2002 - April - 03 Samuel - Benefits of Integrated Supervisory Control System

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Laurent SamuelBenefits of an Integrated Supervisory Control System for Metropolitan Railway Operations

Date: 25 March 2002 page 1IRSE International Convention 2002

BENEFITS OF AN INTEGRATED SUPERVISORYCONTROL SYSTEM FOR METROPOLITAN

RAILWAY OPERATIONS

LAURENT SAMUELHEAD OF THE HONG KONG BRANCHTHALES INFORMATION SYSTEMS




Date: 25 March 2002 page 2IRSE International Convention 2002

1 SUMMARY

Technology has progressed to the point wheretrain control functions can now be cost-effectively integrated into an architecture thatimproves the delivery of both operational andengineering services. The purpose of thispaper is to inform the audience of the latestdevelopments in integrated supervisory controlsystems for metropolitan railway networks. Itaddresses the main differences between thetraditional organisation of a metropolitan TrainControl Center and the integrated concept. The

benefits to the operator, passengers,engineering and external agencies are alsodealt with.

The major advantages of the integratedapproach are:

¾ increased efficiency in safety anddisaster recovery managementthrough a closely co-ordinatedresponse with all relevant informationavailable to all agencies involved.

¾ enhanced passenger information and

services through the integration of functions

¾ savings in cost for the owner throughreduced maintenance support andoperational resources

¾ improved visibility of operationalperformance of the network

The technology described here is inoperational service in various metros aroundthe world. The latest networks to adopt theThales integrated approach are theSingapore North East Line and Marina Line.

Both of these lines are fully integratedsystems that demand the highest levels of integrity and safety.

2 INTRODUCTION

With over thirty years experience in thedesign and installation of informationmanagement, monitoring and controlsystems, THALES Information Systems,formerly known as SYSECA, brings thehighest standards of expertise, quality andreliability to the transportation industry. Its in-

depth knowledge of the transportationindustry has made THALES Information

Systems an active partner of a number of transportation companies and has lead to thedevelopment of a new concept for theoperation of transport systems, theIntegrated Supervisory Control System(ISCS).

This paper explains the differences in theISCS concept and the traditional organisationof a Metro Operations Control Centre. It alsoidentifies the technical benefits and the

advantages for the operators and, perhapsmost importantly, the passengers.

3 NOTATION

AFC Automatic Fare Collection ATS Automatic Train SupervisionDSS Decision Support SystemISCS Integrated Supervisory Control

SystemMMS Maintenance Management

SystemOCC Operation Control Centre

PIDS/PA Passenger Information andDisplay System/Public Address

PLC Programmable Logic Controller RTU Remote Terminal UnitSCADA Software Control and Data

Acquisition

4 THE FUNCTIONS OF AN OPERATIONSCONTROL CENTRE FOR A METRONETWORK

The Operation Control Centre (OCC) is astrategic element of a Public Transport

System and the efficiency of its operationdepends, to a large extent, on its design andarchitecture.

For railways and metros, the main functionsof an Operations Control Centre are thefollowing:

¾ Automatic Train Supervision (ATS)that allows the monitoring and thecontrol of the movement of the trains.

¾ Power Management System thatallows the monitoring and the control

of the power supply including high




Date: 25 March 2002 Page3IRSE International Convention 2002

voltage, low voltage and overheadlines.

¾ Software control and monitoring of E&M equipment (SCADA) that allowsthe monitoring and the control of theauxiliaries (Environment ControlSystem, lifts, escalators etc)

¾ Communications Control Systems¾ Maintenance Management System

(MMS)¾ Decision Support System (DSS)

5 THE CLASSICAL ARCHITECTURE OF ANOPERATION CONTROL CENTRE

In the classical architectures that have beenimplemented in the OCC for metro lines inpast years, operational functions wereusually independent of each other and oftensupplied by different contractors with differentdesigns. This traditional approach can bedescribed by the following schematic referredto as the “Stove pipe approach”:

Technical drawbacks of the stove pipe are:

¾ low level of inter-functionality,¾ as many different MMIs as there are systems¾ restricted choice of field equipment¾ poor ergonomic consistency,¾ heterogeneous back room hardware

architecture,¾ an array of different MMIs¾ heterogeneous software architecture,¾ non-optimised quantity of machines and

positions (workstations),¾ large range of different development tools for

maintenance,¾ complex configuration management.

Typical operational drawbacks of the classicarchitecture are:

¾ Lack of or too much information available tothe operator

¾ Poor communications with other operationalentities

¾ Inconsistent response to incidents¾ Reliance on operator efficiency¾ Poor coordination of incidents

6 THE ISCS ARCHITECTURE OF ANOPERATIONS CONTROL CENTRE

The ISCS concept has been developed toaddress the drawbacks of the traditionalOCC architecture. In a generic IT systemsense, the problem is solved with a Bus Architecture using middleware such asCORBA or EAI architecture. For an OCC,the bus system is in effect the ISCS.

The following paragraphs explain how theISCS architecture addresses the problemsgenerated by the classical architecture andgives the resulting quantitative benefits.

7 THE ISCS SOLUTION

7.1 Inter-operability of Systems

With the traditional architecture, thesupervisory systems are not inter-operable.

Interface specifications must be developedbetween each system to define sharedfunctions. Which of the systems should bemodified is often difficult to determine andchanges to one system often impact on theperformance of the other system.

With ISCS, the SCADA layer makes all thesubsystems supervised by the OCC appear homogeneous. All data coming from thefield is modelled in the same consistentway. The function layer can then easilyaccess data from any system. It now

becomes possible to:

Data

Processin

ATP /

ATO

Power uxiliariesCCTV

PA

PIDS

ATS Power SCAD

A

COMS

HMI

Traffic

HMI

Power

HMI

SCAD

HMI

COMS

Field Equipment

Level

MMI LevelHMI

MMS

MMS

HMI

DSS

DSS

Figure 2 Classical "Stove Pipe" Architecture

ATP /

ATO

Power AuxiliariesCCTV

PA

PIDS

SCADA LAYER

ATS Power

Functions

Auxiliaries

Functions

COMS

Functions

MMS DSS

COMMON HMI

Field Equipment

Level

MMI Level

Data Processing

Level

Figure 1 ISCS Architecture





¾ build images and schematicsinvolving data from different

subsystems, and

¾ develop inter-system functions

The following are examples of somefunctional enhancements that can beimplemented in an easier way with ISCS:¾ co-ordination between Automatic

Train Supervision (ATS) system andthe Public Information Display System(PIDS) / Public Address (PA) todisplay and broadcast accurateinformation to passengers duringincidents,

¾ co-ordination between ATS andCCTV by clicking on a given train toview the image of the on-boardcamera.

¾ co-ordination between the AutomaticTrain Supervision (ATS) system andthe Tunnel Management System tocorrelate train location and tunnelventilation mode status.

¾ co-ordination between Automatic FareCollection (AFC) system and thestation signage equipment to preventovercrowded platforms,

¾ correlation between incident typesand communications channels

7.2 Choice of Field Equipment notRestricted

Of further note is the flexibility available tothe rail authority in its choice of fieldequipment. Additions or modification to anyof the systems requires only a modificationto the ISCS interface and the ISCS MMI.Even different signalling systems are

displayed and controlled with the same user interface.

7.3 Ergonomic Consistency

It is easy to recognise a non-integratedcontrol center with as many different MMIsas systems. Each operator can onlyaccess information about a particular system through a dedicated MMI. If theoperator needs just one vital piece of information from say the Power ControlSystem he needs a full Power Control MMIon his desk along with his primary MMI.

Alternatively he must have communicationswith the operator responsible for that

function. In a disaster recovery situation,such communications links quickly become

overloaded.

With ISCS, the MMI layer is the same for allthe operators whatever their duty. Profilesdefine the information that can be accessedby each operator. Operating proceduressuch as login, communications, referencedata bases etc are the same.

7.4 Simplified Hardware and SoftwareArchitecture

With the traditional architecture, the

supervisory systems are an assembly of avariety of different hardware and softwaretechnologies with different brands anddifferent physical presentations. The OCCoperates as an inefficient industrial process.It becomes an IT show of past and presentcomputer and software technologies andwe all know how our software engineerscan be creative!

With ISCS, all workstations, servers andassociated utilities are of the sametechnology in an open architecture. The

same applies for software, including off theshelf products.

7.5 Optimisation of quantity of machines

¾ With the traditional architecture thenumber of machines depends not onthe quantity of field equipment to bemonitored or controlled or on thenumber of operators but on thenumber of families of functions.

ECS

SystemInterface

ATO ATP

Power

Equipment

ATS

PRC

ECSControl

Interface

Interface

Interface

Interface

Interface

Interface

Interface

Interface

Interface

Figure 3 Interfaces without ISCS





As an example, redundant servers andredundant workstations are usually requiredfor:¾ ATS¾ Power Management System¾ Other E&M equipment¾ Communication¾ MMS,

DSS In this example, 12 servers and 12workstations are required.

With ISCS, the quantities of servers andworkstations depend only on:¾ the quantity of equipment¾ the criticality of the function¾ the number of operators

For a standard metro line¾ ATS and PRC are considered as

critical and must be handled byspecific servers. The other systemscan be handled by a separatecommon server

¾ One operator is needed for ATS, onefor PRC, one for auxiliaries, one for maintenance.

¾ Two spare workstations held in storeprovide the required displayredundancy.

This leads to 4 to 8 servers and 6workstations – a saving in hardware of around 50%.

7.6 Reduced Number of Development Tools

For MaintenanceWith the traditional architecture, eachsupervisory control system requires aspecific development environment for maintenance purposes. A typical OCC willrequire many defect investigations,modifications and upgrades to the fieldequipment and their dedicated controlsystems.

With ISCS, there is only one developmenttool for all systems. There is aconsequent saving in development

environment hardware. But there is aneven more significant saving in thenumber of maintenance staff and

maintenance training with just onedevelopment environment.

7.7 Simplified Configuration Management

With the traditional architecture, there are6 basic major families of functions in anOCC. However, there are usually up to asmany as 20 systems managed in a typicalmetro. The number of interfaces betweensystem and functions to be managedranges from 6x5=30 up to 20x19=180.

With ISCS as the system bus, the number of interfaces is equal to the number of

subsystems, ie from 6 up to 20. Thereduction in configuration managementoverhead becomes a major technicalbenefit.

The following diagram illustrates theinterface reduction savings with 6subsystems.

8 BENEFITS TO THE OPERATOR

The technical advantages of the ISCSdescribed above are complemented by

significant advantages to the operator andstatutory authorities.

8.1 Cost Reductions

The costs of supervisory systems aredivided in the following cost categories:¾ Investment¾ Operation¾ Maintenance¾ Upgrade

8.1.1 Investment costs reduction

The ISCS allows a reduction of thequantities of servers, workstations and

ATP/

ATO

Power

equipment

ECS

ISCS

InterfaceInterfaceInterface

Figure 4 Reduced Interfaces with ISCS





development platform. Further costsavings are gained with:

¾ Floor space savings - the OCC andthe technical support areas can besmaller,

¾ Reduced number of softwarelicences,

¾ Lower installation costs.

Up to 40% savings can be expected onhardware investment costs with ISCS.

8.1.2 Operational cost reductions

Integration allows the implementation of high-level functions that would be difficultto implement with the traditionalapproach.

An example is power load shedding.Power consumption is forecast for thenext hour through trend analysis. If thetrend shows that the power consumptionis likely to exceed, a predeterminedthreshold ISCS can automatically send

advisory status to engineering staff for reduction of non-critical E&M systems andto operators to warn of possible incidentscenarios.

Other savings can be obtained by areduction in the number of operators andsupervisors.

8.1.3 Maintenance costs reduction

Maintenance costs are reduced with:

¾ improved operational availability of the OCC;

¾ enhanced reliability due to the limitedquantity of hardware;

¾ simplified configuration management;¾ reduced maintenance staff due to a

centralised, single configuration anddevelopment tool.

50% of savings can be expectedon maintenance costs with ISCS.

8.1.4 Upgrade costs reduction

The cost of computer-based systemsupgrades is less than for field equipmentsuch as signalling equipment, fans, RTU,PLC etc. These savings have a verysignificant effect on the Metro SystemLife Cycle Cost.

With ISCS, there is only one system toupgrade, and one contract to manage. Also, the upgrade risks are containedwithin the ISCS scope of work due to theclear demarcation of functions between

the ISCS and the controlled equipment.

For classical solutions, the interfacesbetween the computerised part of thesystem and the field equipment areproprietary. As an example, some ATCsolutions including ATS, ATP and ATOapplications are hosted on the samecomputer. The cost for upgrading such acomputer will include the upgrade of vitalfunctions like ATP and ATO and will befar higher than upgrade of the specificfunction under the I.S.C.S..

Up to 60% of savings can be expectedon upgrade costs with ISCS.

8.2 Enhancement of Passenger Safety

Analysis of incidents that have developedinto major accidents often identifies poor OCC management is a key contributingfactor. The capacity to access accurate,realtime, filtered information from differentsystems by the operator allows concise,correct information to be passed on topassengers. In emergency situations,

prompts to stressed operators for emergency actions and a clear overview of the situation are invaluable tools. The ISCSarchitecture provides these features with itsmultipurpose mimic panels and integratedHMIs.

Typical functions available to an operator on his workstation in emergencysituations are:

¾ Information regarding fire alarmdetection system,

¾ CCTV image of a given part of line/station,





¾ Positions of the train a tunnel,¾ Tunnel ventilation control,

¾ Decision Support System.

Further functions specific to a particular metro can be developed to enhancepassenger safety. A function can bedeveloped in the ISCS software thatinforms passengers through PA or PIDSthat the platforms are too crowded. Thisfunction involves correlation of informationand control of the following subsystems:¾ ATS - when the last train has left the

platform¾ ACS – number of passengers who

have accessed the platform since thelast train departure

¾ PIDS - to inform passengers¾ PA - to inform passengers.

8.3 Enhancement of Passenger Service

The quality of the passenger service is akey issue for a metro operator. The aboveexample of overcrowded platforms is alsovalid for passenger services. Other examples of functions enhancing the

service to passengers and involvingdifferent systems are as follows:

¾ inform passengers of the waiting time(ATS and PIDS/PA)

¾ train regulation linked with informationcoming from ACS

¾ Automatic broadcast of messageswhen trains enter in station,

¾ Automatic display of thecorresponding CCTV picture in caseof emergency call: so the operator can understand quickly the situation

(hoax or real) and reassurance of thecustomer.

8.4 Performance Reporting

Rail authorities are becoming more andmore accountable for on-time running of their networks. Privately owned networksalso depend on performance calculations

for payments. The ISCS is a perfect tool for automatic generation of network

performance reports using parameters fromdifferent systems. Examples are:

¾ Passenger load by train run number (Ticketing system + ATS info)

¾ Communication bearer loading versesevents (Comms + other systems)

8.5 Reduced Sensitivity to Operator Error

Operators have good and bad days thesame as the rest of us. But their errors canlead to breaches of safety for rail staff and

passengers. With the automation of manytasks by the ISCS, operator fatigue isreduced. The decision support tools alsoalleviate the stress experienced inemergency situations. Many wrongdecisions can be flagged to the operator asadvisory warnings before confirmation of the command.

8.6 Flexibility in Operational Staffing

Each railway has its unique features thatrequire network operators with anextraordinary detailed knowledge of the

system. Staffing of the network operator positions is therefore very limited. TheISCS provides a wealth of information andconsistent procedures that can be used byoperators with a more limited knowledge of the network but with the most experiencedoperators in supervisory positions wherethey have a comprehensive overview of thenetwork and each situation.

Rail authorities are able to build larger pools of qualified operators and also offer broader career paths through multi-skilling.

9 CONCLUSION

An increasing number of metro operatorsare moving to the Thales ISCS solution toimprove their network efficiency. Itsbenefits are tangible and substantial.

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2002 - April - 03 Samuel - Benefits of Integrated Supervisory Control System