VOIP ENGR 475 – Telecommunications Harding University November 16, 2006 Jonathan White.
July 2016 Jonathan White Development & Engineering Manager ... White - ARTC.… · Jonathan White....
Transcript of July 2016 Jonathan White Development & Engineering Manager ... White - ARTC.… · Jonathan White....
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ATMS Moving from Concept to RealityJuly 2016
Jonathan WhiteDevelopment & Engineering Manager – ATMS
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WHAT IS ATMS?
• A Communications Based
Train Control System
• Four key components
• Network Control System
• Communications System
• Trackside
• Trainborne
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ATMS DEVELOPMENT LIFE CYCLEA brief history…..
Phase 1Due Diligence
Phase 2 Proof of Concept
Phase 1Due Diligence
Stage 1
Stage 2
Phase 3 IS1
2008 2012 2013 2016
Futurerollout
2017
Basic ATMS Performance
Enhanced ATMS Performance
Phase 3 Implementation
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Following completion of the PoC ARTC concluded three key activities: Review of PoC Outcomes; Technology and Industry Capability Review; and Deployment Risk Report.
Why did we do this? Ensure a rigorous process was followed to closeout PoC; Understand if ATMS remains the right technology choice; and Understand deployment risks.
The outcomes of the PoC closeout activities have been used to help influence the current phase of ATMS.
CONCEPT TO IMPLEMENTATION
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ATMS IMPLEMENTATION STAGE 1
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Deploy ATMS as the accredited safe working system for live operation between Port Augusta and Whyalla in SA..
Demonstrate Capability
• A simple, relatively low-risk deployment
• To prove the potential for wider rollout
Build Understanding
• To influence planning for future rollout
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ATMS IS1 – PHASED IMPLEMENTATION APPROACH
Phase 1: Non-
InterferencePurpose: To gain operational data
and identify reliability issues
ATMS operates as a ‘data logger’ – no interference to NC
or Train Crew
Phase 2: Managed Field Trial
Purpose: To consult with operators (NC’s and Train Crew) on
‘usability’ of the system
ATMS operates as a ‘shadow’ system –
minimal interference to NC or train driver, but visible to a 2nd driver
and 2nd NC
Phase 3: Live Operation
Purpose: Introduction of ATMS into Live
Operations for the first time
ATMS operates as the primary safe-working
system with additional protection measures
as required
Phase 4: Revenue Service
Operation
ATMS operates as the primary safe-working system
with no restrictions
ATMS Formal Product Validation:Purpose: Formal acceptance of the ATMS Product
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ATMS & TECHNOLOGY INNOVATION
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THE ATMS RATIONALEATMS Key Objectives:
Improve capacity and flexibility
Increased safety
Reduced infrastructure and operational costs
Increased reliability
Platform for future enhancements
INTER-CONNECTED
‘REAL-TIME’ SYSTEM
CENTRALISEDINFORMATION &
CONTROL
SIMPLIFIED TRACKSIDE
SMARTTRAIN
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SMART TRAINAutonomous Train Based
Location Determination
Authority and Speed Supervision
Increased Driver Situational awareness
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SIMPLIFIED TRACKSIDE
Limit ofAuthority
Limit of Authority
Electronically DefinedTrain Separation
Limit of Authority
ATMS Rail Network
Conventional Rail Network
Limit ofAuthorities
Limit of Authority
Geographically Defined Train Separation
Limit of Authority
1st
2nd
1st 2nd
Cable or Pole Line
Wayside SignalWayside Enclosure
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CENTRALISED INFORMATION AND CONTROLManaging centralised interlocking state between trains, trackside and track
workers
High-fidelity track database and real time train location enable ‘virtual block’ authority management
Centralised, real-time information on network state
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ATMS & TELECOMMUNICATIONS INNOVATION
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INTERCONNECTED ‘REAL-TIME’ SYSTEMSystems like ATMS require modern, scalable and secure telecommunications
infrastructure
ATMS leverages of the National Train Communications Systems (NTCS) IP Wireless network
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ATMS COMMUNICATIONS
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ATMS COMMUNICATIONSATMS is designed to be tolerant of communications coverage gaps:
Allows for efficient use of communications infrastructure
Wireless Comms availability becomes a function of required system capacity, not operational availability
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TECHNOLOGY ROADMAP - VISION In many ways, this is just the beginning. Some thoughts on opportunities for
future innovation:
Extending ‘Smart Train’ to ‘Smart Track Worker’
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TECHNOLOGY ROADMAP - VISIONTechnology & Telecommunications consolidation in the locomotive
environment:
In-cab systems:
• Locomotive Control
• Train Braking Systems
• Train Communications
• ATMS
• Driver Advisory Systems
locomotive connectivity
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TECHNOLOGY ROADMAP - VISION In many ways, this is just the beginning. Some thoughts on opportunities for
future innovation:
Supporting future network management – integration with business information and operational logistics systems and tools
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Real time performance analysis, with Predictive flow-management functions, systematically responding to real time operational feedback to ensure optimised utilization of the supply chain and full stakeholder
visibility
TECHNOLOGY ROADMAP - VISIONOverview System Flow for Future Network Management
Rail Coordination Centre (RCC)Short Range Schedules
Dynamic ResponseDynamic Delivery
Matching available network resources to the synchronised,
scheduled material flows.
Coal Chain Demand
Orchestrated real time response across network in concert with load points, trains and terminals
Live Operations ATMS
Maintenance Plans Schedule DataStock movement plans
Constraints Data
Route Data
Infrastructure Data
Customers Goals
Disruption Prediction
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Thankyou