Annexure: G-3

Communication Based Train Control (CBTC) in Metro Railway Systems

1 A centralized control is inescapable to monitor and handle any emergencies.
With closed doors to ensure passenger safety, there is a need for opening the train
doors on the correct side for the platform which has to be again failsafe to prevent
wrong side opening leading to passenger injury.

2 In order to achieve safety with a number of trains using the same line, it is essential
to provide information to the driver by some sort of “signals” about where to stop or
how fast the train can go etc.

3 To derive the information required to convey to the driver through “signals”, some
form of train detection was essential, to know where exactly the train in question is
with reference to other trains or other hurdles.

4 To provide means for more than one train to use the same line, it became necessary
to divide the line into “blocks” and ensure there is only one train in each “block”.

5 To control the trains and allow precedence between slow and fast trains, it became
necessary to have stations with turnouts and loops.

6 To ensure the points and crossings of a turnout were set within safety limits for
prevention of derailment, it was necessary to ‘detect’ the point by the signalling
system before allowing train movement i.e it was necessary to “interlock” the signal
with the points. The interlocking may be achieved through Relay based or
Microprocessor based.

7 Centralized Traffic control by a single operator controlling a line to avoid time delay
for exchange of information between Station Masters for increasing the line capacity
resulted in further advances such as block working, automatic Block signalling.

8 The rolling stock must have automatic train protection to eliminate driver errors.

9 The need for high frequency of train service necessitate automation of train
supervision and route setting for quick turn round in terminal stations.

10 In Communication Based Train Control (CBTC) signalling system, the primary train
detection is purely based on failsafe communication link between the train and the
control centre with the train communicating its position continuously and the
control centre communicates the position to other trains for maintain the safety
distance between two trains. Track circuits or axle counters if any are used only as a
secondary detection in case the Metro operator desires a fall back system.

11 Train Spacing and its Impact on Safety and Line Capacity (Headway):

Considering the need for higher order of safety, as well due to the presence of halts
at frequent intervals of even less than a KM length, Primarily the train detection is
done by communication, based on the train location, the movement of authority is
to be updated which is known as a moving block, which include a safety envelope
behind and in front of a train, always moving along with the train.

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12 Cab Signalling and Need for Track to Train Communication:

CBTC uses Cab signalling in which the signal aspects were made available right inside
the driver’s cab by way of displays. Information to be displayed had to be provided
from track side to the equipment on-board the train. The information exchange
between track to train is done through

(a) by fixing coils on the track as well as underneath the cab and transferring
information by magnetic induction.

(b) By fixed Beacons or Balises mounted between rails transmitting the information
electro magnetically through low frequency modulations to be picked up by
antenna mounted below the engine of the trains.

or

(c) By the provision of Coded AFTC.

(i) The rolling stock must have on-board electronic/computing equipment for
cab signalling equipped with Automatic Train Protection (ATP) for eliminating
accidents due to SPAD.

(ii) Automatic Train Control Systems (ATC) for Metro Rail networks:

(iii) The rolling stock must have on-board electronic/computing equipment for
cab signalling equipped with Automatic Train Protection (ATP)

13 CBTC mainly comprises

(a) Automatic Train Protection (ATP) comprises of the sub-systems which provide
the basic safety by way of fail-safe detection of dangerous conditions and
controlling and stopping the train when required independent of any action by
the driver when the train is being driven manually. ATP also ensures similar fail
safe protection even when train is being driven automatically.

(b) Automatic Train Operation (ATO) which comprises of sub-systems which can
enable automatic operation of the train without any intervention by the driver
except for closing of the train doors. ATO obtains the safety instructions from
ATP and other operational information from the ATS system automatically and
runs the train as required.

(c) Automatic Train Supervision (ATS) which comprises of various sub-systems which
are used to regulate and control the operations of all the trains in the network by
monitoring the positions of trains all over the network at every instant and
implementing the pre defined operator commands for automatic route setting at
interlocking and automatic turn backs at the terminal station etc.

(d) ATS works with the driver if the train is manually driven to keep him informed
about when to leave a station. In case of ATO operation, the ATS will work with
ATO and control the movements of all trains in the network. The Traffic
Controller can manually intervene and take over the functions any time as
required, due to any emergencies or disruptions in the network.

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Communication-based train control (CBTC) is a railway signaling system that makes use of
the telecommunication between the train and track side equipment for the traffic
management and infrastructure control. By means of the CBTC systems, the exact position of
a train is known more accurately than with the traditional signaling systems. This results in a
more efficient and safe way to manage the railway traffic. Metros (and other railway
systems) are able to improve headway while maintaining or even improving safety.

IEEE 1474 standard defines CBTC as a "continuous, automatic train control system utilizing
high-resolution train location determination, independent from track circuits; continuous,
high-capacity, bidirectional train-to-wayside data communication; 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".

CBTC applicability:

 Mainly suitable for urban railway lines (either light or heavy) and APMs (Automated people
mover)
 Also deplorable on commuter lines/suburban lines.
 For main lines, a similar system of ERTMS (Level-3) exists, though it is not yet fully defined.

CBTC systems in India

Metro Make
Kochi Metro Alstom
Hyderabad Metro Thales
Lucknow Metro Alstom
Delhi Metro Line-7 Bombardier
Delhi Metro Line-8 Nippon
Noida Metro (operated by DMRC) Ansaldo
Nagpur Metro Siemens
Ahmedabad Metro Nippon

CBTC Functions:

 The trains continuously calculate and communicate their status via radio to the wayside
equipment distributed along the line.
 This status includes, among other parameters, the exact position, speed, travel direction
and braking distance.
 This information allows calculation of the area potentially occupied by the train on the track.
 It also enables the wayside equipment to define the points on the line that must never be
passed by the other trains on the same track.

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 These points are communicated to make the trains automatically and continuously adjust
their speed while maintaining the safety and comfort (jerk) requirements.
 So, the trains continuously receive information regarding the distance to the preceding
train and are then able to adjust their safety distance accordingly.

Moving Block principle

First, let us understand the conventional Fixed Block system as depicted in the first figure.

 The figure shows the total occupancy of the leading train by including the whole blocks
which the train is located on.

 This is due to the fact that it is impossible for the system to know exactly where the train
actually is within these blocks.

 Therefore, the fixed block system only allows the following train to move up to the last
unoccupied block's border.

Now, the Moving block is a significant refinement over the Fixed Block system.

 The train position and its braking curve is continuously calculated by the trains.

 Train then communicates its train position via radio to the wayside equipment.

 Thus, the wayside equipment is able to establish protected areas, each one called Limit of
Movement Authority (LMA), up to the nearest obstacle (in the figure the tail of the train
in front).

 Movement Authority (MA) is the permission for a train to move to a specific location
within the constraints of the infrastructure and with supervision of speed.

 Occupancy calculated in these systems must include a safety margin for location
uncertainty.

o It is depicted by the yellow lines in front and rear of the trains.

o It is called footprint.

o This safety margin depends on the accuracy of the odometry system in the train.

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 CBTC systems based on moving block allows the reduction of the safety distance between
two consecutive trains.

 This distance is varying according to the continuous updates of the train location and
speed, maintaining the safety requirements.

 This results in a reduced headway between consecutive trains and an increased transport
capacity.

Grades of Automation

CBTC Architecture:

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The typical architecture of a modern CBTC system comprises the following main
subsystems:

 Wayside equipment. It includes

o Interlocking - vital control of the trackside objects such as switches or signals, as well
as other related functionality.

o Trackside ATC - management of the communication with the trains in its area.
Calculates the limits of movement authority that every train must respect while
operating in the mentioned area.

o Trackside ATS - Interface between the operator and the system, managing the traffic
according to the specific regulation criteria.

 On-board equipment. It includes

o Onboard ATP - Ensures continuous control of the train speed according to the safety
profile, and applying the brake if it is necessary.

o Onboard ATO - Responsible for the automatic control of the traction and braking
effort in order to keep the train under the threshold established by the ATP
subsystem.

 Data communication system. It includes

o Wired part

o Wireless part (set of Radio Access Points, distributed along the Trackside).

Although, CBTC architectures are always dependent on the supplier and their technical
approaches, the aforementioned logical components may be found generally in a typical
CBTC architecture:

Advantages of CBTC in brief

 Continuous bi-directional communication based vs. unidirectional based.

 Moving block vs. the hundred year old traditional fixed block principle.

 Integrated SW based interlocking.

 No secondary detection needed.

 Driverless/Unattended operation possible.

 Fully automated depots.

 Auto coupling possible.

 Less than 90 sec. headway

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