neal mumford, arup: train control in the heavy haul environment - what capacity improvements can be...
TRANSCRIPT
Train control in the heavy haul environment
What capacity improvements can be achieved on heavy haul and mixed traffic networks?
Introduction
About the presenter: Neal Mumford Rail Leader for Arup in Australasia
• Personal experience and views – UK and
Australia
• Setting the scene – how important is this
topic?
• What are the main components – is innovation
in Train Control the answer ?
• Re-inventing the wheel – and getting it right !
Case 1 The Pilbara: Closed systems Australian Financial Review 18 July 2013
“ … allowing the ACCC to require a company to invest in an
expansion for the benefit of third parties would require the
ACCC to usurp the Board’s proper functions, and interpose the
ACCC into the management of the infrastructure owner’s
business.”
Marcus Randolph (BHP Board - November 2009) warned that
“Third party access was the highest value item on BHP Billiton’s
internal risk register” and that “the risk had been valued at $7.9
billion.” Randolph then noted that BHP Billiton could “rebuild a
completely independent railroad” for less than that amount.
What’s more he insisted that BHP had seriously contemplated
spending $2 billion to build a railway for Fortescue and any other
of the Pilbara’s free-riders rather than incur the cost associated
with regular access.”
BHPB response to the Productivity Commissions Draft Report on
third party access, AFR
Case 1 The Pilbara ‘Concept design of high efficiency heavy haul railroads’
Andrew Neal, August 2012 (ARA Heavy Haul Conference – Newcastle)
Capacity utilisation
85% ? Could be tweaked
Case 2 Open systems For example, the Hunter Valley or Queensland Coal and Passenger Networks Capacity utilisation
65% ! Would be great
Infrastructure
The ARTC Hunter and Gunnedah Network “It is important to note that the whole Hunter Valley coal
supply chain is interlinked. The stockpiling and loading
capability of the mines affects the trains required, the train
numbers affect the rail infrastructure and so on. The
capacity and performance of the system is entirely
interlinked and the capacity of the rail network needs to be
considered in that context.”
ARTC Hunter Valley Corridor Capacity Strategy
June 2013
Infrastructure
Tracks and overtaking or passing loops Provisioning facilities Gradients and speeds (Liverpool Range and Nundah Bank)
Main title (24pt TNR)
Date: Day Month Year (14pt TNR) Location: City/Country (14pt TNR)
Hunter Valley network
model
Optimising infrastructure “…developed a number of options to upgrade the Nundah Bank, and
assessed coal train performance, headways and route capacity through
the bank area for each option. The shortest loop dimension for the third
road proposed was identified and developed to give 10 minutes headway
over the bank and overtaking or passing loops.”
Nundah Bank Modelling Report
Image: ARTC and © Henry Owen
“During 2008 ARTC completed the implementation of new train control systems and automated signalling systems during the Train Control Consolidation Project (TCC). Under the project all 28 of the 19th century manually operated signal boxes within NSW were fully automated to
Phoenix train control system technology…
This project realised significant operational gains, both in improved train transit times through the use of technology in addition to reduced budget expenditure.
More recently ARTC is nearing finalisation of
the Advanced Train Management System (ATMS) safety
case and is in the process of evaluating the potential for its
implementation within the Hunter Valley.”
ARTC Hunter Valley Corridor Capacity Strategy
June 2013
Train control technology Middle Hunter CBI solutions Optimised to match the performance of the current coal train fleet
On-board
ATP
ATO
LDS
Radio
Communications
Interface
Level
Crossing
Points
Machine &
Indicator
Dragging Equipment
Detector
(Any Asset Protection
Device)
Hot Wheels/
Bearings
Detector
Track
Circuit
Points
Machine
GPSCab
Signalling
Display
Wayside
Interface
Unit (OC)
Wireless
LAN Cell
Voice
Radio
Train Interfaces-Brakes (ECP)
-Traction
Data
Logger
Wayside
Interface
Unit (OC)
Alternative
OCC
Primary OCC
Equipment
Rooms
Train
Integrity
CCTV
Wi-Fi
RND
Screen
Redundant Fibre Network
Tra
ck
Gan
gs
Hi
Rail
Tag Marker
Board/RFID
BTS
BTS
Hand Held
Terminal
Radio
Controller
Carrier Provided
Circuits
Maintainer
Screen
Maintainer
Screen
CCTV
ScreenLVCS
LAN/WAN
Router
TETRA Data
Communications
Automation
and Vital
Systems HMIs
Automation
and Vital
Systems HMIs
Servers
LCDS
HWDS
STAGE DATO
F
W
New Technology
An Example
Ansaldo-STS Communication Based
SBS solution – Roy Hill
Automatic Train Operation
ETCS Train Control UK ETCS Level 2 – Newer technology, Showing capacity increases
Example Site B (PB Non-Stopping)
(Sandy to Stoke Junction)
Line Down Fast Down Slow
Train Class Class 1 Class 4 Class 6
Timing Load 12591410 75C66S12 75C66S14 60H66S12 60H66S20 60H66S22
Existing
Signalling (mm:ss) 02:14 04:39 05:36 05:08 06:32 06:58
ETCS
Level 2 (mm:ss) 01:41 03:40 03:45 03:40 03:59 04:09
Headway
Improvement
(mm:ss)
00:33 00:59 01:51 01:28 02:33 02:49
ETCS Train Control UK ETCS Level 2 – Newer technology, showing cost savings
Artefact Existing Proposed
Train detection 352 Track circuits 214 Axle counters
Route indicators 91 7
Shunt
signals
99 13
Main
signals
123 0
Train planning and operational modelling Critical points and interfaces between sub-systems (rail and port operations)
Reference: ARA Indonesia Paper
Tony Vidago, May 2013
Arup Hunter Valley Operational Modelling project experience
13
13
9494
10
5
SandgateWarabrook
Kooragang
Junction
North ForkSouth Fork
11
107
18
18
107
10
5
1169.4%
63
.3%
70
3535
NCIG
KCT
70
65
6571
71
65.6%
Train Control & Increasing Capacity So – We have covered : • Hard Infrastructure • Train Control Systems & Technology • Modelling, Planning & Timetabling
Have we forgotten anything ? • Maybe …… • Customer Requirements and Business
Drivers (Does the System actually work ?)
Get the users operational and capacity requirements up front Plan and model how they will be delivered Optimise - then design, deliver and validate.
A systems engineering approach
Lessons learned ……….
• Route capacity identified and impact analysed
as part of the entire network • Realistic capacity utilisation factors taken into
account for the timetable planning • Infrastructure expansion is not the single
answer to increased capacity • Be careful not to be the ‘trial’ for innovative
technology
Iterations | Re-invent the wheel ! Time spent in planning is rarely wasted ?