dec 2008

June 2009

Nov 2009

May 2010

Aug 2010

Aug 2010

Dec 2010

Feb 2011

• Concept of Operations

• System Functional Specification

• Preliminary Hazard Analysis

• Test Certification and Acceptance Plan

• System Segment Design Document

• System Hazard Analysis

• Element Requirements (prelim)

• Interface Requirements (prelim)

• Element Requirements (final)

• Interface Requirements (final)

• Element Design (prelim)

• Interface Design (prelim)

• Element Design (final)

• Interface Design (final)

• Subsystem Hazard Analysis

• Software Development Complete

• Software Configuration Files Complete

• Low-level Unit Testing Complete

ATMS Proof of Concept Program - Stage 2

System

Requirements

System

Design

Preliminary

Design

Detailed

Design

Implement

Element

Integrate and

Verify

Elements

Validate

System

Integrate and

Verify System

May 2010

Sep 2010

Jan 2011

June 2011

Mar 2012

Jan 2012

Apr 2012

July 2012

ATMS System Integration Facility

TIU Panel

TIU

Lat

TDB

LDS

TIUAMS

TCS AMS

TIU

TC&D

Loco Simulator

GPS Constellation

Simulator

Train-borne LAN

SIF LAN

Comms Unit

Comms Unit

Train-borne Equipment

TDB

TDB – Track Database

LCU 2

TDB TDB

AMSTIU

TDB

TDB

Lat, Long,

Heading

GPS

Signal

Test Road-Rail Vehicle

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30/03/2012 3630/03/2012 Presentation to Safety Manager's Group (SMG) 36

Questions?