Presenters. Lino Di Lernia ATMS Program Director (ARTC) Craig Shier ATMS Program Manager (Lockheed Martin) 24/04/2009 2

Transcription

1 24/04/2009 1

2 Presenters Lino Di Lernia ATMS Program Director (ARTC) Craig Shier ATMS Program Manager (Lockheed Martin) 24/04/2009 2

3 Agenda Why ATMS? ATMS Proof of Concept Program overview and status Technical and System Principles 24/04/2009 3

4 Why ATMS? Rail Industry Challenges Replacement of aged and dated infrastructure Increase market share in the movement of freight Doubling of freight task over next decade 24/04/2009 4

5 Why ATMS? ARTC Situation High cost of replacing like for like Need to increase saleable capacity On-going emphasis on safety improvement 24/04/2009 5

6 Why ATMS? The ATMS design: Provides enhanced capacity, reliability and safety of train operations Allows significant reductions in infrastructure and life cycle costs 24/04/2009 6

7 Why ATMS? Specifically ATMS provides: Increased rail capacity by closer train operations More efficient passing of trains Increased safety through authority enforcement and speed limit enforcement Savings for fuel, wheels and brake hardware Reduced operation and maintenance cost for trackside infrastructure 24/04/2009 7

8 ATMS proof of concept program overview & status The Contract Proof of Concept Agreement signed 16 June 2008 with Lockheed Martin 39 Months A$73.2M Price Cap A$90.0M Total Project Lockheed Martin is prime contractor Ansaldo STS is sub contractor (trainborne and wayside infrastructure) Partnering Arrangement 24/04/2009 8

9 ATMS proof of concept program overview & status Program Structure Partnering Board Project Manager Safety Subcommittee Project Management Team Independent Verification & Validation Agent Project Team 24/04/2009 9

10 ATMS proof of concept program overview & status Phase 1 12 Months Phase 2 Phase 3 39 Months 3-6 Years Support Phase Years Phase 1 Due Diligence Phase 1 Due Diligence Network Analysis Communications Analysis SOW-CONOPS, Safety Accreditation Strategy, Roll Out Plans, IRS, Logistic support Business Case /Modelling support Phase 2 Proof of Concept Proof of Concept Stage 1 Stage 2 Phase 2 Proof of Concept Design, Dev, IT(FAT & Field Test) and Final Acceptance Safety Accreditation Commission ATMS on Proof of Concept Territory Phase 3 Roll Out Surveys and Install Plan Initial Locomotive Rollout supporting Commissioning of Phase 2 Territory Phase 3 Roll Out Total program 5- (6)Corridor/XX segment rollout Up to 700+ Locomotives Over 10000KMs of track Phase 4 Logistic Support Supports Phase 2 delivery and phase 3 corridor rollouts Hardware & Software ILS Central Office and Field Maintenance /support after Rollout Phase 4 Logistic Support 24/04/

11 ATMS proof of concept program overview & status The Proof of Concept Task To design, develop and integrate the ATMS, culminating in a demonstration over a portion of track North of Adelaide from Crystal Brook to Port Augusta 24/04/

12 ATMS proof of concept program overview & status The Proof of Concept Territory Stage 1 80km from Coonamia (Port Pirie) to Stirling North Train Order Territory, 3 loops Stage 2 25km from Crystal Brook to Coonamia CTC territory, Double Track, 2 crossovers 24/04/

13 ATMS proof of concept program overview & status Stage 1 Territory Coonamia to Stirling North Stage 2 Territory Crystal Brook to Stirling North Electronic Train Orders Bi-directional Double track Management of equipped and unequipped trains Over-speed Enforcement (including permanent speed restrictions) Coarse end of Authority Enforcement Electronic Block to current boundaries Paperless cab Temporary speed restrictions Track work occupancy Train driver information Metro interfaces Enhanced Electronic Block Control centre back-up Remote Control of Switching 24/04/

14 ATMS proof of concept program overview & status Stakeholder Engagement Over 90 stakeholders Web-site Working groups established 24/04/

15 ATMS proof of concept program overview & status Challenges Stakeholder buy-in Inter-operability Braking curves 24/04/

16 ATMS proof of concept program overview & status Across the Globe Manassas Mitchel Field Niagara Adelaide Melbourne Train Operators 24/04/

17 ATMS proof of concept program overview & status The Last Nine Months The nine months since signing has been focussed on: - Establishing Teams - Stakeholder engagement strategy - Work plans - Functional requirements - System Design - Track data base - Communications survey 24/04/

18 ATMS proof of concept program overview & status Commentary from First Nine Months Partnering working well Tyranny of distance Planning effort significant Project mobilisation large task 24/04/

19 ATMS proof of concept program overview & status The next 12 months: System design Software development Computer simulation testing Physical trials 24/04/

20 ATMS System Principles The Management Principle: ATMS provides tools and information to Network Controllers so they can manage trains in accordance with business priorities and the access level train operators have paid for. The Transparency Principle: ATMS enhances rail operations transparently without introducing artificial limitations to those operations. The Flexibility Principle: ATMS provides flexibility of operation especially in terms of train spacing and capacity that can be adjusted for special situations or future operations through changes to computer databases instead of physical infrastructure. The Situation Awareness Principle: ATMS provides situation awareness to network controllers and train drivers by consolidating and distributing information to enable safe and efficient operation. The So Far As Is Reasonably Practicable (SFAIRP) Principle: ATMS will provide for safe train operation So Far As Is Reasonably Practicable. The Wrongside Failure Principle: The ATMS wrongside failure rate shall be less than The Future Proof Principle: ATMS is designed to be future proof so that it can be maintained, modified and evolved as required to incorporate future technology and support the growing rail transport task. 24/04/

21 ATMS System Architecture Wireless Communications Maintenance Terminal Perform Field Maintenance Update Software Train Control System Authorities Bulletins Pacing Guidance Authority Management Server Tracks Trains Monitors Condition of Field Equipment Computes Authority Limits Transmits Movement Authority & Speed Restrictions to Trains Onboard Equipment Displays Authorities and Speed Restrictions Warns Crew when Approaching Limits Warns of Track Workers performing Authorized Work on Track Enforces Authorities and Restrictions Reports Location to Server 24/04/

22 ATMS System Architecture Location Determination System Continuously provides train position in lieu of track circuits or transponders Uses GPS Uses gyro and accelerometers Uses track database and navigation algorithms Not dependent on any one input Functional in case of longer GPS outages Performance Accuracy Along track position accuracy < 3m Velocity - able to detect at 0.8 kph Safety-critical, vital design Can provide function of ERTMS track balise 24/04/

23 ATMS System Architecture Stratus Authority Management Server 24/04/

24 ATMS System Architecture Trainborne Equipment DIVA 24/04/

25 ATMS System Architecture Minimising Trackside Infrastructure Conventional Rail Network Pole line (wire) Limit of Authorities 2nd 1st Limit of Authority 1st 2nd Limit of Authority Geographically Defined Train Separation Wayside Enclosure Wayside Signal ATMS Rail Network Limit of Authority Limit of Authority Electronically Defined Limit of Authority 24/04/2009 Train Separation 25

26 Applying System Principles The System Principles are applied in the design of ATMS to define the capabilities and characteristics of the system. Most notably, ATMS integrates functions normally separated into distinct train control, signalling and train protection functions. Four functions warrant specific notice. Train control normally provides a non-vital control function for a signalling system with minimal feedback from field elements. ATMS provides more comprehensive and timely information to train control most notably precise train location. Train detection is normally a field function using track circuits. ATMS provides an on-train, multi-sensor location determination system that provides accurate train location, permits removal of track circuits for train detection and removes the capacity constraints of fixed block signalling. Safe separation of trains is normally ensured by field-based interlocking which provides authority via coloured light signals. ATMS centralises the authority function removing the expense of field-based interlocking and creates flexibility to modify how authorities are issued when track infrastructure, operating practices or business needs require. Communications capabilities are traditionally provided by various combinations of proprietary voice radio, microwave links and land lines owned or leased by the network manager with significant capital investments. ATMS is built on the services of an open architecture, high performance digital communications network that provides upgrade paths to the future without further capital investments by the network manager. 24/04/

27 Summary The system principles and characteristics of ATMS are crafted to enable ARTC to meet the fundamental challenges facing the rail industry. The ability to gain market share of the freight transport task is pivotal to ARTC s business success. ARTC aims to do this by improving train service reliability, transit time and yield. The rail network will be stretched beyond its configuration capability to meet future demand unless it is able to break through its current operational paradigm that has essentially existed for the last 100 years. ARTC has closely been following the modern developments in train control technology. ARTC believes the next generation of train management technology is a key enabler in the development of its capability to meet future demand. The Advanced Train Management System is promoted as a means of meeting the challenge presented to ARTC and the Australian Rail Industry. It is a more cost effective and efficient way of creating saleable train paths and reliably operating trains on shorter safe headways, rather than the traditional practices of adding to, modifying or replacing existing systems. 24/04/