Amsterdam - IRSE-20130404 PDF

Signalling & Control Metro Amsterdam
Overview
April 4th, 2013
Ruud van Leijsen / Ronald Doeleman
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Contents
SCMA Project - Overview 4 .. 9
SCMA project – Migration strategy 11 .. 33
SCMA project – A day in the life of a train 35 .. 63
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Contents
3 of 66
Project Scope SCMA
Opdrachtgever: Gemeente Amsterdam, Dienst Metro

Scope:
resignaling van het bestaande netwerk
signaling van nieuwe Noord/Zuidlijn
nieuw bediensysteem voor hele netwerk
breedband verbinding tussen wal en voertuig
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Top eisen
Geen verstoring van de normale bedrijfsvoering

32 treinen / uur / richting
80 sec opvolgtijd
Automatisch bedrijf (GoA 2) en
Voorbereid voor bestuurderloos rijden (GoA 4)
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Planning
• 05-04-2012 Contract getekend

• 01-10-2014 Functionaliteit aangetoond op test track
• 01-04-2015 start exploitatie op pilotlijn
ATS in service voor hele netwerk
• 01-07-2016 start testbedrijf op Noord/Zuidlijn
• 01-04-2017 start exploitatie op hele netwerk
Film URBALIS
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GoA levels
Type of Setting Operation

Grade of Stopping Door
train Train in in event of
Automation Train Closure
operation Motion Disruption
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GoA levels

ATP with
GoA 1 Driver Driver Driver Driver
Driver
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GoA levels

ATP with
Driver
ATP and ATO

GoA 2 Automatic Automatic Driver Driver
with Driver
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GoA levels

ATP with
Driver
ATP and ATO

with Driver
Train Train
GoA 3 Driverless Automatic Automatic
Attendant Attendant
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GoA levels

ATP with
Driver
ATP and ATO

with Driver
Train Train
GoA 3 Driverless Automatic Automatic
Attendant Attendant
GoA 4 UTO Automatic Automatic Automatic Automatic
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Treinen (1)
M5/M6 23+5 S3/M4 3+34
• GoA 4 voorbereid • GoA 2

• GoA 2 • GoA 1
• GoA 1
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Treinen (2)
S1/S2 12+13 M2/M3
• GoA 1 • Worden niet omgebouwd
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Contents
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Project Phasing
• 1 Test track existing network

• 2 Pilot line
• Connection of new line (Zuid)
• 3 NZL New line roll-out
• 4 Roll-out rest of network
• Full network operational
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Start situation
• T0 = 05-04-2012
• Remarks
− LWP not in scope
− Amstelveenlijn only to be
connected to new ATS,
no CBTC
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Start situation
• T0 = 05-04-2012
• Remarks
no CBTC
• OMA
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Start situation
• T0 = 05-04-2012
• Remarks
no CBTC
• OMA
• Zuid
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Legenda
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Phase 1 Installing ATS
• Installing ATS 1 (ATS2 will be

installed later)
• Testing interfaces to existing
network
• Shadow running on non-CBTC
• Remarks
connected to new ATS
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Phase 1 Installing Test track
• 2 prototypes per train type

• Remarks
− Track activities during night
− ATS 1 used for testing by night and in
shadow by day (non CBCT area)
− Installing M5 in RS contract
− Installing other trains in workshop
rented by Alstom
− No M2 required
− Need 2 trains of each type to
demonstrate coupling
− NRD = Non regression demonstration
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Phase 1 Testing on Test track
• CM1 T0+30 (01-10-2014)

− Demonstrated all functions,
including GoA 4
• Remarks
− ATS 1 operational during night (test
track not in commercial service). ATS
connected to Alstom IXL by night and
VPI/B-relay by day (shadow, non-
CBTC area)
− Testing with 2 M4 trains and 2 M5
trains (GoA 4)
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Phase 2 Installation on Pilot line
• Installing rest of track B

• Remarks
− All done during night
− During day VLSM and existing
system still active.
− ATS 1 in Shadow (non-CBCT)
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Phase 2 Proefbedrijf on Pilot line
• Testing under operational

conditions during night
• Installing ATS 2
• Remarks
− All done during night
− During day VLSM and existing
system still active
− ATS 1 in Shadow
− Exact number of trains needed not
defined yet
− ZUB transition @ ASW
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Phase 2 Pilot Line (until ASW) operational
• CM2 (CM2A) T0+36 (01-04-2015)

− Start of exploitation on pilot line in CBTC
(including ASW, excluding yard)
− Track C1 installed
− ZUB – CBTC transition at ASW
• Remarks
− Fall back to VLSM still possible
− Zuid phase 4/5 layout
− No connection yet with NZL
− Trains with ZUB only can no longer enter
the pilot line
− ATS 1 is interfaced with Alstom IXL on pilot
line and existing VPI/B-relay on rest of
network
− ATS 2 used for tests during night
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Phase 2 Pilot Line (until ASW) operational
• CM2 (CM2A) T0+36 (01-04-2015)

− Start of exploitation on pilot line in CBTC
(including ASW, excluding yard)
− Track C1 installed
− ZUB – CBTC transition at ASW
• Remarks
− Fall back to VLSM still possible
− Zuid phase 4/5 layout
− No connection yet with NZL
− Trains with ZUB only can no longer enter
the pilot line
− ATS 1 is interfaced with Alstom IXL on pilot
line and existing VPI/B-relay on rest of
network
− ATS 2 used for tests during night
To be able to run exploitation GVB needs 14 trains,
where a train can be 3x M4 or 1x M5
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Installation Zuid WTC station (VPI)
• ZUB – CBTC transition at ASW

• Summer 2015
• 7 weeks interruption of
commercial traffic
• MANDATORY. IF MILESTONE NOT
REACHED NEED TO WAIT 1 YEAR
• Remarks
− Creation of connection between
new line and existing network
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Phase 3 NZL - Installing test track
• Installing test track

• Remarks
− Coordination agreement with VIA -
civil constructor (in term of time slot
for access to the track )
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Phase 3 NZL - Testing
• Testing on test track

• Installing rest of NZL
• Remarks
− Coordination agreement with VIA -
civil constructor (in term of time slot
for access to the track)
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Phase 3 NZL
• CM3 01-01-2016
• Start of proefbedrijf on NZL
• Remarks
− Period of 6 months reserved for
system integration and testing by
customer
− This test period will be done during the
day
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Phase 4a Installation ASW - GN
• Installing track C
• Remarks
− Installation done during night
− Testing with back-up ATS
− Installation ASW-GN, MDW-CS and
MDW-GPP will be in parallel with the
phase NZL
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Phase 4b Installation MDW - CS
• Installing track D
• Remarks
− Will be simultaneous with the phase
NZL
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Phase 4c Installation MDW - GPP
• Installing track E
• Remarks
− Will be simultaneous with the phase
NZL
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Phase 5 Full network under CBTC
• CM4T0+60 (01-04-2017)
− Full network in exploitation under
CBTC
− All trains equipped with CBTC
• Remarks
− System acceptance
after 1 month of proven working
− Removal of old systems
− ATS 2 training system
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Migration - Some examples - Vehicles
Before
migration
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Migration - Some examples - Vehicles
Before
migration
After
migration
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Migration - Some examples (Day / Night Switch)
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Migration - Some examples (Day / Night Switch)
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Migration - Some examples
• Day / Night Switch
1bis
1
4 4 4 CO24
0 0 0
7 7 7
D/N Frame
SMIO
NS1 W
SMIO
SMIO
SmartIO New Q/NS1 frame
During migration
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1bis
1
1
4 4 4 CO24
0 0 0
7 7 7
D/N Frame
SMIO
SMIO NS1 W
NS1 W SMIO
SMIO
SMIO
SMIO
SmartIO New Q/NS1

SmartIO New Q/NS1 frame Frame
During migration After migration
33 of 66
1bis
1
1
4 4 4 CO24
0 0 0
7 7 7
D/N Frame
SMIO
SMIO NS1 W
NS1 W SMIO
SMIO
SMIO
SMIO
SmartIO New Q/NS1

33 of 66
1bis
1
1
4 4 4 CO24
0 0 0
7 7 7
D/N Frame
SMIO
SMIO NS1 W
NS1 W SMIO
SMIO
SMIO
SMIO
SmartIO New Q/NS1

33 of 66
Contents
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THE “NORMAL LIFE OF A TRAIN”
Stabling Area Station 1 Station N
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Power-on
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Power-on
Waking up
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Power-on Arriving
@ station
Waking up
Obtaining CBTC
driving mode
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Power-on Arriving
@ station
Waking up Departure from

station
Obtaining CBTC
driving mode
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Power-on Arriving
@ station Running
interstation

station
Obtaining CBTC
driving mode
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Arriving
@ station
Power-on Arriving
@ station Running
interstation

station
Obtaining CBTC
driving mode
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Arriving
@ station
Power-on Arriving
@ station Running
interstation
Waking up Departure from Train turnback

station
Obtaining CBTC
driving mode
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Departure from
station
Arriving
@ station
Power-on Arriving
@ station Running
interstation

station
Obtaining CBTC
driving mode
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Departure from
station
Running
interstation
Arriving
@ station
Power-on Arriving
@ station Running
interstation

station
Obtaining CBTC
driving mode
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Departure from
station
Arriving Running
@ terminal station interstation
Arriving
@ station
Power-on Arriving
@ station Running
interstation

station
Obtaining CBTC
driving mode
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Taking out of Departure from

commercial service station
Arriving Running
Arriving
@ station
Power-on Arriving
@ station Running
interstation

station
Obtaining CBTC
driving mode
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Taking out of Departure from

Arriving Running
Sleeping
Arriving
@ station
Power-on Arriving
@ station Running
interstation

station
Obtaining CBTC
driving mode
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Power off Taking out of Departure from

Arriving Running
Sleeping
Arriving
@ station
Power-on Arriving
@ station Running
interstation

station
Obtaining CBTC
driving mode
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TRAIN DRIVING MODES
Train
• Restricted Manual Reverse (RMR) Type
M5 S1/S2 S3/M4
• Restricted Manual Forward (RMF) Mode
RMR X X X
• Protected Manual Forward (PMF) : GoA level 1
RMF X X X
• Automatic Mode Forward (AMF) : GoA level 2 PMF X X X
• Automatic Turnback without driver (ATB) : GoA level 2 AMF X X
• Driverless Mode Forward (DMF) : GoA level 4 ATB X
DMF X
In blue : CBTC modes
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DRIVING MODE : DMF (DEMONSTRATION)
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DRIVING MODE : DMF (DEMONSTRATION [SIMPLIFIED])
IXL ZC
STD VLN JLS
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• Move train in RM, get localized,

put train to sleep whilst retaining localization
IXL ZC
STD VLN JLS
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• Wake-up train self-test, move in UTO (after receiving ITAMA) to station STD
• Stop in UTO @ STD
IXL ZC
STD VLN JLS
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• Continue in UTO (after receiving ITAMA) and stop @ VLN
IXL ZC
STD VLN JLS
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• “Kort keren” @ JLS
IXL ZC
STD VLN JLS
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IXL ZC
STD VLN JLS
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• Stop @ STD and sleep (afterwards move in RM)
IXL ZC
STD VLN JLS
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OPENING THE LINE
On-line
Verify that line can be operated: Off-line On-line timetable
adjustments & minor
- No work or maintenance trains, Loading updates
- Acceptable conditions to operate the line,
- Check alarms/events/availability of CBTC systems
- Check/set again the TSR settings on the line Online timetable
- Check track blocking according to maintenance HMI
schedule
Send opening train in ATO mode to explore

relevant part of network at limited speed
(optional)
Select regulation mode & timetable
Select type of route setting mode (ARS, Fleet)
TSR set on other track
Track zone protected
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POWER ON A TRAIN IN NON-DMF MODE
• If train not powered on:

• Power on each cabin of the train unit by
driver, which implies:
• Power-on of 2 CCs for M5 and S3/M4
trains units (within 10 minutes)
• Power on of one CC for S1/S2 trains
• If the train is a S3/M4 or S1/S2 consist all
cabins of the consist must be powered on
• Tests are performed by CCs:
• Auto tests (SW and HW built in tests)
• If train powered on : availability of the system
displayed on DMI
Power on the entire train formation
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WAKING UP A TRAIN IN NON-DMF MODE
• In non DMF mode, the driver:

• Activates the cabin
• Selects an available driving mode (RMF,
PMF or AMF)
• Tests are performed by CC:
• Hw interface tests (HMI, EB)
• If localisation is memorised (PMF and AMF are HMI show driver interface
available), the driver:
• Waits for departure order from ATS
(displayed on HMI) based on regulation
• Runs the train in PMF or AMF driving
mode a few meters to confirm localisation
• Can proceed normally at first station after
the yard
Localisation confirmation beacons
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OBTAIN CBTC PMF OR AMF DRIVING MODE (DEGRADED MODE)
The procedure is the following:

• Verify with TCC that route is set (no signals) and
check time for departure
• Mode selector on RMF
• Drive train in RMF (25 kph max)
• Train localizes. Communication with ZC starts
• As soon as the train approaches the end of an
SDD
• Discrimination process is performed
• PMF and AMF become available
• Available CBTC modes are presented on driver
HMI
• Driver can switch to PMF or AMF while running
Localisation after reading 2 beacons
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RECOVERING PMF MODE AT YARD EXIT
Train exits the yard in RMF mode
with head and tail NIAP
1
Platform SSP
As soon as the head NIAP becomes shorter
than the shortest train it is erased and
PMF mode is available but tail NIAP remains
2
Platform SSP
Driver targets the station stopping point in PMF
3
Platform SSP
Train stopped at station : tail NIAP erased because

shorter than shortest train and adjacent block clear
4
Platform SSP
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TRAIN ARRIVAL IN STATION (PMF) : DOCKING AND DOOR OPENING
• Driver targets station stopping point according

to train type and mission
• Station CCTV cameras images are displayed in
TCC
• Driver brakes train to standstill at platform
• If correctly docked, icon is displayed
• Door opening authorization granted by ATP
• Driver opens doors
• Dwell time count down starts
Platform SSP
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TRAIN ARRIVAL IN STATION (PMF) : DOCKING UNSUCCESSFUL
• Docking icon not displayed:

• In case of under-shoot : driver can creep in
PMF mode to the SSP
• In case of overshoot : driver needs to switch to
RMR and reverse at low speed
Platform SSP
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TRAIN ARRIVAL IN STATION (PMF) : DWELL AND DOOR CLOSING
• Dwell time countdown continues

• Door closing reminder displayed to driver a
few seconds before dwell time is elapsed
(parameter)
• Driver requests door closing to rolling stock
• Door closing status displayed to driver
• PSD status will be displayed (provision)
Platform SSP
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TRAIN ARRIVAL IN STATION (PMF) : DEPARTURE
• Door closed : the train is ready to depart

• Driver waits for dwell time to elapse and
display of departure order
• Driver can start traction
• If no movement is performed at dwell time
zero, the countdown continues with yellow
border
Platform SSP
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TRAIN ARRIVAL IN STATION (AMF)
• ATO targets station stopping point according

to train type and mission
• ATO brakes train to standstill at platform
• Sequence then identical to the PMF sequence
• Driver has to push start button when
departure order is received
Platform SSP
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TRAIN RUNNING INTERSTATION: ENTERING BCA IN PMF MODE (1/2)
• Train is running at 75 kph under 80 kph

displayed speed limit
• EB triggering speed and non-crossable speed
are higher (managed by the system)
• It approaches an area where speed is limited
to 45
80 kph 45 kph
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• As soon as the driver needs to start braking a

braking curve indication is displayed in yellow,
along with a target distance
• The yellow ark is reduced according to the
braking curve profile until it disappears when
the area with new speed restriction is reached
• Driver needs to brake in order to maintain
train speed within yellow ark permanently
• If not : warning is displayed and FSB triggered
until train speed is within safe boundaries
again
80 kph 45 kph
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TRAIN RUNNING INTERSTATION: ENTERING BCA IN AMF MODE (1/2)
• Train is running at 75 kph under 80 kph

speed limit
• It approaches an area where speed is
limited to 45 80
80 kph 45 kph
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• As soon as the train needs to start braking,

the ATO sends a braking command to the
rolling stock in order to reach the target
speed
• No yellow ark is displayed
• No target distance is displayed
• The maximum speed display changes as
soon as the train reaches the area with the
new speed limit
80 kph 45 kph
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TRAIN RUNNING INTERSTATION: OVER-SPEED IN PMF WITHOUT
EB TRIGGERING SPEED INFRINGEMENT
• Displayed speed limit is at 45 kph

• Driver infringes value (but stays below EB
triggering speed)
• Orange warning displayed + sound
• If no driver reaction : FSB is triggered until
train reaches speed within safe boundaries
45 kph
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TRAIN RUNNING INTERSTATION: OVER-SPEED IN PMF WITH
EB TRIGGERING SPEED INFRINGEMENT

• Driver infringes value (and hits EB
triggering speed)
• FSB cannot be used by system as EB
triggering speed is reached
• Red display + sound
• ATP triggers EB
45 kph
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TRAIN LOSS OF COMMUNICATION
Train 1 in PMF
Train 1 triggers EB to stop
2
NTAP propagation : expands both directions
Train 2 in PMF triggers EB to stop Train 1 : switches to RM and moves
3
NTAP propagation : stops at block boundary and propagates to the rear
Train 2 switches to RM and moves
4
NTAP propagation : stops at train 2 AP and propagates in adjacent block
Train 2 sweeps NTAP in RM
5
NTAP propagation : reduced by train 2 AP and propagates in adjacent block
Train 2 can switch back to PMF
6
NTAP is cleared : train 2 distance to block < than shortest train and adjacent block cleared by train 1
NIAP AP
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APPROACH LOCKING
Signal status as managed by the system
CC in PMF or AMF (not displayed at trackside)
sees signal clear
1
Approach locking distance
CC sees signal
Restrictive and energy control
PP shifts in front of signal
2
PP
CC reports that it can protect the PP

(no over-energy) : ALS timer can be cancelled
3a
PP
CC reports that it cannot protect the PP

(over-energy) : ALS timer has to be maintained
3b
PP
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TRAIN REGULATION IN INTERSTATION: PMF MODE

• ATS requests energy saving because of non-
peak hour according to time table or
applicable headway
• ATS sends an arrival time at next station
accordingly
• System displays an average regulation speed
(46 kph in this example) which is (always)
below the safe speed
• Driver needs to slow down the train to match
the requested regulation speed
80 kph
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TRAIN REGULATION IN INTERSTATION: AMF MODE

• ATS requests energy saving because of non-
peak hour according to time table or
applicable headway
• ATS sends an arrival time at next station
accordingly
• ATO monitors the train speed in order to meet
the arrival time precisely and respect
passenger comfort
80 kph
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LONG TURN BACK (1/2) : PMF OR AMF MODE
• Train arrives at terminal station and performs

its normal dwell operation
• Departure is indicated to driver by departure
order according to time-table
• As soon as the train approaches the turn-back
area a specific icon is displayed to the driver
Station
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LONG TURN BACK (2/2) : PMF OR AMF MODE
• Train arrives at change of end area and stops at

predefined stopping point (by driver or ATO)
• Once train is at standstill it declares NTM and IXL
can set the route in the opposite direction (after
safety timer is elapsed)
• Traffic direction is changed in the change of end
area (under the train) and in front of the train
(according to route setting)
• Train cannot move in the previous direction
anymore
• Driver deactivates the front cabin (cabin key off,
mode selector off) and goes to the rear cabin
• Driver activates the rear cabin (cabin key on) which
now becomes the front cabin
• Driver selects the appropriate driving mode (PMF or
AMF) and waits for departure order
Station
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SHORT TURN BACK (1/2) : PMF OR AMF MODE
• At approach of terminal station driver is informed by
change of end icon that a turn-back is going to take place
• Train arrives at terminal station and docks in PMF or AMF
mode
• Once train is at standstill it declares NTM and IXL can set
the route in opposite direction (after safety timer is elapsed)
• Traffic direction is changed in the change of end area
(under the train) and in front of the train (according to
route setting)
• Train cannot move in previous direction anymore
• Driver can open the doors from the front cab
• Driver deactivates the front cabin (cabin key off, mode
selector on off) and goes to the rear cabin
• Driver activates the rear cabin (cabin key on) which now
becomes the front cabin
• Dwell operations continue from the new front cab
(including door closing)
• Departure is indicated to driver by departure order
according to time-table
Station
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SHORT TURN BACK (2/2) : PMF OR AMF MODE
• Dwell operations continue from the new front cab

(including door closing)
• Departure is indicated to driver by departure order
according to time-table
Station
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SLEEPING A TRAIN
As soon as the train arrives at its stabling point:

• Driver deactivates the front cabin (cabin key off,
mode selector off)
• If power off requested, the driver powers off the
train and leaves
• If power off not requested an auto reset will be
triggered by the system during the night:
• Configurable sequence, based on timer:
• Train @ standstill in stabling area
• When timer elapsed, reset CC all auto
tests will be performed
Stabling position
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Interfaces
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Interfaces
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Interfaces
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Interfaces
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www.alstom.com
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Signalling & Control Metro Amsterdam

Ruud van Leijsen / Ronald Doeleman

SCMA Project - Overview 4 .. 9

SCMA project – Migration strategy 11 .. 33

SCMA project – A day in the life of a train 35 .. 63

SCMA Project - Overview 4 .. 9

SCMA project – Migration strategy 11 .. 33

SCMA project – A day in the life of a train 35 .. 63

Opdrachtgever: Gemeente Amsterdam, Dienst Metro

Geen verstoring van de normale bedrijfsvoering

• 05-04-2012 Contract getekend

Type of Setting Operation

Type of Setting Operation

Type of Setting Operation

ATP and ATO

Type of Setting Operation

ATP and ATO

Type of Setting Operation

ATP and ATO

GoA 4 UTO Automatic Automatic Automatic Automatic

M5/M6 23+5 S3/M4 3+34

• GoA 4 voorbereid • GoA 2

S1/S2 12+13 M2/M3

• GoA 1 • Worden niet omgebouwd

SCMA Project - Overview 4 .. 9

SCMA project – Migration strategy 11 .. 33

SCMA project – A day in the life of a train 35 .. 63

• 1 Test track existing network

• Installing ATS 1 (ATS2 will be

• 2 prototypes per train type

• CM1 T0+30 (01-10-2014)

• Installing rest of track B

• Testing under operational

• CM2 (CM2A) T0+36 (01-04-2015)

• CM2 (CM2A) T0+36 (01-04-2015)

• ZUB – CBTC transition at ASW

• Installing test track

• Testing on test track

SmartIO New Q/NS1 frame

SmartIO New Q/NS1

During migration After migration

SmartIO New Q/NS1

During migration After migration

SmartIO New Q/NS1

During migration After migration

SCMA Project - Overview 4 .. 9

SCMA project – Migration strategy 11 .. 33

SCMA project – A day in the life of a train 35 .. 65

Stabling Area Station 1 Station N

Stabling Area Station 1 Station N

Stabling Area Station 1 Station N

Stabling Area Station 1 Station N

Stabling Area Station 1 Station N

Waking up Departure from

Stabling Area Station 1 Station N

Waking up Departure from

Stabling Area Station 1 Station N

Waking up Departure from

Stabling Area Station 1 Station N

Waking up Departure from Train turnback

Stabling Area Station 1 Station N

Waking up Departure from Train turnback

Stabling Area Station 1 Station N