DOCSLIB.ORG

Centralized Interlocking (CIXL) for Moving Block Research Project

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Centralized Interlocking (CIXL) for Moving Block Research Project • • I U.S. Deportment - of Tro nsportotion ··JU- 4 Federal Railroad RESEARCH RESULTS Administration FRA OFFICE OF RESEARCH, DEVELOPMENT & TECHNOLOGY RR 21-07 | April 2021 CENTRALIZEDC T ZE INTERLOCKINGoc I G (CIXL)ex FOO 0 R M 0 VINGI G BLOCKLOCK RESE EARCHE PROJECTp OJ CT SUMMARY TTCI assessed the feasibility of the proposed From September 9, 2019, to March 8, 2021, the CIXL system in areas such as hardware, Federal Railroad Administration (FRA) software, communications, as well as Reliability, sponsored Transportation Technology Center, Availability, and Maintainability (RAM) Inc. (TTCI), to develop and analyze a concept implications [1]. The feasibility assessment for a centralized interlocking (CIXL) system that indicated that the proposed system should be supports moving block methods of train control, capable of working with the existing technology improves overall availability and maintainability, as well as improving the overall system and satisfies the needs of North American maintainability, resulting in increased system railroads. availability; however, the benefits could be marginal because no hardware simplification is This CIXL system leverages the Quasi-Moving achieved in the field. Thus, the CIXL system Block (QMB) functional architecture [2], the implementation should be analyzed on a intrinsic interlocking performed by Positive Train scenario-by-scenario basis to identify where the Control Exclusive Authorities (PTCEA), and benefits outweigh the costs. train-wayside peer-to-peer communications. Figure 1 presents the QMB architecture with BACKGROUND CIXL. Wayside Status Messages (WSM) handle TTCI identified and researched new methods of time critical communications from wayside to train control that have the potential to enhance trains, relaxing the communication demands railway safety, reliability, and operational between the office and the field as compared to performance while leveraging Positive Train the existing centralized interlocking Control (PTC) technology. architectures. The currently implemented form of PTC Commands-- CTC over ITCM technology, referred to here as Overlay PTC (O- - status PTC), has evolved into three new modes of train control: Enhanced Overlay PTC (EO-PTC), CAOMvmt Quasi-Moving Block (QMB), and Full Moving Authority PTCEA CAO PTCEA PTC Block (FMB). Manager BOS ITCM Alerts PTCEA BOS rollups Both the QMB and FMB concepts use the exclusive non-overlapping movement authority PTCEAs PTCEA to grant movement authority to each Statut train in the territory. Office functions manage the creation and safety validation of the PTCEAs that, because of their non-overlapping property, Figure 1. QMB Architecture with Centralized can perform core interlocking functions. Interlocking (CIXL) U.S. Department of Transportation Federal Railroad Administration RR 21-07 | April 2021 As a spin-off of TTCI’s QMB project, the creation would complement the initial findings. of the current research project was to design the The RFI requested multiple details concept of operations for a CIXL system, in about the solutions including the which the execution of the interlocking functions following: architecture, hardware, is in the office instead of through current software, communications, interfaces, wayside implementations. The motivation for this safety, maintainability, failure modes, change is the potential to leverage core provider experience, and applicability to interlocking functions that will have already been moving block train control methods. implemented in the office as part of QMB as well TTCI analyzed the information received as to eliminate redundant field interlocking in the responses and used it to generate functions. the results and conclusions of the task. 2. Perform an Inventory of Control Point OBJECTIVES (CP) Topologies and Functions. The objectives of this project were to: TTCI reviewed documentation about railroad signaling systems, especially in • Understand the status, direction, and possible applications of the technology areas related to the operations of CPs of existing solutions that implement and field interlocking. Based on this centralized interlocking review, researchers prepared a questionnaire and sent it to the • Identify the variety of configurations of Railroads part of the Advisory Group field interlocking systems in use on (AG) to gather details about those North American railroads today systems that could influence or that • Develop the CIXL system for moving must be included in the concept of a block concept operations and a high- CIXL system. level implementation/migration plan for the deployment of the system The questionnaire included questions about the size of railroad operations, • Assess the feasibility of the proposed control point topologies and functions, CIXL system concept code line systems in use, network operations and failover recovery METHODS process, and the signaling system TTCI completed the following tasks: monitoring and maintenance process. 1. Perform a Technology Survey. TTCI compiled the responses and TTCI identified existing solutions that analyzed them, as well as followed up would implement centralized interlocking with the railroads to clarify or expand the based on publicly available sources, and information in the responses. gathered and analyzed the available 3. Develop a CIXL System Concept of information from those sources. The Operations initial data analysis showed that TTCI developed a CIXL system concept additional details about the solutions of operations that included architecture, were needed for the purpose of the features, functions, failure modes, and a project. high-level implementation plan of the CIXL system. Then, TTCI issued a Request for Information (RFI) to five signaling To define the CIXL system functions, each CP function, identified in the system suppliers with a presence in inventory of the CP functions subtask, North America, to collect additional was individually analyzed to determine details about the identified solutions that RESEARCH RESULTS 2 | Page U.S. Department of Transportation Federal Railroad Administration RR 21-07 | April 2021 whether it could be moved to the office The feasibility assessment indicates that the and how to provide the same proposed CIXL system is attainable both from functionality when implemented in the the hardware and software needs perspectives office. without requiring new technologies to be The high-level CIXL system developed. It also suggests that the CIXL implementation/migration plan describes communication needs should not exceed those the key tasks that need to be performed of Centralized Traffic Control (CTC) over when implementing and deploying CIXL, Interoperable Train Control Messaging (ITCM). and the different approaches that can be selected by a railroad, based on its The qualitative RAM analysis concluded that, specific needs. even though the proposed CIXL solution can 4. Develop a CIXL Feasibility simplify CP software and very likely improve the Assessment. maintainability of system components, resulting TTCI assessed the feasibility of the in overall higher system availability, the proposed CIXL concept. The analysis improvements might be marginal. No reduction included the following: whether the in CP hardware was found to be attributable to proposed concept would result in RAM the CIXL system. improvements; the communication needs of the proposed architecture; the A quantitative RAM analysis is needed to prove potential reduction in costs due to field or discard the benefits of the proposed system, hardware simplification, if any; and especially regarding maintainability of the whether current hardware and software system, since the performed qualitative analysis technologies can satisfy CIXL functional, did not provide incontestable evidence to performance, and safety needs. support or reject the significance of the benefits. CONCLUSIONS The CIXL system implementation should be TTCI based the proposed CIXL system on the analyzed on a scenario-by-scenario basis to concept that the creation of PTCEAs are in QMB identify if the benefits outweigh the with vital interlocking functionality, which grants implementation costs. movement authority directly to trains. It also The scenarios where it is more likely that this will leverages the peer-to-peer communications occur are: between the trains and Wayside Interface Units that broadcast the status of wayside devices • Territories where future changes in track through WSM. configurations are likely. If the changes include CP configuration modifications This architecture allows a train to compare its or additions, it is less costly to PTCEA with wayside conditions and apply the implement the CIXL system while taking most restrictive condition out of the two, relaxing advantage of those required the office–wayside communication demands, as modifications. compared to conventional centralized • New signaled QMB territory or territory interlocking solutions. Researchers identified with greenfield signaling deployments. that the relaxation of office-wayside These territories are candidates for the communication demands as loose office- CIXL system since it is less costly to wayside coupling. implement the CIXL system and QMB together rather than both separately. The two main components of the CIXL system architecture are the Office Component (CIXL-O) • Territory where FMB is or will be and the Field Component (CIXL-F). implemented. These are also candidates for the CIXL system since field the CIXL system is not practical
Load more

Recommended publications
  • ERTMS/ETCS Railway Signalling
    Appendix A ERTMS/ETCS Railway Signalling Salvatore Sabina, Fabio Poli and Nazelie Kassabian A.1 Interoperable Constituents The basic interoperability constituents in the Control-Command and Signalling Sub- systems are, respectively, defined in TableA.1 for the Control-Command and Sig- nalling On-board Subsystem [1] and TableA.2 for the Control-Command and Sig- nalling Trackside Subsystem [1]. The functions of basic interoperability constituents may be combined to form a group. This group is then defined by those functions and by its remaining exter- nal interfaces. If a group is formed in this way, it shall be considered as an inter- operability constituent. TableA.3 lists the groups of interoperability constituents of the Control-Command and Signalling On-board Subsystem [1]. TableA.4 lists the groups of interoperability constituents of the Control-Command and Signalling Trackside Subsystem [1]. S. Sabina (B) Ansaldo STS S.p.A, Via Paolo Mantovani 3-5, 16151 Genova, Italy e-mail: [email protected] F. Poli Ansaldo STS S.p.A, Via Ferrante Imparato 184, 80147 Napoli, Italy e-mail: [email protected] N. Kassabian Ansaldo STS S.p.A, Via Volvera 50, 10045 Piossasco Torino, Italy e-mail: [email protected] © Springer International Publishing AG, part of Springer Nature 2018 233 L. Lo Presti and S. Sabina (eds.), GNSS for Rail Transportation,PoliTO Springer Series, https://doi.org/10.1007/978-3-319-79084-8 234 Appendix A: ERTMS/ETCS Railway Signalling Table A.1 Basic interoperability constituents in the Control-Command
    [Show full text]
  • CBTC Test Simulation Bench
    Computers in Railways XII 485 CBTC test simulation bench J. M. Mera, I. Gómez-Rey & E. Rodrigo CITEF (Railway Technology Research Centre), Escuela Técnica Superior de Ingenieros Industriales, Universidad Politécnica de Madrid, Spain Abstract Due to its safety characteristics, signalling equipment requires a great amount of testing and validation during the different stages of its life cycle, and particularly during the installation and commissioning of a new line or upgrade of an existing line, the latter being even more complicated due to the short engineering periods available overnight. This project aims to develop a tool to reduce the above-mentioned efforts by simulating the CBTC trackside, fulfilling the interfaces between subsystems and elements of these subsystems, and using some real elements. In this way, a testing environment for signalling equipment and data has been developed for the CBTC system. The aims of the project that were set out at the beginning of the development and completed with the present simulator are as follows: Real CBTC equipment trials and integration: CBTC on-board equipment, CBTC Radio Centre, etc. Other signalling elements trials and integration: interlockings and SCCs. CBTC track data validation. In order to achieve these objectives, various simulation applications have been developed, of which the most important are the following: Infrastructure, Automatic trains, Train systems, Planning and Control Desk, etc. This system has been developed, and is currently adding new modules and functionalities, for companies of the Invensys Group: Westinghouse Rail WIT Transactions on The Built Environment, Vol 114, © 2010 WIT Press www.witpress.com, ISSN 1743-3509 (on-line) doi:10.2495/CR100451 486 Computers in Railways XII Systems in the UK and Dimetronic Signals in Spain, which are using it for the new CBTC lines under their responsibility.
    [Show full text]
  • Report on Railway Accident with Freight Car Set That Rolled Uncontrolledly from Alnabru to Sydhavna on 24 March 2010
    Issued March 2011 REPORT JB 2011/03 REPORT ON RAILWAY ACCIDENT WITH FREIGHT CAR SET THAT ROLLED UNCONTROLLEDLY FROM ALNABRU TO SYDHAVNA ON 24 MARCH 2010 Accident Investigation Board Norway • P.O. Box 213, N-2001 Lillestrøm, Norway • Phone: + 47 63 89 63 00 • Fax: + 47 63 89 63 01 www.aibn.no • [email protected] This report has been translated into English and published by the AIBN to facilitate access by international readers. As accurate as the translation might be, the original Norwegian text takes precedence as the report of reference. The Accident Investigation Board has compiled this report for the sole purpose of improving railway safety. The object of any investigation is to identify faults or discrepancies which may endanger railway safety, whether or not these are causal factors in the accident, and to make safety recommendations. It is not the Board’s task to apportion blame or liability. Use of this report for any other purpose than for railway safety should be avoided. Photos: AIBN and Ruter As Accident Investigation Board Norway Page 2 TABLE OF CONTENTS NOTIFICATION OF THE ACCIDENT ............................................................................................. 4 SUMMARY ......................................................................................................................................... 4 1. INFORMATION ABOUT THE ACCIDENT ..................................................................... 6 1.1 Chain of events ...................................................................................................................
    [Show full text]
  • Geographic Signaling System (Geo)
    FIELD REFERENCE MANUAL GEOGRAPHIC SIGNALING SYSTEM (GEO) JULY 2008 (REVISED SEPTEMBER 2018) DOCUMENT NO. SIG-00-05-09 VERSION D Siemens Mobility 700 East Waterfront Drive Munhall, Pennsylvania 15120 1-800-793-SAFE Copyright © 2008-2018 Siemens Mobility, Inc. All rights reserved PRINTED IN THE U.S.A. PROPRIETARY INFORMATION The material contained herein constitutes proprietary and confidential information, and is the intellectual property of Siemens Mobility, Inc., Rail Automation (Siemens) protected under United States patent, copyright and/or other laws and international treaty provisions. This information and the software it describes are for authorized use only, and may not be: (i) modified, translated, reverse engineered, decompiled, disassembled or used to create derivative works; (ii) copied or reproduced for any reason other than specific application needs; or (iii) rented, leased, lent, sublicensed, distributed, remarketed, or in any way transferred; without the prior written authorization of Siemens. This proprietary notice and any other associated labels may not be removed. TRANSLATIONS The manuals and product information of Siemens Mobility, Inc. are intended to be produced and read in English. Any translation of the manuals and product information are unofficial and can be imprecise and inaccurate in whole or in part. Siemens Mobility, Inc. does not warrant the accuracy, reliability, or timeliness of any information contained in any translation of manual or product information from its original official released version in English and shall not be liable for any losses caused by such reliance on the accuracy, reliability, or timeliness of such information. Any person or entity that relies on translated information does so at his or her own risk.
    [Show full text]
  • 11 /2015 November 1 € 22 1 C 11 180
    11 /2015 November 1 € 22 1 C 11 180 www.eurailpress.de/sd Rail Signalling and Telecommunication • INSTANDHALTUNG • SICHERHEIT • ETCS Deutliche Effizienzsteigerung GFR 2000: Eine Lösung zur The implementation of durch den Einsatz von Gefahrenraumfreimeldung an ETCS Level 1 in the mobilen Anwendungen Bahnübergängen Slovenian sector of Corridor D • Satellite-based train control systems Cost efficiency analysis of the satellite based train control system 31nSat in Germany Benedikt Seheier / Anja Bussmann / Florian Brinkmann / Uwe Wendland DB Netz AG is aiming at cost effective several international project partners the highest comparability with the oth­ alternatives to conventional train con­ are involved, including DB Netz AG and er systems that have no sophisticated trol systems on low density lines. For the German Aerospace Center (DLR). fall-back technology), this purpose, the cost efficiency of the The project's work plan comprises sev­ • ERTMS-Regional, (a cost-reduced 31nSat system - a satellite-based plat­ eral work packages regarding nation­ variant of ETCS Level 3 for region­ form for train protection - is analysed al scenarios of a number of countries. al lines without conventional lineside by comparing the net present value of Besides the economic assessment, the signals and without track-side train equipment cost for 31nSat with the al­ German scenario includes a compari­ detection) and ternative systems ERTMS-Regional, son of the system's functionalities with • Germany's common conventional sig­ ETCS Level 2 without lineside signals the operational procedures and require­ nalling system (the so-called Ks-Sys­ and conventional signalling. From the ments of the German rail system. From tem).
    [Show full text]
  • Integration of a Mechanical Interlocking Lever Frame Into a Signalling
    MRes in Railway Systems Engineering and Integration College of Engineering, School of Civil Engineering University of Birmingham Integration of a Mechanical Interlocking Lever Frame into a Signalling Demonstrator By: Mersedeh Maksabi Supervisor: Prof. Felix Schmid DATE SUBMITTED: 2013-10-30 University of Birmingham Research Archive e-theses repository This unpublished thesis/dissertation is copyright of the author and/or third parties. The intellectual property rights of the author or third parties in respect of this work are as defined by The Copyright Designs and Patents Act 1988 or as modified by any successor legislation. Any use made of information contained in this thesis/dissertation must be in accordance with that legislation and must be properly acknowledged. Further distribution or reproduction in any format is prohibited without the permission of the copyright holder. Preliminaries Executive Summary Railway signalling has experienced numerous changes and developments, most of which were associated with its long evolutionary history. These changes have occurred gradually from the earliest days of the railway industry when fairly safe distances between the trains were controlled by signalmen with their rudimentary tools to multiple aspects colour light signalling systems and complicated operating systems as well as computerised traffic information systems. Nowadays signalling technology is largely affected by the presence of high performance electromechanical relays which provide the required logic on one hand and securely control the train movement on the other. However, this kind of control system is bulky and requires large space to accommodate. Therefore, such a technology will be expensive as it requires intensive efforts for manufacturing, installation and maintenance.
    [Show full text]
  • Federal Railroad Administration Office of Railroad Safety Accident and Analysis Branch
    Federal Railroad Administration Office of Railroad Safety Accident and Analysis Branch Accident Investigation Report HQ-2013-13 Union Pacific (UP) Chafee, MO May 25, 2013 Note that 49 U.S.C. §20903 provides that no part of an accident or incident report, including this one, made by the Secretary of Transportation/Federal Railroad Administration under 49 U.S.C. §20902 may be used in a civil action for damages resulting from a matter mentioned in the report. U.S. Department of Transportation FRA File #HQ-2013-13 Federal Railroad Administration FRA FACTUAL RAILROAD ACCIDENT REPORT TRAIN SUMMARY 1. Name of Railroad Operating Train #1 1a. Alphabetic Code 1b. Railroad Accident/Incident No. Union Pacific Railroad Company UP 0513SL011 2. Name of Railroad Operating Train #2 2a. Alphabetic Code 2b. Railroad Accident/Incident No. BNSF Railway Company BNSF SF0513118 GENERAL INFORMATION 1. Name of Railroad or Other Entity Responsible for Track Maintenance 1a. Alphabetic Code 1b. Railroad Accident/Incident No. Union Pacific Railroad Company UP 0513SL011 2. U.S. DOT Grade Crossing Identification Number 3. Date of Accident/Incident 4. Time of Accident/Incident 5/25/2013 2:35 AM 5. Type of Accident/Incident Side Collision 6. Cars Carrying 7. HAZMAT Cars 8. Cars Releasing 9. People 10. Subdivision HAZMAT Damaged/Derailed HAZMAT Evacuated Chester 11. Nearest City/Town 12. Milepost (to nearest tenth) 13. State Abbr. 14. County Chafee 131.1 MO SCOTT 15. Temperature (F) 16. Visibility 17. Weather 18. Type of Track 50 ̊ F Dark Clear Main 19. Track Name/Number 20. FRA Track Class 21.
    [Show full text]
  • Positive Train Control (PTC)
    Positive Train Control (PTC) Positive Train Control Safety is Amtrak’s top priority. Amtrak is a leader in the installation of Positive Train Control (PTC), a safety technology designed to match train speed to track conditions for improved safety. Positive Train Control provides an added layer of safety. Installation and maintenance of PTC is the responsibility of the railroad that controls the track. Amtrak Infrastructure In December 2015, Amtrak activated PTC on track between New York and Washington, D.C., completing installation on most Amtrak-owned infrastructure on the Northeast Corridor (NEC) spine. PTC has been installed between Boston and New Haven since 2000. The only exceptions are seven miles, all of which are located in or adjacent to terminal areas where trains move slower and automatic train control systems are in service. Of note, Amtrak is not responsible for installing PTC on the following segments of the NEC which it doesn’t control, between New York and Boston: Harold Interlocking east of New York Penn Station is the responsibility of the LIRR, and Metro-North Railroad is responsible for the 56 mile New Rochelle-New Haven segment owned by the states of New York and Connecticut. In early 2016, Amtrak activated PTC on the 104-mile Harrisburg Line. Amtrak has also installed and is operating PTC along the 97 miles of track it owns in Michigan and Indiana, where PTC was introduced in 2002. Amtrak is working on installation of PTC on other lines, including the 60 mile Springfield line (where a major double-tracking project funded by the state of Connecticut is underway), the 105 mile Hudson line between Poughkeepsie and the Schenectady area (leased by Amtrak), and the 135 mile Dearborn-Kalamazoo segment of the Michigan line owned by Michigan, as well as the Chicago Union Station terminal areas.
    [Show full text]
  • Chapter 5 Signals
    CALTRAIN DESIGN CRITERIA CHAPTER 5 – SIGNALS CHAPTER 5 SIGNALS A. GENERAL When the Southern Pacific Railroad (SP) owned and operated the Caltrain corridor, the signal system had been designed based on the mixed operation of freight and passenger trains. The signal system spacing was based upon single direction running, with braking distances for 80 Ton per Operative Brake (TPOB) freight trains at 60 MPH (miles per hour). The Santa Clara, College Park, Fourth Street, and San Jose operators' positions were consolidated into a single dispatch center, with Centralized Traffic Control (CTC) from Santa Clara (Control Point or CP Coast) to CP Tamien. San Francisco Control Points, namely Fourth Street, Potrero, Bayshore, and Brisbane were operated as Manual Interlockings under the control of the San Jose Dispatcher with bi-directional automatic block signaling between Fourth Street and Potrero, and single direction running between control points from Potrero southward. After State Department of Transportation (Caltrans) completed the freeway I-280 retrofit, bi- directional CTC was in effect between Fourth Street and Bayshore. Between 1992 and 1997, signal design was performed by various designers, as a by product of third party contracts on the railroad. There was little consistency between projects, and little overview as to how the projects tied together, and how they would fare with future projects. In 1997, the Caltrain's two signal engineering designers, and the contract operator developed the Caltrain Signal Engineering Design Standards. The new standards have become one of migration. 1.0 SIGNAL SYSTEM MIGRATION The migration of the Caltrain Signal System was defined as follows: a.
    [Show full text]
  • GN Replaces Semaphores with Color Light Signals
    296 RAILWAY SIGNALING Vol. 21, No.8 other cause, the counter-electromotive force generated in the secondary circuit IS sufficient to cause the relay Interlocking hOllle sigftal 011 to open, thus opening the circuit to the electro-pneu­ terminal matic valve. When the train has stopped, in order to effect a release of the device, it is necessary, first, to place the brake valve in lap position, second, to move the fore­ stalling valve to the forestalling position, which restores the electrical part of the apparatus to normal, picking up the electro-pneumatic valve and third, to get out on the grouud to operate the release cock to the reset posi, tion, allowing it to remain there for several seconds, after which time the pressure is restored to the face of the piston of the application slide valve. moving it to the normal position and restoring the de"ice to normal. The release cock may then be placed normal, after which the brakes may be released in the usual manner and the train proceed without restriction. If the reset cock is left, by design or neglect, in the reverse position, the face of the piston controlling the application valve will be again vented to atmosphere when the brake valve handle is moved to the running or release positions so that the apparatus will not assume the clear position. I f the enginoman is a.lert, and desires to avoid an automatic stop at a signal di'playing an "approach" or G. N. Replaces Semaphores "stop then proceed" indication, he may operate the fore­ stalling valve which permits air to pass fro111 the fore­ stalling reservoirs to the diaphragms of the pneu With Color..Light Signals matic forestalling relay.
    [Show full text]
  • Railway Signalling and Interlocking with Enhance Safety System Using PLC and SCADA
    Journal of Electrical and Power System Engineering Volume 5 Issue 1 Railway Signalling and Interlocking with Enhance Safety System using PLC and SCADA Gaurav Kothari1*, Prof. M.P.S Chawla2* 1ME Student, 2 Associate Professor 1,2Department of Electrical Engineering 1,2Shri G.S Institute of Technology &Science, Indore, Madhya Pradesh, India Email: [email protected], [email protected] Abstract The paper illustrates a design of railway signalling and interlocking with enhanced safety system using PLC and SCADA. The Indian railway is considered as the largest railway network in Asia, but there are few drawbacks which can be rectified by using railway signalling and interlocking system. In Indian railways, signalling and interlocking process is not completely au tomated, but being still managed by railway employees. During train crossing, there are ample works which are required by human interference, which causes problems in railway interlocking system like delay, collision, chain pulling, and passenger security etc. Hence, these problems can be solved by applying PLC and SCADA. The main task of interlocking is to provide a route request at suitable managing points and signals, which will not cause any collision. The proposed work are dependent on PLC, which are capable of performing signalling and interlocking process automatically which can even be changed, corrected and observed by using SCADA system, resulting in reduction of human involvement. Keywords: Interlocking, Signalling, Shunting, PLC, SCADA, RS-232. INTRODUCTION The second type of control room is larger In Indian railway signalling system, the than the first type of control room in which interlocking signal system helps to control many stations can be seen simultaneously collision condition through management of and controlled.
    [Show full text]
  • GENERAL 1.1 Description of Work This Project Provides For
    SECTION 01010 SUMMARY OF WORK PART 1 – GENERAL 1.1 Description of Work This project provides for the modernization and technology re-fresh of the existing, discrete phase selective track circuits on SEPTA’s Railroad Division’s, two (2) track, West Chester Line with new solid state electronic track circuits (ETC’s). These electronic track circuits shall be configured for cut-sections and end-of-siding (interlocking) operations. The scope of the tech refresh shall be from and not including Arsenal Interlocking (track circuits 301 and 302) to and Including Elwyn Interlocking. In addition, this scope shall include, but not be limited to the retirement of wired circuitry to the extent as directed by the SEPTA Project Manager and shall include: retirement of automatic colorlight signals (not including Interlocking signals), retirement of the signal lighting circuits, traffic line circuits, cab applications circuits, track cab signal code rate circuits, etc which shall be converted into software equations and driven by the ETC’s. The ETC’s shall be configured and provided to support those locations shown on the drawing “Arsenal to Elwyn, Automatic Signals, Signal Spacing Diagram, Sh’s 1 and 2” for which there are two track automatic signal locations and Interlocking locations. The new ETC’s shall form the basis of a new cab signals with no waysides and the cab signal four aspect, code rate progression shall remain the same. The ETC’s shall interface to the existing vital relays, 12 DC power supplies, impedance bonds and 2 conductor No. 6 twisted track wires. The locations circuit drawings shall be provided to the successful bidder at the time of Notice To Proceed.
    [Show full text]