Large suburban areas are characterized by a high density of population, whose displacements must be adequately sustained by an effective and efficient transportation system. Such areas can be affected in a negative way by several critical issues of the public transportation system mainly causing delays. Some of these are for sure connected to the traffic management of the existent railway network, which nowadays has to be characterized by high performances, represented by the total number of passengers involved with respect to time. Since this number is continuously increasing, the transportation system must be capable to sustain and satisfy the demand, accelerating at the same time the service performed. If we consider that the actual underground network in Milan is constituted by different types of infrastructures - in which the oldest dates back to 1950s - continuous updates and works to the lines are needed. Azienda Trasporti Milanesi S.p.A., public transport operator in Milan, actually serves an area of 657 km2 linking 46 districts which forms the total of 2:545:751 people interested. 775:939:918 passengers were served throughout last year on the fleet composed by 2200 vehicles - trams, trains and buses. The actual underground network is composed by: • 3 “heavy haul” lines M1, M2, M3 • 2 “light haul” lines M5, M4 (under construction) • 96:8 km extended • 365:000:000 passengers/year • 1:393:000 passengers/day A.T.M. is actually engaged to improve the running conditions of the underground network, especially referred to transport capacity. So, strong upgrades have been carrying out to improve the performances of all lines, with particular attention to the traffic regulation. This process is put into effect by the installation of an innovative signalling system which is able to reach the desired targets: improvement in the average speed and capacity of the line. The increase of the trains speed and frequency - with a consistent reduction of the time span between two consecutive trains - and therefore the increase of the number of total passengers potentially transported represent the immediate positive payback. With respect to the current conditions of work and life of people, this last point is nowadays strictly unavoidable, and cannot be neglected by any local public transport company. The implementation of a new signalling system involves not only all actions regarding the new control logic of the system over the whole fleet, but it also shows some reflections on the running conditions of underground vehicles, particularly referred to the execution of the transportation system. Delays can be generated or caused by conflicts between the actual longitudinal train dynamics and the signalling system architecture, slowing the whole service performed on the line. A.T.M. has installed the new Communication Based Train Control (CBTC) signalling system on the oldest underground line in Milan, the red line M1, since 2010/11 and there are future plans aimed to renew the signalling system of all other so-called “heavy haul” underground services. In this thesis work the effects carried by degraded adhesion conditions on longitudinal train dynamics and on the traffic management are taken from real cases and examined. The positive aspects of the traffic regulation executed through CBTC are mainly constituted by the large amount of data available referred to the longitudinal dynamics of each train. The conflicts risen are considered to correct the execution of CBTC currently installed and to prevent the same issues for future upgrades also on other lines, in a prospect of return of experience.
Le grandi aree suburbane sono caratterizzate da una grande densità abitativa, i cui spostamenti devono essere sostenuti adeguatamente da un sistema di trasporto efficace ed efficiente. Queste aree possono essere intaccate in maniera negativa da alcune criticità del sistema di trapsorto pubblico che causano in larga parte ritardi. Molti di questi sono certamente legati agli aspetti di gestione del traffico sulla rete esistente, la quale dev’essere caratterizzata da elevate prestazioni in termini di numero di passeggeri totali trasportati nel tempo. Poiché questo numero è soggetto ad una crescita rapida e continua, il sistema di trasporto deve riuscire soddisfare e sostenere la domanda velocizzando il trasporto offerto. Se si considera che il sistema metropolitano di Milano è costituito da diverse tipologie di infrastrutture - la più datata risalente agli anni ’50 del Novecento - emergono le necessità di aggiornarle continuamente. Azienda Trasporti Milanesi S.p.A., società di gestione del trasporto pubblico a Milano, serve un’area di 657 km2 e collega 46 comuni che formano un bacino d’utenza di 2:545:751 persone. Il numero di passeggeri trasportati nell’arco di un anno sono 775:939:918 sulla flotta complessiva di 2200 veicoli - treni, tram ed autobus. La rete metropolitana esistente si compone di: • 3 linee tradizionali M1, M2, M3 • 2 linee automatiche M5, M4 (in costruzione) • un’estensione di 96:8 km • 365:000:000 passeggeri/anno • 1:393:000 passeggeri/gg A.T.M. è attualmente impegnata nel potenziamento dell’esercizio delle linee metropolitane, in termini di incremento di capacità di trasporto. Ciò ha portato ad un’operazione di forte rinnovo dell’intera rete metropolitana, con particolare attenzione alla gestione del traffico. Ciò si è tradotto nell’installazione di un sistema di segnalamento innovativo capace di raggiungere gli obiettivi perseguiti: aumento della velocità media e della capacità della linea. L’incremento della frequenza e della velocità dei treni - con una consistente riduzione dei tempi di attesa tra due treni consecutivi - e di conseguenza l’aumento del numero di passeggeri trasportati rappresenta il risvolto positivo più immediato. Rispetto alle condizioni attuali di vita e lavoro degli abitanti, quest’ultimo punto è oggigiorno strettamente inevitabile e non può essere trascurato da qualsiasi azienda di trasporto pubblico locale. L’implementazione di un nuovo sistema di segnalamento riguarda non solo la nuova logica di controllo del sistema ma anche la gestione del veicolo metropolitano, con particolare riferimento all’esercizio del sistema di trasporto. A.T.M. ha installato il nuovo sistema di segnalamento Communication Based Train Control (CBTC) sulla linea metropolitana più anziana a Milano, la linea rossa M1, dal 2010/11 e vi sono piani di sviluppo futuri per il rinnovo dei sistemi di segnalamento delle altre linee cosiddette di servizio pesante. In questa tesi si esaminano gli effetti recati dalle condizioni di aderenza degradata sulla dinamica longitudinale del veicolo ferroviario e sulla gestione del traffico presi da casi reali. Gli aspetti positivi della regolazione del traffico attuata tramite CBTC si riassumono nella grande quantità di dati disponibili riguardo la dinamica longitudinale di ogni treno. I conflitti emersi sono stati considerati per correggere l’esercizio in linea del sistema attualmente installato e per prevenirli nei futuri sviluppi anche sulle linee restanti, in prospettiva di un ritorno di esperienza.
Identification of degraded adhesion conditions in CBTC signalling system environment
Di MARTINO, ANDREA
2018/2019
Abstract
Large suburban areas are characterized by a high density of population, whose displacements must be adequately sustained by an effective and efficient transportation system. Such areas can be affected in a negative way by several critical issues of the public transportation system mainly causing delays. Some of these are for sure connected to the traffic management of the existent railway network, which nowadays has to be characterized by high performances, represented by the total number of passengers involved with respect to time. Since this number is continuously increasing, the transportation system must be capable to sustain and satisfy the demand, accelerating at the same time the service performed. If we consider that the actual underground network in Milan is constituted by different types of infrastructures - in which the oldest dates back to 1950s - continuous updates and works to the lines are needed. Azienda Trasporti Milanesi S.p.A., public transport operator in Milan, actually serves an area of 657 km2 linking 46 districts which forms the total of 2:545:751 people interested. 775:939:918 passengers were served throughout last year on the fleet composed by 2200 vehicles - trams, trains and buses. The actual underground network is composed by: • 3 “heavy haul” lines M1, M2, M3 • 2 “light haul” lines M5, M4 (under construction) • 96:8 km extended • 365:000:000 passengers/year • 1:393:000 passengers/day A.T.M. is actually engaged to improve the running conditions of the underground network, especially referred to transport capacity. So, strong upgrades have been carrying out to improve the performances of all lines, with particular attention to the traffic regulation. This process is put into effect by the installation of an innovative signalling system which is able to reach the desired targets: improvement in the average speed and capacity of the line. The increase of the trains speed and frequency - with a consistent reduction of the time span between two consecutive trains - and therefore the increase of the number of total passengers potentially transported represent the immediate positive payback. With respect to the current conditions of work and life of people, this last point is nowadays strictly unavoidable, and cannot be neglected by any local public transport company. The implementation of a new signalling system involves not only all actions regarding the new control logic of the system over the whole fleet, but it also shows some reflections on the running conditions of underground vehicles, particularly referred to the execution of the transportation system. Delays can be generated or caused by conflicts between the actual longitudinal train dynamics and the signalling system architecture, slowing the whole service performed on the line. A.T.M. has installed the new Communication Based Train Control (CBTC) signalling system on the oldest underground line in Milan, the red line M1, since 2010/11 and there are future plans aimed to renew the signalling system of all other so-called “heavy haul” underground services. In this thesis work the effects carried by degraded adhesion conditions on longitudinal train dynamics and on the traffic management are taken from real cases and examined. The positive aspects of the traffic regulation executed through CBTC are mainly constituted by the large amount of data available referred to the longitudinal dynamics of each train. The conflicts risen are considered to correct the execution of CBTC currently installed and to prevent the same issues for future upgrades also on other lines, in a prospect of return of experience.| File | Dimensione | Formato | |
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https://hdl.handle.net/10589/165000