White paper Simplified 3D overview of a radio-based CBTC system architecture Reliable RF and FO connectivity solutions Reliable RF and FO connectivity solutions Train control enhanced by modern communications technology The overall performance of a rail rapid transit system depends largely on the performance of the automatic train control (ATC) system employed. A communication-based train control (CBTC) system is devised by adding modern communication technologies to the ATC concept. CBTC signalling is currently standardised in accordance with IEEE 1474.1 and has become the reference technology for metro operators worldwide. IEEE defines CBTC as a continuous automatic train control system utilising High-resolution train location determination, independent of track circuits Continuous, high-capacity, two-way train-to-trackside data communications Trainborne and trackside processors capable of performing essential functions Trai n cont rol enhanced by modern communi cat i ons technol ogy Radi o- based CBTC Connect i vi t y components for backbone net works Connect i vi t y components for radi o net works Tracksi de equi pment Trai nborne equi pment Concl usi on 3 4 5 5 6 9 10 Radio-based CBTC Conventional ATC systems divide the railway track into fixed sections which are separa- ted by signals and signalling is automated by means of fixed balises, which act in a similar way to induction loops or RFID transponders. Due to the static nature of this system, the sections are called fixed bocks. Radio-based CBTC enables continuous two-way digital communication between each train and control centre. The control system benefits from enhanced information such as train performance data and continuous train position and speed. Systems of this type can therefore implement dynamic distance control, basically making the block locations and lengths consistent with individual trains. This is known as the moving block approach whose most valuable benefit is to increase the capacity of a given line by reducing signifi- cantly the time interval between trains (headway). Radio-based CBTC is based on a two-way communication network consisting of three integrated networks: Backbone network Radio network Trainborne network In radio-based CBTC systems, the radio network comprises the trainborne radio and antenna equipment and trackside radio access points. Two alternative scenarios are possible for the transmission and reception of the wireless signal by the trackside radio access points: The waveguide scenario: radio waveguides or leaky cables are installed along the track The free propagation scenario: antennas are positioned at distinct points along the track This paper focuses only on the free propagation scenario, which tends to be the most economical and flexible in terms of deployment and maintenance. In specific projects, the waveguide scenario may, however, be chosen due to specific site or customer requirements ATC fixed block architecture ATC moving block architecture 5 CBTC connect i vi t y sol ut i ons Connectivity components for backbone networks The physical layer of backbone networks consists of single mode fiber optic cables having a relatively high capacity (e.g. 96 fibers) and specific characteristics due to the operating environment (tunnels and/or outdoor installation). In particular, these cables must be made of selected sheath materials in order to Comply with stringent fire and smoke performance requirements Resist fluids such as acid, alkali and tunnel-cleaning products Be protected against rodents (armoured cables) In the technical rooms or at interconnect points, the fiber capacity of these cables is organised into fiber management systems in order to ensure safe, user-friendly and error-free interconnections with any type of service and application. Connectivity components for radio networks Instead of developing proprietary radio technology, radio-based CBTC systems implement the IEEE 802.11a/g/p/n protocol (WiFi/WLAN). As it is an open standard, there is no supplier lock-in and components can be purchased off-the-shelf. The radio networks typically operate in the 2.4 GHz or 5.8 GHz frequency ranges. There are different advantages to using these microwave frequencies: First of all, micro- waves propagate very well in tunnels, and, secondly, these frequency bands are globally available. With the free propagation scenario, an antenna network distributed along the track is used to exchange data with the trains via their on-board vehicular antennas. The train- borne ATC equipment continuously exchanges messages with the trackside ATC equip- ment as long as the wireless communication link is maintained. However, if a train loses its communication link, the ATC functions must ensure that the overall system is brought into a safe state, e.g. the trainborne ATC functions might apply a service braking. A redundant radio network is implemented in order to increase operational security, reliability and availability. This is indicated in the following figures by the red and blue fiber optic connections and the red and blue radio wave indications. Only one network is active at a time (red or blue), the other one being in quiet back-up mode ensuring operation continuity. Nevertheless, in order to guarantee system availability and operational efficiency, it is crucial that every single connectivity component in the communication chain continues to operate regardless of external factors such as environmental, mechanical or operation constrains. In terms of hardware, train-to-track radio networks consist of two parts: the trackside equipment and the trainborne equipment. Example of an armoured fiber optic backbone cable Trackside equipment Trackside equipment is built from radio access points distributed along the tracks at intervals ranging from several tens of meters to several hundreds of meters, depending on the track topology, e.g. curves, straight sections, obstacles, etc. Subject to installation constraints, The radio access points and its complementary equipment can be mounted, e.g. on a mast. Example of trackside mast architecture 7 CBTC connect i vi t y sol ut i ons Fiber optic connectivity The radio access points are linked by dedicated, redundant fiber optic distribution loops, thus ensuring high communication safety and availability level in a given zone area. The zone areas are linked by the backbone network and each zone is under the control of a zone controller. While the fiber capacity of the backbone network is relatively high, that of the distribution loops is generally lower (e.g. 12 or 24 fibers), as the zone areas are limited in size. Alter- natively, Cat5 or Cat6 copper cables can be used for the distribution loops in the zone areas. However, fiber optic is often preferred for its intrinsic electromagnetic immunity properties and because of unequalled low signal attenuation. The radio access points are often directly equipped with a fiber optic connector interface which enables direct connection to the fiber optic distribution loop. Such connectors must have high IP ratings (typically IP 67/68), robust design for harsh environments, and compact footprints. In some cases, the radio access point is equipped with copper-based electrical Ethernet ports and a media converter is required in order to convert the electrical signal into an optical signal. The actual connection between the trackside radio and the fiber optic distribution loop is achieved by using branching fiber optic cables. It is beneficial to use branching cables which are pre-terminated with fiber optic connectors for the trackside radio connection, providing a time-saving plug-and-play connection system. This may be missioncritical, since in most projects the implementation of new signalling equipment must be achieved without operational disruption, i.e. during limited time slots during the night. On the backbone connection side, branching cables are generally connected to the distribution loop cable by means of fusion splicing. The splice points are protected by dedicated splice closures having high waterproofing characteristics. Example of trackside mast architecture Compact IP 67/68 ODC
fiber optic connector
Pre-terminated MASTERLINE fiber optic cable system For the connection of the fiber optic distribution loops to the backbone network optical distribution frames are used. These are installed in technical rooms, e.g. located in railway stations. Radio frequency connectivity The trackside radio access point is equipped with robust radio frequency (RF) coaxial connectors to enable connection to the trackside antennas via RF feeder and jumper cable assemblies. RF power splitters are required in order to implement the safety redundancy architecture. RF power splitter Trackside antenna All RF components and assemblies in general must withstand harsh environmental conditions. Specific requirements due to operating conditions must be carefully evaluated by the system designer. These may include, for example, air pressure pulses in tunnel installations due to approaching trains, risks to RF or CAT5 signal lines from lightning or fire. Typical environmental requirements are: Vibration and shock resistance Enhanced fire performance for use in tunnels Resistance to humidity Protection against water IP rating Wide temperature ranges Solar radiation Salt mist Important functional requirements are: Directional gain of antennas (low and medium gain) Low attenuation of RF cables High return loss of RF antennas, cable assemblies, and RF components Example of a LiSA optical distribution frame 9 CBTC connect i vi t y sol ut i ons Trainborne equipment Due to the two-way operation of the trains and redundancy requirements, both drivers cabs are equipped with the same setup, i.e. on-board ATC equipment and radio modems. Vehicular directional antennas are installed in the near area of each drivers cab and are connected to the radio modems via RF low-loss cable assemblies. The radio modems provide the communication signal to the on-board ATC equipment. Both antennas and RF cable assemblies must comply with the requirements of the rolling stock industry for on-board electronic equipment (EN 50155) as well as fire safety require- ments (e.g. CEN/TS 45545, NF F 16-101, DIN 5510, BS 6853, UNI CEI 11170). Connectivity components for trainborne networks The on-board ATC equipment in both drivers cabs continuously checks with each other that it receives identical information from the trackside ATC equipment. The required continuous communication is provided by a dedicated on-board CBTC bus also called backbone network. State-of-the-art Ethernet backbones can be implemented as copper Cat5, Cat6 or fiber optic cabling. They must obviously also meet special fire and smoke requirements, e.g. according to the railway standard CEN/TS 45545 but also provide a sustainable mechanical robustness at the connection points between the train vehicles as these areas are exposed to high levels of environmental stress (dynamic movements, high temperature variations, water, etc,). RF connectivity to vehicular antenna On-board network backbone Conclusion Continuous two-way train-to-track communication is essential for ensuring the reliability of a CBTC system. Failures in communication have an immediate impact on train operation. One of the key performance indicators for CBTC system suppliers is system and train availability. For these reasons, radio frequency and fiber optic connectivity components implemented in such systems must be selected with great care. They must be capable of withstanding severe environmental conditions and meeting demanding functional requirements. HUBER+SUHNER delivers excellent radio frequency, fiber optic and low frequency connectivity solutions for both rolling stock and infrastructure applications. The company also offers customized solutions. HUBER+SUHNERs engineering teams are made up of experienced specialists who have direct access to the comprehensive know-how of the group. Project references Brazil: Metro Sao Paulo Lines 1, 2, 3 Canada: Toronto TTC Y-U-S Line Chile: Metro Santiago L1 China: Metro Beijing Line 2 China: Metro Shanghai L10 Italy: Metro Milano Line 1 Mexico: Metro Mexico Line 12 UAE: Metro Dubai Red Line Authors Eric Louis-Marie Market Manager Railway, Fiber Optic Division Dr. Peter Nuechter Market Manager Transportation and Industrial, Radio Frequency Division 11 Find more information in our catalogues Train-to-shore communication
Item no. 84110507 Edition 2010/2011 Fiber Optic Cabling Systems hubersuhner.com 2 3 2 6 / J S / 1 1 . 2 0 1 1 HUBER+SUHNER AG Tumbelenstrasse 20 8330 Pfffikon Switzerland Tel. +41 44 952 2211 Fax +41 44 952 2424 info@hubersuhner.com WAIVER It is exclusively in writ ten agreements that we provide our customers with warrants and representations as to the tech- nical specifications and/or the fitness for any particular pur- pose. The facts and figures contained herein are carefully compiled to the best of our knowledge, but they are intended for general informational purposes only. HUBER+SUHNER is certified according to ISO 9001, ISO 14001, ISO/TS 16949 and IRIS.