Creating our Future
Railway
ERTMS, DAS, TM and ATO Migration
Clive Burrows
Group Engineering Director
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Delivering the vision – vital control area
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Managing Innovation:
Information Technology on today’s Main Line Railway
Timetable
development
Area
Control
Railway
uses of
computing
Train
Management
Passenger
Information
Train Movement Control
still uses technology
developed between 1870
and 1950
Interlocking
Intelligent
Infrastructure
3
Communication Based Train Control
Aerospace inspired technology in 1985
Improved safety
Improved regulation
Better use of capacity
Less infrastructure complexity
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Managing Innovation: Control System Future Vision
Diverse
positioning
Voice comms
Train detection
Movement Authority
Advisory speed
Intelligent Train
CBTC is the enabling technology
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•
•
•
Control Centre
Intelligent
Traffic
Management
Key nodes
Limited signalling
Limited train detection
Developed in metro/light rail domain
In widespread use across the world
Proprietary
Not interoperable
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Conventional Signalling
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•
•
•
Driver
Drives train on
route knowledge
and experience of train
characteristics
Movement authority
from visual signal
to driver
Block
Train
knows nothing
Does as told
Optimised for one combination of train, speed and headway
Based on “worst case” train & driver
Must avoid driver confusion in complex layouts
Signal control principles assume driver may not comply
with movement authority
“Worst case”
speed curve
built into
signal layout
Block
Train location
hard wired to
interlocking
Block
Control
Intelligence resides
in interlocking and
route setting
Safety performance world class, but inflexible & high cost
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ERTMS Level 1
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•
•
•
Dependence on driver
route knowledge
reduced
Movement authority
from balise to train
and visual signal
to driver
Block
Train
knows its own braking
performance and position
Calculates distance to go
and maximum speed
Optimisation can be marginally improved
Aligns with “speed signalling” principles
Movement authority update only on passing balise
Safety enhanced because dependence on driver reduced
Train supervises
compliance with
own braking curve
Block
Block
Train location
hard wired to
interlocking
Small safety enhancement, reduced capacity, increased cost
7
ERTMS Level 2 with lineside signals
• Radio movement authority anywhere on route
• Capacity restored to conventional signalling level
• Further increase in system complexity and cost
Movement authority
by radio to train
and visual signal
To driver
Block
Balises for
position
reference only
Train supervises
compliance with
own braking curve
Block
Block
Train location
hard wired to
interlocking
Capacity restored, substantially increased cost
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ERTMS Level 2 without lineside signals
• Optimised for combinations of train, speed and headway
• Signalling design does not need to consider train braking performance
• No signal sighting or layout constraints
• Supervision of driver reduces compromises in signalling design
Movement authority
by radio to train
Train supervises
compliance with
own braking curve
Block
Visual signals
replaced by
marker boards
Block
Block
Train location
hard wired to
interlocking
Capacity enhanced, costs reduced - provided all trains fitted
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ERTMS Level 3
• Infrastructure retains master role
• Complexity & compromise further reduced
Train location
returned by radio
Balises retained
as position
reference
Equivalent
to modern
CBTC
Movement authority
by radio to train
track based
Train detection
reduced or
eliminated
Headway not
limited by
fixed block layout
Major reduction in cost; capacity enhanced; increased flexibility
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Towards ERTMS Level … 4?
• Major change in safety principles
• Major changes to ETCS concept
Depends on delivery of high integrity
communications to avoid frequent
interventions
Lead Train controlled as for
ETCS Level 3
Following Train
• Receives speed and brake
demand data from leader;
• Assumes that leader must
continue on current
trajectory.;
• Falls back to Level 3 if no
info from leader
Minimum separation
a function of latency
& difference in brake rates
Further increase in capacity utilisation.
Train convoy
treated as
a single train at junctions
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And then ….. Level 5???
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•
•
•
Radical change
Trains have master role
Infrastructure becomes subsidiary
Not yet seriously contemplated
Train develops
own movement authority
Infrastructure control
reduced to junctions only
Equivalent to automotive vision
only 5-10 years from now
All trains know location
of other trains in area
Simplest/most flexible at system level; infrastructure cost minimised
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Delivering the vision – “non-vital” control area
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“Non-vital” control area – current baseline
Timetable contains
fixed recovery
margins
Signals display
safe movement
authority
Driver drives to line
speed, subject to
signal aspects, aims
to achieve timetable
Effect is to maximise on-time performance, but at the expense of energy and capacity
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“Non-vital” control area – Step 1
Stand-alone Driver Advisory System
DAS calculates
timing/speed advice
for driver, optimising
use of recovery
margin
S-DAS improves energy efficiency, but has no effect on capacity.
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“Non-vital” control area – Step 2
Connected Driver Advisory System
Traffic
Management
System
DAS receives real
time updates to
timings from TM
• Tracks all trains in area
• Predicts conflicts
• Adjusts timings to resolve
06 : 10
06 : 08
DAS recalculates
timing/speed advice
for driver, allowing
train path to be
optimised
C-DAS implemented with intelligent traffic management can improve both
energy efficiency and capacity utilisation
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“Non-vital” control area – Step 2
Connected Driver Advisory System
Traffic
Management
System
DAS receives real
time updates to
timings from TM
• Tracks all trains in area
• Predicts conflicts
• Adjusts timings to resolve
06 : 10
06 : 08
Effectiveness
limited
DAS recalculates
by
need to avoid
timing/speed
advice
forpresenting
driver, allowing
train
path to be
conflicting
optimised
information
to driver
C-DAS implemented with intelligent traffic management can improve both
energy efficiency and capacity utilisation
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“Non-vital” control area – Step 3
C-DAS integrated with ETCS
DAS advisory speed
cannot exceed safe
speed supervised by
ETCS
Traffic
Management
System
EVC
ETCS:
• Issues movement
authorities
• Supervises safe
movement of train
RBC
Potential conflict
resolved by
integrated onboard
system
C-DAS implemented with ETCS allows control to be optimised
Control strategy can be determined in real time (energy or capacity priority)
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“Non-vital” control area – Step 3
DAS track
database
supports
calculation of
speed profile
C-DAS integrated with ETCS
Traffic
Management
System
TM/DAS track to
train
communications
ETCS track to
train
communications
EVC
RBC
ETCS track
database
supports safe
control of train
movement
Potential conflict
resolved by
integrated onboard
system
C-DAS implemented with ETCS allows control to be optimised
Control strategy can be determined in real time (energy or capacity priority)
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“Non-vital” control area – Step 4
Automatic Train Operation
Traffic
Management
System
Communications
and infrastructure
data are the key
issues
ATO
EVC
RBC
ATO architecture
can build on that of
C-DAS + ETCS
ATO is technically a short step beyond C-DAS + ETCS
Architecture and dataflows can be the same
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We are responsible
for the innovation needed
to deliver the future railway
Invention creates ideas.
Innovation turns ideas into value
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