CBTC System

A Presentation
by
RC Sharma
Formerly, Addl. Member (Tele.)
Railway Board

November 24, 2014

 Distinct Features of Rail Traffic obtainable on
Main Lines & Suburban / Metro Rails
Item of Comparison Main Line Railway
Average Speed. 50 to 75 Kmph.
Headway. In Minutes.
5 to 7 Minutes on a Busy
Section.
Inter Station 6 to 10 Kms.
Distance.
Braking Distance of 800 m to 1.6 Kms.
the Rolling Stock.
Station Yard Layouts. Generally Complex.
Layouts shall have a number
of Directional / Common
Reception / Departure Lines
and Facilities for undertaking
Shunting Movements.
Metro Railway
30 to 35 Kmph.
In Seconds.
Of the order of 90 to 180 s.
0.8 to 1.5 Kms.
250 m or so.
(Running at 70 Kmph with
Braking @ (-) 0.75 m/s/s)
Simple Yard Layout.
Way Stations mostly shall
not have any Points barring
a very few (say, every 6-7
Kms.). Even Terminal Station
Layouts shall be significantly
Simple as compared to way
Station Layouts of Main Line
Railway.
 Distinct Features of Rail Traffic obtainable on
Main Lines & Suburban / Metro Rails (Contd.)

Item of Comparison Main Line Railway Metro Railway

Response Time / Typical 30 Seconds to 3 Typical 3 to 5 Seconds.
Operation Time of Minutes.
Route Setting /
Signal Clearance.
Stoppage Time at 2 to 5 Minutes. 20 to 30 Seconds.
Stations. At Terminal Stations, when Time of little higher order
the same Rake is required to say 60 to 90 Seconds or so
be reversed, this Time could at Terminal Stations (Some
be up to 2 to 3 Hours or even additional Time required for
more. Turn Back) (Facility of ATB
generally incorporated)
Distance between Block Sections of 6 to 10 25 to 30 m.
two trains. Kms. in case of Absolute
Block System of Train
Working and 1 to 1.5 Kms. in
the case of Automatic Block
System.
Signalling Philosophy:
Safe, Efficient & Effective Operation of
Trains.

Safe: Adequate (Just Necessary)

Separation between Trains & Granting of ATP & ATO
Requisite Authority to move, eliminating
Potentially Unsafe Situations.

Efficient & Effective: To meet the Traffic

Demand (Capacity Enhancement)
(Improvement in Throughput) – As many ATO & ATS
Trains as possible within a specified Time
Period (Achievable Headway: 75 – 90 Sec.
during Simulation Trials in Hyd. Metro)
 Basic Safety. Avoids Partial or Complete
Incidences of SPADs, Automation. Automatic
Over Speeds & Train Piloting & Driver-
Collisions. Enforces MSS less Functionalities

Station
ATP ATO PSDs
Equipment
ZC/SSI Platform Screen Doors

Operations
Control Station
Centre Equipment
OCC ATS
Disaster Depot Control
Management
DCC Centre
ARS: Route Setting
ATR: Train Regulation
BOCC (Headway, Schedule &
Energy Optimisation)
Back-up
Operations
Control
Centre ATC System
 Operations Control Centre

Central ATS (CATS)

Legend:
CBI: Computer Based Interlocking.
ATS: Automatic Train Supervision.
MMI for
ATP: Automatic Train Protection. Local ATS (LATS) Local Control
ATO: Automatic Train Operation.
MMI: Man-machine Interface.
ESP: Emergency Stop Plunger.

CBI Trackside
ATP / ATO

AFTC Transmission
Train to Track

Transmission
ESP Station
Track to Train Train-borne
ATP-ATO
Track
Beacon

Schematic for ATP System

 Driver &
Brake Emergency Doors TOD
Control Brakes

PIDS/PAS

TSRs Operations
PESB ATC + CBI
Control
Recording Staff (ZC)
Diagnostic
System
Time Tabling Routes
Planning ATR ARS
Data ATS
Operations
Control
System

Interfaces of ATC System

 Direction of Travel
Train ‘2’ Train ‘1’
Dispatcher
Functions ATS
SIL-2
(OCC) (ARS &
ATR) Block A5 Block A4 Block A3 Block A2 Block A1
(O/lap Zone
for SBD) Fixed Block
Wayside ZC/SSI&ACB SIL-4
MA &
Interlocking

Inductive Loops. Each Loop Transposed at frequent

Regular Intervals, typically 25 m, to enable Train to
Communication determine Coarse Position
Train-to-Track

Beacons / Tag Transponder

VOBC (SIL-4)

Moving Block
Provides Position
& Manages MA
On-board Radio & Transponder
(ATP, ATO & HMI) Methods of Train Detection

Levels of Automated Train Control System

 Signal ‘5’ Signal ‘4’ Signal ‘3’ Signal ‘2’ Signal ‘1’
Train ‘2’ Train ‘1’

Block A5 Block A4 Block A3 Block A2 Block A1

(Overlap Zone for
Safe braking
Distance)
Normal
Normal Speed No Code in rear of Speed
Caution Speed the Train, Block is
Zero Speed occupied by the
Train

(System uses only three Speed Codes – Normal, Caution & Stop)

Signal ‘5’ Signal ‘4’ Signal ‘3’ Signal ‘2’ Signal ‘1’
Train ‘2’ Train ‘1’

Block A5 Block A4 Block A3 Block A2 Block A1

(Overlap Zone for
Safe braking Code
Distance) 40/40
Code 40/25
Code 25/0
Code 0/0
No Code

(Speed Codes indicating Speed in the Block and the Target Speed for the Next Block)

Fixed Block ATP Systems

 Direction of Travel

Signal ‘6’ Signal ‘5’ Signal ‘4’ Signal ‘3’ Signal ‘2’ Signal ‘1’
Train

Block A7 Block A6 Block A5 Block A4 Block A3 Block A2 Block A1

Code Code Code Code Code Overlap No Code
80/80 80/65 65/40 40/25 25/0 Block
Code 0/0

Speed
Steps
Distance-to-Go
Braking Curve ‘1’ Braking Curve

Danger
Point

Safety
Margin
Stopping
Point Safety
Margin
Distance-to-Go ATP System
 Braking
Curve for
Train ‘2’

Train ‘2’ Train ‘1’

Protection Point

Head of Train is at a fixed Safety Distance from Tail of

the Train ahead. Train ‘2’ updates its Braking Curve
continuously according to the Position of Train ‘1’

Moving Block ATP System

Comparative Analysis of the three Variants
of ATP Systems:

Types of ATP Minimum Train Separation Traffic Density

systems
Fixed Block Always one Block in between Medium to Low
two occupied Blocks.
Distance-to-Go Head of Train is at fixed High
Safety Distance from
occupied Block ahead.
Moving Block Head of Train is at a fixed Very High
Safety Distance from Tail of
the Train ahead.

Characteristics of different Variants of ATP System

Fixed Block Design:
Trains are separated by at least one Block.
Fixed Block Design, as Implemented in DMRC:
One Train in one Block. LMA for the preceding Train is restricted
upto the occupied Block Entry.
Moving Block Design:
Trains are separated by Safe Braking Distance.

CBTC System is based on ‘Moving Block’ System

 Trackside
Processing Unit
Train Movement
Position Data Authority

Communication
Position Data System
Position Data
from other from other
Trains Trains

To apply Corrections to the

On-board Basic Measurement to
Equipment overcome Errors arising out of
wheel Slip / Slide / Wear & Tear
Transponder Proximity
Interrogator Sensor
Unit Speed Calibration
Sensor Transponders

Principle of Precise & Continuous Position Detection

Elements Required:
1. Measuring Train Movement with Sufficient Accuracy & Reliability.
2. Method of Communicating Measured Data from Train to
Trackside Processing Unit such that it is available to it within a
specified Maximum Time (Shortest Time Possible).
3. Trackside Unit, capable of receiving Measured data from all
Trains within its Area of Control & Process this Data within a
specified Maximum Time.
4. Returning the Processed Information to each Train to get its
respective MA.
5. Train sub-systems implement their Received MA.

Above Processing Cycle is continuously repeated.

Principle of Precise & Continuous

Position Detection
 In 0.5 seconds

Max. PU: 10 m
Max. Rollback TOL. 3 m

PU + SBD
 CT CT
MET0001 MET0001

Moving Block Principles – Safe Train Separation

(The CBTC System creates a Protection Envelope for each Train that is
dynamically calculated based on Train Location, Speed, and Direction. Controlled
Trains are not permitted to enter this Protection Envelope, thus maintaining a
Variable Safe Separation Distance between Trains)

CT
MET0001

Moving Block Principles – Safe Movement of Switches

(The CBTC system does not allow a train to move over a Switch until the System
confirms that the Switch is reserved for the Train and locked in the correct Position)
 Train
CT
0001MET
Zone Controller
Here I am. Provide me the Safe
Path to move.
Position Noted. LMA Granted as
per availability of Path.
LMA Granted
Train
CT
0001MET

Sorry, you can’t move any further.

Due to an impending Obstruction
ahead, I am constrained to Pull Back
the LMA Granted to you earlier.
Train Pulled Back LMA
CT
0001MET
SP LMA

VOBC reacts immediately and brings the

Train to Stop at the Stopping Point in
rear of the revised (Pulled-back) LMA.
Position Determination
 ZC to ZC
Zone communication Zone
Controller Controller
From ZC:
Movement authority

From VOBC: Access Point Access Point

Train status

VOBC VOBC

Transponders

Protection Protection
Envelope Envelope

Transponders Orientation: Parallel to Running Rails.

Installation Height: 500 mm below the Level of TIU Antenna.
VOBC uses Transponders to determine the Train’s Absolute Position on the Track

Transponder Communication Architecture

Example ‘1’:

Valid Valid
Transponder Transponder

Position does NOT get Established

Position does get Established

Example ‘2’:

Out-of-Course
Transponder
Valid Valid Valid
Transponder Transponder Transponder

Position does NOT get Established

Position does NOT get Established

Position does get Established

Example ‘3’:

Valid
Transponder
But beyond
Valid Expected
Transponder window of 10 m

Position does NOT get Established

Example ‘4’:

Valid
Transponder
But beyond
Expected
Valid window of 10 m Valid Valid
Transponder Transponder Transponder

Position does NOT get Established

Position does NOT get Established

Position does get Established

Example ‘5’:

Valid Valid Valid Valid

Transponder Transponder Transponder Transponder

Position does get Established

Position does NOT get

Established here
(Direction Changed)
A Few Tag Layout Installation Rules:

Constraints & Design Principles: Inter-station Transponder Layout:

1. The Minimum Tag Separation: 1. The Transponder Layout shall

** On the same Track, in Low
Speed Areas (Depots and End-
of-Tracks): 6.5 m.
** On Mainline, outside Platform
Areas: 15 m.
** Inside Platform Areas, where
Train Speed is lower: 12 m.
2. No Tags in the Point Area with
moving parts.
3. Transponder Layout shall
account for all Train Lengths and
shall be designed for both UP
and Down Directions.
be designed to ensure that the
maximum PU shall not exceed
10 m.
2. Maximum Tag Separation: 140
m.
3. Last Tag in the approach to a
Platform to be installed at 70-
100 m from the first Platform
Tag in order to have a smooth
Reduction of Train PU coming
into the Platform.
4. A pair of Inter-station Tags will
be used for Wheel Calibration.

4. There shall be two Transponder

Tags before any Stopping
Location.
 DOWN Transponder
Interrogator Unit
6 cars

-65.6 -47.0 47.0 65.6

Prox. TI 3 cars TI
Prox.
Sensor Sensor

-43.0 -24.36 1.76 20.4 Proximity Sensor

TI TI
TT8 PP4 TT7 PP3 TT6 TT5 TT4 PP2 TT3 TT2 PP1 TT1
-85.0-65.6 -60.0 -43.0 -35.5 -12.0 13.0 20.4 33.0 60.0 65.6 85.0

Proximity Platform DOWN Track Transponder

Plate

Platform Centerline

The Platform Tags together with Proximity Plates are required to ensure that the System
meets the Station Stopping Accuracy Requirements.

Typical Platform Transponder and Proximity Plates Layout


150-160m
75-85m
Required only if crossover
longer than 120m
Signal Transponder Layout:
To reduce PU when stopping in front
of a Red Signal, two Transponders
shall be installed in front of a Signal,
First at 75-85 m from the Signal
Location & the Second at 150-160 m
from the Signal Location. This
Transponder will be used by the
Rear VOBC of 6 Car Trains.
Transponder Layout for Crossovers and Signals
150-160m
~5m 75-85m
Cross-over Transponder
Layout:
A Transponder shall be installed in
close proximity (~ 5 m) from the
Switch Toe to allow the Train to
detect a Tag as soon as possible
after crossing over from one Track to
the other.
Transponders shall not be installed
in the cross-over areas.
Transponder Tags are
used to establish Train’s
Position. Frequency
Range: 902 – 928 MHz.

Tag

A Transponder Tag on the Test Track at Uppal Depot

 Orientation: Parallel to Running Rails.
Installation Height: 80-97 mm below Proximity
Sensor, providing + ve Confirmation to the
VOBC w.r.t. Proper Alignment. Sufficient
Number of Plates may be mounted on the
Track for Accurate Stopping of all possible
Train Sizes & Orientations. Length: 0.7 m

Proximity Plate
 During Tests, following were
observed:
Wheel Observations made,
Wheel Diameter Calibration: Dia. when passed over
Calibration
A few Important Parameters: Transponders
785 mm Position Established.
Wheel Diameter Tolerance: 10 mm. 771 mm Message on TOD: Wheel
Minimum Wheel Diameter: 780 mm. Diameter out-of-range
Maximum Wheel Diameter: 860 mm. but Calibration
Wheel Calibration Failure (No. Times): 5 Successful, Position
NOT Lost.
RMF Non Wheel Calibrated Speed Limit:
22 Kmph. 768 mm Message on TOD: Wheel
Range of Wheel Diameter, when Diameter out-of-range,
Calibration shall be Successful: Calibration Failed &
Position also Lost.
‘770 mm – 870 mm’
872 mm Message on TOD: Wheel
Diameter out-of-range,
Calibration Failed &
Position also Lost.

Wheel un-calibrated but Position Established, Train can be operated at

Max. Speed of 22 Kmph.
Position Loss Conditions:

1. Missing or failed Transponders for more

than Detection Tolerance (10 m).
2. NCT.
3. Integrity Loss.
4. Speed Sensor Failure, Accelerometer
Failure.
5. Both VOBC Failures.

Position does NOT get Lost:

1. Train EBed.
2. Cab Change, e.g. During Turn
back.
3. Train Reset.
4. ZC Re-start.
5. Application of ESD.
Definitions of a few Important Terms:
Automatic Route Setting (ARS): Automatic Route Setting is Automatic
Routing of Train as the ATS routes a Train along its Assignment.
Automatic Train Control (ATC): Automatic Train Control is an alternate
term for the CBTC System. It encompasses ATP, ATO & ATS. Ensures
Safe Passage of Trains & Optimised Line Operation.
Automatic Train Operation (ATO): Automatic Train Operation provides
the CBTC Functions, which will be assigned to Train Operator
otherwise.
Automatic Train Protection (ATP): Automatic Train Protection provides
the CBTC Safety Critical Functions. Works on the Principle of Maximum
Safe Speed & LMA.
Automatic Train Supervision (ATS): Automatic Train Supervision
provides functionality to monitor, control, and regulate System
Operation.
Definitions of a few Important Terms (Contd.):
ATO Mode: Normal Mode for Operation. Train moves
Automatically from Station to Statio under CBTC Control.
ATP Manual Mode (ATPM): A Train Operating Mode, where the
Train is driven manually by the Train Operator under the control
of the ATP System.
Coded Manual Train Mode (CM): Another name for ATP Manual
Mode.
Restricted Mode (RM): A Train Operating Mode where the Train
is driven manually by the Train Operator and the Speed of the
Train is limited (25 Kmph).
Other Operating Modes: Cut-off Mode, OFF Mode & ATB Mode.
Cut-off Mode used in case of VOBC Failure, OFF Mode is used
when Train is ‘Parked’ or during Active Cab Change & ATB Mode
for Turn-back.
Definitions of a few Important Terms (Contd.):
Closed Track: A status applied to a Track either by CBTC System
Reaction or by Operator Command. When a Track Status is ‘Closed’,
Controlled Trains are not allowed to approach closer than the applicable
Safety Distance to any portion of the Track.
Block
Track

Communicating Train (CT): A CBTC Equipped Train that is

communicating with the ZC.
Controlled Train: A CBTC Equipped Train operating in ATO or ATPM
Mode.
Fallback Mode: Mode of Operation implemented when the ZC is not
capable of CBTC Moving Block Operations.
Failed Train: A Term used to indicate when communication between the
ZC and the Train is lost. When this occurs, the ZC initiates NCT
Processing and converts the Train to an NCT Train. The Location and the
Travel Direction of the NCT Train is maintained at the last reported
Location and the Travel Direction.
Definitions of a few Important Terms (Contd.):
Limit of Movement Authority (LMA): Limit of Movement Authority is the
point beyond which the Train may not safely proceed. It is calculated by
ZC, Communicated by ZC to VOBC & enforced by VOBC.
Platform Emergency Stop Button (PESB): Buttons located on each
Station Platform. Activation of PESB closes the Tracks associated with
the corresponding Platform side for ATO and ATPM Trains, and replace
the Signals associated with the Route that is affected by the activation of
the PESB to Danger. One PESB also provided in SCR.
Stopping Position: The specified point within the System at which the
Train is to stop (Examples: Station Stopping Point & Platform Stopping
Point).
Train Operator Display (TOD): Train Operator Display is touch-screen
Device that allows the Train Operator to enter Information to be sent to
ATS and to monitor Train Operation Status and Information received from
the ATS.
Definitions of a few Important Terms (Contd.):
Rollback Protection:
Rollback - Movement of the Train against the Commanded DoT, which is
determined based on the MA provided to the Train. The VOBC calculates
and reports Potential Rollback Distance to the ZC. ZC uses this Information
to limit the MA provided to following Trains. The VOBC commands EB,
when it detects that the Train has moved more than 3 m against the MA
Direction. Rollback is supervised in ATPM, ATO and RM Operating Modes.

Obstructed Motion:
The VOBC detects Obstructed Motion in Automatic Mode, if the Train does
not travel a minimum distance (1 m) within a certain time (5 Sec.), after the
Propulsion has been commanded. In order to avoid the possibility of
damage to the Train Propulsion System, the CBTC system activates EB and
removes the Propulsion Command.

Un-commanded Motion:
When the Train is in ATO Mode and has stopped at any SP, the VOBC will
supervise to ensure that there is no Motion of the Train that it has not
commanded. If the VOBC determines that the Train has moved more than
the Tolerated Distance (Accumulated Distance of 10 cm), without Motion
being commanded, it will apply the EB. When the Driver releases the EB,
the Train will be able to resume Operation in ATO Mode.
Crawlback:
Crawlback is defined as a Low Speed Manoeuvre to align the Train, if it
overshoots its Station Stopping Point. This Function allows the Driver to
move the Train a limited distance in the Reverse Direction under very
specific conditions.
If the Train has overshot the Station Stopping Point by less than 10 m,
the Driver will get a Message that indicates Crawlback available on the
TOD and Crawlback will be done in RM Mode (driving the train in RM
Reverse) following Safe Operational Procedures.
Crawlback can be also be done in ATPM Mode, if Rolling Stock permits
to perform Reverse Movement under ATPM Mode.
During Crawlback, the System will prevent Points within the Crawlback
Area from being moved and prevents following Trains from being routed
into the Crawlback Area.
Salient Features of a CBTC System
Salient Features of a CBTC System:
1. Moving Block Technology (can also provide for Unattended /
Driverless Operation) (UTO / DTO).
2. Movement Authority (MA) & Interlocking integrated in Zone
Controller (iZC), thereby reducing potential Interface Issues.
3. Not dependent on or restricted by Axle Counters or Track
circuits. Two Trains can occupy the same Physical Block.
4. Excellent Operational Flexibilities:

Automatic Route Setting :

+ Automatically sets the Route for train Movements defined by
various types of Assignments – Shuttle, Single Destination &
Line etc.
+ Progressive Route Setting based on Train Id & Assignment.

Automatic Junction Management:

+ FIFO.
+ Priority to Late Train.
+ Priority to Train Going to / Train Coming from One Branch of
the Route.
+ NOT OoT.
Salient Features of a CBTC System (Contd.):
Excellent Operational Facilities (Contd.)
Automatic Turnback Operation:
Operator may select Driverless ATB Mode, Deactivates the Cab and then
activates the Cab at the other end. The ATS requests the ZC to provide
the Route to the Turnback Stopping Point. If the Interlocking Conditions
are met, the Train is given Movement Authority to the Turnback Track.
Once the Train reaches the Turnback SP & the Route is released, the ATS
requests the next Route which takes the Train out of the Turnback. The
ZC then grants MA to the VOBC in the Train’s new Travel Direction. The
VOBC drives the Train out of the Turnback Track.

METTB1

2
3
Salient Features of a CBTC System (Contd.):
Excellent Operational Flexibilities (Contd.):

Automatic Deadlock Prevention:

ARS provides Deadlock Prevention and Conflict Handling for Trains. Route
requests for a Train are suppressed when a Conflict is present.

Deadlock Prevention –
No Conflict for Single Train

Deadlock Prevention –
Conflict with preferred Route
 Deadlock Prevention –
Both Terminus Occupied

Deadlock Prevention –
Preferred Terminus NA
Deadlock Prevention on Main Line
Salient Features of a CBTC System (Contd.):

Excellent Operational Flexibilities (Contd.):

Remote Diagnostics & Centralised Fault Management

Capabilities.

Automatic Incident Management:

+ Fully Protected Bi-directional Same Track Operation.

+ Schedule Recovery.

Automatic Performance Modification including Speed & Station

Dwell.
Salient Features of a CBTC System (Contd.):

5. Built-in Redundant Data Communication System (DCS) that

allows any Sub-system to communicate with any other Sub-
system.

6. Knows the Position of each Train to a high degree of Accuracy.

Position updated every 0.5 Seconds. Limit of Positional
Uncertainty – 10 m. In case Position is lost, NCO (Non-
communicating Object) is created (after 60,000 msec.). Following
Train, now, shall be one Block in rear of the NCO.
7. Can control the Behaviour of the Train at all times and also
modify the Behaviour to ensure the Safety of the System.
8. Can change System Parameters to ensure Optimum use of
Resources. Examples – Dwell Time & Speed (Regulation),
Traction Power (Energy Saving) etc.
Salient Features of a CBTC System (Contd.):

9. Operation:
* Workstation display the Track Layout together with ICONs,
individually identifying all Guideway Elements as also Trains.
* At a glance, Controllers can monitor the Location & Schedule
Adherence of each Train within the System. ICON Colour changes
alert Controllers to the changes in the Status of Trains, Platforms,
Track Switches & Tracks.
* Situations requiring Urgent Attention trigger Visual (different
Coloured) & Audible Alarm Messages.
* Pull-down Command Menus, Drag & Drop and Point-&-Click
Options are available to perform various Functions:
+ Routing of Trains to specific Track Location or Station.
+ Assigning Trains to a Line / Run / Shuttle Service.
+ Holding Trains at specific Location or by-passing
Platforms.
+ Diverting Trains around an Impassable Area.
+ Changing Train Speed.
+ Maintaining & Adjusting Energy Use.
 Point Information
Display
Point Mode &
Reservation Display

Routing
Information
Display
Train Information
Display
Block Information
Display
Drag & Drop Routing of Train 0001 to UPL2
Signal 3002 Signal 3006

Point 3005

Route Tried Sig. 3002 to 3006 with

Point 3005 in Disturbed Condition
Signal Signal
3002 3006

Signal 3002 Signal 3012

Point 3005 Disturbed Condition

Rectified
 RMF Train moving with AMT available
upto Next Platform & O/Run

ATO Train having

LMA upto Switch
Zone

Mixed Mode Operation

 Stopping Point Restriction due to NCO

SP_NCO_LOCATION (m) (4 m)

LMA
CT One Block Separation NCT

Mode: ATO

NCO

NCO is an Obstruction to LMA.

LMA shall be limited to the NCO Area underlying the NCT.
Route Information Display shall show Reservation & MA
Obstacles as ‘NCO’.

TOD shall indicate the DTG corresponding to the Pre-defined

Distance (SP_NCO_LOCATION), before the Up-stream Boundary
of Adjacent Block.
 ATO Train having LMA
upto NCO Block
Boundary but SP is at one
Block Separation + 4m

NCO Under
Block & EB
applied

Mixed Mode Operation

Examples of Route Reservations:
Examples of Route Reservations (Contd.):
Examples of Route Reservations (Contd.):

Note: In case, Route is Set and Authorised but Signal does NOT turn to
Permissive (due to Signal Failure), Route Reservation and Authorisation shall
remain intact but VOBC stops the Train in Rear of the Failed Signal.
Examples of Route Reservations (Contd.):
 ATS Route
Request

ZC’s Route
Reservation

Granting of
LMA

Examples of Route Reservations (Contd.):

Salient Features of a CBTC System (Contd.):

10. Operational Safety:

+ Train Tracking & Enforcement of Safe Train Separation.

+ Granting of LMA.
+ Speed Supervision. With a view to enforcing Safe Train Speed
Limit.
+ Enforcement of Correct Route Setting & Locking.
+ Pulling back of LMA, in the event of any Obstacle / Obstruction
arising in the Set Route.
+ Interlock between Train Movement & Door (Train as well as
PSDs) Status.
+ Provision of PESBs.
+ Hold & Skip Options.
Obstructions to LMA:

1. Another Train's (CT) Protection Envelope or

Movement Authority.
2. A Non-Communicating Obstruction (NCO).
3. An Unlocked Point;
4. Blocked Point or Blocked Signal.
5. A Closed Zone;
6. An End-of-Track or End of CBTC Mainline
Territory.
7. End of ZC’s Territory.
LMA & Communication Failure:

CT1
LMA

If Communication is lost, LMA retained for 9 Seconds, being the LMA

Retention Time.
9 Seconds = 3 Seconds + 6 Seconds, 3 Seconds being the time during
which VOBC Ascertains that Communication Loss has occurred.
After 9 Seconds, the LMA is switched to Non-controlled type AMT.
If Communication is restored within 60 Seconds, LMA is Regained and
Train becomes CT.
If NOT, It remains as AMT and Train remains as NCT.
After 9 Seconds, EB is applied, because Train becomes NCT.
If within 60 Seconds, Communication is NOT Restored, NCO is created.
This is required to be swept by a Communicating Train in RM Mode.
LMA & Communication Failure (Contd.):

CT1
LMA

Why 60 Seconds?

At 80 Kmph (Train Maximum Speed) + 5 mps (Velocity Uncertainty Limit)

(=27.2 mps), Train will take 43.2 Seconds to stop at Braking Rate of 0.63
(10% Degradation over 0.73 m/s/s).
43.2 + 9 Seconds (LMA Retention Time) = 53 Seconds approx.

This Value has been increased to 60 Seconds for following Reasons:

1. To further reduce the probability of creating NCO on the Guideway,

thereby minimising the Need to perform Block Sweep.
2. To minimise the probability of impacting the Train behind the NCT by
providing some extra time for that Train to come to a stop before an
NCO is created in front of it.
 MA Pullback due to Routing Violation:

TF
CT1
Case-1 U1 (Train User)

17 m
869040 870760
Route Reservation for U1
up to Chainage 869040

Case ‘1’: MA for U1 is pulled back to PE of CT1

but Route Reservation is maintained.
TF
CT1
Case-2

871081

Case ‘2’: When CT1’s PE overlaps by more than

Route Violation Distance (20 m), MA for
U1 is completely pulled back while
Route Reservation Area including
Destinatiin Over Run Protection Area is
maintained..
EB Control:

Conditions that result in an VOBC commanding EB are:

* If the Train Speed has exceeded the Maximum Allowable Speed plus
Over-speed Tolerance.
* When the Train Speed is unknown in ATPM/Automatic Mode/RM.
* When the Train Position is unknown in ATPM/Automatic Mode.
* When the Train passes its LMA Stopping Point in ATPM/Automatic
Mode.
* When Train Rollback is detected that exceeds the Rollback
Tolerance (3 m).
* When Loss of Train Integrity has been detected.
* When an Invalid Operating Mode is detected.
* Unscheduled Door Opening.
* Crawl-back greater than Allowed Distance (10 m).
* Uncommanded Motion in ATO Mode.
* Obstructed Motion.
* If all the VOBC on the Train are Passive.
EB Control (Contd.):

Once the VOBC commands the EB for any reason, it will not be possible
for the VOBC to release the EB until the Train is Stationary and the
cause of the Brake Application has been eliminated.

EB can be released by pressing the EB Reset Button.

The ATS Operator can command Remote EB Reset to one or more

Controlled Trains (ATO, ATPM). If conditions allow Remote EB Reset,
then the Active VOBC accepts the Remote EB Reset Command and
attempts to release the EB. If the EB is reset and there is a valid LMA
ahead of the train, then an (ATO, ATPM) Train will be able to move.

(Obstructed Motion Incidence is one Example where EB can be remotely

set by ATS Operator)

The ATS displays the EB Status reported from the VOBC in the Train
Display and also displays the remote EB Reset available Status to the
ATS Operator in the Detailed Train Information.
Important Variables & Values:
1. Train Stationary, when under 0.5 Kmph for 400 ms.
2. Maximum Allowed Positional Uncertainty: 10 m.
3. A Train losses Communication, after a time-out of 3 Sec., ZC downgrades
the CT to NCT. NCT Timer: 60,000 msec., where after ZC creates NCO.
4. MA is transmitted to each Train every 0.5 sec.
5. RM Mode: EB, if Speed limit of 25 Kmph is exceeded.
Crawl Back: Permitted Speed 10 Kmph. Crawl Back Distance: 10 m.
Roll Back Distance: 3 m.
6. Driver Reaction Delay taken for FSB & EB: 3 sec.
7. Obstructed Motion: Detected by VOBC, if Train travels < 1 m within 5 sec.
8. Train Integrity Lost: TI1 or TI2 Inactive for 140 ms.
9. Closed Zone: Track Sections of 50 feet defined in the Track Database. The
Track Section could be closed by ZC.
10. Un-commanded Motion: Accumulation of Motion > 10 cm.
Train stops in ATO and then Signal being RED, there should be no un-
commanded Motion > 10 cms.
11. When ZC creates a ‘Failed Occupied Block’, it automatically imposes a TSR
of 25 Kmph over that Block.
12. ATS & each ZC Exchange Messages every 0.5 sec. ZC initiates
Communication by sending a RFC (Request for Communication) Message.
ATS maintains Communication by polling ZC every 0.5 sec. Communication
is timed-out between ATS & ZC when no Message is received for 3 sec.
13. ZC-VOBC: 0.5 sec. Here VOBC initiates RFC. Timed-out: 3 sec.
14. ATS-VOBC: 0.5 sec for Active VOBC. VOBC initiates RFC. Timed-out: 3 sec.
 TOD Layout

Like Speed Like

Warning Overspeed

Speed Indications
on the TOD
 Train Stopped at a Station. No Departure
Permitted with Train & Platform Doors Open
 Target Speed & Target Distance shown on TOD.
Departure Permitted with Train & Platform Doors Closed
 Door Supervision – Automatic Release of Doors

Train

Station Stopping Window

Stopping Point

Train enters the Station and stops

within the Stopping Window (±
0.5 m of SSP.

The ATP Train Borne Unit gives

the Door Release at the side,
defined by the ATP Wayside Unit
(ZC).

The Driver can open the Doors at

the Released Side by pressing
the Door Open Button (ATP -
Mode) or the Doors are opened
itself once aligned in ATO Mode. Train Doors & Platform Doors Opening
enabled. Notice Door Side - Left
 The Speed Supervision tolerates slight exceeding of the
Maximum Allowed Speed. By doing so Application of
unnecessary Emergency Brakes will be avoided.
This Tolerance gives the Driver the chance to reduce the
Speed, if the Allowed Speed is exceeded for a short time
and by a small value, typically 4 Kmph.

Driving Direction
Speed

Vconst
Dv
Allowed Speed

Stopping Point

Location

Speed Supervision – Emergency Brake Initiation Curve

Speed Profiles & Curves:
ATP Curve Shifted for Overspeed
Based on Track & Train Tolerance, also dynamically calculated
Characteristics

Must Never to
Exceed Curve

Based on Required
Automatic Train Based on Never to Exceed
Performance ## Curve & System’s Ability to
react an Overspeed Condition

1. ## Five Speed Profiles can be selected by

ATS – Normal, Two Intermediate, Accelerated
& Energy Conservation.
2. ATP Curve is dynamically calculated based ATP Supervisions:
on ATP Speed profile & Train’s MA.
LMA SP, TSRs, MSS
3. ATO Curve is dynamically calculated based Dynamic Supervision w.r.t. LMA SP
on ATO Speed profile & Station’s SP. Overspeed – FSB & EB
 Train Travelling above
Target Speed. Notice
Speed Warning at TOD

Train just exceeding the

Maximum Permitted
Speed. Notice FSB
Speed Warning at TOD
 Train Travelling Above FSB
Tolerance. Notice FSB ‘ON’

Train Travelling Above EB

Tolerance. Notice EB ‘ON’
 Train Stopped after EB due to
Overspeed BUT EB is still ‘ON’

Train EB Released
Train Travelling Between Stations
LMA Authorised upto Fouling
Mark for Train 0005. Reservation
& Authorisation Obstacle: Switch
Zone.
Authorisation Obstacle - Signal
Automatic Train Regulation:
Management of Dwell Time (Min., Max. & Normal) & RUN type.
Schedule & Headway Regulation:
In Schedule Regulation, ATR adjusts the Dwell & the Speed to
make the train arrive & depart at the time specified in the
Schedule.
In Headway Regulation, ATR adjusts the Dwell & Run Types to
make the Train separate from the previous Train by the Headway
specified.
Dwell Time & Speed calculated by ATR is displayed on the TOD.
After Dwell & Speed are determined, the predicted Train Variance
upon arrival at next Platform is calculated. Punctuality is defined
in terms of Early, On-time, Late & Very Late.
Automatic Train Regulation:
Management of Dwell Time (Min., Max. & Normal) & RUN type.
Schedule & Headway Regulation:
In Schedule Regulation, ATR adjusts the Dwell & the Speed to
make the train arrive & depart at the time specified in the
Schedule.
In Headway Regulation, ATR adjusts the Dwell & Run Types to
make the Train separate from the previous Train by the Headway
specified.
Dwell Time & Speed calculated by ATR is displayed on the TOD.
After Dwell & Speed are determined, the predicted Train Variance
upon arrival at next Platform is calculated. Punctuality is defined
in terms of Early, On-time, Late & Very Late.
Regulation Strategy:
Service Recovery or Energy Saving:
Service Recovery: System shall attempt to keep all Trains on Schedule by
using all Run Types.

Energy Saving Regulation: Applying different Energy Saving Strategies –

Adaptive Slow Running providing Real Time Reaction to disturbances to
prevent un-needed Train Stops & subsequent Train Acceleration. Run Time may
increase at the cost of reduction in Dwell.

Intelligent Departure / Arrival Coordination: Energy Groups are configured

based on Traction Power Section and future Train Arrival / Departure times are
coordinated to improve the usage of Regenerative Braking. When Arrival Train’s
Platform and the Departure Train’s Platform are in the same Energy Group, a
Departing Train from a Platform may use Regenerative Braking of the Train
arriving at next Platform.

Limit Peak Usage: This Strategy imposes a Real-time constraint on

simultaneous Departures in the same Traction Power Section.
0002NAG 0003NAG 0004NAG
0002NAG 0003NAG 0004NAG

0001MET 0005MET
0005MET
0001MET

Regulation Mode: Headway Regulation

Schedule Regulation
Dots Represent Shadow Runs – Black
(On Time), Yellow (Late) & Green (Early)
Run NOT Assigned
 Types of Setting Operation
Grades of Train Train in Stopping Door in event of
Automation Operation Motion Train Closure Disruption

GoA1 ATP with Driver Driver Driver Driver

Driver

ATP & ATO

GoA2 with Driver Automatic Automatic Driver Driver

Driver-less Automatic Train Train

GoA3 Automatic
Attendant Attendant

GoA4 UTO Automatic Automatic Automatic Automatic

Level of Metro Automation

As of 2011, 25 Cities (588 Kms. & 41 Lines) in the World have
adopted Fully Automated Metros, Europe & Asia provide for 72%
of Lines. 82% Stations are equipped with PSDs. 84% use Third
Rail & 16% OHE.

First Partially Automated Metro Line was ‘Victoria Line’ in

London Underground Network, opened in 1968. First UTO Line
was built in Vancouver In 1986.

Projections, by 2025: Around 1500 Kms. shall get Automated.

Salient Specifics of Hyderabad Metro
 Zone ‘1’ Zone ‘2’ Zone ‘3’ Zone ‘4’ Zone ‘5’ Zone ‘6’
INT. Stns. 1 1 1 1 1 1
RIO Stns. 2 3 1 1 2 3
NI Stns. 7 13 5 4 7 10
 Corridor ‘1’

27 stations
ZC4 & ZC5
Total Nos. of Stations: 64
Interlocked Stations: 6
RIO Stations: 12
ZC6 ’14’ Stations

Non-interlocked Stations: 46
Corridor ‘2’

Route Kms.: 71
Corridor ‘1’: 29.20 Kms.,
Corridor ‘2’: 15.18 Kms. &
Corridor ‘3’: 27.29 Kms.
Mix of 3-Car & 6-Car Rakes.
OCC & BOCC.
ZC1, ZC2 & ZC3
Corridor ‘3’

23 Stations
System Architecture – Hyderabad Metro
 Hyderabad Lines 1, 2 &3 – Train-borne Architecture

Two VOBCs, one at each Cab End.

Two Speed Sensors are mounted on two Independent, Non-motored Axles of each Trailer Car
Bogie.
The Proximity Sensor is mounted on the Bogie Frame of the DM Car.
The Accelerometers are installed on the Floor inside the Vehicle Cubicle, as close as possible
to the Centre Line of the Vehicle. It produces Analog Signals (Accelerometers Outputs).
TIU (TAG Readers) mounted on the Car-body Under Frame.
The Radio Antennas are mounted on the Interior of the Vehicle.
MRU and DC/DC Converter shall be mounted in VOBC Cubicle or in a Cab Cabinet.
 Borders between Main Line – Depot & Depot – Non
Control Zones: CBTC Territory are marked with a portion of Tracks
called Transit Zone. Transit Zone has Entry & Exit
Signals at both ends.

ZC, SSI, Train Entry into

ATS Region needs
ACBs,
to be provided with
WRUs & a Train ID at the
Transponders / Entry Location.
Tags

Operating Modes –
SSI &
ATO, ATPM, RM & Cut- Operating Modes –
ACBs
out. Block Working – RM. Block Working –
Moving Block. Fixed Block.
Border between Main Line & Depot:
Trains are made to establish Position & communicate with ZC, prior to crossing the
Border from Depot to Main Line. Once in Transition Zone, the Train can be switched
to ATPM or Automatic and routed using CBTC Routing.

TZ between CBTC & Non-CBTC Territory is marked by Trackside Signals to indicate

the Territory Border Points. A Train must pass through the TZ in order to be handed
over to Depot Interlocking and vice-versa. Both Main Line CBTC and the Depot
Interlocking could route a Train to this area. A Safe Protocol consisting of an
Interlocking Handshake is implemented to ensure that only one of the two Systems
can route a Train into the TZ at any one time.
Train Handling at ZC Border:
The ZC can only provide Movement Authority within its own Territory, as there are
no areas with Overlapping Control. If the Movement Authority is extended up to
the ZC Border, the Handover ZC requests a Movement Authority Extension from
the Takeover ZC. The VOBC establishes Communication with the Takeover ZC,
before the Train enters the Takeover ZC Area. Until the Train completely exits the
Handover ZC Area, the VOBC maintains Communication with both ZCs.

Each ZC (Handover and Takeover) calculates the Movement Authority for its Area
of Control and sends the Movement Authority to the Train's VOBC. The VOBC
concatenates the received Movement Authorities. When the Handover ZC’s
Movement Authority does not extend to the ZC-ZC Border, the VOBC discards the
Takeover ZC’s Movement Authority.
CBTC & Fallback Modes:

CBTC Mode:
ZC is responsible for creating a Route, requested by ATS Route Set
Command. Route is either released automatically by ZC as the Train
transits over the Route or manually upon receipt of an ATS Operator
Command.

Fallback Mode:
ATS Route Setting Command is sent to the SSI.
CBTC & Fallback Modes
CBTC Performance Indicators:
** Headway Achieved: 90 Sec. (75-90 Sec.)
** CBTC Max. Commanded Speed: 70 Kmph (80-10).
** CBTC Communication & Processing Delay from the Moment an
Obstruction (say, a Leading Train) moves until following Train’s
LMA is extended & its VOBC acts on Extended LMA ≤ 2 Sec.
** Switch Move & Lock Time: 3.5 Sec.
** Signal Response Time for LMA advancement of a Routed Train
without Switch Movement: 1.60 Sec.
** Signal Response Time for LMA advancement of a Routed Train
without Switch Movement: 6 Sec.
** Automatic Turn Back (ATB): 85-100 Sec.
** Average Speed on the Section: 35 Kmph.
** Speed over Turnouts: 35/45 Kmph.
** Train Acceleration: 0.98 m/s/s.
** Service Braking Rate: (-) 0.8 m/s/s.
** Guaranteed EBR: (-) 0.73 m/s/s.
** Service Braking Delay Time: 1.6 Sec.
** EB Build-up Time: 1.6 Sec.
** Propulsion Cut-off Delay Time: 0.85 Sec.
CATC Vis-a-Vis CBTC
CATC & CBTC Systems:
Similarities:
On-board ATP enforces the Speed On-board equipment Called as
Regulation and Train Protection with usual VOBC in Thales CBTC System.
Features built-in ATP & ATO Sub-systems.
Wayside ATP integrated with Interlocking, Interlocking managed by iZC, which
providing LoMA. provides for LMA.
Central & Local ATSs with the Features of Same.
Bidirectional Train Operation, Scheduled One additional Feature of ATS to
Train Movement, ATR, ARS, Junction CCTV Interface also provided, which
Management, ATB etc. along with ATS focuses the Camera to the Location
Interfaces with PIDS & PAS. where ESD (Emergency Stop
Also, ATS to On-board ATP Radio Based Device) is pressed and displays it
Communication Link is provided to on RPS (Rear Projector Screen).
ascertain Positive Train Information.
Tags & Proximity Sensors to ascertain Same.
exact Positioning of Train on the Platform.
CATC System, as a whole, is a SIL-4 Same
System. Certain Safety Critical Commands
are configured as Two-pass Commands,
wherein a Confirmation is required from the
Operator prior to affecting the Execution of
those Commands.
CATC & CBTC Systems:

Differences:
Since Train Information is Train Information is ascertained through
ascertained through Track Based Radio Based Bidirectional Communication
Bidirectional Communication Link. Continuous Communication is, thus,
Link, CATC is a Fixed Block possible with the Train, making it possible to
Operation System. The complete achieve Moving Block Operation. System
Block is shown occupied, even if knows the exact Position of the Train and
the Train is at the exiting end of therefore even two Trains can come on one
the Track. Block, if that is feasible.
Fixed Signal to Signal Routing Dynamic Routing is possible which also
and NOT permitting Route Setting allows Train to Platform, Train to Signal
in case of in between Block Routing. Overlapping Routes can also be
Occupancy or Disturbance to requested / registered but Authorisation is
intervening Point / Switch. given only upto the next Obstruction.
Authorisation gets, thereafter, extended
progressively.
Essentially requires Track circuits CBTC System, inherently, does not need any
for Track to Train Communication. TCs or ACBs for its functioning. Position of
the Train is ascertained w.r.t. the Chainages
stored in the System Database. In Hyderabad
Metro, an additional Availability Feature,
Fallback with Axle Counter based Secondary
Detection System has also been catered for.
Data Communication System (DCS)
 ATS

Switches

Interface Rack
VOBC ZC
Signals

Adjoining ZC Track Circuits

Adjacent
Non-CBTC
Zone

The ZC Subsystem interfaces with:

** ATS and VOBC Subsystems via DCS

Interface.
** Neighbouring ZCs.
** Trackside devices via discrete Interface,
such as Switches, Signals, ACBs, etc.
** Adjacent non-CBTC Zone via DCS.

The Data exchanged includes Status or Control

Command of all associated Trackside Devices.
 Corridor ‘1’

4F 120F UP Track
DCC
Miyapur
4F 120F DN Track

W/Shop Miyapur JNTU LB Nagar

Miyapur College
Stadium
13F
(Nagole OCC-
Ameerpet-
Miyapur DCC)
OFC Network
Corridor ‘3’
BOCC
8F
120F UP Track

OCC
8F
120F DN Track

Nagole Uppal Shilparamam

4F 120F
DCC
DCC: Depot Control Centre.
Nagole OCC: Operations Control Centre.
4F 120F BCC: Back-up Control Centre.
DCS: Data Communication System.
W/Shop 10F from UP Track & 10F from DN Track in each Corridor
Nagole allocated for Signalling DCS for configuring Point-to-
Point Links.
8F Ring for BCC.
13F for Direct Link between Nagole OCC & Miyapur DCC.
DCS Architecture
The DCS:

** A Wayside Network for Wayside to Wayside and Wayside

to On-board Communication, which includes
Central/Depot/Station LANs, two Trusted Backbones,
Security Devices Banks, and an (untrusted) Wired
Backbone for the Radio Network. Security (Encryption)
Devices used between Wayside Trusted Netwrok &
Wireless Network.

** A Radio Network for Wayside to On-board, which consists

of Mobile and Wayside Radio Units (MRUs and WRUs).
Geographical (Overlapping Coverage) & On-board
Redundancy Provided.

** An On-board Network for On-board to On-board and On-

board to Wayside Communication, which forms On-board
LANs that are protected from the (untrusted) Radio
Network by Security Device Modules within the MRUs.
The DCS:

** Designed to handle all Single Point Failures & some

Multiple failures too.

** Application Layer is Vital. Vital Devices include Sequence

Numbers & CRCs in each Message & then an
Authentication Algorithm is applied to the Message.

** Equipment Redundancy & Route Diversity protect the

System from Un-availability point of view.

** Train Control Sub-systems viz. ATS, VOBC, SSI & ZC and

External Applications communicate with each other using
IP Protocol that runs on the top of 802.3 Wired & 802-11
Radio Networks.

** CBTC System has been designed to cope up with varying

Communication Delays.

** DCS Design is independent of the CBTC System that uses

it.
 OCC

#3

#1

Ring for ATC #2 Ring for ATS & #1 SDs between WRU
Communication Diagnostics Ring & Wayside
ATS-ZC-VOBC& Trusted Network
ATS-SSI Switches

Ring for WRUs

Traffic Carried: Radio #1: Switch (L3)

Backbone #2: Switch (L2)
** ATC Communication: ZC-VOBC, ZC-ATS, #3: LAN Switch
ATS-VOBC, ZC-ZC & ATS-SSI.
** ATS-ATS W/S & Diagnostics.
** Communication with External Interfaces:
Master Clock, CCTV, PAS/PIDS etc. DCS Architecture
 Wayside

On-board

Radio Backbone
Thanks
for Your Kind Attention