incremental train control system 2007

8/6/2019 Incremental Train Control System 2007

1/23

ITCS

Incremental Train Control System

On Amtraks Michigan Line


2/23

WHAT IS ITCS?

ITCS is a vital wireless train control system

Applied as an overlay to the existing signal system (CTC)

ITCS Features

Positive stop enforcement at fixed signals

Enforcement of MAS/permanent speed restrictions Enforcement of temporary speed restrictions

Advance start of highway crossing warning devices

Location determination system blends dual differential

GPS & the tachometer


3/23

Michigan Territory Overview

MP216

MP 195-216ITCS Installed but not yet

operational

MP195

MP150

MP150 - 195ITCS Territory

Limits

ITCS

inO

peratio

n

Niles

Kalamazoo


4/23

How ITCS Works in Michigan The fixed signal system (CTC) is the foundation

ITCS servers, Train-to-Wayside Link (TWC),

communicate to wayside devices & route data to trains VHLC vital processor with special software, MCP ATCS

Radio communications and GPS

ITCS Wayside Interface Units (WIU) monitor signals &

crossings Standard VHLC equipment

MDS Spread Spectrum Radios send vital data betweenWIUs and Train-to-Wayside (TWC) servers

ITCS Onboard Processor (OBC) all onboard processing,GPS & communications

Database is loaded prior to departure (departure test)

Database is verified en-route via TWC approaching everyserver (5 -7 miles apart),


5/23

How ITCS Works in Michigan (contd)

Advance start of crossings

As train approaches crossing it establishes communication

with nearest server

Server notifies crossing when to activate warning devices

Crossing notifies server via vital link that warning devices

will activate at prescribed time

Server allows train to continue at MAS

If train does not get notice that crossing is activated, train

speed must be reduced to default speed (normally 79 mph)


6/23

Dispatch Center

GPS differentialcorrection, Temporary

Slow Orders and

Wayside Status

Messages to Train

ITCS ServerLocationWIU Location

GPSSatellites

ITCS Michigan Line Overview

Office to

Wayside

Link

(OWL) for

Temp.Slow

orders


7/23

ITCS Michigan Line Overview

MDS Spread

Spectrum Radio

(Talk to Wayside)

GPS

Receivers

ITCS RBC/Server

MCP Radio

(Talk to Train)

MCP Radio Antenna

(Talk to Train)

GPS Antennas

Servers collect wayside data, and

talk to the trains

ITCS Server housed in

existing infrastructure

or small add-on boxes

11 ITCS servers installed in Michigan

ITCS Server Hardware


8/23

ITCS Michigan Line Display

ITCS Display in the Cab

LEDs - Mode, Overspeed, Penalty

Speed Limit, Actual Speed

Target Window

Target Speed, Time to

Penalty

Distance to Target

Target Type

Information Window Milepost

Loco Type, Train Type


9/23


10/23

Why ITCS on the Michigan Line?

Chicago to Detroit identified as a potential high-speed

corridor

Michigan DOT wanted high-speed passenger service (110MPH)

FRA requires in-cab signaling/enforcement for speeds

above 79 MPH

Conventional cab signaling would have worked however:

Would not include permanent and temporary speed

enforcement

Would not include positive stop enforcement

Crossing approaches would have to be extended for higher

speeds


11/23

Why ITCS on the Michigan Line?

(contd)

ITCS was conceived to:

More cost-effectively implement cab signaling

Enforces speeds associated with existing wayside

signal aspects

Pre-start grade crossings over the radio network

Also helps prevent short warning times because of loss

of shunt due to rusty rail

Deliver and enforce speed restrictions (permanent &

temporary)

Increase speeds to 110 mph without redesigning the signal

system


12/23

ITCS Background

1995 - FRA grant awarded to Michigan DOT, Harmon

(now GETS) and Amtrak for PTC demonstration project

Oct. 1996 100 MPH demo, signal 175 to signal 195

March 2000 In service (display only) without enforcement

April 2001 Enforcement @ 79 MPH

Jan. 2002 Revenue service @ 90 MPH

Sept. 2005 Revenue service @ 95 MPH


13/23

Problems Encountered

Problem #1: Excessive errors in synchronous WLAN

caused too many train delays

Solution: WLAN was changed out to new MDSasynchronous radios

Result: Wayside communication errors greatly reduced;

performance greatly improved

Problem #2: Spotty TWC coverage causing too many

miscommunications between servers and trains

Solution: Redesign of TWC system

Obsolete MCP radios will be replaced

Coverage will be improved by going from 900 MHz

system to 220 MHz system

Radios will be networked for better connectivity


14/23

Problems Encountered (contd)

Advantage of proposed network:

Any train can communicate with any server via the

network, a direct line-of-site connection is not required

RF holes can be eliminated w/o relocating servers or

modifying territory boundaries

Servers and TWC radios do not have to be co-located

New wayside and locomotive radios will be SNMP

enabled for better management and diagnostics

Must be completed before speeds are increased to 110 MPH

Target completion is by the end of 2007


15/23

Present Status

V&V effort continues

WIUs are complete

VHLC servers are complete

Location processor complete

Host processor undergoing upgrade by GETS

New hardware to be installed on locomotives June 07

V&V completed by GETS Aug. 07

Third party review of V&V completed by Oct. 07

Design and replacement of TWC network

Still in legal and procurement Projected to be complete by end of 2007

Projected revenue service date @ 110 MPH is early 2008


16/23

PRESENT STATUS

CP147 (147.1)

KAL (143.4)

BTL

DET

Amtrak

Michigan Line

NS Michigan Line

NLS (191.9)

CHI

CP 213 (213.9)

NS Chicago Line

ITCS Revenue Service

45 Miles Main Track4 Controlled Sidings

95 MPH

8

Porter CP 482 (240.7)

(150.4) Signal 150

Signal 195 (195.6)

Signal 216 (216.1)

ITCS Installed

21 Miles Main Track2 Controlled Sidings

ITCS Total

66 Miles Main Track

6 Controlled Sidings

RF i i l


17/23

RBC1

RBC2

RBC3

RBC 1 TERITORRY RBC 2 TERITORRY RBC 3 TERITORRY

RF coverage required by a singleRBC

RF h th f d


18/23

RBC1

RBC2

RBC3


RF coverage can have path fades

ITCS mitigates occasional RF path fades

S RF th f d id


19/23

RBC1

RBC2

RBC3


Some RF path fades can cover wideareas

If the RF path fade is excessive, the system

restricts traffic to a fail safe condition in thiscase restricting entry into server 2 territory. RBC 1is in coverage of the train. But it doesnt have a

N t k d di t


20/23

RBC1

RBC2

RBC3


Networked radio system

Wide Area Network

With the base radios connected to a network, any

radio within coverage of the train can pass thepacket to and from the addressed RBC. Radioscover a smaller area and provide some overlap

CoverageOverlap

Permanent RF path fades buildings trees


21/23

RBC1

RBC2

RBC3


Permanent RF path fades buildings, trees,etc.

Wide Area Network

Sometimes coverage RF changes causing a large

RF coverage gap land fill in Michigan

Permanent fade

We can insert a radio into the network


22/23

RBC1

RBC2

RBC3


Wide Area Network

We can add a base station to fill in the coverage

gaps

We can insert a radio into the networkanywhere

Additi l b fit f th t k d


23/23

RBC1

RBC2

RBC3


Additional benefits of the networkedsystem

Wide Area Network

Network Management System for all radios, routers, etc.

Simplified diagnostic interface for RBCs, etc.

WAN can be any IP based system, Fiber, Microwave, HDSL, etc.

WIUs can be connected via the WAN

incremental train control system 2007

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