Lessons Learnt and the

Operational Impact of ETCS

Level 1 in Auckland
Train Control and Management Systems
Conference 2016

James Clendon Rail Infrastructure Consultants (NZ) Limited

Former Signalling Design and Development Manager, KiwiRail

KiwiRail at a Glance

The Auckland Metro Area Rail Network

Auckland Metro

Auckland Electrification Project Background

25kV AC Electrification of
the Auckland Metro Rail
Network (AMRN) is almost
complete
Three Main Elements
Electric Traction and Power
Supply
Civil Enabling
Signalling Systems

Additional Signalling
To improve capacity
To Improve operational flexibility

AEP Signalling Scope

Phase 1 completed Jan 2011
Phase 4 and 5A completed July 2011

5C

Phase 2 completed May 2011

Phase 5B and 5C completed June 2012

Phase 3 completed Jan 2012

950 Axle Counter Heads

260 Point Motors

230 Equipment Shelters

700 Track Sections

52 Level Crossings

445 Signals

Why Automatic Train Protection?

Extensive risk assessment undertaken to determine need for
Train Protection
Concluded that an intermittent train protection system should
be installed
Wide stakeholder consultation and support

Progress to Date

November 2013 the trackside ETCS system was commissioned

Certified using the SD test train
First EMUs entered service on one line April 2014
EMU integration testing completed on all electrified lines in Jan 2015
All 57 new 3 car EMUs in service as of November 2015

SPAD Reduction

Relative Risk Issues

Review of the Risk Model
Passenger fleet is all EMU with ETCS in the electrified area
Interaction with other trains will only be with freight services, long
distance passenger services and with DMUs at the southern
interchange station (Papakura)
Fit out is feasible and not as expensive as originally thought
Once the risk is mitigated for one rail participant the others look a lot
worse

Regulator interest
Users can now see the benefits
High consequence risk no longer tolerated
Strong push to expand ATP application

Added Value
Neutral section control
Correct Side Door Enable (CSDE)
Zero speed for non-electrified roads

Residual Risks

National Values Speed Limits for override modes

Timing off overlaps (interlocking v ATP)
Approaching Buffer Stops
Level Crossings in Overlap
Trailing points in Overlap
Inoperative Balise Groups
No reaction vs. SB reaction

Precedence of information (functioning cab signalling overrides

line side)
Section Timers

De-risking the Introduction of ETCS

Resignalling and track reconfiguration completed first
Physical trackside ETCS works completed at same time
Cost savings and reduced disruption to operations

Low risk initial go-live (ETP)

ETP system is non-vital and ignores failed/damaged balises
Log files are reviewed to identify any network faults

ETCS telegrams incorporated into

EMU simulators
ETCS available for Test Train
operations

Getting the Balance Right

Initially had problems with the ETCS being too conservative
Trialed multiple different configurations
Put two configurations through a driver evaluation trial

Level Crossings
Too conservative
The low release speeds
have had a significant
operational impact
General principle applied
is that the entry speed
into an unprotected
crossing will not exceed
15km/h

Optimisation and Performance Gains

Warning Curves
Precedence of Cab Signalling
Warner Routes and Approach Clearing
Stopping Positions and in fill balises
Odometry Error
Curve Speed Supervision
Line Speed Supervision

Understanding Your Operations

Know your section run times and constraints before the
transition
Use before and after analysis to identify possible problem
locations
Resist operator pressure to compensate for ETCS impact
with timetable adjustment or padding and work on
optimisations first

ETCS Based Incidents

60

50

40

Balise reading
30

ETCS onboard/train
Operational

20

10

0
May-15

Jun-15

Jul-15

Aug-15

Sep-15

Oct-15

Nov-15

Dec-15

Jan-16

The Future - ETCS Level 2 + ATO?

Interoperability with National rail network essential
Growing need to reduce trackside infrastructure and
maintenance costs
Relatively small and in some regards new fleet should
be easy to fit
Need to reduce operating risk across the network to
realign with modern expectations

Advantages of ETCS L2
In an already signalled territory like Auckland there is
little true operational advantage
Improved consistency for driver but with 45-50km/hr
release speeds there is not a big capacity improvement
unless signalling sections are reduced
The capacity constraints can in part be addressed with
in-fill balises
Main benefit is a reduction in infrastructure

Summary The Good

Its safer!
Virtually eliminated overspeed derailment risk
Massive reduction in train on train collision risk
Reduced SPAD rate
Reduced buffer stop collision risk
Operational performance improvements (Journey Time) possible
in some locations

Summary The Bad

Not being able to overspeed!
Odometry error compensations and having to brake early for
some PSRs
Low release speeds (anything below ~25km/h)

Summary The Ugly

Level crossings the compulsion to mitigate a risk that
ETCS is not well suited to mitigate
Buffer stops only letting a train hit a buffer at its
rated collision speed is painfully slow
Old legacy track layouts without clear track overlaps
and the need to drop the release speed to protect
junctions

Conclusions
The equipment might be off-the shelf but the application will
never be
Residual risks require significant attention to mitigate by taking
all practicable steps without undue impact to train operations
Any existing performance restrictions (PSRs etc) should be
thoroughly reviewed before implementing ETCS
Budget/plan on an optimisation phase rather than over
capitalising on infrastructure you may not need
Consolidate your data and make it available to stakeholders

Questions?