Bill Palazzi, Transport for NSW
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Bill Palazzi, Transport for NSW

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Bill Palazzi, Transport for NSW Bill Palazzi, Transport for NSW Presentation Transcript

  • Rail Safety in NSW Investing in technology to improve commuter safety and service reliability Bill Palazzi Technical Manager Advanced Train Control Systems Programme 25 March 2014
  • Safety and performance: traditional enemies? 2 Diagram from JJC Bradfield, Proposed Electric Railways for the City of Sydney, 1916 Capacity calculations assume dwell times of 30 second, including train deceleration and acceleration. • If able to be achieved, this is dependant on open train doors, alighting and boarding while the train is moving, etc. This is not a safety regime that would be acceptable in today’s railway.
  • Drivers of the current ATP programme • Waterfall Rail Accident and Report of the Special Commission of Inquiry • Safety benefit for customers • Enabler for future capacity improvements
  • The journey thus far … 4 DATE ACTIVITIES 2006 • Recommendation that RailCorp implement an ATP system 2008 • ETCS Pilot Trial Complete 2010 • Funding approved for first ATP Package 2011 • Contract for supply of first package awarded to Alstom • ATP works begin on Main North Line 2012 • Contract for installation of equipment on Oscar trains awarded to Alstom • RailCorp System Testing 1 • Consolidated Train Operating System (TOS) rollout 2013 • RailCorp System Testing 2 2014 / 2015 • Oscars Fleet Rollout • Trackside Rollout • ATP Passenger Service between Wyong and Asquith (excluding Gosford) 2017 • Completion of Approval Package 1
  • Scope and rollout strategy Approval Package 1 (AP1) Tangara Approval Package 2 (AP2) Oscar Millennium Waratah 5
  • Why revisit the strategy? 6 • The second stage of investment in ATP (Approval Package 2) needs to be taken forward. • ATP is a safety requirement for network but it would also be desirable to leverage off this investment for performance as well as safety. • Need to provide for higher performance at train frequencies of 20 per hour on key corridors. Advanced systems will be a key component in achieving this. • Need for replacement of large, life expired signalling installations. • Technology has changed.
  • Plan for Sydney’s Rail Future 7 Introduction of Automatic Train Operations
  • 8 Objective of any Rail Systems initiative • Any strategy for rail systems must align with the vision for Sydney’s Rail Future and contribute to TfNSW’s Strategic Business Requirements: – Safety – enhance and maintain safety for passengers, staff and others – Cost – reduced project, operational and maintenance costs – Capacity – optimise the capacity of the network, to meet service requirements – Carbon – move towards intelligent systems that optimise train movements to reduce energy consumption – Customer Satisfaction – improve reliability, provide a platform to support initiatives such as consolidated control.
  • 9 System Options Existing (train stops) Intermittent ATP + Resignal Intermittent ATP Overlay Continuous ATP Overlay Increasing automation of train management System defined by existing signalling. ATP simply takes the place of trainstops. Existing system is optimised to achieve full benefits of ATP – for example, removal of overlaps, removal of signals possible (if in-cab). Continuous ATP + In-Cab + moving block Continuous ATP + In-Cab + ATO + moving block Continuous ATP + In-Cab + ATO + moving block + ATR / ATS Moving block results in minimal trackside equipment (no track circuits required). Control of trains by driver. SPAD protection is reactive (trainstops). Driver drives, but speed profile enforced by the system. Authority from lineside signals. Driver may be present but automatic operation is possible, to limits enforced by ATP. Driver drives, but speed profile enforced by the system. Authority from lineside or in-cab. Driver may be present but automatic operation is possible, plus dynamic regulation of trains. Increasingefficiencyofsignallingarrangements Continuous ATP Overlay + In-Cab + ATO Continuous ATP + Resignal Continuous ATP + In-Cab + ATO + Resignal Continuous ATP + In-Cab + ATO + virtual blocks Continuous ATP + In-Cab + virtual blocks Fixed blocks remain, but are augmented using virtual blocks to provide increased capacity. Continuous ATP + In-Cab + ATO + virtual blocks+ ATR / ATS Continuous ATP Overlay + In-Cab + ATO ATR /ATS Continuous ATP + In-Cab + ATO + Resignal + ATR /ATS Scope of existing ATP project Scope of proposed L2 trial To be implemented on NWRL Likely progression Variants of ETCS L1 Variants of ETCS L2 Variants of ETCS L3 / CBTC
  • 10 Long term vision for systems
  • Anticipated benefits Strategic Business Requirement Advanced Train Control Systems Contribution Safety • SPAD protection • Overspeed protection • Maintenance worker safety Cost Simplified trackside infrastructure leads to • Lower capital costs • Lower operational and maintenance costs Capacity • Consistency in train behaviour • Reduced platform re-occupation times • Increased capacity Carbon • Optimised energy consumption for trains • Reduced energy consumption by trackside infrastructure Customer Satisfaction • Higher performance / higher reliability services • Lower operational impact during project work • Reduced journey times 11
  • SPAD protection 12
  • Overspeed protection 13
  • Simplified trackside infrastructure 14 … by the use of cab signalling
  • Simplified trackside infrastructure 15 Level 2 ATP requires: • Train detection (track circuits or axle counters) • Balises (for odometry correction) • Point machines and detection Level 3 ATP requires: • Balises (for odometry correction) • Point machines and detection • But – also requires on-board train integrity management
  • Cab signalling 16 Benefits will include: • Lower capital costs – typically put at 40% or less of the equivalent conventional arrangement • Lower maintenance costs • Less need for workers to be trackside = higher levels of safety
  • Variability in train behaviour 17 Redfern to Central Wynyard to Milsons Point Town Hall to Wynyard Central to Town Hall The current level of variability in train behaviour can mean over a minute difference in travel time in individual sections Wynyard Town Hall Central Redfern Through the core of the network, one slower train can result in several minutes additional travel time, equivalent to the loss of one or more paths
  • braking distance overlapsighting Emergency braking applied by trainstop if necessary, to stop train within overlap Line speed Stopped Normal operation at service braking, to stop at red signal Train must clear this overlap before the signal shown red will change to yellow One clear block (= braking distance) Track blocks regulate train separation but also demonstrate train integrity Increasing capacity 18 Traditional signalling with trainstops ATP Level 2 (Continuous ATP) braking distance Line speed Stopped ATP enforces normal operation at service braking, to ensure train stops at block point ATP Train must move to next block before following train’s movement authority can be extended Data radio communication to trains Signals removed, blocks represented in on-board system Block point ATP overlapone clear block‘Sighting distance’ eliminated by continuous update via radio Minimum separation between following trains Minimum separation between following trains
  • Reducing platform reoccupation times 19 • Modelling suggests that re-spacing of blocks through core areas can reduce platform reoccupation times Source – David Morton, Siemens, presentation to WCRR 2013 Sydney Closely spaced blocks at the rear of the platform, to provide an updated movement authority to the following train as soon as possible. Direction of travel
  • Outcomes from modelling work 20 Target – 24tph Modelling of ETCS L1 for Sydney – max. 22tph Modelling of ETCS L2 for Sydney – max. 24tph ThamesLink target for L2 w.ATO – 24tph Outcome of Line Capacity Study with ATP/ATO – max. 26tph Notional outcome – 30tph No clear view on timing of a high capacity version of L3 Examples exist worldwide of capacity 30tph and above Capacity limit under a moving block system likely to be as a result of corridor and alignment parameters Modelling of ETCS L2 in Brisbane (90 sec dwell)
  • Area controlled by Sydney Interlocking Area controlled by North Sydney Interlocking Area controlled by Strathfield Interlocking 21 Upcoming asset renewals necessary
  • Overlay approach to deployment 22 Train control location Interlocking location Trackside interface location Signal Track circuit boundary Trainstop Point machine Main cables Local cables Existing signalling arrangement Note – configuration is illustrative only
  • Train control location Interlocking location Trackside interface location Signal Track circuit boundary Trainstop Point machine Main cables Local cables Overlay of new equipment, in shadow mode Train control location Interlocking location Trackside interface location New cabling to connect to existing point machines Axle counter head Existing (operational) signalling equipment shown in black New (shadow overlay) signalling equipment shown in red Block lengths optimised for new configuration Passive balise Overlay approach to deployment 23
  • Train control location Interlocking location Trackside interface location Signal Track circuit boundary Trainstop Point machine Main cables Local cables Commissioning of new system Train control location Interlocking location Trackside interface location New cabling to connect to existing point machines Axle counter head New (operational) signalling equipment shown in black Existing (redundant) signalling equipment shown in green Passive balise Overlay approach to deployment 24
  • Overlay approach to deployment 25 Point machine Final signalling arrangement after removal of redundant equipment Train control location Interlocking location Trackside interface location Axle counter head Note – configuration is illustrative only Passive balise
  • Grade of Automation Type of Train Operation Sets Train in Motion Stopping Train Door Closure Operation in event of Disruption GoA1 ETCS L2 With Driver Driver Driver Driver Driver GoA2 ETCS L2 & ATO With Driver Automatic Automatic Driver Driver GoA3 Driverless Automatic Automatic Train Attendant Train Attendant GoA4 Unattended Train Operation Automatic Automatic Automatic Automatic Grades of Automation 26
  • Optimisation of energy consumption with ATO 27 Source – David Morton, Siemens, presentation to WCRR 2013 Sydney • There are four driving phases: acceleration, cruising, coasting and braking. • The ATO algorithm optimizes the cruising and coasting phases.
  • Optimisation of energy consumption with ATO 28 Source – UNISIG specification for ATO with ETCS Non-optimised approach to a station
  • Optimisation of energy consumption with ATO 29 Source – UNISIG specification for ATO with ETCS Energy-optimised approach to a station. Estimates of the energy saving possible range between 10 and 40%.
  • Freight and mixed traffic 30 • System must be seamless for freight and mixed traffic. • Interface to ATMS / ICE. • But - there will be benefits for freight and mixed traffic: • SPAD and overspeed protection • Capacity – increased paths
  • braking distance overlapsighting Emergency braking applied by trainstop if necessary, to stop train within overlap Line speed Stopped Normal operation at service braking, to stop at red signal Train must clear this overlap before the signal shown red will change to yellow One clear block (= braking distance) Track blocks regulate train separation but also demonstrate train integrity Increasing capacity – mixed traffic impacts 31 Traditional signalling with trainstops ATP Level 2 (Continuous ATP) braking distance Line speed Stopped ATP enforces normal operation at service braking, to ensure train stops at block point ATP Train must move to next block before following train’s movement authority can be extended Data radio communication to trains Signals removed, blocks represented in on-board system Block point ATP overlapone clear block‘Sighting distance’ eliminated by continuous update via radio In traditional signalling, braking distance is set within the system and must allow for the worst braked train at the highest permissible speed. With cab signalling, each train’s braking distance is based on that train's individual characteristics Capacity is optimised for mixed traffic as well!
  • System rollout: significant coming events • Pilot trial of ETCS L2 between Arncliffe and Oatley, likely to commence in 2015? • Subsequent network ‘events’ that may influence the potential next stages of rollout: 2019 Commissioning of North West Rail Link − Operational need to establish reliable high frequency services to meet additional demand from NWRL between Sydney CBD and Chatswood. 2020 Nominal life expiry of Sydney Interlocking. 2022 Nominal life expiry of Strathfield Interlocking 32
  • Summary With modern train control systems, safety and performance no longer have to be traditional enemies! • In response to the release of Sydney's Rail Future, TfNSW is taking the opportunity to revisit the systems strategy for Sydney, with a focus on the strategic business requirements of Safety, Cost, Capacity, Carbon and Customer Satisfaction. • Adopting advanced Train Control Systems present an opportunity for substantial benefits to the Sydney network. • There is a fair bit of water to go under the bridge yet, but some of the issues and strategies discussed in this presentation may form part of the ultimate solution. 33
  • Questions?