Automatic Train OperationThe mandatory improvement

For ETCS application

September 2012

Bob BARNARD, Benoît BIENFAIT, Patrick ZOETARDT

Why Mandatory ?

• ETCS provides safety & worldwide interoperabilityBUT… major challenges for Main Line Operators =

− to improve the performance and capacity of lines− to reduce operating cost

• Automatic Train Operation (ATO) is proven in Urban application

− Main Line application is more complex− ETCS designers did not consider ATO− There is a great variety of train and infrastructure fitment …

… A flexible, incremental, scalable and interoperable “ATO over ETCS”

will face the challenge and help make profits

Agenda

Main Lines requirement and constraints

ATO over ETCS

Incremental approach

Interoperability

Energy saving

Main Line requirements

• Efficiently manage varied service patterns & mixed-traffic

− punctuality of trains− impact of disruptions minimised − increased resilience of the network to disturbances

• Save energy

− optimise speed curves− not running faster than necessary− and by avoiding conflicts

• Increase Transport Capacity (on high density portion of track)

− Optimal & stable journey times and station operation times − Reduced number of trains required to meet capacity demand

• Reduce the mechanical wear

Main Line Operational Constraints

• Variety

− Independent operators (trains and infrastructure)

− Different train classes

− Large and complex track layouts

• Open tracks

− Trains may go anywhere in Europe

− Exclusion of people is not always achievable

• Roll-out takes many years

− Most journeys on different infrastructure fitments

− Commercial operation during on-track engineering work

Agenda

Main Lines requirement and constraints

ATO over ETCS

Incremental approach

Interoperability

Energy saving

ETCS as a train protection for ATO

• ETCS designed for train protection on national main lines and high speed railway networks

− ETCS specifications did not consider ATO needs

• Network Rail Feasibility study (2011)

− Demonstration of technical feasibility of ATO with ETCS− With “proven in service” equipment (ETCS SRS 2.3.0d)− Both high-density urban lines and typical main lines− Basis for specification of a future interoperable ATO standard

• Tested features

− ATO speed control and Headway performance level− Real time update from Traffic Management System− Energy saving− Door control and Unsupervised Reversal

NetworkRail Feasibility study - Technical Demonstration

Radio Block Centre Train simulator On-board ATO

Some results

EVC

DMIs

Results

• Train driven very close to the ETCS supervision curves (FS mode)

• 2 minutes headway through stations achieved by ETCS/ATO

− Performance by optimized fixed block in ETCS Level 2− Level 3 ETCS may further improve performance in the future

• Fully-automatic operation with ATO technically possible,

− Nevertheless ETCS specifications transfer responsibility to driver in some situations

• E. g. manual intervention needed when train reverses

(End of Mission and Start of Mission)

− Study showed approaches compatible with main line operation

• European TEN-T project started to develop ATO standards

Agenda

Main Lines requirement and constraints

ATO over ETCS

Incremental approach

Interoperability

Energy saving

A flexible system

• Diversity of trains and infrastructure equipment

− On-board ATO adapts itself to current infrastructure fitment− Trackside equipment manages different train fitment

• Scalability required for realistic migration to full ATO features

• Conclusion:

ATO products must support an incremental approach

SYSTEM

Incremental approach

TRACK SIDE TRAIN BORNE MAIN FUNCTIONSATO

Maximum permitted speed control

ETCS Level 1 or 2 EVC

Speed control vs ETCS speed

curves

ETCS

Accurate stoppingSelective OpeningPSD controlAdditional

ATO data

ETCS Level 1 or 2

EVCStationEntry

Management

Optimum Speed Profile Automatic ClosingAutomatic Turn-backAdditional

ATO data

ETCS Level 1 or 2Traffic

Management System

EVCOptimalSpeedProfile

Maximum permitted speed control

ETCS permitted speed

Speed driven by ATO

Driver controls the trainto stop at station platform

Trackside: ETCS only

Speed

Station entry management

ETCS permitted speed

Speed driven by ATO

ATO controls the trainto stop at station platform

Trackside: ETCS + ATO balises

Speed

Optimal speed profile

ETCS permitted speed

ATO optimizes speedfor energy saving

ATO controls the trainto stop at station platform

Trackside: ETCS + ATO balises + ATO functions in TMS

Speed

Agenda

Main Lines requirement and constraints

ATO over ETCS

Incremental approach

Interoperability

Energy saving

How does ETCS provide « Interoperability » ?

• Split of responsibilities between operation stakeholders

− Infrastructure Manager responsible for data stored in ETCS infrastructure systems

− Train Owner responsible for performance data stored in ETCS on-board equipment

• Technically

− Trackside system sends track description according to “ETCS language” and ETCS rules

− ETCS on-board systems implement ETCS-specified behaviour, according to messages received from the ETCS infrastructure on the route.

ATO « Interoperability » as extension of ETCS !

• Responsibilities:

− Infrastructure Manager : correctness + accuracy of ATO description of the track network.

− Train Owner : correctness + accuracy of ATO train data, performance characteristics and Energy Management

− Traffic Manager : planned and actual traffic schedules

• Technically: specifications extrapolated from ETCS principles

− ATO language− Specifications including constraints− Safety of ATO+ETCS to be considered

Agenda

Main Lines requirement and constraints

ATO over ETCS

Incremental approach

Interoperability

Energy saving

Energy saving

• How ?

− Avoid conflicts and unnecessary stopping (Traffic Management)− Optimum speed profile (Train Operation)

• Time tables include spare time

− Usually 90% of the trains arrive too early at the stations − Spare time better used in reducing energy consumption− Ask train to arrive at a timing point at the required time

• GreenRail Program (EcoDriving strategies)

− Optimised driving style :

• Respects travel time & Minimises energy consumption

− Demonstration of energy saving:

• -12% versus manual driving / -20% versus tight running

Conclusions

Main Lines requirement and constraints

ATO over ETCS

Incremental approach

Interoperability

Energy saving

Conclusions

• ATO for Main Lines is mandatory

− to increase transport capacity− to minimise energy consumption− to optimize varied service patterns on mixed-traffic network

• ATO over ETCS is technically feasible

• ATO design

− must be flexible and incremental to manage diversity of trains and infrastructure fitment

− must consider interoperability by clear definition of operation stakeholders responsibilities

Automatic Train OperationThe mandatory improvement

For ETCS application

Thank you

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