Post by flippyff on Jan 11, 2016 23:50:06 GMT
The next article has appeared on RailEngineer......
www.railengineer.uk/2016/01/08/signalling-crossrail/
Some snippets....
The need for CBTC
The specification is for 110 second headways with 60 second dwell times at Paddington and Liverpool Street, putting trains 50 seconds apart. Independent modelling showed that this can only be achieved using a moving block signalling system. It was considered that developing ETCS Level 3 in the timescales was too risky, whilst GSM-R is a 2G system that might not be sufficiently capable. Thus CBTC was chosen for the COS.
Signalling east
Transition between CBTC and conventional signalling with AWS/TPWS will, for the most part, be made whilst stationary in Stratford station. There are three overlay signals in each direction. The human factors are under close scrutiny and, as drivers will be busy with station duties, the changeover will be automated, the driver only having to acknowledge the mode change and observe signal aspects before setting off along the GEML. The project team are keen to avoid a SPAD trap.
www.railengineer.uk/2016/01/08/signalling-crossrail/
Some snippets....
Opening strategy
Stage 1 in 2017 sees the introduction of the new 145 km/h (90 mph) Class 345 Bombardier Aventra trains. The units are powered by 25kV AC but there is space for third rail power equipment for possible extension of services further into Kent.
Stage 1 in 2017 sees the introduction of the new 145 km/h (90 mph) Class 345 Bombardier Aventra trains. The units are powered by 25kV AC but there is space for third rail power equipment for possible extension of services further into Kent.
The need for CBTC
The specification is for 110 second headways with 60 second dwell times at Paddington and Liverpool Street, putting trains 50 seconds apart. Independent modelling showed that this can only be achieved using a moving block signalling system. It was considered that developing ETCS Level 3 in the timescales was too risky, whilst GSM-R is a 2G system that might not be sufficiently capable. Thus CBTC was chosen for the COS.
Trainguard MT is new to the UK but has been successfully used in Beijing and Copenhagen. The schedule compiler, timetable processor, Trainguard MT units and Westrace interlockings in the route control centre (RCC) at Romford are linked to the Airlink central system router which is hard wired to a lineside Ethernet radio bus installed along the COS. Access points (AP) exchange data with the train-borne equipment using a 2.2 GHz standard Wi-Fi signal.
On board the train, automatic train operation (ATO) drives the train and automatic train protection (ATP) ensures that the movement authority is not exceeded. ATP movement authority is updated every 0.4 seconds and ATP position reporting is also every 0.4 seconds. ATO receives target arrival time for next station, updated every five seconds. ATO recalculates and drives to the most energy-efficient profile whilst meeting next station arrival time subject to movement authority.
On board the train, automatic train operation (ATO) drives the train and automatic train protection (ATP) ensures that the movement authority is not exceeded. ATP movement authority is updated every 0.4 seconds and ATP position reporting is also every 0.4 seconds. ATO receives target arrival time for next station, updated every five seconds. ATO recalculates and drives to the most energy-efficient profile whilst meeting next station arrival time subject to movement authority.
Auto-reverse
A new facility called ‘auto reverse’ is being provided at Westbourne Park (no station) for turning the 14 trains per hour in the reversing sidings. The driver selects ‘auto reverse’ on leaving Paddington station and walks back through the train, obviating the need for drivers to ‘step-up’. By the time the train gets back to Paddington (about a mile) the driver should be in the other cab ready to form the next eastbound departure.
The facility has the capability to turn round a full 30 tph service. There is just time for the driver to walk back through the train whilst in the reversing siding but doing so on departure at Paddington gives that extra time that will also help recover from perturbation.
Auto reverse (AR) is not provided on Network Rail infrastructure. There will also be the possibility to use AR into and out of the stabling sidings at Abbey Wood so the driver will be at the correct end of the train to finish a shift or, when coming on duty, to start a new run westwards. Service trains will, however, normally reverse in the station. AR may also be used at Custom House and anywhere using crossovers in the central section.
A new facility called ‘auto reverse’ is being provided at Westbourne Park (no station) for turning the 14 trains per hour in the reversing sidings. The driver selects ‘auto reverse’ on leaving Paddington station and walks back through the train, obviating the need for drivers to ‘step-up’. By the time the train gets back to Paddington (about a mile) the driver should be in the other cab ready to form the next eastbound departure.
The facility has the capability to turn round a full 30 tph service. There is just time for the driver to walk back through the train whilst in the reversing siding but doing so on departure at Paddington gives that extra time that will also help recover from perturbation.
Auto reverse (AR) is not provided on Network Rail infrastructure. There will also be the possibility to use AR into and out of the stabling sidings at Abbey Wood so the driver will be at the correct end of the train to finish a shift or, when coming on duty, to start a new run westwards. Service trains will, however, normally reverse in the station. AR may also be used at Custom House and anywhere using crossovers in the central section.
Signalling west
At Westbourne Park the transition between CBTC and ETCS will take place on the move up to 50mph. If a westbound transition to ETCS level 2 should fail, multiple aspect signalling will still be in place (ETCS is initially provided on GWML as an overlay) enabling Crossrail trains to run on conventional signalling using AWS/TPWS under ‘NTC ‘(National Train Control).
At Westbourne Park the transition between CBTC and ETCS will take place on the move up to 50mph. If a westbound transition to ETCS level 2 should fail, multiple aspect signalling will still be in place (ETCS is initially provided on GWML as an overlay) enabling Crossrail trains to run on conventional signalling using AWS/TPWS under ‘NTC ‘(National Train Control).
Signalling east
Transition between CBTC and conventional signalling with AWS/TPWS will, for the most part, be made whilst stationary in Stratford station. There are three overlay signals in each direction. The human factors are under close scrutiny and, as drivers will be busy with station duties, the changeover will be automated, the driver only having to acknowledge the mode change and observe signal aspects before setting off along the GEML. The project team are keen to avoid a SPAD trap.
Integration testing
The new trains are currently being manufactured at Derby. In the spring of 2016, the first trains off the production line will be taken to RIDC at Melton Mowbray (Network Rail’s Railway Innovation Development Centre – formerly the Old Dalby test track). Single train testing will be done to prove all the train systems including the transitions and wayside systems. Design work is complete for a Thameslink-style integration laboratory based in London to test all the software including the wayside signalling and GWML and GEML interfaces.
And finally, in late 2017, the section of route between Canary Wharf and Abbey Wood will be able to be used for extensive live testing of the CBTC systems with multiple trains.
The new trains are currently being manufactured at Derby. In the spring of 2016, the first trains off the production line will be taken to RIDC at Melton Mowbray (Network Rail’s Railway Innovation Development Centre – formerly the Old Dalby test track). Single train testing will be done to prove all the train systems including the transitions and wayside systems. Design work is complete for a Thameslink-style integration laboratory based in London to test all the software including the wayside signalling and GWML and GEML interfaces.
And finally, in late 2017, the section of route between Canary Wharf and Abbey Wood will be able to be used for extensive live testing of the CBTC systems with multiple trains.
Apparently, according to the link, the incident occurred on 12/02/2000 - I'd thought it was a lot earlier than that.
