National DAS Specification Project IRSE Seminar: DAS …€¦ · National DAS Specification Project...

28 October 2014 National DAS Specification Project 1

National DAS Specification Project

IRSE Seminar: DAS and ATO for Main Line Railways

28 October 2014Esther Gershuny, Network Rail


Contents

1. Project objectives

2. Project deliverables

3. System architecture

4. Project successes

5. Future work

6. Afterword


Connected DAS Outline Overview


Project objectives• Facilitate integration with NR’s Traffic Management of different suppliers’

DAS products on different fleets by:– Developing a single Interface Specification between Infrastructure

Manager (IM) and Railway Undertakings (RUs = TOCs and FOCs), covering both static and dynamic data

– Delivering a Concept of Operations agreed across the industry• Enable key activities common to all DAS deployments to be done once only

… and then used by everyone, e.g. to inform driver training– Concept of Operations, Technical Spec, Proof of Concept, Safety

Analysis, etc• Provide guidance to the DAS supply market• Reflect the reality of DAS take-up and operation:

– Deployment of existing mature S-DAS products– Upgrade from S-DAS to C-DAS (perhaps via N-DAS)– Traffic Management won’t initially be available everywhere that C-DAS

fitted trains operate.


Project objectives – Concept of Operations• To assist stakeholders in developing an understanding of how C-DAS

will affect them by providing:– A common vision of C-DAS operation in GB for passenger and

freight operation.– A high level definition of the system boundary and interfaces

including system users and other affected roles and systems.– A broad, high level description of how the system will operate in

association with existing signalling infrastructure and operational rules and processes on all types of routes, with their different service patterns and types of traffic.

– A description of the information required by drivers and IM users of the system to deliver the required functionality.

– A preliminary identification of the system data requirements to support the display of the required C-DAS information to drivers.

• To offer maximum flexibility in DAS application by individual passenger and freight operators, particularly for DMI design.


Project objectives – Facilitating cross-industry coordination• Ongoing consultation with DAS suppliers • Direct and frequent consultation with key industry experts

–TOCs, FOC, RSSB, RIA, NR• Engagement with rail industry stakeholders via

–User requirements workshop (July 2011)–Participation in reviews of Phase 1 deliverables (2013)–Review forum for Interface Specification (December 2013)–HAZOP workshop (March 2014)–Simulation trial workshops (June 2104)


Project deliverables• Phase 0 (2012) S-DAS Concept of Operations• Phase 1 (2013/4) Initial C-DAS Specifications

– C-DAS Concept of Operations; C-DAS Functional Specification– C-DAS IM-RU Interface Specification

• Phase 2 (2014) Validation and Revision of Specifications– Safety Analysis– Resolution of Open Points– Validation of Assumptions– Proof of Concept: Simulation and Saloon trials– Development of Non-Functional Requirements– Specification of Traffic Management interface segment (ICS)– Update of Phase 1 deliverables

• Phase 3 (2015) Standardisation through RSSB– Rail Interface Standard or Railway Group Standard– Guidance document


System architecture


C-DAS System architecture – key principles

• Speed profiles are calculated on-train• C-DAS will generally use public comms networks• Interface Control Subsystem (ICS)

– Role is to interface with Traffic Management• C-DAS Server

– Hosts DAS supplier software, operated by or for the RU– Transforms data from NR into supplier’s native DAS format– Includes generating and smoothing gradients– Manages comms across the airgap to the C-DAS on the trains – Ensures C-DAS on-train has current infrastructure, speed, schedule data– Ensures ICS has current train performance data from each C-DAS fitted

train. – Multiplicity is 1 per fleet (or for multiple fleets). NOTE : It is NOT location

dependent• IM-RU interface lies between Interface Control Subsystem and C-DAS Server


Project successes (1)• Agreed specifications

–Achieved primarily by extensive and intensive cross-industry review (Operators (IM and RU), DAS suppliers, various other domain experts) and ongoing engagement

• Design for cost-effectiveness–Reflects and leverages best practice from mature DAS

products –Enables simple upgrade from S-DAS (or N-DAS)–Supports need for operation in ROC areas and non-ROC

areas with seamless transition between them • Standardisation

– Interfaces use TSI-compliant data concepts and structures wherever possible


Project successes (2)

• Ease of integration–C-DAS Interface Control Subsystem (ICS) will enable any

DAS to integrate with any Traffic Management system–Massively reduced TOC/FOC integration effort

• because hardest part (interface to TM through LINX) will already have been done

–Minimised integration effort if a DAS system is replaced by a different supplier’s product (vehicle cascade).

• ‘Soft’ successes–Facilitates transfer of experience between TOCs or FOCs–Emergence of a TOC/FOC DAS Interest Group


Future work includes

• Operational trial of C-DAS round Airport Junction (using simplified Traffic Management system)

• Engagement with European research (ONTIME project)

• Integration with full Traffic Management

• DAS on ETCS-fitted trains

• Improved alignment with ATO over ETCS


Afterword

• The project outputs will be best if all parts of industry collaborate

• Cross-industry collaboration so far has been excellent

• If you or your organisation wish to get more closely involved in the project …

• Or if you disagree with the project’s approach or proposal then…

• Get involved and challenge from the inside

–Email [email protected], or

–Give your business card – marked C-DAS – to Ian Mitchell or to me.


The END


Supplementary slides

• Acronyms

• DAS functionality

• How DAS works

• S-DAS, C-DAS (& N-DAS)

• S-DAS and C-DAS ConOps

• S-DAS Benefits

• C-DAS Benefits


Acronyms• C-DAS Connected Driver Advisory System• ESR Emergency Speed Restriction• FOC Freight Operating Company• HAZOP Hazard and Operability Study • IM Infrastructure Manager (a TSI term) – generally Network Rail• LINX Layered Information Exchange (NR’s ”Integration platform” for TM)• N-DAS Networked DAS• NR Network Rail• RIA Rail Industry Association• RSSB Rail Safety and Standards Board• RU Railway Undertaking (a TSI term) – TOC or FOC• S-DAS Standalone DAS• TM Traffic Management• TOC Train Operating Company (passenger operator)• TSI Technical Specification for Interoperability (EU standard)• TSR Temporary Speed Restriction


DAS functionality• What it does

– Calculate and displays speed profile which meets schedule efficiently– Remind driver of operational info (next stop/junction and time, changes to

stopping pattern)– Advise driver of approach to start / end of TSR area (for C-DAS also ESRs)– Suppress display if driving is not consistent with advice, or if discrepancy

between schedule and actual running– Suppress advice display where it would be counter-productive or distracting

(e.g. on approach to major junctions) • What it doesn’t do

– Take precedence over signalling– Substitute for signaller verbal instructions – Provide safety information (e.g. advice on where to brake)– Give warnings


How DAS works

• Provided with schedule, i.e. locations (stop / pass) and times, and the actual running track

• Calculates speed profile for train based on:

– Infrastructure description (track geography, gradients, curvature, points, stations etc)

–Permissible speeds / speed restrictions

–Train performance characteristics (mass, length, maximum speed, braking, traction etc)

• Priorities when calculating speed profiles are: punctuality, energy saving


S-DAS, C-DAS (& N-DAS)• Standalone DAS (S-DAS)

– All data downloaded to train at or prior to journey start• Connected DAS (C-DAS)

– Communicates with the IM control centre in each TM-controlled area in which the train operates

– Enables schedule, routing and speed restriction updates to trains in near real time

– Enables receipt of information from trains to the IM control centre • Networked DAS (N-DAS)

– Capability to communicate with one or more RU control centres – Enables provision of updates to the train, though not assumed to be

in near real time


C-DAS & S-DAS ConOps

• Differences

–As slight as possible, in order to preserve investment for DAS suppliers and their TOC / FOC customers (as promised in S-DAS ConOps)

–To remove unnecessary limitations in S-DAS ConOps / more flexibility / RU choice

–To reflect the consequences of on-train DAS receiving updates dynamically, and of giving live feed-back

–To ensure that driving should as far as possible be the same in TM- and non-TM areas (so that driver doesn’t have to remember whether or not in TM area


DAS benefits: Standalone DAS (S-DAS)• With Standalone DAS (i.e. with pre-installed data):

– Improved safety• Train regulated to Working Timetable - Fewer restrictive signals• Lower sectional running speeds • Advance warning to driver of TSR locations• Lower PSR / station approach speeds with extended coasting

– Improved fuel efficiency (~15% reduction on diesel trains)– Improved wear and tear

• Reduced braking/lower speed• Lower running speeds

• BUT these benefits are realised only when trains are on schedule (or nearly so), i.e. typically ~75% of journeys (FGW)


Benefits: Connected DAS (C-DAS)

• All those of S-DAS PLUS• In unperturbed running

– Supports regulation optimised for network capacity or performance – Enables improved conflict resolution based on trains’ predicted

running• Improved recovery from disruption

– Train can be regulated to revised schedule– Enables improved conflict resolution and regulation optimisation as

above• Fuel savings on near ~100% of journeys• Future capability to optimise based on available power budgets.


Connected DAS Outline Overview

National DAS Specification Project IRSE Seminar: DAS …€¦ · National DAS Specification Project...

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