Automatic Train Supervision

Dipak Shukla

Manager- Signalling & Train Control at Siemens |Engineering|Design|Delivery Management |

T&C|Maintenance|Product Management| Project Management|System Integration|
Consultancy |
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March 26, 2020
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ATS is automatic train supervision which control, monitor and track the train through GUI
based application, approach to get better performance . The end user controls signal train to
field and field to train for better effectiveness. ATS communicates with interlocking IXL and
Vehicle on-board Controller (VOBC=ATP+ATO=ATC) for simultaneous convergence of
signal. ATS works as server -client model where all operation done by server as Scada and all
control commands are given by client as end user workstation. All information goes from
client to server vice versa to execute the commands with the regional authority. All server
connects with devices like ZC, IXL, VOBC through switch and router as per ATS/DCS
design architecture and authenticated by license or other security pattern.

There are three basic type of ATS in rail technology which is divided as per region control.

1- Central ATS: -Central ATS controls all guide-way interlocking with authority control
and Central ATS installs in OCC (Operation control center).

2- Local ATS: -Local ATS workstations be installed at every station. Local ATS will have
all control and information of guideway based upon its own zone or section where ATS has
presentation of field state in this region and, given appropriate authorization, control of the
region. Workstations at non-interlocking stations will display information for the local
station.

3- Emergency PC or VDU: End user us VDU (Visual Display Unit) when Central and
local ATS having technical issue and then they operate ECPC/VDU which directly connected
with IXL controller without any ATS interface. It is same as ATS application which has
limited access to operate train and connected directly to IXL.

ATS Server and Client Model:

ATS Server: The Central, Local, and Depot ATS are deployed as Active/Passive server
pairs. Only one server is Active at any time. The Active server executes the ATS algorithms,
processes user commands and issues commands to the interlocking equipment. The Passive
servers accept state changes (replication) from the Active server and cache this state for use if
activated in the future. Passive servers also maintain communications with interlocking
equipment (at a reduced polling frequency) and provide this communication status to the
central Operator. Passive servers do not execute ATS algorithms or send commands to the
field and can only accept one Operator command: Activate. All operating Passive or Active
servers advertise their current state to all others. The Backup ATS is non-redundant and is
only activated by manual command. The Backup ATS need to be brought online in case of
total failure of Central and Local ATS server. Once online, the Backup ATS will collect train
and interlocking information. The new Timetable need to be activated and trains need to be
reassigned to runs.

ATS Client: The ATS Operator interacts with the Train Control system via the workstations.
The interface is menu and mouse driven. All workstations are configured in such a manner
that on power up, they automatically load the ATS workstation application software and
display the guide-way. All ATS workstations are functional regardless of which ATS server
is Active. All ATS Operator input actions are logged to the archive server database.

Functions of Automatic Train Supervision (ATS)

  Provides a human-machine interface
 Train Regulation on the line (arrival time to the next station sent by ATS)
 Temporary speed restriction (controlled by ATS or Maintenance terminal)
 Maintenance information collection (on-board, track side & rolling stock alarms)
 Train identification from train PTI (Positive Train Identification) or Transponder
TAGS
 Skip-Stop station (controlled by ATS)
 Train hold in station (controlled by ATS)
 Change of ends (turn back) management
 Keep Doors Closed management (controlled by ATS)
 Monitors and displays the location and status of trains and field devices
 Responsible for automatic route setting
 Interfaces to Operator and Passenger Information and public address announcements
 Monitors and reports alarms (failures)
 Provides headway and schedule regulation
 performance reports
 Playback Operation

Functional ATS Architecture

Managing Train Operation from ATS: Train Operation from guide-way is to manage
routes and its direction of train from where operator controls the train along with field
signaling gears. All signaling gears on field are controlled by IXL and commanded by ATS
GUI application and it is like SCADA application. Different system provider has different
platform for executing the application. Trains send information of redundant VOBC, speed,
traveled distance, emergency break, automation mode etc. to ATS

Traffic Management: Traffic Management is term to control the train on guide-way. Every
train has its unique ID with rolling-stock code, distance code and trip code so that end user
can check trip performance for individual train run. Junction Box and Crossover management
is one of function For traffic management to provide better performance.

In traffic management systems, regulation decisions are based on monitoring traffic

information. Monitoring data are generally used to update a traffic model in case of
disturbances. The traffic model helps to evaluate both the impact of disturbances and the
impact of regulation decisions. compiles the state-of-the-art in infrastructure and operation
modelling.

Traffic management optimize traffic during any kind of disturbance or delay, It always
evaluate the buffer time and run assignment to cover up the overall performance. traffic
management depends upon dwell, headway, train capacity, operation restrictions, guideway
constraints, crowd on platform and timetable variables.

The traffic model is designed for traffic supervision and has been integrated into the ATS
module of a modelling of a railway system where all traffic scheduling is defined as track to
soft node with train arriving and departing data.

Headway Management : The headway calculation for any railway system mainly relies on
the preconditions given by track (distances, grades, speed limits, layout), train (speed, forces,
braking, lengths), signaling design (signal positions, routes), ATP design and time table
(arrival and departure times, trip planning, dwell times).

Time-Table management: Timetable Management is part of ATS where user makes a

timetable for train as per operator’s requirement. There are many parameters to assign time
table to server like Travel Time, Buffer time, Dwell Time, Headway etc .

It has all information related journey (Trip) from one terminal station to another terminal
station with train capacity and its defined headway. Before launching the timetable, operator
need to resolve all conflicts related trips dwell and circulation of movement in off-line
timetable.

Automatic Train Regulation: Function automatic train regulation will be used in Automatic
Mode but the individual dwell time will be entered by the operator so that the dwell time is
not adjusted by ATR automatically and always a fixed value of dwell time (Based upon
project requirement) is sent to the train.
Automatic Train Regulation manages the dwell time and train run type for trains with a run
assignment. It also calculates the schedule and headway adherence of each train for
presentation to the ATS Operator.

Automatic Train Regulation (ATR) determines the dwell time and the speed profile for a train
on an assignment. ATR uses two types of regulation - Schedule Regulation and Headway
Regulation. ATR in Schedule Regulation adjusts the dwell and the speed to make the train
arrive and depart at the time specified in the schedule.

ATR in Headway Regulation adjusts the dwell to make the train separate from the previous
train by the same headway as specified in the command

Maximal dwell time :

The maximal dwell time is a predefined time a train stop cannot exceed. It is used by
regulation to reduce the advance of regulated trains. It is defined during data preparation
phase and based on signalling application studies.

Minimum dwell time :

The minimum dwell time is a predefined value indicating the minimum time a train can stop
on a platform loading passengers. It is used by regulation to reduce the delay of regulated
trains. It is defined during data preparation phase and based on signalling application studies.
It can be modified by the operator.

Nominal dwell time :

The nominal dwell time is the time a train stops on a platform when it is not regulated or else
if it is on time. It is a predefined value. It is defined during data preparation phase and based
on signalling application studies.

Performance Management: Performance Management where we check performance of

train, based upon delay between scheduled and real based train movement scenario.

Time Distance Graph (TDG) is an ATS software component, intended to help users to
monitor and regulate the train traffic circulation. In the account of TDG connects with (e.g.
Timetable Management, Estimated Time of Arrival, Infrastructure Management, etc.),
performance tool gives a clear graphical view of the train circulation, infrastructure state,
abnormalities and detected conflicts.

Performance tool generates the delay and performance report for better understanding over
operational planning.

Time Distance Graph: TDG can be used either in online mode or in off-line mode, in order
to plan in advance, the train circulation taking account the situation of the infrastructure or
temporary modifications to timetables. It is easy to use and highly configurable. It allows the
operator to see in advance problems on train circulation in a clear and intuitive way, then to
act quickly to solve the problems. TDG displays:

• Infrastructure provisions (speed restriction or way restriction) by covering the area involved
in the infrastructure provision.

• Abnormalities (general problems that can create any disturbance on the traffic circulation).

• Conflicts between trains or between a train and the infrastructure by means of an

appropriate symbol. TDG is a convenient summary tool to manage the traffic in a smooth and
efficient way.

Delay Report: Delay report comes with calculation of scheduled and real-time train operation
with the analysis of TDG graph and timetable scenario. Delay report helps to get the delay
impact on trip.

ATS External-Internal Interface:

For ATS interface, ATS server connects with telecommunication system or other stack holder
(PSD, SMS, AMS) through IEEE 802.3/802.11 protocol with interface firewall and gateway
router and it exchange the information bits to telecommunication system and gets
acknowledge with synchronization of secured application layer (HTTP, SOAP, WSDL etc).

Data Communication Network (Fibre Optic Transmission System) provides communication

channels for the transmission of the voice, data and video signals. Data and control flows
between the central ATS, local ATS and depot ATS follow channel communications of the
Telecommunication Network with the help of interface filter.

The ATC and ATS sub-systems of the signalling System manage the interfaces with the Data
Communication System.