Gauntlet Tracks, Movable Platform Edges, and Dedicated Station Sidings

UNDERSTANDING OPTIONS OF PASSENGER STATION HORIZONTAL CLEARANCES: GAUNTLET TRACKS, MOVABLE PLATFORM EDGES, AND DEDICATED STATION SIDINGS

Allene Rieger, PE 101 Arch Street, Suite 301 Boston, MA 02110 (857) 453-5531 [email protected]

NUMBER OF WORDS: 2,157

ABSTRACT

One of the issues designers must resolve is the ability to maintain wide load clearances at passenger stations while still complying with level boarding requirements. This paper will discuss and evaluate different methods for providing the required clearances, including dedicated passenger train sidings, gauntlet tracks, and movable platform edges. As many Class 1 railroads do not typically allow installation, there is misconception that gauntlet tracks are no longer being used. Though under development, the AREMA manual does not currently address gauntlet tracks. This paper and presentation will discuss what gauntlet tracks are and the different possible configurations at station platforms. The paper will also highlight what are the benefits and drawbacks of these different options and where they are being used and by whom.

INTRODUCTION

With the rise of congestion on roadways and the growing concern of the environmental impacts of fossil fuels the idea of moving people by rail is increasing. Typically the easiest way to add railroad commuter service is on an existing rail line, but the introduction of level boarding with freight traffic creates conflicts. This paper is going to look at some of the potential options for adding level boarding platforms on existing or new shared use corridors. The three different options that will be discussed are adding a dedicated siding off of a main line, using a gauntlet track, and having a movable edge to connect passengers to the platforms.

DEDICATED SIDINGS

A dedicated siding, for the purpose of this paper, is a track off of a main line with connections into the main line on each end and a level boarding platform. See figure below. MAIN LINE

SIDING

PLATFORM Figure 1: Typical Dedicated Siding Track This is dependent on a number of factors, ho

This is the gold standard for providing passenger service on a shared line, having a siding just for the passenger train makes providing the level boarding easier as freight trains do not need to be considered for clearance, since the track is for passenger service only. This can be located on or off of existing railroad property and have sections of it fenced between the main line and the siding. It also provides operational flexibility because the passenger trains are stopping off of the main line track and, if needed, passenger trains could wait at the station to let other trains pass on the main line. This is an ideal scenario and can be viewed in Lancaster, PA off of the NS main line. PLATFORM There are down sides, as finding a location next to an existing main to build a siding is difficult and expensive especially in densely populated areas. Switches for the siding will typically be power and integrated into a Positive Train Control (PTC) system which is also expensive. Maintenance for additional turnouts and track will be required. These factors make it hard to get enough funding to construct.

Figure 2: Left: Virginia Railway Express (VRE) Broad Run Station looking northeast along platform Right: VRE Broad Run Station looking north from station platform at CSX Main Line (far side of trees)

GAUNTLET TRACKS

Gauntlet tracks happened between existing rails so no frog is needed on the turnout and only shift a train over a couple feet. Therefore able to move a train from its current path without crossing into another track. This is not a new concept and has been around for a long time even if common thought is that it is not used anymore. See Figure 2 below for gauntlet track layout.

A SECTION AA

Figure 3: Plan and Section of a Gauntlet Track A

Operationally why move a train either a little away from a platform or closer to a platform? Unlike the dedicated siding where passenger platforms occur off of the main line, many platforms are located directly adjacent to the main line and encounter mixed use traffic. Operationally having passenger trains stopping on a main line makes moving freight trains at peak commuting hours challenging and can lead to delays in both services if trains need to get through, but that is not addressed in this paper. Instead gauntlets address the level boarding requirements to maintain clearance envelopes between the different equipment and the platform.

As shown in Figure 2, no frog is required when constructing gauntlet tracks only switch sections, so there is less maintenance required. Gauntlet tracks are also designed to use standard AREMA materials with either double tie plates or standard tie plates depending on the offset of the gauntlet track. There is no standard offset used for a gauntlet track as it is dependent upon the equipment used by both the passenger and freight operators.

Figure 4: Typical Picture of a Gauntlet Track at an Amtrak Station in Meriden, CT

The decision of whether the train moves closer to the platform or further away from the platform is effected by many factors. If the majority of the traffic on the line is passenger and the rail line is owned by a passenger service (example Amtrak) the gauntlet track will likely keep the passenger train next to the platform and divert the freight traffic as needed away from the platform on the gauntlet track. In cases where the gauntlet movement is very uncommon (oversized load once a year) the gauntlet is typically installed as hand thrown turnouts and not part of an interlocking. Operation of the gauntlet track would

PLATFORM MAIN LINE most likely occur at times when the passenger service is not running. See Figure 3 for an example.

If the rail line is owned by a freight railroad typically the gauntlet track would handle the passenger service and move the passenger trains closer to the platform. Also because of the frequency of passenger trains, the switches would need to be power. See Figure 4 for examples of passenger gauntlet tracks. It is important to note that some freight rail line do not allow gauntlet tracks on their systems.

PLATFORM 1 GUANTLET 1

MAIN LINE 1

MAIN LINE 2

GUANTLET 2 PLATFORM 2

MAIN LINE 1 MAIN LINE 2

GUANTLET PLATFORM

Figure 6: Passenger Gauntlet Track Configurations

Gauntlet tracks still need to be part of an interlocking as they are still switches even without the frog. Signalization of gauntlet tracks in a relay system is perceived to be a problem. A quick summary of the perceived issue is provided in this paper but for more information can be found on-line with articles dating back to 1911 discussing how to set up the signalization for gauntlet tracks.

Segments of track are broken into circuits. When the train moves into a segment, it shorts out the circuit, de-energizing the relay and therefore causing the signals to report the segment as occupied. This is referred to as shunting the circuit. This can be laid out in many different ways depending on the operators system but the general principle is the same.

Figure 7: Track Signal Segments

Figure 5 shows a layout where a train is located in Segment 3, shown in red, and a notice is given in Segment 2, shown in yellow, so that another train will not proceed into the already occupied Segment 3.

Figure 8: Track Signal Segments Incorrect with Gauntlet

Figure 6 shows a gauntlet track added to the existing system shown in Figure 5. The gauntlet track becomes its own segment, Segment 4 shown in red, as it has switches so it would be its own circuit. When the train is on Segment 4, without adjusting the current system, there is not an understanding of where the train is located. Segment 2, shown as green, would need to tell trains not to proceed into Segment 3 or Segment 4 since they are occupied. Even though Segment 3 and Segment 4 are their own circuits only one train can occupy the location at a time. Therefore the existing signal systems requires adjustment and is more complex in order to accommodate the gauntlet track layout.

Figure 9: Track Signal Segments with Gauntlet

Figure 7 shows how the gauntlet track signalization for a gauntlet track should work. A command needs to be added to the systems to say if Segment 3 or Segment 4 is shunted then Segment 2 needs to tell trains not to proceed. This can be accomplished but it does require making adjustments to the existing system. An additional adjustment also needs to be made to the system needs to indicate which track, Segment 3 or Segment 4, the train will occupy so that the train operator can assess if the train is on the correct track.

MOVABLE PLATFORM EDGES

Another option to address the issue of having a platform on a main line track with the need to accommodate level boarding is having movable platforms that will span the gap between the train and the stationary edge of the platform. These systems see a lot of use in heavy commuter locations. This is also not a new concept, in the New York Subway as early as 1914 moving platform mechanically slid out from the 14th Street platform at car door locations.

Elaborate systems with chain railing that expand as the platform is retracted by a button mounted on a post or simple versions can be found outside of transit systems for level boarding, but it is not common. An issue with these system is that they are not regularly maintained because they are part of a station platform and are not required to have regular maintenance. This leads to the system being out of service and taking a while to be operational again. Figure 10: Brightline level boarding car a with movable platform extension

More commonly found on systems, instead of having a movable connecting ramp come from the platform, they are located off of the rail car. This retractable connection piece is part of the railroad car and therefore maintained when the rail car is serviced providing for more reliability. This method also allows the train to stop anywhere along the platform instead of at a fixed location on the platform.

Movable edge systems that are manually operated are not for the commuter traffic but for the freight traffic. These systems allow for the platform edge to be flipped up (or down depending on the system) to allow for wide load freight traffic to pass but are secured in either position by a removable pin. These sections are not spring loaded and tend to require at least two people to raise and lower, plus flaggers will be needed when the panels are being raised and lowered because the workers will be fouling the track.

There are many movable edge systems, all are similar concept but vary greatly in material. These sections can be made to retrofit existing platform, designed by a consultant or be pre-engineered by a manufacturer. Due to retrofitting of existing platforms and load concerns light weight composite platforms are typically used. Another system the outer portion of the platform edge is constructed of a high-density foam which will break away if impacted with the ability to be replaced if damage. This system damages easily and is not typically replaced often, so it does not come across aesthetically pleasing.

Figure 11 Left: High level platform with composite movable edge Hartford, CT Upper Right: Section photo of Hartford Station Lower Right: Section detail of Hartford Station

CONCLUSIONS

Level boarding platforms located on a dedicated siding provide better operations on the rail line but are typically hard to build in high density urban locations due to property constraints.

Gauntlet tracks provide a solution for level boarding platforms along a main line, but adjustments to signal systems will be required and some railroads do not allow gauntlet tracks on their systems.

Powered movable platform edges are not a common practice and systems seem to be moving towards having the movable portion being handled from the rail car and not the platform.

Manual movable platform edge systems work well in locations with minimal wide load traffic.

ACKNOWLEDGEMENTS

I would like to thank the following people for providing insight and information for this paper, Mark Walbrun, Michael Loehr, AREMA Committee 11, and the Connecticut Department of Transportation.

FIGURES

Figure 1: Typical Dedicated Siding Track Figure 2: Virginia Railway Express (VRE) Broad Run Station Figure 3: Plan and Section of a Gauntlet Track Figure 4: Typical Picture of a Gauntlet Track at an Amtrak Station in Meriden, CT Figure 5: Freight Gauntlet Figure 6: Passenger Gauntlet Track Configurations Figure 7: Track Signal Segments Figure 8: Track Signal Segments Incorrect with Gauntlet Figure 9: Track Signal Segments with Gauntlet Figure 10: Brightline level boarding car a with movable platform extension Figure 11: High level platform with composite movable edge Hartford, CT

Understanding Options of Passenger Station Horizontal Clearances: Gauntlet Tracks, Movable Platform Edges, and Dedicated Station Sidings

Allene Rieger, PE 101 Arch Street, Suite 301 Boston, MA 02110 (857) 453-5531 [email protected] Objective

• Dedicated Sidings

• Gauntlet Tracks

• Movable Edges Dedicated Station Sidings

Passenger Siding

MAIN LINE

SIDING

PLATFORM Dedicated Station Sidings

FREIGHT BYPASS

MAIN LINE

PLATFORM Freight Bypass or Dedicated Track Gauntlet Tracks Gauntlet Tracks - Configurations A

PLATFORM SECTION AA MAIN LINE

GUANTLET

Gauntlet Tracks – Shunting 101

• Can be laid out many different ways • The basic principle remains the same • Segments of track are broken into circuits • When the train moves into a segment: • The circuit shorts, de-energizing the relay • The segment is then reported as occupied Gauntlet Tracks - Signalization

Segment 1 Segment 2 Segment 3 Segment 4 Gauntlet Tracks - Signalization

Segment 4