Noel Burton, Siemens Rail Automation - The future of signalling in NZ

siemens.com/answersRestricted © Siemens AG 2015 All rights reserved.

The Future Of Signalling in

New Zealand:

Technology Developments

5th June 2015 – NZ RAIL 2015

Restricted © Siemens AG 2015 All rights reserved.

WHAT’S CHANGED SINCE 2014?

June 2015 Infrastructure & Cities Sector, Mobility and Logistics DivisionPage 2

Source: TransportBlog.co,nz

• Answer 2: Quite a lot

• Electric train rollout in

Auckland is nearly complete

• Over 1 year of continuous

ETCS Operation in NZ

• Auckland Council has started

enabling works for the CRL

• Continued increased focus on

SPAD and other risk

reductions.

• ATO over ETCS in Europe

• Answer: Not much

• No major new signalling technology introduced in NZ

• No major new projects started or announced

• No decision on future digital train radio (a stepping stone to next

generation train control technologies)


SIGNALLING TECHNLOGY IN NZ

COMMUTER/

METRO


AUCKLAND WELLINGTON

State of the art

traditional trackside

signalling + ETCS

Level 1

Modern

Computer

Based

Interlockings

Lever

Frames,

Remote

Signal Boxes

& Train Stops

Mix of

FREIGHT

LINES

CTC TRACK

WARRANT

CONTROL

Minimal or no

signalling equipment.

Large reliance on

verbal instructions

and strict adherence

to process


AUCKLAND ELECTRIFICATION PROJECT –

RESIGNALLING

Replacement of everything!

• All interlockings

• All trackside equipment locations

• All point machines, signals and train

detection equipment

• The train control system (now with ARS)

• All power and communication

equipment

And the addition of:

• ERTMS’ ETCS Automatic Train

Protection system – in Level 1 guise

• Increased reliability

• Increased capacity

• Increased flexibility



INNOVATIVE SOLUTION – MODULAR SIGNALLING


• Latest interlocking

technology –

WESTRACE MkII

• Pre-wired, pre-tested

modules, connected

with plug coupled

cables

• Reduced time on site

so reduces staff

exposure to the

dangerous rail

corridor environment

• Plug and play

maintainability


TRAIN CONTROL

6


TRAIN CONTROL

7


TRAIN CONTROL

8


BEYOND AUCKLAND

• The WESTRACE MkII / Modular signalling system developed for Auckland

has now been deployed onto many other projects around the country

• Although designed for Auckland’s busy metro railway it has proven it can

lower the cost of resignalling even remote passing loops.

• Projects include:

• Manutahi

• Ruatangata

• Petone

• Porirua

• Awakaponga

• Te Rapa



THE EUROPEAN TRAIN CONTROL SYSTEM

• European Train Control System (ETCS) is the Automatic Train Protection

(ATP) component of the European Rail Traffic Management System

(ERTMS)

• Why ETCS?

• Prior to the Auckland resignalling there was no ATP system in Auckland. The

only defence against driver error, was the driver.

• ETCS is an adopted, standardised, modern ATP system with multi-supplier

support

• Multi-supplier support means:

• Normal obsolescence issues with bespoke propriety products in the niche

signalling industry less likely to occur as such a big worldwide market

• Guaranteed competitive market for future upgrades and system expansion

• Guaranteed compatibility between ETCS components provided by

different suppliers.



AUTOMATIC TRAIN PROTECTION

• Standard ETCS Level 1 selected by KiwiRail prior to

tender

• All mainline signals fitted

• LEU has been modularised

• Network interface to interlocking

11


ETCS ONBOARD

• 57 EMUs each with 2

cabs

• 1 EVC per

train

• 2oo3

architecture

and

redundant

odometry

• 50+ trains

commissioned

so far

12

INTERNAL EQUIPMENT LOCKER

TACHOMETER 1 AND 2 (MOUNTED ON

DIFFERENT AXLES AND OPPOSITE SIDES)

DOPPLER’S 1 AND 2

(MOUNTED BACK TO BACK)

IBR

FILTER

DMI

DESK

OPEN/

CLOSED

LOCAL

POWERLOCAL

POWER

EVCEVC

ANTENNA’S 1AND 2

TRAIN

ELECTRICAL

INTERFACE

TRAIN BRAKE

INTERFACE

SYSTEM INTERFACE TO

TACHOMETERS/DMI 1 AND

2/DOPPLER’S/IBR’S ETC

EVC

EVC

BALISE ANTENNA

IBR

BALISE ANTENNA

IBR

RADIOS

FAN

JRUTIU

Future Enhancement ONLY

DRIVER

ETCS

ISOLATIONEVCDMI

DESK

OPEN/

CLOSED

LOCAL

POWER

EVC

DRIVER

ETCS

ISOLATIONEVC

EVC

EVC

PSU

FILTER

LOCAL

POWER

EVC


HOW DOES ETCS WORK – LEVEL 1


S101 S103 S105

Permitted Distance To Go:

40

Data sent to Train from S101 Balise Group:

110

851m

Speed Profile:

Sp

ee

d

Distance

110km/h

TRAIN YTRAIN X

EVC Curve calculated based on data

received from trackside:

End of AuthorityDanger Point

Pe

rmit

ted

Sp

ee

d

Distance

Warning Curve

150m

Service Brake Curve

Emergency Brake CurveRelease Speed

LEU

INTERLOCKING


THE ETCS STORY SO FAR….

• Rollout has been without delay and relatively smooth

• All EMUs that have operated with passengers in Auckland

have had full ATP protection via ETCS

• Excluding Pukekohe and Dora, in July Auckland will

become a signalling “world first”

• Balise reading reliability

• Conservatism of braking

curves

• Interaction with Level

Crossings



ETCS LEVEL 1 vs SPEED RESTRICTIONS


S101 S103

S107


Data sent to Train from S101 and S103 Balise Groups for diverging route:

110

2671m

Speed Profile:

Sp

ee

d

Distance

110km/h



Pe

rmit

ted

Sp

ee

d

Distance

Warning Curve

Emergency Brake Curve

40km/h

110km/h

40km/h

Length of train

110km/h


ETCS LEVEL 1 vs LEVEL CROSSINGS


S101

S103 S105


Data sent to Train from S101 Balise Group:

110

851m

110km/h



End of AuthorityDanger Point

Pe

rmit

ted

Sp

ee

d

Distance

Warning Curve

150m

Service Brake Curve

Emergency Brake Curve

Fixed Release Speed

PLATFORM

<5m

15km/h


POSSIBLE FUTURE UPGRADE

LEVEL 2

• Continuous Radio communication with train enables real time updates of

distance to go, no waiting until next balise is reached.

• Improves headways as train can instantly react to changed conditions ahead


S101 S103 S105

INTERLOCKING

RADIO BLOCK

CENTRE

Continuous Radio

Communication to

Train

GSM-R or

Other (i.e.

TETRA)

Fixed balises

retained for

positioning

Track circuits or

axle counters

retained for train

detection

Track vacancy information


IS IT WORTH IT? WHY BOTHER?

• It is worldwide best practice to have a comprehensive ATP system on new signalling

installations.

• SPADs continue to happen with a number of notable incidents in the last year alone

making into the press. However, overspeed can be just as catastrophic

• ETCS, if installed, would have prevented major rail accidents such as:


• Southall 1997 – Driver missed yellow

signal due to distraction, could not stop

at red signal and crashed into a freight

train. 7 killed, 139 injured.

• Ladbroke Grove 1999 – Driver mistook

red signal for a proceed and drove into

path of another train. 31 fatalities, 520

injured.

• Santiago de Compostela derailment

2013 – Driver “lapse of concentration”

lead to overspeed and derailment. 79

fatalities, 140 injuries.


THERE ARE MANY WAYS TO SKIN WELLINGTON’S

ETCS PUSSY CAT


• Areas that already have modern Computer Based Interlockings (~10% of

Wellington) would be low hanging fruit. Easy to add ETCS

• Other areas if there is not a need to re-signal or the budget can be retro fitted

with ETCS Level 1 with signal lamp current sensing LEUs

• Where there is a need to re-signal that area could go straight to Level 2 and

save on trackside infrastructure

• ETCS is Pick and mix!

• Not all trains have to be fitted and not all signals have to be equiped.

• Limited Supervision in Switzerland is ultimate example of this.


ETCS DOES NOT REQUIRE RESIGNALLING


© Siemens AG 2015. All rights reserved.

June 2015Page 21 Mobility Division / Mainline Rail Automation

CASE STUDY

Thameslink: North-South London Connection

Siemens is supplying:

ATS, control and display

Interlockings, RBC and balises

Class 700 Desiro City trains

ETCS onboard and ATO

Capacity will be

raised to 24

trains per hour

in the core area

bottleneck



WHAT IS THEIR SOLUTION?

>>> Coordinate train movements with Automatic Train

Supervision (ATS)

>>> Guarantee safety with the European Train Control

System (ETCS)

>>> Optimise driving with Automatic Train Operation (ATO)

>>> Suppress unnecessary ETCS driver indications and

warnings

when ATO is active

>>> Provide Driver Advisory System (DAS) to optimise train

movements

where ATO is not available



OVERALL SYSTEM CONCEPT

Functional overview

European Rail Traffic

Management SystemATS

ETCS trackside

ETCS on-board

ATO

Track – train

communications

Coordinates train

movements

Provides safe movement

authorities

ATS – ATO communications

are via ETCS and GSM-R

radio

Ensures safe train

movements

Ensures optimum train

movements



ATO calculates and controls the optimum speed profile to get the train to

the next station using the minimum energy in the time given by ATS

When time permits, ATO will coast before braking to save energy and

reduce wear

ATS coordinates train movements by adjusting the trip times and target

dwell times

ATO operates doors

AUTOMATIC TRAIN OPERATION (ATO)

ATO ensures optimum train movements

Fullacceleration Cruising Full braking

Time-optimal train run

V

Coasting

Energy-optimal train run

V

Trainguard

ATO provides

both ATO and

DAS modes of

operation to

optimise train

movements.

DAS



Energy-optimized driving mode

SAVE ENERGY BY COASTING

Time-optimized driving mode

Permitted speed

Speed of train

Permitted speed

Speed of train

speed speed

time time



Indication ATO not active (standard ETCS) ATO active

Normal (grey)

Pre-indication (white)

Target speed monitoring has begun. The train is approaching an area where the driver or ATO is expected to brake.

Indication (yellow)

The train has reached the indication curve (I).

The permitted speed is indicated by the hook, which is still at 50 km/h.

Indication (yellow) and Overspeed/warning (orange)

The orange warning is displayed when the permitted speed (P) drops below the current speed. An audible warning is given when the warning curve (W) is reached.

ETCS intervention (red)

The brake intervention occurs when the first line of intervention (FLOI) drops below the current speed.

50

50

50

StandardActive ATO

Normal ETCS

indications

ETCS pre-indication

Driver should get

ready to brake

ETCS indication

Driver should start

braking

ETCS warning

Driver must brake

ETCS brake

intervention ATO can brake later than humanly possible without causing ETCS

brake interventions

Some driver indications and warnings are suppressed to avoid irritation when ATO is active

0.80

0.90

1.00

1.10

1.20

1.30

1.40

1.50

1.60

1.70

1.80

1.90

2.00

2.10

2.20

2.30

2.40

2.50

2.60

2.70

2.80

2.90

3.00

Pre-indication Indication Permitted Warning FLOI EBI StartRSM

50.00 316.18 217.74 148.30 120.52 92.93 92.93 N/A 0

Initial speed

(km/h)

Distance from target (m) Release

speed (km/h)

0

10

20

30

40

50

60

70

80

90

-100-50050100150200250300350

Sp

eed

(km

/h)

Distance from target (m)

EBD

SBD

EBI

SBI1

SBI2

FLOI

Warning

Permitted

Indication

Pre indication

Release speed

ATO

ATO

EOA SvL

ATO SHORTENS HEADWAY BY BRAKING LATERS

pe

ed

(km

/h)

Distance from target (m)



DRIVER ADVISORY SYSTEM (DAS)

Accelerating Cruising Coasting Braking Braking

to stand

Example DAS-DMI

from Trainguard MT

Trainguard ATO can

be used as a driver

advisory system

(DAS)

To be used outside

core Thameslink

tunnels to make sure

trains arrive at central

section at “their slot”



Farringdon City Thameslink BlackfriarsSt Pancras

THAMESLINK CAPACITY

124s start headway southbound

Headway could be sustained indefinitely

150s headway for normal service (24

tph)

75s platform reoccupation

45s dwell time

30s margin

120s headway for recovery service

75s platform reoccupation

45s dwell time

No margin

Short periods of time for recovery

Simulations

Software emulations of trackside &

onboard

Track data according to scheme

plans

Train data for Thameslink Desiro

City trains

AC traction current high level

DC traction current limited to base

level

Normal rail adhesion

Full length units of 12 cars

Southbound

Basis


SUMMARY


• KiwiRail and Siemens have perfected a

modern, modular traditional signalling

solution that has been successfully

deployed around the country.

• ETCS Level 1 has been successfully

operating on all EMU services for over a

year now. Local operating knowledge is

increasing.

• ETCS Level 1 deployed does not need to

be all or nothing.

• ETCS was a strategic procurement decision by KiwiRail as they knew the system

would continue to be developed. Thameslink shows that ETCS will enable New

Zealand to leverage of the future worldwide ETCS developments to allow civil

assets to be worked harder.


ANY QUESTIONS?


Business

Noel Burton, Siemens Rail Automation - The future of signalling in NZ