Published on March 12, 2014
Train control in the heavy haul environment What capacity improvements can be achieved on heavy haul and mixed traffic networks?
Introduction About the presenter: Neal Mumford Rail Leader for Arup in Australasia • Personal experience and views – UK and Australia • Setting the scene – how important is this topic? • What are the main components – is innovation in Train Control the answer ? • Re-inventing the wheel – and getting it right !
Case 1 The Pilbara: Closed systems Australian Financial Review 18 July 2013 “ … allowing the ACCC to require a company to invest in an expansion for the benefit of third parties would require the ACCC to usurp the Board’s proper functions, and interpose the ACCC into the management of the infrastructure owner’s business.” Marcus Randolph (BHP Board - November 2009) warned that “Third party access was the highest value item on BHP Billiton’s internal risk register” and that “the risk had been valued at $7.9 billion.” Randolph then noted that BHP Billiton could “rebuild a completely independent railroad” for less than that amount. What’s more he insisted that BHP had seriously contemplated spending $2 billion to build a railway for Fortescue and any other of the Pilbara’s free-riders rather than incur the cost associated with regular access.” BHPB response to the Productivity Commissions Draft Report on third party access, AFR
Case 1 The Pilbara ‘Concept design of high efficiency heavy haul railroads’ Andrew Neal, August 2012 (ARA Heavy Haul Conference – Newcastle) Capacity utilisation 85% ? Could be tweaked
Case 2 Open systems For example, the Hunter Valley or Queensland Coal and Passenger Networks Capacity utilisation 65% ! Would be great
Infrastructure The ARTC Hunter and Gunnedah Network “It is important to note that the whole Hunter Valley coal supply chain is interlinked. The stockpiling and loading capability of the mines affects the trains required, the train numbers affect the rail infrastructure and so on. The capacity and performance of the system is entirely interlinked and the capacity of the rail network needs to be considered in that context.” ARTC Hunter Valley Corridor Capacity Strategy June 2013
Infrastructure Building robust capacity ARTC Hunter Valley Corridor Capacity Strategy June 2013
Infrastructure Tracks and overtaking or passing loops Provisioning facilities Gradients and speeds (Liverpool Range and Nundah Bank)
Main title (24pt TNR) Date: Day Month Year (14pt TNR) Location: City/Country (14pt TNR) Hunter Valley network model
Optimising infrastructure “…developed a number of options to upgrade the Nundah Bank, and assessed coal train performance, headways and route capacity through the bank area for each option. The shortest loop dimension for the third road proposed was identified and developed to give 10 minutes headway over the bank and overtaking or passing loops.” Nundah Bank Modelling Report
Train control technology Today’s lineside signalling technology CBI
Train control technology Poles and lights – with CBI and Phoenix control
Image: ARTC and © Henry Owen “During 2008 ARTC completed the implementation of new train control systems and automated signalling systems during the Train Control Consolidation Project (TCC). Under the project all 28 of the 19th century manually operated signal boxes within NSW were fully automated to Phoenix train control system technology… This project realised significant operational gains, both in improved train transit times through the use of technology in addition to reduced budget expenditure. More recently ARTC is nearing finalisation of the Advanced Train Management System (ATMS) safety case and is in the process of evaluating the potential for its implementation within the Hunter Valley.” ARTC Hunter Valley Corridor Capacity Strategy June 2013
Train control technology Middle Hunter CBI solutions Optimised to match the performance of the current coal train fleet
On-board ATP ATO LDS Radio Communications Interface Level Crossing Points Machine & Indicator Dragging Equipment Detector (Any Asset Protection Device) Hot Wheels/ Bearings Detector Track Circuit Points Machine GPS Cab Signalling Display Wayside Interface Unit (OC) Wireless LAN Cell Voice Radio Train Interfaces -Brakes (ECP) -Traction Data Logger Wayside Interface Unit (OC) Alternative OCC Primary OCC Equipment Rooms Train Integrity CCTV Wi-Fi RND Screen Redundant Fibre Network Track Gangs HiRail Tag Marker Board/RFID BTS BTS Hand Held Terminal Radio Controller Carrier Provided Circuits Maintainer Screen Maintainer Screen CCTV Screen LVCS LAN/WAN Router TETRA Data Communications Automation and Vital Systems HMIs Automation and Vital Systems HMIs Servers LCDS HWDS STAGE DATO F W New Technology An Example Ansaldo-STS Communication Based SBS solution – Roy Hill Automatic Train Operation
ETCS Train Control UK ETCS Level 2 – Newer technology, Showing capacity increases Example Site B (PB Non-Stopping) (Sandy to Stoke Junction) Line Down Fast Down Slow Train Class Class 1 Class 4 Class 6 Timing Load 12591410 75C66S12 75C66S14 60H66S12 60H66S20 60H66S22 Existing Signalling (mm:ss) 02:14 04:39 05:36 05:08 06:32 06:58 ETCS Level 2 (mm:ss) 01:41 03:40 03:45 03:40 03:59 04:09 Headway Improvement (mm:ss) 00:33 00:59 01:51 01:28 02:33 02:49
ETCS Train Control UK ETCS Level 2 – Newer technology, showing cost savings Artefact Existing Proposed Train detection 352 Track circuits 214 Axle counters Route indicators 91 7 Shunt signals 99 13 Main signals 123 0
Train planning and operational modelling + Human factors, Software and Risk Management factors
Train planning and operational modelling Critical points and interfaces between sub-systems (rail and port operations) Reference: ARA Indonesia Paper Tony Vidago, May 2013 Arup Hunter Valley Operational Modelling project experience 13 13 9494 105 SandgateWarabrook Kooragang Junction North ForkSouth Fork 11 107 18 18 107 105 11 69.4% 63.3% 70 35 35 NCIG KCT 70 65 6571 71 65.6%
Operational modelling Infrastructure, Control and Train Performance
Train planning / Optimisation
Train Control & Increasing Capacity So – We have covered : • Hard Infrastructure • Train Control Systems & Technology • Modelling, Planning & Timetabling Have we forgotten anything ? • Maybe …… • Customer Requirements and Business Drivers (Does the System actually work ?)
Does this ring true? Competing interface risks, commercial and contractual drivers …
Get the users operational and capacity requirements up front Plan and model how they will be delivered Optimise - then design, deliver and validate. A systems engineering approach
Lessons learned ………. • Route capacity identified and impact analysed as part of the entire network • Realistic capacity utilisation factors taken into account for the timetable planning • Infrastructure expansion is not the single answer to increased capacity • Be careful not to be the ‘trial’ for innovative technology Iterations | Re-invent the wheel ! Time spent in planning is rarely wasted ?
Q: What capacity improvements can be achieved on heavy haul and mixed traffic networks? A: Plenty – through a combination of : - a systems engineering approach - implement reliable technology - application of expertise, and - collaborative working Thank you
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