Transcript Train Control System - Rail Knowledge Bank

Australian Rail Track Corporation
Advanced Train Management System
Overview
ARTC’s key principles for modern train
control technology
In the beginning ARTC identified 5 basic principles upon
which it would base its choice of a suitable train control
technology
– must be supported by a robust, reliable communications
“backbone”;
– reliant on minimal “field based” infrastructure;
– “open” systems architecture;
– flexible and scalable, and
– able to support the operation of trains at safe braking distance
intervals rather than by the traditional “fixed block” method of train
working
New train control system goals
Improve Efficiency
Increase Capacity
Improve On-time Performance
Incremental Deployment
Non-proprietary Interfaces
Improve Safety Operations
Prevent Train to Train Collisions
Prevent Derailments due to Over-speed
Protect Roadway Workers
Concurrent Passenger & Freight Operations
Without significant infrastructure
The move toward new technologies
provides impetus
Technology outside of the Rail
sector has moved on
Internationally Rail is moving to new
technologies
Communications - satcom, digital &
fibre technology, capacity up, price
down
The European Rail Traffic Management System
(ERTMS) is mandated under European law for
high speed lines in Europe
Information Technology processing power, open systems,
knowledge management, internet
based voice over data, virtual
networks
The UK proposes moving to European Train
Control System (ETCS)
Location technology – Global
Navigation Satellite System (GNSS),
inertial and radar based
The North American Joint Positive Train
Control (NAJPTC) program is nearing
completion
The US Advanced Train Control System (ATCS)
standards are well established
The Norfolk Southern Optimised Train Control
(OTC) program is underway
The development of ATMS will leverage the experience of these
technologies and projects
Key characteristics of modern train
management systems
Require less trackside infrastructure than conventional signalling systems reducing
capital and maintenance costs - a significant benefit for ARTC’s remote rail network;
Improve the efficacy of train dispatching;
Allow for more flexible train operations, including bi-directional working without
additional infrastructure;
Allow for the introduction of new territories without major infra’ costs;
Provide in-cab displays that show the driver the limit of authority and enable the
driver to plan ahead and pace the train by manual or technological means to
minimise fuel consumption;
Enhance situational awareness;
Offer authority and speed enforcement to stop the train to prevent it from exceeding
its authority
Prequalification & request for proposal confirmed
that the ATMS concept was feasible & that industry was
prepared to commit to delivery
Prequalification was used to:
test concept feasibility & register interest from potential Suppliers
five responses were received for prequalification, but one pulled out due to other
commitments
As a result of prequalification, concept feasibility was confirmed and technology
options better understood
Program risk was assessed as “acceptable to proceed” to request proposals for
specific solutions
Request for Proposal was used to:
assess technology risk; test feasibility of the Performance Specification;
select a Preferred Solution and, establish the initial Business Case
Four Tenders were evaluated (ADI, ALSTOM, NEC and Lockheed Martin)
ARTC Board authorizes ATMS Phase 1
In February 2005 Lockheed Martin was contracted to commence ATMS Phase1
Due Diligence. Specifically, Lockheed was engaged to:
Refine and validate the functional performance specification and,
establish the scope of work (including NSW ) for network rollout of
ATMS
Booz-Allen Hamilton was also retained to assist ARTC to:
Program Manage Phase 1;
Oversee refinement of the Functional Performance Specification;
Facilitate identification of Program Risk;
Update and refine the ATMS Business Case and,
Conduct Network Modeling in support of identification of operational
benefits
Phase1 of the ATMS program is now
complete
The phase was completed on 31 March 2006
Outputs include –
Performance specification;
Interface specification;
Concept of Operations;
Statement of Work;
Accreditation Strategy and Plan;
Risk Assessment and Risk Register;
Risk Management Plan;
Roll Out Plan and,
Logistics Support Concept
ARTC also engaged stakeholders (including, Operators and Regulators
during his phase)
Outline of ARTC’s proposed Advanced Train
Management System (ATMS)
Concept of operation
–
–
–
–
operating principles
electronic block concept
generation of authorities
typical train display
ATMS architecture
–
–
–
–
network control system
train borne system
trackside system
communications system
Standards and support
ATMS will provide safe & effective movement of trains
across the Interstate & Hunter Valley rail networks
ATMS will use an in-cab display for electronically issued movement
authorities via a high reliability, secure, digital communications
network with predictive enforcement to assure compliance with all
conditions of an authority
ATMS will use centralised interlocking via
an Authority Management System
The probability of a wrong-side failure will be less than 10-8 which equates
to a Safety Integrity Level (SIL) of SIL 4;
All safety critical software will be developed under a controlled development
environment;
The ATMS will include a train location determination capability:
– that provides constant, real-time train location data to the NCC for all fitted
trains (so as to be always capable of maintaining safe separation of trains);
– identifies the operating track and direction of travel to an accuracy of ± 3
metres;
– to determine the front and rear of any train with an accuracy of ± 1.5 metres
where more accurate positioning information is required to ensure clearance
of fouling points, such as in passing lanes, loops and turnouts
ATMS Concept of Operation
Wireless Communications
Maintenance
Terminal
Perform Field Maintenance
Update Software
Authority Management
Server
Train Control System
 Authorities
 Bulletins
 Pacing Guidance
 Tracks Trains
 Monitors Condition of Field
Equipment
 Computes Authority Limits
 Transmits Movement
Authority & Speed
Restrictions to Trains
Onboard Equipment
 Displays Authorities and Speed Restrictions
 Warns Crew when Approaching Limits
 Warns of Track Workers performing Authorized
Work on Track
 Enforces Authorities and Restrictions
 Reports Location to Server
Operating principles
ATMS is a safeworking system comprising of a communications based authority
system integrated with a centralized train control system with Authorities based
on Virtual Block definitions. (The safeworking system for ATMS will be
referred to as an Electronic Block Authority (EBA) system which is consistent
with the Code of Practice definitions)
ATMS Electronic Block
Braking curve identifies point
at which braking must begin.
Driver is warned 40 seconds
before braking starts.
Train Position
reports indicate
the train occupies
two electronic
blocks
When Points are
locked to desired
route, authority is
extended.
Position Reports indicate rear of
train has vacated these electronic
blocks making them available for
other trains.
Electronic Block reduces traditional line
side infrastructure required
Traditional Rail Network
Pole line (wire)
Limit of
Authorities
1st
Limit of Authority
1st
2nd
Limit of Authority
Fixed Safe Braking
Distance
Inherent Features
• Extensive Trackside Equipment
• Fixed Blocks
Disadvantages
• Maximum equipment, High life cycle costs
• Capacity is Signaling Limited
ATMS-Optimised Rail Network
Limit of
Authority
Limit of Authority
Fleeting
Optimised Safe
Braking Distance
Advantages
• Lowest Total Cost of Ownership
• Maximises Capacity
Inherent Features
• Minimal Trackside
• Electronically Defined Blocks
Legend:
Trackside enclosure
Limit of Authority
Trackside signal
Point motor
Track circuits
ATMS will draw on the NAJPTC train display concept
developed in consultation with human factors experts
Civil
80
079 mph; MP:
102.50 to
105.25
TEMPORARY 040 mph; MP: 105.25 to
107.70; Effective: 08:25
RESTRICTED 020 mph; MP: 107.70 to
110.00; Effective:
40
20R
ATMS comprises four major sub-systems
The Network Control System (NCS) centralises
dispatching, authority management and interlocking
functions
The Trainborne System displays authorities, determines
train position and enforces authorities and speed limits
The Trackside System provides control, locking and
status of points
The Communications System provides data and voice
connections between the ATMS elements
Network Control System
Network Control Centres (NCC) will consist of a networked information and
telecommunications system with high reliability servers supporting computerbased Network Controller Workstations (NCWs) sufficient to safely and
efficiently manage the entry, exit and movement of all traffic across the
Interstate & Hunter Valley rail networks via electronically issued Authorities
Centralised Train Control System
(Phoenix)
– Route planning and scheduling
– Train dispatching and traffic
management
Authority management
– Authority management server
– Centralised interlocking
Interface with other ARTC systems
Train borne system
The train borne system will consist of high reliability processors integrated with
digital communications equipment, a driver’s console and train systems to provide
for reception and presentation of electronic Authorities, provision of train integrity
and network context information, visual and audible warnings, predictive, Authority
enforcement, and accurate location determination across the rail network
Continuous display of authorities and
speed limits to drivers;
Authority and speed enforcement;
Train position including the location of
trains on multiple track using (using
DGPS and inertial location
determination technology and an
accurate track database);
Communicates with Network Control
Centre;
Monitors train integrity via end of train
devices
Trackside system
Trackside interface units will provide for the vital control of trackside
devices to ensure safe and effective movement of traffic over devices and
across the “network” in response to commands originating from the NCC via a
secure digital communications network
Trackside Interface Unit (TIU)
– Operates points;
– Provides for points alignment and
track circuits for fouling
protection;
– Communicates with Network
Control Centre;
– Provides the ability to interface
with other sensors/detectors
Intermediate track circuits are not
required
Minimal trackside equipment
Communications system
ATMS will use ARTC’s National Train Communications System (NTCS),
consisting of:
Telstra’s 3G850
Iridium Satellite
NTCS is based on open standards and provides both data and voice
communications
ATMS will use NTCS in a closed loop for safety critical operations
ATMS Architecture
Network Control Centre
Communications
Authority
Management Server
Train Control
Servers
National Code of Practice
Remote
Users
*n
TCP/IP
Router
UPS
Trainborne
Cellular (3G850)
Training/
Train Controller/
Transit Manager
Diagnostic Support
Trackside
GPS
Location
Determination
Crossing
Key:
TRACKS
Local
Communications
Defect
Detectors
Control Point
Wayside Interface
Units (WIUs)
Rail-Rail
Interfaces
The Integrated System
• Redundant Processors
850
Inertial
Nav
System
Advanced Train Management System
Scope
ATMS System Deployment
– Network Control Centres at Broadmeadow, Mile End
– Trainborne System <>700 locomotives
– Trackside System 10,000 route km
– Telstra 3G850 Communications
Darwin
Rationalize Train Control Methodology
– NSW, VIC, SA, WA
State Safety Regulator Approval Process
– ATMS Advisory Group Established
Alice Springs
Brisbane
Kalgoorlie
Tarcoola
Perth
Broken Hill
Port Augusta
Whyalia
Crystal Brook
Parkes
Bunbury
Adelaide
Canberra
Ararat
Geelong
Albury
Melbourne
Werris Creek
Newcastle
Sydney
Macarthur
Port Kembla
ATMS Program Phasing & Timeline
Phase 1
12 Months
Phase 1
Due Diligence
Support
Phase 4
Phase 3
Phase 2
“3” Years
36 Months
3 - 10 Years
Phase 2
Proof of Concept
Phase 1 Due Diligence
• Network Analysis
Phase 2 Proof of Concept
• Communications Analysis
• Design, Dev, IT(FAT & Field
• SOW-CONOPS, Safety
Test) and POC Acceptance
Accreditation Strategy, Roll Out
• Safety Accreditation
Plans , IRS, Logistic support
• Business Case /Modelling support
Commission ATMS on
Proof of Concept
Territory
Phase 3 Roll Out
• Surveys and Install Plan
• Initial Locomotive Rollout
supporting Commissioning of
Phase 2 Territory
Phase 4 Logistic Support
• Supports Phase 2 delivery
and phase 3 corridor rollouts
• Hardware & Software ILS
• Central Office and Field
Maintenance /support after
Rollout
Phase 3 Roll Out
• (6)Corridors
• Up to 700+ Locomotives
• 10000 KMs of track
• Final Acceptance
Phase 4 Logistic Support
ATMS as part of the Digital Railroad
Efficient Operation
Technology Elements
 Fuel Savings
• Wireless Connectivity
• Situation Awareness - Decision Aids
• Open
System
Platform
Operations
Center
Authority Management Server
Communications
 Crew Reduction
Train Controller
Workstations
Remote
Users
 Safety and Security
 Capacity Increase
 Response Time Reduction Work Crews
 Interoperability
Platform/Jurisdictions
TRACKS
 Leverage Commercial
Technology Investments
Trainborne
Trackside
 Multi-Vendor Solutions