Maryland Area Regional Commuter (MARC)
PTC Implementation Plan (PTCIP)
April 15July 26, 2010 Initial SResubmittal Revision 1.12
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
Maryland Area Regional Commuter Service PTC Implementation Plan
REVISION HISTORY
Date Revision Description Author 4-13-10 1.0 Initial Submittal D. Sandala 4-15-10 1.1 Updated MARC/CSXT LOU & CSXT IP D. Sandala Section 5.0 7-226-10 1.2 Updated to incorporate resolution of FRA W. Shannon Enclosure 1 comments in Approval with Conditions (Docket No. FRA-2010_0038)
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Maryland Area Regional Commuter Service PTC Implementation Plan Table of Contents 1 Overview ...... 1 2 Organizational Relationships ...... 1 3 Technology Utilized (49CFR236.1011(a)(1)) ...... 4 4 Compliance (49CFR236.1011(a)(2)) ...... 5 5 Interoperability (49CFR236.1011(a)(3)) ...... 6 6 Risk Mitigation (49CFR236.1011(a)(4)) ...... 7 7 Implementation Sequence (49CFR236.1011(a)(5)) ...... 7 8 Rolling Stock (49CFR236.1011(a)(6)) ...... 8 9 Wayside Devices (49CFR236.1011(a)(7)) ...... 109 10 Mainline Track Identification (49CFR236.1011(a)(8)) ...... 119 APPENDIX 1 – AMTRAK Documents ...... 1210 1. MARC-AMTRAK LETTER OF UNDERSTANDING ...... 1311 2. [OPEN] ...... 1715 3. [OPEN] ...... 1816 4. [OPEN] ...... 1917 5. [OPEN] ...... 2018 APPENDIX 2 – CSXT Documents ...... 2119 1. MARC-CSXT LETTER OF UNDERSTANDING ...... 2220 2. CSXT PTCIP (EXHIBIT A, SECTION 5.0 INTEROPERABILITY REQUIREMENT) ...... 2523 3. NOTICE OF PRODUCT INTENT: V-ETMS ...... 3028 4. [OPEN] ...... 3331 5. [OPEN] ...... 3432
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1 Overview
This document is a submittal of the Positive Train Control Implementation Plan (PTCIP) for the Maryland Area Regional Commuter (MARC) train service.
Maryland Area Regional Commuter (MARC) is a commuter rail service operated by the Maryland MTA. The MARC system is a tri-state commuter rail operation serving Maryland, West Virginia, and the District of Columbia with 42 stations along 202 miles of track. MARC provides service along three lines: the Penn, the Camden, and the Brunswick – including the Frederick Branch.
The management organization for Maryland MTA MARC Train and Commuter Bus Services is presented in Figure 1, below.
Service along each line is shown in Figure 2 and is described later in Section 2.
MARC Train & Commuter Bus Services
John Hovatter Director
Karen Orner Director's Administrative Assistant
Glenn Saffran Deputy Director
Rex Springston Donna Walsh Harry Anderson Courtney Schenkle Dave Ricker Tim Norris Chief Mechanical Officer Chief Communications Officer Chief Facilities Maintenance Chief Budget Manager Chief Transportation Officer Chief Transportation Officer MARC MARC / Commuter Bus MARC / Commuter Bus MARC Commuter Bus
Norris Walker Willie Minnick Asst. Chief Transportation Officer Assistant Chief Mechanical Officer MARC MARC Figure 1 - Organization Chart
2 Organizational Relationships
MARC owns the rolling stock used for revenue service, but contracts out the operation and maintenance of that equipment. CSXT Transportation maintains the diesel locomotives for all three lines. Amtrak operates and maintains the fleet's electric locomotives and is also responsible for all trailer and cab car maintenance.
MARC operates as a tenant railroad on both Amtrak and CSXT track. Amtrak is the host railroad for service operated over the Penn Line. CSXT is the host railroad for service operated on the Camden and Brunswick Lines, with the exception of 3.2 miles of the Frederick Branch, which MARC owns. MARC has worked closely with both host railroads to ensure that the
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Maryland Area Regional Commuter Service PTC Implementation Plan implementation of appropriate on-board equipment will result in rolling stock equipped for operation on PTC enabled track.
Service along the three lines, illustrated in Figure 2, is as follows:
Penn Line The Penn Line runs between Perryville, Maryland and Union Station in Washington, D.C., serving a total of 13 stations. Penn Line trains are operated by Amtrak on an electrified line, using mostly electric locomotives during peak hour operations. For midday operations, shorter, diesel locomotive-hauled train sets from the Brunswick Line are used for operation of the Penn Line service. This provides seating capacity that better matches passenger demand and allows the Penn Line equipment to be serviced mid-day. MARC’s Penn Line service operates in mixed freight, commuter, and intercity rail traffic. Penn Line trains run between 4:40 A.M. and 11:27 P.M., with a total of 47 revenue trips.
Camden Line The Camden Line serves 12 stations between Baltimore City and Washington, D.C. The service is operated by CSXT Transportation, using diesel locomotives, sharing tracks with freight. The Camden Line runs between 5:10 A.M. and 8:50 P.M., with nine trains providing service in the morning peak, and nine trains running in the evening peak. No midday service is provided on the Camden Line.
Brunswick Line (to Martinsburg) The Brunswick Line operates between Martinsburg, West Virginia and Washington, D.C. It serves a total of 17 stations and is operated by CSXT Transportation using diesel locomotives. The diesel-powered service shares the tracks with both freight and Amtrak intercity passenger rail traffic. The Brunswick Line operates between 5:00 A.M. and 9: 14 P.M., running six trains in the morning peak, one train during the midday on Friday only, and six trains during the evening peak.
Frederick Branch - (Frederick Line) The Frederick Branch at the end of the Frederick Line operates between Frederick, Maryland and Washington, D.C., serving 14 stations: Frederick, Monocacy, and 12 stations on the Brunswick Line. Service on the Frederick Line follows 3.2 miles of the MTA-owned Frederick Branch and 10 miles of CSXT’s Old Main Line before joining the Brunswick Line to Washington just east of MARC’s Point of Rocks Station.
Service is operated by CSXT with diesel-powered equipment. Hours of operation are from 5: 12 AM. to 8:07 P.M. The service shares the tracks with freight on the entire route, as well as Amtrak intercity passenger rail traffic on the Brunswick Line. There are three A.M. trains inbound to Washington D.C., and three P.M. trains outbound to Frederick each weekday. No midday or reverse peak trains are operated on the Frederick Branch.
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Figure 2 - MARC System Map
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3 Technology Utilized (49CFR236.1011(a)(1))
MARC has met with both of its host railroads, Amtrak and CSXT, and been informed that the PTC technology identified for implementation on MARC territory is as follows:
On the Penn Line, as with the entire North East Corridor (NEC), Amtrak will be completing its installation of its Advanced Civil Speed Enforcement System (ACSES). Once ACSES is fully deployed on the NEC segment between Washington DC and New York City (Amtrak is projecting an ACSES wayside installation completion date for the entire NEC, of December 31, 2012), all trains that are not, at a minimum, equipped with a PTC system and/or a cab signal system will be excluded from that portion of the NEC.
MARC has been advised that, in the week ending April 9, 2010, Amtrak had sent a Request for Expedited Certification and Type Approval for ACSES use on the NEC to the FRA, in lieu of submitting a PTCDP, a NPI or both. MARC hereby refers to that same request from Amtrak for our use of ACSES as the PTC system that will be installed on our electric locomotive fleet (HHP-8 and AEM-7) for operation and dispatch on the NEC.
On the Camden and Brunswick Lines, CSXT will be implementing a PTC system called Vital Electronic Train Management System (VETMS). Details regarding the implementation of VETMS and its operation are included in CSXT’s PTCIP, a portion of which is included in APPENDIX 2 of this document.
On the Brunswick Line’s Frederick Branch, MARC will be implementing VETMS, making it compatible with the remainder of the Brunswick Line. By agreement between the two railroads, details regarding the implementation of VETMS on the Frederick Branch are included in CSXT’s PTCIP. MARC will be responsible for contracting out the installation of the necessary VETMS wayside apparatus on the Frederick Branch, and will coordinate that installation with CSXT.
The MARC PTC system will implement the functional requirements of the Host railroads (Amtrak and CSXT) and FRA Rule 236.1005 listed below as a minimum:
1. Protects roadway workers from unauthorized train incursion in established work zones by enforcement unless properly authorized by the Employee-in-Charge (EIC);
2. Verifies safe train authority generation by a dispatcher or other system;
3. Ensures safe and correct transmission, reception and interpretation of digital authority, Temporary Speed Restriction (TSR), form, and bulletin information between the Dispatcher and Train Crew; using the PTC onboard equipment as a vital Formatted: Font: 8 pt, Bold, Do not check authority processing device. spelling or grammar
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4. Maintains train separation by enforcing authority limits established according to mandatory directives, monitored devices, block design, wayside signaling, cab signaling, operating rules and dispatcher instructions;
5. Minimizes derailments by enforcing speed limits represented by civil speed restrictions, signal aspect, Bulletins, movement authority, and/or dispatcher instructions;
6. Reduces exposure to human hazards such as unsafe train movement, excessive speed, failure to stop, etc. that are caused by the train crew, through the off-line implementation of training, rules, procedures, and operating manuals for use of PTC;
7. Detects the presence of trains, steel wheeled equipment and track defects using vital track circuits.
8. Warns and prohibits trains from entering a track block protected by restrictive signal aspect, opposing/conflicting authority, established vital track blocks, and permitting movement only if the switch is aligned and locked in the correct position for the train;
9. Monitors and transmits to the PTC wayside and central safety servers the status of the onboard PTC equipment regarding train speed limit compliance and authority compliance, as well as the occurrence of authority violations, enforcement actions, or critical alarms and events.
4 Compliance (49CFR236.1011(a)(2))
As a tenant railroad, MARC defers to the contents and requirements of the PTC Safety Plans (PTCSPs), PTC Development Plans (PTCDP) submitted by the Host railroads it operates over, Amtrak and CSXT. Additionally MARC refers to the Notice of Product intent (NPI) to be filed by CSXT and the Request for Expedited Certification and Type Approval submitted by Amtrak.
In lieu of the concurrent or prior filing of a PTCDP document with this PTCIP document, MARC has elected to refer to Amtrak’s Request for Expedited Certification and Type Approval for the use of ACSES on the NEC and provide a NPI for the use of VETMS on CSXT, per the provisions of the 49CFR236.1009(c). The CSXT VETMS NPI is included in APPENDIX 2-Item 3. The Request for Expedited Certification and NPI will provide sufficient information to demonstrate that MARC will be installing fully compliant PTC systems which is based on vital principles and established field history, with a pending Type Approval per the provisions of 49CFR236.1009(b) and 236.1013. If any modifications from the Type Approved product base are identified, they will be addressed in a PTCDP that may be required for the MARC PTC system.
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5 Interoperability (49CFR236.1011(a)(3))
RAILROAD AGREEMENT PROVISIONS RELEVANT TO INTEROPERABILITY
Letters of Understanding (LOU) between MARC and the Host railroads, Amtrak and CSXT, have been included in the appropriate appendices (APPENDIX 1-Item 1 and APPENDIX 2-Item 1)
TECHNOLOGIES APPLICABLE TO INTEROPERABILITY
The VETMS equipment to be implemented on CSXT territory and on the MARC vehicle fleet is to be, according to the OEM supplier and as detailed in CSXT’s PTCDP, capable of at least 110 mph and is based on GPS positioning and radio-communication. The ACSES equipment, installed on the NEC is capable of operation up to 150 mph, in comparison, and is more infrastructure-intensive, utilizing transponders installed in the tracks and antennas on the vehicles in addition to radio communication. Many freight operators have chosen to equip their locomotives with VETMS rather than ACSES, as a significant portion of their operations can be in dark territory. These two separate and distinct systems to be implemented on Amtrak and CSXT territory are not interoperable from the perspective of the vehicle apparatus.
In order to continue to allow freight operation on the NEC, Amtrak, in conjunction with CSXT, will be installing VETMS radio transmitters along the wayside of the NEC. VETMS-equipped trains will be able to move onto the NEC once they have received the necessary traffic and permanent speed restriction information, as well as any temporary speed restrictions.
MARC has developed a plan for the installation of on-board PTC equipment to ensure that the majority of its equipment will be operable on all MARC routes.
PTC Deployment Plan: With the completed installation of VETMS capability on the NEC, it will afford MARC the flexibility to operate their VETMS-equipped rolling stock on the NEC. Therefore, MARC will have VETMS installed on all of its diesel locomotives (their new MP36 fleet and the remaining portion of their GP39 fleet) and all of its cab control cars, thus allowing those vehicles to operate on any of MARC’s routes. Along with the installation of VETMS on the GP39 diesel locomotives and all of the cab cars, these vehicles all must also be upgraded to 9- aspect cab signal to be able to operate on the NEC once Amtrak has deployed ACSES.
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MARC already has 9-aspect cab signal equipment and ACSES installed on its six HHP-8 electric locomotives; its 4 remaining electric AEM-7 locomotives are currently equipped with 9-aspect cab signal equipment, but will require the installation of ACSES. The electric locomotives will only operate on Amtrak’s NEC.
6 Risk Mitigation (49CFR236.1011(a)(4))
Onboard systems shall be installed on MARC rolling stock before the date required of equipped operation as dictated by the Host railroads. Additionally, as it is envisioned, due to MARC’s operation, the locomotives and cab control cars will be outfitted with ACSES, V-ETMS and/or 9-aspect cab signaling equipment in a specific sequence, as detailed in Sections 7 and 8 of this document.
If it is determined, from discussions with the Host railroads that MARC operates over, one area or track segment will be implemented with PTC before another, due to the Host railroads’ Risk Assessment, MARC will work with the Host railroads to adjust its onboard PTC installation accordingly.
7 Implementation Sequence (49CFR236.1011(a)(5))
Wayside and back-office implementation will be performed by the Host railroads, Amtrak and CSXT. MARC will hire a contractor for the installation of the wayside interface units and radio transmitters on the 3.2 mile, MARC-owned Frederick Line.
The MARC controlled installation of the VETMS wayside apparatus on the Frederick Line will be in conjunction with CSXT’s PTCIP of the VETMS on the Brunswick Branch. CSXT has advised MARC that six (6) WIU’s and one radio installation will be required for this branch line.
Furthermore, to the best of its ability, MARC will try and coordinate with CSXT the installation of the necessary WIU’s and radio installation on the Frederick Branch so that it can follow or be concurrent with their installation of VETMS on the CSXT’s Old Main Line, between Point of Rocks and Frederick Junction.
The onboard systems shall be installed on the MARC rolling stock before the date required for equipped operation as put forth by the Host railroads, including the MARC- owned Frederick Line.
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8 Rolling Stock (49CFR236.1011(a)(6))
To achieve compliance with PTC requirements and the wayside equipment installed by itself and the host railroads, MARC will be installing onboard PTC equipment on the following vehicles: Vehicle 2010 Vehicle PTC Equipment Cab Signal Road Numbers Type Count Equipment Deployment Plan Cab (Control) Coaches MARC IIa 11 7745-7751, 7753-7756 VETMS Upgrade to 9- aspect cab MARC IIb 6 7757-7762 VETMS Upgrade to 9 aspect cab MARC III 14 7845-7854, 7855-7858 VETMS Upgrade to 9- aspect cab Diesel Locomotives GP-39H2 4* MARC 70-75 VETMS Upgrade to 9- (2 to retire) aspect cab MP-36 26 MARC 10-35 VETMS Currently [these unit are being [ACSES will be equipped with manufactured with removed] 9-aspect cab ACSES] Electric Locomotives AEM-7 4 MARC 4900-4903 ACSES Currently equipped with 9-aspect cab HHP-8 ** 6 MARC 4910-4915 ACSES Currently [already equipped] equipped with 9-aspect cab * held for emergency/growth, not active service ** these units are already PTC compliant
MARC’s Chief Mechanical Officer (CMO) will hold responsibility for PTC implementation and schedule adherence. The CMO will provide progress reports as required by 49 CFR 236.1006 (b)(2). MARC’s schedule for installing compliant PTC systems is based on two main considerations: 1) Locomotives that operate on the most utilized routes will take priority. 2) The host railroad’s schedule for installation and implementation of the PTC system infrastructure. The specific goals for the progressive implementation of onboard equipment and the deployment of PTC-equipped locomotives are as follows:
1) The ACSES deployment on Amtrak’s NEC (MARC’s Penn Branch) is planned to be completed by the end of 2012. MARC’s annual passenger ridership for this portion of their service is over 70% higher than that for the Brunswick and Camden Branches combined (based on 2008 ridership). MARC operates two types of electric locomotives
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exclusively on the NEC, the HHP-8 and the AEM-7. The HHP-8 electric locomotives are already equipped with 9-aspect cab signal and ACSES. Considering these factors, MARC will begin by installing ACSES PTC equipment on the AEM-7 electric locomotives. Installation is scheduled to begin in July, 2011 with testing completed in November, 2011. With this approach, MARC’s 10 electric locomotives, which account for 14.1% of its affected fleet, will be fully compatible when Amtrak ACSES deployment is complete, providing enhanced PTC protection for its heaviest usage branch.
2) The 14 MARC-III Cab Cars’ installation is scheduled next. The MARC III cars operate on the NEC with the HHP-8 and AEM-7 locomotives, as well as the Brunswick and Camden Lines. For this reason the MARC-III cars will be equipped with the VETMS PTC system and upgraded to 9 aspect cab signal. Installation is scheduled to begin in July, 2012 with testing completed by March, 2013. This schedule provides for operational testing and implementation to begin with the activation of wayside and back office equipment. Once activated 33.8% of the affected fleet will be fully compatible with the host railroads’ PTC infrastructure, in which they operate.
3) The MP-36 locomotives are scheduled for installation to begin in July, 2012 with testing completed in September, 2013. The 26 MP-36 locomotives operate over the entire MARC system. They are currently equipped with ACSES and 9-aspect cab signal. ACSES will be removed and VETMS will be installed to maintain PTC compatibility throughout MARC’s system. Once completed 70.4% of the affected fleet will be completed and ready for operational testing and implementation.
4) The 17 MARC II Cab Cars will have VETMS installed and an upgrade to 9 aspect cab signal. Installation and upgrade is scheduled to begin in February, 2013 with testing completion scheduled for November, 2013. The MARC II Cab Cars operate throughout the entire MARC system and the VETMS PTC installation provides the required system wide compatibility. Once implemented 94.4% of the affected fleet will be completed and ready for operational testing and implementation.
5) Lastly, MARC has scheduled to have VETMS installed and have an upgrade to 9 aspect Formatted: Space After: 10 pt, Line spacing: Multiple 1.15 li, Numbered + Level: 1 + cab signal on 4 GP-39 locomotives. These GP-39 locomotives are held for emergency Numbering Style: 1, 2, 3, … + Start at: 1 + growth and not in active service. They will be equipped to operate over MARC’s entire Alignment: Left + Aligned at: 0.25" + Indent at: 0.5", Widow/Orphan control, Adjust space service area. Installation is schedule to start in August, 2013 with testing completed in between Latin and Asian text, Adjust space between Asian text and numbers, Tab stops: October, 2013. With the completion of the GP-39 installation and upgrade, 100% of the Not at 3.5" + 5.5" affected fleet will be completed and ready for operational testing and implementation.
As the ACSES deployment on Amtrak’s NEC (MARC’s Penn Branch) is planned to be completed by the end of 2012 and MARC’s annual passenger ridership for this portion of their service is over 70% higher than that for the Brunswick and Camden Branches,
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combined (based on 2008 ridership), MARC will begin by installing ACSES PTC equipment on the AEM-7 electric locomotives that operate on the NEC.
MARC will then proceed to equip the remainder of the fleet in the following sequence [all with VETMS] • 14 MARC III cab cars [based on higher seating capacity and higher speed capability] • 26 MP36 diesels [based on higher operating speeds and lower fuel consumption], • 17 MARC II cab cars • 4 GP39 diesels.
Simultaneous with the installation of the VETMS equipment will be the upgrade to 9- aspect cab signal equipment.
A preliminary schedule for the installation of PTC equipment, and any supplemental 9- aspect cab signal equipment is as follows.
Installation Onboard Equip. Onboard Equip. Total % of Fleet Comment [wes1]: Inserted Vehicle Type PTC/Cab Signal Installation Start Complete Test Start Test Complete equipped HHP‐8ACSES & 9 aspect Currently Equipped 8.5% AEM‐7ACSES only July, 2011 October, 2011 August, 2011 November, 2011 14.1% MARC‐III VETMS & 9 aspect July, 2012 February, 2013 August, 2012 March, 2013 33.8% MP36 VETMS only July, 2012 August, 2013 August, 2012 September, 2013 70.4% MARC‐II VETMS & 9 aspect February, 2013 October, 2013 March, 2013 November, 2013 94.4% GP‐39 VETMS & 9 aspect August, 2013 October, 2013 September, 2013 November, 2013 100.0%
Vehicle Type PTC/Cab Signal Install Completed Testing Completed AEM-7 ACSES only October, 2011 December, 2011 MARC-III VETMS & 9 aspect November, 2013 December, 2013 MP36 VETMS only July, 2014 August, 2014 MARC-II VETMS & 9 aspect September, 2014 October, 2014 GP-39 VETMS & 9 aspect October, 2014 November, 2014
As stated in the previous Section, if information from the Host railroad’s PTCIP, for which MARC operates over, identifies an area or track segment that will be completed before another, MARC will review its PTCIP and revise it accordingly to install PTC systems on specific types of rolling stock before others.
9 Wayside Devices (49CFR236.1011(a)(7))
Wayside equipment installation will be detailed in the PTCIPs submitted by the Host railroads, Amtrak and CSXT.
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MARC, on the Frederick Line, will be responsible for the contract installation of the appropriate VETMS wayside apparatus, in accordance with CSXT’s PTCIP, to maintain interoperability between itself and CSXT.
10 Mainline Track Identification (49CFR236.1011(a)(8))
The identification of any mainline and non-mainline track will be included in the PTCIP’s submitted by the Host railroads, Amtrak and CSXT.
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APPENDIX 1 – AMTRAK Documents
1. MARC-Amtrak Letter of Understanding (LOU) 2. [Open] 3. [Open] 4. [Open] 5. [Open]
Note: Should additional documentation be necessary for the implementation of the ACSES system, it will be added to this document as it is made available.
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1. MARC-Amtrak Letter of Understanding
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APPENDIX 2 – CSXT Documents
1. MARC-CSXT Letter of Understanding (LOU) 2. CSXT PTCIP (Appendix A, Section 5.0 Interoperability Requirements) 3. Notice of Product Intent (VETMS) 4. [Open] 5. [Open]
Note: Should additional documentation be necessary for the implementation of the VETMS system, it will be added to this document as it is made available.
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1. MARC-CSXT Letter of Understanding
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2. CSXT PTCIP (Exhibit A, Section 5.0 Interoperability Requirement)
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3. Notice of Product Intent: V-ETMS
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NOTICE OF PRODUCT INTENT (NPI)
Pursuant to 49 CFR §236.1009(c), Maryland Area Regional Commuter Railroad (MARC) hereby submits this Notice of Product Intent (NPI) in lieu of submitting either a PTC Development Plan (PTCDP) or referencing an already issued Type Approval. The functions of the proposed PTC system are described as follows:
The Wabtec Railway Electronics (WRE) Vital-Electronic Train Management System (V- ETMS©) is a locomotive-centric, vital train control system designed to be overlaid on existing methods of operation to provide an improved level of railroad safety through enforcement of a train’s authority limits, enforcement of speed limits, protection of established work zone limits, and protection against train movement through improperly lined main track switches.
The V-ETMS© system is designed to support different railroads and their individual methods of operations and is intended to be implementable across a broad spectrum of railroads without modification. This design approach supports interoperability across railroads as V-ETMS equipped locomotives apply consistent warning and enforcement rules regardless of trackage ownership.
The V-ETMS© system consists of components physically and logically divided into four subsystems or segments: Locomotive, Office, Communications, and Wayside. The Communications Segment provides connectivity between each of the other segments.
The Locomotive Segment refers to a set of independent On-board hardware, software, and devices that interface with locomotive control equipment (e.g. air brakes, train line) and the Communication Segment aboard a locomotive. The Locomotive Segment employs a Train Management Computer (TMC) that is a modular unit that includes redundant train control processors, serial interfaces, discrete interfaces, the penalty brake interface, and a cab signal monitor. All modules within the V-ETMS TMC communicate via Ethernet through an Ethernet switch on the Input Output Concentrator (IOC) module.
The Office Segment refers to a collection of software functions that may be distributed across multiple hardware platforms. The Office Segment is responsible for delivering data provided by railroad back office systems to V-ETMS©-equipped locomotives. Data provided by existing, external railroad office systems may include train activation, engine consist, summary and detailed train consists, movement authorities, temporary speed restrictions, work zones, cautionary orders, weather, and critical alert information. Updates to engine or train consists provided in real-time by external railroad office systems will be forwarded to trains. Information and alerts available at the V-ETMS© Office Segment, such as locomotive position reports and enforcement notifications, will be available to external railroad applications through a network interface.
The Wayside Segment consists of those signaling appliances located in the field whose status impacts V-ETMS© operations, along with any wayside interface units (WIUs) used to monitor and report their status. Such appliances include interlocking controllers, signal controllers, switch
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A WIU monitors the status of one or more attached wayside devices and includes an interface to the Communications Segment. The WIU acquires and publishes the status of attached wayside devices via the Communications Segment to the V-ETMS© Locomotive and/or Office Segments. Alternatively, where status of wayside devices is provided to a railroad's back office through existing monitoring and communications infrastructure, the status of such devices may be provided to the V-ETMS© Office Segment and forwarded to the Locomotive Segment.
The Communications Segment consists of a messaging system and one or more wireless network technologies which provide for the exchange of data between the V-ETMS© Locomotive, Office, and Wayside Segments. The messaging system removes the V-ETMS© application from the specifics of the various wireless network technologies and provides management, path selection, and traffic prioritization functions. The messaging system is being specified, designed, and developed through collaborative efforts of the ITC consortium and suppliers. Open standards are being evaluated as the basis for implementation of the messaging system. Multiple wireless network technologies will be deployed as part of the Communications Segment in order to maximize its capacity, throughput, and coverage footprint.
This NPI is based on the technical specifications set forth in the PTC Development Plan (PTCDP) submitted by CSX Transportation, Inc., Norfolk Southern Railway and Union Pacific Railroad on March 24, 2010. MARC intends to amend its PTCIP to incorporate the FRA’s Type Approval number for this PTCDP when it is obtained.
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4. [Open]
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