Positive Train Control in the United States ITC Presentation Positive Train Control... · Positive...
Transcript of Positive Train Control in the United States ITC Presentation Positive Train Control... · Positive...
142,636mi of track as of 2014 (228,217 km)
62,000 mi of dark territory (99,200 km)
70,000approximate mi subject to PTC (112,600 km)
$13B USD PTC Cost for Class 1 railroads
United States Rail Network
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Chatsworth – The Impetusfor PTC
• On Sept. 12th, 2008, a commuter train collided head-on with a freight train in Los Angeles, CA– LA Metrolink EMD F59PH
locomotive with three coach cars, 222 passengers
– U.P. freight with two SD70ACe locomotives and 17 cars
• 25 deaths including the Metrolink engineer. 135 injuries, 46 critical.
Fire crews crawl on a derailed Metrolinkcar as they try to rescue accident victims.
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Rail Safety Improvement Act (RSIA)
• Public outcry for rail safety in the country in wake of accident.
• RSIA 2008 was passed within a month Chatsworth.
• In 2012, FRA determined most railroads would not meet the deadline
[PTC] was a knee-jerk reaction to a tragedy.– David B. Clarke, Director of
the University of Tennessee’s Center for Transportation Research
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Rail Safety Improvement Act (RSIA)Requirements:
1. Reduces shift lengths and increases time off for rail employees to avoid fatigue.
2. Regulations on use of personal electronics by rail employees.
3. Improvements to grade crossing safety.
4. Implementation of nationwide PTC by December 31, 2015.
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CFR 49, 236 Part I –Requirements
• Systems must prevent:– Train-to-train collisions– Overspeed derailments– Unplanned incursions
into work zones– Use of a misaligned
switch
• Systems must achieve FRA type approval
• Systems must provide warning for: – Derails– Mandatory directives– After-arrival mandatory
directives– Movable bridges out of
alignment– Hazard detection
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CFR 49, 236 Part I –Installation
• Systems must be installed by: – Class 1 Railroads
• Defined as Tracks with traffic density of 5M tons per year and/or who transport poisonous inhalants
– Railroads providing intercity passenger service
Capital MetroRail of Austin, TX passes over a Union Pacific Class 1 track
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RSIA PTC Extension• Government
Accountability Office saw most railroads failing to meet PTC deadline (only five companies could meet it provided they did not test their systems first)
• FRA lacked sufficient resources to provide oversight
• FCC required reviews of radio wayside towers, delaying project by a year
• In late 2015, Congress approved extensions to the PTC deadline– Deadline extended to
December 31, 2018 for all railroads
– Deadline extended to 2020 on a case-by-case basis
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Path to PTC Certification asDescribed in CFR 49,
236 Part I• Step 1: PTC Implementation Plan.
– Describes Rail Service– Concept of Operations– Track Miles Subject to PTC– Proposed PTC System– Schedule for Deployment– Agreements with Tenant Railroads
• Step 2: Election to Use a Type Approved System
– I-ETMS– ACSES– ITCS– E-ATC
• or: PTC Development Plan– Description of PTC System– Concept of Operations– Man/Machine Interface– Analysis of System’s Applicability to Parts A
thru G of CFR 236– Hazard ID and Mitigation– MTTHE Analysis
• Step 3: PTC Safety Plan– PTCPVL– Documentation of Variances to Type
Approval or PTCDP– Documentation that the System Complies
with the Type Approval or PTCDP and achieves the required level of safety
– Hazard Log– Risk Assessment of Deployed System– Description of Training Program for all
Crafts Affected by the PTC System– Description of Test Procedures and Test
Equipment Required for System– Description of Configuration Management
for System
• Step 4: System Testing
• Step 5: System Certification of System by the FRA
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• Back Office– Computer-aided dispatching system,
and PTC server• Receives and analyzes data from the field• Authorizes movement based on received
information
Four Elements of PTC
• Onboard– Computer located on the locomotive
• Powers Display for Train Driver• Receives information from Wayside, and in some
systems, from Back Office• Provides supervisory control in the case of an
inattentive or incapacitated Train Driver
Four Elements of PTC
• Wayside– Signaling equipment on or around
the track• Sends status information to the Back Office• Sends status information directly to Onboard• Receives information and enacts blocks and speed
restrictions accordingly
Four Elements of PTC
• Communication Network– Bidirectional network consisting of
Ethernet, Wi-fi, 220 MHZ Radio and 3G/4G Cellular
• Connects the Back Office to the rest of the network
• Wayside may interact on any of the interface types• Onboard may use Radio or Cellular
Four Elements of PTC
Interoperable Train ControlCommitteeInteroperable Train
Control Committee (ITCC)
Original Members: BNSF, U.P. , CSX, and Norfolk Southern
BEFORE PTC: Committee was created to streamline PTC development between shared tracks
AFTER PTC: Created standards for majority of PTC systems, I-ETMS became most-used system
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ITCC Actions to Meet the PTC Mandate
• Formation of Meteorcomm to Provide PTC Data Radios
• Formation of PTC-220, LLC to control the 220 MGHz spectrum and to assure ITCC access to the spectrum
• Development of standards for interoperability
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Roadblocks to Meeting the PTC Mandate
• Development of PTC Radio Software– Joint effort by Meteorcomm and Redhat– Release of Radios delayed until late 2014
• FCC Requirement for Review and Licensing of Towers– Review delayed by lack of resources within the FCC
• Native American Approval of Tower Siting– 6 month impact to deployment of systems
• Lack of Both Physical and Human Resources
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Type Approved PTC Systems
I-ETMS E-ATC ITCS ACSESType Approved – PTC
Interoperable w/Freight - - -Vital (Fail-Safe) -
Location System GPS w/WAAS Not needed GPS w/ differential Transponder
Signal & Switch Information
Wayside from all manufacturers
Wayside from all manufacturers
Wayside from AlstomVirtual Signal Capable
MicroWIU, iVIU, MicroLok
Comm System 220MHz PTC Radio Through-rail 220MHz PTC Radio 220MHz PTC Radio
Back Office Server - -
Dispatch Functions Terminal for TSRs TSRs in Dispatch
Crossing Interface 2018+ -
ProvidersWabtec, Siemens
(Onboard)All (wayside)
Alstom (E-ATC)All (ATC) Alstom Alstom, Siemens,
Hitachi
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• Transits defaulting to I-ETMS due to interoperability requirements/being forced by Class 1s
• Adopted by all Class 1s, including Canadian Railroads operating in the US for interoperability
• Wayside is nearly complete (as of early 2016) for Class 1s, onboard software continues to be refined
• Back Office is unreliable and behind schedule at nearly all projects
• Non-Vital Implementation…concerns from FRA on Vitality/Safety Case – Limits ability to control crossings, operate above 90 MPH, move to Virtual Signaling
Interoperable - Electronic Train Management System
(I-ETMS)
Signal & Switch Onboard AssessmentBack Office
3rd party vital devices provide signal & switch information
Ansaldo, Alstom, Siemens wayside products all have I-ETMS built-in
Communications
220 MHz PTC Radios Spectrum & Radios
owned by 4 US Class 1s - MeteorComm
Wayside Device allows for comm over WiFi, satellite, cellular
Developed by Wabtec or ARINC
Controlled by Wabtec Bundled replacement
of dispatch office is a normal deployment
Moving Map/Graphical Mandatory Directives Dynamic Braking
Curves Non-vital (as of 2016) Non-high speed Implementing
Crossing Activation
Pro: Industry Standard Pro: Feature-rich Pro: Display, Braking Con: Sole Source Con: Unreliable/ not
finished
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I-ETMS – Transit Systems
• ETMS Projects Typically Primed by Parsons or Herzog…act as System Integrator
• Wabtec is subcontractor to prime for Onboard, Back Office and System Engineering
• Wayside provided by Alstom, Ansaldo or Siemens
Denver
North County
METRA
SunrailDART
TRE & TexRail
Sound Transit
MetroLink
NorthernIndiana
MARC
Denver RTD
Wabtec2015
Parsons2015
METRA
Parsons2015
NICTD
Herzog2011
North County
TRETexrailProject
DART
Parsons2010
MetroLink
2016 Project???
Sound Transit
2016 Project
Sunrail
Wabtec2014
MARC
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I-ETMS System Architecture
CAD System GPSSatellites
Onboard Systems
Physical Signals
Movement Authority, Temporary Speed Restrictions & Other Directives
Switch, Signal and Crossing W
PTC Server
220MHz, WiFi, Cellular
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I-ETMS – Freight & SL Systems
Union Pacific
BNSF
Canadian National
CSX
Norfolk Southern
Canadian PacificAlaska
Union Pacific
Wabtec2008-current
Wabtec2008-current
Canadian National
Wabtec2008-current
NICTD
Wabtec2008-currentUsing ETMS
BNSF
Wabtec2008-current
Norfolk Southern
Wabtec2014
Alaska
Wabtec2008-current
Canadian Pacific
• 70% of wayside is complete
• 50% of onboard is complete
• Communication, system integration, back office still remain to complete
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• ATC is traditional Cab Signaling
• E-ATC is Enhanced-ATC…adds temporary & permanent speed restriction enforcement – PTC Compliant
• Simplest and cheapest route for non-interoperable systems, especially those with ATC already installed
• ATC is offered by Ansaldo, Siemens and Alstom…only Alstom has E-ATC Type Approved for PTC compliance
• Advancements in cab signaling technology now allows 20+ speed codes
Enhanced - Automatic Train Control System (ATC)
Signal & Switch Onboard AssessmentBack Office
Signal and switch information conveyed by cab signaling through the rail
Ansaldo, Alstom, Siemens wayside products all have ATC capability
Communications
Through-rail with Cab Signal Generators
No wireless needed to communicate to train
Comm is needed to all wayside signal locations (fiber or wireless)
Speed Restriction control can be integrated into dispatch or standalone terminal
Signal Aspects Speed Limit No map Ultra-Cab II based Simple installation but
limited information
Pro: Simple and inexpensive
Pro: No dispatch change required
Con: Not interoperable Con: Can limit fluidity
w/ speed restrictions
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E-ATC System ArchitectureDispatch Center
WAN
Switch, Signal and Crossing WIUs
Onboard Subsystem
Redundant, Self Healing Fiber WLAN (or Radio-based WLAN)
Cab Signal Speed Codes Injected into Rail at Block Boundaries
Temporary Speed Restrictions and other Mandatory Directives delivered to Servers
Switch, Signal and Crossing WIUs
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Salt Lake City
Capital Metro
Charlotte
TriRail
DCTA
Tri-Met
eBART
E-ATC - Systems
All Aboard Florida (XE-ATC)
SMART
SMART
MRS2014
TBD2016
Capital Metro
MRS2015
Charlotte
MRS2015
Salt Lake City
Alstom2015
DCTA
MRS2014
eBART
MRS2014
TriMet
Alstom2015
AAF
2016 Project
TriRail
• Project values vary greatly due to scope and size
• Alstom is currently only Type-Approved E-ATC system although other Vendors are developing systems
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Signal & Switch Onboard AssessmentBack Office
ElectroLogIXS and ElectroBlox
Ansaldo, Alstom, Siemens wayside products all have ATC capability
Communications
Can use variety of radios
Uses 220MHz TD or PTC radio in US
450MHz, etcinternationally
Speed Restriction control can be integrated into dispatch or standalone terminal
Speed Limit Braking enforcement Vital Ultra-Cab II based Location, Distance to
Target, Target Speed
Pro: Reliable Pro: Solution for
90+MPH w/Xings Con: Not interoperable Con: Sole Source
• ITCS is a wireless PTC system which includes wireless crossing activation
• Type Approved as a PTC solution
• High Speed Operation since 2001…only system capable of 90+ MPH where crossings are present
• Virtual Signaling (ETCS Level 4) implemented in China, Australia, Colombia
Incremental Train Control System (ITCS)
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ITCS System ArchitectureDispatch Center
WAN
TWC - TSOs, Wayside Status Messages, & GPS Corrections to Trains; Block Occupancy Messages from Trains
GPS
Satellites
ITCS Server Location with Base Station Radio
ITCS ServerLocation
Switch, Signal and Crossing WIUs
Communications Key
WLAN - CTC Controls & Indications Between Office & WIUs; Wayside Statuses Between Servers & WIUs
GPS
Onboard Subsystem
Redundant, Self Healing Fiber WLAN (or Radio-based WLAN)
TWCVirtual or Physical Signals
Temporary Speed Restrictions and other Mandatory Directives delivered to Servers
Location & Time Sync
Switch, Signal and Crossing WIUs
GE TSO Computer or Dispatch SW:
TD220, MCC220, WiFi, Cellular, GSM-R
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ITCS System
UP/IDOTX-ITCS
Amtrak Michigan
Line
CalTrainI-ITCS
International
Amtrak Michigan
Alstom1995-2015
China, Australia, Colombia, Venezuela2004-current
International
Alstom2014
CalTrain
Alstom2010-2015
UP / IDOT
• Only system for High Speed Commuter
• Not interoperable with I-ETMS territories
• Freight railroads actively lobbying against ITCS-territory
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Signal & Switch Onboard AssessmentBack Office
Signal and switch information conveyed by cab signaling through the rail and route & signal data through the radios
Wayside available from Alstom, Siemens and Ansaldo
Communications
Through-rail with Cab Signal Generators
Wireless through 220MHz radios
Position & Speed information through passive transponders
Vital Safety Server feeds Temporary Speed Restrictions to Trains
Built by Alstom, Siemens, HItachi
Available from Siemens, Hitachi, Alstom
Speed Limit No map Vital system Includes cab signal,
radio, transponder
Pro: Standard solution in Northeast
Pro: Multiple Suppliers Con: High
Infrastructure Con: Limited
Interoperability
• ACSES is traditional cab signaling augmented by transponders & temporary speed restrictions
• ACSES contains signal, switch, temporary & permanent speed restriction enforcement – PTC Compliant
• Required for interoperability in and around the Northeast Corridor
• Developed in mid-90’s by Alstom, copied by Hitachi, Siemens & Bombardier
Advanced Civil Speed Enforcement System (ACSES)
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ACSES System ArchitectureDispatch Center
WAN
Server Location with Base Station Radio
Switch, Signal and Crossing WIUs
Onboard Subsystem
Redundant, Self Healing Fiber WLAN (or Radio-based WLAN)
TWC
Wayside Transponders Connected to WIUs
Temporary Speed Restrictions and other Mandatory Directives delivered to Servers
Switch, Signal and Crossing WIUs
TD220, MCC220, WiFi, Cellular, GSM-R
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ACSES System
Long IslandMetroNorth
Amtrak
NewJerseyTransit
SEPTA
Long Island
Siemens/Bombardier2015
Alstom2000-2015
Amtrak
Siemens/Bombardier2015
Metro North
Hitachi2015
SEPTA
Parsons2011
NJT
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Benefits of PTC
• Safety– Reduction of collisions, overspeed derailments, and
travel over mis-aligned switches– Enforcement of mandatory directives at level crossings– Future activation of level crossings via PTC beaconing
• Rationalization of Infrastructure– Replacement of wayside equipment at the end of its useful life– Deployment of technology that will allow future retirement of
wayside signals– Future evolution to moving block technology
• Improved Communications Networks– Interoperable protocols allowing sharing of information
between rail authorities• Remote Monitoring and Diagnostics
– Increased bandwidth allowing for monitoring and diagnostic functions
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