Automatic Train Control. Stuart Landau CH2M HILL, System Engineer. Port Authority of NY and NJ, Program Manager. Jersey City, NJ

Transcription

1 Automatic Train Control At the Port Authority Trans-Hudson Stuart Landau CH2M HILL, System Engineer Jersey City, NJ Doug Dreisbach Port Authority of NY and NJ, Program Manager Jersey City, NJ

2 Introduction to PATH 2

3 Goals Support increased ridership Replace signal system at end-of-life 3

4 Goals Increased Ridership World Trade Center site buildout 20% expected increase Current system is fixed-block Minimum headway fixed at 90 seconds CBTC moving block will overcome headway constraint Allow trains to follow more closely l Increase throughput 4

5 Goals PATH Ridership Projections 35,000 Available Capacity Versus Demand NWK to WTC Line - AM Peak Hour 30, ,000 20,000 15,000 10, Capacity of Line* Ridership Estimate 5

6 Goals System Replacement Last major overhaul: 50 years ago Processors replace relays New bungalows and re-equipped relay rooms New signal power distribution with UPS New control center Existing becomes backup Track circuits For backup wayside system 6

7 Additional Benefits Dynamic schedule adjustments Passenger comfort Crew scheduling 7

8 PATH ATC Project Participants Consortium under a Design/Build Contract: Siemens Team Siemens Industry, Inc. (Communication- Based Train Control) Invensys Rail Corporation (Conventional Signaling) g) D/A Builders, LLC (Installation) Program Management Services CH2M HILL Independent Safety Assessor Rail Safety Consulting, LLC 8

9 Design Approach Robustness Operate service in the presence of failures Secondary Train Detection System (STDS) Vital foundation for CBTC and wayside backup Communication-Based Train Control (CBTC) Moving-block overlay Data Communication System (DCS) 9

10 Design Approach Secondary Train Detection System Vital interlocking and route integrity Backup without CBTC Wayside signals Longer control lines, increased separation Enforced by train stops Track circuits it Jointless where feasible Cutover first, before CBTC 10

11 Design Approach Communication-Based Train Control ol Why CBTC? Moving block overcomes headway constraints Install as overlay Available and proven for transit Location determined onboard Using wayside transponders Wayside zone controllers track trains Issue Movement Authority to any location Based on database of civil features Carborne calculation of speed profile 11

12 Design Approach Communication-Based Train Control ol Overrides of STDS under CBTC operation Cut back control lines (MALs govern) Drive down train stops (carborne speed profile enforcement) Wayside signals display flashing green (CBTC) Operating modes Automatic Train Operation (ATO) Manual Cab Signal (MCS) Bypass Manual operation required periodically 12

13 Design Approach Block Diagramam Automatic Train Supervision Copper/fiber data path Air-gap data path Wayside Data Network Wayside Radio Access Wayside Radio Access Zone Controller Interlocking Processor/ Control Panel Bungalow/Relay Room Track circuits, signals, train stops, switch machines, drawbridges Onboard Controller Carborne Network Onboard Controller Transponder 13

14 Implementation Challenges Maintain 24/7 operations Tunnel is more demanding than outside Tunnel space Competing projects in tunnels Ballast condition Amtrak access Test Track 14

15 Design Challenges 4-track operation on 2 tracks FRA compliance Operation without t CBTC Training 15

16 Conclusion Past A century of fixed-block Present Installation and testing progress Future Commissioning Meeting increased passenger demand 16

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