Metro Today, Main Line Tomorrow Malcolm Dobell, Head of Train Systems Kate Whelan, Lead Systems Performance Engineer SUP ATC

Agenda Background Simple line challenges – Victoria Line Complex line challenges – Sub Surface Lines Application to the main line Conclusions 2

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Introduction In 1863, the first steam train operated on what became the Metropolitan Line. It carried people in its first year By 2011/12 1 some 1.173Bn journeys were made Passenger numbers are forecast to increase LU needs to be able to carry them 4 1 latest whole year data

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General Principles for Metro Operation To deliver capacity: –High acceleration and braking rates 1.3m/s 2 and 1.15m/s 2 respectively –Short, consistent dwell times Lots of wide doors that open and close quickly Attention to train despatch –Small train spacing Lots of signals or moving block signalling –Manage to the second –ATO 6

For reduced journey time –Higher top speed But can harm headways –Even higher acceleration and braking rates –Fewer station stops –Manage ALL causes of “time consumption” and variability Door times Tracking package response Signalling/ATO response times Dwell times Points speeds 7 General Principles for Metro Operation

The Scale of the Challenge More and more demand More and more pressure to run 24/7 –Later nights on Friday and Saturday from 2015? More and more reliable Less cost Happier customers Lower carbon 8

Case Study - A “simple” line Walthamstow Central to Brixton 21km (13.3 miles) Serves 16 stations, 33 platforms Services operated: –Brixton – Walthamstow –Brixton – Seven Sisters Opened 1969 Upgrade completed Victoria Line

General duty 65 mins approx round trip Average inter station distance 1.8 km (0.67 km to 3.15 km) Dwell time 30 sec to 50 sec Min headway 109 sec Peak acceleration 1.3 m/s 2 braking 1.15 m/s 2 Top speed 80 km/h 10

Line Characteristics Old 43 trains Passenger numbers : –2002/ ,000/day Train service –2002/ trains per hour Signalling system –fixed block ATO 37 trains in service New 47 trains Passenger numbers: –2011/ ,000/day Train service –Jan trains per hour Signalling system –Distance to Go Radio –>400 track circuits 39 trains in service 11

12 Victoria Line Walthamstow Central Seven Sisters Brixton 2 stations 11 stations Full speed overlap Only small speed reduction over points Speed issues over points

The Challenges 33 Trains per hour = 109 seconds between trains Brixton –Train “N” arrives in platform 1 –Train “N+2” will arrive in platform 1 in 218 seconds –Before then train “N” must; Unload its customers Driver to shut down at South end Different driver open up at North end Train sets off north and clears the points 13

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Current Challenges Provide a robust and reliable 33tph service, –Sufficient recovery to manage minor perturbations. Manage our carbon footprint –keep the tunnels cool whilst –increasing the number of trains to meet passenger demands. Reversing at Seven Sisters –ramp up to the Peak timetable –integrate with trains from Walthamstow Dwells –Some dwells – Victoria, Oxford Circus, Kings Cross can exceed 60 seconds –No good squeezing dwell only to find that the customers can’t get on or, worse, get off! 15

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Next Steps We have 47 trains We could put 4 more trains into service This could deliver 35 TPH or 36 TPH – up to 100 second headway How can we cut 18 seconds off the terminus time?? That is just one of the challenges! 17 Victoria Line

Case Study – Sub-Surface Lines 18

The Sub-Surface Lines 19 4 lines: Metropolitan; District; Hammersmith & City; Circle 113 stations 310 track km (40km in tunnel) 279 passenger trains, 55 engineering trains 4 maintenance depots & 10 train stabling locations

The Complexities 20 Mixed train length Piccadilly Line Interoperability National Rail Interoperability: Chilterns; South West Trains Multiple flat junctions (5 complex junctions) Inter-meshing services for timetables

What will it look like ? 21

High Level Requirements 32TPH Meet increasing demand Reduce overcrowding Reduce passenger journey time Increase through-put capacity Increase service reliability 22

Scope – Whole Systems Upgrade New trains New signalling system: Cityflo 650 CBTC system ATO/ATP Automatic Train Regulation Track Upgrades: –Layouts –MSS improvements Power Upgrades New centralised Service Control Centre 23

Status 24 Trains-delivered ATC-final piece of jigsaw -Unlocks 80% of capacity New Signalling New Trains

System Performance Engineering 25 Specification VerificationValidation Progressively verify and validate design/ proposal against requirements

Modelling and Simulation Use of the Railway Engineering Simulator (RES) Ensuring Requirements are correct Optioneering Assurance 26

Example – Baker Street Flat junction (Metropolitan, Circle, and Hammersmith & City Lines) S7 and S8 Stock operating 32TPH on Circle and H&C; 28TPH Metropolitan service Need to optimise the layout to deliver required service 27

RES Demonstration 28

The Systems Approach 29

The Future Need innovative solutions to further increase capacity Train configuration – UCL PAMELA Mock up of train carriage created to run a series of controlled experiments utilising 110 volunteers from the public 30 Set up to help to inform future train systems design, looking at: Door Widths Vestibule Setbacks Internal Train Layout

Implications for Main Line railways 31

Challenges Higher speeds –Greater separation – 2000m at 160km/h Mixed traffic –Varieties of traction and rolling stock performance –Variety of stopping pattern ALL gobble up capacity 12 TPH is doing well! 32

33 Half an hour on the Victoria Line

34 An hour on a Main Line

35 Another hour on a Main Line

Opportunities Passing places Consistent traction and rolling stock Consistent stopping patterns Attention to dwell time Flying junctions 36

Conclusions Most lines can have an increase in capacity It requires attention to every aspect of operation (just like any production line) Mixed traffic “eats” capacity With increasing demand for capacity, metro principles will be increasingly applied to the main line. Modelling at engineering level is vital 37

The end Thank you for your interest