Next Generation Digital Railway Technology for Improving ... · •Describe our experience in building a next generation digital railway •Explain the system-wide basis for our safety
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Next Generation Digital Railway Technology for Improving Safety and Productivity
Derel Wust
Managing Director
4Tel Pty Ltd
Who am I?
• Founder and Owner of 4Tel Pty Ltd
• A professional Electronics Engineer; BE (Hons)
• A retired Air Force officer of Wing Commander rank
• A previous executive of Telstra (Defence business unit)
• A previous executive of Optus (satellite business unit)
• I have assembled a team of very skilled military Command, Control &
Communications engineers to build military-grade networks for rail
• Blended with IRSE Railway Signalling expertise to build safe systems
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Aim
• Introduce 4Tel
• Describe our experience in building a next generation digital railway
• Explain the system-wide basis for our safety work
• Explain our methods and work to improve safety, reliability, efficiency and
productivity
• Explain our development plans over the coming years
• Promote our expertise at safety, innovation and challenging high-cost structures
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DIGITAL RAILWAY CASE STUDY: NSW Country Regional Rail Network
How a Digital Railway was built for the NSW Country Regional Rail Network
The NSW CRN
Open-Access Rail Regime
New South Wales – Country Regional NetworkAustralia – 25m pop. for large country.
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John Holland Rail (JHR) operate and maintain since 16 Jan 2012
Case Study: NSW CRN
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3,400 km
Non-operational lines
2,400 km
Operational lines
27,000 hectares of land and
infrastructure
600 Rail bridges
20+ Rail Operators
www.jhrcrn.com.au
2250 kmTrain Order Working
150 kmRail Vehicle Detection
Train Control Technology– 4Tel won the 12 month Design & Construct Role
for the Network Management Centre (NMC)
– 4Tel now has the 10 year Operate & Maintenance role
– Supports all NMC systems
o Signalling and Train Order
o Voice and Datacommunications
o Business and support systems
– Has Engineering Authority
Case Study: NSW CRN
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• SIL-2 (safety certified network wide centralized CBTC system)
• More capacity than CTC, with less infrastructure by using virtual blocks
• Optimized for any single track line with crossing loops (but multiple track coming)
• Mixed traffic Voice and Electronic Operations
• Electronic graphs & reports
• Electronic Permit-to-Work in CBTC system
• Uses any communications network
The CRN uses a Modern Virtual-block CBTC System
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Electronic (Movement) Authorities (EAs) & Track Occupancy Authorities (TOAs)
• Allowed EAs to be implemented on CRN without new locomotive equipment
• EAs & TOA software deployed into radios over-the-air by remote up-load
• An open-systems interface allows smart devices to be used in locomotive or by track staff
• Safety & efficiency improvements
• Less trackside infrastructure than CTC: lowers field maintenance OPEX
• Dynamic displays in cab and for track workers
• Voice (1 to 5 min) replaced by data communications (15 sec)
• EAs have better efficiency than CTC for single line crossing loop
• Alarms Displayed on User Devices
The NSW CRN uses Digital Authorities
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• Use public communication networks, for voice
and data
– UHF-FM for human-to-human
– 3/4G Broadband Data for computer-to-computer
– Iridium Satellite for ‘thin red line’
• Capability increases each time a Carrier upgrades
to a next generation system
• Minimises railway field infrastructure
• Minimises railway maintenance
CRN Uses Carrier Services for Train Control
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DIGITAL LIGHT RAIL CASE STUDY: Newcastle Light Rail Network
A new Digital Light Railway is being built for Newcastle, NSW Australia
• 2.7 kilometres in length, running from Newcastle Interchange at Wickham to Pacific Park in Newcastle East, just 200 metres from Newcastle Beach
• Stops will be located at Newcastle Interchange, Honeysuckle (near Hunter Street TAFE), Civic, Crown Street, Market Street and Pacific Park
• High frequency turn-up-and-go services every 7.5 minutes during peak times• Capacity to transport 1,200 people per hour• A new fleet of light rail vehicles with an accessible low-floor design.• The network design allows for considerable expansion in later stages
Newcastle Light Rail Scope-of-Works
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4Tel Role
• Supply and install:
– Control Panels for network control
– Signalling and interfaces to road intersection traffic lights
– Electrical SCADA and other controls
– Communications including radio, optic fibre cable and network routers
– Passenger Information Displays and interfaces to external systems
• This work leverages off 4Tel’s proven real-time control and information management solutions already used extensively in the Australian heavy rail industry
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Interoperability Vs HarmonisationInteroperability using open-systems interfaces is the path to the future
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Interoperability Versus Harmonization
• Harmonization is ‘easiest’:
– The preferred railway systems approach; e.g. PTC
– ‘One way’ lowers deployment risks
– BUT creates monopoly rents and may stifle innovation in new ways of doing things
• Interoperability is harder:
– Is demanding on standards & certification
– BUT allows trade-offs & innovation
– Allows complex networks & proprietary systems to be separated into ‘open-systems’
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Interoperable Data on the CRN
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CRN uses Single-Source-of-the-Truth
Interfaces under formal Configuration Control
4Tel uses “Rail Systems Markup Language” (RSML) for data interoperability
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Interoperability is common in Society
• No defined devices
• No defined operating systems
• No defined radio communications
• BUT:
• Common data networking with TCP/IP
• Common data description with XML
• Common security with SSL/PKC
• Why do railways accept any less than best society standards?
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Big Data allows Layers of Safety
More and more data allows more layers of situational awareness
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CRN: Trains, Vehicles and Staff Tracking • Big data can monitor all
operational position and performance data of all railway corridor users
• The data allows other software processes to improve safety monitoring, train plan monitoring, and track usage billing
• Can be used by deeper processes to initiate on-condition maintenance, e.g. monitor speed & tonnage against track use to develop maintenance models
IPhoneView
Web Browser View
AndroidView
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4Site for Infrastructure Monitoring on CRN
An Internet-of-Things to monitor all infrastructure for operating data and manage alarms
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Choice of Future Systems Track-based CTC with Overlay or Virtual-Block CBTC
Choose Smart Tracks and Dumb Trains, or, Choose Smart Trains and Dumb Track?
PTC-A (now just PTC)PTC-A type signalling uses overlay systems that use non-vital central dispatch, with vital signalling, communications and on-board devices
• Non-vital Control system
• Linked to signalling infrastructure
• Fixed block network capacity
• Vital communication systems
• On-board enforcement
• Vital field systems & In-cab signalling
PTC-B (now VB-CBTC)PTC-B type centralised virtual-block, movement authority systems that use vital central processors, but non-vital communications and real-time position data
• Vital Control/Authority based system
• Not linked to trackside infrastructure
• Dynamic/responsive virtual block capacity
• Non-vital communications
• Uses GPS position data to enforce authority
• Non-vital field systems
PTC (or PTC-A versus PTC-B)
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• Restricted radio spectrum availability
• Poor interoperability to adjacent regional systems
• Poor interoperability between regional commuter, metropolitan rail & transit systems
• Lack of market depth due to few suppliers
• Lack of multi-band radio solutions for different markets
• Difficulty of acquiring new features and functions within the respective standards
Limitations of PTC & ETCS
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• Fixed-block vs. virtual-blocks
• Infrastructure limits flexibility
• Where do you place the safety in the
network design?
– On the network?
– In the train?
– Or, in the control centre?
Rail Network Capacity
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Figure 1. Safety impact provided by systems with different network coverage
• SIL-4 devices form only part of a solution
• SIL-4 accredited systems as the best solution are tied
to legacy thinking and focuses only on infrastructure
performance not network performance as a whole
• Focus should remain on reducing operating risk as a
whole not individual parts of the solution
• Safe train-to-train & train to work-on-track separation
• Route security
Risk Reduction Using Safety Accreditation
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Figure 2. Overall network safety is influenced more by complexity and risks, than a given localised device's SIL rating
Next Generation Train Control
4IR with its Artificial Intelligence (AI) Systems will come to dominate
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Challenges to Rail from Trucks/Buses in the Future• Trucks/Buses know where they are and how they are performing in real-
time:– While rail is still typically Dark Territory lacking even basic real-time operating data
• Trucks/Buses are aiming for autonomous technologies with no driver:– While Rail required to use mandated 2 x Drivers/Engineers in many circumstances
• Trucks/Buses are exploiting the safety offered by modern public infrastructure & systems :– While rail is required to use mandated ‘safety’ infrastructure despite often being
uneconomic
• Trucks/Buses are aiming to improve productivity while minimising costs:– While rail is maximising costs and lowering productivity
• Is rail going to be competitive? Not unless it evolves where it can …………
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4th Industrial Revolution (4IR)• Previous industrial revolutions
liberated humankind from animal power, made mass production possible and brought digital capabilities to billions of people.
• The Fourth Industrial Revolution is, however, fundamentally different. It is characterized by a range of new technologies that are fusing the physical, digital and biological worlds, impacting all disciplines, economies and industries, and even challenging ideas about what it means to be human
• Source: Professor Klaus Schwab, Founder and Executive Chairman of the World Economic Forum
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MACHINE LEARNING AND ARTIFICIAL INTELLIGENCE• Locomotive knows its location and
track by visual referencing to learned infrastructure
• Anticipates and checks any registered infrastructure; here a signal
• For an active device like a signal, then checks its aspect
• Keep most processor power looking for abnormal infrastructure operations; e.g. obstruction or trespassing person
• A never-distracted driver’s assistant
• The technology basis for future autonomous trains
UP DNTRKKM 123.450
SIGNAL #123456
ASPECT GREEN
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Next-Gen Authority Systems using AI• Train receives its ‘Authority”
• Computer moves train as per Authority
• AI computers check operations
• A driverless train does not mean it is autonomous; may just be remote controlled
• 4IR AI Operations are local & much more complex than simply driverless
• Need many more on-board sensors & computers as well
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SUMMARY
Digital Railway Systems will come to dominate
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• A true Digital Railway is based on “Smart Trains; Dumb Track” theory, so that
network safety, efficiency and reliability is maximised
• Will utilise full-featured virtual-block, Communications-Based Train Control:
– Less trackside infrastructure gives improved reliability i.e. in remote Australia
– Less infrastructure reduces field maintenance staff & vehicle needs
• Manage safety network-wide, not just with in-cab signaling
• Outsource most communications & carriage services to minimise CAPEX costs
• Improve worksite protection & situational awareness to all staff
• Improve remote monitoring of network infrastructure
• Improve real-time vehicle & train tracking
• Reduce CAPEX & OPEX requirements
Digital Railways
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Summary
• 4Tel brings Australian expertise in heavy haul, freight, passenger and light rail operations
• Builds Next Generation Digital Railway Systems
• Specialises in remote and regional operations to lower Capital Costs and Operating Costs
• Provides software that improves safety and productivity
• All safety software is Australian Regulator approved
• Please visit Australia and view our work
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QUESTIONS?
Derel WustManaging Director
+61 402 460 349
dwust@4tel.com.au
Newcastle, Australia
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