Conventional vs CABS vs CBTC Signalling & their Impact … · Conventional vs CABS vs CBTC...
Transcript of Conventional vs CABS vs CBTC Signalling & their Impact … · Conventional vs CABS vs CBTC...
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Conventional vs CABS vs CBTC
Signalling & their Impact to Capacity
Naeem Ali - CBTC Solutions
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AGENDA
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Agenda
• Introduction
• Conventional Signalling
• CABS Signalling
• CBTC Signalling
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INTRODUCTION
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Introduction
• Capacity definition
• The maximum number of trains that can pass a given
location during a given time period at a specified level of
reliability.
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Introduction
• Several Factors that affect capacity
• Dwell time – Time spent serving a station
• Signal system - Minimum safety distance between trains
• Operating margin - Allowance for longer dwells
• Minimum headway - Minimum operational distance
between trains
• Junctions
• Turnbacks – Points at which a train changes direction
• Traction Power Limits – Number of trains supported in a
track section
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Introduction
• Focus of this presentation is on “signalling systems”
and their impact on capacity
• Conventional Signalling
• CABS Signalling
• CBTC Signalling
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CONVENTIONAL SIGNALLINGTraditional Fixed Block Signalling
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Conventional Signalling
• Drivers use trackside signals to determine:
• If the train can proceed forward (aspect)
• The speed the train will travel at
• A simple system may have 3 aspects:
• red – stop.
• yellow - proceed with caution.
• green – move at max speed.
• The location of the train is determined by track
circuit occupancy.
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Basic Concept
• The signal engineer views the track in small chunks called blocks.
• The block length determines:
• Safety - how far apart the trains will be kept from each other
• Capacity – how many trains can pass through the system
• Challenge for the signal engineer
• Increase the block length means increased margin for safety but reduced capacity
• Reduce the block length means increased capacity but reduced margin for safety
A C D EB
1 2 3 4
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Basic Concept
• One block separation must be maintained between trains for safety.
A C D EB
1 2 3 4
Train 8 Train 9
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Basic Concept
• One block separation must be maintained between trains for safety.
• When train 9 moves into block 4, train 8 will be given a permissive aspect (yellow or
green signal).
A C D EB
1 2 3 4
Train 8 Train 9
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Basic Concept
• One block separation must be maintained between trains for safety.
• When train 9 moves into block 4, train 8 will be given a permissive aspect (yellow or
green signal).
• Train 8 will move forward and stop at signal C, it’s an accordion effect.
A C D EB
1 2 3 4
Train 8 Train 9
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Capacity
• If train 8 hits a trip stop travelling at 60kph and it requires 400m to stop, the block
separating train 8 from train 9 must be at least 400m long to satisfy the safety
requirement.
60km/h
If the train passes the signal at danger, the train is tripped and emergency brakes are applied
A C D EB
1 2 3 4
Safety DistanceDistance required for a train to emergency brake to a stop under a worst case failure
Train 8 Train 9
400m Block 400m Block
150m
Trip Stop
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Capacity
• As train 9 travels away from signal C, train 8 will not be granted a permissive aspect
until train 9 has exited block 3.
• Instead, an artificial separation is created between train 8 and 9
• even though train 8 can move closer and still maintain a safe braking distance.
60km/hWasted space
A C D EB
400m Block 400m Block
1 2 3 4
Train 9Train 8150m
Safety Distance
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Capacity
• Train 9 must completely exit block 3 before signal B provides a permissive aspect to
train 8.
• As train 9 moves further within block 3, the artificial separation grows.
• The trains can be closer together, but the fixed blocks prevent train 8 from moving.
60km/h Wasted space
A C D EB
400m Block 400m Block
1 2 3 4
Train 8 Train 9
Artificial separation longer than what is required for safety
Safety Distance
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Capacity
• Once train 9 has exited block 3, train 8 will receive a permissive aspect from signal B.
• Impact to capacity –
• 800m separation between train 8 and 9; 400m longer then what is required for safety.
• Number of trains that can pass through the system is not optimal.
60km/h
Point at which train is tripped and EBs are applied
A C D EB
400m Block 400m Block
1 2 3 4
Train 8 Train 9
Permissive aspect
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Capacity
• If a train is travelling at 40 km/h, it must adhere to the block separation designed for
60km/h.
• Static design, the signalling system cannot adjust the safety distance to the speed of
the trains.
60km/h
A C D EB
1 2 3 4
Safety Distance
Train 8 Train 9
400m Block 400m Block
150m
40km/h
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Capacity
• Smaller blocks will reduce the train separation but at the expense of line speed.
• The slower speed may cancel out the benefits of smaller blocks.
• Fine balance between line speed and block size.
A C D EB
1 2 3 4
Train 8 Train 9
200m Block 200m Block
150m
40km/h
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Wrap Up
A C D EB
1 2 3 4
150m
400m Block
Train 9
The signalling systems sees a 400 m train
• The signaling system considers the length of the train to be the same as the length of
the block
• If the block is 400m long, the train is considered to be 400m long.
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Wrap Up
60km/h
A C DB
1 2 3
Train 8
800m Block
60km/h
A C DB
1 2 3
Train 8
400m Block
Reduced safety margin
• Increasing the block size increases the margin for safety but reduces capacity.
• Reducing the block size decreases the margin for safety but increases capacity.
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Wrap Up
• Challenge for signal engineers is to calculate the
block length for maximum capacity while ensuring
safety.
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CABS SIGNALLINGEnhanced Fixed Block Signalling
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CABS Signalling
• Trackside signals are “usually” not used.
• Track circuits are used to the determine the
location of the train.
• The speed and distance to go are displayed on the
Train Overview Display (TOD) inside the cab and
enforced by the on board ATP.
• CAB signalling has the capability to allow a train to
move at multiple speeds within a block.
• Note: CABS signaling discussed here is with ATP protection.
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CABS Signalling
• CABS signalling does not alter the fixed
block/conventional signalling concept.
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CABS Signalling
• In conventional systems, the block design is based on a the line speed.
• single speed profile.
• The block design does not allow for multiple speed profiles within the same block.
A C DB
1 2 3200m Block
40km/h
Train 8 Train 9
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Multiple Speed Profiles
• CABS signalling allows for multiple speed profiles within the same block.
• The driver will receive an indication on the Train Overview Display (TOD) when there
is a speed transition.
• Allows the train to travel at higher speeds with smaller blocks.
• Reduces the headway between trains, increasing the capacity.
A C DB
1 2 3200m Block
40km/h
Train 8 Train 9
60km/h
80km/h
Beacon
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Capacity
• CABs signaling has similar limitations as conventional signaling.
• There is an artificial separation as train 9 moves away from signal C.
A C DB
1 2 3200m Block
40km/h
Train 8 Train 9
60km/h
80km/h
Beacon
WastedSpace
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Capacity
• CABs signaling has similar limitations as conventional signaling.
• There is an artificial separation as train 9 moves away from signal C.
• Train 8 will not be given a permissive aspect until train 9 has exited block 3.
A C DB
1 2 3200m Block
40km/h
Train 8 Train 9
60km/h
80km/h
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Wrap Up
• CABS signaling allows for smaller blocks, and
therefore a marginal increase in capacity but the
problems are similar to conventional signaling
• Increasing the block size increases the margin for safety
but reduces capacity.
• Reducing the block size decreases the margin for safety
but increases capacity.
• Challenge for signal engineers is to calculate the block
length for max capacity while ensuring safety.
• The track is not utilized to it maximum capacity.
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CBTC SIGNALLINGMoving Block Signalling - A Brave New World
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CBTC
• Trackside signals are not used.
• Track circuits are not used.
• Position is determined by a 2 way communication
between the wayside and train.
• Train transmits position.
• Wayside transmits a target point.
• The train is able to determine it’s position with a
resolution measured in centimeters.
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A View of the Track
A C D EB
1 2 3 4
Conventional/CABS Signalling (Fixed Block) – Chain of Blocks
CBTC Signalling (Moving Block) – Single Contiguous Track
Switch
Switch
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Basic Operation
• If train 8 is travelling at 60 km/h, it must maintain a 400m separation from train 9.
• This separation is not enforced by physical track circuit blocks, but a dynamic
calculation by train 8.
60km/h Safety Distance Distance required for a train to brake to a stop
under a worst case failure
Train 8 Train 9
Point at which train applies Emergency
Brakes
400m Safety Distance
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Basic Operation
• As train 9 moves forward, train 8 follows while maintaining the safety distance.
• There is no artificial separation between trains, only the bare minimum separation
required to maintain the safety distance.
Train 8 Train 9
60km/h Safety Distance
400m Safety Distance
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Basic Operation
• As train 9 and train 8 slow, the safety distance is reduce.
Train 9Train 8
25km/h
100m Safety
Distance
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Comparison
60km/hWasted space
A C D EB
400m Block 400m Block
1 2 3 4
Train 9Train 8150m
Safety Distance
60km/h
400m Block
Train 9Train 8
Safety Distance
Conventional/CABS Signalling
CBTC Signalling
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Wrap Up
• The separation between trains is kept to a bare
minimum required to maintain a safety distance
between trains.
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Wrap Up
• Safety distance is no longer a static entity enforced
by fixed blocks but an adjustable distance based on
a real time calculation of the train speed.
• If the train is travelling at a high speed the safety
distance is long and shrinks as the train slows .
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Wrap Up
• CBTC signaling extracts the maximum capacity per
the track design.
• The maximum number of trains will run through the
system.
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Conclusion
• Capacity is affected by the separation between
trains.
• Each signaling system has it’s own characteristic
that affects train separation.
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About the Author
• Naeem Ali is the Director and Principal Consultant of
CBTC Solutions Inc.
• 18 years of experience in developing and deploying
CBTC solutions
• He has worked on 7 different CBTC projects including:
• Newark Airport People Mover (USA),
• Jacksonville Monorail (USA),
• Las Vegas Monorail (USA),
• Busan Gimhae Monorail (South Korea),
• Makkah Metro (Saudi Arabia),
• Sao Paulo Line 17 (Brazil)
• Toronto Transit Commission YUS Upgrade (Canada).
• Singapore NSEW (Singapore)
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Contact Info
• Website:
• http://www.CBTCSolutions.ca
• CBTC blog on LinkedIn:
• http://bit.ly/cbtcsolutions-blog
• http://www.cbtcsolutions.ca/blog.html