Trevor Moore ARTC Signals Standards Engineer ASPECT, London 2012

Transcription

1 Trevor Moore ARTC Signals Standards Engineer ASPECT, London 2012

2 Safety and Railways The opening of the Manchester to Liverpool Railway in 1830 was marred by the untimely death of William Huskisson. Since this time SAFETY has been a primary priority for Railways. This Safety is achieved in a number of functions. Trevor Moore ASPECT London

3 Signalling and Safety The Signalling System has a primary function for the safe operations of railways. This is achieved by: Maintaining a safe distance between trains on the same track Safeguarding the movement of trains over points Maintaining a valid signalledroute for a train movement Maintaining the safety of personnel and equipment on or near track Trevor Moore ASPECT London

4 Competing Requirements There are competing requirements in the design of signalling: Maintaining safe separation of trains Having as many trains as possible as close together as possible Operating the trains at the fastest speed possible Managing different types of trains Managing different network performance Trevor Moore ASPECT London

5 Signalling Systems There are a variety of signalling systems available to meet operations requirements: Automatic signalling with track circuits or other train detection Controlled signalling with track circuits (CTC) Bi-Directional Signalling with track circuits Token Working Train Authority Working All of these can be readily interfaced to each other. Trevor Moore ASPECT London

6 Introducing New Technology Designers and stakeholders must address: Safety requirements Functional performance Equipment Type Approval Systems Maintainability Stakeholder acceptance User training Trevor Moore ASPECT London

7 Stakeholder Agreement Stakeholders and Users must be part of the journey in the requirements for the new system and the development and design. This may involve requirements analysis, Hazard identification, Functional requirements, Performance of system (trains and capacity) User interfaces. This needs to be documented and agreed to give appropriate transparency to all. Trevor Moore ASPECT London

8 Communications Based Signalling Step change from trackside signalling Much of existing infrastructure made redundant Minimum fit out of all or majority of trains Benefits not uniform for network or train types Safety requirements are enhanced Business case different from other signalling systems Trevor Moore ASPECT London

9 Drivers for Technology change For ARTC no Regulatory requirement for CBS No government requirement or specific funding No enhanced safety objective Purely a business case to meet changing train operating requirements significant increase in train traffic Trevor Moore ASPECT London

10 Advanced Train Management System (ATMS) project 2002 Expressions of Interest 2005 Preliminary concept design work 2006 Due Diligence on system 2008 Contract with Lockheed Martin to develop and test system 2012 Proof of Concept system completed and tested Trevor Moore ASPECT London

11 ATMS Functional Performance Train speeds up to 160 kph Intermodal trains of 5000T and 115 kph Bulk mineral trains of 10,000T at 60 kph Uses 3G communications system from national telecommunications carrier Train headways from 5 minutes to hours Variable length of virtual blocks Minimal trackside equipment Bi-directional running on double track Fleeting of trains on single line sections Trevor Moore ASPECT London

12 ATMS System Overview Trevor Moore ASPECT London

13 ATMS In Cab Display Trevor Moore ASPECT London

14 ATMS In Cab Display Trevor Moore ASPECT London

15 ARTC Network Configuration Stretches from Brisbane in Queensland south to Melbourne in Victoria and west to Kalgoorliein Western Australia Trevor Moore ASPECT London

16 ARTC Network Configuration Stretches from Brisbane in Queensland south to Melbourne in Victoria and west to Kalgoorliein Western Australia Trevor Moore ASPECT London

17 ARTC Network Configuration Single Line CTC with crossing loops Single line Train Order Working with crossing loops Double, triple and quadruple track with bi-directional working Trans Australia Railway 1780 km with 63 crossing loops Hunter Valley heavy haul with 34 coal mines and over 200 mtpaover 370 km Trevor Moore ASPECT London

18 Implementing ATMS in Hunter Valley Current track and signalling can deliver 208 mtpato the port Additional capacity of 120 mtparequired within 4 years Mixed traffic including passenger and intermodal Very Challenging to deliver this with conventional signalling and requires significant capital ATMS capital outlay is 40% less and provides a platform for further capacity improvement Trevor Moore ASPECT London

19 ATMS Delivers Capacity Benefits These capacity increases are achieved by: Designing the virtual blocks to match the required capacity and headway at each part of the network These can be adjusted for future increases Virtual blocks are inclusive of braking distance for each type of train Brake enforcement leads to minimal overlaps and do not impact on headway Train performance and system performance based on individual train types and not lowest common denominator ECP equipped train advantages in running times Trevor Moore ASPECT London

20 ATMS Delivers Capacity Benefits ECP equipped trains can operate at higher speeds Bi-directional working implemented for no additional trackside signalling equipment Fleeting of train in single line sections Simultaneous entry of trains at crossing loops Updates to train authorities when in section Safety enforcement of train authorities reduces SPADs Less wear and tear on trains Trevor Moore ASPECT London

21 Hunter Valley Coal Supply Chain Coal Supply chain includes: Coal mines Coal loaders Train fleets of rail operators (locomotives & wagons) Rail network (track and signalling) Port arrival roads and coal dumping stations Coal storage including stackers and reclaimers Shipping berths ATMS delivers flexibility to balance the above items Trevor Moore ASPECT London

22 Conventional Signalling To meet the Hunter Valley requirements would require: Enhancements to track configuration Addition of third road on rising grades High speed turnouts Closer signal spacing in many areas Shorter breaks for network maintenance Trevor Moore ASPECT London

23 ATMS Implementation Issues Fit out of locomotives Unit trains for coal need to be rosteredout of service, these are dedicated to the Hunter Valley Intermodal trains operate across all of Australia and difficult to roster to workshops Training of drivers Some dedicated to Hunter Valley others operate over wider part of the network Significant logistical exercise to manage training Trevor Moore ASPECT London

24 Hunter Valley Network Trevor Moore ASPECT London

25 Hunter Valley Network Trevor Moore ASPECT London

26 Trans Australia Railway Trevor Moore ASPECT London

27 63 crossing loops 1730 km of track Trans Australia Railway Much of the network is not populated or easily accessible Manual train orders by train radio Growth in intermodal traffic New minerals traffic 60% increase in number of trains over next 5 years Trevor Moore ASPECT London

28 Trans Australia Railway ATMS delivers functional advantages: Fleeting of trains through single line sections as position of train travelling through the section is known Enforcement of braking in following trains Simultaneous entry of trains at crossing loops Capacity without additional crossing loops No additional signalling infrastructure in remote areas Trevor Moore ASPECT London

29 Trans Australia Railway ATMS Implementation issues include: Access to locomotives for fitoutwhen they travel across Australia and back Wide range of locomotives to be fitted Old locomotives and latest generation locomotives to be fitted Rosteringof training of drivers who are on the train for 3 days Capital investment upfront before benefits achieved Trevor Moore ASPECT London

30 Conclusion ARTC has specific operational needs in the Hunter Valley and the Trans Australia Railway which are not readily addressed using conventional signalling systems These are due to significant increases in traffic in the next 5 years and onwards ATMS provides a solution to meet these needs with flexibility for future traffic increases There are significant implementation issues for new technology on congested networks Trevor Moore ASPECT London