Invensys and the Invensys logo are trade marks of Invensys plc 17 October, 2015 Invensys proprietary & confidential Slide 1.

Invensys and the Invensys logo are trade marks of Invensys plc22 April 2023

Invensys proprietary & confidentialSlide 1

© 2009 Invensys. All Rights Reserved.The names, logos, and taglines identifying the products and services of Invensys are proprietary marks of Invensys or its subsidiaries. All third party trademarks and service marks are the proprietary marks of their respective owners.

© Invensys 22 April 2023Invensys proprietary & confidential2

The future of Railway Operations - The importance of Operational Control Centres (OCC)

Luis González CepedaInvensys Rail Dimetronic3 March, 2011

© Invensys 22 April 2023Invensys proprietary & confidential3

Index

1. Traditional approach to designing railway control systems

2. Reasons for higher levels of railway automation

3. Benefits of an Integrated systems engineering approach

4. Some examples – Madrid, Hong Kong, Porto, Vancouver

5. Implications of these ideas for the purchaser

6. Summary

© Invensys 22 April 2023Invensys proprietary & confidential4

1. The Traditional Approach to Designing Railway Control Systems

• Early railway engineering led by invention of

new devices

• Developments driven by technology

• Railways were the “high-tech” field of the age

• Railways were “engineering led”

This useful looking device is an early version of an ERTMS beacon.

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1. The Traditional Approach to Designing Railway Control Systems

• Railways grew and organisations developed

• Engineering Departments became specialised

• Each Engineering Department had specialist experts

• Equipment became more specialised and staffed by experts in their own fields

General Manager

Operating Dept. Chief Engineers Dept Admin Dept

Rolling Stock Engineer Civil Engineer Signal Engineer

Traditional departmentalised structure

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1. The Traditional Approach to Designing Railway Control Systems - Problems

• Traditional specialist disciplines do not align with overall functionality requirements

• Traditional architecture requires interface control between disparate systems

• Traditional architecture imposes constraints on total system response

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2. Reasons for Higher Levels of Automation

• Increased levels of safety - particularly during emergencies and failures

• Diagnose and Maintenance improvement

• Cost saving… and prestige

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2. Reasons for Higher Levels of Automation – increased Safety

DURING NORMAL OPERATION

• Observing the Guideway - automatic obstacle detection and intrusion detection.

• Passenger Transfer - passenger door control and platform edge detection.

• Train status managementPlatform screen doors are one method of

enhancing safety.

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2. Reasons for Higher Levels of Automation – increased Safety

DURING EMERGENCIES AND FAILURES

• Detection and Management of Hazardous Situations

• Train diagnostics

• Fire and smoke detection and management

• Emergency Handling – terrorism, earthquake (including automated evacuation announcements)Understanding the incident enables

accurate and appropriate action.

• Self-diagnose of hardware and communications status

• Registration and reconstruction (“replay”) of all sequences of all events

• Remote implementation of

- software upgrades

- tests

- changes in layout

2. Reasons for Higher Levels of Automation – increased Safety

• Position of trains and service reorganisation (ATS)

• Tunnel ventilation fans (EMS)

• Isolation of traction power (Power SCADA)

• Closure of stations (BMS)

• Public Announcements (PA)

• Situation Monitoring (CCTV)

Specialist Disciplines do not align with overall functionality requirements – f.i., response to tunnel fire:

In an integrated system these functions can be heavily automated to avoid

overloading control room staff

2. Reasons… - Cost improvement and prestige

2. Reasons…- Cost improvement and prestige

Supervisor Post

Local Control Panel

Interlocking

Traffic Operator Power Operator

Radio GSM-R

Train’s antennae

On-board ATC

BRAKESTRACTIONDRIVER’S HMI

JTCs, pumping,…EMS

Radio GSM-R

Operational Control Centre OCCPassenger stations

Maintenance Centre

Depots and yardsTrains

Track

Traction subestations

FIBER OPTIC (DOUBLE WAN)

CATENARY CIRCUIT BREAKER - SCADA

Ticketing,ventilation…BMS

Integrated System

LCP

Signals Interlocking

Point machines

3. Benefits of Integrated System Approach

• Use of one integrated control system simplifies complex interfaces

• It ensures a co-ordinated response to emergency situations

• It ensures that all relevant information is available in one location – the OCC

• Reduced Initial Investment

• Accommodates Business Expansion

Integrated systems provide the management of information from corporate HQ to stations.

• Increased Operational Efficiency

• Reduced Operator Error

• Increased Multi-skilling of Operators and Maintenance Staff

• Efficient incident management

• Reduced Time-to-Clear an Incident

• Simplified Operator Work Environment

• Reduced maintenance costs

A common “look & feel” operator interface for all sub-systems can provide many benefits.

3. Benefits of Integrated System Approach

4. Metro de Madrid – Alto del Arenal OCC

Centralised Traffic Centralised Traffic Control Control -- CTCCTC

Passenger Information Passenger Information System System -- PISPIS

Power Power -- CPCCPC

Station Station infrastructure infrastructure managementmanagement

CCTVCCTV

Registers and StatistcsRegisters and Statistcs

Room CoordinatorRoom Coordinator

Centralised Traffic Centralised Traffic Control Control -- CTCCTC

Passenger Information Passenger Information System System -- PISPIS

Power Power -- CPCCPC

Station Station infrastructure infrastructure managementmanagement

CCTVCCTV

Registers and StatistcsRegisters and Statistcs

Room CoordinatorRoom Coordinator

Local legal regulations may avoid operators integration

4. Kowloon Canton Railway Corporation

• 1 Million passengers per day

• Track length: 53km

• A train every 2.5 minutes

The first completely integrated control solution in the world…

Integration has allowed KCRC to operate East Rail with 3-5 operators.

4. Porto commuter network, Portugal

• Porto urban & northern lines

• 20 operational posts

• Track length: 460 km

• Commissioned in 2008

4. Canada Line Project in Vancouver

• Greenfield project

• 16 stations

• SIL2 required for underground stations

• Unmanned operation

• Completed for 2010 Winter Olympics

Total system integration was the requirement for this greenfield project.

5. Implications for the System Purchaser

• Higher levels of automation benefit from a careful definition of the required functionality for the control system

• The functionality needs to consider both normal and emergency operation

• The definition of functionality should be considered independently of the traditional engineering disciplines

• There are diagnostic & maintenance advantages in using an integrated control system which controls all relevant system elements.

• Need to take into account legal regulations – external consultants with integrating experience might be helpful

6. Summary

• The traditional approach of separate engineering disciplines being designed by their own experts has been successful for traditional railways.

• Railways with higher levels of automation need to exploit that automation to derive Safety and Maintenance improvements.

• Using traditional methods of design for these non-traditional railways is very likely to result in sub-optimum systems.

• Using an integrated control system approach, covering all the traditional disciplines, will deliver a system with superior performance at a lower cost.

Many thanks for your kind attention.

Tesekkürler.

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