A new era for train networks was ushered in in 2018, with the introduction of Siemens Mobility’s digital interlocking system: which essentially means all the interlocking operations of any railway system are managed digitally from the one spot.
The tool was employed by German railway company Erzgebirgsbahn in southeastern Germany, kicking off a revolution for rail control and safety systems.
The major feature of the new interlocking architecture is that the dispatcher’s switching commands are transmitted to the points, signals and track contacts via network technology.
As a result, previously required individual connections to the individual interlocking elements via, say, kilometre-long cable bundles, have been eliminated. Signals and points can now be controlled with the interlocking network contacts from much greater distances via a data line.
This allows completely new flexibility in planning, making it possible to use intelligent field elements, and will generate positive cost effects over the longer term. All this is achieved while meeting the strictest safety standards for operations.
Siemens Mobility chief executive officer for rail infrastructure, Andre Rodenbeck, tells Rail Express that the interlocking technology is a milestone that will form the basis for higher capacities and improved punctuality in rail transport.
He said the latest update on the innovation was presented at this year’s InnoTrans event, the international trade fair for transport technology, held in Berlin.
“We showcased the interlocking innovation at the previous InnoTrans. This year we detailed how we have advanced to the first hardware independent cloud-enabled interlocking in operation,” he said.
Together with operator ÖBB-Infrastruktur AG, Siemens put this completely new digitalisation solution in the field of safety and security technology into operation at the train station in Achau, Austria.
“The “Distributed Smart Safe System” (DS3) forms the basis for cloud-enabled interlocking,” Rodenbeck said.
“The DS3 interlocking in the cloud for ÖBB in Achau is a real quantum leap for the railway industry. It enables the virtualisation of most signalling components, such as interlocking computers or ETCS (European Train Control System) computers.
“The trains send their position data by radio link to a central system which ensures safety, sets points, manages routes and sends authorisations to the vehicles. Siemens Mobility is proud to have developed this new signalling system, which will make rail operations more efficient, effective and flexible”.
This technology creates various new possibilities that were either entirely or nearly out of reach until now. For example, with signals and points smartly controlled, users can carry out innovative diagnoses, predictions of malfunctions and also predictive maintenance.
This will make rail traffic even more punctual and effective, thus enhancing the attractiveness of trains as a means of transport and increasing passenger satisfaction.
Because DS3 makes signalling hardware independent and cloud-enabled, infrastructure operators therefore have the opportunity to completely integrate existing installations and systems.
The platform fulfills the world’s highest safety standards for rail safety and security and features other advantages like cost efficiency and flexible maintenance.
In addition, it contributes to sustainability, by providing savings in terms of space and energy, compared to existing systems. In the future, interlockings can be significantly reduced and combined into one data centre.
“With the signalling via the cloud, we can run safety-relevant software on components off the shelf, not just for one single interlocking, but for a whole of the country,” Rodenbeck said.
“And that’s the great thing. Our slogan is ‘One country, one cloud’ or ‘One city, one cloud’, which means we can use the system at different locations and connected to outdoor equipment.
“In fact, we can run server farms wherever the customer wants – in the basement, in a bunker – connect it with IP architecture out there to the field. Distances don’t matter anymore and suddenly you can go into situations where you don’t need 300 interactions around the country, but just one major interlocking.
“We go into geo-redundancy, or the distribution of mission-critical components or infrastructures, such as server farms, across multiple data centres that reside in different geographic locations.
“In case of a crash, the backup lies somewhere else, not just next to the server anymore.
“So I could be in Germany and interlock with Australia. There could be interlocking in Sydney and the backup in Perth. You’re completely flexible, customers are completely flexible and obsolescence will play a much reduced role in that because you’re just running on a component off the shelf.
“Siemens is now ready to scale the system globally and move towards this hardware class as our standard. From our perspective, it’s the next big thing that we’re pushing out there, next to many other things that will come with it.”
The digital structure also has many benefits for automatic train operations (ATO), the next phase of metro trains around the world.
“We showcased this functionality at InnoTrans a year ago, with us running ATO on the standard ECS (empty coaching stock) on-board unit,” Rodenbeck said.
“And that is truly a major achievement because then if are running a GoA 2 (semi-automatic) train, you can reduce headway as you wish.
“You don’t rely on the driver anymore, you can run the trains automatically, have them decelerate at stations and stops efficiently and not rely on human error.
“You can also be sure your train is not breaking down because of old proprietary hardware; for example, in Germany, more than 50 per cent of the interlockings are still a relay or even mechanical.
“With the cloud-based system, you can go to complete areas, can re-signal them and with that bring up to 100 per cent availability, as customers can immediately access the system and see what’s going on.
Then there are the savings that can be made in terms of efficiency, especially crucial as the world faces rising energy costs.
“What drivers usually do is they drive as fast as they want,” Rodenbeck said.
“They either go to the highest speed and then they brake as much as needed, or adjust accordingly.
“Without the human element, there is more precision. So for example, if a train has to be at a junction in five minutes, it will drive as slow as it can and as energy-efficient as it can to make sure it reaches that point exactly after five minutes.
“Not faster, not slower, but exactly, and as energy-efficient as possible; and that is something that automation can do much better than any human.
“We’re the first ones that are offering this kind of flexibility and architecture to our customers. So far nobody else has done that and we are.”
The system has been rolled out in Australia, with a number of operators already using it and several tender applications in place across the country.
“You can compare it a bit to the time when telephones were still using copper cables and it moved to IP systems,” Rodenbeck said.
“This is what we’re doing here as well: suddenly you are not bound to physics anymore in that kind of aspect and you’re not bound to proprietary processes or these kinds of things.
“You can adapt to your needs much easier. Obsolescence will no longer be a big concern.”
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