Advanced Train Control System Technology

advancementd consume find administration Technology1. IntroductionThe Dockland illumination prep atomic number 18way is nonp atomic number 18il of Britains great spicy-tech robotlike retard tick off (ATC) dodging, now carrying over 60 million freeers. This highly developed learn mold establishment has expended more(prenominal) than rapidly than any(prenominal) UK caterpillar treadways. DLR offici completelyy launched in 1987 to serve the subsisting Docklands population and military services to regenerate the Isle of Dogs bea, with 11vehicles convoy and 15 stations. Since then the DLR meshing has extended to Bank, Beckton, Lewisham, London City Airport and top executive George V. It has 31 km of railroad skip over and 38 station with 94 vehicles DLR vague b atomic number 18-asss program 2007. DLR now carries more passenger than ever before, with additional increases in demand predicted over the coming s delayings. The dodges current 6o million passenge rs a year is expected to rise up to 80 million by 2009, when a further 55 cars will be added to the fleet DLR get News 2008.Passenger numbers will rise further when the DLR assumes a major r out(p)ine in transporting passengers to and from the London 2012 Olympic and Paralympics Games, serving five Olympic venues. Olympic spoken language Authority (ODA)For twenty years, passengers travelling on DLR have been intrigued and puzzled by the unique trait of this ne cardinalrk, the absence of take away drivers. The entire railway masters as a driverless agreement, carrying more than 200,000 people across East London all weekday. As the bowed stringed instruments appear to baulk and start with its own harmony, the feat of the drop dead managed and monitored 24 hour a day, 365 days a year, from the DLR pull strings Centre. For passenger arctic, security and assistance there is a Passenger function doer (PSA) on e genuinely DLR trail.The DLR is operated done a computerise d Automatic cons drawing stringt body. aver Room staff has access to a visual overview of the entire DLR web showing exactly where each fix is along the railway at any given time. The benefit of in operation(p) a network in this way is incredible. As the administration is assertled reflexiveally it allows DLR to run many more sort outs. DLR weightlessness News 2007In the sphere of Automated agree operate on remains it is imperative to know all originates property on the establishment for swift and safe operation. On of the common take aim direct governing body was rigid stop musical arrangement, where railway click atomic number 18 divided in to number of blocks. These blocks only allowed one withdraw to occupy that block. Until that block is clear, it does non put up other take aim to get in to that burst or leading and big gap used to generated among two jibes. To operate a numerous condition service like DLR, the railway get across has to be di vided into many short blocks, requiring setting up and importanttenance numerous number of bodeling equipment, side track and head shunt. Previously DLR operating outline was run by fixed-blocks remains due to short rail way tracks, lack of side tracks and head shunts and more frequent service demand this arrangement was later replaced by SELTRAC a Transmission-establish Automatic check hear (TBAC) system based on the Moving Block Principle. SELTRAC is a registered trademark of Alcatel SEL. Alcatel Canada Transport Automation1.1. AimThe sole occasion of this comprehensive essay is to go behind the scene of the infrastructure of the Docklands Light Railway operating system and how this transport service has harness the Advanced Train Control strategy technology to operate and transporting thousands of people around its network in a diversely populated city with great magnitude of riotous growing economy.2. Comprehensive Literature on Advanced Train Control transcription (ATCS), Latest agreement Technology on Train routine andTop-Level Description of the Docklands Light Railway (DLR)Automatic Train Control (ATC) strategyThe First global conference on Advanced Train Control, which was held in 1991 in Denver, suppliers from contrastive countries of the world attended and demonstrated their technology, products and operating system. Burlington Yankee (BN) in conjunction with Rockwell produced the inaugural of all version of ATCS, cognize as ARES (Advanced railway system Electronic agreement), where they developed satellite navigation system for locating matchs on the system. They tested this ARES on BNs Iron Range lines in Federal atomic number 25 with the purpose to integrate gibes information system with central commands and decl are functions. During year1987 to1993, Canadian interior(a) Railways (CN) and Canadian Pacific Rail (CP) made momentous improvements in the instruction and testing of ATCS. A key component in recuperating recourse and productivity of train operations is ATCS technology it generates better converse, more hi-fi information on train movement, train location, wayside interfaces and railway locomotors condition. Railways are part of a technological rebellion where sophisticated discourses equipment and computer systems are in use to control the movement of train. A important tender expansion in train operation is info transmission, which help the train driver and the control centre staff to lift information directly, by wireless and on-board computer. Edward Furman, net profit Management for ATCS Communication System 19912.1 Current proficient Expansions2.2 Advanced Train Control Systems (ATCS)Bombardier in Europe, Railway Association of Canada (RAC) and Ameri crumb Association of Railroads (AAR) began to explore the vi big pileinessman of a radio-based control system that would get rid of human error in the field of train operations RAC, AAR, 1984.This development was co funded equally by these companies and several other railway companies, suppliers and consultants from Europe, Canada and the U.S. The main purpose of the project was to develop a modular computer-based train control system that will provide safe and more proficient railway operation. ATCS is state-of-art technology, where it ensures a safe train operation service, train separation, train verifying, the preventive and the reli king of all movement establishment anesthetized to train and maintenance staff, and in like manner observe all equipment status.U.S Department of Transport, An Aid to positive Train Control, June, 1995The main goals of the ATC system are to provideAbility to implement a system with mechanism from different suppliers, which will reduce problems related to interconnecting and interfacing components from different manufacturers.The ability for each railway to select the capabilities and character it needs to implement. interoperability.System compatibility across the railway to ensure faultless operation and interoperability between different railways.Federal Rail road Administration, 1995The Advanced Train Control Systems 5 major systemsi) substitution Dispatch System (CDS) CDS manage the movement of trains all over the railway networks and ensure safe operation without train delays and it alike provides machinelike train tracking and monitoring, status and control of the train and the field system.ii) The On-Board Locomotive System with two major sub-systemsOn-Board ready reckoner (OBC) OBC provides automatic location tracking and automatic transmission of train movement via the selective information colloquy system.On-Board Display pole (OBT) On-Board Display Terminal display and provides all the necessary information for manikin actual train urge on, locomote watchs and restrictions, train location, milepost, track geometry, type of authority, track work protection, and status of switches. The display of the information crapper be presented in text form or in graphical form depending on type of terminals.iii) On-Board Work Vehicle System The on-board terminal allows communication between track maintenance staff, central dispatch and vehicles operator via info communications system.iv) Field System Wayside interface Units (WIU) are essential equipments in the field system, which provide monitoring and control of wayside devices for example switches, interlocking, hot-bearing demodulator and train defect detectors.v) info Communication System DCS gather the divers(a) information processing systems collectively and considerably reduce voice communications.George Achakji, March, 19922.3 Data Communication SystemData Communications System is based on 5 directs of information dispensationi) Continental train Continental take provides the functions that are obligatory for inter-railway operations. For example, transferring waybill.ii) Railway level Railway level provides the functions which are domineering for train operations and in addition for non rattling management of train operations.iii) personaal level Regional level provides operations across dispatch regions, from one dispatch centre to another.iv) Dispatch level Dispatch level is a central control function for train control. It sens give out with lively or non-vital information and it is withal necessitate for this level to communicating of vital information to and from trains, track forces, switches, and other wayside equipments.v) Wayside/ industrious level Wayside/mobile level provides both vital and non-vital processing of locomotive data, track units, and wayside devices and communications information between trains, wayside and track forces.George Achakji, Advanced railroad Electronic system, January, 19912.4 Advanced Railroad Electronics System (ARES)The fret on ARES began in 1984, when The Rockwell International and The Burlington northwardsern (BN) began to study bare-ass technologies that pr ovide automatic identification of train belt along and position. Initial tests conducted by The Rockwell International and they demonstrated that GPS could successfully track moving trains. ARES is an integrated command, control, communications, and information system which applies modern avionics technology to railway operations. Its design objectives were similar to those of ATCS, for example, safety and the capacity of railway operations. In year of 1985, these two companies started to develop a ideal system to determine the production feasibility of this conception. In the year of 1987, Burlington Northern starts their expedition with 17 locomotives, 8 switchers with ARES hardware and GPS developrs, 50 WIU (wayside interface units), two high-rail trains with GPS system on the Mesabi Iron Range 230 mile test track in Northern Minnesota. Their prototypes testing began in parallel with the existing control system in 1988 and lasted for four year and the company (BN) reported th at good results were obtained. George Achakji, Advance Railroad Electronic System January 1991Advanced Railroad Electronics Systems are consists of the pursuance integrated sub-systems I) data management ii) rail operations control iii) locomotive analysis and reporting IV) on-board display v) energy management and VI) wayside interface. The ARES in like manner has the capabilities for advanced traffic arrangement. The system provides direct dispatcher intervention in hazardous traffic situations, i.e., stopping the train by remote intervention switch which can be easily activated from the central dispatch office.During the testing period ARES BN and Rockwell had some problem victimisation GPS to achieve high the true of train position on parallel track. In an effort to set up the problem of parallel track, BN and Rockwell explored the possible use of real time differential GPS in terminals and besides used others methods to provide more accurate positioning inputs, for examp le, using transponders for trains approaching switches and sidings.George Achakji, Advanced railroad Electronic system, ARES, January, 19912.5 incremental Train Control System (ITCS)On of the vital communications-based train control system is Incremental Train Control System (ITCS) where the system utilize digital data link between the wayside and on-board train location system and it also perform the requirement for traffic control functions. The ITCS provides enforcement of repoint indications, speed up limits, maverick speed restrictions, and advanced start of crossing signals. This system is developed by Harmon Industry for Amtrak in Michigan. Peter Winter, ETCS system, 1995The Incremental Train Control System consists of 3 main sectionsi) The locomotive equipment This locomotive equipment consists of On-Board Computer (OBC), display screen, GPS receiver and mobile communication package.ii) The wayside equipment This wayside equipment consists of Wayside Interface Units (WIU) and Wayside Interface Unit-servers (WIU-S) (WIU-S are the interface with the signal system), crossing signals and defect detectors.iii) The communications network This network consists of wayside local area networks (WLAN). This also use blossom out range radio, so it can link WIU with WIU-servers and radio absolute frequency (RF) networks in the UHF range to link WIU-s with On-Board Computer.Incremental Train Control System is supplemented by ATC or automatic train stop systems. During its normal train operation, the train driver are accountable for observing each signal feature and control the train accordingly the speed limits and restrictions and also stop the train where a stop is necessary. ITCS is responsible for monitoring the signal system and ensure that the train is properly controlled with the speed limits, speed restrictions, and stopping, not suffer these parameters in that case ITCS will automatically don the breaks to stop the train.Christian Tietze, ICEs On-Boa rd Train Control and Diagnostics System, 1994Incremental Train Control System is also known as a distributed control system, not like the ATCS architecture which is a central control system. The On-Board Computer (OBC) store the data from signal indications, track curvature, speed limits, mileposts, speed restrictions, and the locations of all the devices which are needed to communicate with the train. The OBC is also works on the train status report with the help of wayside devices. If ternary status reports are missed, the OBC will automatically apply the train brackens.The OBC monitors the location of the train with the help of GPS data and compared the track data base. After receiving a signal indicator it determines the appropriate speed of that track. The OBC also calculates a braking outline for the train and display the necessary information on the display screen. In the events of track crossing the OBC will calculate and issue a time to crossing (TTC) to the wayside inter face units (WIU). The WIU will sync train start timer with the OBC and will confirm that start time.If the train speed exceeds the initial speed, the OBC will calculate and issue a sassy TTC to the WIU. If the OBC still cannot receive any confirmation that the crossing timer has been began with the align value, in that case it will demand that train speed to be reduced. In the event of private crossings, the OBC will observe the status and ideal system through update marrows from the Wayside Interface Units-Server (WIU-S). If the OBC does not receive a message indicating the warning sign is active, in that case train speed will be reduced. Most of the operation manual of ITCS is very close to a conventional ATC. Christian Tietze, ICEs On-Board Train Control and Diagnostics System, 19942.6 absolute Train Separation (PTS) SystemThe Positive Train Separation (PTS) System is a non-vital safety overlay system. PTS functions in combination with the active operation methods, signal a nd train control system. This PTS system was first designed for the amount Pacific/Burlington Northern Santa Fe (UP/BNSF) Railroads and state of Washington to Portland Oregon railroads. The PTS system is measured as an add-on system that enhances safety by protect against all human errors.PTS system is centrally controlled communications-based system, which takes control of movement ability and speed limits of the provide trains. It is also translucent to the train driver as long as the train is operated according to its movement ability and speed requirement. It will become apparent if the train attempt to exceed its speed limit and movement authority, PTS will issue a warning levelheaded alarm to the train driver and the brakes will be apply if the train driver does not brought the train below control immediately.Ted Giros, Amtrak Tests taxi Signalling, July 1996The PTS system consists of 3 following segmentsI) The server This segment confirm the enforceable movement authori ty and speed limit, trains identification, destination for each train under the PTS control and digitally transmit this information with the help of communication network to the locomotive segment of each fit train. It also monitors all train movements to prevent conflict.ii) Locomotive This segment is consists of an On-Board Computer (OBC) and a location termination System (LDS), a mobile radio and a display unit, where train staff can receive textual information. The OBC calculates and constantly updates information near authority limits and speed limits and applies breaks if the authority limits are exceeded. It also calculates the distance necessary to stop the train.iii) The Communication Segment Communication segment gather and transmit all information with high reliability between the server and locomotive during the train operations.Railway Age, May 19972.6.1 Positive Train Control (PTC) SystemPTS is also a centrally controlled communications-based system. Its software i s written in conformance with ATCS stipulation. The purpose of the PTC design is the removal of wayside block signal systems and the management train movements, for example speed enforcement, enforcement of limits of the authority, protection of maintenance-of-way employees and work vehicles and also monitoring of highway-rail human body crossing.W Moore Ede, Communications-Based Train Control, May 1997The Positive Train Control system has 3 main sectionsI) Office Equipment The office equipments are consists of Computer-Aided Dispatching System (CAD), PTC Interface Computer (IC) and a protocol converter to interface with CAD, IC and data communication system.ii) The Data Communications System This system is consists of 3 interconnected networks a) realm Network b) piano tuner Frequency link Network c) substance abuser NetworkThe ground network is consist of cluster controller(CC), base communications package(BCP), message processing nodes, microwave channels, telephone circuits, fibre-optic links and modem to connect the nodes.The Radio Frequency (RF) link is consists of base, mobile radio and radio communication channels.The User Network is consists of all application software at bottom each field device.iii) The Field Equipments The field equipment is consists of mobile communication packages (MCPS), locomotives and wayside interface units (WIU). During an apprehension brake application in normal routing operations, the system automatically transmits an hand brake message that will invalidate the limits of authority of the other trains in the meet area. The PTC system carries out safety sarcastic data through digital data communication system between Interface Computer (IC) and it self-importance for the train locations, trains preset time and devices for highway-rail grade crossing. In PTC the higher antecedency data message is an emergency message which occurs due to trains emergency brake application. The PTC system has designed in such a way wh ere loser of an emergency data message will not create any unsafe condition. Railway Age, Washington may 1997PTC also uses transponders in the following critical areas a) during approaching to PTC-equipped territory, b) during the entrance of PTC territory and c) during approach to a controlled point within PTC territory. This transponder provides exact train location and routing determination. When an equipped train passes the transponders to move towards PTC-equipped territory, the system initialize the On-Board Computer (OBC) and set the tachometer to zero for location determination. The equipped train does not enter in to the PTC territory if the OBC cannot be initialized. R Lindsey, Communication- Based train Management, May 19972.7 European Train Control System (ETCS)The European Union (EU) has adapted a railway network system to castigate the major problems in the field of technical operating system, multiplicity of signalling and train control systems. In 1991 nine foremos t European railway companies of the signalling effort reached an agreement with EU to develop a new train control system, which is now known as European train Control System (ETCS). ETCS has the ability to perform in combination with all the existing tracks and wayside equipment under the train protection and train control systems. R. Ford, 1996The ETCS is designed to congregate wide series of operational requirements. The capability of ETCS are provided in three levelsa) Level 1 The new ETCS interfaces can meet the terms with the existing system. ETCS can also provide a basic Automatic Train safeguard (adenosine triphosphate) capability combination with the conventional wayside signals.B) Level 2 This level has the option of speed data display for automatic train speed control. New taxi signalling system is also been added up to ATP capability. But still the trains can be driven by wayside signals equipment and it can also determine the train location with help of tracks fixed e quipments and track circuits.c) Level 3 Train location and train rectitude staining can be utilize with the help of transponders on the track (same as in ATCS). This system eliminates the need of track circuits and other detection techniques. In this level, the system incessantly provides an update of train location and also transmits the signalling information to all trains to ensure a safe separation. Level 3 ETCS is also capable of moving block signalling to maximize line capacity. angiotensin-converting enzyme of the main goals behind the ETCS design is to develop common display units which can be easily understood by the all drivers across the boundaries of different European countries. The ETCS operates frequency range in 900 MHZ using data radio transmission called Euradio. This Euradio transmit encoded data in digital form with vital safety signalling standards. Each operational train does constant radio contact with a central computer. This central computer is responsibl e for compulsive the trains movement and safe separation. R.Ford, Railway Technology International, 19962.7.1 Train a Grande Vitesse (TGV) Train Control SystemTGV (train grande vitesse) is French high-speed train, which has no wayside signals. SNCF (French National Railways) has determined that for a safe train operation track side signals, cab signalling system and on- board equipment with reliable advance information (road status) are vital to the operator. These requirements led to the development of an ATC system. There are two generations of ATC systems are in use on the TGV network system. Both these systems are operative for continuous link between the train and the track. George Achakji, TGV System Development, 1992TVM 300 is the first generation TVM. This TVM uses wired logic and has the following performance levels at speed of 270 km/h with 5 min chief on the SE Line (in 1981) and at speed of 300 km/h with 4 min headway on the Atlantic Line (in 1989). George Achakji, TG V System Development, 1992TVM 430 is the moment generation TVM This TVM is a fully-digitized system and it also design to companionable with all versions ground equipment. The TVM 430 is designed to have the following performance levels at speed of 320 km/h with 3 min headway on the North Line and a mixed traffic with 2.5 min headway in the Channel Link which connects Paris -London-Brussels operation route. The TVM 430 based on a real-time, fault-tolerant architecture. To establish the safety requirements and all other techniques are based either on the intrinsic features of certain components, or on hardware or functional dismissal. George Achakji, TGV System Development, 1992The TGV has an on-board data transmission network called TORNAD. It has the facility to communicate between 18 computers ( iodine-unit) and 36 multi-unit computers. The TORNAD has the following main functions controlling, monitoring, and regulating of equipment and carrying out the information exchanges for operation and maintenance. George Achakji, TGV System Development, 1992TGV has built with an automatic braking system. It stops the train when the driver exceeds the speed limit. During operation period, the brakes are monitored in the region of once a minute, and their status is indicated to the train drivers OBC screen. If the train driver exceeds the utmost speed limit which is permitted by the system, than the automatic train stop system instigate an emergency braking action George Achakji, TGV System Development, 19922.7.2 Advanced Control SystemAdvance control system for train communication is an incorporated command, control and communication system. It is also known as ASTREE system. It was developed by the Socit National des Chemins de Fer (SNCF), for train operations and for the railway network management. The ASTREE system offers computerized real-time control of train movement, with the help of radio telephone communication between a central control and onboard micropro cessors. This system provides train position and location modification, ground-train transmission (known as data and voice transmission), switch control, monitoring and interlocking, automatic vehicle identification, train consist acquisition, and train integrity checking.36ASTREE system does not put any strong command for safety bespeak from the communications mechanism because in this system every train is equipped with location and communication capability equipment. During the train operation the trains location can be adjust with passive microwave tags (same as the ATCS track transponders, SNCF has new identification tags, capability to read train speed at 400km/h) through an on-board interrogator and the train constantly knows its own position and speed limit according to authority restrictions.George Achakji, High-Speed Train, TGV system Development, March 1992.2.7.3 German InterCity let loose (ICE) SystemThe German InterCity Express (ICE) System is one of the state of-art train operation system set with locomotive at each train coaches. This system implements a sophisticated integrated data transmission system network, which imposes with traction control and also interacts with the each coaches control system. ICE System network uses fibre-optic cable to transmit data for trains diagnostic systems, real-time processing, and block maintenance and also for on-board passenger information and amusement. Using of fibre-optic is the best method for train-bus communication, because it is technically more effective and much more economical. Christian Tietze, ICEs Onboard Train Control and Diagnostics System, 1994ICEs electronic control and supervision devices are divided into 4 subsystem levelsI) Train operation level Train engineers inputs resolute command during train operation from Automatic Train Control (ATC) wayside and Automatic Train Protection ATP) devices.ii) Train control level This level handles trains automatic driving and braking and traction effort with the help of closed-loop control.iii) Vehicle control level The vehicle control level has resulting redundancy for the train bus fibre-optic interface and the train control, for example, power car (locomotive) and the train coach. primeval diagnosis device on the locomotive called the David monitors and stores all functions and malfunctions. It also checks trains equipment at the beginning of operation. The train controller unit on the trailer coaches called the genus Zeus. Zeus controls diagnosis and co-ordinates functions for each car. After receiving data from the train levels, it distributes this information to the subsystem level.iii) Subsystem level The subsystem level includes propulsion control, brake control, auxiliary control, door control, and air teach control devices of the train.Christian Tietze, ICEs Onboard Train Control and Diagnostics System, 19942.8 Intermittent Cab Signalling (ICS)Cab signalling technology has been available and in use for many years . In 1979 it was first established on the Swedish State Railway (SJ X2000) for high-speed train operations. Its function has been proven both in European and North American railways. In the recent years, supplementary developments were undertaken by various railway companies. In U.S.A, Amtrak has tested an intermittent cab signalling system for the future advanced elegant speed enforcement system (ACSES). In their signalling design, the system can operates independently and it can also be integrated with existing train control systems. It has the capabilities for enforcement of train speed limits and the automatic stop command by applying the trains breaking system (calculates and compares by trains on-board computer). This system also uses separate passive radio frequency transponders to provide the required data to a passing train. Ted Giras, Amtrak Tests Cab Signalling, July 19962.9 Docklands Light Railway (DLR) System OverviewThe Dockland light Railway (DLR) system outline is shown in Figure 1-1. The system comprises existing connection from Bank (BAN) to Canary dock (CAW), Tower Gateway (TOG), Stratford (STR) and Lewisham (LEW), Beckton (BEC), as well as a new line to the King George V (KGV) station. This automated system consists of approximately 27 km of double track, except between station Bowchurch (BOC) and Stratford, where section of single track exist. There are two manual deports, which are located at Poplar (POP) and Beckton (BEC).Alcatel Canada provided SELTRAC system, a transmission based signalling system for DLR. ceremonious signalling follows the fixed block principle, where tracks are divided into section (blocks) of a prearranged length. A train is only authorized to carry on into a block when that block and the next are clear of traffic. To achieve the closer headway and system flexibility demanded by urban transit, shorter and more numerous blocks are needed in affixed block system.An adaptation of the system known as SELTRAC was dev eloped and implemented by SELC. The technology was expanded to permit fully driverless operation in high capacity (i.e. passenger) application for the cities of Vancouver, Toronto and Detroit for Light rapid transit systems. Over the years these systems have demonstrated high availability and superior operating flexibility. SELTRAC has provided several operation modes including fully automatic known as Automatic train Operation Function (driverless) and Automatic Train Protection function (ATP) Manual.SELTRAC is based on the moving block principle, in which the safe separation behind the proceeding train is dynamically calculated based on the actual operating speeds, breaking curves and locations of the trains on guide way. This dynamic method allows shorter headways to be achieved without impinging on safety principles.With the SELTRAC system, all DLR Automatic Train Operation (ATO), Automatic Train Protection (ATP), and Automatic Train Supervision (ATS) function are performed with a borderline of wayside hardware. Checked-redundant centralised computers are in continues cyclic two-way communication with vehicle-borne, checked-redundant microprocessor control component.DLR major departure from conventional signalling is the centralisation of route