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5.4 Signaling

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5.4 Signaling Preparatory Survey (II) on Karachi Circular Railway Revival Project Final Report 5.4 Signaling (1) General SAPROF-I proposed ATP/ATO using AF track circuit for train detection and signal transmission under fixed block concept. However, Communication Based Train Control (CBTC) signaling system has been applied to many urban railway projects recently. Therefore both track circuit system and CBTC system are examined and the suitable signaling system for the KCR is selected hereunder. The CBTC system does not depend on facilities/equipment using track rail communication and train detection with track circuit in its train detection and inter-communication systems. Positions of all trains are detected by respective trains and the information of the position is transmitted each other by means of radio communication system. The CBTC system can easily realize moving block system as the following train can grasp the real time position of the preceding train. Owing to less facilities/equipment installed on the ground, the CBTC system requires lower cost and higher expandability. Since the CBTC system was adopted in commercial service in around 1998, the system has rapidly been spread over various urban railway projects in the world. Typical configuration of each signaling system is presented in Figure 5.4.1 and Figure 5.4.2 Source: JICA Study Team Figure 5.4.1 Typical Configuration of Track Circuit System JICA 5-201 NK-YEC-JEC Preparatory Survey (II) on Karachi Circular Railway Revival Project Final Report Source: JICA Study Team Figure 5.4.2 Typical Configuration of CBTC System (2) Advantages of CBTC System The CBTC system utilizes on-board basis train control system with self-position detection and moving block technology, which minimizes train interval compared with conventional ground basis train control and detection system. Figure 5.4.3 shows the conceptual comparison image of interval control with respective systems. Source: JICA Study Team Figure 5.4.3 Interval Control with Fixed and Moving Block Systems JICA 5-202 NK-YEC-JEC Preparatory Survey (II) on Karachi Circular Railway Revival Project Final Report The CBTC system has flexible expandability in headway. When the train headway is altered in the future, ground basis train detection system requires modification works including installation of additional track circuit, impedance bond, etc. to meet the increased demand. On the other hand, the CBTC system does not require modification works with the following reasons. x Train position is detected by itself. No track circuit is required. x Information of the train position is transmitted with radio communication system which is installed in the initial stage without the need for additional facilities in the future. x The signaling information between train and OCC is also made with the radio communication basis. The number of ground system equipment for the CBTC system is fewer than that for the traditional signaling system based on conventional track circuit, which leads to less maintenance works and costs including power consumption for the CBTC system. The initial investment cost for the CBTC system could be reduced by roughly 30% from the conventional system with AF track circuit excluding on-board cab signal equipment, the cost of which would be equivalent for both systems. In conclusion, the CBTC system has various advantages in terms of train interval, future expandability, maintenance works and costs, and initial investment costs, without particular disadvantages against the conventional system. (3) Standards There are no unified international standards for the CBTC system. The following standards are applicable to specify technical requirements including safety levels: x JIS E 3801-1 Train Control System using Radio Communication, Part1 General Requirement and Functional Requirement (Japan) x IEEE 1474.1 Communication-Based Train Control (CBTC) Performance and Functional Requirement (USA) x ERTMS - European Rail Traffic Management System (EU) ERTMS is an initiative to enhance cross-border interoperability and the procurement of signaling equipment by creating a standard for train control and command systems in European railway system. Therefore, ETRMS is used for inter-city trains. The two main components of ERTMS are the European Train Control System (ETCS), an automatic train protection system to replace the various incompatible national safety systems, and Global System for Mobile Communications - Railway (GSM-R), an international wireless communications standard for railway communication and applications. ERTMS defines different uses ranging from track to train communications (Level 1) to continuous communications between the train and the radio block center (Level 2), and moving block technology (Level 3) as shown in Table 5.4.1. The concept of ERTMS Level 3 which allows for the introduction of moving block system is illustrated in Figure 5.4.4. Table 5.4.1 ERTMS Levels ERTMS Communi- Signal Block Train Detection Train Protection Level cation Level 1 Wayside Signal Fixed Block Track Circuit Eurobalise Point control ATP Eurobalise Level 2 Cab Signal Fixed Block Track Circuit Continuous ATP & GSM-R On-board detection Eurobalise Level 3 Cab Signal Moving Block with Tachogenerator Continuous ATP & GSM-R and Eurobalise Source: JICA Study Team JICA 5-203 NK-YEC-JEC Preparatory Survey (II) on Karachi Circular Railway Revival Project Final Report Source: www.ertms.net Figure 5.4.4 Concept of ERTMS Level 3 (4) World Trend The CBTC system has accumulated installation records and increasingly been adopted in recent years in the world as shown in Table 5.4.2. The main stream of signaling system in urban railways has been shifting toward the CBTC system. In Japan a major railway operator, JR East, introduced ATACS in Senseki Line in 2011, and announced in 2012 to invite manufacturers’ proposals for the CBTC system to be installed in Joban Local Line, which is expected to be expanded to other urban lines in the future. Japanese major signaling manufacturers have their own CBTC technologies: ATACS and HITAC-CBTC by Hitachi, SPARCS by Nippon Signal, and IT-ATP by Kyosan. The three manufactures will have sufficient records of installation and operation of such systems when procurement for the KCR project is made. Table 5.4.2 Recent Records of CBTC System Location Line System Supplier Year Km Yongin Ever LineART CITYFLO 650 Bombardier 2011 19 Shenzhen Metro CITYFLO 650 Bombardier 2011 40 Tianjin Metro Line 2, 3 CITYFLO 650 Bombardier 2011 52 Dubai Metro Red Line, Green Line SelTrac Thales 2011 70 Seoul Metro Bundang Line SelTrac Thales 2011 17 Shenyang Metro Line 1 CBTC Ansaldo 2011 27 JR East Senseki Line ATACS Hitachi, 2011 17 Mitsubishi Chongqing Monorail Phase 1 CBTC Hitachi 2011 17 Phase 2 2011 39 Beijing Metro Line15 Phase 1 SPARCS Nippon Signal 2011 38.3 Singapore Metro Circle Urbalis Alstom 2012 35 Metro Santiago Line 1 Urbalis Alstom 2012 20 Sao Paulo Metro Line 1, 2, 3 Urbalis Alstom 2012 57 Algiers Metro Line 1 Trainguard MT CBTC SIEMENS 2012 9 Paris Metro Line 1 Trainguard MT CBTC SIEMENS 2012 16 Shanghai Metro Line 11 SelTrac RF Thales 2012 50 Sao Paulo Commuter Line 8, 9, 11 SIRIUS INVENSYS 2012 107 JICA 5-204 NK-YEC-JEC Preparatory Survey (II) on Karachi Circular Railway Revival Project Final Report Location Line System Supplier Year Km Beijing Metro Line 15 Phase 2 SPARCS Nippon Signal 2012 38.3 Inchen Monorail Wolmido Eunha SPARCS Nippon Signal 2012 5.1 Chongqing Monorail Phase 3 CBTC Hitachi 2012 55 Paris Metro Line 13 SelTracRF Thales 2013 23 Beijing Metro Line 8, 10 Trainguard MT CBTC Thales 2013 49 Nanjing Metro Line 2, 10 Trainguard MT CBTC SIEMENS 2012 9 Helsinki Metro Line 1 Trainguard MT CBTC SIEMENS 2013 35 Paris Metro Line 1 Trainguard MT CBTC SIEMENS 2013 38 Sao Paulo Metro Monorail Extension CITYFLO 650 Bombardier 2014 24 Line 2, 3 Incheng Metro Line 2 SelTracRF Thales 2014 29 Stockholm Metro Red Line CBTC Ansaldo, STS 2014 41 Miami Airport Shuttle Line IT-ATP Kyosan 2014 0.6 Sao Paulo Metro Line 5 CITYFLO 650 Bombardier 2015 20 Taipei Metro Circular CBTC Ansaldo 2015 15 Macao LRT IT-ATP (K-CBTC3) Kyosan 2015 21 Source: JICA Study Team Source: JICA Study Team Figure 5.4.5 Location Map of CBTC System Records JICA 5-205 NK-YEC-JEC Preparatory Survey (II) on Karachi Circular Railway Revival Project Final Report (5) Signaling System for the Project The estimated initial investment costs of the fixed block system (AF track circuit) and the CBTC system for the project are summarized in Table 5.4.3. The use of CBTC system would reduce the initial cost by approximately 30% for main signaling system and by approximately 25% for entire signaling system. Table 5.4.3 Cost Comparison between Fixed Block and CBTC Systems Fixed Block, CBTC Balance Ratio of No Item AFTC (mil. Yen) (mil. Yen) reduction (mil. Yen) 1 Main Line Signaling System 6,003 4,265 1,738 -29% 2 Depot Signaling System 1,171 784 388 -33% 3 Operation Control System 1,168 1,168 0 0% 4 Test, Commissioning and Others 1,196 890 306 -26% 5 Total 9,538 7,106 2,432 -25% Source: JICA Study Team In addition, the CBTC system has considerable advantages in train interval, future expandability, and maintenance works and costs. Consequently, the CBTC system is proposed for the signaling of the project. JICA 5-206 NK-YEC-JEC Preparatory Survey (II) on Karachi Circular Railway Revival Project Final Report 5.5 Proposed Scope of the Project The proposed scope of the project for Option N-A1,A2 (full development) and Option N-B1 (partial development) according to
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