Communication Based Train

Control
Navneet Kaushik
DMRC
 DMRCs mission
Complete the Metro project without cost and
time over run
Catch up with the state of art technology
Started Metro operation in 2002 in Delhi with
track circuit based CATC (first time in India)
Decided to go for CBTC for Phase III on two
independent lines in 2012 around 90 Kms
Also decided UTO on these lines (again first
time in India)
 CBTC projects being executed by DMRC

City Line Length Stations Headway Operation Traction SIG Supplier

Delhi Line-7 58 KM 38 90sec GoA4 25KV AC Bombardier

Delhi Line-8 38 KM 25 90 sec GoA4 25KV AC Nippon Signal

KOCHI 26 KM 22 90 sec GoA2 750V DC Alstom

Noida- 29 KM 21 90 sec GoA2 25KV AC Tender yet to
Greater be awarded
Noida

Scenario in the country:

Apart from these, other CBTC projects in pipe line
are Hyderabad, Lucknow, Vijaywada, Vizag, Nagpur,
Ahemedabad, Kolkata and Mumbai
DELHI METRO MAP INCLUDING PHASE III
 Need for improvement
Key challenges faced today
increasing traffic,
absolute passenger safety and security,
travel comfort demands,
real time multimedia information and
entertainment in stations or in train
Operations need dynamically adjustable systems
while maintaining Safety and security
Energy efficiency
 Solution Communication at the core

Signalling draws its strength from efficient

computing and Telecom
Signalling & Telecommunication are coming closure
to deliver a safer, efficient and passenger friendly
Rail Transport system
to give quick response to dynamics
Typically:
Data backbones on Metro Rail from 100 Mbps to
10 Gbps now
Link between train to wayside wi fi to LTE in
future
 Two different applications
1. Signalling and Train control the vital one
low bandwidth (below 100 kbps) but high availability
(at least 99.99%),
highly robust and reliable
CBTC (Communication Based Train Control) for metros
or ETCS (European Train Control System) for mainline
trains.
2. Passenger Information, maintenance, video
surveillance, CCTV, internet access the non vital one
much higher bandwidth (train-to-ground and ground-
to-train),
lesser robustness can be accepted
 Progress on Signalling front
Telecom upgrade automatic
TRACK VACANCY DETECTION
Track circuit Axle counter Radio based (CBTC)

TRAIN CONTROL
No ATC Train stop Speed code
Distance To Go Moving Block
INTERLOCKING
Mechanical Relay based Electronic
 Definition of CBTC as per IEEE 1474
standard
CBTC system is a "continuous, automatic train
control system utilizing high-resolution train
location determination, independent of track
circuits; continuous, high-capacity, bidirectional
train-to-wayside data communications; and
trainborne and wayside processors capable of
implementing Automatic Train Protection (ATP)
functions, as well as optional Automatic Train
Operation (ATO) and Automatic Train Supervision
(ATS) functions."
 Highlights of the definition
Location determination independent of track
circuit
Continuous detection
High capacity train communication
Bidirectional train to wayside data
communication
Solution wifi radio working in ISM band taking
information from onboard ATP based on inputs
from odometer, beacons etc. and transferring this
information to track side ATP to calculate
Movement Authority
 CBTC Functionality Normal Mode
3. Trackside CBTC calculates the point to be
protected ( ) ), by the tail of train B

2. The ONBOARD RADIO on train B transmits its

4. The TRACKSIDE RADIO continuously TRACKSIDE position ( ) to the CBTC trackside equipment
transmits to the following train (A) the CBTC
point to be protected ( ) )

TRACKSIDE
Radio
Controller

Trackside Trackside Trackside

Radio Radio Radio

CBTC Radio CBTC Radio

Train Train
A B
A B

5.The ONBOARD CBTC on train A calculates the safety curve and applies it to 1. Based on the odometry, train B calculates continuously its position
the train to be protected (and recalculates tolerances after passing over the track balises)
 CBTC Functionality Mixed Mode
3. Trackside CBTC knows at all times the
existence of trains, and locates the point to
be protected ( ) ) behind the last track
section occupied by train B

4. The TRACKSIDE RADIO continuously TRACKSIDE

transmits to the following train (A) the CBTC
point to be protected ( )

TRACKSIDE
Interlocking Radio
Controller

Trackside Trackside
2. The interlocking Trackside
Radio Radio
continuously provides Radio
information on the track
circuits occupied to the
TRACKSIDE CBTC

CBTC Radio
Train (NO-COMN)

A B

5.The ONBOARD CBTC on train A calculates the safety curve using the point to 1. A non-communicating train (B) does NOT transmit its position but
be protected ( ) occupies track section
 Advantages of CBTC
Moving block instead of fixed block hence
Optimized train speeds to gain best line capacity
Ease of upgradation to Driverless system
Ease of maintenance;
Easy expansion;
Immunity against interference;
Ease of Obsolescence management;
Minimum trackside equipment.
Grade of Automation
 Some considerations for design
Fallback
Frequency availability and interference
UTO from day one or upgradation later
Overlap
Station layouts to match headways
PSD commands
And many more
 Failure and Fallback
In a CBTC system if the communications link with any of
the trains is disrupted then corresponding parts of the
system have to enter a failsafe state until the problem is
rectified.
Depending on the severity of the communication loss, this
state can range from vehicles temporarily reducing speed,
coming to a halt or operating in a degraded mode until
communications are re-established.
If duration of communication failure is permanent,
contingency operation need to be implemented - Manual
operation and absolute block
 Fallback Signaling
To handle this situation or do operation in case of failure of
primary train detection due to communication loss, simplest
method is to guide the driver over phone about his
movement authority.
OR
provide secondary means of train detection and resort to
absolute block working with the help of signals
Considerations:
Capital cost
Number of track side equipment - maintenance
Effect on operation
Mixed mode operation
Methodology adopted by DMRC

DELHI METRO RAIL PROJECT Phase-IV, Aerocity - IGNOU - Tughlakabad Corridor

(To & From Depot)

(To Lajpat Nagar)

DELHI METRO RAIL CORPORATION LTD.

Metro Bhawan, Barakhamba Road , New Delhi 110001.
 Frequency issues ISM band
World over wi-fi in ISM used
Mainly in 2.4 GHz band
Various techniques used to have reliable
communication (mostly proprietary)
Main issues:
Jamming during VIP movement
Congestion in 2.4 GHz band where metro
going through thickly populated areas
 Frequency issues ISM band
Demand for CCTV from train is growing
So two frequency bands are needed one for CBTC and
one for CCTV
2.4 GHz already heavily utilized
CBTC needs low throughput but highly stable and
interference free
Most of the vendors have proven CBTC products in 2.4
GHz
5.8 GHz has limited bandwidth (WPC restriction) making it
unsuitable for CCTV
Allow wider band in 5.8 GHz
Preferably reserve a frequency band for railway
 Upgradation to UTO later or straight
away UTO implementation?
Main requirements of UTO
Normal operation by onboard and track side
computers communicating continuously
Manual functions (in case of failure) to be done
remotely which requires a communication channel of
sufficient bandwidth to deal with alarms and remote
commands
The basic requirement is full filled by CBTC by default
The investment in UTO is very low if decided initially
compared to upgradation later
Choice with operator if to use UTO as default mode of
operation
 Overlap requirement
Main line railway have requirement of signal
overlap Absolute block working
CBTC implements moving block
Train always remain protected hence no need
of signal overlap
Signal overlap needed only in fallback (rare)
If provided, Moving Block not available for a
certain distance un necessary gap created
Conscious decision required
Effect of overlap
 Terminal layout
Demand improved headway
Signaling systems capable of providing
Layout of terminal stations and intermediate
turnback stations remain a bottleneck
Variety of layouts available
Need to decide in the beginning of project
 PSD commands
Need for best end to end run time
Demand for PSD increasing for passenger
protection and more space on platform
Train door and PSD opening and closing time
already high (2.5 s and 3 s respectively)
Cant afford delay in transfer of door open and
close command from Onboard to PSD at station
two paths
On board zone control station control (CBI) PSD
On board station control - PSD
 There are many more issues
If one really wish to get the best results from
CBTC, consider such issues in advance while
planning
Thanks