Page 89 - 捷運技術 第35期

捷運技術半年刊 第 35 期 95 年 8 月 81

initialization process entails a complete “manual sweep” of the entire region to clear the “blocked
segments”. The sweeping is usually performed by technicians by driving the trains manually
through all segments in the region. This is a very time consuming process and can take a few hours
for a large metro before restoring the operation. This is considered as a major weakness in the
CBTC systems.

The Train Registry System（TRS）within the CITYFLO 650 solution consists of an independent
vital computer that maintains a record of all trains operating within a certain pre-defined area. This
information is communicated to the Automatic Train Protection（ATP）, which then polls and
established communication with all the trains in the system. This obviates the need for any manual
sweeping and the auto operation can be resumed within a very short time, usually a few minutes.

1.4 Greater Capacity

The Automatic Train Operation（ATO）system fully exploits the capacity of the system as the
train travels along the line at a fixed and safe distance from other trains. The ATO ensures smooth
braking and acceleration, resulting in reduced power consumption and wear on the track and
vehicles.

The ATO system also provides precision stopping at platforms, automatic door operation and
the automatic turnback at the terminal stations. The system uses the EBI Screen control room to
provide the metro operator total overview and control of the traffic.
1.5 Availability

CITYFLO 650 provides a fully redundant, ATP and ATO supervised operation to ensure high
availability. The system is also capable to work with a separate fall back capability for metro
operation, with manual train operation, in the unlikely event that the fully automated systems are
inoperable.

1.6 CITYFLO Monitoring System（CFMS）
Another salient feature of the CITYFLO 650 system is its ability to record system data and play
back any event that took place in the system. In case of an incident, the CFMS will ease the
identification of the problem and will help to determine the root cause.

In a live railway, CFMS allows identification of the potential problems even before they occur
and allow preventive actions in order to improve the availability of the system.
The CFMS tool is also used during the initial system start-up to shorten the development effort
and also during factory and field-testing, making it easier and faster to implement and test the
CITYFLO 650 system.
1.7 CITYFLO 650: The System of Choice

CITYFLO 650 is currently in service at the San Francisco, Seattle-Tacoma（SeaTac）and the
Dallas/Fort Worth（DFW）International Airport Automated People Movers.
The system also is working at the South East Pennsylvania Transit Authority（SEPTA）for a
steel-wheel LRT tunnel system, albeit in limited operation until all the drivers are trained on the
system.

In addition, CITYFLO 650 is currently being implemented at London Heathrow Terminal 5
Automated People Mover（UK）and the Yongin EverLine Automated Rapid Transit（South Korea）.
These projects are currently underway and the systems are scheduled for operation in the next two