IRSE 15 Feb 11 Seminar

IRSE SEMINAR: Communications Based Train Control
15th February 2011, 1 Birdcage Walk, London, SW1H 9JJ, UK

Programme
Subject Speaker (Affiliation)
09.30 Welcome Paul Jenkins, IRSE President
09.35 Introduction: CBTC – A Product or a Strategy? Alan Rumsey, Delcan Corporation
SESSION 1: SYSTEM REQUIREMENTS/BUSINESS CASE

09.55 The Business Case for CBTC Peter Gracey, DLR
10.25 The Danish Resignalling Program Paul Thomas, Parsons
11.05 Coffee
SESSION 2: SYSTEM DESIGNS/ARCHITECTURES
11.20 CBTC System Design Alternatives Greg Balsdon, Thales
11.55 State-of-the-art Practices in Non-disruptive Migration to Stephen Shirlaw, Alstom

CBTC
12.30 Lunch & Networking

SESSION 3: SYSTEM IMPLEMENTATION
13.30 Lessons Learned in Implementing CBTC Systems on George Clark, London Underground
London Underground
14.10 Madrid Metro Experience in Resignalling with CBTC while Rod Muttram, Bombardier, and
Maintaining Revenue Service Operations
Carlos Rodriguez Sánchez, Madrid Metro
SESSION 4: SYSTEM OPERATIONS & MAINTENANCE
14.50 Experience in Operating/Maintaining a CBTC System Marc Genain, RATP
15.30 Panel Session and Debate Alan Rumsey, Delcan Corporation
16.10 Closing Remarks Paul Jenkins, IRSE President

16.30 Close
IRSE CBTC SEMINAR
Communications Based Train Control

A Product or a Strategy?
Dr Alan F.
Dr. F Rumsey,
Rumsey FIRSE
on behalf of:
IRSE International Technical Committee
IRSE International Technical Committee
• A committee within the IRSE
• Around twenty members and several correspondents, from more than

twelve countries
• Develops technical reports and publications in topics of interest to the

signalling and telecommunications community,
community for example:
• “Semi-automatic, driverless, and unattended operation of trains “
• “What can signalling do to enhance rail operations?”
• “Towards the One Page Safety Case”
• “What is actually keeping Level 3 from happening?”
http://www.irse-itc.net/
IRSE CBTC Seminar Programme Outline
SYSTEM REQUIREMENTS SYSTEM OPERATIONS
The business case for CBTC CBTC operational and
p
maintenance experience
SYSTEM DESIGNS/ SYSTEM
ARCHITECTURES IMPLEMENTATION
CBTC technical details Best practice in
implementing CBTC
implementing CBTC
INTRODUCTION
Communications Based Train Control

A Product or a Strategy?
Full paper available in January Issue of IRSE News

SYSTEM REQUIREMENTS
The business case for CBTC
CBTC Definition
• Train-borne determination of a train’s location,, length

g and integrity
g y
• A continuous data communications link between the train-borne CBTC

equipment and CBTC wayside equipment
• Train-borne and wayside processors

capable of supporting:
• Automatic train protection (ATP)
of
ol
Level o
contro
• Automatic train operation (ATO)
• Automatic train supervision (ATS)
Available information
SYSTEM REQUIREMENTS
Key CBTC System Requirements
• Business case driven
• To not only provide for the highest levels of train protection but also to
enable the maximum return on the investment into rail transit
infrastructure through optimized line capacity and passenger
throughput and reduced operating/maintenance costs
• Not just a new signalling product
• The foundation
Th f d ti for
f a strategic
t t i
and integrated approach to
signalling, train control and
operations management
SYSTEM REQUIREMENTS
CBTC versus ETCS
CBTC ETCS
To maximize return on the To create a seamless European
investment into rail transit railway system and increase the
infrastructure competitiveness of the European
railways
CBTC
ETCS
(
(Level 3)
)
SYSTEM DESIGNS/
ARCHITECTURES
Major CBTC Subsystems CBTC technical details
CBTC technical details
• CBTC ATS (Central) Equipment
• CBTC Wayside Equipment
• CBTC Trainborne
T i b E
Equipment
i t
• CBTC Data Communications

Equipment
IEEE Std. 1474.3 TM Recommended Practice for
CBTC System Design and Functional Allocations
SYSTEM DESIGNS/
ARCHITECTURES
Primary ATP Functions CBTC technical details
• Determine train location
SYSTEM DESIGNS/
ARCHITECTURES
• Determine movement
authority based on train
location and route status
SYSTEM DESIGNS/
ARCHITECTURES
• Determine and enforce ATP

profile
SYSTEM DESIGNS/
ARCHITECTURES
Primary ATO Functions CBTC technical details
• Automatic speed regulation
• Platform berthing control
• Train/platform door control
• Support for:
• STO
• DTO
• UTO
SYSTEM DESIGNS/
ARCHITECTURES
Primary ATS Functions CBTC technical details
• Train identification
• Train tracking
• Train routing
• Train regulation
• Station stop functions
• Restricting train operations
• Fault reporting
SYSTEM IMPLEMENTATION
Best practice in
CBTC Implementation implementing CBTC
implementing CBTC
• Understand the adaptation

p risks associated with adapting
p g a “service
proven” product to the application-specific operating requirements,
and signalling principles
• Pay particular attention to the specification of all external interfaces:

• At the control centre
• Between CBTC wayside equipment and external interlockings and
other wayside equipment
• Rolling stock equipment installation constraints
• Reach early agreement on the safety assurance process
• Establish clear requirements for an overall test, commissioning and

cut-over strategy
Best practice in
“Service
Service Proven
Proven” Risk implementing CBTC
implementing CBTC
Best practice in
“Adaptation”
Adaptation Risk implementing CBTC
implementing CBTC
SYSTEM OPERATIONS
CBTC operational and
CBTC Service Experience maintenance experience
• First CBTC system

y entered revenue service in Toronto,, Canada in
1985
• By 1990
1990, additional CBTC systems had entered service in
Vancouver and Detroit
• By 2000 additional CBTC systems had entered revenue service in

Lyon, Ankara, Paris, Kuala Lumpur, San Francisco and London
• By 2005, the
h number
b off in-service CBTC 60
lines had grown to include systems in 50
Singapore, Seattle, Las Vegas, New York 40
andd Hong
H K
Kong 30
20
• The number of in-service CBTC systems 10
continues to grow ……. 0

1985-1989 1990-1994 1995-1999 2000-2004 2005-2009
SYSTEM REQUIREMENTS
Business Case Guidelines
• Depends
p on the CBTC Project
j “Type”
yp
• Is the project:
• A “green-field”, new-start project?
• A “brown-field” re-signalling project? or

Important to
recognize the
• A line
line-upgrade
upgrade project? difference!
SYSTEM REQUIREMENTS
• Line-upgrade
pg p
project
j
• Driven by a business need to achieve a step-change increase in

safety line capacity and operational performance on the existing
safety,
infrastructure
• Re-signalling
Re signalling is then only one element of an overall line upgrade
program that may also include:
• New vehicle procurement
• Station/platform modifications
• Depot expansions
• Upgrades
pg to traction p
power,, communications and passenger
p g
information equipment
• Etc.
SYSTEM REQUIREMENTS
• Business case alternatives to be considered

• “Do nothing” – unable to satisfy increased passenger demands
• Satisfy increased passenger demands through a line upgrade
program
• With CBTC as the “enabling technology” and just one key
element of that program
• Satisfy increased passenger demands through the construction of a

new line or the use of alternative transit modes
SYSTEM REQUIREMENTS
• CBTC Cost Drivers
Level of Line Site-Specific

Automation Characteristics Requirements
Project Size
and
Complexity
Project Costs Project Duration

IRSE CBTC Seminar Programme Outline
SYSTEM REQUIREMENTS SYSTEM OPERATIONS
The business case for CBTC CBTC operational and
p
SYSTEM DESIGNS/ SYSTEM
ARCHITECTURES IMPLEMENTATION
CBTC technical details Best practice in
implementing CBTC
implementing CBTC
IRSE Seminar: Communications Based Train Control
15 February 2011
The Business Case for CTBC

Peter Gracey
BEng CEng MIET MIRSE
Signal Engineer
Docklands Light Railway Ltd
1
Business Case Drivers
• Improved Train Protection
– ATP as standard
– Driverless operation
• Maximum return on infrastructure investment
– Optimise network capacity
– Maximise ppassenger
g throughput
g p
– Improved performance and reliability
– Reduced operating/maintenance costs
2
Operational Benefits
• Moving block
– Safe train operation with shorter headways
• Schedule/timetable regulation
– System
y recoveryy from service disruption
p
– Reformation/flexibilty
• Coordination of multiple train movements
– Responsive traffic management
– Junction management
3
Operational Benefits
• Improved passenger service
– Frequent service
– Reliable service
– Greater volumes
– Driverless operation
• Bi-directional capability
p y
– Same infrastructure supports both directions
– No extra cost
4
Additional Benefits
• Real-time train data:
– Precise location, speed and operational status
– Train health status and system alarms
• Real-time response
p to hazardous conditions
– Automatic restriction of train movements
• Integration of operating systems
– Traction power & tunnel/station ventilation
– Passenger information & security systems
• Redundant/fault tolerant design
5
Maintenance
• Lower maintenance costs
– Less trackside equipment
• Radio v loops
– Improved diagnostics
– Elimination of secondary train detection
– Improved track worker safety
• Reduce support costs
– Coasting & regenerative braking
• 18-21% energy saving
6
Constraints?
• Rolling stock performance
– Speed
– Acceleration/Braking
– Physical capacity
– Ride comfort
• Track alignment
g
– Speed v geometry
– Junction layouts
7
Summary
• Continuous automatic train protection
p
• Greater operational flexibility
y
• Smoother and more predictable operation
– Man out of loop!
• Lower maintenance costs
• Improved
I d reliability
li bilit and
d availability
il bilit
– Redundant/fault tolerant design
8
9
Banedanmark
Re-signalling the Copenhagen S-bane
Feb 2011 Paul Thomas, Engineering Manager

Agenda
1. Nationwide re-signalling of Denmarks railway

2. S-bane focus
3. Technology Selection - Why CBTC
4. Business case and roll out plans
5. System Requirements
2
Danish signalling needs to be renewed now.
now
o Old signalling equipment

o Decline in punctuality due to signalling
o Difficult Interface between different
technologies
o Unique Danish signalling & operational rules
o Monopolistic marked situation – high entry
barriers
o Expensive maintenance cost and cost of
changes
o Lack of human resources who understand
old systems
3
A total renewal of the signalling system minimize
total cost and provide better performance
A total renewal proved to be the best solution:
– Cheapest and fastest implementation

– Provides higher punctuality and capacity
– Most benefits for the passengers
– Benefits are achieved faster
2006: Strategic political decision of a total renewal
2007-08:
2007 08: Detailed plans & budget for a total renewal
programme
January 2009: Final political decision for a fully financed total

renewall programme was decided
d id d by b the
th Danish
D i h
Parliament
4
The logic in total renewal
Better prices Savings

g on operations
p and
– Economies of scale safety
– International competition – Reduction in maintenance
– Learning
L i curve effect
ff t costs
– Simpler and safer
operational rules
Quantum leap
Q p in technology
gy
– F
Fewer Traffic
T ffi Management
M t
– EC standard component, sites and reduction in staff.
redundancy of central
components, higher availability
– Few safety approvals
– Few interfaces
5
Two different systems
Conventional network
(Fjernbanen):
ERTMS 2 and modern
centralized signalling
g g with
fewer components
Copenhagen S-bane:
Modern metro/urban
system: CBTC
6
The Copenhagen
p g S-bane
network Today
Line: 180km
Stations: 92
Trainsets: 140
Pass/day: 245.000
Min headway: 120 sec
Max speed:
p 120 km/h
/
Signalling : Relay Interlocking
& ATP with speed codes
7
Technology Selection CBTC or DTG
Firm Pre-conditions and Business Requirements
– Service proven state of the art ‘metro style’ signalling system

o ERTMS is not suitable
– Future migration to UTO
– New operational rules
– Enable a ggain in p
punctuality
y of 0.8% compared
p to the 2014
level
– Enable the operation of a more reliable and predictable
service
– Enable equivalent service levels to be delivered at a lower
operating cost.
– Enable traffic control centre staff to easily modify the service
in a wayy that benefits customers with greater
g flexibility
y
8
Results of the Study
System System Compliance Compliance Headway Capacity

rating with with utilization
requirements Operational
164
concept
max
Moving 97 100% 100% 90s 64-76%
Block
l k CBTC
Fixed Block 84 100% 100% 120s 91 – 94%

DTG AF
Track Circuit
9
CBTC with STO
3 Main arguments
– Clear trends for re-signalling projects

utilizing CBTC technology
– Benefits obtained by Banedanmark
through CBTC is provided along with
the current initiatives to standardise
CBTC functionality.
– maturity of standards.
10
Main Benefits
Why Specify CBTC
– Lower life cycle costs compared to DTG

system
– Easier to install and commission on working
railway.
– Improved
p capacity
p y compared
p to DTG
system.
– Capable of sustaining Banedanmarks
punctuality and performance requirements.
– A CBTC system with integrated STO will
enable less costly migration to Unattended
Train Operation.
11
Total replacement strategy for the S-bane
S bane
Challenging business case for the S-bane network
20% of the networks signalling is not life expired
A totall replacement
l cheapest
h alternative
l i
– Mix of technologies would be expensive,
– The marginal km not so expensive with CBTC
– Demand 2 set’s of OPS rules
– Safety concerns
– Benefits of CBTC not achieved
The right time to start of the total replacement

– Northern section needs replacement urgently
– Replacement with traditional signalling would
mean higher Sunk Cost.
12
Financial key figures
Budget
Total renewal of all assets 410
Central government reserve 120

30%
Total costs 530
All figures in Million Euros
13
Time schedules
Phases Fjernbane and S-bane
2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Fjernbane
Procurement Design Test Roll-out
2021
(2.5 years) (3 years) (3 years) (4 years)
S-bane
Procurement Design Test Roll-out
2020
(2 years) (2 years) (1.5 years) (6 years)
14
The S-bane
S bane
One contract
Technology: Suppliers
proven “metro” type
system:
y CBTC
Early deployment line:
Jægersborg – Hillerød
Migration: Double equip
trains.
Roll-out starting from end
branches towards centre of
Copenhagen
Last,, the central lines: Risk-
minimising approach
No fall back after Early
deployment line
15
System Requirements
Operator led design reduces downstream risks
16
System Requirements
– Headway and
schedule regulation
– Decision support
system
– Handheld terminal
– Consist changes
– Fleet management /
crew management
system interfaces
17
Benefits
Even though the project is a 1:1 renewall program due to life
expired signalling - key benefits are achieved.
achieved
– Higher punctuality
– Higher capacity on central parts (30 -> 36 trains/h)
– Integrated and automated passenger information
– Enhanced operational mode: full STO
– Reduced maintenance cost and less operational impact when
m int ining
maintaining.
– Selected UTO elements will be implemented and the system shall
be future
future-proof
proof for later full UTO
o Automatic reversing
18
What does it mean for Banedanmark and the
employees ?
Reorganisation during the next 10

years with impact on:
– All traffic management staff in
Banedanmark
– All signalling technicians
– Train drivers with the train
operation companies
Changes include:
– New operational rules
– New workplace systems
– New places of work geographically
19
20
COMMUNICATION BASED TRAIN CONTROL
Architecture Concerns
Greg Balsdon
G B l d
Thales Rail Signalling Solution
Transportation Systems
Presentation Topics
 Introduction
t oduct o
 Reliable and secure bi-directional communication
 Accurate, reliable, safe determination of train position
 Train length monitoring and Train integrity
 Mixed Fleets
2 Transportation Systems
Introduction – Characterization of System
 IEEE 1474-1 (2004) Begins describing characterization of

CBTC Systems with:
 Continuous, high capacity, bidirectional train to wayside data
communication
 High Resolution train location determination, independent of track
Circuits
 Train-Borne and wayside processors performing vital functions
 Each of these are critical for successful CBTC systems, for

easo s we
reasons e will d
discuss
scuss in tthis
sppresentation
ese tat o
 (IEEE 1474.1, 4.1, 6.3.1)
Reliable and secure bi-directional communication
Characterizations needed:
 Latency
 Security
 Speed
 Reliability
Characteristics, Comparison, pros/cons of:

 Radio
R di Based
B d Solutions
S l ti
 Loop Based Solutions
Reliable and secure bi-directional communication
 CBTC - An Integrated System Solution
CBTC – CENTRAL
CBTC - WAYSIDE CBTC – DATA CBTC – EXTERNAL

INTERFACES
COMMUNICATIONS
CBTC - ONBOARD PASSENGERS
INFRASTRUCTURE (right-of-way, stations, electrification)
Reliable and Secure Data Communications - Why
 Information is the key

 Gathering information Levell off
L
 Processing information control
 Communicating information
Available information
Higher levels of train control
Increased information needs
Increased communications needs
Radio Communication
 New operators see ‘benefits’ of radio in integrating

communication functions
 Also seen as benefit to keep ATC independent of communication.
 Increased bandwidth of Radio will enable better diagnostics
 but data capture/storage needs to be considered.
 Need to consider solutions for tunnels,, especially
p y those
with multiple trains between stations
 Free space propagation or leaky feeder
 Need careful EMC studies throughout alignment
 Consider both the infrastructure as well as possible sources of
interference
 Note that EMI can change during the lifespan of the system, so a robust
modulation scheme is needed to minimize the impact of interference
Loop Communication
 Longer track record, Tried and True,

 Lower capital costs,
costs especially if also used as part of
positioning system
 Due to short distances between antenna and cable, less
subject to interference.
 Historical concerns about loops have not proven to be a
problem
 Trip Hazard
 System
y maintenance issues
 Cable may need to be moved during tamping, other track work.
 Cable may eventually need to be replaced due to excessive splices...
 Throughput constraints
 Experienced operators have no concerns about continuing
to use loops.
Loop Communication
Accurate, Reliable, Safe Determination of Train Position
 Importance
 Role of Tachometers/Speed Sensors
 Options – Transponders/Balises, Loops
 Advantages disadvantages of each
Advantages,
Accurate, Reliable, Safe Determination of Train Position
Importance:
 Train position is used for many safety critical decisions,
decisions
such as:
 Train separation, collision avoidance
 End of track handling
 Train routing and route interlocking
 Train front/end protection
 Train parting/coupling/uncoupling
 O er and under
Over nder speed
 Rollback and Overshoot
 Station Stopping and Door control
How Accurate is Accurate Enough?
 Between stations, positioning can be calculated with the

resolution of .25
25 meter to 10 meter range
 At stations with no Platform Doors, .25 meter resolution is
required
 At stations with platform doors, 0.05 m resolution is
q
required
 (Taken from IEEE 1474.1-2004, Appendix C)
Role of Tachometers/Speed Sensors in Train Positioning
 When properly calibrated, tachometers/speed sensors

provide excellent position resolution over short distances
 Over longer distances, factors like wheel wear and slip
slide need to be considered to avoid accumulating errors
 Use secondary checks, like accelerometers to help filter
g due to wheel slip
out false readings p or slide
 Absolute reference points are required.
Transponders/Balises
 Transponders/Balises are currently the item of choice for

absolute position calculation
 They can be installed at either regular or irregular intervals,
depending on expectations of signaling design and safety
case
 Fewer Transponder
p Tags,
g , further apart:
p
 lower cost of equipment
 Lower installation cost
 Less issue with latency in transponder detection
 Greater positional uncertainty
 Positional uncertainty has a direct relationship to the extent

of the safety distance/overlap
Loops for Positioning
 Inductive Loops have also been used for absolute position

updates
 Loops can be periodically crossed, providing onboard
processor with regular check for positioning ‘drift’
drift
 Dedicated loop channels provide additional diversity to
g on loop
localize a train i.e. if communicating p x,, train is
between location y and z
Train length monitoring and Train integrity – Why?
 All positioning systems above consist of determining the

location of an antenna on the train
 This is not sufficient for full train protection. The entire
train needs to be protected.
 As well, it is critical to detect if train separated.
 This type of protection was automatic with wayside
detection schemes but is not automatic with CBTC
Train length monitoring and Train integrity – How?
 Any system must be both highly reliable and SIL 4

 Train lines
 Communication System or Train borne systems (TMS),
 Train positioning systems at each end of train
 Wayside systems (axle counters, Track Circuits, train
stops …))
stops,
 (IEEE 1474
1474.1,
1 66.1.5,
15 6 6.1.6)
1 6)
Train length monitoring and Train integrity – Train Lines
Train lines
 Most popular mechanism
 Immediate detection upon train separation. Separation
detected before hazard occurs
 Need vital, redundant circuit
 Safety Function
 Avoid single point failure
 Only
y downside is that Train lines are a valuable,, limited
commodity. In fact, some maintenance vehicles do not
have any.
Train length monitoring and Train integrity - TMS
Communication System or Train Management System (TMS)

 If onboard equipment
equipment, especially if located at ends of train,
train
are connected by hard-wired network, the failure of this
network can be used to detect loss of train integrity
 This has the advantage of using existing equipment for
p purposes
multiple p p
 Drawback is that failure of either communication equipment
or control processor(s) at one end of train would be treated
as a train separation
 Additional equipment would be required as redundant
equipment
i would
ld be
b needed
d d at eachh endd off train
i
Train length monitoring and Train integrity – Train Position
Train positioning systems at each end of train

 With this proposal
proposal, either onboard or wayside equipment
could detect that train was separated by comparing
positions reported by front and rear of train
 This also gives train length monitoring as well as train
g y
integrity
 Train separation is detected later than for previous
proposals, as there will always be latencies in detecting
position changes, inaccuracies in position reports and
issues of position reporting resolution
 For
F vitality
i li and d reliability,
li bili redundant
d d equipment
i would
ld be
b
required at either end of train
Train length monitoring and Train integrity
Wayside systems (Axle Counters, Track Circuits, Train Stops)

 In this type of solution,
solution wayside equipment would either
confirm train length or confirm train separation, part of
train left behind.
 For depot or maintenance areas, wayside equipment could
g of train re-entering
confirm length g system
y
 On mainline, wayside system (track circuits, axle counters)
could confirm that part of train is left behind when train
passes
Train length monitoring and Train integrity
 The advantage of these approaches include less train born

equipment
 The disadvantages could include increasing train
separation and headways back to pre
pre-CBTC
CBTC values or
higher
 In the case of Maintenance Vehicles with minimum
amounts of equipment and no train lines, this may be the
only workable solution
Mixed Fleets
 Mixed fleets consist of equipped and non-equipped stock

 Could include stock from other lines
lines, maintenance
vehicles, stock with failed CBTC equipment etc.
 Require secondary detection equipment for non-equipped
stock
 Also provides backup system should CBTC fail
 Common options are Track Circuits and Axle Counters
 (IEEE 1474.1: 6.1.1.2)
Mixed Fleets – Common Issues
 Using more than one mechanism to track trains can cause

issues in reconciling differences between reports
 Larger latency in reports from non-CBTC equipment
 More equipment can reduce overall system reliability
 Need to react to all failures, regardless of source
Mixed Fleets – Track Circuits
 Track Circuits industry standard for many years

 Broke Rail detection
 Limited information – occupied/freed
 Need to deal with scenarios where there are multiple trains
per block
 likely under CBTC short headways
 Need to ensure that all trains using railway are compatible
with track circuit
Mixed Fleets – Axle Counters
 Provides occupancy
 Some Axle Counter Deployments can report number axles
per block
 Axle Counts can provide tool to reconcile multiple trains
per block, a likely occurrence in CBTC. This allows for
more sophisticated secondary tracking of non
communicating trains
 Axle counters are sensitive to type of wheel, as well as
other bogie
g mounted equipment, like brakes. May y need to
tune them for all stock being used.
 Addition information can come with cost – Longer latency
in reporting this information
 No broken rail detection
Axle Counter Heads
Conclusions
 This
s pape
paper summarized
su a ed the
t e primary
p a y characterizations
c a acte at o s o of
CBTC Train Control Systems.
 CBTC systems
y solve the p
problems of accurate, reliable and
safe determination of train position, train length and train
integrity monitoring and reliable and secure bi-directional
communication
i ti without
ith t using
i track
t k circuits
i it for
f primary
i train
t i
position and protection.
 As well
well, the use of CBTC technology in mixed equipped and
non-equipped environments was discussed, with the
tradeoffs associated with this support.
Wrapup
 Thank-you to IRSE for the opportunity to present my

thoughts on these topics
 Thank-you to colleagues who provided valuable comments
and input material for this presentation.
Any Questions?
State-of-the-art
St t f th t Practices
P ti in
i
Non-disruptive Migration to CBTC
Stephen SHIRLAW
Urban Product Marketing Manager
15th of February 2011
TRANSPORT
TRANSPORT
Agenda
 Introduction and experience
 Objectives and some key rules
 Migration strategies – choice of Mixed or Switched Operation
 Risk Analysis and Risk Mitigation
 Testing for CBTC migration
 Conclusion
Migration Strategy – Feb 2011 - P 2 ALSTOM © 201

Agenda
 Conclusion

Introduction
– Key Concepts
 Need to improve existing systems has always been an

important concern for the operators:
 How to increase the transport capacity?
 How to reduce operation costs?
 How to offer better services to the passengers?
 How to manage obsolescence of existing technology?
 In addition new standards and safety regulations make more

diffi lt any change
difficult h on the
th old
ld existing
i ti system.
t
Migration Strategy – Feb 2011 - P 4 ALSTOM © 2011.

Introduction
– Key Concept
 CBTC technology :
 through its functional and performance features addresses
operators needs
 through its overlay capacity, proposes a solution to the renovation
problem
bl
 New generation of CBTC systems relies on radio coverage fully
independent from track sectioning
 Still, CBTC overlay technology is only part of the

answer to a renovation problem ……

Introduction
– Issues
1. Change to CBTC technology allows for many options

 Change from fixed to moving block allows consideration of major changes to
System Architectures
 Scope of change can vary from ATC-only to full Signalling system or more
2. Renovation projects remains difficult

 Live system
 C
Complex
l interfaces
i t f with
ith operation
ti and
d maintenance
i t
 Short night work periods
 Interactions between old and new system
3. Overlay approaches open the door to a wide range of migration

strategies
In this presentation , issues in items 2 and 3 will be covered

Introduction
– answers will be based on experience in deploying Radio CBTC
Urbalis Metro references
 Singapore NE Line Driverless heavy metro in service 06/2003
 Beijing Line 2 Renovation in service 06/2008
 Beijing Airport Express Driverless: in service 07/2008
 Lausanne M2 Driverless in service 10/2008
 Singapore Circle Line Driverless phase 1 in service 05/2009
 Milano Line 1 Renovation phase 1 in service 12/2009
 Shanghai L10 Driverless phase 1 in service 04/2010
 Sao Paulo L2 Renovation Driverless Ready L2 ext in service 08/2010
 Shenzhen L2 in service 12/2010
 Beijing FangShan Line phase 1 in service 12/2010
 Sao Paulo L1 Renovation Driverless Ready for 2011
 Sao Paulo L3 Renovation Driverless Ready for 2012
 Shenzhen L5 for 2011
 Mexico L12 for 2011
 Guangzhou L6 for 2011
 Beijing L9 for 2012
 Santiago L1 Renovation Driverless Ready for 2012
 Toronto YUS Renovation for 2012
 Shanghai L12 for 2012
 Kunming L1 for 2013
 Wuhan L2&L4 for 2013
 Panama L1 for 2014
Urbalis Light metro/Light rail references
 Malaga Metro L1 & L2 for 2012
 Dubai Al Safooh tram for 2014
… with10 metro lines in service, 25 metro lines by 2014

Introduction
– particular focus is lessons learnt on Alstom renovation projects
 “Quasi” or “near” CBTC renovations in 1990s

With “overlay”,
y , new p
processor-based technology,
gy, headwayy improvement,
p , PSD,, …
(But not moving block)
 ATC-R, 4-year project for 3 urban lines of Hong Kong MTR in 1997
 East Rail renovation for KCRC in 1997 (then full capacity 2003)
 Full radio CBTC renovations in 2008-2010

 Beijing L2 in 2 years for 2008 Olympics with 36 trains in CBTC & ATO
 Full capacity increase with 48 train achieved in 2009
 Milan L1 with 1st train after 3yrs end 2009; 15 trains end 2010
 Full
F ll capacity
it increase
i i 5 yrs for
in f endd 2011 with
ith arrival
i l off new trains
t i
 On going renovations on 5 other lines for 2011-2012

 Toronto YUS Line
 Sao Paulo three lines (L1, 2, L3)
 Santiago Line 1

Introduction
– bringing some generic answers
 Objective
j of p
presentation
 Integrate current practice and use examples as illustration
 To bring some generic answers
 To pose the question on state-of-the-art practices for :

1. Non disruptive migrations
2
2. Achieving renovation and capacity enhancement in short (3 to 5 year?) schedules
- Many Operators are under pressure to keep upgrades short
- Many reasons :
- Key events, e.g. Olympics
O
- Arrival on new trains, or coordination with extensions
- Unexpected increases in passenger traffic
 … but there will always many specific cases with specific answers

Agenda
 Conclusion

Migration Plan
Migration objectives
 The Migration Plan is the key sequence of actions for changing from a existing
operational signaling system to a new operational signaling system without
disruptions
 Mains issues to manage :

 No disturbance of the existing transport system
 Installation of the new system in overlay
 Installation and testing during off-service time
 Migration by reversible steps
 Switch to the new system with a better level of performance
 Choice of Fall-back in case of malfunctioning
 Safety during migration (operation procedure)
 New operation
p rules
 Training of the operators

Migration Plan
 Mains criteria defining migration plan

 Track availability for installation (track renovation schedule)
 Rolling stock availability for installation (RS renovation schedule,
introduction of new rolling stock…)
 Overlay capacity (track circuit, point machine, lights…)
 Interlocking renovation
 Existing
g ATC/Interlocking g level
 Fall-back solution during migration
 Line extension
 Interoperability
 …
 Common denominator for all Migration projects is need to

reduce the risks and the possessions requirements

Beijing L2 - an example
Beijing L2
Radio 2.4 GHz with sections either in free propagation or waveguide
propagation
Migration Reversible 2-step Switch-over

Strategy no disruptions or srvice reduction
Night Test duration 1 5 – 3 hours per night
1.5
5 nights by period of 10 days over a one year period
Line characteristics 23 km, 18 stations, 2 depots, 2 test tracks
Trains 135 m 6-car

6 car trains
trains, 24 old and 48 new trains with gradual roll-over
roll over
Ridership 1 million passengers/day
Contract contract signed on 26 April, 2006
Commissioning  commissioning of Step 1 (intermittent ATC fallback) 28 trains in April 23rd 2008
 Step 2 Full CBTC and ATO mode with 36 in June 15th 2008
 Full capacity enhancement with additional new trains
Headway and Operational headway reduced from 3.5
3 5 to 2 min (design headway 90s)
capacity improvement

Beijing Line 2 Resignalling

Some example projects compared
Hong Kong 3 Urban lines renovation (SACEM ATC) Beijing Line 2 resignalling
Overlay
O e ay with
t Mixed
ed Operation
Ope at o Overlay with Reversible Switch
Switch-over
over
• Running 180 meter trains at over 30 tph* • 23 km: 2 years : 2006-2008
• 43 km : 4 years : 1993-1997 • 130 m trains running at 30 tph* in 2009
Hong Kong East Rail other DTG resignalling Milan Line 1 resignalling
O l with
Overlay ith R
Reversible
ibl Switch-over
S it h O l with
Overlay ith Mixed
Mi d Operation
O ti
• 35 km : 4 years : 1993-1997 • target with 130 m trains - 36 tph*
• 2.4 GHz radio infill in 2003 was added for 27 tph • 27 km : 2007-2011: first trains since
January 2010
tph* = trains per hour (peak operation)
Migration projects – Key Points
“near-CBTC” project Radio CBTC project

Need Baseline
Paris RER-A SACEM P j t
Projects Singapore N
Si North-East
th E t Line
Li
In service 1987 Driverless. In service 2003
Hong Kong Urban lines renovation (SACEM ATC) Beijing Line 2 resignalling
Overlay
O e ay with
t Mixed
ed Operation
Ope at o Overlay with Reversible Switch
Switch-over
over
• Running 180 meter trains at over 30 tph* • At present 130 m trains running at 30 tph*
• 43 km : 4 years : 1993-1997 • 23 km: 2 years : 2006-2008
Migration
g
Strategies ?
Hong Kong East Rail other DTG resignalling Milan Line 1 resignalling
O l with
Overlay ith R
Reversible
ibl Switch-over
S it h O l with
Overlay ith Mixed
Mi d Operation
O ti
• Infill 2.4 GHz radio was added for 27 tph* • target with 130 m trains - 36 tph*
• 35 km : 4 years : 1993-1997 • 27 km : 2007-2011: first trains since
January 2010
tph* = trains per hour (peak operation)
Migration projects – so three Key rules
1. Importance of Baseline Metro Projects

 Stabilised solution reduces many risks such as:
• project schedule deviation due to technical risks
• additional night tests, day/night switching for development tests
• first trains in Mixed Operation
p causingg operation
p disruptions
p
 Large pool of competent project deployment staff available
 Proven Project processes and tools for a stable project schedule
 Critical project resources can focus on Migration and not on development
2. Migration Strategy will be specific :

so importance
p of choice and implementation
p of appropriate
pp p strategy
gy
 Risk analysis of specific project difficulties
 Establishment of the Mitigation Plan
 Selection of the adequate strategy
3. Thoroughly prepared migration strategy and project organisation done

with the operator

Agenda
 General Definition
 Key Decision factors
 Conclusion

Migration Strategy
Two main strategies

g can be defined for a migration:
g
 Switched operation
or
 Mixed Operation

Migration Strategy
Switched operation
• At a time in a section, all the trains operate with the same system, the new system or the old one.
• The new system is switched ON while the old one is switched OFF
• The old system is used as fallback at trackside & train level
• All the trains must be equipped before switching.
• At ttrackside
k id the
th new system
t is
i NOT iinterfaced
t f d with
ith th
the old
ld one and
d runs iin moving
i blblock
k
IN OPERATION RADIO
IN OPERATION IN OPERATION
SWITCHED SWITCHED
ATC New ATC ATC
OFF
New ATC
OFF Signal
TC/AC/P PM
SWITCHED SWITCHED New

ATC Interlocking New ATC
OFF OFF Interlocking
Back-up is performed
by switching from new DCS
to old ATC on board IN OPERATION
and at track side
(condition:
(co d t o all
a trains
ta s SWITCHED
ATS New ATS
are equipped with old OFF
and new ATC) IN OPERATION

Migration Strategy
Switched operation
• At a time in a section, all the trains operate with the same system, the new system or the old one.
• The new system is switched ON while the old one is switched OFF
• The old system is used as fallback at trackside & train level
• All the trains must be equipped before switching.
• At ttrackside
k id the
th new system
t is
i NOT iinterfaced
t f d with
ith th
the old
ld one and
d runs iin moving
i blblock
k
IN OPERATION RADIO
SWITCHED SWITCHED
ATC New ATC
OFF Signal
ATC New OFF
ATC
TC/AC/P PM
New
SWITCHED SWITCHED
ATC Interlocking OFF New ATC
OFF
Interlocking
and at track side
(condition:
(co d t o all
a trains
ta s ATS
SWITCHED
New ATS
are equipped with old OFF
and new ATC)
IN OPERATION

Migration Strategy
Mixed operation
• At a time in a section, each train can operate either with the new or the old system
• At trackside, the old and the new systems operate simultaneously.
• At train side, the CBTC or the old ATC is active.
• The old ATC is used for a non CBTC equipped train or as fallback for a CBTC equipped train.
• At ttrackside
k id th
the new system
t iis iinterfaced
t f d with
ith th
the old
ld one and
d runs iin fifixed
d bl
block.
k
• The mixed operation is an intermediate step before switching.
IN OPERATION RADIO
IN OPERATION
IN OPERATION
Old ATC Signal

New ATC
TC/AC/P PM
Old INTERFACE
Old ATC Interlocking New ATC
Interlocking GATEWAY
IN OPERATION IN OPERATION IN OPERATION IN OPERATION
and at track side
(condition: all trains Old ATS New ATS
are equipped with old
and new ATC) IN OPERATION Shadow Running

Migration Strategy
The choice of the best migration strategy (mixed or switched operation)

p
depends on several parameters
p to be defined on the tender document:
 Duration of fleet modification

• The availability of the trains for modification (CBTC installation)
• The number of trains to be modified
 The required timescale to deliver the performance benefit
 The
Th availability
il bilit off the
th ttrack
kdduring
i ththe nights
i ht ((maintenance
i t work).
k)
 The specificities of the existing Interlocking (no possible overlay)
• If interlocking is replaced last, the difficulty to interface the Old Interlocking with New CBTC
• If Interlocking is replaced first, the difficulty to reproduce the behaviour of the Old Interlocking (by
New Interlocking) except when technology is fully compatible
 The specificities of the existing ATS (no possible overlay)
• If ATS replaced last first, difficulty to interface the Old ATS with the New CBTC
• If ATS replaced last, the difficulty to reproduce the behaviour of the Old ATS (by New ATS)
 The ability of the trains to be double equipped (Old ATC and New CBTC)

Switched operation – Sequencing
Key issue is the critical switch over point
A 3 phases migration process
Critical
SWITCH OVER
OLD SYSTEM IN OPERATION NEW SYSTEM IN OPERATION

(FIXED BLOCK) (MOVING BLOCK)
OLD SYSTEM AS
BACKUP
OLD SYSTEM PERFORMANCE CBTC PERFORMANCE (HEADWAY - TRAIN TRACKING & REGULATION)
INSTALLTRACKSIDE & TEST DECOMMISSION OLD TRACKSIDE SYSTEM

NEW SYSTEM (NIGHT) AND UNECESSARY TRACK EQUIPMENT
EQUIP TRAINS – DOUBLE EQUIPMENT

DECOMMISSION OLD ONBOARD SYSTEM
(OLD & NEW SYSTEM)
PERFORM SHADOW
RUNNING (DAY)
PHASE 1 PHASE 2 PHASE 3

1 2 3
INSTALLATION & TEST CBTC OPERATION (SECURED) OLD SYSTEM DECOMMISSIONING
Migration Strategy – Feb 2011 - P 24

ALSTOM © 2008. We reserve all rights in this document and in the information contained therein.
Reproduction, use or disclosure to third parties without express authority is strictly forbidden.
Mixed traffic operation – Sequencing
Key issues is the additional interconnection & disconnection steps
A 3 phases migration process

START MIXED TRAFFIC END
OLD SYSTEM IN OPERATION OLD & NEW SYSTEMS IN OPERATION NEW SYSTEM IN OPERATION
(FIXED BLOCK) (FIXED BLOCK/MOVING BLOCK) (MOVING BLOCK)
OLD SYSTEM PERFORMANCE (TRAIN TRACKING & REGULATION) CBTC PERFORMANCE (TRAIN TRACKING & REGULATION)
INSTALL TRACKSIDE AND INTERCONNECT

& TEST NEW + OLD SYSTEM DECOMMISSION OLD TRACKSIDE SYSTEM
& TEST MIXED TRAFFIC (NIGHT) AND UNECESSARY TRACK EQUIPMENT
RECONFIGURE OR
REPLACE Interlocking & ATS
EQUIP TRAINS – (REPLACEMENT

OR ADDITION of NEW SYSTEM)
PHASE 1 PHASE 2 PHASE 3

1 2 3
INSTALLATION & TEST MIXED TRAFFIC OPERATION DECOMMISSION OLD SYSTEM
SWITCH
Agenda
 General Definition
 Key Decision factors
 Conclusion – now and for the future

Key decision factors
 General factors
− renovation
ti off a line
li or a network
t k
− Extension of an existing line
− Replacement of subsystems : Interlocking; ATS; Track Side equipment (signal,
point machines...))
p
− Upgrade of operation mode (GO1 to GO2, GO3 or GO4)
 Time factors
− Fleet
Fl t fitment
fit tdduration
ti
− New trains arrival schedule
 Technical factors
− Feasibility of double equipment of trains
− Feasibility of compatibility with old system (is it easy to simulate the old system
behaviour?))
− The different subsystems can be replaced at the same time or not?

Switch or mixed traffic ? Example of Decision Tree
YES ARE THERE NO

NEW TRAINS?
SHALL THE FIRST NEW TRAIN

NO BE IN OPERATION BEFORE YES
TRACKSIDE FULL EQUIPMENT?
NEW TRAINS HAVE NO IMPACT CAN NEW TRAINS BE

SHALL THE FIRST NEW TRAIN
ON MIGRATION STRATEGY
NO BE IN OPERATION AFTER YES YESEQUPPED WITH NO
TARGET SWITCH DATE? OLD SYSTEM?
IMPOSSIBLE
NO CAN TRAINS BE YES
DOUBLE EQUIPPED ?
CAN ALL TRAINS BE

NO EQUIPPED BEFORE YES
TARGET SWITCH DATE?
IMPLEMENT IMPLEMENT
MIXED TRAFFIC SWITCH or MIXED
STRATEGY STRATEGY

Agenda
 Conclusion

Migration Strategy – Risk Analysis
Analysis of the main risks related to migration during:
 Installation and Commissioning Phase

 Migration Phase (Switch Mode or Mixed Mode Operation)
 Decommissioning of old system Phase

Risk Analysis :
Installation & Commissioning
g Phase ((1/2))
Risk : Installation of CBTC causes failure or unsafe situation
on existing system
Consequence :
•Line not operational at re-opening in the morning
•The existing system does not work correctly or safely
Mitigation by Design:
•Use of Day Night Switch avoiding faults by wrong connection
•Automated
Automated switch back (SIL4 and centralized feedback of their
position) instead of manual connection work
•Overlay principle for Trackside equipment (only Axle Counter
installation passive beacons and Radio free propagation)
installation, propagation).
•No modification of the existing Speed Code generation

Risk Analysis :
Installation & Commissioning
g Phase ((2/2))
Risk : Installation of CBTC causes failure or unsafe situation
on existing system
Mitigation by Process/phasing/planning:
•Deployment step by step with intermediate validations
•Non-regression test after installation of the Day/Night switch
•Accreditation of the installation team workingg on safety
y circuit
•Continuous risk management between Supplier and Customer
(review and improvement migration procedures after each individual
steps).
Additional mitigation for Rolling Stock:

•Test on Maintenance Test Track
•Strong follow-up of RS migration schedule

Risk mitigation
Migration
g / Roll-out strategy
gy ((4))
 Some solutions for reduction of risks and reduction of
possessions
 In-factory simulator with very high capabilities
 Use of shadow operation
p during
g the day
y
 In-built straightforward deployment tools for Data preparation and
validation
 Vital software Formal Specification and proof
• Formal proving for safety software reduces software errors
 Flexible and mature radio solution (different solutions for propagation)
 On-board network requiring fewer train lines on old trains so less
installation

Agenda
 Conclusion

Migration – test strategy
The overall test process includes the following activities:
 Requirement Traceability management: how tests are traced to contract

requirements in order to ensure an appropriate coverage
 Factory Acceptance Testing (FAT): for equipment produced for the project
 Factory verification & validation activities based on the Factory Integration &
Validation Platform ((FIVP), ) which includes:
• Data validation activities: all data produced for the project are validated.
• Verification activities
• Integration and Validation activities: for software , data and hardware
 Test & Commissioning on test track (mainly used for RS test) and on main line
 External interface testing
 Shadow Operation test

Migration – test strategy
1. Depending
p g on the required
q environment and the test p
program
g process, the
p
tests are either performed:
 in factory,
 on a test track
 or on the main line.
The allocation of tests is defined in order to maximize tests in factory, to

minimize
i i i tests
t t on the
th main i line
li ( f bl during
(preferably d i th night)
the i ht) and
d to
t ensure no
perturbation to the revenue service.
2. CBTC is a technology where a higher proportion of safety principles are

2
managed within the software compared to traditional systems
(Traditional systems are simplified by the physical “fixed

fixed sections
sections”)).
CBTC systems are therefore complex and need appropriate system test
tools

Agenda
 Conclusion

The recent advances in metro signalling renovation provide new
options
p to operators
p
 Three key rules need to be followed to manage

non-disruptive migrations with on time delivery
 There are two basic strategies (Switched or

Mi d) that
Mixed) th t match
t h different
diff t constraints
t i t
 …. but they have different critical features so
appropriate
pp p risk analysis
y is vital.
 Testing approach must take into account the
system nature of CBTC projects
 Close cooperation with customer is vital on all

aspects of the project
 ... and then Train Control system renovation is no

longer an obstacle and can facilitate Transport
System upgrades by supplying a wider range of
options
Thank you
TRANSPORT

Lessons Learned
in
Implementingg CTBTC
George Clark
Clark, Head of Engineering
IRSE CBTC Seminar 1
TBTC on London Underground
• Why do we need it?
• 2010: New Train Control Systems
• Experiences
E i and
d lessons
l
– Design
– Migration
– Test & Verification
– Post Commissioning
• Future TBTC on London Underground
IRSE CBTC Seminar 2

Traffic growth has resumed . . .
• Employment is the key driver of
LU demand
• But growing events traffic/ With

more than a billion journeys
made each year, the Tube is key
for the achievement of the
Transport Strategy (another
million pass/day forecast by
2020)
... over a billion 2010/11 forecast to be busiest yyear despite

p recession and
journeys a year weekend closures to system
2010: New Train Control Systems
IRSE CBTC Seminar 4

Victoria Line
Northumberland
Park Depot
p
Blackhorse Walthamstow
Seven Sisters Road Central
Tottenham
Finsbury Park Hale
JNP
Kings Cross
SSL Highbury & Islington
Euston
JNP
Warren Street • Carries on average
g over 450,000
,
Oxford Circus
passenger every week day –
equating to 165 million a year
Green Park
Victoria Line • Expected passenger increase to
JNP
S
Schematic 213 million by 2025 (30% increase)
Victoria
• Service Levels:
Pimlico • 43 Trains (Peak)
• 31 Trains (Off-Peak)
Vauxhall
Stockwell
JNP
Brixton
5
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Jubilee Line Overview
St
Stanmore
Canons Park
38 km in Length
19 km in Tunnel
Queensbury
27 Stations
Kingsbury
Wembley Park
Duall
D
Neasden J5
Fit
Area (J1)
14 are Interchanges
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Dollis Hill
63 TrainSets
Willesden Green 30 Signal
g Eqq Rms
Kilburn
West Hampstead 2 Depots
Finchley Road Swiss Cottage
St John’s Stratford
Wood
Baker Street
Bond Street West Ham
J4
Green Park J23 Canning Town
Westminster
London Bridge Canada Water Canary Wharf North

Greenwich
Bermondsey
Waterloo
Southwark
Transmission Based Train Control (TBTC)
Operator Integrated with comms. eqpt..
System Control such as radio and CCTV to
Interface C t
Centre provide overall control of railway
Adjacent VCC Adjacent

System System
3. Target point for 2. VCC receives

Train B calculated,
calculated l
location
i message
points reserved and
locked
Track Loop Safety
Transmission Brake curve Zone
5. Train B calculates
braking curve to target
Maximum speed point
4. On-board processor
receives target point
1. Train reports its
message from track
location by message
loop
to track loop
On-Board Processor T i A
Train
Train B
Track Loops Points status

Message sequence 1 to 5 is continuously repeated to
maintain optimum safe separation of trains
Victoria Line Upgrade Jubilee Line Upgrade
• Thales S40
moving block
ATO system
t
acity
acity
1% incrrease iin capa
3% incrrease iin capa
• 63 trains
• 7th car
1969: World’s first Automatic Railway
Now: 600,000 passengers/day
• New
N 47 x 8 C
Car ’09TS Fleet
Fl t with
ith onboard
b d
DTG-R signalling (supplied by Bombardier • Dedicated test
and Invensys) track, Power,
• 43 Trains (Peak) – 31 Trains (Off-Peak) depot and
21
• First
Fi t ATO-on-ATO
ATO ATO upgrade
d ini world
• Power, depot and many other enabling
ld 33 many other
enabling
works works
8
Experiences & lessons
- Stakeholder management
IRSE CBTC Seminar 9

TBTC on London Underground
- Technology
T h l Quantum
Q t leap
l
RS
10
Communications
– CBTC is a change management programme
• Communicating a very different system
• Attitudes to Novelty
• Building confidence in the system with frontline staff is a
slow process that can easily be set back
• Comms with all staff is critical, the rumour mill is
unbelievably fast
Team Working
• Need to work together
– Working Groups
– Integrated Project Team (IPT)
• Co-location?
• Technology factors
- drove a desire to ‘make CBTC look and work like other LU systems’
- drove a need for more understanding of how system worked and a
desire for ready access to suppliers design teams
11
Working Groups
LU/Tube
LU/T be Lines/Thales/Alstom
Working Groups
Operational
System
S t Safety
S f t
User Maintenance
Integration Approvals
Requirements
Interface Control Centre Signalling

Data Warehouse
Definition Integration Principles
Signalling
S
System Rolling Stock
Equipment
Migration Integration
Rooms
12
- Design
IRSE CBTC Seminar 13

Requirements and Design
• Establish, prior to award of contract

Establish contract, detailed Operating
Requirements (train moves; how entered service; crew
changeovers)
• Use traditional performance requirements

(easy to measure)
• Mapping a new technology to LU standards.
• “Lost in translation”: operational needs >> formal
requirements>>code
• Value of System Design Reviews
• Recognise that requirements will emerge

throughout the lifecycle
14
Operability:
p y
Control Centre Design – Jubilee Line
• Conceived to support
2-tier command and
control
• Six identical desks
• Operators facing each

other
• Line Service Control and

Signallers can sit in any
position
Or should it be a classroom layout?

15
Designing a new Control system
within an existing control room
- Migration

JL Migration Phases:
Advanced
Test track Trials Demonstrations
Train Fitment
i i
Dual Fitted Area (J1.0)
Stratford – Dollis Hill (J234) in ATO
Stratford – Dollis Hill (J234) in ATO
Stratford – Stanmore (J5.0) in ATO
18
VLU Tube Map to Success
The VLU is upgraded through defined
f
SCC Build Programme
SCC Available Stage 1 Completion of SCC
to WRSL
Start Testing Whole Route from Walthamstow to Brixton Commissioned in Overlay
railway configurations, key activities in

SCC Signalling Control Design Compliance
the New SCC WRSL SCC Signalling Control Equipment Installation, Testing and Commissioning Complete
MRBCV SCC Signalling Control Equipment Installation, Testing and Commissioning Complete
(Signalling Control) Installation of LSC Equipment into SERs, Testing and Commissioning Complete
in Engineering Hours Test Plan and Specifications Approved by MRBCV
CONNECT Annex II (Non Vital Interim Solution) Installation, Testing and Commissioning Complete
Control Centre Comms Through Testing Complete
each configuration:
Completion of All Approvals to Allow Testing in Engineering Hours
LU Operator Awareness Training
VA-1 Start Trialling Control Centre Over and Back Testing Complete
Procedures in place for SCC Operations
the New SCC Signalling Simulator Installed and Commissioned
CONNECT Annex II (Non Vital Robust Solution) Installation, Testing and Commissioning Complete
(Signalling Control)
VA Proven Ability to Identify 67TS from Service Control Centre
in Passenger Hours Proven Ability to Communicate with 67TS from Service Control Centre
RAM Target Achieved
Completion of All Approvals to Allow Trialling in Passenger Hours
• V1 - Introduction
I t d ti off a pre-series i non-signalled
i ll d
Procedures in place for Maintenance of the Signalling Control Systems
Sufficient Signalling Operators Trained
Rule Book and Procedures Updated
09TS test-train (T1) in Non-Traffic Hours only

Start Trialling Line Management System installed in SCC
Line Control Systems Interface Testing completed in SCC
the New SCC SCC Line Control Design Compliance
CONNECT Annex II Line Control Links Installed
VB (Line Control) in Completion of All Approvals to Allow Trialling in Passenger Hours Victoria Line Decommissioning of Redundant Service Control Equipment Complete
Passenger Hours Procedures in place for Maintenance of the Line Management Systems
Sufficient Line Control Operators Trained
Upgrade Removal of All Redundant Signalling Equipment Complete
Asset Register Updated
Rule Book and Procedures Updated Programme
Completion
VC
Demonstrate
V5.0
Demonstration
V6.0
• V2 - Introduction of a pre-series signalled 09TS
test-train (T1/T2) initially in Non-Traffic Hours but
Parallel Operation of Control Centres Complete Asset Replacement Design, Installation, Testing and Commissioning Complete
Line Control Systems Installation, Testing and Commissioning Complete IMRs and Old Signalling Switched Off so that New RORIs can be Achieved
Test Plan and Specifications Approved by LUL Operation of Line Upgrade Validation and Verification Report (including JTC 2 Tests Completed Successfully and RAM Target Achieved)
Backup Control Centre Available of the New SCC Capability Hazard Log Closure Report Issued
Final Handover of Maintenance for SCC and BUCF to Asset Performance Complete Railway System Compliance Submission
Signalling and Line Control and Procedures Integrated (JTC 2) System Safety Case Approved by LUL
Training Materials and Manuals Updated
eventually
t ll ini passenger service.i N
New signalling
i lli
Railway Spares and Maintenance Handover Report/Certificates
All JTC 2 Related Infrastructure Complete
Brixton Train Crew Accommodation and Facilities Complete
Permanent Transfer Interim Asset
of Victoria Line Replacement
equipment running in overlay mode. Start of

Operations to the New SCC Configurations
(VD) (V4.1 - V4.7)
JTC1 Tests Completed Successfully
09TS production fleet roll-out

JTC 1 Achieved
Signalling and Line Control Transferred Permanently from Cobourg Street to Service Control Centre
V4.0 Full Service 09TS Last 67TS Decommissioned
43 New Trains, Delivered, Commissioned and Available for Passenger Service
Operational under Validation and Verification Report (including RAM Target Achieved)
DTG-R and New SCC
• VA-1 – D - Introduction of new service control

Hazard Log Closure Report Issued
System Safety Case Approved by LUL
Training Materials and Manuals Issued
Railway Spares and Maintenance Handover Report/Certificates
LU Operating Procedures Updated in Rule Book
Full Approval All Track Works for JTC and non-JTC Complete Post Inter-Running ATO Map Tested and Approved for Use
centre
t initially
i iti ll in
i NNon-Traffic
T ffi H Hours but
b t
All Power Upgrade Works Complete All JTC 1 Related Infrastructure Complete
to Operate All Depot Upgrade Works Complete
V2.3 Production Trains System Safety Case Approved by LUL
RAM Target Achieved
on the Victoria Line Operational Readiness/Consent to Operate Approved by LUL
LU Operating Procedures Updated in Rule Book
eventually in controlling the signalling system in

Handover of Maintenance for Trains and Signalling to Asset Performance complete
Completion of All Approvals to allow Testing of T2 in Passenger Service

Start Trialling Procedures in Place for 09TS Drivers
T2 in Traffic Hours System Safety Case Approved by LUL
passenger service
RAM Target Achieved
V2.2 with Passengers Operational Readiness/Consent to Trial Operations Approved by LUL
Platform Humps Commissioned at Tottenham Hale and Brixton
Sufficient LU Drivers Trained for 09TS
LU Station Staff Training
• V4 - All 09TS fleet delivered and existing fleet

Whole Route from Walthamstow to Brixton Set-to-Work in Overlay
Start Testing T1/T2 OPO Installed, Tested and Approved for Operation on Pre-Series Trains
in Traffic Hours Run-Back Protection Upgraded on all 67TS
Test Plan and Specifications Approved by LUL
V2.1 without Passengers Cab Simulator and Training Materials Available
T1 enabled for IDENTRA
d
decommissioned,
i i d ffullll control
t l ffrom new service
i
CONNECT Type III Train Radio Available
Proven
o e Ability
b ty to Identify
de t y 09
09TS
S from
o Cobou
Cobourg
g St
Street
eet
Proven Ability to Communicate with 09TS from Cobourg Street
RAM Target Achieved
Signalling and OPO Maintenance in Place
Final Fleet Design Compliance
control centre and old service control

System Safety Case Approved by LUL
ATT&S9 - Approval to Test 09TS in Traffic Hours without Passengers
DTG-R Pimlico Escalator 1 Disconnected from DC Power
Protection in All Tunnels Cleaned between Walthamstow Central and Brixton
Sufficient LU Drivers Trained for 09TS
Engineering Hours V2.01 LU Line Control and Station Staff Awareness Training
decommissioned. JTC1 target met

V2.02
Start Squadron T2 Delivered to NPD (by road), Assembled and Commissioned
T1 and Signalling Integrated Design Compliance
Testing 09TS and 67TS EMC Issues resolved and Evidence Presented
Validation Tests Completed on Northern Section and Evidence Presented
in Engineering Hours ATT&S3 - Approval to undertake Validation Testing with 1 09TS under DTG-R in Possession without Reliance on DTG-R
ATT&S4 - Approval to Test Train 2 in London
• V5 - Signalling Asset Replacement with removal

ATT&S5 - Approval to undertake EMC & Regenerative Brake Tests with 2 09TS Trains
ATT&S6 - Approval to Test 1 09TS under DTG-R Control in Non Traffic Hours with Reliance on DTG-R
ATT&S7 - Approval for Close Headway Testing of 2 09TS Trains in Non Traffic Hours
ATT&S8 - Approval for Mixed Automatic Operation of 09TS and 67TS in Non Traffic Hours
off overlay
l andd existing
i ti signalling
i lli equipment
i t
Start Testing ATT&S2 - Approval to Test 1 09TS Train under DTG-R Control in Possession without Reliance on DTG-R
Submit Consent to Test Trains and Overlay y Signalling
g g using
g DTG-R ((Non Traffic Hours))
T1 with
ith Si
Signalling
lli in
i T1 Retro-Fitted with Signalling Equipment and Commissioned
V2.0 T1 enabled for OPO
Engineering Hours Test Plan and Specifications Approved by MRBCV
Pimlico Escalator 3 Disconnected from DC Power
Start Overlay
Commissioning
Section from Blackhorse Road to Tottenham Hale Set-to-Work in Overlay
All APR Transponders installed between Walthamstow and Brixton
Revised Timetable to incorporate Late Traffic Test Path decommissioned. Service Control functionality
optimised. JTC 2 target met
Key Programme Milestone
with Config 'B'
Milestone Achieved (Date Achieved)
Signalling Equipment Installation and Principles Tested

Milestone Delayed (Revised Date)
T1 Design Compliance
Start Testing
• V6 - Project close
T1 Delivered to NPD (by road), Assembled and Commissioned PAM LU Programme Accountable Milestone
T1 in Engineering Completion of Depot, EMC and Proximity Testing
V1.0 Completion of All Approvals to allow Testing of T1 in Engineering Hours
Hours Test Plan and Specifications Approved by MRBCV V0.0 Railway Configuration Identifier
Run-Back Protection Upgraded on Config 'B' Train
Wheel Rail Interface Management Plan Approved by LUL
Enhanced Configuration Management process (incl Assets) in place Principal Discipline
Tunnels Cleaned between Northumberland Park Depot and Finsbury Park
Elimination of 24 hours Visual Inspection
p Regime
g between Seven Sisters and Kings
g Cross Signalling
g g and Line Control
Completion of Depot Pit Extensions Rolling Stock
Provision of Train Stops Infrastructure
All Lubricators working and Lubrication Regime Stabilised Systems Integration
Communications
T1 Manufacture and Test in Derby London Underground
19
Experience: Differing Migration
Jubilee Line Victoria Line
• Pros • Pros
Enables a progressive rollout along Flexible approach,
approach allowing small
the line, reflecting limited numbers of staff to lead the
trackside access implementation
Allows phasing of the control centre Enables reliability growth from an
workstations & staff deployment initial small fleet
Minimises interfaces / No. of Aligns with a new fleet delivery
configurations
co gu at o s
Cons:
Cons:
Creates many individual stages
Requires whole fleet to be fitted and
proven reliable E h stage
Each t has
h complex
l interfaces
i t f
Requires all drivers to be trained and Adds a further line-wide asset

competent at first stage, replacement stage
20
Interfacing and Integration
System Architecture drives out the interfaces

Need to define these and recognise static and dynamic performance

Legacy Systems –
Wembley Park & Neasden
• Largest mechanical frames on JL

• Integrated mechanically and
electrically to seamlessly signal
between Metropolitan Line,
Jubilee Line and to/from depot
p
• Legacy signalling (1950s
technology) – testing has to be
undertaken
d k on sitei
• Neasden is largest single site on
JL to test – 33 routes
22 22
Scale & Complexity:
Rolling Stock Fitment & Integration
- Test & Verification

Testing off the Railway
• Strategy to test as much as possible off
site due to limited access
• Factory labs to integrate the component
parts.
• Dedicated test railway at Highgate
– Extensively used to test and integrate
systems
– All software builds tested at HTF first
• Site tests:
– Laser guideway trolley for railway data
capture
– Virtual Train Trolley for data
communications testing
• Changeover Cubicle, allowing rapid
switching between old and new signalling
to maximise closure time
Overlay or Dual Fitted Area (DFA)
 The DFA was an area of the Jubilee
line located between Kingsbury -
Canons Park both roads, that was
overlaid with the Transmission Based
Train Control (TBTC) System.
 The existing ‘fixed block’ system

maintains a safe separation of trains,
can detect train positions and control
movement of points.
 Commissioned for LU use March 2008
 De-commissioned in June 2009
26
Site Testing – Levels of Maturity
• One train, then

multiple trains
• To
T prove allll safety
f t
functions
27
Things to Consider:
Installation Testing and Commissioning
Installation,
• Design and Software Maturity
• Level of testing needed on a brownfield railway: Access challenges

challenges.
• Access Utilisation (within a closure) needs very careful management

• VL Overlay signalling approach has allowed testing at night flexibly
and quickly, saving on access, time and service disruption
• Availability of personnel is a key constraint (specific roles: Test Train
Operators; Lead testers)
• Agreement of test documentation in time.
• Over and Backing whole system possible allowing Weekend Revenue

(but with significant resource)
• System Proving
S P i v formal
f l site
i testing.
i Should
Sh ld have
h done
d more proving
i
but issues over who could drive trains.
28
- Post Commissioning

Post Commissioning
g risks
1. When and how ATO is introduced
2. Accurate stop
3 Routing
3. R ti conflicts
fli t
4. ATP halts
5. ‘Race’ conditions
6. Lack of system understanding – lengthening delays
7. Accuracy of Customer information displays
8. Human error can reduce quickly with practice and the right
guidance
30
30
Reliability Growth
• Theoretical v Actual
• MTBF v MDBF v Delay Minutes
• Software/Hardware/People
S ft /H d /P l /Process/Non
/P /N TBTC
• FRACAS
• Example follows
31
Pareto Summary of Total Reliability Metric- Example
TL LU Incidents Total Mins
SW HW PRO Suppl OTH
PEO PEO
Trains SW HW TL PEO LU PEO PRO Suppl OTH 18 250 mins

32mins 62mins 99mins 36mins 12mins 0mins 9mins
SW HW TL PEO LU PEO PRO Suppl OTH

Operations 19 132 mins
HW
ACBs SW TL PEO LU PEO PRO Suppl OTH
101min
0mins 0mins 0mins 0mins 0mins 0mins 4 101 mins
s
Wayside SW HW TL PEO LU PEO PRO Suppl OTH
0mins 93mins 0mins 0mins 0mins 0mins 0mins 3 93 mins

Migration 3 44 mins
Boundary
Routing 2 18mins
SW HW TL PEO LU PEO PRO Suppl OTH 8 17mins

ATO 17mins 0mins 0mins 0mins 0mins 0mins 0mins
SW HW TL PEO LU PEO PRO Suppll OTH 1 13mins

NCT 0mins 13mins 0mins 0mins 0mins 0mins 0mins
SW HW TL PEO LU PEO PRO Th OTH 2 9mins

AS/EB 0mins 0mins 0mins 4mins 0mins 0mins 0mins
69 277 111 184 27 0 9 62

TOTAL mins mins mins mins mins mins mins
Performance metrics
33
Reliability Growth – Things to Consider
• Migration strategy of soft start reduced SAF impact

• CBTC reliability will initially be dominated by software
issues
• Well defined process for capturing and briefing
Operational restrictions is essential
• Suppliers should produce and maintain a Reliability
f
forecastt ffor th
their
i systems
t throughout
th h t the
th project
j t
lifecycle.
• Process for capture and recording of service affecting
events, their source (e.g. logs), analysis, attribution
and reporting of trends, should be jointly owned
between LU and its supplier
• Benchmark against comparable assets/projects
34
Future CBTC
on
London Underground

Automating the most complex
metro in the world
Most demanding Metro in the world
• ATO/Signalling has 1:10 incremental Cost Benefit 10
Ratio due to already sunk/committed costs. ATO
Complexity
9
8
enables the upgrade benefits 7
• Huge
g increase in capacity
p y 6
Comparative C
Met 27% / Dist 24% / C&H 65% 5
4
• 32tph in central section (27 now) 3
• Contract award in early 2011. Two bidders left 2
• 1395 cars: 15% more than now

• Air-conditioned trains, LU’s first
• On order and being delivered
• Major depot, power, platform
lengthening works
• Paddington-Farringdon is
world’s oldest underground
railway (1863)
• Much of upgrade cost is
actually renewal:
850,000 passengers daily • Trains up to 50 years old (A
26% of LU total Stock)
• Signalling some parts from
Makes up 40% of LU network 36 1920s
S-Stock now in passenger service
37
End of this Journey

Madrid Metro Experience in
Resignalling with CBTC while
Maintaining Revenue Service
Operations
Roderick I Muttram FREng FIRSE – Bombardier

Transportation
p
Dr Carlos Rodriguez Sánchez MIRSE – Metro Madrid
Introduction - Madrid Metro
I would like to thank Dr. Carlos Rodríguez Sánchez of Metro Madrid for
his support in producing this presentation – unfortunately he cannot
be with us today
 Metro Madrid (MdM) first established in 1919,
is now the second longest metro in Europe
sidiaries. All rights rreserved.

with 13 lines and 294 stations
 Today’s 319km system serves Madrid’s
population of 6 million people
 In the seven years up to 2003 passengers
per year
p y increased at an average
g rate of
© Bombardier Inc. or its subs

5.2%, peaking at 9%
 In 2007 MdM had approximately 700 million
passengers (30 million more than 2006)
 In the period 2003-2007 MdM had the largest increase ever in number
of km and stations (more than 80kms)
 Actual operating figures compared to simulations, showed lines 1, 3
and 6 were already at maximum capacity
 Long term capacity needed to increase by 20% on each line
 Solution for Lines 1 & 6 was concluded to be a new signalling system
(on Line 3 platforms were extended)
2
Project background – Infrastructure, Line 1
 24 km (contract variation from 16.7km)

 33 stations
 350,000 passengers per day - 136 million
passengers in 2008

 4 Depots
p and one train storage
g yard
y

3
Project background – Infrastructure, Line 6
 23.5 km circular line

 28 stations
 174 million pass in
2008

 600.000 ppass / day
y
 2 depots

4
Technology selection
 Madrid Metro is a dynamic,

pragmatic and forward
looking organisation

 They
y carried out a structured
evaluation of which technology
should be chosen for
implementation

 Evaluation included:
– UGTMS ((Urban Guided Traffic Management
g System)
y ) - aims to p
provide a
comprehensive open system, fit for all driving modes including driverless
– ERTMS (European Rail Traffic Management System)
– CBTC (Communication Based Train Control)
 CBTC was chosen as best match to specific requirements, compliant

to CENELEC standards including EN50126 SIL4
5
Resultant specification
 CBTC system (ATP/ATO) with driver (STO), upgradeable to UTO

 Delivery and installation of ‘hot-stand-by’ redundant system
 Dynamic headway of 40 seconds
 Installation of ‘spread spectrum’ radio at 2.4 GHz using ‘Radiax’ cable

 ‘Fall
Fall back
back’ system in case of failure of the primary CBTC system
 Supporting mixed traffic operation (concurrent operation of both legacy
ATP trains and CBTC trains)

 Seamless transition (no interruption to
existing commercial operation)
 Upgrade/renewal
pg of main infrastructure
to jointless track circuits, LED signals and
electro-hydraulic point machines
 Fully integrated communication network/backbone
 Fully integrated with OCC SW applications
 Advanced traffic regulation system
6
CITYFLO 650 CBTC system architecture
EBI Screen Central Control System

Revenue Area Maintenance
Console Area Console
Central
Central Control Network Existing Control Centre
Wayside
Gateway

E i ti
Existing Interlockings
I t l ki
New
CBTC interlockings
Region

Base Data Signals Points Track Circuits
Radio
Train Control Network Backbone

Station
CBTC + OLD ATP
7
System build
 Infrastructure implemented in night-time possessions, working time ~ 2 to

3 hours, less than originally anticipated – many cancellations
 Implementation adapted to circumstances – eg radiax cable design
changed, dedicated fibre backbone installed
 Interlockings replaced first, driving the existing speed code TC’s

 Trains fitted in rolling program – dual fit with old and
new on-board by fixing consist and using spare cabs
– CBTC/Old ATP c/o switch and new ‘dual system’ cab display
 Trains returned to service based on proof of
safety for non-interference with old system
plus structural integrity of new underframe elements.
8
Timeframe of the projects
 Original contract timescales were 29 months for each project

ending in July 2007
 Start dates were not moved despite protracted contract
negotiations and finalisation of the technical architecture

 Compared to other project timescale using CBTC in a brown field
application this was a very optimistic timescale indeed
 Projects
j of this type
yp would normally
y be p
planned over a minimum 36

to 40 month period to complete one line - this was/is two projects
running in parallel
 A significant contract variation was
processed to increase the length of
line 1 by approximately 7 km
 MdM also
l decided
d id d tot replace
l partt off
the fleet of 5000 series trains on
Line 6 with new 8400 series trains
9
Line 6 - commissioned first
Characteristics
 Saturated metro line carrying 174 million passengers (2008)
 Circular line critical to link with 10 other lines in network
 Operating with 21 (inner loop) + 18 (outer loop) ageing trains at full capacity


Fitted with old ATP/ATO system: speed code technology (IR/Dimetronic)
 A
Average speed
d around
d 23 kkph
h
 Minimum operational headway ~ 130 seconds
 Operating
p g daily
y from 6:00 am to 2:30 am

 Historically 50% of all passengers complaints
 6-car series 5000 trains - Average age : 15 years
• 108 metres long
• Emergency brake – 0.8 m/s2
• Service brake – 0.8 m/s2
• Maximum acceleration – 0.95 m/s2
The operator could not and cannot afford any disruption to revenue
service on this critical connecting line (including night time moves)
10
Line 6 (continued)
 First CBTC train ran in revenue service on 7th July 2008

 After the project had started MdM decided to replace the oldest 24
trains of the 5000 series. This left 25 series 5000 trains to be fitted
with CBTC under the original contract

 30 new trains of the wide bodied 8400 series were ordered from
CAF to run on line 6.
 These trains are being fitted with BT CF650 CBTC cab equipment

only, i.e. they cannot run on the legacy system
 The first of the new trains is entering service in Feb 2011
 U
Until
til att lleastt 24 off th
the 8400 series
i are in
i service
i (expected
( t d end
d
2011) the older 5000 series trains not fitted with CBTC must run to
maintain system capacity - this has significantly delayed Phase 3
(full CBTC) of the project as the legacy system has had to be
maintained for longer than planned – but there have been no
service interruptions
p so the commercial impact
p has been minimal
11
New series 8400 trains for Line 6
 Wide gauge for Line 6, New build from CAF

 120 motor cars and 60 trailer cars
 Production started 2010

 First CBTC-equipped train
to enter service Feb 2011
 Bombardier supplying

CBTC on-board which CAF
is fitting
12
Line 1
 CBTC operation commenced May 2009, all 68 trains in CBTC Dec

2009 no service
2009, i iinterruptions
t ti
 Oldest line in the network: opened in 1919 – last extended in 2007

 136 million passengers in 2008
 23.5 km of double track line
 33 stations

 68 trains - series 2000
 Average
g train age:
g 15 years
y
 Phase 3 implementation
in process
 Lessons learned on Line 6 led to faster implementation on Line 1!
13
Process for system introduction
A structured approach towards system introduction was key to

achieving zero interruption to revenue service. High levels of
collaboration between MdM and BT was key to synchronise the tasks

14
Safety considerations for revenue service
 Careful system introduction was closely supervised by the

Independent Safety Assessors
 System operation was permanently monitored to identify any
issues before moving on to next steps

Hours of Daily
y
Step Description Passengers
operation schedule
1 Single CBTC train operation, restricted 20 h No 22:00 – 2:30
2 Single CBTC train operation, restricted 20 h Yes 22:00 – 2:30

3 Single CBTC train operation, unrestricted 40 h Yes 6:00 – 2:30
4 Single CBTC train operation, unrestricted ATO 160 h Yes 6:00 – 2:30
5 Two CBTC train operation, restricted 40 h Yes 22:00 – 2:30
6 Two CBTC train operation, unrestricted 40 h Yes 6:00 – 2:30
7 Two CBTC train operation, unrestricted ATO 160 h Yes 6:00 – 2:30
8 Unlimited CBTC train operation, unrestricted ATO 160 h Yes 6:00 – 2:30
9 Full Mixed Mode Operation - Yes 6:00 – 2:30
 System has now been in full commercial operation since Q3 2008

with high
g reliability
y
15
Dealing with the human factor – Drivers
Old look & feel New look & feel

Minimising differences is key for
easy introduction and hazard
mitigation (especially in degraded
modes)
d )
16
Dealing with the human factor – Central Control
Old look & feel New look & feel

CBTC concepts must be natural for operators already familiar with
conventional fixed block signalling
17
CBTC benefits - Identifying driving factors for
improvement
p
 Existing metro lines not only suffer from ageing signalling systems
or configuration capacity limitations
 Many disturbances and operational problems are due to:

– Reliability and availability issues (e.g. door failures)
– Undetected rolling stock problems causing performance degradation
– Unexpected interactions between system and end users

– Small disturbances that add up to a significant effect
The CITYFLO 650 CBTC system allows deeper analysis

and understanding of key issues
18
Optimisation
 CITYFLO 650 CBTC provides a continuous supervision of system

operation
 Functions never seen before are now subject to careful analysis
 Collaboration between Metro de Madrid and Bombardier has been

crucial to identify key issues and improvement areas
areas, even those
not directly related to CBTC system (e.g. the retention brake)
 Working
g areas:

– User interaction with the new and existing technology
– Operational procedures
– Train performance and speed optimisation
– Maintenance procedures
 Even at this stage (before the final infrastructure changes) benefits
are being realised in terms of capacity, reliability and recovery
from perturbation
19
Comparison of actual vs planned performance
NP reads vs NP location error

350
Performance baseline is NP reads
Max Min
established so that deviations Normal
300
are quickly detected

250
A t l speed
Actual d profile
fil vs simulations
i l ti 200
Train operation - Track 1

75 40 %
70
150
35 %
65

60
30 %
55 100
50 25 %
45
20 %
40 50
5004
35 Max Speed
Simulation 15 %
Grade
30
0
25 10 %
-3 .0 %
-2 .5 %
-2 .0 %
-1 .5 %
-1 .0 %
-0 .5 %
0 .0 %
0 .5 %
1 .0 %
1 .5 %
2 .0 %
2 .5 %
3 .0 %
20
5% Percentage over travelled distance
15
Location accuracy
10
0%
0 -5 %
6.5
7.0
7.5
8.0
8.5
9.0
9.5
10.0
20
Dwell time up close – Part 1
Tiempos de parada por estación en vía 1

Unreliable dwell time 100
A.Extrem.-1
Laguna-1
Lucero-1
Carpetana-1
Oporto-1 Opañel-1
Due to erratic delay at 90 P.Eliptica-1
Legazpi-1
Usera-1
Planetario-1
driver change location M.Alvaro-1
C.Casal-1
Pacifico-1
S.Baranda-1
80 O'Donnell-1 M.Becerra-1
D.Leon-1 A.America-1
R.Argentina-1 N.Ministerios-1
C.Caminos-1 G.el Bueno-1
Metropolitano-1 C.Univer.-1
70
Moncloa-1 Argüelles-1
Ppe.Pio-1 Pta.Angel-1

Actions taken 60
Customer modified driver

50
change process
40
Tiempos de parada por estación en vía 1
100
A.Extrem.-1 Lucero-1
Laguna-1 30 Carpetana-1
Oporto-1 Opañel-1
90 P.Eliptica-1 Usera-1
Legazpi-1
ega p Planetario-1
a eta o

M.Alvaro-1 Pacifico-1
C.Casal-1 20 S.Baranda-1
80 O'Donnell-1 M.Becerra-1
D.Leon-1 A.America-1
R.Argentina-1 N.Ministerios-1
C.Caminos-1 10 G.el Bueno-1
Metropolitano-1 C.Univer.-1
70
Moncloa-1 Argüelles-1
Ppe.Pio-1 Pta.Angel-1
0
60 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
g
Segundos
50
40
CBTC system provided data to

30
clearly assess the situation

20
10  Average 25 seconds dwell

0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
reduction
g
Segundos
21
Dwell time up close – Part 2
300
A.Extrem.-1 Lucero-1 Laguna-1
Abnormal dwell times Tiempos de parada vía 1 Carpetana-1

P.Eliptica-1
Planetario-1
Oporto-1
Usera-1
M.Alvaro-1
Opañel-1
Legazpi-1
Pacifico-1
Linked usually to door issues C.Casal-1

M.Becerra-1
S.Baranda-1
D.Leon-1
O'Donnell-1
A.America-1
250 R.Argentina-1 N.Ministerios-1 C.Caminos-1
G.el Bueno-1 Metropolitano-1 C.Univer.-1
Moncloa-1 Argüelles-1 Ppe.Pio-1
Pta.Angel-1
200

Segundos
150
100

50
0
6:00 9:00 12:00 15:00 18:00 21:00 0:00 3:00
CBTC analysis helped to identify an incorrect driver action (quick changes in

master controller: forward  reverse) that blocked train traction.
This was causing failure events lasting up to 20 minutes.
minutes
 Central operators now able to help drivers solve the issue
 Retrofit action by customer maintenance to avoid this effect
22
Targeting maintenance on core issues
Station overshoots – mostly due to degradation in brake performance or

adhesion issues – are a major issue in 5000 series trains
Percentage of station stop overshoots

2.5%
Trains requiring

maintenance actions
2.11%
%
2.0%
1.59%
1.53%
1..52%
49%
1.5%

1.4
CBTC system helps

1.0% identify poor
performers and trends
0.58%
even before a failure is
0.56%
0.56%
0.53%
0.45%
0.45%
0.5%
0.36%
reported
0.30%
0.29%
0.28%
0.28%
0.27%
0.26%
0.24%
0.19%
0.16%
0.13%
0.12%
5006 0..08%
07%
05%
5007 0.0
5010 0
50210.0
0 0%
0.0%
ALL
5001
5002
5003
5004
5005
5008
5009
5011
5012
5013
5014
5015
5016
5017
5018
5019
5020
5023
5024
5025
5026
Trains
23
Time analysis – Round trip time
4,500
Tiempo redondo vía 1

Average speed degradation (Oct’08) 4,300
Cumulative delays during peak hour

4,100
3,900
3,700

Stable operation (Feb’09)
Segundos
3,500
System able to compensate disturbances

3,300
A.Extrem.-1 Lucero-1 Laguna-1

Carpetana-1 Oporto-1 Opañel-1
4,500 3,100 P.Eliptica-1 Usera-1 Legazpi-1
A.Extrem.-1 Lucero-1 Laguna-1 Planetario-1 M.Alvaro-1 Pacifico-1
Tiempo redondo vía 1 Carpetana-1 Oporto-1 Opañel-1 C.Casal-1 S.Baranda-1 O'Donnell-1
P.Eliptica-1 Usera-1 Legazpi-1 M.Becerra-1 D.Leon-1 A.America-1
4,300 Planetario-1
2,900
M.Alvaro-1 Pacifico-1 R.Argentina-1 N.Ministerios-1 C.Caminos-1
C.Casal-1 S.Baranda-1 O'Donnell-1 G.el Bueno-1 Metropolitano-1 C.Univer.-1

M Becerra-1
M.Becerra-1 D Leon-1
D.Leon-1 A America-1
A.America-1
Pta.Angel-1
R.Argentina-1 N.Ministerios-1 C.Caminos-1
2,700
4,100 G.el Bueno-1 Metropolitano-1 C.Univer.-1
Pta.Angel-1
2,500
3,900 6:00 6:20 6:40 7:00 7:20 7:40 8:00 8:20 8:40 9:00 9:20 9:40 10:00
3,700
Segundos
3,500
Demonstration of increased
3,300
capability to absorb disturbances

3,100
2,900
Verification
V ifi ti priori tto iincrease off
2,700
operating fleet – headway
2,500
reduction
6:00 6:20 6:40 7:00 7:20 7:40 8:00 8:20 8:40 9:00 9:20 9:40 10:00
24
All of this facilitates consistent operation – the key to
good performance
g p and passenger
p g satisfaction
Distribución de los tiempos redondos en Línea 6
3,300
3,232
3 200
3,200 95%
75%
3,100 50%
25%

3,000 5%
2,946
,
2,900
2,800
o (seg.)
2,700
Tiempo

2,600
2,536
2,500
2,443 2,449
,
2,400
2,350
2,327
2,300 2,292 2,292
2,270
2,226 2,242
2,210 2,242
2,200 2,190 2,211
2,159 2,179
2,178
2,134
2 100
2,100
Vía 1 - DSA Vía 1 - CBTC Vía 2 - DSA Vía 2 - CBTC
 Such an improvement in consistency also reduces energy consumption
25
Were there problems?
 Yes of course!
 Any supplier who tells you a complex project like this can be
delivered without issues is lying!

 Integration with other maintenance and upgrading works is difficult
 A tecnnical example is Doppler radar – many issues in the MdM
environment

– Water
W t
– Florescent lights
– Changes in the suppliers product and the system software
 The key point is that with the right approach and architecture
issues can, and have been, addressed without any significant
revenue service
i impact
i t – the
th approach h has
h proved d both
b th flexible
fl ibl
enough and robust enough to handle all the changes and problems
thrown at it.
26
Conclusions
 Strategy for system introduction is critical – it can also be done

successfully by dual fitting just the wayside (e.g. Mucha/Neihu)
 System acceptance by end users is an important factor for
operators with large organisations and a long history (culture)

 Reliability and availability are key drivers of system performance -
beyond just the signalling system. Once stable,
stable timely analysis of
daily operation can identify abnormal behaviour or degradation
trends before failure allowing improvement
in both operations and energy usage

 In retrofit applications, the CITYFLO 650 CBTC
system has proven a powerful tool to assess
key issues for operation and maintenance well
beyond the signalling system alone
 Yes, we are late to the original schedule, but
there are many mitigating factors and the
biggest tribute to the project is that MdM had
to advertise its presence to passengers
- they
y had not even noticed it was happening
pp g
27
Conclusions (2) – Greenfield too
 C
CBTC
C is
s a mature,
atu e, reliable
e ab e aand
d cost e
effective
ect e tec
technology
o ogy
 Metro Madrid say a 30% increase in capacity has been achieved

 The Madrid design architecture has recently been implemented on
phase 1 of the ‘greenfield’ Shenzhen Line 3 project
 Phase 1 is 32.9Km (phase 2 will add another 10km)
 44 ttrains

i
 From contract signature to phase 1 operation was 22 months
 CBTC operation from day 1 of passenger carrying service
(December 26th 2010)
 By
y mid January
y the line had carried over a million p
passengers,
g all
under CBTC
 CBTC is fast becoming the technology of choice!
28
Thank you for your attention

More information?
carlos@metromadrid es
carlos@metromadrid.es
rod.muttram@uk.transport.bombadier.com
29
IRSE Presentation 15/02/2011
Experience in Operating and Maintaining CBTC systems

-------------------------------------------
Marc GENAIN - RATP
Experience in Operating and Maintaining CBTC systems 2
Table of contents
 1. Definitions
 2. Procurement trends for CBTC
systems (views 1.3 to 3.3)
 3. CBTC Procurement: Why &
When (1.5 to 5.5)
 4. RATP’s network upgrading (1.4
to 4.4)
4 4)
 5. Features of RATP’s strategy in
O&M costs optimisations (1.3 to
3 3)
3.3)
 6. Collateral upgrades made
possible by CBTC
Presentation - IRSE London February 2011 – Marc GENAIN

3
1
1. Definitions
A CBTC system is qualified by three independent features :

A train localisation system (beacons, phonic wheels,
any other fail safe means)
A radio high
g capacity
p y bi directional communication
link between track and train
A specific split of functionalities between on board
and wayside equipment
The GoA features of a system represent the Grade of
Automation of the train engineering (driving operations)
function as per the MODURBAN Program findings:
GoA 1: Manual driving with trip stop/wayside signals
GoA 2: Standard Train Operation under ATP/ATS
and cab signal
GoA3: (attended) but Driverless Train Operation
GoA4: Unattended Train Operation

Experience in Operating and Maintaining CBTC systems :
4
2 Procurement trends
2. 1/3
Worldwide deployments:
p y
DATE OF REVENUE SERVICE 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 S/TOTAL
ALL SYSTEMS, PER TYPE
All systems 1 9 11 8 9 10 11 14 34 41 148
CBTC 4 7 5 7 3 7 10 23 25 91
Non CBTC (or N/D) 1 5 4 3 2 7 4 4 11 16 57
45
Non CBTC (or N/D) 40 ALL SYSTEMS, PER TYPE
CBTC 35
30
25
20
39%
15
10
5
0
61%
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
Almost 2/3rd of systems planned do include CBTC technology

5
2
2. Procurement trends 2/3
Market trends (1/2) :
CBTC PER TYPE OF PROJET S/TOTAL
EXTENTION 2 1 7 5 15
NEW LINE 3 4 4 6 2 6 7 10 15 57
REVAMPING 1 1 1 1 1 3 6 5 19
30
REVAMPING CBTC PER TYPE OF PROJET
NEW LINE 25
EXTENTION 20
15
16%
21% 10
5
63% 0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
Early deployments were only envisaged for new lines projects. New
developments have proven their pertinence in matching the upgrading
projects
p j requirements
q (50%
( market share almost in the near future).
)

Experience in Operating and Maintaining CBTC systems : 6
2. Procurement trends 3/3
Market trends (2/2) :
CBTC PER GRADE OF AUTOMATION S/TOTAL
GOA1
GOA2/STO 3 1 1 3 4 11 10 33
GOA3/DTO 1 2 1 6 10
GOA4/UTO 4 6 1 3 2 4 4 10 6 40
Not defined 1 1 2 1 3 8
Not defined 30
CBTC PER GRADE OF AUTOMATION
GOA4/UTO
25
GOA3/DTO
GOA2/STO 20
GOA1
9%
15
36% 10
5
44% 0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
11%
More than 50% of CBTC systems are of GOA3/4 type (driverless operation,
with or without train attendants)

7
3
3. CBTC Procurement : why & when 1/5
An ever g
growingg market share, expanding
p g beyond
y the single
g new
lines market because:
1. CBTC solutions do allow improved

p operational
p margins
g
between trains by providing improved headway flexibility
2. CBTC solutions offer minimal impact on wayside and track
thereby offering improved « other adjacent maintenance
works » compatibility
3. CBTC solutions may improve operating costs significantly
when upgrading programs are combined with upgrading of job
descriptions (O&M organisational impacts).
4. It is nowadays a « proven in operations » type of solution for
new lines but also the most flexible one in terms of
progressive upgrading

8
3
Matching
g « flexibility
y needs » is a g
great slot provider
p for
CBTC expansion because :
1. Large metropolitan networks upgrades can take place once a

given family of systems/technologies:
1. Have become « proven enough in operations » so as to
be considered as « off the shelf » market products.
2. Have been proven successful within the operational
service organisation
g (economic
( and labor organisational
g
benefits).
2. Upgrades generally merge into renewal cycles driven by
rolling stock and interfacing functionalities (interlockings and
control centres) upgrading programs

9
3
1. ATO/ATP/ATS UPGRADING POLICIES ARE BASED ON THREE

FAMILIES OF CRITERIA :
Level of obsolescence
Traffic optimisation needs: new technologies allow
shorter headways while improving safety in train
engineering (driving) and operational flexibility
Opportunity for adjacent upgrades (rolling stock,
stock
interlockings, control centres
2. UPGRADES MUST BRING IN:
Operational improvements
Returns on investment through O&M costs optimisation
3.
3 NEW SYSTEMS MUST BE ABLE TO CHALLENGE FUTURE
TRAFFIC INCREASES EVEN IF DEMAND IS NOT APPARENT
YET.

10
3
Fig.3: Communication Based Train Control principles

11
3
The main benefits of a CBTC system are the following:

State-of-the-art product with a long lifetime, as the core portfolio of
main suppliers will be focused on such type of solution in the next
decades,
Centralized or distributed architecture
architecture, with highest availability and
reliability levels,
A greater flexibility to adapt capacity, and higher performance in terms
of headway y capacity.
y
High level of automation of functions: automatic turnback, driverless
stabling & unstabling, automatic coupling, automatic wake-up etc.
Full operational flexibility : trains can be added and removed easily
ith t disturbing
without di t bi commerciali l service,
i
Optimized operations and maintenance costs: possibility for reduction
of trackside and wayside equipment, full on-board and wayside
redundancy, MMIS able to centralize the trains status in real-time,
real time, etc
Driverless-ready option that easily allows to install PSD and increase
production, regularity, capacity and safety

4. Paris Network Upgrading 1/4 12
METEOR
1st
driverless KCVP ATP
heavy metro on RER B
RER B
Analog Interlocking
ATP/ATO renewal
« PA »
Relays OURAGAN
RPS trains Line 13
interlocking trip stop
1950 1960 1970 1980 1990 2000 2010

OCTYS
Line
Centralized 3(2010)
control SACEM 1st
computerized KCVB ATP and 5
center at on RER A (2012)
BOURDON ATP on RER A
b
branches
h Line 1
revamped
Renewal 1st driverless,
of L4 computerized 2011-2012
OCC g
interlocking


4. Paris Network Upgrading
pg g 3/4 14
Master Schedule for Metro modernization – (2008 version, ongoing revisions)

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029
MF67 rénové
Etudes
MF2015
MF77 rénové Déploiement sol
Déploiement bord
MP05
Prolongement
MP05 Matériel Roulant
MF01
MenS PCC (Etapes)
Sch. Dir. O (07/2008)
MF67 prédisposé
MF2015
MF01
MF2015
MP 73 de L6 MP 09
MP 09
MF01
MF77 rénové
MF77 rénové
MP89 de L1 MP89 rénové
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029

Projects
j launched:
4 lines in progress
(L1, L13, L3, L5)
3 more to come
being delayed
but still planned
(L12, L9, L10)
An endless story

5. An example : Features of RATP strategy in O&M 16
costs optimisation 1/3
In RATP, the first ATO/ATP wave came in the 1970’s as bearing

solid returns on investment
staff crews were divided by 2 to operate all trains
Maintenance costs remained roughly g y identical
Creation of an ATP/ATS/ATO maintenance team within the
existing team
Productivity gains were observed in the cost per carcar*km
km
The next breakthrough happened when Meteor became line 14.
A line built from scratch,
To be operated under new jobs descriptions with no
operating staff on board
Overall operating costs savings were downed by 30%
Although
Alth difficult
h diffi lt to
t assess with
ith precision
i i the
th ROI was 7
years (100 drivers @ an average €80 000/year in salary
cost)

Line 14 has now been operating

p g for over 12 years,
y
Thereby the GOA4 level concept as implemented has
been deemed successful.
Buildingg on success,, RATP awarded in 2005 a
modernisation contract for line 1 to become driverless
under current operations (720 000 passengers a day, 25
stations, 55 trains))
At the same time, other lines (not necessitating
driverless operation) happened to be serious candidates
for GOA2 specifications in order to improve safety and
operational flexibility.
The product brand, initially OURAGAN did only remain
for line 13
13. OCTYS is to equip (under two versions) lines
3 and 5
OCTYS is RATP’s generic non driverless solution.

OCTYS is a fully interchangeable system:

built in under a three distinct Contractor’s split
Under contractual bonds with RATP through:
g
An interchangeability referential,
An acceptance test bench which:
eases tests
t t procedures
d impacts
i t on line
li and
d on
dedicated trains and test tracks,
referees interchangeability qualification for
procurements during maturity periods
A cross on board/wayside units layout
from different suppliers
performing same functions at the same locations on
the system org chart.

OCTYS does bring g a solution to the list of needs traditionally

y
identified by large Metropolitan Authorities:
To get full flexibility to procure extensions and new trains
under
u de competitive
co pet t e conditions
co d t o s
To enhance line service specific features (headway
flexibility, continuous overspeed control, availability of
service (96% to 99%))
To rationalise maintenance policies over the whole
network by enlarging the span of CBTC maintenance on
families of interchangeable products procured under
better competitive conditions
Optimise control centres staff and reduce signal numbers
and
d thereby
th b maintenance
i t costst
To combat obsolescence constraints (functions become
less sensitive to technology changes)

6. Co
6 Collateral
ate a upg
upgrades
ades made
ade poss
possible
b e : PSDs
S s 20
Stations equipped with Platform Screen Doors S t D e nis Univ e rs ité
Deployment
p y program
p g Le s C o urt ille s
Gabriel P éri
St Denis
Carrefo ur P leyel
D i P o rte
t de
d P aris
i
St Denis B asilique
A snière Gennevilliers La C o urne uv e 8 M a i 19 4 5

M airie de St Ouen
Already in service M airie de Clichy

Garibaldi
P o rt e de C ligna nc o urt P o rte de la C ha pe lle
Fo rt d'Aubervilliers
P o nt de Le v a llo is B é c o n A ubervilliers P antin - Quatre Chemins

P o rte de St Ouen
B o bigny - P a blo P ic a s s o
L14 A nato le France

P o rte de Clichy
B ro chant
Guy M ö quet
Lamarck
Simplo n
Jules Jo ffrin
M arcadet
P o isso nniers
M arx Do rmo y
P o rte de la Vilette
B o bigny - Pantin - Raymo nd Queneau

Lo uise M ichels Caulinco urt Co rentin Cario u
Crimée
La Fo urche A besses Château Ro uge
L13 terminal (for La D é f e ns e

P o rte de Champerret
Esplanade de la Défense
Pereire
Ro me P lace de Clichy A nvers La Chapelle
Riquet Ourcq
Stalingrad
P o rte de P antin
Laumière Danube
Ho che
Eglise de P antin
P igalle B arbès
automatic turnback
B lanche Jaurès
P o nt de Neuilly M alesherbes Ro checho uart Lo uis B la nc
Liège St Geo rges Gare du No rd B o livar
Villiers
M o nceau Château Lando n P ré S t G e rv a is
Les Sablo ns B uttes Chaumo nt B o tzaris
Euro pe No tre dame P o isso nière M a irie de s Lila s
mode) P o rte M aillo t Co urcelles

de Lo rette
Trinité D'Estienne
Cadet
Château d'Eau
Gare de l'Est
Belleville
Co lo nel Fabien
P yrenées
Jo urdain Télégraphe
P o rt e de s Lila s
A rgentine Ternes d'Orves P lace des fêtes
S t La za re Le P eletier Jacques B o nsergent St Fargeau
C ha rle s de Ga ulle E t o ile St A ugustin
In p
progress
g P o rt e D a uphine
Victor Hugo
Kléber
M iro mesnil
Geo rge V H
Havre C
Chaussée d'A ntin Grands B o ulevards Strasbo urg St Denis
Caumartinti
Opéra
Ri h li D
Richelieu Dro uo t B o nne No N uvellell
Go nco urt
République
Co uro nnes
P armentier
M énilmo ntant
P elepo rt
St P hilippe du Ro ule Temple Oberkampf

A rts et M étiers P ère Lachaise P o rte de B agno let
Quatre Septembre
L1 (22/23 stations B o issière

Franklin Ro o svelt
Champs-Elysées Clémenceau M adeleine

P yramides
B o urse
Sentier
Réaumur Sébasto po l
Rue St M aur
Filles du Calvaire G a m be t t a
P hilippe A uguste
G a lié ni
M a irie de M o nt re uil
Etienne M arcel
fitted to date) Rue de la P o mpe Tro cadéro

Iéna
A lma M arceau
Co nco rde
Tuileries Lo uvre Rivo li Les Halles
Rambuteau
Hô tel de Ville
St Sébastien Fro issart
Richard Leno ir
St A mbro ise A lexande Dumas
Cro ix de Chavaux
Ro bespierre
M usée du Lo uvre C hâ te le t Chemin Vert
P o nt Neuf B reguet Sabin P o rte de M o ntreuil
Invalides A ssemblée Natio nale Cité St P aul Charo nne A vro n
M araîchers
Comming
g next La M uette P assy
Ranelagh
La to ur M aubo urg
B ir Hakeim
Eco le M ilitaire
Varennes
So lférino
St Germain des P rés

St M ichel
P o nt M arie
Sully M o rland
B astille
Rue des B o ulets
Ledru Ro llin
Faidherbe Chaligny
B uzenval
N a t iio n
Rue du B ac Cluny - La So rbo nne P o rte de Vincennes
L13 (12 stations) Jasmin

Dupleix
St Franço is Xavier
Sèvres B abylo ne
Vanneau
La M o tte P iquet Grenelle Rennes
St Sulpice
Odéo n
M abillo n
M aubert M utualité
Cardinal Lemo ine

Gare de Lyo n
Reuilly Didero t
P icpus
B el-A ir
St M andé
B erhault
A venue Emile Zo la Jussieu Quai de la Rapée M o ntgallet

M ichel A nge - A uteuil St P lacide No tre Dame des Champs C hâ t e a u de V inc e nne s
Co mmerce Daumesnil
L5 terminALs (for P o rte d'A uteuil
B o ulo gne - Jean Jaurès

Javel - A ndré Citro ën
Eglise d'A uteuil
M irabeau
Charles M ichels Cambro nne
Ségur Duro c
Sèvres Leco urbe

Falguière M o ntparnasse B ienvenüe
Vavin
P lace M o nge
Censier Daubento n
Dugo mmier
Ga re d'A us t e rlitz
M ichel B izo t
Chardo n Lagache Raspail B ercy P o rte Do rée
Automatic turnback M ichel A nge - M o lito r

B o ulo gne - P o nt de S t C lo ud
B o ucicaut
Félix Faure
P asteur
Vo lo ntaires
Edgar Quinet
Gaîté
Les Go belins
Denfert Ro chereau
St M arcel
Campo Fo rmio
P o rte de Charento n
P la c e d'Ita lie Liberté
mode) M arcel Sambat

P o rte de St Clo ud
Lo urmel Vaugirard
P ernetty
M o uto n Duvernet
St Jacques
Glacière Co rvisart Chevaleret

Quai de la gare Co ur St-Emilio n
Charento n Eco les

Co nventio n P laisance B iblio thèque
A lésia To lbiac
Billanco urt Olym pia de s
Operational issues
B a la rd M aiso n B lanche
P o rte de Versailles P o rte de Cho isy Eco le Vétérinaire de M aiso n A lfo rt
P o nt de S è v re s Po rte de Vanves P o rte d'Ivry M aiso n A lfo rt - Stade
Co rentin Celto n P o rte d ' Orlé a ns Po rte d'Italie
M alako ff - P lateau de Vanves Le Kremelin B icêtre Pierre Curie Les Juilio ttes
M a irie d' Is s y Villejuif - Léo Lagrange
Transition to CBTC M alako ff Rue E.Do let Villejuif - P aul Vaillant Co uturier
M a irie d' Iv ry
Creteil Université
V ille juif - Lo uis A ra go n

C ha t illo n M o nt ro uge
Station with PSD
Non CBTC Controls C ré t e il P ré f e c ture

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IRSE SEMINAR: Communications Based Train Control

15th February 2011, 1 Birdcage Walk, London, SW1H 9JJ, UK

09.35 Introduction: CBTC – A Product or a Strategy? Alan Rumsey, Delcan Corporation

SESSION 1: SYSTEM REQUIREMENTS/BUSINESS CASE

10.25 The Danish Resignalling Program Paul Thomas, Parsons

11.55 State-of-the-art Practices in Non-disruptive Migration to Stephen Shirlaw, Alstom

12.30 Lunch & Networking

15.30 Panel Session and Debate Alan Rumsey, Delcan Corporation

16.10 Closing Remarks Paul Jenkins, IRSE President

Communications Based Train Control

• A committee within the IRSE

• Around twenty members and several correspondents, from more than

• Develops technical reports and publications in topics of interest to the

Communications Based Train Control

Full paper available in January Issue of IRSE News

• Train-borne determination of a train’s location,, length

• A continuous data communications link between the train-borne CBTC

• Train-borne and wayside processors

• Automatic train supervision (ATS)

• Business case driven

• Not just a new signalling product

• CBTC ATS (Central) Equipment

• CBTC Wayside Equipment

• CBTC Data Communications

• Determine train location

• Determine and enforce ATP

• Automatic speed regulation

• Platform berthing control

• Train/platform door control

• Station stop functions

• Restricting train operations

• Understand the adaptation

• Pay particular attention to the specification of all external interfaces:

• Establish clear requirements for an overall test, commissioning and

• First CBTC system

• By 2000 additional CBTC systems had entered revenue service in

lines had grown to include systems in 50

Singapore, Seattle, Las Vegas, New York 40

• The number of in-service CBTC systems 10

continues to grow ……. 0

• A “green-field”, new-start project?

• A “brown-field” re-signalling project? or

• Driven by a business need to achieve a step-change increase in

• Business case alternatives to be considered

• Satisfy increased passenger demands through the construction of a

• CBTC Cost Drivers

Level of Line Site-Specific

Project Costs Project Duration

The Business Case for CTBC

Re-signalling the Copenhagen S-bane

Feb 2011 Paul Thomas, Engineering Manager

1. Nationwide re-signalling of Denmarks railway

o Old signalling equipment

A total renewal proved to be the best solution:

– Cheapest and fastest implementation

2006: Strategic political decision of a total renewal

January 2009: Final political decision for a fully financed total

Better prices Savings

– Service proven state of the art ‘metro style’ signalling system

System System Compliance Compliance Headway Capacity

Fixed Block 84 100% 100% 120s 91 – 94%

– Clear trends for re-signalling projects

– Lower life cycle costs compared to DTG

20% of the networks signalling is not life expired