Signalling& Control Metro Amsterdam Overview · Signalling& Control Metro Amsterdam Overview April 4 th, 2013 Ruud van Leijsen/ Ronald Doeleman 1 of 66. Contents SCMA Project -Overview

Signalling & Control Metro Amsterdam

OverviewApril 4th, 2013

Ruud van Leijsen / Ronald Doeleman

1 of 66

Contents

SCMA Project - Overview 4 .. 9

SCMA project – Migration strategy 11 .. 33

SCMA project – A day in the life of a train 35 .. 63

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Contents




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Project Scope SCMA

Opdrachtgever: Gemeente Amsterdam, Dienst Metro

Scope:

� resignaling van het bestaande netwerk

� signaling van nieuwe Noord/Zuidlijn

� nieuw bediensysteem voor hele netwerk

� breedband verbinding tussen wal en voertuig

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Top eisen

� Geen verstoring van de normale bedrijfsvoering

� 32 treinen / uur / richting

� 80 sec opvolgtijd

� Automatisch bedrijf (GoA 2) en

� Voorbereid voor bestuurderloos rijden (GoA 4)

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Planning

• 05-04-2012 Contract getekend

• 01-10-2014 Functionaliteit aangetoond op test track

• 01-04-2015 start exploitatie op pilotlijnATS in service voor hele netwerk

• 01-07-2016 start testbedrijf op Noord/Zuidlijn

• 01-04-2017 start exploitatie op hele netwerk

Film URBALIS

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Setting Train in Motion

GoA levels

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Grade of Automation

Type of train

operation

Stopping Train

Door Closure

Operation in event of Disruption


GoA levels

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Grade of Automation

GoA 1

Type of train

operation

ATP with Driver

Driver

Stopping Train

Driver

Door Closure

Driver


Driver


GoA levels

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Grade of Automation

GoA 1

GoA 2

Type of train

operation

ATP with Driver

ATP and ATO with Driver

Driver

Automatic

Stopping Train

Driver

Automatic

Door Closure

Driver

Driver


Driver

Driver


GoA levels

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Grade of Automation

GoA 1

GoA 2

GoA 3

Type of train

operation

ATP with Driver


Driverless

Driver

Automatic

Automatic

Stopping Train

Driver

Automatic

Automatic

Door Closure

Driver

Driver

Train Attendant


Driver

Driver

Train Attendant


GoA levels

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Grade of Automation

GoA 1

GoA 2

GoA 3

GoA 4

Type of train

operation

ATP with Driver


Driverless

UTO

Driver

Automatic

Automatic

Automatic

Stopping Train

Driver

Automatic

Automatic

Automatic

Door Closure

Driver

Driver

Train Attendant

Automatic


Driver

Driver

Train Attendant

Automatic

Treinen (1)

M5/M6 23+5

• GoA 4 voorbereid

• GoA 2

• GoA 1

S3/M4 3+34

• GoA 2

• GoA 1

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Treinen (2)

S1/S2 12+13

• GoA 1

M2/M3

• Worden niet omgebouwd

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Contents




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Project Phasing

• 1 Test track existing network

• 2 Pilot line

• Connection of new line (Zuid)

• 3 NZL New line roll-out

• 4 Roll-out rest of network

• Full network operational

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Start situation

• T0 = 05-04-2012

• Remarks

− LWP not in scope− Amstelveenlijn only to be

connected to new ATS, no CBTC

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Start situation

• T0 = 05-04-2012

• Remarks



• OMA

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Start situation

• T0 = 05-04-2012

• Remarks



• Zuid

• OMA

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Legenda

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Phase 1 Installing ATS

• Installing ATS 1 (ATS2 will be installed later)

• Testing interfaces to existing network

• Shadow running on non-CBTC

• Remarks


connected to new ATS

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Phase 1 Installing Test track

• 2 prototypes per train type

• Remarks

− Track activities during night− ATS 1 used for testing by night and in

shadow by day (non CBCT area)− Installing M5 in RS contract− Installing other trains in workshop

rented by Alstom− No M2 required− Need 2 trains of each type to

demonstrate coupling− NRD = Non regression demonstration

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Phase 1 Testing on Test track

• CM1 T0+30 (01-10-2014)

− Demonstrated all functions,including GoA 4

• Remarks

− ATS 1 operational during night (test track not in commercial service). ATS connected to Alstom IXL by night and VPI/B-relay by day (shadow, non-CBTC area)

− Testing with 2 M4 trains and 2 M5 trains (GoA 4)

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Phase 2 Installation on Pilot line

• Installing rest of track B

• Remarks

− All done during night− During day VLSM and existing

system still active.− ATS 1 in Shadow (non-CBCT)

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Phase 2 Proefbedrijf on Pilot line

• Testing under operational conditions during night

• Installing ATS 2

• Remarks

− All done during night− During day VLSM and existing

system still active− ATS 1 in Shadow− Exact number of trains needed not

defined yet− ZUB transition @ ASW

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Phase 2 Pilot Line (until ASW) operational

• CM2 (CM2A) T0+36 (01-04-2015)− Start of exploitation on pilot line in CBTC

(including ASW, excluding yard)− Track C1 installed − ZUB – CBTC transition at ASW

• Remarks

− Fall back to VLSM still possible− Zuid phase 4/5 layout− No connection yet with NZL− Trains with ZUB only can no longer enter

the pilot line− ATS 1 is interfaced with Alstom IXL on pilot

line and existing VPI/B-relay on rest of network

− ATS 2 used for tests during night

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Phase 2 Pilot Line (until ASW) operational

• CM2 (CM2A) T0+36 (01-04-2015)− Start of exploitation on pilot line in CBTC

(including ASW, excluding yard)− Track C1 installed − ZUB – CBTC transition at ASW

• Remarks

− Fall back to VLSM still possible− Zuid phase 4/5 layout− No connection yet with NZL− Trains with ZUB only can no longer enter

the pilot line− ATS 1 is interfaced with Alstom IXL on pilot

line and existing VPI/B-relay on rest of network

− ATS 2 used for tests during night

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To be able to run exploitation GVB needs 14 trains,

where a train can be 3x M4 or 1x M5

Installation Zuid WTC station (VPI)

• ZUB – CBTC transition at ASW

• Summer 2015

• 7 weeks interruption of commercial traffic

• MANDATORY. IF MILESTONE NOT

REACHED NEED TO WAIT 1 YEAR

• Remarks

− Creation of connection between new line and existing network

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Phase 3 NZL - Installing test track

• Installing test track

• Remarks

− Coordination agreement with VIA -civil constructor (in term of time slot for access to the track )

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Phase 3 NZL - Testing

• Testing on test track

• Installing rest of NZL

• Remarks

− Coordination agreement with VIA -civil constructor (in term of time slot for access to the track)

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Phase 3 NZL

• CM3 01-01-2016

• Start of proefbedrijf on NZL

• Remarks

− Period of 6 months reserved for system integration and testing by customer

− This test period will be done during the day

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Phase 4a Installation ASW - GN

• Installing track C

• Remarks

− Installation done during night− Testing with back-up ATS− Installation ASW-GN, MDW-CS and

MDW-GPP will be in parallel with the phase NZL

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Phase 4b Installation MDW - CS

• Installing track D

• Remarks

− Installation done during night− Testing with back-up ATS− Will be simultaneous with the phase

NZL

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Phase 4c Installation MDW - GPP

• Installing track E

• Remarks

− Installation done during night− Testing with back-up ATS− Will be simultaneous with the phase

NZL

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Phase 5 Full network under CBTC

• CM4T0+60 (01-04-2017)

− Full network in exploitation under CBTC

− All trains equipped with CBTC

• Remarks

− System acceptance after 1 month of proven working

− Removal of old systems − ATS 2 training system

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Migration - Some examples - Vehicles

Before

migration

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Migration - Some examples - Vehicles

Before

migration

After

migration

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Migration - Some examples (Day / Night Switch)

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Migration - Some examples (Day / Night Switch)

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• Day / Night Switch

Migration - Some examples

407

SMIO

SMIO

SMIONS1 W

New Q/NS1 frame

407

407

1

1bis

SmartIO

D/N Frame

CO24

During migration

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407

SMIO

SMIO

SMIONS1 W

New Q/NS1 frame

407

407

1

1bis

SmartIO

D/N Frame

CO24

During migration

SMIO

SMIO

SMIONS1 W

New Q/NS1

FrameSmartIO

1

After migration

33 of 66



407

SMIO

SMIO

SMIONS1 W

New Q/NS1 frame

407

407

1

1bis

SmartIO

D/N Frame

CO24

During migration

SMIO

SMIO

SMIONS1 W

New Q/NS1

FrameSmartIO

1

After migration

33 of 66



407

SMIO

SMIO

SMIONS1 W

New Q/NS1 frame

407

407

1

1bis

SmartIO

D/N Frame

CO24

During migration

SMIO

SMIO

SMIONS1 W

New Q/NS1

FrameSmartIO

1

After migration

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Contents




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THE “NORMAL LIFE OF A TRAIN”

Stabling Area Station 1 Station N

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Power-on

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Waking up

Power-on

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Waking up

Obtaining CBTC

driving mode

Arriving

@ station

Power-on

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Waking up

Obtaining CBTC

driving mode

Arriving

@ station

Departure from

station

Power-on

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Waking up

Obtaining CBTC

driving mode

Running

interstation

Arriving

@ station

Departure from

station

Power-on

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Waking up

Obtaining CBTC

driving mode

Running

interstation

Arriving

@ station

Departure from

station

Power-on

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Arriving

@ station



Waking up

Obtaining CBTC

driving mode

Running

interstation

Arriving

@ station

Departure from

stationTrain turnback

Power-on

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Arriving

@ station



Waking up

Obtaining CBTC

driving mode

Running

interstation

Arriving

@ station

Departure from


Departure from

station

Power-on

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Arriving

@ station



Waking up

Obtaining CBTC

driving mode

Running

interstation

Arriving

@ station

Departure from


Running

interstation

Departure from

station

Power-on

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Arriving

@ station



Waking up

Obtaining CBTC

driving mode

Running

interstation

Arriving

@ station

Departure from


Running

interstation

Departure from

station

Power-on

Arriving

@ terminal station

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Arriving

@ station



Waking up

Obtaining CBTC

driving mode

Running

interstation

Arriving

@ station

Departure from


Running

interstation

Departure from

station

Power-on

Taking out of

commercial service

Arriving

@ terminal station

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Arriving

@ station



Waking up

Obtaining CBTC

driving mode

Running

interstation

Arriving

@ station

Departure from


SleepingRunning

interstation

Departure from

station

Power-on

Taking out of

commercial service

Arriving

@ terminal station

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Arriving

@ station



Waking up

Obtaining CBTC

driving mode

Running

interstation

Arriving

@ station

Departure from


SleepingRunning

interstation

Departure from

stationPower off

Power-on

Taking out of

commercial service

Arriving

@ terminal station

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Arriving

@ station

TRAIN DRIVING MODES

• Restricted Manual Reverse (RMR)

• Restricted Manual Forward (RMF)

• Protected Manual Forward (PMF) : GoA level 1

• Automatic Mode Forward (AMF) : GoA level 2

• Automatic Turnback without driver (ATB) : GoA level 2

• Driverless Mode Forward (DMF) : GoA level 4

Train Type

ModeM5 S1/S2 S3/M4

RMR X X X

RMF X X X

PMF X X X

AMF X X

ATB X

DMF X

In blue : CBTC modes

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DRIVING MODE : DMF (DEMONSTRATION)

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DRIVING MODE : DMF (DEMONSTRATION [SIMPLIFIED])

STD VLN JLS

ZCIXL

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STD VLN

• Move train in RM, get localized,

put train to sleep whilst retaining localization

JLS

ZCIXL

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STD VLN



JLS

• Wake-up train self-test, move in UTO (after receiving ITAMA) to station STD

• Stop in UTO @ STD

ZCIXL

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STD VLN



JLS



• Continue in UTO (after receiving ITAMA) and stop @ VLN

ZCIXL

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STD VLN



JLS




• “Kort keren” @ JLS

ZCIXL

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STD VLN



JLS





ZCIXL

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STD VLN



JLS





• Stop @ STD and sleep (afterwards move in RM)

ZCIXL

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OPENING THE LINE

Verify that line can be operated:- No work or maintenance trains,

- Acceptable conditions to operate the line,

- Check alarms/events/availability of CBTC systems

- Check/set again the TSR settings on the line

- Check track blocking according to maintenance

schedule

Send opening train in ATO mode to explore

relevant part of network at limited speed

(optional)

Select regulation mode & timetable

Select type of route setting mode (ARS, Fleet)

HMI

Off-lineOn-line

Online timetable

Loading

On-line timetable

adjustments & minor

updates

Track zone protected

TSR set on other track

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POWER ON A TRAIN IN NON-DMF MODE

• If train not powered on:

• Power on each cabin of the train unit by

driver, which implies:

• Power-on of 2 CCs for M5 and S3/M4

trains units (within 10 minutes)

• Power on of one CC for S1/S2 trains

• If the train is a S3/M4 or S1/S2 consist all

cabins of the consist must be powered on

• Tests are performed by CCs:

• Auto tests (SW and HW built in tests)

• If train powered on : availability of the system

displayed on DMI

Power on the entire train formation

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WAKING UP A TRAIN IN NON-DMF MODE

HMI show driver interface

• In non DMF mode, the driver:

• Activates the cabin

• Selects an available driving mode (RMF,

PMF or AMF)

• Tests are performed by CC:

• Hw interface tests (HMI, EB)

• If localisation is memorised (PMF and AMF are

available), the driver:

• Waits for departure order from ATS

(displayed on HMI) based on regulation

• Runs the train in PMF or AMF driving

mode a few meters to confirm localisation

• Can proceed normally at first station after

the yard

Localisation confirmation beacons

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OBTAIN CBTC PMF OR AMF DRIVING MODE (DEGRADED MODE)

The procedure is the following:• Verify with TCC that route is set (no signals) and

check time for departure

• Mode selector on RMF

• Drive train in RMF (25 kph max)

• Train localizes. Communication with ZC starts

• As soon as the train approaches the end of an

SDD

• Discrimination process is performed

• PMF and AMF become available

• Available CBTC modes are presented on driver

HMI

• Driver can switch to PMF or AMF while running

Localisation after reading 2 beacons

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RECOVERING PMF MODE AT YARD EXIT

Train exits the yard in RMF mode

with head and tail NIAP

1

2

3

4

Platform SSP

Platform SSP

Platform SSP

As soon as the head NIAP becomes shorter

than the shortest train it is erased and

PMF mode is available but tail NIAP remains

Driver targets the station stopping point in PMF

Platform SSP

Train stopped at station : tail NIAP erased because

shorter than shortest train and adjacent block clear

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TRAIN ARRIVAL IN STATION (PMF) : DOCKING AND DOOR OPENING

• Driver targets station stopping point according

to train type and mission

• Station CCTV cameras images are displayed in

TCC

• Driver brakes train to standstill at platform

• If correctly docked, icon is displayed

• Door opening authorization granted by ATP

• Driver opens doors

• Dwell time count down starts

Platform SSP

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TRAIN ARRIVAL IN STATION (PMF) : DOCKING UNSUCCESSFUL

• Docking icon not displayed:

• In case of under-shoot : driver can creep in

PMF mode to the SSP

• In case of overshoot : driver needs to switch to

RMR and reverse at low speed

Platform SSP

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TRAIN ARRIVAL IN STATION (PMF) : DWELL AND DOOR CLOSING

• Dwell time countdown continues

• Door closing reminder displayed to driver a

few seconds before dwell time is elapsed

(parameter)

• Driver requests door closing to rolling stock

• Door closing status displayed to driver

• PSD status will be displayed (provision)

Platform SSP

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TRAIN ARRIVAL IN STATION (PMF) : DEPARTURE

• Door closed : the train is ready to depart

• Driver waits for dwell time to elapse and

display of departure order

• Driver can start traction

• If no movement is performed at dwell time

zero, the countdown continues with yellow

border

Platform SSP

47 of 66

TRAIN ARRIVAL IN STATION (AMF)

• ATO targets station stopping point according

to train type and mission

• ATO brakes train to standstill at platform

• Sequence then identical to the PMF sequence

• Driver has to push start button when

departure order is received

Platform SSP

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TRAIN RUNNING INTERSTATION: ENTERING BCA IN PMF MODE (1/2)

• Train is running at 75 kph under 80 kph

displayed speed limit

• EB triggering speed and non-crossable speed

are higher (managed by the system)

• It approaches an area where speed is limited

to 45

80 kph 45 kph

49 of 66


• As soon as the driver needs to start braking a

braking curve indication is displayed in yellow,

along with a target distance

• The yellow ark is reduced according to the

braking curve profile until it disappears when

the area with new speed restriction is reached

• Driver needs to brake in order to maintain

train speed within yellow ark permanently

• If not : warning is displayed and FSB triggered

until train speed is within safe boundaries

again

80 kph 45 kph

50 of 66

TRAIN RUNNING INTERSTATION: ENTERING BCA IN AMF MODE (1/2)

• Train is running at 75 kph under 80 kph

speed limit

• It approaches an area where speed is

limited to 45

80 kph 45 kph

51 of 66

80


• As soon as the train needs to start braking,

the ATO sends a braking command to the

rolling stock in order to reach the target

speed

• No yellow ark is displayed

• No target distance is displayed

• The maximum speed display changes as

soon as the train reaches the area with the

new speed limit

80 kph 45 kph

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TRAIN RUNNING INTERSTATION: OVER-SPEED IN PMF WITHOUT

EB TRIGGERING SPEED INFRINGEMENT

• Displayed speed limit is at 45 kph

• Driver infringes value (but stays below EB

triggering speed)

• Orange warning displayed + sound

• If no driver reaction : FSB is triggered until

train reaches speed within safe boundaries

45 kph

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TRAIN RUNNING INTERSTATION: OVER-SPEED IN PMF WITH

EB TRIGGERING SPEED INFRINGEMENT


• Driver infringes value (and hits EB

triggering speed)

• FSB cannot be used by system as EB

triggering speed is reached

• Red display + sound

• ATP triggers EB

45 kph

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TRAIN LOSS OF COMMUNICATION

APNIAP

Train 1 in PMF

Train 2 in PMF triggers EB to stop

Train 1 triggers EB to stop

Train 1 : switches to RM and moves

NTAP propagation : expands both directions

NTAP propagation : stops at block boundary and propagates to the rear

Train 2 switches to RM and moves

NTAP propagation : stops at train 2 AP and propagates in adjacent block

Train 2 sweeps NTAP in RM

NTAP propagation : reduced by train 2 AP and propagates in adjacent block

1

2

3

4

5

Train 2 can switch back to PMF

NTAP is cleared : train 2 distance to block < than shortest train and adjacent block cleared by train 1

6

55 of 66

APPROACH LOCKING

CC in PMF or AMF

sees signal clear

CC sees signal

Restrictive and energy control

PP shifts in front of signal

1

2

Approach locking distance


Signal status as managed by the system

(not displayed at trackside)

PP

3a

Approach locking distancePP

CC reports that it can protect the PP

(no over-energy) : ALS timer can be cancelled

3b


PP

CC reports that it cannot protect the PP

(over-energy) : ALS timer has to be maintained

56 of 66

TRAIN REGULATION IN INTERSTATION: PMF MODE


• ATS requests energy saving because of non-

peak hour according to time table or

applicable headway

• ATS sends an arrival time at next station

accordingly

• System displays an average regulation speed

(46 kph in this example) which is (always)

below the safe speed

• Driver needs to slow down the train to match

the requested regulation speed

80 kph

57 of 66

TRAIN REGULATION IN INTERSTATION: AMF MODE


• ATS requests energy saving because of non-

peak hour according to time table or

applicable headway

• ATS sends an arrival time at next station

accordingly

• ATO monitors the train speed in order to meet

the arrival time precisely and respect

passenger comfort

80 kph

58 of 66

LONG TURN BACK (1/2) : PMF OR AMF MODE

• Train arrives at terminal station and performs

its normal dwell operation

• Departure is indicated to driver by departure

order according to time-table

• As soon as the train approaches the turn-back

area a specific icon is displayed to the driver

Station

59 of 66

LONG TURN BACK (2/2) : PMF OR AMF MODE

• Train arrives at change of end area and stops at

predefined stopping point (by driver or ATO)

• Once train is at standstill it declares NTM and IXL

can set the route in the opposite direction (after

safety timer is elapsed)

• Traffic direction is changed in the change of end

area (under the train) and in front of the train

(according to route setting)

• Train cannot move in the previous direction

anymore

• Driver deactivates the front cabin (cabin key off,

mode selector off) and goes to the rear cabin

• Driver activates the rear cabin (cabin key on) which

now becomes the front cabin

• Driver selects the appropriate driving mode (PMF or

AMF) and waits for departure order

Station

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SHORT TURN BACK (1/2) : PMF OR AMF MODE

• At approach of terminal station driver is informed by

change of end icon that a turn-back is going to take place

• Train arrives at terminal station and docks in PMF or AMF

mode

• Once train is at standstill it declares NTM and IXL can set

the route in opposite direction (after safety timer is elapsed)

• Traffic direction is changed in the change of end area

(under the train) and in front of the train (according to

route setting)

• Train cannot move in previous direction anymore

• Driver can open the doors from the front cab

• Driver deactivates the front cabin (cabin key off, mode

selector on off) and goes to the rear cabin

• Driver activates the rear cabin (cabin key on) which now

becomes the front cabin

• Dwell operations continue from the new front cab

(including door closing)

• Departure is indicated to driver by departure order

according to time-table

Station

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SHORT TURN BACK (2/2) : PMF OR AMF MODE

• Dwell operations continue from the new front cab

(including door closing)

• Departure is indicated to driver by departure order

according to time-table

Station

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SLEEPING A TRAIN

As soon as the train arrives at its stabling point:• Driver deactivates the front cabin (cabin key off,

mode selector off)

• If power off requested, the driver powers off the

train and leaves

• If power off not requested an auto reset will be

triggered by the system during the night:

• Configurable sequence, based on timer:

• Train @ standstill in stabling area

• When timer elapsed, reset CC � all auto

tests will be performed

Stabling position

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Interfaces

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Interfaces

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Interfaces

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Interfaces

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www.alstom.com

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Signalling& Control Metro Amsterdam Overview · Signalling& Control Metro Amsterdam Overview April 4 th, 2013 Ruud van Leijsen/ Ronald Doeleman 1 of 66. Contents SCMA Project -Overview

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