EE536 Railway Signalling

Automatic Train Supervision System

1. Automatic Train Supervision System (ATSS) Overview

2. East Rail Line - Siemens VICOS OC501 ATSS
3. GoA4 Operation
4. South Island Line (East) - Alstom ATSS
5. Main Control System (MCS)
6. ATSS and the Control of Train Operations

Q1 2025
Dr. KK Lee 1
1. Automatic Train Supervision (ATS) System Overview

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Functions of Railway Signalling System

Primary Safety Functions

 Prevent collision of trains

 Prevent overspeeding of trains
 Set up safe routes for trains to move to satisfy
operational requirements
Other Functions

 Operate train timetable to meet service

requirements
 Automate the operation of trains
 Supervise and regulate the operation of trains
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Basic Elements of Railway Signalling

Keep a safe distance

between any two adjacent  Fixed Block
trains running on the line  Moving Block

 Trackside Signalling
Ensure that the trains
 Automatic Train Protection (ATP)
would not run beyond the
 Automatic Train Operation (ATO)
speed limit
 Unattended Train Operation (UTO)

Ensure that there are no

conflicting routes of train Interlocking
movements

Moving trains according to

a timetable and regulate Automatic Train
train movements to Supervision (ATS) System
overcome perturbations 4
Run Trains According to a Timetable – When there is no ATS System

• Prepare a train timetable to fulfil the service requirements.

• Convert the train timetable to train diagram.

• For each train path in the train diagram –

 Assign a train number to an in-service train.
 Set a route for the assigned train to start movement from the
originating station.
 Dispatch the assigned train to start the train journey.
 Continue to set the routes for the train to move until it reaches
the destination station
 Turnback the train at the destination station

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 LOW UNI
Train Timetable – East Rail Line SHS FAN TWO TAP
FOT

SHT

TAW

KOT

MKK

New_HUH

EXH

ADM
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 Train Diagram • Train diagram is a set of distance/time graphs representing the moving trains
• Each line from originating station to the destination station is a ‘train path’.
• Two train paths will not cross each other except at the bypass track.
Distance
Train Paths

Destination Station
Station Dwell Time

S4
Bypass track
S3 provided at S3 for
express train to
S2
takeover local
S1 train

Originating Station Time

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 LOW UNI
A Segment of Train Timetable – East Rail Line
SHS FAN TWO TAP
• Train Number – JM001 FOT
• From Admiralty to Lo Wu
SHT
Dwell
Station Arrive Time Depart TAW

KOT

MKK

New_HUH

EXH

ADM
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Train Diagram – East Rail Line – Train Path JM001 from Admiralty to Lo Wu

JM001

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Track Layout
East Rail Line

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 When there is no ATS System – Everything is Done Manually

• Train controller sets the train route section by section

• Train controller dispatch each train according to the train timetable.
• Train controller turns round the train when it arrives at the terminal station.
A train route is set by pulling the button at the
starting point of the route and the button at the
ending point simultaneously.

(231) Keikyu railways' signalling system - YouTube

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When there is ATS System – Everything is automated

• Train timetable preparation is fully automated – the train schedule planner just
needs to input the train service requirements and a train timetable is
generated and validated.
• The train timetable can be fine tuned manually by the train schedule planner to
meet specific train service requirements.
• The many train timetables are stored in the ATS system. The train controller
selects the one that is to be operated.
• Based on the selected timetable, the ATS system will automatically –
Designate a train for each of the train paths
Set the routes for the designated train to run from the originating
station to the destination station
Dispatch the train to start running from the originating station
Turnback the train when it arrives at the destination station and assign
it to run for another train path
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With ATS System – Workstation Based Operation

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Automatic Train Supervision (ATS) System – Key Functions

 Timetable Management including dispatching of trains

 Automatic Route Setting (routes for train movements)
 Automatic Train Position Tracking & Identification

 Headway Regulation
 Schedule Timetable Regulation to cope with perturbation to service
 Degraded operation e.g., running short loops, shuttle train service, etc.

 Reporting Functions including performance statistics

 Archive Functions including Playback of events

 Supporting the operation of other railway systems

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 Automatic Regulation of Trains
Under normal operations, the mainline operates automatically on the basis of the timetable,
without intervention from the Traffic Controller (TC). Key features are:

 Line operation is based on the timetable

 Automatic route setting is done for all trains according to the timetable
 Regulation of the line is done automatically.

 Small disturbances (such as delayed departure from a station) are automatically corrected by
the regulation algorithms, without any operator’s action.
 In the case of unexpected operating situations such as traffic increase or decrease, the operator
can modify the timetable online via a user-friendly HMI.
 When there is a serious traffic disturbance, other online commands ensure that the traffic
service is adapted to recover from the abnormal situation as quickly as possible.

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 Automatic Regulation of Trains

 The timetable regulation mode is implemented by determining the time at which

a train needs to depart a station according to the platform timetable.

 The ATS automatically varies the station dwell time and speed for the train to
maintain the timetable.

 An optimum dwell time is determined based on the train's arrival time and the
required departure time. This dwell time is set within the minimum and
maximum dwell times defined for the platform.

 The speed of the train is adjusted as per the variance against the required arrival
time at the next platform.

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 Automatic Regulation of Trains

 Different running profiles are associated with different train trips in the
timetable, such as peak hour and off-peak hour running profiles.

 These profiles are used to optimize running times and energy consumption.

 The running profiles are communicated to the Automatic Train Control (ATC)
system so that the trains operate in accordance with the energy consumption
strategy specified.

 Timetable management ensures that simultaneous departure and arrival

commands are not sent to trains and that peaks in power consumption are
avoided.

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ATR – Regulation Strategy
Coasting of Trains Different starting points of coasting

• Coasting – switching off traction power of the train

(Coasting)g(

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 % Coasting of Trains

Line Speed

Line Speed [(100 – x )%]

• When train speed reaches line speed, traction power is switched off and the train goes
into coasting.
• When train speed drops by x % of line speed, traction power is switched on and the train
accelerates to line speed.
• The cycle is repeated.
• x is usually set at 4 or 8 – coasting vector of the signalling system.

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Automatic Train Supervision (ATS) System
– Key Functions
• IEEE Standard 1474.3 defines the functions of
each of the key component systems of a CBTC
system.
• The primary functions of ATS system are
defined in section 8 of the Standard.
• The flow of information between the ATS
system and other component systems of the
CBTC system is defined in section 9 of the
Standard.

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Key Operation Activities

Operations Depot
Control Centre Control Centre

Direct control of Control of train movements on • Dispatching trains to mainline

station facilities mainline – timetabled or ad • Retrieving of trains from mainline
during incidents hoc

Station
Operation Train Operation
• Train Crew
• Driverless

Operation and
control of station Local control of trains during incidents

Station
Control Centre

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Nerve Centers of Railway Operation

Station Control
Room
Opeations Control Center
• Control of train
movements within the
depot
• Operate stations
• Control of train
• Control of station-
maintenance activities
based E&M systems
• Dispatching and receipt
• Dissemination of
of trains
passenger
information
• Local control of train
movements when
needed during
incidents Depot Control Centre
• Control of train movements across the whole network
• Dissemination of passenger information
• Switching of HV and LV power supply
• Fault reporting of fixed installations
• Communication center for incident management

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Operations Control Centre (OCC)

Direct ATS Functions

• Command and control the normal operations of

trains to deliver train service according to the
timetable
• Regulate train service to cope with any
perturbations e.g., excessive dwell time in a
station
• Plan and deliver degraded operations during
failure and incidents of the metro lines
• Other train control and management functions

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 Operations Control Centre (OCC)
• Maintain a reliable and stable traction current
ATSS Interfaced with Other Systems supply in traffic hours to achieve service targets
• Traction current switching to isolate defective
section in order to minimize the train service
interruption impact
• To identify the cause of the tripping whether
it is related to train defects or traction
system

• Incidents such as train failures, rail defects,

traction current failures, fire incidents and
signalling failures, etc.
• Information dissemination during incidents
• Extraction of smoke during a fire incident
occurred in a station or tunnel section
• Ensure customer service and passenger safety • Supply of fresh air for tunnels during tunnel
• Environmental Control - achieve a comfortable detrainment
travelling environment and an optimum energy
consumption model
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Station Control Centre (SCC)
Related to ATS System
Signalling (when in Local control mode):
Train Descriptors, Point operation and route
setting, regulation.

Power: High and Low Voltage Distribution,

Traction Power.

E&M equipment: Escalators, lift, security

access, fire systems, tunnel ventilation, etc.

Communications: Radio, CCTV, Public Address,

Direct Line, Telephone, Passenger Information
Display
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 Related to ATS System
Depot Control Centre (DCC) • Train movements inside depot are
controlled by the Depot Operation
Controller (DOC) via Depot signalling
panel
• Depot signalling panel sets route for train
from one point to another point and issue
instruction to Depot shunters
• Depot shunters follow the instruction from
DOC and observe the point and signal
status at the trackside for train movement

• Control all activities including maintenance

and operation inside depot
• Receive fault reporting of train and depot
• Co-ordinate with OCC to provide service
train and support incident recovery
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2. East Rail Line - Siemens VICOS OC501
ATS System (VICOS – Vehicle and
Infrastructure Control Operating
System)

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Automatic Train Supervision
(ATS) System – Key Functions Siemens VICOS OC 501 ATS System

Siemens ATS System

• Deployed in the East Rail

Line crossing the
harbour.
• Integrated with the
Siemens Trainguard
CBTC system.
• Tsing Yi Operations
Control Centre –
Workstations for traffic
controllers and Mimic
Panel
• Backup control centre at
Fotan
• Local control at stations

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Siemens VICOS OC 501 Functional Modules

 Operational functions – Automatic route

setting
Automatic train
tracking
Time / distance
diagram
distributed among
several computers. Operator control
 Basic functions – on and display
Archive Operating log

every computer.
 Operating system – Process data
Configuration Connection of Process
supporting each processing System peripheral systems interface

computer.
Basic Multi-computer Database
Soft bus
functions system system

Operating system

Functions which can be distributed among several computers

Basic functions which run on every computer

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 Siemens VICOS OC 501 – System Architecture
Network HMI Workstations and Timetable Compilers at
Management
Workstations Various Locations
(for ATS and FSN
Network)
COM 1 COM 2 ADM ADM Spare HMI 1 HMI 2 HMI 3 HMI 4 R&P Server

ATS Network B

ATS Network A

Ext-FEP 1
VPN Equipment VPN Equipment
(for 15/F HQ (for 15/F HQ
C-FEP 1 C-FEP 2 Firewall Equipment Timetable Compiler) Timetable Compiler)
(Application Level
Network Access CDN
Gateway + Packet Firewall Equipment
Control Equipment filter)
Ext-FEP 2 (for external External Interfaces:
interfaces) - MIMIC
- MCS
- TETRA Radio
- PIDS for EAL and NSL section

Fixed Signalling Network (FSN) B

Fixed Signalling Network (FSN) A

FB FEP 1 FB FEP 2 FB Server FB FEP 1 FB FEP 2 FB Server

Other Signalling (CER) (CER) (CER) (HTD SER) (HTD SER) (HTD SER)
Subsystems
Network Switch Network Switch

Fallback IXL Control Terminals in CER Fallback IXL Control Terminal in HTD SER
(HMI Workstations) (HMI Workstation)

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Siemens VICOS OC 501 – System Architecture
Acronyms

FSN Fixed Signalling Network

COM Communicator
ADM Administration
HMI Human Machine Interface (at Workstations)
R&P Record & Playback
FEP Front End Processor
VPN Virtual Private Network
CDN Corporate Data Network
MCS Main Control System
PIDS Passenger Information Display System
FB Fallback
CER Central Equipment Room
IXL Interlocking

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Siemens VICOS OC 501 –Human Machine Interface (HMI) – Detail View

• Red – track occupied

• White and Grey – track free for route setting
• Green – track set for fixed block operation
• Light Green – track set for restricted manual mode
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Siemens VICOS OC 501 –Human Machine Interface (HMI) – Full Line View

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Interface between ATSS and Other Railway Systems – Siemens VICOS OC 501

Contract 1152B – Signalling

for East Rail Line - Siemens

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Interface between ATS System and Other Railway Systems – Siemens VICOS OC 501
Interface Functions Interface Information
IF 1 Facilitate radio calls from TETRA Radio System to trains Send train positions together with train and driving cab
identity to the TETRA Radio system.
IF 2 Communication system provides optical fibre network connection Interface information relevant to each of the interfacing
between ATS system and the other Railway Systems. railway systems.
IF 3 Display of train running information on the Passenger Train arrival and departure times.
Information Display System (PIDS) at stations.

IF 4 Allow comparison of existing EAL signalling system and new Trace file information of each system including status
signalling system. indications of field elements, control commands, train
position information, arrival, departure and delay
information of trains.
IF 5 Facilitate communication channel between Platform Screen  Transmit door status from PSD/APG/ MGF to trains
Doors/Automatic Platform Gates/ Mechanical Gap and vice versa.
Filler system and trains in order to allow selective door re-  Implement routing function in order to address the
open. correct train currently at standstill in a station.
IF 6  Allow indication of train information on MCS HMI.  Send track section occupancy status, train
 Allow Execution of Tunnel Ventilation System (TVS) smoke identification and direction of travel of all trains.
extraction mode.  Send congestion mode signal when a particular track
 Activation of TVS congestion mode section in the tunnel 1A to ADM is occupied for a
 Allow time synchronization signal and virus definition predefined time
updates  Receive time synchronization
 Prevent trains from departing from a platform into non-  Receive Overhead Line status
energized sections 36
Interface between ATS System and Other Railway Systems – Siemens VICOS OC 501

Interface Functions Interface Information

IF 7 Allow display of signalling system status indication on MIMIC  Send wayside equipment status
display in TSY OCC.  Send train-borne signalling equipment status
 Send Central/Station control mode,
 Send Time-till-next train,
 Send next departure time
IF 8 Provide means to import and export timetable data.
Timetable files
IF 9 Allow direct control of trains and display of train indications.  Receive train status indication
 Send train related commands
IF10 Allow control and display of wayside systems.  Receive status and alarm indications from field
elements.
 Send control commands to wayside subsystems.
IF 11 Provide data transmission for external interface communication Data belonging to interfaces IF1, IF2, IF3, IF6 and IF7

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FALKO Timetabling Tools -Overview

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FALKO Timetabling Tools – Application Window

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 Train Timetable –Timetabling Tool FALKO

• Benefits

• Easy generation of timetables

• Consider all relevant operational factors
• Calculation of routes and block occupancies
• Fully automated consideration of route exclusions and conflicts
• Timetable optimization according to various parameters
energy consumption
passenger transfer relations
change time between trains
number of trains, …
• Import and export of timetables in various formats

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3. Driverless Operations

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Grade of Automation UITP Definition (1879) Fully Automatic Operation System (FAO) - YouTube

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FAO – Essence

• System First, Human Intervention Second

• Full Surveillance
 Inside the train
 Along the alignment
 In the depot
 In the stations

• Two Way Communications – Passengers on board the train

and OCC Controllers - Communication Skills of Controllers

• Safety of Staffs – Depot, Working on the Tracks

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In-train Surveillance

4 nos. of CCTV cameras in each car

The images of the in-saloon CCTV of a train will be displayed automatically

on the Remote In-saloon Television workstation in the OCC when any of the
following alarms is triggered on the train:

• Passenger Alarm Device Alarm

• Train Divided Alarm
• Smoke Detector Alarm
In-saloon Cameras
• Train Door Open in Motion Alarm
• Doors Failing to Close after 3 Attempts Alarm
• Emergency Door Open Alarm
• Train Front Impact Alarm Viewing in OCC

• Driving Console Cover Open Alarm

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Train Exterior Surveillance

• Front View Camera – for surveillance of the alignment

• Obstacle and Derailment Detection System

• On board Rail Inspection System for

surveillance of broken rail

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Remote Controlling & Monitoring of Trains
Comprehensive remote train control commands are provided in
OCC:
• Train hold / skip at station
• Train doors opening / closing
• Reset / Application of Emergency Brake
• Remote Speed Restricted Mode
• Trainborne computer reset
• Train sleep / wakeup
• Work Zone / Evacuation Zone management

TCMS View on
ATS Workstation

ATS Train Control Panel

 Automatic Forward and Reverse Inching

• Enable trains to dock accurately at station

platform, 99.99% within +/- 350mm
• Provide Automatic inching if the train is stopped
short or overshot within 10 meters of the station
platform
• If the train stops beyond 10 meters of the station
platform, Traffic Controller can command train
by choosing:
1. To return to current station
2. To proceed to next station
 Remote Speed Restricted Mode (RSRM)

• RSRM is used to re-localize a train

• A delocalized train is allowed to run up to 200 meters at 15 km/h after
obtaining the remote train movement authorization from Traffic
Controller
• The train will resume to normal FAO operation within 2 minutes

Train re-localized after

reading a beacon

RSRM protection zone

RSRM FAO

beacon beacon beacon beacon

 Train Status

Status
Sleeping Train is non-operational for passenger service.
• All systems are deactivated except the wake-up unit of ATC system.

Wake up Train is non-operational for passenger service.

• All equipment is operational.
• The tail lights at both ends are illuminated.
• All emergency lightings of the compartments are illuminated.
• Conduct self-test
Prepared The train is prepared but non-operational for passenger service.
• Auxiliary equipment is operational
• The tail lights at both ends are illuminated
• All compartment lightings are illuminated
Ready The train is operational for passenger service.
• All tests before departure are finished and successfully passed.
• Communication tests done successfully
• Physical inspection completed satisfactorily

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OCC Operation – Normal Train Operation

• FAO with a selected timetable

• Global automatic route setting

• Ensure adequate number of trains are dispatched service

• Monitoring of service – time interval clock, alarm messages, status

of signaling equipment

• Regulating service – station dwell time, immediate departure, train

hold, insert / delete / withdraw trains, train reformation, constant
headway operation

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OCC Operation - Handling of Train Faults

• When an equipment fault on-board the train occurs, the TCMS will try to
clear the fault by resetting or cut out the faulty equipment (when
redundancy is available)

• Stalled train at station – TC to hold stalled train at platform, deploy roving

team

• Stalled train between stations –

 TC to apply remote emergency brake

 TC to arrange track access
 Deploy roving team
鐵路2.0 - 南港島綫「服務者聯盟」自動修復 Rail Gen 2.0 - South Island Line “Service Alliance”
Automatic Recovery - YouTube

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Depot Operation - Train preparation, launching and stabling

• Automatic wake up of trains according to the pre-set launch plan 30

minutes before departure time

• Remote wake up through ATSS workstation

• Automatic tests – rolling stock start up and auto tests, signaling start up
and auto tests, and combined tests such as emergency brake tests

• Manual tests – door tests and communication system tests

• Physical inspections before launching

• Stabled trains put to sleep mode by ATSS

鐵路2.0 - 南港島綫「全自動隊長」 Rail Gen 2.0 - South

Island Line “Captain Fully-Automatic” - YouTube

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 Depot Operation
FAO Area – Zones A1, A2, B1, B2
• Scope – stabling sidings, heavy cleaning tracks, train wash
track, depot shunting track and fan area
• Full segregation from non-FAO area by fencing
• Wayside warning indicators and emergency stop plungers
for staff safety
• Track access protected by stabling siding key switches
• FAO, CM and RM modes
• Shunting in FAO mode

Train movements between FAO and non-FAO

areas
• Through transition zone arrangement
• Transition platform key switch for staff
Non-FAO Area protection
• Scope – maintenance tracks, • In and out of maintenance tracks
lifting tracks and p-way and • In and out of lifting tracks
engineering tracks • In and out of engineering sidings
• RM mode only
• Shunting in RM mode 54
Depot Operation - Train preparation, launching and stabling

• Automatic wake up of trains according to the pre-set launch plan

30 minutes before departure time

• Remote wake up through ATSS workstation

• Automatic tests – rolling stock start up and auto tests, signaling

start up and auto tests, and combined tests such as emergency
brake tests

• Manual tests – door tests and communication system tests

• Physical inspections before launching

• Stabled trains put to sleep mode by ATSS

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OCC Operation
B. Traffic Hours Operations
1. Normal Train Operation
2. Regulating train service due to disruption of service
3. Degraded Modes of Train Operation
4. Handling of irregularities
5. Handling of train defects
6. Handling of infrastructure defects
7. Track Access for emergencies or urgent repair works
8. Access to Stalled Trains

C. Close Service
A. Start of Service 1. Hold train at platform and wait for station staff to confirm
1. ATSS performance check passenger clearance before dispatching train back to depot
2. Switch on the traction current 2. Last train – station staff to ensure that all passengers on the
platform have boarded the train
3. Track check
3. Out-stabled train – ensure correct destination code has been
4. Train preparation – depot assigned
5. Train preparation – out-stabled trains 4. Dispatching of engineering trains to the mainline
6. Train preparation – control and communication systems check 5. Switching off of traction current
7. Dispatch of trains from depot – through the depot shunting
track

D. Non-Traffic Hours Operation

1. Movement of Engineering Trains
2. Track Possessions / Engineering Works (See N4)

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4. South Island Line (East) and Alstom ATSS

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 Typical FAO Metro Line – MTR South Island Line (East)

• Route Length – 7.4 km

• No. of stations – 5
• Capacity – 22,000 passengers per hour per direction
• Headway –120 seconds
• Traction power system – 1,500V dc
• 3-car trains with 5 passenger doors per side per car to
achieve station dwell time of less than 30 seconds
• Interchange with the heavy metro lines – Tsuen Wan
Line and Island Line at Admiralty Station
• Unattended train operation (UTO) – GoA4 without
driver or attendant on board.
• Attendant on board during peak hours to facilitate
customer service when needed.
• Average daily patronage – circa 200,000

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Alstom ICONIS – Integrated Control Centre

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Alstom ATSS – Functions
 Archiving (ARC)
 Signalling equipment management (SIG)
 Playback (PBK)
 ATC equipment management (ATCM)
 Train Describer (TDS)  Quality of service (QOS) or System
 Train identification (TID) Performance Statistics and Report Generation
 On-line timetable (OTM)  Supervision (SUP)
 Automatic train regulation (ATR)  Time management (TIM)
 Hold / Skip management (HSM)  Passenger Information management (PIM)
 Automatic route setting (ARS)  Training
 Off-line graphical timetable (OGT)
 Territory Assignment (TAS)
 Alarms & events (A&E)

GoA4 Related
 Rolling Stock Management (RSM)
 Train Operating Mode (TOM)
 Stabling / Launching Management (STA)
Alstom ATSS – Functions Maintenance Support System

Passenger Information Display System Tunnel Environmental Control System

Human Machine Interface

Main Control System

Computer Based Interlocking Corporate Data Network

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Alstom ATSS – Train Management Functions – Remote Operation

• Remote stop all trains

• Remote Emergency Brake
• Remote Speed Restriction Mode control (RSRM)
• Remote Carborne Controller reset
• Remote start-up tests
• Remote reset Emergency Brake
• Remote traction power circuit reset
• Remote auxiliary power circuit reset
• Remote switch/bypass faulty RS circuit
• Remote lower all pantographs and raise individual pantograph
• Remote Speed Restriction Mode control (RSRM)
• Remote Door open in tunnel
• Remote saloon lighting and air conditioning
• Remote doors open/close

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Alstom ATSS – Train Management Functions - Status Display

Pantograph Traction Motors Brakes 63

 URBALIS – Automatic Train Control (ATC) based on CBTC system
SIL (E) – ATS System where ATC = ATP + ATO. Deployed in South Island Line.

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SIL (E) – ATSS – Network Connection

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SIL (E) – ATSS – OCC Tsing Yi

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SIL (E) – ATSS – Wong Chuk Hang Depot

LATS = Local ATS for Depot Area Signalling

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SIL (E) – ATSS – South Horizon Station

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Alstom ATS – Modular Software Architecture

Functional layering and modules

Layer 3: Operation Decision Support

• Management of operations and Incidents
• Regulation modes management • Signaling layout
• Automatic garage management • Train graphs
• Timetables
• Forms
Layer 2: Planning and automation • Alarms & Events
• Online timetable management • Login & Territory
• Traffic regulation (from timetables to headway) assignment
• Terminal management • Quality of Service
• Junction management • Archiving
• Playback
Layer 1: Basic functions, supervision & control
• IXL monitoring and manual control
• Train control
• Train tracking and identification
• Route setting

A scalable application with different layers, to better support Metro Operation

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Conflict detection and solving

Each train has its own resources allocated such as infrastructure, rolling stock, crew, etc. These resources are
based on daily and current timetable requirements. When disruptions create conflicts in traffic, Conflict
Detection and Solving (CDS) checks the resource allocations availability or incompatible usage of resources
which lead to conflicts. Then CDS suggests resource allocation (when and what) reassignment and trip
modifications to the dispatcher operator to solve these conflicts.

 Headway conflicts: between two stations, no flanked ways are possible, and trains are running in the same
direction. Headway time is not respected, and trains require the block section line at the same time.
 Cross conflicts: between two stations, one block section line and trains are running in the opposite
directions. Trains needs the block section line at the same time
 Route conflicts: in the station. Trains require two incompatible routes at the same time
 Platform conflicts: in the station. Trains require the same platform at the same time.

The solution is determined for some (priority mode) or all conflicts (objective mode) detected inside a solving
window included in the detection time window. Each time a conflict is detected, CDS immediately solves it and
provides the operator, through either the Time Distance Graph or the Tabular Timetable, with:
 The list of all the conflicts and possible solutions
 The new proposal trip plan that solves the conflicts
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SIL (E) – ATSS – Detail View -Mainline

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SIL (E) – ATSS – Detail View - Depot
SIL (E) – ATSS – System Operation
Global
Global Controls
Controls

Global Platform hold...

Global Platform hold release...
GAMA ML authorization...

GAMA ML removal...

GAMA DST authorization...

GAMA DST removal...

Global GAMA ZC 01(Mainline) authorization...

Global GAMA ZC 01(Mainline) removal...

Global Point un-locking...

Global Signal un-blocking...

Stop All Trains...

Cooperative Route Configuration

Train Reformation

Train Running Information

Line operating mode mimic Global controls mimic (For mainline operator)
SIL (E) – ATSS – Train Describer
A train indicator gives the following main information:
•Train identifier
•Train driving mode
•Train direction
•Train-trip association status
•Train hold status
•Train punctuality status
•Train alarm status
•Train overflow indicator (several trains displayed by the same train indicator)

Symbol for Train Indicator in

General Traffic View
SIL (E) – ATSS – Train Identification

Input:
• Current timetable
• Train events
• Operator controls

Train identification
• Destination code (one letter)
• Timetable code (one digit or one letter)
• Train run number (two digits)
• Trip number (three digits).
• Train physical number
SIL (E) – ATSS – Train Identification

Destination Code Timetable code Train Run Number Trip Number

x x nn nnn
Train identifier

Destination codes
 SIL (E) – ATSS – Train Identification

un Numbers Description Timetable codes

Used for the non-identified trains with timetable code ‘Z’.
It is not defined in the timetable.
9 Used for Passenger trains.
These numbers are service numbers that may be scheduled in timeta
6 Used for Special train with timetable code ‘S’ or Engineer’s trai
timetable code ‘T’.
Train run number ranges
 When a train is identified with a service equal to 00 , its trip n
set to
SIL (E) – ATSS – Train “000”.
Identification
Used to point out a passenger train with a current trip defin
theoretical timetable.
Used to point out a non-passenger train with a current trip defin
theoretical timetable.
For the movements entry/exit depot (more specifically up trans
at the start / end of service
Used to point out a passenger train with a current trip not defin
theoretical timetable.
For the Constant Headway trips.
Used to point out a shuttle with a current trip not define
theoretical timetable.
For the Constant Headway shuttle trips.
Used to point out a non-passenger train with a current trip not d
the theoretical timetable.
For the movements Tripentry/exit
number rangesdepot (more specifically from/to
track to/from stabling position) and for the manoeuvers movem
defined in the theoretical timetable.
 SIL (E) – ATSS – Automatic Route Setting (ARS)
INPUTS
• Trains events
Time expiration
• Trains localizations
• Routes feasibility Route control
• Current timetable (with peak/off peak table)
• Associations between trips and trains

The ARS function controls the successive routes

one by one. Departure platform

A route shall be automatically

controlled when:
• A train departure time expires
• A train enters a route request zone
Route control

Request zone
SIL (E) – ATSS – Automatic Route Setting (ARS)
ARS Scenarios:
• Arrival in a station.
• Turn-back into a terminus,
• Departure from a station.
• Launching from a transfer track,
• Stabling towards a transfer track,
• Launching from a stabling position in main line,
• Stabling towards a stabling position in main line.

Cooperative route setting

Alternate principles

Priority strategy at a junction

Chronological Order
Track and Train synchronization

OUTPUTS
• Requests to control the routes
SIL (E) – ATSS – Automatic Train Regulation (ATR)
INPUTS
• Trains events
• Trains localizations
• Current timetable
• Associations between trips and trains
• Operator commands

The traffic regulation:

• A Departure order
• A Regulation order

ATR function uses predefined sets of regulation parameters:

• Running times for each inter-station (according to speed
profiles)
• Dwell times for each platform (minimal, nominal, maximal)
SIL (E) – ATSS – Automatic Train Regulation (ATR)

The ATS sub-system shall handle the following line operating

mode for the mainline:
• Automatic with Timetable
• Automatic without Timetable,
• Manual.

Current Line Operating Mode Available Regulation Mode

Automatic with Time Table Schedule regulation
Automatic without Timetable Constant headway regulation
Manual Operating service

Regulation modes
SIL (E) – ATSS – Automatic Train Regulation (ATR)

Regulation controls
The regulation controls are available, regardless of the current line
operating mode and regulation mode.
Adjust regulation:
• Hold of trains in station
• Skip of platforms
• Imposed dwell time
• Imposed type of running time
• Immediate departure
Train Maneuverings
Elaboration of passengers’ information
OUTPUTS
• Departure and arrival times
• Dwell time expirations
SIL (E) – ATSS – Alarms and Events
INPUTS
• Alarms and Events raised by ATS functions and external systems,
• Pre-defined user profiles and territories assignment

Purpose
Report system activity for subsequent event analysis.

OUTPUTS
• Alarms and Events displayed in the alarms view and the events view,
• Alarms and Events logged in the historical database

Event No need
acknowledged

Operator Operation
System operational
action events System
Alarm
Equipment state No need
changes acknowledged
Operator External
control system
SIL (E) – ATSS – Archives

INPUTS
• Logged alarms and events
• Quality of service reports
• Playback files
• Archive to be restored

Main Activities:
• Data archiving on disc,
• Data backup on external support,
• Data restoration from external support.

OUTPUTS
• Archive databases
SIL (E) – ATSS – Playback

INPUTS
• ATS monitored data
• HMI operator commands

Data recording

Data replay

Operator controls

OUTPUTS
• Playback data file
SIL (E) – ATSS – Quality of Service (QoS)

INPUTS
• Circulation events
• Train arrival
• Train departure
• Train trip description (timetable trip),
• Train delay on arrival or departure

QoS shall provide a mean to the operator to export and print a report
SIL (E) – ATSS – Training Simulator

 On-line trip management

 Train identification
 Automatic Train Regulation
 Hold and Skip management
 Automatic Route setting
 Stabling/Unstabling management
 Function and Territory assignment
 Alarms and Events Management
 Timetable import
 Rolling Stock management
 Train Operating Mode
 Automatic Doors Management
 Track and Train Synchronisation
SIL (E) – ATSS – Training Simulator
Logical architecture
Alstom – ATS and Main Control System ATS – Automatic Train Supervision
SCADA – for power control
GOI – Incident Management
• Modern trend – use of a network approach SIP – Passenger Information
• The network will connect ATS to other applications 3rd Party – other software packages

Traffic
Power Incident PIS & PA e.g. Crew
Control
Control Management System Rostering

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 Alstom ICONIS – Network Connections

S2K Infrastructure is the middleware that offers basic services: S2K Components which implements SCADA features
 A software bus on which modules are plugged in  Alarm management
 Fault-Tolerance (Redundancy)  Events logging management
 Security (User logging and authority management)  Communications
 Embeds Crystal Reports engine to build reports and Microsoft  Scripting
SQL Server for configuration and events databases  Printing

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5. Main Control System (MCS)

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Main Control System (MCS)
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Functions of Main Control System (MCS)

• Retrieval of data from field equipment. Depot

• Remote control of field equipment from operations  Depot Equipment
control centre, station control centre, and depot  Training Simulator
control centre.
• Use Status Control and Data Acquisition (SCADA)
systems
Alignment
 Signalling System
Stations  Tunnel Environmental Control System
 Automatic Fare Collection System  Trackside Auxiliaries System
 Escalators and Moving Walkway
 Lift System
 Lighting System
 Fire Service Power Remote Control System
 Security System  33KV Transmission System
 Station Environmental Control System  1500V DC Traction Supply System
 Platform Screen Doors  Overhead Line System
 Automatic Platform Gate System  380V/ 415V LV Distribution System
 Plumbing & Drainage System  Uninterruptible Power Supply
 Advertising Panels  Battery and Charger System
 Signage equipment
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 Supervisory Control & Data Acquisition (SCADA) System

A centralized computer control system for remote monitoring, control and operation of
E&M plants and equipment in the field. The SCADA also monitors the alarm conditions of
the E&M plants and equipment.
• Master Servers - collect data, analyze data and send control commands to the field E&M plants and
equipment.

• Communications Servers and Wide Area Network (WAN) - communication between central computer
and remote field E&M plants and equipment.

• Remote Terminal Units (RTU) - connect to the field transducers to execute the control commands to
designated E&M plants and equipment. RTUs have embedded control logics and communication
management capability.

• Programmable Logic Controllers (PLC) - PLCs are often used at remote sites where there is a large
number of I/O connections.

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Tunnel Environmental Control System (TECS)

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Tunnel Environmental Control System (TECS)

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Tunnel Environmental Control System (TECS)

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Tunnel Environmental Control System (TECS)

• Controllable TECS equipment includes tunnel fans, trackway fans, motorised

dampers (with local interlocking logics implemented by the TECS control system
for each designated station and associated ancillary building).
• MCS interfaces with the TECS control system to provide the HMI for centralised
monitoring and control of TECS system at OCC
• Individual start/stop control of certain equipment
• Group control of certain equipment
• Normal modes, congestion modes and tunnel emergency modes
• Display the mode table of TECS

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TECS Control

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Main Control System (MCS) – Power Supply

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6. ATSS and Train Operations

103
ATSS and Train Operations

• When things are normal, ATS will operate to deliver train service
according to the timetable.
• This would involve setting the routes for the trains to move and issue
command for the trains to start in accordance with the timetable.
• Several sets of timetable are stored in the database and the operator
can choose the one to suit the operating context of the day or time.
• No human intervention is required.

• When there is a minor perturbation to service, ATR will operate to

restore normal service, e.g., prolonged dwell time in a station due to
congestions, minor train faults recovered through reset by the train
driver, etc.
• No human intervention is required.

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Common Types of Minor Perturbations

• Train fails to stop within the positional tolerance of 400 mm – train doors and
platform screen doors cannot open.

• Loss of communications between trains and Zone Controllers of CBTC system.

• Tripping of MCBs on board the trains.

• Tripping of overhead line system that is resettable.

• Failure of platform screen doors requiring isolation.

• Failure of a traction motor requiring isolation.

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ATSS and Train Operations

• When there is a train failure leading to the loss of fully automated operation
(FAO) function of the train, a station staff will board the train and drive the
train manually under ATP, or in extreme case under restricted manual mode.
• Human intervention is required to recover the impact to train service arising
from the time required for the station staff to travel to the failed train and
take up the driving duty.

• Operator will intervene or takeover control only for major incidents.

• Special operating modes are available for the OCC panel operators to deal
with incidents – e.g. constant headway operation, short loop operation,
shuttle train operation, etc.

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Truncated Service
Trains can terminate at
• Hung Hom (HUH)
• Mong Kok East (MKK)
• Kowloon Tong (KOT)
• Pre-requisite – turnouts available to turn round the trains.

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Short Loop Operations
If Beacon Hill Tunnel is blocked, then two short loop
services will be arranged:
• Between Lo Wu and Shatin
• Between Kowloon Tong and Admiralty

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Common Types of Major Incidents

 Derailment of train.

 Train clash

 Broken or damaged overhead line.

 A person knocked down by a train.

 A train stalled between stations.

 Decoupling of two cars in a train.

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Train Modes
ATC-controlled train modes Non-ATC controlled train modes

 Driverless - The train operates from one station  Restricted Manual - RM operation provides limited ATP
to the next without human intervention - Normal functions - The maximum speed is 25 km/h - Trains are
not permitted to depart stations until the doors are closed
turn-backs are performed in Driverless mode -
- This mode is typically used following on-board or
The train exits Driverless mode on arrival at the
wayside equipment failures - RM operation is governed
next station by strict operating procedure

 Automatic - The VOBC applies propulsion and  Cut-Out - All power is terminated to the ATC system - The
braking as necessary - The Train Operator presses train is under the control of the Train Operator - On-board
Auto Depart button to initiate train departure - equipment limits the train speed to 25 km/h - This mode
The VOBC ensures train adheres to limits set by is primarily used during VOBC failures - Cut-out operation
the VCC is governed by strict operating procedure

 Off - The emergency brakes are applied and propulsion is

 Protected Manual - The Train Operator controls
disabled - The train continues to report location and
the train (i.e. applies propulsion or braking) - The status information to the VCC - This mode is typically used
train is still under full ATP - This is the normal during overnight storage, or during turnback when the
operating mode for Engineer’s trains Train Operator needs to walk to the other end of the
consist
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Incident Handling – Key Success Factors

• Service recovery is the priority, not failure recovery.

• Keep trains moving as far as practicable – when trains are moving even very
slowly, passengers will be much less agitated.

• The Chief Controller is in full command of the OCC.

• Dissemination of appropriate information to the various stakeholders.

• Communication with and coordination with the incident site team.

• Posting of rapid response teams at strategic locations during peak hours.

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