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CBTC in Heavy Passenger Rail Applications

Copyright © Hatch 2016. All Rights Reserved.

A Challenge to the IndustryDecember 1, 2016

Purpose- CBTC has evolved over the past 3 decades to unlock performance in

mass transit systems.

- Today, many mainline railways are facing capacity issues and could benefit from the same realization of capacity achievable only with CBTC.

- This presentation looks at present day CBTC systems, a generic heavy passenger rail, mixed fleet network and analyzes the key issues that must be overcome to implement CBTC in this new environment.

Origin of CBTC

‒ Increased capacity by reducing headway – “Rapid Transit”‒ Required automation by providing - ATO‒ Safety must be ensured - ATP

‒ Train communicating its position, no “ low-res” track circuits‒ 1980s - inductive loop type systems‒ 2000s –Digital Radio Based Systems

‒ First automated moving block system –TTC Scarborough Line in 1985‒ First radio based CBTC system –San Francisco’s Automated People

Mover (APM) in 2003

Typical CBTC Installations

‒ Closed “Metro” networks ‒ Greenfield‒ Double Track ‒ standardized fleets and speeds

‒ Vancouver Skytrain | Singapore MRT North East Line | Barcelona Metro L9/L11

Evolution of CBTC

‒ Brownfield Installations‒ Overlay on existing interlockings – fallback operation‒ Deployment without disruption to existing revenue service‒ More complex installations –still closed networks‒ Interoperability between CBTC suppliers - Canarsie

Evolution of CBTC

Where next ?

Typical Heavy Passenger Rail Network

‒Multiple fleets, passenger and freight‒Less complex feeder corridors‒Highly complex Hubs‒ Intercity services linking hubs‒Suburban services linking surrounding area to one hub

‒ Jamaica, NY‒ Grand Central, NY‒ Union Station, Chicago‒ Union Station, Toronto

Typical Hub Station

Typical Railway Operations‒ The Present (LIRR)

‒ 700 route miles | 11 branches | 124 stations‒ 735 train trips per day | 301,000 passengers per day‒ 10 Branches pass through Jamaica | 80M passengers p.a.

‒ The Future(from Metrolinx.com)‒ Future 15 min service or better‒ Doubling of rush hour service

‒ Operators constrained due to their present service levels‒ London Waterloo –100M passengers p.a.‒ Clapham Junction –2000+ trains per day (180+ per hour in the peak)

CBTC Requirements for Passenger Rail

‒ Speed Enforcement and Train Separation‒ Support diverse train traffic –Types, lengths, characteristics‒ Support mixed mode traffic –equipped and non-equipped trains‒ Support increased capacity –especially in the hub(s)‒ Automation for train management‒ Immunized for electrified territory‒ Unsusceptible to noisy (EMC) environment‒ Support operating Rules ‒ Be configurable after commissioning

The Challenge‒ As an industry, we must provide a CBTC solution, and successfully

implement it, that is capable of addressing:‒ Infrastructure complexity‒Mixed-mode operation in Mixed Fleets‒Overlay on CROR/NORAC/Other Rules compliant systems‒ Reconfiguration after commissioning‒ Interfaces with Grade Crossings

‒We must do this by engaging resources‒ Cross-pollination of traditional and CBTC resources

Analysis of the Challenge

Analysis #1– Layout Complexity of a Hub‒ Complexities of hub offers challenges to design, deployment & testing:

‒ CBTC overlay on many interlocking types of varying generations of technology –Relay | Processor based – IVPI | GEO | ElectrologIXS‒ Performance timing and safety considerations for interface design

‒ Considerable CBTC equipment required ‒ Complex infrastructure | multiple CBTC zones | limited real estate with

retention of conventional interlocking

Analysis #1– Layout Complexity of a Hub‒ Considerable effort required for installation & testing

‒ limited work windows ~ 4 hours

‒ Consideration required for an ideal CBTC rollout plan‒ Start in hub and work outward or “cut teeth on a spoke”?‒ How do you stage in the hub?‒ Consideration for a test track‒ Shadow mode running

Analysis #1– Layout Complexity

‒ Ability to sustain uninterrupted data communication between equipped trains and wayside network‒ Grade separated areas‒ Overhead structures

‒ Consideration of data security‒ Consideration to accuracy of positioning

systems‒ Ability to acquire dedicated frequencies with

sufficient bandwidth

Analysis #1– Layout Complexity

‒ Complexity will extend outside the Hub‒ Complex junctions‒ “Mini-Hubs”

Analysis #2 – Mixed Mode Operation‒ Operable with CBTC and non-CBTC equipped trains (scheduled or non-

scheduled)‒ Interoperability with different operators running non-equipped trains‒ Provide fallback options for all trains in failure scenarios‒ Provide consideration on how to protect non-equipped trains from CBTC

trains and vice versa within in a mixed fleet‒ Has to maintain required schedule and headway even with non-equipped

trains (freight/Intercity/Local Passenger)‒ What about PTC?

Analysis #3– Interlocking Overlay

‒ Requires knowledge of applicable CROR/NORAC or Other Rules‒ For existing infrastructure and current operating

environment ‒ CTC/Interlocking and interfacing with 105 territory‒ Infrastructure is unlikely to be a closed network

‒ Development of a potentially modified future CROR ruleset for CBTC Operations

‒ Extensive interface required between Owner, CBTC supplier and regulatory bodies

Analysis #4 – Product Configuration Challenges

‒ Ability to allow Owner to configure application data to support future expansion‒ Addition of new tracks, signals and routes‒ Addition of new fleet

‒ Configure office operations to provide rules enforcement ‒ With the ruleset defined in the CROR‒ Within the potentially modified ruleset for CBTC operations

Analysis #4 – Product Configuration Challenges

‒ Fitment configuration of onboard controllers on different heavy rail rolling stock with different braking characteristics‒ Diesel locos‒ DMUs and EMUs‒ Electric Locos‒ Configurable consists‒ EMC Issues – from locos

‒ Development of heavy rail interfaces

‒ Provision of improved constant warning times with CBTC

‒ Improved traffic signal integration for traffic flow

‒ Provision of wayside intrusion detection and integration with the CBTC system‒ Detection of pedestrian traffic or

vehicle traffic

Analysis #5 – CBTC Interface with Grade Crossings

Analysis #6 – Resource Constraints

‒Skilled signalling & systems engineers‒knowledge of both traditional and CBTC

systems to design and implement the optimal CBTC solution

‒Joint ventures between CBTC suppliers and conventional signalling industry

‒Signalling design and testing engineers required to support stage work and final commissioning into service

Conclusion‒There are key issues to address‒Exciting engineering challenges await us‒We will work together as an industry in unprecedented

ways‒We will unlock service and performance for the Owners

For more information,please visit www.hatch.ca

Questions and Commentary

Copyright © Hatch 2016. All Rights Reserved.

Photos used by permission:

Michael Da Costa –various, Konrad Roeder –Acela Train, Bjorn Laczay –Munich DSS, David MacCormack –VIA Train, Drew Jacksich –Steam Locos