Signalling: Convergence of needs Suburban Railways / Metro Networks Signalling: Convergence of needs

Characteristics of metro and mainline are different, but requirements are increasingly convergent Passenger services Typically single service Consistent service pattern Mixed speeds and traffic types Wide variation in route and pattern Journeys Short Long Trains Single fleet High acceleration Door layout optimised for boarding and alighting Interior designed for carrying capacity (standing and seating) Mixed fleet Low acceleration Door layout and interior designed for maximum seating capacity Operations Turn up and go Focus on headway (service frequency) Timetable Focus on timetable adherence Capacity demand Very high Variable across route and region Track No/limited branch lines Lines separate, interconnection via station Many branch lines No line separation, interconnection via platform Platform Passenger/dwell time management Seconds count Minutes count

Background of CBTC and ETCS Application Metro Mainline Sponsor Individual metro customers European Commission Primary objective Capacity Interoperability Unified safety level Development Supplier (proprietary technology) ERA and UNISIG (to standardized interfaces and functions) Signalling unlocks other benefits Capacity Cost Customer Carbon

CBTC – communications-based train control system Definition according to IEEE 1474.1 Continuous, high-capacity, bidirectional train-to-wayside data communications Train location determination, independent of physical track vacancy (vital train location calculated onboard) Onboard and wayside equipment performing vital functions Implementation: The former inductive loop- based system has now been replaced by a radio-based system (wireless communications).

Benefits of CBTC Area Requirement High level of safety Fail-safe system (SIL 4), proven technology Investment according to GoA level, price according to required function, proven technology Investment/procurement Lowest design headway following the moving-block principle Headway High availability, flexibility, energy savings, minimisation of delays Operation Reduced waiting (at stations) and travel time, smoother riding by advanced train control Passenger comfort Futureproof Stepwise (later on) adaptable to higher level of automation

Trainguard MT in ITC mode Movement authority Rear safety distance Safe braking distance Block section Balise providing intermittent communication Train with intermittent communication ATO available in ITC fallback mode!

ITC wayside equipment Signalling point Lineside electronic unit (LEU) Transparent balise Fixed balise Trainguard MT allows minimum balise equipment – only in suburban areas (operating in ITC mode, ETCS Level 1-like).

Moving block Trainguard MT Interoperability Trainguard MT in CTC mode Fixed-block intermittent communication and moving-block continuous communication Moving block Trainguard MT Interoperability Full-equipment Wi-Fi radio in urban areas (operating in CTC mode, CBTC)

Trainguard MT – ITC system architecture

Trainguard MT – CTC system architecture

Benefits of ETCS platform usage for Metro Sustainable/future-proof solution as ETCS is becoming a global standard Reduction of the risk of obsolescence Possible pooling of spare parts for maintenance Easy Migration: Wayside compatibility with TPWS suburban trains No dual equipment of balise, odometry, etc. Siemens recommends to make use of ETCS components for the Indian CBTC platform.

Maintenance costs increase at the end of life cycle Bathtub curve Typical course of failure versus time End-of-life wear-out Increasing failure rate Infant mortality Decreasing failure rate failure rate Normal life (useful life) Low “constant” failure rate Obsolescense Time

Mass transit meets mainline Example projects Mass transit meets mainline

Crossrail Project characteristics 15 billion GBP project, the largest infrastructure project in Europe 1.5 billion people will be connected to the business centres of London within 45 min. 21 km double tube under the centre of London 63 trainsets (10 cars) Siemens’ portion: Connects the existing mainline network Signalling and control (C620) Maidenhead and Heathrow in the west Communications and control (C660) Shenfield and Abbey Wood in the east

Crossrail Transition from ETCS to CBTC ETCS reads the LTA CBTC BG. Driver to acknowledge the LTA. ETCS activates the CBTC OBU. Establishment of the communication link to the CBTC trackside unit The CBTC OBU reads the CBTC BG to locate the train and send the position report. The CBTC OBU receives the MA and is now ready to control the train. ETCS reads the LT CBTC BG. Driver to acknowledge the LT. Following acknowledgment, ETCS transfers control of the train to the CBTC OBU. CBTC now controls the train. MA – Movement authority LT – Level transition LTA – Level transition announcement BG – Balise group

Sosa Wonsi Line, South Korea Max. speed 110 kph Design headways 90 s Installation mid-2016 More mixed suburban / Metro Railways: Sbahn Next in Paris Thameslink UK.

Future-Proof: Migration from AWS+ to ETCS/TPWS OBU S/W Upload HMI Balise Antennae Engine Magnet Odometer Tacho Axle counter Track circuits Balise Track Magnet Siemens is already offering this upgrade possibility to its existing clients, for instance in Cairo and in Mumbai, Siemens has offered to replace the legacy ZUB111 ATP system equipping all trains with an ETCS Level 1 OBU running an emulation of the ZUB111 software. Later on, the operators will have the choice to upgrade the OBU to a Trainguard MT system (CBTC) or a Trainguard 100 (ETCS Level 1) Carborne subsystem. We also did that in Madrid legacy TBS100 to CBTC

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