1

Railway Signalling Systems

EGYPTIAN COMPANY FOR MANAGEMENT AND OPERATION OF CAIRO METRO
(ECM)
2
Contents

1. Introduction.
2. Metro Vs. Mainline Railway systems.
3. Train Control system.
4. Railway Signalling Systems types.
5. Railway Signalling Systems map in Egypt.
6. Case study “Cairo Metro Line 1 - Signalling system”.
3
1. Introduction

❖Railway Signalling system definition :-

 Railway Signalling systems are apparatuses associated with
interlocking systems, line block systems, level crossing systems as
well as Automatic Train Protection (ATP), remote control and hump
systems.
 It assists in optimization of railway infrastructure investment and
running of efficient train services on the network.
4
1. Introduction

 The signalling system shall provide the means for an efficient train
control, ensuring safety in train movements.
 While enhancing operational efficiency by providing control
systems to achieve the target headway, it also ensures total safety of
the train movements at all times beside adding value to other
systems by on-line interface.
5
1. Introduction

❖Railway Signalling system objective :-

 As Railway systems evolved from mid-19th Century and signalling
systems started developing from the initial primitive systems, the
two main objectives of Railway Signalling were:
i. Provision of safety from collisions and derailments.
ii. Provide as maximum line capacity as possible for running many
trains on same line within the safety constraints.
6
Contents

1. Introduction.
2. Metro Vs. Mainline Railway systems.
3. Train Control system.
4. Railway Signalling Systems types.
5. Railway Signalling Systems map in Egypt.
6. Case study “Cairo Metro Line 1 - Signalling system”.
7 2. Metro Vs. Mainline Railway systems

❖Metro railway systems:-

 Metro Railway moves large number of people over relatively very
short distances, at very frequent intervals within an urban
conurbation.
 The success of Metro rail systems lies in their ability to provide
frequent, fast, safe and comfortable journeys in the urban
conglomeration, not only to the regular commuters, but also to the
occasional traveler or tourist alike.
8 2. Metro Vs. Mainline Railway systems

❖Mainline railway systems:-

 Mainline railway moves passengers over long distances with limited
number of services on any route and most of the Mainline Railway
is with at-grade track with its implications of grade crossings with
the road traffic.
9 2. Metro Vs. Mainline Railway systems

 Hence, though the fundamental principles of failsafe signaling in

Metro Railway are based on the evolution from Mainline Railway
signalling, due to the need for provision of absolute safety in the
face of very close headway and stoppage every one km or so and
due to the nature of train control coordination required, the Metro
Railway signalling systems have evolved in a complex and unique
way, with higher order of safety and train control provided to suit
the needs of Metro Railway as compared to Mainline Railway
networks.
10 2. Metro Vs. Mainline Railway systems

 There is need to understand the interplay of many parameters in

Metro Railway which are not critical to Main line signalling.
 The need for very frequent trains with frequent stops demands a
high level of train control by signalling system.
 With stations located underground, need for very accurate stops
require automated control, which is not the case in Mainline
Railway trains.
11 2. Metro Vs. Mainline Railway systems

 Tunnel environment restricts signal sighting distances, also requires

provision of in-cab signalling.
 A centralized control is inescapable to monitor and handle any
emergencies.
12 2. Metro Vs. Mainline Railway systems

 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.
 Thus the importance of signalling and train control systems to Metro
Railway operations has increased significantly in the recent decades
with relentless urbanization leading to huge urban conglomerations
having populations of close to or over 2 to 10 million.
13
Contents

1. Introduction.
2. Metro Vs. Mainline Railway systems.
3. Train Control system.
4. Railway Signalling Systems types.
5. Railway Signalling Systems map in Egypt.
6. Case study “Cairo Metro Line 1 - Signalling system”.
14
3. Train Control system

 The train control system consisting of signalling systems secures

safe railway traffic together with the regulations on traffic
movements and forms the traffic capacity of the track.
 At the present day the automation of signalling systems for Metro
Railway have all been integrated into what is known as Automatic
Train Control Systems (ATCS or ATC).
 Such combined ATC systems are in vogue in Metro railway since
more than 30 years.
15
3. Train Control system

 The major components of the modern Automatic Train Control

System (ATC) of a Metro Railway are :-
1. Automatic Train Protection (ATP) (ENR & ECM – Lines 1,2,3)
2. Automatic Train Operation (ATO) (ECM – Lines 2,3)
3. Automatic Train Supervision (ATS) (ECM – Line 3)
16
3. Train Control system

1. Automatic Train Protection (ATP) (ENR & ECM – Lines 1,2,3)

 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.
17
3. Train Control system

 ATP has been developed as following :-

1. Control at the signal location (Old type @ ENR)
2. Intermittent ATP (ECM – Line 1) & (some regions @ ENR)
3. Continuous ATP (CATP)
A. Speed Code systems of ATP (ECM – Line 2)
B. ATP based on Distance – To – Go principle (ECM – Line 3)
18
3. Train Control system

1. Control at the signal location (Old type @ ENR)

 It is automatic mechanical tripping levers which tripped a brake
cock or other device on the locomotive whenever signal ahead was
indicating a STOP aspect and the train did not stop at the
demarcated point.
 This was the earliest form of mechanical automatic train protection.
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3. Train Control system

2. Intermittent ATP (ECM – Line 1)* & (some regions @ ENR)

 It consists of beacons located at specific locations on the track
coupling magnetically with coils on the engine, could convey the
information even at a location in rear to take advance action.
 Such intermittent transmission of data resulted in the second type of
ATP.
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3. Train Control system

3. Continuous ATP (CATP)

 With the developments in track circuiting and other electrical and
electronic devices, Automatic Train Protection equipment could get
continuous as instant information on track changes ahead.
 The ability to extend the movement authority for a train almost as
soon as it becomes available will help in reducing the Headway and
increase the line capacity and as such this form of ATP, known also
as “continuous ATP” or CATP is particularly appropriate for Metro
rail which require the shortest headway possible to be achieved.
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3. Train Control system

 In Metro Rail environment ATP always means Continuous ATP.

 Thus ATP in Metro Rail has become quite sophisticated in due
course and was integrated with the cab signalling display to keep the
driver advised at all times about the conditions ahead.
 It was further integrated with ATO and ATS as part of the ATC
system as Metro Signalling further advanced.
 CATP has two types until now as follow :-
A. Speed Code systems of ATP (ECM – Line 2)
B. ATP based on Distance – To – Go principle (ECM – Line 3)
22
3. Train Control system

A. Speed Code systems of ATP (ECM – Line 2)

 Using the concept of splitting of the line into fixed blocks, automatic
signalling had been introduced in Mainline network mainly for the
suburban systems by providing a track side signal at the entry of
each block.
 The block lengths varied from 6oo Meters to 1000 Meters.
 With the development of means of transmission of information from
track side to train, this concept of fixed blocks was used to develop
advanced ATP systems.
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3. Train Control system

 The occupation of the specific block ahead by a train was advised to

the following train through the coded / AFTC track circuit
transmission, so that an on-board computer with all the data of the
blocks already pre-loaded, could determine to allow the train to
continue at the maximum speed possible taking into account the
braking distance required by train.
 In case it is found the braking distance cannot be ensured,
appropriate action can be taken by the ATP computer to apply the
brake through its interface with the braking system of the rolling
stock.
24
3. Train Control system

 Thus, in a full, fixed block ATP system, there will be an unoccupied,

between trains to provide the full safe braking distance, as shown in
the illustrative diagram at the next slide.
 Although signals are shown for the purpose of understanding the
concept, most of the ATP equipped systems do not have visible line
side signals because the signal indications are transmitted directly to
the driver’s cab console (cab signalling).
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3. Train Control system
26
3. Train Control system

 On a line equipped with ATP as shown at the previous slide, each

block carries an electronic speed code on top of its track circuit.
 If the train tries to enter a zero speed block or an occupied block, or
if it enters a section at a speed higher than that authorized by the
code, the on-board electronics will cause an brake application.
 This is a simple system with only three speed codes - normal,
caution and stop.
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3. Train Control system

 There were other improved systems where the number of speed

codes could be increased and applied in the succeeding blocks
appropriately to improve the Headway.
 Thus a train on a line with speed code based version of ATP needs
two pieces of information about the state of the line ahead :-
1. What speed it can do in this block ?
2. What speed must it be doing by the time it enters the next block ?
28
3. Train Control system

 This speed data is picked up by antennae on the train.

 The data is coded by the electronic equipment controlling the track
circuitry and transmitted from the rails.
 The code data consists of two parts :-
➢ The authorized speed code for this block.
➢ The target speed code for the next block.
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3. Train Control system

B. ATP based on Distance – To – Go principle (ECM – Line 3)

 The next stage of ATP development was an attempt to eliminate the
space lost by the empty overlap block behind each train in the
previous system of ATP.
 If this could be eliminated, without in any way compromising the
safety, line capacity could be increased by up to 20%, depending on
block lengths and line speed.
 Thus the concept of “Distance To Go” ATP got evolved.
30
3. Train Control system

 The Distance To Go (DTG) concept of the ATP system can be

explained in a simple manner with the following illustration:
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3. Train Control system

 In the previous diagram, speeds have been associated with each

block behind the first train only by way of illustration.
 In actual practice the maximum permitted speed at the entry of each
block, and at every moment within the block is continuously
calculated by the on-board computer with real time inputs of actual
speed of train and distance being travelled.
 The train in Block A1 causes a series of speed reduction steps
behind it so that, if a following train enters Block A6, it will get a
reduced target speed.
32
3. Train Control system

 As it continues towards the zero speed block A2, it gets a further

target speed reduction at each new block until it stops at the end of
Block A3.
 It will stop before entering Block A2, the overlap block.
 The braking curve is shown here in brown as the "standard" braking
curve.
 The explanation so far is same as for Speed code based system since
one full block is still being counted as an overlap.
33
3. Train Control system

 To remove the overlap section, it is simply a question of moving the

braking curve forward by one block.
 The train will now be able to proceed a block closer (A5 instead of
A6) to the occupied block, before it gets a target speed reduction.
 However, to get this close to the occupied block requires accurate
and constant checking of the braking by the train, so an on-board
computer calculates the braking curve required on a continuous
basis, based on the distance to go to the stopping point and using a
line map contained in the computer’s memory.
34
3. Train Control system

 The new curve is shown in blue in the diagram.

 A safety margin of about 25 - 30 Meters is allowed for error so that
the train will always stop before it reaches the critical boundary
between Blocks A2 and A1.
 (The braking curve "flares out" at the final stopping point in order to
give the passengers a comfortable stop).
35
3. Train Control system

 Both the older, speed code method of electronic ATP and ”Distance-
To-Go" ATP require the train speed to be monitored accurately,
since the train’s ATP equipment only monitors the train’s speed
against the permitted speed limit within that block.
 If the train goes above that speed, brake application will be invoked.
 For calculating the instantaneous maximum permitted speed, the
distances have to be monitored by the computer continuously to
know where the train is from the entry into a particular block.
36
3. Train Control system

 For the “Distance-To-Go” system, the development of modern

electronics has allowed the brake curve to be calculated accurately
continuously so that the speed steps become unnecessary.
 When it enters the first block with a speed restriction in the code, the
train is also told how far ahead the stopping point is.
 The on-board computer knows where the train is now, using the line
"map” embedded in its memory, and it calculates the required
braking curve accordingly.
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3. Train Control system

 As the train brakes, the computer checks the progress down the
curve to check the train never goes outside it.
 To ensure that the wheel revolutions used to count the train’s
progression along the line have not drifted due to wear, skidding or
sliding, the on-board map of the line is updated dynamically
regularly during the trip by fixed, track-mounted beacons laid
between the rails with encoded chainages transmitted over the link
by way of telegrams.
38
3. Train Control system

 Distance-To-Go ATP has a number of advantages over the speed

step system.
 It can increase line capacity but also it can reduce the number of
track circuits required, since you don’t need frequent changes of
steps to keep adjusting the braking distance.
 The blocks are now just the spaces to be occupied by trains and are
not used as overlaps as well.
 Distance-To-Go can be used for manual driving or automatic
operation.
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3. Train Control system

 Thus the Automatic Train Protection started as mechanical device

but matured as an excellent safety system with much improved line
capacity by the use of Coded / AFTC track circuits transmitting
information continuously from track side to train by “telegrams”.
 The concept of Distance-To-Go ATP developed during the track
circuit era, has undergone further change in the new Communication
based Train Control system (CBTC).
40
3. Train Control system

2. Automatic Train Operation (ATO) (ECM – Lines 2,3)

 ATO 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.
 The first step in automating any metro system is the automation of
the primary safety functions through continuous, automatic train
protection (ATP).
41
3. Train Control system

 With this foundation in place, the driving functions themselves can

then be automated through the provision of automatic train
operation (ATO).
 With the driving functions automated, real-time automation of the
train management and train regulation functions becomes possible,
through more sophisticated automatic train supervision (ATS)
systems, providing operational benefits at the network level.
 The term ATO is loosely used to cover a wide range of levels of
automation, from the automation of the basic driving operation
alone to the running of trains with no staff member on board.
42
3. Train Control system

 An IEC working group (TC9 Working Group 40) and the European
MODURBAN project have therefore adopted the concept of levels
of “Grade of Automation” (GOA) as follow :-
1) GOA0 → There is not neither ATP nor ATO.
2) GOA1 → There is ATP only with no ATO.
3) GOA2 → There are ATP & ATO = STO “Semi automatic Train Operation”.
4) GOA3 → Driverless Train Operation (DTO), but the driver is attendant onboard and
there are ATP & ATO.
5) GOA4 → DTO, but the driver is unattended onboard (UTO – Unattended Train
Operation) and there are ATP, ATO and live CCTV information system.
43
3. Train Control system

➢ GOA2
 At its most basic, ATO enables trains to run automatically from one
station to the next, under the protection of an ATP system and under
the supervision of a train driver.
 This mode of operation is also sometimes referred to as Semi-
automatic Train Operation (STO) or GOA level 2.
44
3. Train Control system

 An Automatic Train operation (ATO) system is a train borne system

which controls the traction and service braking functions of a train,
such that optimum movement of the train is obtained within the
tolerances of the current movement and speed authorities made
available by the ATP system of the train.
 A CATP system is a pre-requisite to have an ATO system as the ATO
system is regarded as a non-vital system as it works within the
safety boundaries defined by the ATP system.
 Thus any infringement of the safety boundaries while train is driven
by ATO invokes an ATP reaction to guarantee the safety.
45
3. Train Control system

 The prime advantage of the ATO system is the consistency of the

train performance which can be achieved in terms of optimum
acceleration and braking.
 An operating margin has to be always kept over and above the
design Headway of the network to cater for operating efficiencies.
 ATO helps to reduce the operating margin as compared to manual
driving.
46
3. Train Control system

 This helps to improve traffic regularity, minimizes bunching of

trains and increases throughput.
 Thus ATO can facilitate meeting more stringent headway
requirements.
 A further benefit of ATO is that it enables regulation of train
movement to be carried out automatically in the most optimum way
such that the set requirements can be implemented in an efficient
manner.
47
3. Train Control system

 ATO further helps in accurate stopping on the station platform than

compared to human driver.
 This is particularly useful where platform screen doors are provided.
 To provide information to each train regarding its next station-to-
station run, it is necessary to provide information (through ATP or
ATS) regarding the distance to next station stop, gradient data
enroute, whether to implement coasting or not, etc.
48
3. Train Control system

 Provision of data is normally possible only at stations, but in the

case of CBTC it can be done instantly any time as the train is in
touch with Operations Control Center (OCC) or Centralized Control
Point (CCP) on radio link.
 In most cases, the train operator closes the train doors and selects
the ATO from the console after which the train is completely
controlled by the ATO till next station is reached and the train is
accurately docked on the platform.
 ATO then opens the train doors automatically (the correct side
opening is of course ensured by ATP in a failsafe manner).
49
3. Train Control system

 Normally ATO obtains the distances from the odometers and fixed
beacons directly, calculates the speed continuously and estimates the
braking effort and uses its own separate interface with the service
brake to bring the train to halt at the platform.
 In order to aid in smooth braking to ensure passenger comfort, a
number of synchronizing loops or beacons are provided on the
platform track for ATO to obtain correct distance left to reach the
docking point and adjust the braking smoothly.
50
3. Train Control system

 Thus in ATO, typically, the driver remains in the cab of the train,
operates the doors, provides the start signal for the train to leave a
station, and monitors the performance of the train and the track
ahead without doing any driving as such.
 There are higher levels of automation as further explained
subsequently.
51
3. Train Control system

➢ GOA3
 More sophisticated systems free the driver from the need to be at the
front of the train – referred to as Driverless Train Operation (DTO)
or GOA level 3.
 In DTO the driver is able to move away from the front of the train,
but remains available to provide customer facing duties and to drive
the train in the event of a failure of the DTO/ATO system.
 As the driver is no longer able to see the route ahead this imposes a
greater demand on guideway security and platform controls.
52
3. Train Control system

 Platform screen doors have to be provided, to allow ATO to handle

door closing also on signal from ATP that all the Platform Screen
Doors have closed fully.
 In DTO, train doors and train departure from a station platform may
also be controlled automatically or manually from a location other
than a drivers cab at the front of the train.
53
3. Train Control system

 ATO can be given the operating instructions by the ATS regarding

dwell time and hold for regulating the train on platforms as required
by the operational situation and in the normal course the driver
wherever he happens to be on the train is relieved of all operational
workload.
 The increased flexibility that derives from freeing the train service
operation from having to provide a driver at the front of each train
means, as a minimum, that the time that would be required for a
driver to walk from one end of the train to the other when reversing
control on actual dwell time can be saved, thereby increasing the
throughput at terminal stations.
54
3. Train Control system

➢ GOA4
 Further, if the CCTV information of the inside of coaches is
transmitted live in new systems to (OCC - CCP) for controllers to
observe for any untoward incidents inside the moving train and with
other advancements in prevention and detection of unauthorized
access to the viaduct or tunnel, even a separate train operator is no
longer required on the cab in the train.
 The space required for the equipment could also be saved and
passenger capacity increased at the end cabs.
 Thus it became possible to have Unattended Train Operation.
55
3. Train Control system

 Driverless ATO without an on-board attendant is referred to as

Unattended Train Operation (UTO) or GOA level 4.
 UTO can range from empty train movements ( only to a siding, or in
an automated depot, for example) to the operation of trains in
passenger service with no attendant on board.
 The latter requires that the reliability of the systems has to be of a
higher level and the train can be operated remotely under failure
conditions, or at the minimum can be reached by shore based
personal in a short period of time.
56
3. Train Control system

 Passengers need to be reassured and hence good communication and

CCTV links between the vehicle and an informed staff member at
(OCC – CCP) or at specified location are essential.
 Increased protection and monitoring of the guideway from intrusion
or some form of obstacle detection is also required.
 Apart from the savings in staff costs the greatest benefit with
unattended operation is that train service can be tailored directly to
demand with trains being brought into service very quickly as and
when the demand increases.
 The benefits of the various levels of automation are summarized in
the next table :-
 57
3. Train Control system
Benefit STO DTO UTO
Train Station Door Failures
Automatic Train Protection (ATP) √ √ √
Movement Stop Closing Recovery
More predictable run times between stations √ √ √

More uniform ride quality √ √ √

Conventional GOA0,
Driver
with Driver GOA1 Reduced wear-and-tear of train propulsion/braking systems √ √ √

Energy optimization √ √ √

Conventional Reduction in variations in line operation / improved service regulation √ √

GOA2
with Driver
Automation of turnbacks √ √

Remove constraint of rostering train crews √

Onboard
Driverless GOA3 Auto Flexibility to operate shorter trains more frequently √
attendant

Ability to respond to unexpected increases in passenger demands √

Driverless Potential for reduction in operating costs √

GOA4
Unattended
Automated failure detection / response √
58
3. Train Control system

2. Automatic Train Supervision (ATS) (ECM – Line 3)

 ATS 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.
59
3. Train Control system

 Thus ATS is the key system which enhances Headway by

automating the operator actions and reducing the human delays
involved.
 A sub component of ATS, namely Automatic Train regulation (ATR)
is used to follow the given time table automatically to keep the
trains moving at the intervals required controlling the given dwell
times for each station in the route for each train.
60
3. Train Control system

 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.
61
3. Train Control system

 Functions of ATS include the following :-

1. Dispatch trains as per time table or as per command of controller.
2. Issue coasting instructions as required for conserving power.
3. Adjust dwell times on station platforms.
4. Issue commands to station interlocking (CBI) including terminal for
automatically setting routes as required for train movements to
maximize line capacity.
62
3. Train Control system

5. Monitor train positions and progress and aid in display of the same.
6. Devise and implement strategy to restore planned service if within its
capability.
7. Issue alerts to traffic controller and also suggest strategy if outside the
capability of the automatic system for restoration of planned train
services.
63
3. Train Control system

8. Compute train schedules as per instructions of controller and revise

them as per traffic flow.
9. Execute instructions received from traffic controller and provide
status and feed back.
10. Provide data to the Passenger Information systems and Train
management systems for Displays and Announcements at stations as
well as inside trains.
11. Maintains logs with time stamps and compile all records as
customized.
 The ATS system is mainly software driven with redundant servers
provided at suitable locations.
64
Contents

1. Introduction.
2. Metro Vs. Mainline Railway systems.
3. Train Control system.
4. Railway Signalling Systems types.
5. Railway Signalling Systems map in Egypt.
6. Case study “Cairo Metro Line 1 - Signalling system”.
65 4. Railway Signalling Systems types

 As Railway Signalling systems evolved from mid-19th Century and

it started developing from the initial primitive Railway Signalling
systems down to common two types whole over the world :-
❖ Fixed Block Signalling system.
❖ Moving Block Signalling system.
66 4. Railway Signalling Systems types

❖Fixed Block Signalling system

 Even from the beginning of rail transport, the need for running more
than one train on a line was felt for more optimum utilization of a
costly infrastructure.
 Initially a method based on a Time Interval system was adopted and
a second train was allowed to follow after a set time interval.
67 4. Railway Signalling Systems types

 In case the first train had come to a halt due to any failure there was
an unavoidable rear collision if the driver of the second train could
not react in time and the braking distance was not adequate.
 Hence a system of dividing the length of the line into fixed “Blocks”
was adopted and Stations were created to demarcate the “Blocks.
Signals were used at the stations to control the entry into these
Blocks.
68 4. Railway Signalling Systems types

 In main line networks, such block lengths could extend anywhere

from 5 KMs to even 30 or 40 KMs.
 The block protection function to avoid collisions can also be
achieved by continuous track circuiting of the entire section between
two stations or by provision of axle counters.
69 4. Railway Signalling Systems types

 In Metro Rail networks, 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, continuous track circuits have been
invariably used so far for detection of block clearance and to give
permission to train to proceed further.
 The use of Audio Frequency Track Circuit (AFTC) based track
circuits in Metro Rail thus served the purpose of provision of fixed
blocks of small length to enhance line capacity (Headway) while
ensuring the basic safety by detecting the presence of a train in the
block.
70 4. Railway Signalling Systems types

 The AFTC was also used to transmit the signals to the train about
the limit of permission to proceed in terms of distance (Limit of
Movement Authority LOMA), permitted speed etc.
71 4. Railway Signalling Systems types

❖Moving Block Signalling system

 The concept of block has been further refined and what is known as
a moving block is used, which include a safety envelope behind and
in front of a train, always moving along with the train. This helped
to improve the headway further by reducing the length of safety
block and also with boundaries (moving block) required for each
train.
 This technique is called Communication Based Train Control
(CBTC).
72 4. Railway Signalling Systems types

 The Institute of Electrical and Electronics Engineers (IEEE)

developed standards for CBTC as follow :-
1. IEEE Std 1474.1-2004 “Performance and Functional Requirements”
2. IEEE Std 1474.2-2003 “User Interface Requirements”
3. IEEE Std 1474.3-2008 “System Design and Functional Allocations”
4. IEEE Std 1474.4-2011 “Functional Testing”
73 4. Railway Signalling Systems types

 Functions that define a CBTC solution are split into two broad
categories :- Core CBTC
Functions
1. core functions
Non-Core
2. non-core functions CBTC
Functions

Operator
Personnel &
Riding Public
74 4. Railway Signalling Systems types

 Core functions handle the basic :-

1. Automatic Train Protection (ATP)
2. Automatic Train Operation (ATO)
3. Automatic Train Supervision (ATS) functionality such as :-

Positioning Train tracking Propulsion & Braking control

Routing Movement authority Interlocking
Regulation Scheduling Communications
75 4. Railway Signalling Systems types

 Suppliers generally refuse to change core functions from project to

project due to complexity and cost (there are exceptions).
 Therefore, Operators have no choice but to accept these functions as
it is, otherwise they should seek another CBTC solution.
 However, Operators have influence over the design of non-core
functions because the Operator’s personnel and the riding public
interact directly with these functions and the Suppliers recognize
this.
76 4. Railway Signalling Systems types

 Non-core functions must meet the Operator’s unique operational

needs otherwise the inadequate functions will hamper the Operator’s
ability to deliver satisfactory Service.
 For example, a Supplier developed a work zone protection function
on a previous project for Operator A and would like to implement
this function with no changes on Operator B’s property.
 This function may have been applicable to Operator A but due to the
unique operating environment of Operator B, this function must be
modified to fit.
 The Supplier will resist but the Operator must push.
77 4. Railway Signalling Systems types

 Ignoring non-core functions means blindly accepting the Suppliers

proposed solution.
 Understanding the operating environment is crucial to understanding
the everyday scenarios encountered when running Service such as :-
Service build up Diagnostics Maintenance
Recovery from Service Passenger information Announcement systems
affecting faults
 Only then can the Operator create a design framework for a CBTC
solution that the Supplier must follow.
78 4. Railway Signalling Systems types

 Of the numerous non-core CBTC functions, seven are key because

of the multiple implementation options available or their importance
is not appreciated by most Operators. They are as follows :-
1. Train recovery.
2. Work zone protection.
3. Equipping Work Cars with CBTC equipment.
4. Diagnostics.
5. Fallback mode.
6. Launching trains.
7. Cutover strategy.
79
Contents

1. Introduction.
2. Metro Vs. Mainline Railway systems.
3. Train Control system.
4. Railway Signalling Systems types.
5. Railway Signalling Systems map in Egypt.
6. Case study “Cairo Metro Line 1 - Signalling system”.
 80 5. Railway Signalling Systems map in Egypt

Egypt
Railways

NAT ENR

Control at
Cairo Intermittent
LRT Monorail the signal
Metro location ATP

CBTC -
Line 1 Line 2 Line 3 CBTC CITYFLO
650

Intermittent ATP - ATO/Continuous ATP with speed ATO/Continuous ATP with speed
Fixed Block Signalling code - Fixed Block Signalling limit - Fixed Block Signalling
system Driving Mode (SDM) system Driving Mode (SDM) system
81
Contents

1. Introduction.
2. Metro Vs. Mainline Railway systems.
3. Train Control system.
4. Railway Signalling Systems types.
5. Railway Signalling Systems map in Egypt.
6. Case study “Cairo Metro Line 1 - Signalling system”.
82
6. Case study

❖ Introduction to the signaling system in Cairo Metro Line 1

 The signaling system in line1 is installed and used to avoid
train accidents through controlling the trains speeds and
keeping Safe distances between the trains and that is done
using many control tools through serial certain conditions.
83
6. Case study

 However, there is a difference between the signaling system of

line 1 and those of line 2 and line 3.
 The control system applied in line 1 is traditional control
which depends on wires and relays only, while in line 2 and
line 3 the control system is more modern and PLCs and smart
control devices are used.
84
6. Case study

❖Tracks
 The Metro railway tracks are divided into several tracks separated
from each other by track insulators and that is done for the purpose
of speed control of each separate track because according to the
position of a certain train on a certain track will make a certain
speed control on that track and will make a different speed control
over the proceeding tracks over the proceeding trains as illustrated at
the next slide.
85
6. Case study
86
6. Case study

❖Types of Tracks
1. Single Tracks
2. Double Tracks
87
6. Case study

1. Single Tracks
 The single tracks are mainly present at Z stations.
88
6. Case study

2. Double Tracks
 The double tracks are present at almost all the line.
89
6. Case study

❖Track Circuit
90
6. Case study

 The EM and GI generate 3 pulses per Second, these pulses are

stepped down by the pulse sender then received at the other side
then stepped up by the pulse receiver as illustrated at the previous
slide.
 At the signalling room at the receiving side, a receiver converts the
received pulses to DC volts (2 DC volts ~ V1: 22→35 Volts & V2:
18 → 26 Volts).
91
6. Case study

 The Track relay receives these 2 volts and sends them to the Time
Delay Relay, and it delays the output for 2 seconds in order to make
sure that the train has fully crossed the sector.
 The TPR then is energized and it is used as an input to many other
circuits and so the track circuit is considered a primary circuit to all
other circuits.
92
6. Case study
The Egyptian Company For Metro Quality & Safety of Infrastructure Depa

The Egyptian Company For Metro Quality & Safety of Infrastructure Department

GI
GI

EM EM

Figure 5: EM & GI inside the signaling room.

Figure 5: EM & GI inside the signaling room.

TER

TR
TER

TR
Receiver
93
6. Case study

➢ Theory of operation
 As described previously, the signaling pulses are sent and received
all through the sector as long as there is no train passing through that
sector and then the TER is energized.
 However, when a train passes through the sector, it makes a short
circuit on the track causing the pulses to pass through the train and
not to be received at the end of the sector.
 At that case the TER is not energized and affects many other circuits
as the traffic lights circuit.
94
6. Case study

 Traffic Lights (ATC) and The Effect Of TER

95
6. Case study

• Color speed codes

 Red: Zero ~ STOP
 Yellow: 50 Km/hr outside tunnels - 40 Km/Hr inside tunnels
 Green flash: 70 Km/hr
 Green: 80 Km/hr
96
6. Case study

❖Intermittent ATP
 The theory of signaling system in line 1, i.e. to avoid accidents and
provide safe distances between metro trains is actually implemented
through installing the IATP devices.
 The IATP system as a hardware is made of IATP Coils which are
installed along the railways across line 1.
 There are such coils installed in the metro train and by contacting
each other by induction the speed code is defined to the train
according to the traffic light in that sector (R – Y – FG - G).
97
6. Case study

 As mentioned before, the line is divided into sectors usually but not
always a sector is controlled by 1 traffic light.
 There are 2 types of coils installed:
▪ Commutable coil & cutoff coil: coil with cable is made of LC circuit
and its frequency can be changed according to the appropriate speed
required.
▪ Fixed coil (without cables) and that fixed coil is made of an ordinary
LC circuit (resonance circuit).
 The combination of these 2 coils is called “coil group”.
98
6. Case study

IATP connection box IATP coil

99
6. Case study
100
6. Case study

➢ Theory of operation
 According to the traffic light, the speed is automatically controlled.
 The frequency is sent from the coil with cables to the coil in the
train and activates a timer until the train reaches the other coil (fixed
coil) which is separated by 5 or 10 meters from the coil with cables,
then the timer stops and the train velocity is estimated.
 If the train velocity is faster than the required, it automatically stops
and if the velocity is less than the required then it carries on.
Velocity = Distance / Time
101
6. Case study

➢ Traffic Lights (ATC) and The Effect Of TER IN DETAILS

102
6. Case study

 L1 is a frequency corresponding to speed “5 km/hr/meter”

 L2 is a frequency corresponding to speed “7 km/hr/meter”
 L3 is a frequency corresponding to speed “9 km/hr/meter”
 L4 is a frequency corresponding to maximum speed “100 km/h”
 L5 is stopping the counter of the onboard computer.
 L7 is a frequency corresponding to speed “3 km/hr/meter”
 L8 is a frequency corresponding to speed “Zero”
 The middle ATC coil group is only active at RED Traffic Light
Sectors