Suburban Railways / Metro Networks
Signalling:
Convergence of needs
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Characteristics of metro and mainline are different,
but requirements are increasingly convergent
Metro Mainline
Passenger services • Typically single service • Mixed speeds and traffic types
• Consistent service pattern • Wide variation in route and pattern
Journeys • Short • Long
Trains • Single fleet • Mixed fleet
• High acceleration • Low acceleration
• Door layout optimised for boarding and • Door layout and interior designed for
alighting maximum seating capacity
• Interior designed for carrying capacity
(standing and seating)
Operations • Turn up and go • Timetable
• Focus on headway (service frequency) • Focus on timetable adherence
Capacity demand • Very high • Variable across route and region
Track • No/limited branch lines • Many branch lines
• Lines separate, interconnection via • No line separation, interconnection
station via platform
Platform • Passenger/dwell time management • Minutes count
• Seconds count
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Background of CBTC and ETCS
CBTC ETCS
Application Metro Mainline
Sponsor Individual metro customers European Commission
Primary objective Capacity Interoperability
Unified safety level
Development Supplier (proprietary technology) ERA and UNISIG (to standardized interfaces
and functions)
Signalling unlocks other benefits
Capacity Cost Customer Carbon
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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based system has now been replaced by a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).
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Benefits of CBTC
Area Requirement
High level of safety Fail-safe system (SIL 4), proven technology
Investment according to GoA level, price according to
Investment/procurement
required function, proven technology
Headway Lowest design headway following the moving-block
principle
High availability, flexibility, energy savings,
Operation
minimisation of delays
Passenger comfort Reduced waiting (at stations) and travel time,
smoother riding by advanced train control
Futureproof Stepwise (later on) adaptable to higher level of automation
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Trainguard MT in ITC mode
Movement authority Rear safety distance Safe braking distance Block section
Balise providing intermittent communication Train with intermittent communication
ATO available in ITC fallback mode!
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ITC wayside equipment
Signalling point
Lineside electronic unit (LEU)
Transparent balise Fixed balise
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Trainguard MT in CTC mode
Fixed-block intermittent communication and
moving-block continuous communication
Moving block Trainguard MT Interoperability
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Trainguard MT – ITC system architecture
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Trainguard MT – CTC system architecture
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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.
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Maintenance costs increase at the end of life cycle
Bathtub curve
Typical course of failure versus time
End-of-life wear-out
Increasing failure rate
Infant mortality
Decreasing failure rate
Normal life (useful life)
Low “constant” failure rate
failure rate
Time
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Example projects
Mass transit meets mainline
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Crossrail
Project characteristics
• 15 billion GBP project, the largest • 1.5 billion people will be connected to the
infrastructure project in Europe business centres of London within 45 min.
• 21 km double tube under the • 63 trainsets (10 cars)
centre of London
Siemens’ portion:
Connects the existing mainline network • Signalling and control (C620)
• Maidenhead and Heathrow in the west • Communications and control (C660)
• Shenfield and Abbey Wood in the east
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Crossrail
Transition 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
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Sosa Wonsi Line, South Korea
Max. speed 110 kph
Design headways 90 s
Installation mid-2016
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Future-Proof: Migration from
AWS+ to ETCS/TPWS
S/W Upload TPWS
AWS+
OBU
HMI
Balise Engine
Antennae Magnet Odometer Tacho
Axle counter
Track circuits
Balise Track
Magnet
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Page 17 August 2015 Mobility Division / Mobility Management
Thank you for your attention!
Danyavad!
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Page 18 August 2015 Mobility Division / Mobility Management
