URBAN RAIL SIGNALLING FOR THE FUTURE, NOW

T. J. Ludikar
Toronto, Ontario, Canada. tludikar@theiet.org Keywords: urban rail moving block signalling. expansion, which helped form the core of an integrated public transportation network still in use today. Years after the success of the Tyneside Light Rail Transit (LRT), the list of urban rail transportation systems has expanded to include areas like the Dockland Light Railway, the Metro de Madrid, and many more sites globally. As urban rail transit became an integral part of public transportation, the signalling systems used to control and operate the trains had to improve. Originally, most LRT systems originally would obey roadway traffic signals; later as urban rail evolved closer to rapid transit on dedicated guide ways, fixed block signalling became a more common solution.

Abstract
In a world of ever increasing financial, environmental, and infrastructure requirements, urban rail transportation has become an important part of every major metropolis. As cities and suburbs transform into conurbation, roadways and public transportation systems are pressured to carry more people to their required destinations; while the environmental demands require less carbon pollution be produced. The simple answer is to maximize the capability of urban rail transportation, by increasing reliability, safety, and reducing wait times. Rail signalling automation solutions, such as Thales SelTrac Communication Based Train Control (CBTC), allow for trains on dedicated guide ways to be run with optimized headways to meet the requirements of the population. Implementing these systems promote environmentally friendly alternatives without the use of internal combustion engines, while providing a future friendly investment for continued population growth.

3 A Brief History of Signalling

The signalling systems to guide trains safely had to evolve along side the passenger network. In the 1820s, hand and flag signals were introduced to prevent two passenger trains from occupying the same track. As locomotives were able to achieve higher velocities and track layouts became more complex, permanent signals were implemented trackside. The implementation of permanent signals allowed for bidirectional single track with sidings to be installed, reducing the amount of track needed between locations. This reduced the capital cost of the installation, and gave the railway company the ability to focus on operating costs. This signalling system worked well for long distance locomotives transporting the public or freight, but as public transportation became localized new signalling systems had to be created to meet the requirements of the public. As railway systems became integrated with urban rail transportation systems, precise and accurate signalling became a necessity. Implementation of fixed block signalling systems became common with urban rail transit, but as city centers expanded and grew, fixed block systems became dated. In order to accommodate growth, new systems were created and implemented.

1 Introduction
With the dawn of the industrial revolution, it became necessary to fuel development by utilizing a system of cheap transportation primarily for goods and raw materials; this eventually led to an efficient public transportation network. The population of the United Kingdom in 1820, was 21,000 people, today it is around 51 million. The initial systems and networks were developed by entrepreneurs who understood the advantages of mass transportation, in the development of their businesses. Today, with the significant financial and environmental costs of transporting passengers, goods, and materials, governments are looking again at mass transit systems, specifically urban rail transportation systems, for 21st century solutions.

2 History of Urban Rail Transit

Prior to the 1960s, the increased use of the automobile led to the decommissioning of most trolley, tram, and streetcar systems. With aboveground transportation dwindling, legislation in Britain laid the fundamental framework required to allow trolley systems to progress into the urban rail systems used today. Public Transportation Authorities (PTA) were established to oversee the creation, operation, and maintenance of local transportation networks. One of the first modern day urban rail systems was established by the Tyneside PTA in 1973; the original plan was to reinvigorate the existing rail systems with an

4 Fixed Block vs. Moving Block

A fixed block signalling solution allows a single train to occupy a specific block or area on the guide way. As a train moves along the track, it will occupy blocks which prevent another train from entering that area; mechanical or colour light signals provide information to the driver on available blocks and routes. Block lengths are calculated using velocities, grades, stopping areas, operational properties of the train, and location of physical elements such as switches and stations. Once the block lengths have been

calculated, signals are physically placed on the guide way to instruct the driver on scheduling and routing information. A major issue with fixed block signalling revolves around the length of the block. As the velocity of an area increases, the size of the block increases to account for a larger stopping distance; established guide ways with faster velocities will have longer block lengths, which can have adverse effects on the inter-station headway. Conversely, moving block signalling allows for a safety distance to be calculated around the train in real time. Similar to the calculation of fixed block length, the safety distance of a train is calculated using velocities, grades, and the operational properties of the train. This value allows for a buffer to be implemented around the train, which can vary depending on the location of the vehicle and its surrounding elements.

Figure 2.1 - Train Separation Distance Using these calculated values, a train can keep at least a safe distance away from a disturbance or trackside object in real time. In a moving block system, this would allow a train to approach the rear of another stationed train by this calculated distance. It differs from a fixed block solution, which prevents a train from progressing into the next block if it is still occupied by another train. Therefore, the moving block implementation effectively reduces train separation, implying improved performance.

5 Logical Layout of a Guide Way

With the implementation of a moving block signalling system, the physical layout of the guide way has to be laid out in a logical format; the collection of elements to be implemented throughout the track is known as the guide way list. The guide way list acts very similar to a C-Language linked list. Using the guide way positioning system, the train will travel throughout the linked list receiving the commands, from the track side controller, necessary to navigate the guide way. Information usually processed by the driver of the vehicle, can now be handled by the Vehicle On Board Controller (VOBC). The guide way list is designed specifically for every implemented automated railway system. Elements added to the list can represent either physical information, such as grade, or logical information such as the velocity of the area. The guide way list acts as a master key, providing the basic instructions required for the train to move physically throughout the system.

5 Train Separation
One of the key principles in a moving block design is the ability to adjust the distance necessary between operating trains in a real time environment; this involves the ability to calculate a safe distance between trains using physical attributes of the track and train. The Thales SelTrac CBTC solution calculates these safety distances using the area specific velocity, grade, and required brake rate in the worst case-braking scenario. They can then be used to determine a safe and optimal train separation, allowing for enhanced run time and headway performance. Both the regular and worst case scenarios are considered when calculating safety distances. Regular braking distance is calculated to be the distance at which a train can decelerate from a velocity V to 0km/h using a normal braking rate (NK Braking). The worst case braking distance is similar but also includes contingent factors such as positional uncertainty, runaway propulsion, and coincidental delays in brake application. In addition, a Guaranteed Emergency Braking Rate (GEBR) is applied instead, which is generally greater the normal braking rate. Varying braking rates can be implemented by the system, but the main focus relies on the normal and worst-case scenarios for the guide way list implementation.

6 Economics Systems

of

Moving

Block

Signalling

The implementation of an urban rail transit system is an expensive undertaking for any city or metropolis; the installations of such types of transit have a significant capital and civil construction costs. With the high cost of the guide way construction, it is important to make the system as cost effective as possible. In order to maximize the chances of a possible return on investment, it is important to maximize the passenger base willing to use the system; the more people that use it, the faster it will make money. In establishing an urban rail system, a city planner must look on what it will take to get the public out of their automobiles and onto the public transportation system; in order for this to take place, the operator must offer a system that is faster, more efficient, and more economical for the passenger. System must be reliable, accurate, and provide minimal waiting times. Although a fixed block system can accomplish these criteria, it does not provide the operator with the benefit of lower life cycle, operational and maintenance costs. A normal fixed block signalling system will function well under the operating capacities they were designed for; deviation from the designed operational headway is not very flexible.

During a time when operating capacity is at a minimum, trains can be removed from the system, but during peak operating times the number of trains available on the system is limited. The ability for a system to be able to add or remove trains is important. Empty trains represent an operating loss; the cost of the train is not being covered by the fare of the passengers. From the opposite end, over capacity will have waiting passengers and is an indication that the system is under performing; this does not demonstrate a financial loss but does show the system is not fulfilling the requirements of the public. A moving block system allows for the correct amount of trains to be placed on the track to keep the system operating at a financial optimum. During peak times, trains can be added to the system to reduce the load; in necessary situations trains can be run in convoy to alleviate heavy traffic at specific stations. This allows for the system to be used in an efficient manor by maximizing the ridership per train, which then helps reduce operating costs.

8 Moving Block Guide Way Complexity

Urban rail transit systems are usually created with two unidirectional tracks installed parallel to each other; allowing for trains to travel only in a single direction with turn back maneuvers to cycle the trains through the system. The parallel rail design allows for simplistic movement of trains throughout the system, but can be the most limiting design for supplying transportation to the public. An automated urban rail transportation system using Thales Seltrac CBTC offers bidirectional operation capabilities, which allows for more complex systems to be built. The Docklands Light Railway in London is a complex hub design that benefits from bidirectional tracks and routing. The use of a moving block solution at the Docklands Light Railway allows multiple trains to converge at one location from different departing stations; two trains can be scheduled to depart from one station and arrive at the same station taking two different routes. SelTrac CBTC can be safely implemented in train depots to allow for full automation of the vehicles from docking; trains can be parked and stored for maintenance, or scheduled for running times during operating hours. The Vancouver SkyTrain can be automatically started in the yard, and moved to the mainline on a predetermined schedule. The docking of a train can be a series of complex switch movements. In a normal fixed block system, this would require a deep level of skill within the driver and observer; whereas with the SelTrac CBTC system, the central controller simply has to instruct the train of the final resting destination with an instruction.

7 Effects of Infrastructure

Signalling

Automation

on

Expansion of urban rail transit systems due to overcapacity can have expensive civil construction costs; adding trains and rail to accommodate increasing ridership is an expensive and time consuming venture. In an optimized fixed block system, all blocks have been occupied by a train rendering the system full without the ability to add more trains. To overcome this overcapacity in a fixed block system, the tracks would need to be doubled up. Implementation of a moving block system can allow the space between trains to be shortened to the absolute optimized safe distance; this allows more trains to be added to a over crowded system without any infrastructural changes. This was shown with San Francisco MUNI Light Rail system. As the system had reached its maximum ridership capacity, the transit system had to expand to meet the growing population. This led to issues involving some of the tunnels on the MUNI system, where the planners were left with the possibility of doubling up the track in the tunnels to meet the required headways. The implementation of the Thales Seltrac CBTC, allowed for the trains to meet the required inter-station headway without the need to adjust the tunnel infrastructure. This allowed the expansion to save approximately $1.3 Billion USD in installation costs and more then double the usage of the tunnel from 23 trains per hour to 48 trains per hour. The effects are not limited to just expansion situations, but the implementation of new systems as well. The MTR West Rail urban rail system in Hong Kong, implemented a moving block system, which allowed for the length of the train to be decreased, while increasing the frequency of the trains through the stations. This allowed for the platform lengths to be shortened; saving the installation $384 Million USD in civil construction costs.

9 Conclusion
Urban rail is the fastest, most environmentally friendly, and convenient form of transportation available, but has significant civil construction costs. It is important to utilize an existing system to its full potential and maximize the track and passenger capacity. Financial considerations are always of foremost importance; operating with moving block systems can attract more passengers, which increases revenue and allows for effective cost management. Today, we can consider moving block signalling systems a viable solution to fulfil the economic, environmental and infrastructural requirements necessary to implement a safe, efficient, urban rail system.

Acknowledgements
Special thanks to: Dr. Joseph Silmon, Robert Espiritu-Santo, and Roger Fradgley.

References
[1] Thales Rail Signalling Solutions. (2010). SelTrac CBTC, Communications-Based Train Control For Urban Rail [Brochure], Toronto, ON Canada.