Back to basics:

Metro train control

systems

Robert Cooke, Mark Glover

& Richard Roberts

In this month’s back to basics differences between systems in different Rail operations need to be organised,
article, three of the team behind parts of the world, but also a set of structured and integrated with other
the new IRSE textbook, Metro common challenges and approaches. transport modes. Densely populated
Train Control Systems, introduce The textbook explains: cities cannot function efficiently
unless all modes of transport are
the underpinning principles that “Metros differ from other railways in
carefully co-ordinated.”
make train control for metro that they carry passengers only and
railways different to other types run a more intense train service. They What does that mean for the
of railways. The article looks at are concentrated in the world’s cities, train control system?
some of the unique challenges that providing travel both above and below
ground for the people who live and On the face of it, metro signalling sounds
engineers working on this type of simple compared to complex main line
work in them, as well as those who
network face and identifies some areas. The trains tend to move relatively
visit and commute to them. They
of the solutions that tend to be range in size from a few kilometres in slowly, perhaps up to 80 or 100km/h,
used when current systems are length, to those such as Tokyo, Beijing they accelerate and brake quickly, and
installed or upgraded. or New York that are measured in they tend to be of the same type and
hundreds of route-kilometres. They configuration (but not always!). That
What is a metro? means they have the same, or at least
move millions of people over relatively
Let’s start by considering what a metro short distances, sometimes for twenty- very similar, characteristics in terms of
is. Metro railways are also referred to four hours per day. acceleration, braking and top speed, the
by the generic term ‘mass transit’ and variables that most significantly influence
by more local terms such as ‘Tube’ “To do that successfully, the metro design. There are no slow-moving
or ‘Subway’. There are often major service needs to be reliable and resilient. freight trains to worry about, the railway

Metros can be very varied in the way they look, the way they operate and the solutions adopted.
From left to right, Beijing, Moscow and New York.
Photos Shutterstock/Markus Mainka/Volkova Natalia/Oneinchpunch.

12
 IRSE News | Issue 296 | February 2023

Metros are complex systems of systems needing a range of solutions and interconnections. However when a railway is
over 100 years old the challenges multiply. This photo shows cabling old and new and ancient disconnection boxes on
London's Underground. Photo Pixabay/JLenio.

is nearly always operated as a fully Some metro systems have been at all, with trains having to stop safely
vertically integrated business, there are operating for a very long time, for immediately in front of an immoveable
few points, crossings and complicated example London where parts of the object such as a station concourse
junctions and there tend not to be Metropolitan line have followed the or even a redundant tunnel boring
connections to neighbouring railways. same route since the 1860s. Paris Metro shield. Maintaining high performance
began operation in 1900 and New York running whilst ensuring that overruns
However, a metro train will typically
Subway in 1904. Clearly there have that may cause significant human and
carry several hundred people, often
been multiple upgrades on each railway material damage cannot occur is a
up to 1000, crushed together in peak
over the century, but culture, historical significant challenge.
periods, at headways as low as 90s with
approaches and unique solutions to
dwell times of 45s at busy interchange Whilst some metros operate entirely
engineering problems have posed
stations through constrained end-to-end within busy urban areas,
problems ever since. In many well-
infrastructure and crowded stations. others run multiple lines from different
established cities, it is not straightforward
Many lines will be moving between suburbs through common central
to dig new tunnels through existing
20 000 and 50 000 people per hour sections. One example of this is the Oslo
congested sub-surface areas, as
per direction. Managing that many T-bane where there is a high capacity,
demonstrated by the recent Crossrail
people, often in confined spaces, poses low headway central section, served by
project in London.
particular challenges, some of which we trains running in from the outskirts of
will discuss in this article. One challenge comes from the the city. Finding a viable solution that
infrastructure that current railway allows economic fitment and efficient
It's true that the physics of trains are
engineers have inherited. There are parts operation on a railway where there is
the same whether you’re moving at
of the London Underground network a 15-minute headway in places, but a
80km/h, 100km/h, 200km/h or even
where there are no station overruns two-minute headway in others requires
at 500km/h. Newton’s laws apply
detailed systems engineering.
however, the parameters can differ, >>>
whether that's train resistance, motoring
or braking acceleration or adhesion, or Holmenkollen station on Oslo Metro. Whilst service on this line is typically one train per
a combination of these. This leads to direction every 15 minutes, trains on this route soon join the common central section with
metros offering a different challenge to headways around two minutes. This station is also designed to handle extremely high
other railway systems. passenger demand during winter sporting events. Photo Shutterstock/Markus Mainka.

So, all metro systems face the

same challenges?
Whilst most metros face the challenges
of moving large numbers of people
safely through urban areas, several
factors vary from city to city. Although
in some cases, for example in China
where there is rapid development of new
urban railways, there can be a relatively
similar approach for new-build city
railways, that is not the case for most
railways worldwide.

13
IRSE News | Issue 296 | February 2023

Some of the busiest mass transit systems signals, and the design of the railway trains to run closer together but also
in the world can be found in areas where provides an overlap beyond each enhanced control of the running profile
there are monsoon downfalls at varying signal, the length of which is designed of each train and optimises the collective
intervals. One example is Singapore’s to emergency brake a train to rest behaviour of the service.
Mass Rapid Transit (MRT) system within the overlap distance to prevent
The efficient operation of a metro is
which has sections both in tunnel collisions with other trains/buffer stops
dependent on the provision of a highly
and on viaducts. or derailments at points. Where close
functional control centre system.
stopping to buffer stops or trains is
Ensuring that adhesion is adequate Automation within these centres has
required speed control of the train on
to run at close train intervals in again developed rapidly in recent
the approach is supervised by the ATP to
these exposed areas requires a clear decades, and these systems have
reduce the required overlap distance.
understanding of the odometry used on been referred to as Automatic Train
the train to determine current speed and Since the 1960s metro railways have Supervision (ATS) since the 1960s,
location and dynamic reduction of brake invested in technology to allow recognising the way that technology
rates when low adhesion conditions are performance to be increased whilst either enacts decisions or advises staff of
detected with rain detectors at stations. maintaining safety. The provision of ATP the optimum choice that can be made.
There are many other examples of has been combined with Automatic Train
railways that must deal with extreme Operation (ATO) in many cases, allowing What is Automatic Train
weather conditions, be it extreme trains to be driven by on-board systems. Supervision?
heat (for example Riyadh) or passing This automation has allowed trains to A modern metro cannot function
typhoons (for example Hong Kong be driven very close to the safe limits effectively without ATS. As well as
or Taiwan), where the forces exerted protected by the ATP, allowing optimum managing the signalling and train
by high winds can impact braking use of the capacity permitted by the control systems, the ATS will typically
distances. Extreme weather has other infrastructure to be achieved. have interfaces to other systems such
impacts, such as forces on PSD (Platform as those for passenger information,
From the 1990s onwards the state
Screen Doors), and trains which have maintenance management, Supervisory
of technology had reached a point
to be considered for the platform-train Control and Data Acquisition (SCADA)
at which the first Communications-
gap, this can also be an outcome with systems that control the traction
Based Train Control (CBTC) systems
tunnel ventilation forces if they are not power and station equipment, and now
could be introduced. Commonplace
considered correctly during design. emerging as a requirement the Rail
for new-build metro projects and
upgrades, CBTC systems continuously Enterprise Asset Management Systems
Do all metros have full train (REAMS) used to optimise maintenance
control systems? update the position and speed of
each train to determine the safe and asset replacement. With trains being
Nearly all metros have full speed and distance at which they can automatically driven, the station to
signalling systems. travel at every point along the line to station run times are more predictable
ensure the safe separation of trains. than when driven by human operators
The vast majority also have at least
The communications medium of the that have individual driving styles.
a simple form of Automatic Train
earlier systems was typically inductive With predictable and adjustable inter-
Protection (ATP), based on the use of
loop systems in the track, but today’s station run-times the Automatic Train
mechanical or electronic trainstops that
systems are typically based on radio Regulation (ATR) function of the ATS can
can cause a train to apply its brakes
communication. CBTC’s ability to regulate the service to maintain/restore
should it pass beyond a safe location.
provide constant updates not only allows the timetable or desired headway.
These are linked directly to trackside

Singapore's new NSEW lines control centre, home to high-performance

ATS and SCADA systems.

14
 IRSE News | Issue 296 | February 2023

One of the most common systems that metro signalling systems have to interface with are
Platform Screen Doors (PSDs). These half-height units are in Singapore.

Is there an ETCS/CTCS type definition of the air gap interface means For new underground metro systems,
system for metros? that onboard equipment from one the ATS system regulates the number of
company can be expected (guaranteed?) trains permitted in a ventilation section
The lack of requirements for to function properly with trackside to ensure smoke control strategies can
interoperability between metro railways, equipment from other companies. move smoke away from passengers
the variations between them, the way in the event of a fire. This is supported
in which they have evolved and the Whilst initiatives such as the Urban
by the ATS providing train location
fact that a limited number of train Guided Transport Management System
information to the ventilation system
types operate on them has led to no (UGTMS) specification and IEEE
SCADA so that the best ventilation and
common global standard being adopted 1474 series before that, have sought
evacuation strategies can be presented
to date. The current situation is that a to make something approaching a
to the operator. The ATS also manages
small number of suppliers have created standard, the greatest progress towards
train movements and authorities to react
proprietary systems which most new or standardisation has been driven by some
to fire detection, for example holding
updated systems are based on with new of the railways that are large enough
trains that have reported a potential fire
line or upgraded line projects usually to require it in their procurement
on board at the next platform to facilitate
having a single system supplier. processes. In Paris the Ouragan project
evacuation and not dispatching trains
and on New York Metro the Canarsie
In most cases modifications are made towards fire incidents.
line project have aimed to create
to tailor the basic systems to the needs environments in which more than one One of the most common systems
of the cities they are being delivered to. supplier can deliver current and future that metro signalling systems have
It is generally the case that the supplier systems based on common interfaces, to interface with are Platform Screen
of trackside equipment will also provide but these are based on the specific Doors (PSDs) which provide positive
the onboard equipment necessary for needs of those cities. Other cities have segregation between trains and
ATP and ATO functionality, even if the ended up with de facto standards, for passengers within stations. These
trains themselves are not manufactured example on the London Underground are used for environmental reasons,
by them. This affects the procurement one supplier has provided systems for ensuring that station systems operate
strategy for many authorities as they all except one of the new railways or efficiently without trying to air condition
must decide to have a common system, line upgrades of the past twenty years, tunnels, and for safety, allowing trains
a few preferred suppliers or a complete despite competitive tendering. to enter stations at full line speed,
free market approach which could result if braking distances allow, whilst
in all lines having different systems (even What else is different keeping passengers away from the
from the same suppliers) and the long- about metros? track. Dwell times can be managed
term maintenance and obsolescence efficiently, providing another piece in
There are a wide range of interfaces
issues these create. the jigsaw of ensuring the delivery of the
that metro train control systems
Common standards like ETCS bring must deal with that main line railways highest capacity.
commercial advantages to railway typically don’t. PSDs have to interface with train and
authorities, in particular the ability to trackside equipment, ensuring that
On the trackside these can be as diverse
be able to make comparisons between both train doors and PSD operation is
as interlocking to flood gates or bomb
multiple suppliers when purchasing, synchronised to reduce the entrapment
blast doors that block tracks, they can
and to be confident that if extensions or risk of passengers between the train
also include detectors to ensure that big
replacements are required, they can – at and PSDs. There are various failure
trains can’t be sent down small tunnels
least to some extent – be procured from modes that need to be dealt with which
or a wide range of protection devices
competing companies. The detailed increase the complexity of the interface.
to allow track access for maintenance.
>>>
15
IRSE News | Issue 296 | February 2023

What does a typical metro same section of track. Interlockings ATO is the subsystem that drives the train
signalling and train control are directly responsible for the safe between stations within the constraints
operation of trains and so must be established by the ATP subsystem.
system look like? designed to Safety Integrity Level (SIL) 4. The functionality of the ATO will vary
This section describes the typical The interlockings react to commands depending on the grade of automation –
architecture and subsystems of a CBTC from the ATS system to ensure that if the railway is fully automated the ATO
metro train control system, as shown in trains are routed in accordance with will need to replace all the functions of
the simplified block diagram in Figure 1. the timetable. the driver in normal operation, degraded,
There are subtle differences between emergency and fault modes. Actions
systems from different suppliers as Metro railways tend not to need so
are either automated or remotely
delivered to different cities, but the basic many trackside signals, especially for
controlled from the control centre. The
functions remain the same, although GoA3/4 systems where there is no train
ATO replaces the train operator but
in some cases they are delivered by driver at the front of the train, instead
one of the goals for automated systems
different subsystems. they relay all necessary movement
is to eliminate the errors that humans
authority information directly to
As in most signalling systems for any introduce, so the ATO subsystem is
onboard computers, or to the cab if
type of railway the heart of the system typically defined as a SIL 2 system.
there is a driver.
is one or more interlockings, or devices Allocation of SIL to the subsystems has
performing interlocking functionality. The ATP subsystem determines the varying approaches, in that respect
The interlocking may be combined with limit of movement authority for each metros are no different to other
the ATP into a zone controller or work train, which determines where the railways, a balance is struck following
with a separate ATP system. Unlike main train is permitted to travel, based on the requirements and guidance from
line systems that have equipment rooms the routes set by the interlocking and governing standards, but that outcome is
and remote line side cabinets metros the position of trains within the route. not identical for what may appear to be
have restricted space in tunnels and with The ATP determines the position of all the same system function.
ATO provide a high-risk environment trains using train position reports and/or
ATP systems need to know both where
for maintainers so active trackside interlocking train detection status. How
the train is, and how fast it is moving,
equipment is kept to a minimum. Metros this is done varies greatly from system to
to a high degree of accuracy all the
can have a range of architectures with system. ATP subsystems also supervise
time. CBTC solutions are moving block
the most common being centralised or train movements and ensure that they
systems where the available block length
sectorised with sectors of two to three only occur on authorised routes, in
to the train ahead or other obstruction
stations which minimises the impact of a the correct direction and within the
determines the maximum speed a train
sector failure. limits of the movement authority. The
can travel and as the train ahead moves
ATP supervises the safety of all train
The interlocking subsystem is so does the available block. This means
movements whether train control is from
responsible for the safe routing of trains that safe operation is entirely dependent
the ATO or the train operator, and as a
to prevent collisions or derailments at upon having this information available
result the ATP is also designed to SIL 4.
junctions and for preventing trains from all the time so the decision not to apply
ATP equipment is situated trackside
travelling in opposing directions on the the emergency brakes can be made.
and on the train.
This is typically achieved by combining

Figure 1 – Simplified block diagram of a typical metro train control system.

Key:
ATP Automatic Train Protection System
ATO Automatic Train Operation System
ATS Automatic Train Supervision System Staff
Point Switch
CBI Computer Based Interlocking System Protection
PSD Platform Screen Doors Key Switch
Emergency
PSDC Platform Screen Doors Controller
Stop Plunger
SCT Signalling Control Terminal
TDMS Train Data Management System Signal
Radio

PSD
Radio Antenna PSDC

CBI
Radio

ATP
Beacon Local ATS
Beacon
Reader System
Radio
Event
Recorder
Central ATS
Speed System
Sensors
Emergency Vital
Signalling
Control Panel
SCT
Overview
Display of
Railway SCTs

16
 IRSE News | Issue 296 | February 2023

Figure 2 – Grades of automation and the differences between them.

Grade of Operation in
Setting the train Stopping Door
automation Type of train operation the event of
in motion the train closure
disruption

Operator only,
0 On-sight Train Operation (TOS)
Driver Driver Driver Driver

ATP and Train Operator,

1 Non-automated Train Operation Driver Driver Driver Driver
(NTO)

2 ATP, ATO and Train Operator, Automatic Automatic Driver Driver

Semi Automatic Train Operation (STO)

Attended, Driverless Train Train Train

3 Operation (DTO) Automatic Automatic Attendant Attendant

4 Unattended Train Operation (UTO) Automatic Automatic Automatic Automatic

information from multiple systems mandating 4G as it is deemed less Finally, GoA4 railways need no-one
such as a tachogenerator or speed prone to interference. With IP based on the train. They have sufficient
probe determining how many times a communications between sub-systems automation to fully manage the
wheel has rotated, a doppler radar or the CBTC can effectively be bearer opening and closing of doors, making
accelerometer to allow adjustments agnostic if the required bandwidth and the decision to start, and dealing
based on wheel slip or slide or changing availability requirements can be met. with the majority of failures that can
wheel size, and absolute position occur. An example would be Line 14 of
The ATS subsystem is responsible for the
references based on trackside beacons the Paris Metro.
overall line control function, presenting
which are read by the train as it passes
the status of the railway to the operators, GoA3 and GoA4 systems need to be
over them to assure location.
controlling trains and providing the designed with appropriate obstruction
For modern CBTC systems there operators with tools to both configure detection and mitigation – there isn’t
will be additional functionality that the timetable and the ability to intervene an operator looking out of the front
could be included as part of the ATO when the service deviates beyond the window to identify that the train is likely
subsystem or by the provision of an recovery capability of the ATS subsystem. to hit, or has hit, an obstruction. This is
additional processor unit. The Train Data straightforward for tunnels, but not so
Management System (TDMS) provides Grades of automation simple for metros operating at grade
an interface between the signalling and As technology develops the level or on viaducts.
train systems for functions that support of automation of metros is rapidly
GoA4 railways require detailed systems
train operation but are not directly increasing. The level of automation
engineering to establish and mitigate
involved with the train driving. This is generally measured by a railway’s
the risks associated with not having an
is especially true for fully automated Grade of Automation or GoA as
operator. This may involve the use of
trains that need to be told to ‘wake’ illustrated in Figure 2.
PSDs to manage the platform interface,
or ‘sleep’, configured for the correct
GoA2 railways retain a train operator in or having enhanced communication
mode of operation such as heating,
the cab but use computer systems to systems to allow control centre
air conditioning, lighting controls,
drive the train from location to location. operators to talk directly to passengers
closing dampers for train washing and
ATP is required. In the event of ATO when issues arise.
the co-ordination of isolated doors
failure the driver can operate the train.
for PSD operation. Some key requirements are redundancy
An example would be the Central line
of equipment to prevent stalled trains,
Communication between the trackside of London Underground. GoA2 systems
critical alarm reporting from train to the
and onboard systems is established form most metro train control systems
control centre and passenger-initiated
over a trackside radio system providing currently in service around the world.
safe evacuation in tunnels. These are
a highly reliable link over which high
GoA3 railways no longer need a full-time generally specific to individual metros.
integrity data can be transferred.
operator in the cab. Whilst there is still
There is a range of ways of making It’s all about
someone on the train who can operate it
this happen, for example using highly
in the event of system failure, the train’s system engineering
directional antennas or ‘leaky feeder’
systems are entirely responsible for the The systems are typically well contained
cables in tunnels or more conventional
operation of the train. The operator is and there are rarely challenges like
base stations in open air areas. Many
freed up for passenger interaction. An level crossings (although some metros
systems use Wi-Fi in the ISM (Industrial,
example would be the Docklands Light do have them) or frequent trespass
Scientific and Medical) bands but can
Railway in London. incidents, however this is balanced
also use 4G/5G, with cities in China
>>>
17
IRSE News | Issue 296 | February 2023

London's Crossrail project, now operating as the Elizabeth line, made extensive use of integration
facilities to enable the introduction of CBTC operation in a highly complex configuration.

against the fact that metros are optimising safety and performance. Old centre in Singapore, Melbourne has an
complex systems of systems. Each systems are generally more of an ALARP Integrated Test lab (ITL). Test tracks are
subsystem, for example ATP or ATO, (As Low as Reasonably Practicable) essential for modern complex CBTC
are complex systems in their own right, approach to get as safe as possible systems to ensure that the signalling
but the overall solution involves myriad given the constraints. The term ALARP equipment is fully integrated and
interfaces and interactions which need is subtlety different to SFAIRP (So Far tested for all trains before delivery
to be fully understood and managed As Is Reasonably Practical), ALARP to the customer.
if overall requirements, including and SFAIRP both have the concept of
safety and capacity, are to be met and implementing hazard controls if practical Delivering metro signalling and
proven to be met. and not grossly disproportionate to the train control systems
benefit, however ALARP is presented as In metro railways we refer to ‘greenfield’
Systems engineering underpins the
having a threshold, SFAIRP does not and and ‘brownfield’ sites. Greenfield systems
successful deployment of most metro
forces evidence that possible, realistic are provided to new railways that are not
signalling and train control projects, with
and relevant hazard controls have been currently in operation. These projects
the ‘V’ lifecycle clearly and accurately
considered and included, unless they are generally involve extended tested and
implemented throughout.
grossly disproportionate to the benefit. trial operation phases during which the
Reliability, Availability, Maintainability systems that were proved in the off-site
Computer simulation is widely used to
and Safety (RAMS) are evaluated in integration phase are proved to operate
ensure that the equipment provided
detail throughout metro projects as expected in real life situations. Whilst
delivers the performance necessary.
(as explained in the article by Boyd not straightforward for complex modern
This is the only realistic approach for
McKillican in IRSE News January 2022, railways, this has the advantage of not
CBTC systems to determine where the
irse info/irsenews295). Reliability and impacting passenger services. This
pinch points are as traditional signal to
maintainability directly drive availability may require an additional temporary
signal type headway calculations are
(how much of the time the railway is control centre to deal with the migration
not applicable when multiple trains
available for service being based on how as a line will typically open in stages.
can enter a route. This has been a
often individual parts go wrong and how Great care has to be taken during the
science developed since the 1980s
long they take to fix), and safety in turn migration testing to ensure that the
and is depended upon by railway
depends on the system operating as stages under test do not affect those
authorities and suppliers alike now.
planned. With any mass transit system already in service.
For more information about how this
operating at high passenger loads, a
works see the article on the topic Brownfield systems are upgrades
stopped train can in itself be dangerous,
in the May 2022 issue of IRSE News of existing railways. In some (rare)
particularly if traction power has to be
(irse.info/irsenews288). cases it is possible to shut down the
removed and air conditioning/ventilation
is no longer operative. SIL levels of the System integration is also essential if railway completely and carry out the
overall system need to be apportioned multiple systems are to be brought engineering in the same way as for a
to subsystems to ensure the rate at together smoothly and all interfaces greenfield site. However, reality is that
which unsafe conditions could occur proven before delivering solutions on if there is a business case to upgrade
are clearly understood and managed. the railway. A strong example of this is an existing railway it is likely to be an
In the same way the impact of failure the integration carried out for London’s important transport artery, and closing
modes and their criticality needs to be Crossrail over the past couple of years. it is not likely to be viable. Upgrades
established throughout the engineering Full emulation, and later target hardware, therefore often involve complex
phases of projects in order to ensure that of the three signalling solutions and two migration from old to new systems
the required levels are met, not just on ATP solutions on the line were integrated using ‘overlay’ or ‘underlay’ approaches
opening day but throughout the service in the lab with train carried systems and that allow both old and new systems
life which can typically be 20 to 25 years. PSD control equipment to significantly to co-exist for some time. This can be
de-risk the hugely complex project. hugely complex in terms of managing
Modern metros are designed to deal train fleets, especially if the rolling
Other railways take similar approaches,
with such incidents and the CBTC stock is not being replaced at the time
for example Singapore’s LTA mandates
technology is considered when planning of the upgrade. There is rarely enough
the use of offsite test track testing as
the line in terms of overruns and space on a train for two types of ATP/
well as building an integrated test track

18
 IRSE News | Issue 296 | February 2023

ATO equipment and their associated With the high development costs isolation from one another. The result
peripherals, and interfacing two systems of new products suppliers are now of this is a situation in which proprietary
to one train can be challenging. Space starting to use generic hardware that train control systems are procured and
has to be found – or created – for can be configured for either main line altered to meet the specific needs and
example, under seats or in cubicles or metro use, thus providing a larger expectations of different railways, and
added in passenger carriages. user base which makes obsolescence standardisation is limited.
management more cost effective with a
Migration in this manner can There are many common elements to
smaller range of products.
often take many years for any most solutions, and nearly all modern
appreciable size of metro. People and skills systems are based on CBTC technology
with varying grades of automation.
Maintaining metro signalling Whilst many of the skills necessary
Development is rapid, particularly in
for metro signalling and train control
and train control systems Asia, with high rates of investment
are the same as on main line railways,
Keeping a metro system operational in sustainable, highly reliable, high-
the experience gained of delivering a
once it has been installed can also offer capacity public transport systems. Many
particular type of system or meeting
challenges. In most cases the foremost of the skills necessary for deployment
the needs of a particular railway can be
amongst these will be getting access of these systems are common with all
hard to gain and maintain. There tends
to trackside equipment to carry out other types of railway engineering, but
to be a migration around the world as
maintenance. Many city railways operate there are specific requirements around
those people with that specific metro
for 24 hours a day, most only have brief some techniques.
knowledge are encouraged to move
shutdowns of four to five hours per from city to city as major innovative This is a fascinating and complex area of
night. The time available for safe access projects are undertaken. our industry, and one in which there is
is then further limited by the need to significant growth
remove traction current and prove the With processor-based systems it is much
and opportunity.
railway safe – and the time necessary harder for authorities to fully understand
For more
to ensure that after the work has been the technology they are buying unless Metr
Metr
MetroooTrain Train
TrainCon

information the
engi
engi
engineer Con
Control
trol
trolSyst
neer
neerseek seek Syst
Systemsems
emsisisisan
seekinging
ingtoto an
anesse
esse
essential
and
and
andtraintrain
traincont toundeunde
understan rstan
rstandddthe ntial
ntialreferrefer
reference
cont
control

they set up their own labs such as RATP

lifeb
lifeb rol
rolsyste
syste
systems the
thechal
chal
challeng ence
enceand and
andguid
lifeblood
lood
loodof ms
msfor for
formetr leng
lenges es
esto guid
guideeefor for
of forthe

carried out, all plant and staff have safely

ofmodmod
modern ern
erncitie metr
metro, o,
o,or to
tobe be
bemet met
metin the
therailw
railw
railway
dem
dem
demands ands
andsever citie
citiesssand or
ormas mas
masssstrans in
indeve
deve
developin ay
ay
ever
ever-inc-inc
-increas and
andare are
areesse trans
transit, it,
it,railw
railw
railways. lopin
lopingggsign
with
with
withleve reas
reasing esse
essential
ntial ays.
ays.Metr sign
signallinallin
allinggg

IRSE Metro Train

leve
levels ls
lsof ing
ingtrain
train
trainserv ntialto to
totheir
their
theirecon Metr
Metros
of
of auto
auto
auto serv
service ice
iceleve econ
economic os
osareare
arethe the
the
the
the
theunat unat
unattend mati
mati
mation on
onto leve
levels ls
lsof omic
omicgrow grow
growth.
tend
tended, to
tosupp
supp
support of
ofup up
upto th.

Metro Tr
ed,
ed,or or
ordrive
drive ort
ortsuch
such
suchhigh to
to36 36
36train
train
trainsssper th.That
That
Thatgrow grow
driverless growth

in Paris. Thus, the skills that could be

This
This
Thisboo rless
rless high
high relia per
perhour th
th

teM
boo
book, k,
k,auth ,,,train
train
traincontcont
control relia
reliability
bility
bility,,,from hour
houror or
orbeyo yawliar e
auth
authored rol
rolsyste from
fromthe beyo
beyond,

left the railway. A few railways (e.g. parts

aims
aims
aimsto ored
oredby by
byaaateam syste
system. m.
m. the
theatten
atten
attended nd,
nd, gnillang ht rof ed
to
togive
give
givethe the
the team
teamof of
of ded
ded to
to
to is gnipol iug dna
the
the
theprinc read
read
reader train
train
traincont
cont
control ecneref
princ
principles er
eranan
anunde rol
rolexpe eht era s eved ni tem eb o er laitnesse na s

Control Systems
iples
iplesand and
andappl unde
understan rstan
rstanding expe
experts rts
rtsfrom
‘mov
‘mov
‘moving appl
applicati ding
dingof from
fromacro htworg t orte t segnell i smetsy
focu
focu
ing
ingblocbloc
block’ k’
k’tech
tech
techniqu
icati
ications
ons
onsof of
ofmod
mod
modern
of
ofmetr
metr
metrooorailw railw
railways. ays.
acro
across
ays.ItItItoutli
ss
ssthethe
theworlworl
world, d, ahT .htw M .syawliar ,tisn ahc eht S
dnatsred lortnoC niarT o
focus. niqu
niques ern
ernmetr d, org cimo ar
s. ,dnoyeb noce rie t ssam ro ,ortem

niarT or
s.The
The
Thedesi es
esand metr
metrooosign outli
outlines nu ot gn rt
and
andbring ikees ree eM

gained by working on older relay-based

desi
design gn
gndeve bring
bringing ing sign
signallin
allin
allin nes
nesin in
indeta
deta
deta ro ruoh
optim
optim
optimise ise
isethe deve
deve lopm
lopm
lopment ing the
the
the integ
integ
integrated g,
g,
g,trans
trans
transition il
il
il rep snia ht ot lait rof smet nigne
ot dedne n

of the New York Subway) have multiple

ition
itioning
phot
phot
photogra ogra
ographs
the
thetrain
train
trainserv
serv
service
ice
icefreq
ent
entisisisexpl
expl
explaineaine
ainedddtoge
rated
ratedTrain Train
TrainCon Con
Control
ing
ingto to
to tta eht m rt 63 ot pu fo sle esse era dna se sys lortn
oc niart
freq
frequenc toge
together orf ,ytilib v itic nred dna
by
by
bythe
phs
phsto to
tobring
bring
bringthe uenc
uency. y.
y.TheThe
Theboo ther
therwith with
withsimu
trol
trolSyste
Syste
System mminto ailer hgih el ecivres niart g om fo d

textbook is a
the
themajo majo
majorrrsign the
thewordword
wordsssto boo
bookkkmak simu
simulatio
latio
lationnntech into
into hcus tro nisaercn oolbefil
sign
signallin to
tolife mak
makes es
esexte tech
techniqu ppus ot i-
In
In
Inthis
this
thisarea
allin
allingggsupp
supp
suppliersliers
liersdesc
life
lifeandand
andcont cont
contains ains
ainsdeta
exte
extensive
nsive
nsiveuse use
useof of
niqu
niques es
esto to
to
,dlrow e
ht ssorc .metsys
l or t n o noitamo reve sdnamed

ain Con
area
areaof of
ofrapid desc
describinribin
ribingggtheir deta
detailed iled
iledpres ofdiag
diag
diagrams
rams
ramsand liated ni a morf s c niart ,s tua fo sl
rapid trepxe lo selrevird e
ro ,dedn vel htiw

systems are harder to obtain when

syste
syste
systems rapiddeve deve
developm their
theirown pres
presenta
enta
entations and
and seniltu
ms
msvaryvary
varybetw lopm
lopment, ent,
ent,Com own
owntech tech
technica tions
tionsprov prov
provided ot gnino o tI .syawliar ort rtnoc nia
r e t

lines which allow trains to keep running

spec
spec
specific betw
between een
eensupp Com
Commun mun
municati nica
nicalllsolu
solu
solutions ided
ided itisnart ,g em fo gn t fo maet a y ta n u eht
ific
ificneedneed
needsssin supp
suppliers liers
liersto icati
ications-
ons-
ons-Base tions
tions... otni me nillangis idnatsre b deroht
Euro
Euro
European in
inthe
the
themetr
metr to
toprov
prov
provide ide
idesolu Base
BasedddTrain ot seuqi tsyS lortnoC nia ort dnu na r ua ,koob
pean
peanRail metroooenvi solu Train
Train rT detarg em nredom fo s

unique body
Rail
RailTraffi envi
envi ronm
ronm
ronment. solu tions
tions
tions Con
Con
Con trol
trol
trol(CBT nhcet no edaer eh sihT
main
main
mainline Traffi
TrafficccManMan
Managem ent.
ent.This tailo
tailo
tailoredred
redto (CBT
(CBTC) C)
C) dna sma italumis etni eht noitacilp t evig ot
line
lineoper agem
agement This
Thisisisisin to
tomee
mee
meetttoper htiw reh gnignirb p smia
mod
mod
modern
oper
operationation
ations, s,
s,but
but
ent
entSysteSyste
Syste mm
in
incont
cont
contrast rast
rast oper
operator ator
ator s’
s’
rga
dedivorp id fo esu evisnet tego dna seuq a dna selpicnirp
but m to
to
to s’ xe sekam t denialpxe si tn

lortnoC
ern
erntrain ther
ther
thereeeare (ERT
(ERT
(ERTMS) the
the
theinter eht

accepting black box type systems with

train
traincont MS)
MS)spec inter
interoper inh
conc
conc
conclude cont
control rol
roloror
orrailw
are
areneve neve
neverthe rthe
rtheless spec
specificaifica
ifications
tions
tionsemp
oper
operable able
able
snoitatn
eser koob eh empolev cet ’kcolb gnivo
lude
ludessswith railw
railway less .snoitulo p deliated sniatn

at a reduced level whilst work is being

lessman emp
employe T .y ed ngise m
with
withcase case
casestud stud
studies
ay
ayengi
engi
engineer neer
neersssneed need
needto
man
manyyycom com
common mon
monalitie loye
loyedddon on
on s lacinhc oc dna e cneuqerf ecivres d ehT .su ‘
Metr
Metr
MetroooTrain ies
iesfromfrom
frommajo to
tocons alitie
alitiesssthat et nwo r f cof
Train
TrainCon majo
majorrrtrans cons
consider that
thatall )CTBC( l ieht gnib il ot sdrow eht g niart eht esimitp

of knowledge.
Con
Controltrol
trolSyste trans
transitititauth ider
iderin in
intheir
their
theirroles all
all ortnoC n
esse
esse
essential Syste
Systems auth
authoritie ircsed sr n o
ntial
ntialelem ms
msisisisboth oritie
oritiesssacro roles
roles...The ’srotarep iarT desa eilppus g irb ot shpargoto

trol Syst
elem
element ent
entof both
bothaaatextb acro
across The
Theboo boo
bookkk o B-snoita
of
ofthe
the
theknow
know
knowledg ledg
ledgeeelibra
textb
textbook ook
ookand and
andaaarefer
ss
ssthe
the
theworlworl
world. d.
d. elbarepo teem ot deroliat cinumm
oC ,tnem
nillangis
rojam eh p
h

proprietary software. As an industry we l

libra
library ry
ryfor refer
referenceence
enceboo retni eht snoitulo poleved t yb
for
forthethe
themetr boo
book, no deyo ot tsartn s edivorp dipar fo

carried out, others support bidirectional

metr
metrooorailw k,
k,mak
mak
making lpme sn o o
railw
railway ay
ayengi
engi
engineer
ing
ingitititan
an
an lla taht s oitacfiice c ni si sihT .tnem t sreilppus neew aera siht
n I
neer
neer... eitila ps )SMTR norivne teb yrav
ortem e
koob eh
T .selor r nommoc ynam E( metsy ht ni sde smetsys

ortnoWritten
C niarT by
.dlrow e
ieht ni re
disnoc o
sselehtre S tnemeganaM
ven era e cffiarT lia
en cfiice
ps

smetsyS
ht ssorc R naepo
a seitiroh t deen sreenigne reht tub ,snoitar

need to ensure we are supporting the

na ti gni ruE
The kam ,koo tua tisna yawliar r epo enil

orteM
The
TheInsti

working which fulfils the same function.

Insti
Institutio
tutio
tutionnnof b ecnere rt rojam o lortno niam
isisisthe of
ofRailw
Railw
Railway .reenign fer a dna morf sei c niart n
duts esa r
the
theprof
prof
professio
essio
essional ay
aySign
Sign
Signal
al
alEngi
Engi e yawlia koobtxe c htiw se edom

manysm ofetthe
enga
enga
engaged nal
nalinsti
insti
institutio Engineer
neer
neersss r ortem t a htob dulcnoc

ems
ged
gedin tutio
tutionnnfor eht rof y si smets

Metro T
in
inor
or
orasso
asso
associate for
forall
all
allthos
thos
thoseee rarbil eg yS lortno
and
and
andtelec telec
telecomm ciate
ciatedddwith
with
withrailw delwonk C niarT o
omm
ommunic unic
unication railw
railway eht fo tn rteM

development of those skills and the

ay
aysign

rain Co
man
man
managem ation
ations, sign
signallin emele la

syS
agem
agement ent
entand s,
s,train
train
traincont allin
allinggg itnesse
and
andallied
allied
alliedprof cont
control,
rol,
rol,traffi
Find
Find
Findout prof
professio traffi
trafficcc

ntrol
out
outmor
mor
moreeeat essio
essions.
ns.
ns.

best engineers Systems

at
atwww
www
www.irse
.irse sreenign
.irse.org
.org
.org E la
esoht lla ngiS yawliaR fo n

Obsolescence can also introduce further gnillang rof oitutitsn

is yawlia noitutitsni lanois I eh
seforp e T

underpinning knowledge for the decades

cffiart ,lo r htiw
rtnoc nia detaicossa ro n ht si
rt , i degagn
.snoissef snoitacinummo e
orp deill celet dn

in this field
a dna tn a
emegan

challenges. Metro signalling and train

gro.esri. am
www ta
erom tu

to come. The importance of systems

o dniF

control solutions tend to be towards the worldwide

engineering, RAMS analysis, simulation
higher technology end of the spectrum, and with contributions from
and integration cannot be overstated,
largely due to the need to provide high- railways across the planet, the textbook
and the understanding of the particular
capacity operation through the use of goes into detail about many of the
needs of urban railways is important.
innovative techniques. The railways subsystems and processes necessary for
also tend to be early adopters of new Summary – and to find smooth deployment. It uses hundreds
ideas, for example some of the earliest out more of illustrations, comprehensive case
uses of high integrity processor-based studies and introductions to several of
In summary metro railways tend to have the proprietary systems in use today. To
safety systems were on metros. Over the
some common characteristics, but since order your copy visit irse.org/store
service life of a system (typically 20 years
they do not need to interoperate and
or more), this means supporting those
some have been operating for over 100 ///
technologies can require skills and tools
years, they have tended to evolve in
that become harder to source.
As an example of this many systems About the authors
from the 1980s and 1990s made the use
of microprocessors designed to support Robert, Mark and Richard are all mass transit and main line projects
digital signal processing in a highly chartered engineers and have over 100 worldwide. He has been production
efficient way. As the decades passed years' experience in metro signalling manager of IRSE News since 2014,
and standard devices became powerful and train control between them! and is currently head of marketing and
enough to remove the advantages strategy support, Rail Infrastructure at
Robert worked for London Underground
of using special purpose chips, the Siemens Mobility in the UK.
and Westinghouse Rail Systems in the
knowledge of the programming
UK before moving to Singapore. Rob Richard specialises in systems
languages and assembler code used to
is currently the deputy chief specialist engineering for railway signalling in
develop the original solutions faded, and
(signalling) at the Land Transport mass transit applications. He worked for
emulators, compilers and test software
Authority in Singapore, a member of the Westinghouse Signals Limited, which
became harder to source. In some cases,
IRSE Council and the IRSE International became Invensys Rail and then Siemens
railways have even bought the rights to
Technical Committee. Rail Automation, before moving to
the masks for the processors in order
technology delivery in the operational
to mitigate the risk of unavailability of Mark has a background in metro
domain with Metro Trains Melbourne
key components. signalling and train control, and
as system architect for the Metro
experience in a wide range of
Tunnel Project.

19