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HOW TO RESIGNAL WITHOUT ANY

INTERRUPTION TO
PASSENGER SERVICES
THALES WHITE PAPER
 01
INTRODUCTION
Replacing conventional fixed-block signalling with modern Communications-
Based Train Control (CBTC) is one of the most effective ways to boost the
performance of metros and urban railways. CBTC is now the industry benchmark
for signalling in both new (greenfield) and existing (brownfield) projects.

CBTC is transformative and it allows operators to achieve their big ambitions. These include
improved headways, faster journey times, enhanced reliability and better real-time system visibility
– including the ability to define, monitor and manage KPIs. All of this contributes to increased
passenger satisfaction and ridership. In addition, CBTC delivers productivity gains and lifecycle
cost savings – particularly if a driverless solution is chosen.
Switching to CBTC also saves energy. This is achieved through optimised driving profiles and the
elimination of unnecessary braking. Rising energy costs, growing concerns about energy security
and the need to cut emissions means that the case for efficient train control is now stronger than
ever.
Like any major infrastructure upgrade, deploying CBTC takes a lot of careful planning.
Resignalling an operational railway is a huge challenge – so much so that it is sometimes said to
be like carrying out open heart surgery while the patient is running a marathon.
SO, WHAT CAN BE DONE TO ENSURE THAT BENEFITS ARE DELIVERED QUICKLY AND WITH MINIMAL DISRUPTION?

One of the biggest factors is scheduling. The order in which decisions are made and the
sequence in which work is carried out both have an enormous influence on the success of CBTC
deployments. But phasing is a complex subject and it raises a number of questions about what
should be done, and when.
This white paper has two purposes. First, it examines the factors that shape decision making at
each stage of the project lifecycle. The entire process is evaluated, from the operator’s initial
decision to resignal through to final commissioning – a process that typically spans several years.
The need for change management is also considered.
Second, it explores practical ways to speed up project delivery, avoid deployment glitches and
minimise risk. New technologies and techniques are revolutionising the resignalling process,
including lidar surveys, shadow mode monitoring, remote database uploads and cybersecurity
tools. We show how these can make a difference.
We also take a glimpse into the near future and discover how Thales’ Next Generation Positioning
system could transform not only the deployment of new signalling, but also deliver lasting
operational benefits.

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 02
TIMING AND PHASING
CONSIDERATIONS
The following section considers the stages involved in the migration to CBTC, from the initial
decision to resignal through to final deployment and commissioning.

STAGE 1: THE DECISION TO RESIGNAL

The factors driving the decision to resignal typically fall into two groups: performance factors
and obsolescence factors. In addition, there is often an external motivation – a specific event or
deadline that provides the impetus to upgrade.

Obsolescence factors Performance factors

These primarily concern the physical condition
of legacy signalling assets. Obsolescence
factors vary from one system to another. For
example, poor wiring condition is often a
factor in traditional relay-based interlockings.
But even relatively modern technologies can
become unmaintainable. Legacy electronic
interlockings and automatic train protection
systems are often resistant to maintenance
– particularly when they are no longer
supported by the manufacturer or rely on
bespoke electronic components that cannot be
replicated cost effectively.
Resignalling with CBTC provides operators
with ways to get more out of their existing
infrastructure and achieve new performance
goals. These include increased capacity in
terms of trains per hour (TPH), improvements
in journey times, greater reliability and
increased operational flexibility – particularly
the ability to recover rapidly when traffic is
disrupted. CBTC also makes it possible to
boost productivity (for example, by switching
to driverless operation) and to minimise the
costs associated with maintaining wayside
equipment, much of which is eliminated with
CBTC. In addition to all of this, the optimised
driving profiles offered by CBTC also deliver
significant energy savings.

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 Additional motivating factors
Signalling upgrades seldom take place in a vacuum and the decision to introduce new
technology is often part of wider plans to improve travel quality, tackle carbon emissions and
reduce car dependency. Common triggers for CBTC resignalling include rolling stock renewal
and line extensions. Major cultural and sporting events can also act as a spur to new signalling
deployments (see box).
When resignalling is tied to a specific event, or to wider changes in the network, there will be
additional interdependencies to be taken into account, as well as deadlines to be met. These will
have a material impact on how CBTC is deployed. The sequencing of decisions and the order of
work are critical and these are considered in subsequent sections.

COUNTDOWN TO CBTC
The decision to upgrade a metro line is sometimes linked to
major sporting or cultural events. Indeed, planned upgrades
are often part of the bidding process for cities seeking to host
such events. The decision to deploy Thales’ SelTrac™ CBTC
on London Underground’s Jubilee Line was an integral part of
preparations for the London 2012 Olympic Games.
Meeting deadlines with time to spare is vital when resignalling
is tied to a major event. For this reason, work is planned years
in advance. The bidding calendar for major events normally
provides ample time for cities to prepare. In the case of the
Olympic Games, for example, bidding normally opens around
ten years ahead of the event.
A key point is that the agenda and timing of upgrades linked
to major events is likely to be shaped by stakeholders outside
the railway environment. These include city, regional and
national governments.

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 STAGE 2: PROCUREMENT

Once the decision to resignal with CBTC has been made, the next step is to launch a procurement
process. There is a strong case for engaging with potential suppliers as early as possible. Indeed,
with some procurement models – such as competitive dialogue – early engagement between
operators and suppliers is an integral part of the process. The advantage with competitive
dialogue is that it allows suppliers to develop proposals in partnership with the customer. This
ensures that the customer’s ambitions are met while at the same time reducing cost and risk.
Equally important, it gives the solution provider the opportunity to propose innovative solutions.
The alternative to competitive dialogue is for the operator to issue a request for proposal (RFP).
This is the traditional approach. RFPs are most effective when they are performance based. For
example:
WHAT HEADWAY IS NEEDED?

What level of availability is required? What level of passenger throughput is envisaged? An RFP
framed in these terms allows the supplier to come up with the best solution without constraints
– potentially saving time and money. By contrast, an overly-prescriptive RFP can limit the pool
of potential suppliers and close the door on innovation, resulting in a solution that is difficult to
deploy, harder to maintain and less satisfactory in terms of performance.
Whatever the procurement model chosen, detailed early-stage discussions with suppliers can make
all the difference. Aside from providing operators with an opportunity to evaluate the technologies
and solutions on offer, and to give suppliers a clear picture of what the operator needs, it provides
a way to bring different stakeholder groups together. This can be particularly valuable for a large
public transport operator with multiple departments – each of which will have its own specific
needs and questions. One way suppliers can facilitate this process is by organising collaborative
working groups and by bringing in representatives from other public transport operators to share
their own experiences of operating CBTC lines.
Information gathering is a two-way process. One thing that is essential from the supplier’s
perspective is to develop a full understanding of the operator’s goals and concept of operations.
Site visits and time spent with the operator help the supplier to formulate the optimum proposal,
separating “nice to have” and “need to have” functionality.
The better the supplier understands the infrastructure, the better the solution – and the migration
– will be. This is important with CBTC because solutions are tailored to the customer’s operation
– there is no such thing as a one-size-fits-all CBTC solution. And it is particularly important if
interfaces between new CBTC and legacy signalling are envisaged: in order to develop an
appropriate technical solution and migration strategy, the supplier will need not only a full
understanding of the existing signalling, but also how it is operated. Additionally, there is a need
to take into account subsystems that depend on signalling data, such as passenger information
systems and platform screen door activation.

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 CHANGE MANAGEMENT
Deploying CBTC is as much about business transformation as it is about technology. Rather than
simply replicating legacy operations, the most successful CBTC programmes seek to eliminate
outmoded operating methods and outdated maintenance practices.
Openness to change is the key to getting the most out of CBTC. An experienced supplier can play
a critical role in this context, working in partnership with the customer to leverage all the benefits
of the new system. This includes identifying new ways of working, defining best practices and
supporting a change management programme.

STAGE 3: DEVELOPING THE MIGRATION STRATEGY

The migration strategy is drawn up by the supplier. Its primary purpose is to show how the CBTC
deployment will be carried out and it is based on the operator’s performance requirements and
technological preferences. A good approach is for the supplier to provide the operator with a
range of different migration options. This section considers some of the factors that shape the
strategy.

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 Rollout Methodology
There are three possible approaches to CBTC rollout:

Zone-by-zone migration

This is the most widely used approach. Each migration zone typically covers 10-20 track
kilometres. CBTC is deployed, tested and commissioned one zone at a time. Trains are normally
dual equipped (for both legacy and CBTC territory) to allow seamless handover between old
and new. This approach requires temporary interfaces between CBTC wayside equipment and
neighbouring legacy interlockings. In addition, connections are required between the CBTC
Automatic Train Supervision (ATS) system and the legacy supervision system.
A benefit of zone-by-zone migration is that it provides the operator with the freedom to choose
where to start resignalling. The most commonly-adopted approach is to begin with a section of
line that is less heavily used (for example, at the periphery of the network). This has the advantage
of minimising potential start-up impacts and provides time to fix any bugs before migrating the
busier parts of the line (i.e. those at the core). Another advantage of starting at the periphery is
that engineering possessions are generally easier to obtain.

One-shot migration Time migration

With this approach, the entire line goes
live at once. The benefit is that interfaces
between CBTC and legacy signalling are not
required. The risk with one-shot rollout is that
it leaves little room for manoeuvre if bugs are
encountered. It also means that none of the
performance benefits of CBTC can be realised
until the whole line is ready.
This approach is similar to one-shot migration
(i.e. the complete line goes live with CBTC)
but with the difference that CBTC is initially
used only during non-critical times, such as
afternoons, late evenings and weekends. The
duration of CBTC operating periods can be
increased as confidence grows. The advantage
with this approach is that it allows for testing
of the system before going fully live. It also
provides an opportunity to train the staff in a
less pressurised environment.

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 Choice of CBTC Technology
One of the decisions facing metro operators is whether to deploy “pure” CBTC, or to opt for
a hybrid “overlay” solution, which combines CBTC with conventional interlocking and train
detection.

Pure CBTC
With pure or standalone CBTC, the legacy signalling is completely replaced. Wayside signals,
trip stops, interlockings and traditional train detection systems are removed. Most operators now
choose this approach.

Overlay
CBTC is deployed, but with conventional interlockings, signals and wayside train detection (track
circuits or axle counters) retained as backup. The new CBTC will need permanent interfaces with
both the existing interlocking and train detection systems.
The argument in favour of overlay is that keeping the existing signalling system offers fallback
if CBTC should fail. However, experience over more than 30 years with brownfield resignalling
shows that CBTC failures are rare. Moreover, the capacity provided by the fallback system is
somewhat limited. Overlay CBTC systems are technically complex and introduce new risks of their
own: for example, if the fallback system itself fails, it will always bring down the CBTC system as
well. Much hinges on the reliability and age of the underlying interlocking. Overlay CBTC adds to
the cost and complexity of maintenance. It is also typically more expensive and time-consuming to
deploy than pure CBTC.

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 Impact of Concurrent Works
This is one of the most important considerations in the phasing of any migration because
resignalling is often part of a wider programme of line upgrades. Examples of works likely to have
an impact on track access time include:

Changes in track layout

CBTC deployment is faster if track layout alterations are carried out before resignalling
commences. Similarly, significant track renewals are best completed before resignalling starts
because relaying track results in the need to test and recommission elements of the train
positioning system.

Power infrastructure renewal

CBTC deployments often go hand in hand with the introduction of new rolling stock. In turn,
delivery of new rolling stock may bring with it the need for power supply upgrades. Again, this
has implications for track access time and potentially for the phasing of the migration itself.

Line extensions and new rolling stock

These introduce additional phasing considerations and interdependencies (see box, Ampang
Line).

Routine maintenance
In all cases, there is a need to coordinate the deployment of CBTC with the operator’s regular
and emergency maintenance activities for existing revenue operations. The subject of possession
planning is considered in Stage 5, Deployment and Commissioning.

Track Access
Engineering possessions are required for the installation of new wayside equipment. Traditionally,
much of the work was carried out piecemeal during non-revenue night time hours, with weekend
shutdowns for more extensive work packages. However, this is less and less of a possibility
because a growing number of metros operate 24/7.
Workarounds are possible. One approach is to establish temporary bi-directional operations, so
engineering teams can work on one side of the track while services are maintained on the other.
This approach has been used successfully on one of the world’s busiest metro lines.
The need to maintain normal operations is of paramount importance for most operators. To
minimise disruption, several tools and technologies have been developed to reduce the need for
track access and to de-couple processes that normally need to follow a strict sequence. These are
described in detail in Section 3.

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 CASESTUDY:
CASE STUDY:AMPANG
AMPANGLINE
LINE -
KUALA LUMPUR
In the Malaysian capital, Kuala Lumpur, Thales’ SelTrac™ CBTC was deployed on the
city’s Ampang Line as part of a major upgrade of the light rail transit system which
In theincluded
Malaysianthe capital, Kuala
construction of Lumpur,
an 18kmThales SelTrac™
extension CBTC
and the was deployed
introduction of newontrains.
the city’s Ampang
Line as part of a major upgrade of the light rail transit system which included the construction of an
New CBTC signalling and new rolling stock were delivered in parallel. To ensure services
18km extension and the introduction of new trains.
were maintained, both old and new trains would need to coexist while the new signalling
Newwas CBTC signalling
rolled out. and new rolling stock were delivered in parallel. To ensure services were
maintained, both old and new trains would need to coexist while the new signalling was rolled out.
The solution was a phased geographical implementation. New trains would operate over
The solution
the routewas witha the
phased
new geographical implementation.
signalling system, while existingNew trains
trains would
would operate
continue overonthe route
to run
with the
the lines
new signalling
with legacysystem, whileThis
signalling. existing trains
allowed would continue
operators to becometo run on the
familiar lines
with thewith
newlegacy
signalling.
system incrementally, ending in the central city area where headways are closest. ending in the
This allowed operators to become familiar with the new system incrementally,
central city area where headways are closest.
The phased migration of the CBTC system was carefully synchronised to match the
The phased
deliverymigration of theThis
of new trains. CBTCwassystem was carefully
important because itsynchronised to match
meant new trains thebe
could delivery
put intoof new
trains. This was important because it meant new trains could
service quickly, without lengthy periods in storage after testing. be put into service quickly, without
lengthy periods in storage after testing.
The project also involved the construction of a new Operation Control Centre (OCC). To
The project
minimise also involved this,
disruption, the construction of a new Operation
too, was commissioned in phases.Control Centreworkstations
Temporary (OCC). To minimise
were
disruption,
installedthis, too,old
in the wasOCC,
commissioned
providing in phases.
staff with aTemporary
chance to workstations werethe
get familiar with installed in the old
new system
OCC, providing staff
before changeover. with a chance to get familiar with the new system before changeover.

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 STAGE 4: EVALUATING KEY SUCCESS FACTORS

Cost plays a key part in deciding the winning bid. But there are a number of non-financial factors
that also require consideration before a solution is chosen and a contract awarded. All of these
will have a material impact on how quickly and smoothly new signalling can be delivered:

Migration strategy
Is the proposed migration strategy feasible? No matter how good the technological solution, the
success of the project will depend upon the supplier’s ability to work within the constraints of an
operational railway. Key constraints include the time available for track access and particularly
the impact of parallel workstreams, such as track renewals, layout changes, civil works and new
rolling stock delivery.

Maturity level
Is the CBTC solution proposed by the supplier the best one for resignalling an existing line?
Some CBTC technology platforms are designed primarily for greenfield projects. While these
are appropriate for use on new lines, deploying such systems on an operational railway can
sometimes lead to unforeseen problems and delays. There is a strong case for choosing a platform
that is already proven in brownfield applications – above all, one that is purpose-built to be
migration ready.

Delivery expertise
Does the supplier have a track record in successfully delivering CBTC resignalling? There is
a world of difference between deploying CBTC in a greenfield metro – where there are no
operational encumbrances and no need to build interfaces – and a working brownfield metro. In
addition to full mastery of the new CBTC technology, the supplier will need expert engineering
teams with experience of working with a wide range of traditional signalling technologies.

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 Change management
How much experience does the supplier have
in supporting customers during the migration
phase? This is a key question, because the
shift from conventional signalling to CBTC
means there will be opportunities for change at
every operational level. A successful migration
depends on expert on-the-ground support from
the supplier throughout the process.
Rolling stock expertise
Does the supplier have experience in
equipping trains for CBTC operation? This
is a key consideration in brownfield CBTC,
because existing trains are often retained
and retrofitting of onboard equipment will be
necessary. In cases where older rolling stock is
to be converted, one of the key constraints is
often the lack of OEM documentation. In such
cases, the engineering expertise of the supplier
will be critical to success.

Supplier alignment Local delivery

How well does the supplier understand the
operator’s goals and organisation? The
operator and the supplier will need to work
together closely over a number of years,
so the ability to establish a strong working
relationship will be vital. On top of this, the
supplier will need to have a full understanding
of the operator’s business organisation. This
is particularly important in the case of large
public transport operators with multiple
departments and stakeholders.
Is the supplier committed to building a local
presence? CBTC delivery is a long-term project
which depends on consistent support and
consistent staffing on the part of the supplier.
This is achieved most effectively when the
supplier is present in the city or country where
the project is being delivered.

STAGE 5: DEPLOYMENT AND COMMISSIONING

The principal decisions about technical specifications and the phasing of works will already have
been made by the time that work commences on site. However, the need for planning does not
end here. Smooth deployment will depend upon continuous collaboration between the supplier,
the operator and other stakeholders throughout the process.

Possession planning
This holds the key to making the most efficient use of scarce track access time. An efficient track
possession process ensures that everybody gets the access they need, for resignalling, routine
maintenance and other track work. Best practice is for the track possessions process to be
managed from the operator’s side, with the signalling supplier as an input to the process.
Each engineering possession is carefully structured to ensure the railway is restored to normal at
the end of the shift, so that the morning’s services are not delayed. A 50/50 approach is the most
effective one where signalling installation is concerned. The first half of the possession is devoted
to installing and testing new equipment, while the second half is completely focused on returning
the system to its original state.

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 Managing migration zones

The location of migration zones is established at the design stage. As noted in the previous
section, identification of suitable switchover points is a key element of the migration strategy.
Switchover points are not static, so train drivers will need to be kept informed well ahead of
changes as each new section is migrated.
As well as switchover for operational purposes, zone-by-zone CBTC deployments also depend
on an ability to switch between legacy and new signalling during deployment. Cutover cubicles
located in signal equipment rooms allow elements of the new system to be securely switched in
and out for easy testing and commissioning, with no impact on safety and no impact on revenue
operations.

Training

Staff training commences at the same time as the migration. Target personnel groups include train
drivers, ATS operators and maintenance teams. As well as training people to work with CBTC in
its final state, a key area of focus is training for the migration itself because it is during this period
of flux that problems are most likely to occur. A degree of flexibility is required in delivering
training programmes, particularly if the deployment is held up for any reason. This can result in a
significant time lag developing between training being delivered and staff being exposed to the
operational system. For this reason, training programmes work best if they are synchronised with
the progress of work on the ground.

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 03
MIGRATION ACCELERATORS AND
PAIN RELIEVERS
Smooth deployment of new CBTC signalling depends on a robust migration strategy. But even the
best plans can hit unforeseen obstacles. The good news is that there are a growing number of
tools and technologies to iron out glitches and accelerate the migration process.

Lidar surveys

Finding places to install new equipment is one of the big challenges when a brownfield metro is
resignalled. Signal equipment rooms, cable runs, communications antennae, lineside equipment
units and transponder tags all need to be accommodated within the existing (and often crowded)
wayside envelope. The challenge of positioning new assets is amplified by the fact that tolerances
at the wayside are often extremely tight – particularly if the guideway runs through tunnels or on
viaducts. Every millimetre counts.
Carrying out a lidar survey of the line at an early stage is an effective way to overcome all of
these problems. Lidar provides a higher level of accuracy than can be captured using traditional
manual techniques. It also eliminates the risk of relying on existing drawings, which do not always
reflect the reality on the ground.
A key point about lidar survey data is that it can be interrogated to reveal fine detail that is not
normally captured by traditional surveys. For example, if the designer is planning a cable route
from a signal equipment room to the wayside, it is simply a matter of opening up the lidar file
and scaling off the precise distance – without the need to obtain a possession just to get the
measurement. The lidar survey shows exactly where all the existing cables are as well, eliminating
the problem of cable conflict. Aside from saving time and providing enhanced accuracy, lidar
revolutionises the process of quantity surveying for CBTC projects, saving money and reducing
cable waste.

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 Shadow mode monitoring

The critical onboard and wayside systems behind CBTC all require exhaustive testing before going
live. For example, radio communications between the train and the wayside must be tested to
ensure continuity, with no weak spots or dead zones. Equally, each train’s onboard system must
be tested to ensure that positioning and speed measurements are 100% accurate. Meanwhile,
there is a need to establish that wayside transponder tags are in exactly the right position. The
challenge is that carrying out all of these tests is a lengthy task – and one that eats into scarce
engineering possession time.
To overcome the time penalty of testing, Thales has developed an approach known as shadow
mode monitoring. This enables engineering teams to carry out full testing and evaluation of critical
systems during normal operating hours.
First, both the trains and wayside are equipped for CBTC operation. Trains are then put back
into revenue service, but with the legacy signalling still in operation and CBTC running in the
background with all outputs vitally disconnected ensuring that the CBTC system has no impact on
legacy control systems. As trains move around the network, data about radio continuity, speed,
positioning and transponder tag performance is gathered automatically and uploaded to a central
server in near real time, via the CBTC radio system. The beauty of this approach is that testing
can be carried out 24/7, with no need for driver input, no impact on revenue operations and no
need for engineering possessions. Approximately 70% of system functionality can be monitored in
shadow mode.

Remote upload of databases and software Connected workforce

CBTC is a digital train control solution. This
means that deployment of databases and
software is an integral part of the migration
process. Traditionally, database deployment
was a challenge because engineers needed
physical access to both trackside equipment
and trains in order to carry out uploads.
To overcome this problem, Thales has
developed a task platform for uploading
databases and software remotely from a
central location, accelerating the deployment
process. On top of this, databases and
software are kept separate: Thales’ CBTC
architecture means it is possible to make
database changes (fine tuning of transponder
tag position data is an example) without
affecting the underlying software, reducing the
time needed for testing.
Time is of the essence in new signalling
deployments. Teams may have as little as two
hours’ useful working time during an engineering
possession, so getting the right information to the
right people at the right time is vital.
The traditional way of sharing information
with installation teams – site meetings, verbal
instructions and paper drawings – has a number
of drawbacks. Is my team using the most up-to-date
drawings? How can I communicate late changes to
my team – including new tasks? And how can my
team members communicate with me to show me
the work they have completed?
Thales’ approach is to use a tablet-based
workforce connectivity platform. Thanks to this
platform, teams on site have access to work
orders, task lists, drawings and all the technical
information they need to get the job done – no
matter how complex. And when the work is
complete, teams can photograph and video the
work they have done to accelerate post-installation
verification.

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 Wireless DCS

The traditional approach to CBTC deployment involves hardwiring wayside assets to a dedicated
Data Communication System (DCS) – a physical fibre or copper network laid along the guideway.
Installing the DCS requires track access time. Additional access time is then needed to connect
and test wayside equipment. In a CBTC migration, some of these connections will only be
temporary, so multiple trips back to the trackside will be required.
Shifting to purely wireless data communications – such as LTE or 5G – could eliminate the need
for cabled data connections to remote assets. For example, wireless networks make it possible to
test migration zones and manage equipment – including cutover cubicles and zone controllers –
paving the way for faster migrations.

Cybersecurity

Recent years have seen an upsurge in cyberattacks against the transport sector. Metro and urban
rail operators have been among the targets. Against this background, the regulations governing
cybersecurity in the public realm have become progressively tighter.
To protect our customers’ operations and to help maintain compliance, our communications-based
train control solution – Thales’ SelTrac™ CBTC – is Cybersecured by Design. This means that
security features are built in to the solution at the design stage. In addition to this, Thales provides
customers with dedicated maintenance and security services to keep pace with constantly evolving
cyber threats throughout the life of their SelTrac™ CBTC system.

THE FUTURE: NEXT GENERATION

POSITIONING
Faster CBTC deployments could soon be a reality thanks to an innovative train positioning solution
developed by Thales.
The solution, known as Next Generation Positioning, eliminates the need for transponder tags and
onboard electromechanical wheel odometry. Installation is rapid: sensors are fixed to the front
and rear of the train, not underneath it, so time in the workshop is reduced. The entire onboard
positioning system can be retrofitted and commissioned in around two days per train. On the
track, only minimal access is required because there are no transponder tags between the running
rails. The only wayside devices are radio-ranging beacons, typically deployed at stations and
junctions, rather than along the full length of the guideway.
As well as speeding up the deployment of CBTC, successful pilot projects with Next Generation
Positioning in two major North American cities show that the solution supports use cases above
and beyond train tracking – including a unique ability to monitor the status of the entire wayside
environment, including structures, objects and vegetation adjacent to the guideway.

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 04
HOW CAN THALES HELP?

Thales knows more about resignalling with CBTC

than any other supplier in the market. We were
the first to deploy CBTC for resignalling back
in the 1990s. Over the past 30 years, we have
accumulated vast experience integrating with
15 rolling stock providers, across 1,250 trains
on 40 lines covering nearly 800km using our
SelTrac™ CBTC solution.

Supported by world-leading R&D, 2,300 expert

employees and an unmatched global presence,
Thales is the name behind the world’s biggest
and most ambitious resignalling schemes. These
include London (Four Lines Modernisation), New
York (Flushing Line) and Singapore (North-South
and East-West Lines).

Our expertise in resignalling is underpinned by

our ability to adapt our solution to any type of
operating environment, and to equip any type
of train for CBTC operation. For cities preparing
to meet future demand, Thales’ SelTrac™ CBTC
provides the optimal solution for a seamless
transformation – no matter how large or complex
the project.

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 105 Moatfield Dr.
Toronto, ON
Canada
416-742-3900
UrbanRailSignallingContact@thalesgroup.com