bill palazzi, transport for nsw

Rail Safety in NSW Investing in technology to improve commuter

safety and service reliability

Bill Palazzi Technical Manager

Advanced Train Control Systems Programme

25 March 2014

Safety and performance:

traditional enemies?

2

Diagram from JJC Bradfield, Proposed Electric Railways for the City of Sydney, 1916

Capacity calculations assume dwell times of 30 second, including train

deceleration and acceleration.

• If able to be achieved, this is dependant on open train doors, alighting and

boarding while the train is moving, etc.

This is not a safety regime that would be acceptable in today’s railway.

Drivers of the current ATP

programme

• Waterfall Rail

Accident and Report

of the Special

Commission of

Inquiry

• Safety benefit for

customers

• Enabler for future

capacity

improvements

The journey thus far …

4

DATE ACTIVITIES

2006 • Recommendation that RailCorp implement an ATP system

2008 • ETCS Pilot Trial Complete

2010 • Funding approved for first ATP Package

2011 • Contract for supply of first package awarded to Alstom

• ATP works begin on Main North Line

2012 • Contract for installation of equipment on Oscar trains awarded to Alstom

• RailCorp System Testing 1

• Consolidated Train Operating System (TOS) rollout

2013 • RailCorp System Testing 2

2014 / 2015 • Oscars Fleet Rollout

• Trackside Rollout

• ATP Passenger Service between Wyong and Asquith (excluding Gosford)

2017 • Completion of Approval Package 1

Scope and rollout strategy

Approval Package 1 (AP1)

Tangara

Approval Package 2 (AP2)

Oscar

Millennium Waratah

5

Why revisit the strategy?

6

• The second stage of investment in ATP (Approval

Package 2) needs to be taken forward.

• ATP is a safety requirement for network but it would also

be desirable to leverage off this investment for

performance as well as safety.

• Need to provide for higher performance at train

frequencies of 20 per hour on key corridors. Advanced

systems will be a key component in achieving this.

• Need for replacement of large, life expired signalling

installations.

• Technology has changed.

Plan for Sydney’s Rail Future

7

Introduction of Automatic Train Operations

8

Objective of any Rail Systems

initiative

• Any strategy for rail systems must align with the vision

for Sydney’s Rail Future and contribute to TfNSW’s

Strategic Business Requirements:

– Safety – enhance and maintain safety for passengers, staff and

others

– Cost – reduced project, operational and maintenance costs

– Capacity – optimise the capacity of the network, to meet service

requirements

– Carbon – move towards intelligent systems that optimise train

movements to reduce energy consumption

– Customer Satisfaction – improve reliability, provide a platform

to support initiatives such as consolidated control.

9

System Options

Existing (train stops)

Intermittent ATP +

Resignal

Intermittent ATP Overlay

Continuous ATP Overlay

Increasing automation of train management

System defined by existing signalling. ATP simply takes

the place of trainstops.

Existing system is optimised to achieve full benefits of

ATP – for example, removal of overlaps, removal of

signals possible (if in-cab).

Continuous ATP +

In-Cab + moving block

Continuous ATP +

In-Cab + ATO + moving

block

Continuous ATP +

In-Cab + ATO + moving

block + ATR / ATS

Moving block results in minimal trackside equipment (no track circuits required).

Control of trains by

driver. SPAD protection is

reactive (trainstops).

Driver drives, but speed

profile enforced by the system. Authority

from lineside signals.

Driver may be present but automatic

operation is possible, to

limits enforced by

ATP.

Driver drives, but speed

profile enforced by the system. Authority

from lineside or in-cab.

Driver may be present but automatic

operation is possible, plus

dynamic regulation of

trains.

Incr

eas

ing

eff

icie

ncy

of

sign

allin

g ar

ran

gem

en

ts

Continuous ATP Overlay +In-Cab + ATO

Continuous ATP +

Resignal

Continuous ATP +

In-Cab + ATO + Resignal

Continuous ATP +

In-Cab + ATO + virtual blocks

Continuous ATP +

In-Cab + virtual blocks

Fixed blocks remain, but are augmented using virtual

blocks to provide increased capacity.

Continuous ATP +

In-Cab + ATO + virtual

blocks+ ATR /ATS

Continuous ATP Overlay + In-Cab + ATO

ATR /ATS

Continuous ATP +

In-Cab + ATO + Resignal +

ATR /ATS

Scope of existing ATP project

Scope of proposed L2 trial

To be implemented on NWRL

Likely progression

Variants of ETCS L1

Variants of ETCS L2

Variants of ETCS L3 /

CBTC

10

Long term vision for systems

Anticipated benefits

Strategic Business

Requirement

Advanced Train Control Systems

Contribution

Safety • SPAD protection

• Overspeed protection

• Maintenance worker safety

Cost Simplified trackside infrastructure leads to

• Lower capital costs

• Lower operational and maintenance costs

Capacity • Consistency in train behaviour

• Reduced platform re-occupation times

• Increased capacity

Carbon • Optimised energy consumption for trains

• Reduced energy consumption by trackside

infrastructure

Customer

Satisfaction

• Higher performance / higher reliability services

• Lower operational impact during project work

• Reduced journey times 11

SPAD protection

12

Overspeed protection

13

Simplified trackside infrastructure

14

… by the use of

cab signalling

Simplified trackside infrastructure

15

Level 2 ATP requires:

• Train detection (track circuits

or axle counters)

• Balises (for odometry

correction)

• Point machines and

detection

Level 3 ATP requires:

• Balises (for odometry

correction)

• Point machines and

detection

• But – also requires on-board

train integrity management

Cab signalling

16

Benefits will include:

• Lower capital costs – typically put at 40% or less of the equivalent

conventional arrangement

• Lower maintenance costs

• Less need for workers to be trackside = higher levels of safety

Variability in train behaviour

17

Redfern to

Central Wynyard to

Milsons Point

Town Hall to Wynyard

Central to

Town Hall

The current level of

variability in train

behaviour can mean

over a minute

difference in travel time

in individual sections

Wynyard

Town Hall

Central

Redfern

Through the core of the

network, one slower

train can result in

several minutes

additional travel time,

equivalent to the loss of

one or more paths

braking distance overlapsighting

Emergency braking applied by trainstop if necessary, to stop train within overlap

Line speed

Stopped

Normal operation at service braking, to stop at red signal

Train must clear this overlap before the

signal shown red will change to yellow

One clear block(= braking distance)

Track blocks regulate train separation but also

demonstrate train integrity

Increasing capacity

18

Traditional signalling with trainstops

ATP Level 2 (Continuous ATP)

braking distance

Line speed

Stopped

ATP enforces normal operation at service braking, to ensure

train stops at block point

ATP

Train must move to next block before following

train’s movement authority can be extended

Data radio communication to

trains

Signals removed, blocks represented in on-board system

Block point

ATP

overlapone clear block‘Sighting distance’ eliminated by continuous

update via radio

Minimum separation between following trains

Minimum separation between

following trains

Reducing platform reoccupation

times

19

• Modelling suggests that re-spacing of

blocks through core areas can reduce

platform reoccupation times

Source – David Morton, Siemens,

presentation to WCRR 2013 Sydney

Closely spaced blocks

at the rear of the

platform, to provide an

updated movement

authority to the

following train as soon

as possible.

Direction of travel

Outcomes from modelling work

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Target – 24tph

Modelling of ETCS L1 for

Sydney – max. 22tph

Modelling of ETCS L2 for

Sydney – max. 24tph

ThamesLink target for

L2 w.ATO – 24tph

Outcome of Line Capacity Study

with ATP/ATO – max. 26tph

Notional outcome –

30tph

No clear view on timing of a

high capacity version of L3

Examples exist worldwide of

capacity 30tph and above

Capacity limit under a

moving block system likely

to be as a result of corridor

and alignment parameters

Modelling of ETCS L2 in

Brisbane (90 sec dwell)

Area controlled by

Sydney Interlocking

Area controlled by North

Sydney Interlocking

Area controlled

by Strathfield

Interlocking

21

Upcoming asset renewals

necessary

Overlay approach to deployment

22

Train control location

Interlocking location

Trackside interface location

Signal

Track circuit boundary

Trainstop

Point machine

Main cables

Local cables

Existing signalling arrangement

Note – configuration is illustrative only




Signal


Trainstop

Point machine

Main cables

Local cables

Overlay of new equipment, in shadow mode




New cabling to connect to existing

point machines

Axle counter headExisting (operational) signalling equipment shown in blackNew (shadow overlay) signalling equipment shown in red

Block lengths optimised for new

configuration

Passive balise


23




Signal


Trainstop

Point machine

Main cables

Local cables

Commissioning of new system




New cabling to connect to existing

point machines

Axle counter headNew (operational) signalling equipment shown in blackExisting (redundant) signalling equipment shown in green

Passive balise


24


25

Point machine

Final signalling arrangement after removal of redundant equipment




Axle counter head

Note – configuration is illustrative only Passive balise

Grade of Automation

Type of Train

Operation

Sets Train in Motion

Stopping Train

Door Closure

Operation in event of

Disruption

GoA1 ETCS L2With Driver

Driver Driver Driver Driver

GoA2ETCS L2 &

ATOWith Driver

Automatic Automatic Driver Driver

GoA3 Driverless Automatic AutomaticTrain

AttendantTrain

Attendant

GoA4Unattended

Train Operation

Automatic Automatic Automatic Automatic

Grades of Automation

26

Optimisation of energy

consumption with ATO

27

Source – David Morton, Siemens,

presentation to WCRR 2013 Sydney

• There are four driving phases: acceleration, cruising, coasting and

braking.

• The ATO algorithm optimizes the cruising and coasting phases.



28

Source – UNISIG specification for ATO

with ETCS

Non-optimised

approach to a

station



29

Source – UNISIG specification for ATO

with ETCS

Energy-optimised

approach to a station.

Estimates of the energy

saving possible range

between 10 and 40%.

Freight and mixed traffic

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• System must be

seamless for freight

and mixed traffic.

• Interface to ATMS /

ICE.

• But - there will be

benefits for freight

and mixed traffic: • SPAD and

overspeed

protection

• Capacity –

increased paths

braking distance overlapsighting

Emergency braking applied by trainstop if necessary, to stop train within overlap

Line speed

Stopped

Normal operation at service braking, to stop at red signal

Train must clear this overlap before the

signal shown red will change to yellow

One clear block(= braking distance)

Track blocks regulate train separation but also

demonstrate train integrity

Increasing capacity – mixed traffic

impacts

31

Traditional signalling with trainstops

ATP Level 2 (Continuous ATP)

braking distance

Line speed

Stopped

ATP enforces normal operation at service braking, to ensure

train stops at block point

ATP

Train must move to next block before following

train’s movement authority can be extended

Data radio communication to

trains

Signals removed, blocks represented in on-board system

Block point

ATP

overlapone clear block‘Sighting distance’ eliminated by continuous

update via radio

In traditional signalling,

braking distance is set

within the system and

must allow for the worst

braked train at the highest

permissible speed.

With cab signalling,

each train’s braking

distance is based

on that train's

individual

characteristics

Capacity is optimised for mixed traffic as well!

System rollout: significant coming

events

• Pilot trial of ETCS L2 between Arncliffe and Oatley, likely to

commence in 2015?

• Subsequent network ‘events’ that may influence the potential next

stages of rollout:

2019 Commissioning of North West Rail Link

− Operational need to establish reliable high frequency services

to meet additional demand from NWRL between Sydney CBD

and Chatswood.

2020 Nominal life expiry of Sydney Interlocking.

2022 Nominal life expiry of Strathfield Interlocking

32

Summary

With modern train control systems, safety and performance no

longer have to be traditional enemies!

• In response to the release of Sydney's Rail Future, TfNSW is taking

the opportunity to revisit the systems strategy for Sydney, with a

focus on the strategic business requirements of Safety, Cost,

Capacity, Carbon and Customer Satisfaction.

• Adopting advanced Train Control Systems present an opportunity

for substantial benefits to the Sydney network.

• There is a fair bit of water to go under the bridge yet, but some of

the issues and strategies discussed in this presentation may form

part of the ultimate solution.

33

Questions?

bill palazzi, transport for nsw

Business

atp system

atp package

ato continuous atp

resignal continuous

alstom atp

benefits of atp

atp approval package

virtual blocks continuous