Signalling & Train Control
Solution for MML4
Project: Mumbai Metro Rail Project Line 4
Mumbai
07 January 2020
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STAKEHOLDERS
CLIENT MUMBAI METROPOLITAN
REGION DEVELOPMENT
AUTHORITY (MMRDA)
GENERAL CONSORTIUM OF DB
CONSULTANT ENGINEERING & CONSULTING
GMBH, HILL INTERNATIONAL
AND LOUIS BERGER
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Project Overview
• Mumbai Metro Line 4 & Extension Corridor is
planned to be 35.5Km long Line with 2 Depots
• This will be a complete UTO system with GoA4
CBTC technology applied.
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• Mumbai Metro project Line 4 & Extension will be
completely elevated and has the following details:
Section Length Stations
Line 4 &
Extension BHAKTI PARK METRO - KASARVADAVALI - GAIMUKH 35302.26 32
• Route Length between dead ends: 35.302 KM
First and last stations of Wadala – Ghatkopar – Mulund
– Thane – Corridor are Bhakti Park Metro and
Gaimukh.
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Scope of Supply
The scope of supply covers Designing,
Manufacturing, Supply, Installation, Testing
and Commissioning of Signalling & Train
Control, Platform Screen Doors (S&TC and
PSD), and Trainborne Video Transmission
Systems (RS-VTS) completely for Mumbai
Metro Line -4 & extension.
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• Bhakti Park Metro Terminal:
– This Station located off the road just parallel to Mono Rail Station.
Scissor crossover located at the rear end and a cross over at the front
end of station for entry/ exit and Auto turn Back of the trains.
• Gaimukh Terminal:
– This Station located on median of the road. Scissor crossover located
at the rear end and at the front end of station for entry/ exit and
Auto turn back of the trains.
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Project Features
S.No Features
1 Track Gauge (nominal) with UIC 60 Rails: 1435 mm
2 Route Length between dead ends: Elevated 35.302 KM
3 No. Of Stations: 32
4 Typical Dwell time: 30 sec;
5 Traction Supply: 25 KV AC Overhead traction
6 Revenue service Hours: 0500 Hrs to 2400 Hrs Normal service days
7 Rolling Stock: Air-conditioned, 6/8-Car, Stainless Steel or aluminium, max 3.2
Meters wide, about 22.01 Meters Long,17 Ton Maximum Axle load
8 Central Operations Control Centre (OCC) located at Metro Bhavan, Aarey.
9 Backup OCC located at one of the Depots
10 Platform Screen Doors (PSD) shall be half height type along entire station platform
length (185 meters approx..)
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Track Layout
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Signalling & Train Control System
• The Train Control & Signalling System for Standard gauge of the Metro
System shall use Communication Based Train Control (CBTC) based Moving
Block System with Cab Signalling, and shall comprise of following Sub-
subsystems:
ATO/ATP (Automatic Train Operation/Automatic Train Protection)
CBI (Computer Based Interlocking)
ATS (Automatic Train Supervision)
Fiber-optic Communications Network & Bi-directional Radio Network
Network Management System(NMS)
The System shall be designed for a Headway of 90 Seconds or better
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Sub-Systems
ATS Resource management, identify and track trains, train regulation,
manage route, territory assignment, alarms & events, playback
ATC Establish train movement limits (incl. Moving block), TSR, drive train,
control train/PSD doors
CBI Manage wayside equipments (signals, points…), manage route,
manage cycle (if any)
NMS Help for maintenance activities (preventive and
corrective maintenance)
DCS Ensure communication between equipments (trackside and
onboard equipments)
TWU Allows powering ON of train
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Automatic Train Protection(ATP)
The Main function of ATP System shall be to ensure safe Train Separation and
safe Train movement.
The Train-borne equipment shall act as a Driver does. It shall receive Information
from the Track, calculate the Speed versus Location Profile and deduce Orders
such as ‘Stop at this Point’ or ‘Reduce the Speed to this level at this Point’ etc.
Automatic protection
Min Head Maximum
Max Tail Minimum Travel Direction
Location head location
Location tail location
Automatic protection = set of all the possible train locations
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Automatic Train Operation(ATO)
The Main function of ATO System shall be to
Run the Trains in between the Stations automatically without the intervention of the
Train Driver.
Generate Speed Control to the Traction and Braking System
The ATO System shall ensure that the Train achieves timely, accurate and smooth
Station Stops or stopping ahead of a restrictive point.
The ATO System shall also control the Train Doors (Door Opening)
during Station Stops under the supervision of the ATP System without the intervention
of the Train Driver.
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CBTC Technology
Communication based train control
•Higher operational performance
− more robust against disruption: recovers more rapidly
− shorter headways
− Modern signalling architecture, less equipment deployed
− higher system availability
− lower maintenance costs
•Better regulation capabilities
− energy saving
•Compliance with international standards
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CBTC Moving Block Principle
• Getting rid of blocks has the advantage that distances
between trains vary according to their actual speed and
according to their speeds in relation to each other .
• Example -Like on freeway :
– If the car in front of you accelerate you can accelerate. If it
brakes you brake. If action are done at the same time, this
allow to keep the minimum distance between the two
cars.
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• In theory, if the trains are running at the same speed and
brake at the same time , train 2 can aim a stopping point
just behind the place where train 1 will stop.
Trains are running Train 2 Breaking curve Train 1 Breaking curve
Train 2 Train 1
Trains are stopped
Train 2 Train 1
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CBTC
Direction of travel
Train 2 Braking Curve
Train 2 Train 1
Communication based Train control System:
Increases line capacity, thus reducing headway
Reduce maintenance cost
Brings better flexibility and reactivity to the system
Higher availability
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Monitor train energy
Speed
D Traction max. D coasting
Direction of travel
Emergency
Emergency brake Brake curve
Triggering curve
Speed overestimation
Location
overestimation
EOA Point to protect
Distance
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ATS
CAB1 RS VTS CAB2
RS VTS Modem
Antennas
DCS
DCS antennas
antennas
DCS DCS
Modem Radio Radio
TIMS TIMS
Radio Radio Modem
modem modem modem modem
TIMS train
bus
Desk Wake Repeater Repeater Desk
TWU TWU
DMI Repeater Repeater DMI
desk
VIOM CORE DL CORE VIOM
CC Redundant Ethernet ATC Network CC
Odometer
CC –Carborne Controller
TWU- Train wake up unit
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Standard Architecture
Mimic Panel
Signaling Equipment Room OCC BCC
ATS ATC CBI System DCS system
System System
Data Communications network
DCS DCS DCS
(Radio) (Radio) (Radio)
Outdoor
Signaling
PSD Equipment On Board Telecom Services
Trackside ATC ATC
Equipments
Balise Balise
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Redundant Network system
The high system availability results are due to the full redundancy of both
system & sub systems.
CBI
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Radio System Architecture
ATC
ATP/ATO
Ethernet
Ethernet switch
Redundant Backbone Transmission
Network
Optical
Access
AP AP fiber
Point AP
AP
AP AP
S ATP/
ATC S S ATP/ATO
ATC S
ATO
CU CU CU
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Signalling Equipment's
• Point Machine :-
A Point is a mechanical installation enabling trains to be
guided from one track to another.
A point is constituted of one or two ends.
Normal
Direction of Travel
Reverse
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Signals
A "Signal", is a device erected beside a railway line to convey a
particular pre-determined meaning (information relating to the
state of the line ahead ) in Non-verbal form to train drivers.
Type of Signals:-
Main Signal
Route Indicator Signal.
Shunt Signal
Buffer Stop Signal
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Axle Counter
• Axle Counters are electrical device which works on
technology of counting axles IN and counting axles
OUT to define if the section of the track between the
said two points is clear or occupied.
• Axle Counters are secondary detection devices
Sensors
Counting Counting
Point 1 Point 2
Field Field
Unit Unit
Field
Equipment Room
Processing
Unit
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Beacons
• Beacons are used for Calibration & localization
of Trains.
• These are Passive device.
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Platform Screen Doors
PSD are Safety Door between Passenger & Train Door.
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Emergency Stop Plunger
Protective Device used to stop the trains in case of emergency
The activation of ESP generates the activation of related Emergency Stop Areas
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Q&A
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