1. Marco referencial
2.3 Neuroanatomía y neurofisiología del dolor
Section 5.1.22 of the Operational Concept (SP-13-017439-SSST App 3.2 Functional Requirements Att 2 Operational Concept.docx) describes the most usual failure scenarios. The main differences at UTO are summarised below. In these instances, DTO is more like STO than UTO, as the Train Captain deals with problems in much the same way as the Train Driver with STO. Where the comment has been highlighted in green a benefit has been assumed in the business case.
STO UTO Comment DTO
Door Faults Driver secures doors & de-
trains passengers.
Mobile Staff must attend to secure/de-train
Longer response time. Must be offset with fewer
occurrences.
STO
Brake Faults Driver can release. Fleet Manager must release remotely from TCC
Remote diagnostics and
reset capability required STO
Faults that do not stop train
Driver will be alarmed and train will be withdrawn.
Driver alarms must be routed to Fleet Manager. In
UTO Mobile Staff de-train passengers.
In DTO alarm must be
routed to Train Captain. STO
Faults that stop train
Driver fixes else a Maintenance Action required.
Fleet Manager fixes remotely else Maintenance
Action.
Remote diagnostics and
reset capability required. STO
Using a healthy train to assist a
failed train
Pull or Push. Healthy Train Driver performs coupling.
Mobile Staff must meet healthy train.
Longer response time. Must be offset with fewer
occurrences.
STO
Signalling & protection system
failures
Driver drives at reduced speed proceeding on sight.
Mobile Staff must meet train
to take it through failed area. Longer response time. STO
Track Condition
problems Driver reports defects Mobile Staff reports defects.
Defects possibly go
unnoticed for longer. STO
Derailment Driver stops train immediately.
Automatic brake and Signalman receives alarm
immediately.
Automatic detection system. In DTO Train Captain has
emergency brake.
STO
Radio Failures Driver uses mobile phone. Mobile Staff uses mobile phone.
Passengers require voice communications to TCC. STO
Person under train
Driver manages with Signalman & Emergency
Services.
Train emergency brakes and sends alarm to Fleet manager. Information Assistant interrogates CCTV. Emergency services
called.
Forward facing CCTV required for monitoring & investigation (note: not a remote driving capability).
STO
Signal Overrun
Trip/Emergency Brake. Signalman and driver
dialogue.
If Fleet Manager and Signalman satisfied train can
resume. Else Mobile Staff must meet train.
Remote Diagnostic & Reset
needed. STO
Platform Overrun
Driver informs Signalman. Usually runs to next station
without opening doors.
Alarm routed to Signalman.
Alarm/Message Routing to TCC (or Train Captain for
DTO).
STO
Passengers /Trespassers
trackside
Driver reports. Response is either to impose a speed restrictions or suspension.
A passenger could report this via two way communication. Mobile Staff
could travel to area.
Network Security (fencing, CCTV, bridge caging etc). UTO
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STO UTO Comment DTO
Passenger Emergency Alarm
Train Emergency Brakes (although Train could proceed
to next station).
Train assumed to proceed to next station to be met by
Mobile Staff.
On-Train CCTV and two- way voice communication
with Control Centre Information Assistant. Less
likely to be a PEA under DTO.
STO
Physical Needs
Request (PNR) Driver informs signalman Not applicable
Reduced PNR delays (DTO). Eliminated PNR delays (UTO). STO Crew Change problem
Spare Driver Found else Running man removes from
service.
Not applicable Eliminated delays and
withdrawals (UTO). STO
Emergency Detrainment (Station or not in
station)
Driver performs de-trainment.
Can be instigated by Information Assistant but requires Runner or Mobile
Staff for positive de- trainment.
In-car real-time CCTV available for Information Assistant. Longer response
time.
STO
Managing Failed Trains
Train marked as “failed”. Signalman turns off route setting in area. Recovery may
involve Driver fixing, Maintainer fixing or procedure
to join with healthy train and remove.
Remote Diagnostic and reset capability by Fleet manager. If removing Mobile
Staff will be involved in coupling with healthy train.
See also Faults that Stop Train.
Remote Diagnostic & Reset
needed. STO
Managing Failed Signalling
Work through failed area under rule and line of sight
driving.
Mobile Staff meets Train before train can proceed again under caution.
Longer response time and probably unable to sustain through running. No remote driving capability assumed.
STO
Managing Failed Points
Work through failed area under rule and line of sight. May need Driver or Maintainer
to lock points.
Mobile Staff attends before train can proceed again
under caution.
Longer response time and probably unable to sustain through running. No remote driving capability assumed.
STO
Manage Problems with UTO Platform Train Interface
N/A
If PSDs then train can proceed through non- stopping. If PTID needs resetting by Mobile Staff. If still failed then Maintenance
Action required.
PTID must be reliable and not prone to false
detections.
UTO
Catenary All trains come to halt in area.
Drivers perform detrainments.
Detrainments managed by Mobile Staff, Runners and Information Assistants.
Passenger self-detrainment maybe necessary under advice from Information
Assistants.
STO
Traffic Control Centre Evacuation
Trains can continue to run with auto signalling mode and
mobile phones used for backup communication.
More difficult as normal operations rely on more TCC systems (remote
diagnostics etc).
More Information Assistants on hand to perform
communications.
STO
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