MOORHEAD AREA INTEGRATED TRAIN DETECTIONAND

TRAFFIC CONTROL SYSTEM

PHASE ONE PROJECT REPORT

December 2000

Prepared for:

Minnesota Department of TransportationOffice of Advanced Transportation Systems

395 John Ireland Blvd, Mail Stop 320St. Paul, MN 55155

(651) 296-8602

Prepared by:

SRF Consulting Group, Inc.Suite 150

One Carlson ParkwayMinneapolis, MN 55447

(763) 475-0010

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TABLE OF CONTENTSPage

1 PROJECT OVERVIEW............................................................................................................ 11.1 INTRODUCTION ................................................................................................................ 1

1.1.1 Problem Statement ............................................................................................. 11.1.2 Proposed Solution............................................................................................... 3

1.2 PROJECT GOALS.............................................................................................................. 31.3 PROJECT TEAM DESCRIPTION.......................................................................................... 4

2 PHASE ONE SYSTEM DESCRIPTION ................................................................................. 52.1 SYSTEM SCHEMATIC ........................................................................................................ 5

2.1.1 Component One: Detection ............................................................................... 52.1.2 Component Two: Communications................................................................... 52.1.3 Component Three: Host-End System................................................................ 5

2.2 DATA COLLECTION REQUIREMENTS ................................................................................ 9

3. PHASE ONE SYSTEM DEPLOYMENT ............................................................................. 123.1. HARDWARE DEPLOYMENT............................................................................................. 123.2. SOFTWARE DEPLOYMENT .............................................................................................. 123.3. DEPLOYMENT PROBLEMS ENCOUNTERED...................................................................... 12

4. FUTURE PROJECT PHASES .............................................................................................. 144.1 GRAPHICAL USER INTERFACE (GUI) FOR EMERGENCY DISPATCH (PHASE 2) ................ 144.2 TRAFFIC SIGNAL PREEMPTION OUTPUTS (PHASE 2) ....................................................... 144.3 VARIABLE MESSAGE SIGN OUTPUTS (PHASE 3)............................................................. 16

5. CONCLUSIONS.................................................................................................................... 175.1 LESSONS LEARNED ....................................................................................................... 175.2 NEXT STEPS .................................................................................................................. 17

6. REFERENCES....................................................................................................................... 18

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1 PROJECT OVERVIEW

1.1 INTRODUCTION

The Minnesota Department of Transportation (Mn/DOT) and the City of Moorhead areimplementing an integrated train detection and traffic control system. The goal of thisproject is to develop a system to track train movements through the Fargo-Moorhead areaand use this information to reduce motorist delay and improve emergency vehicleresponse.

The project team is comprised of individuals from the following agencies/organizations:Federal Highway Administration (FHWA), Mn/DOT (Office of Advanced TransportationSystems, Office of Freight, Rail and Waterways, and District 4), the Cities of Moorheadand Fargo, the Fargo-Moorhead Council of Governments, Image Sensing Systems,Electronic Design Company, Burlington Northern Santa Fe (BNSF) Railroad and SRFConsulting Group, Inc.

The project is divided into three phases. This report presents detailed information on thedeployment of Phase 1. An overview of the project phases is provided below:

Phase 1: Deploy demonstration test site consisting of a video-based train detector,wireless communication infrastructure, and host-end system.

Phase 2: Expand system to include multiple detection sites. Interface with signalsystems to implement alternative timing plans. Graphical User Interface(GUI) to provide emergency dispatchers with real time information.

Phase 3: Expand system to include additional detection sites as warranted. DeployVariable Message Signs (VMS) for motorist information.

1.1.1 Problem Statement

Downtown Moorhead is divided by two BNSF lines that run east-west through the City.These tracks include a north line, which runs between Center Avenue and 1st Avenue,and a south main line, which runs between Center Avenue and Main Avenue. On atypical day, ten trains use the north line and 50 trains use the south line. The maximumtrain speed in the downtown area is 35 miles per hour. Refer to Figure 1 for the locationof rail operations in the Fargo-Moorhead area.

Train operations block the north-south roadways for an average of 4.5 minutes per train.This equates to a total blockage of 4 hours and 30 minutes (almost 20 percent of the day)at each roadway segment that crosses the railroad tracks on a typical day. The existingaverage daily traffic volume for 1st Avenue is 15,000 vehicles, for Center Avenue it is10,000 and for Main Avenue it is 20,000 vehicles.

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FIGURE 1: THE LOCATION OF RAIL OPERATIONS IN THE FARGO-MOORHEAD AREA

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This train activity has several impacts to traffic in the cities of Moorhead and Fargo.First, the presence of trains degrades the operation of intersections controlled by trafficsignals. Second, the presence of trains increases the response time of emergencyvehicles.

1.1.2 Proposed Solution

The Moorhead area integrated train detection and traffic control system will increasesafety and reduce motorist delays related to the presence of trains in the corridor. Thiswill be accomplished through implementation of alternative traffic signal timing plans, aninterface that provides emergency dispatchers with real time information on trainmovements within the corridor, and variable message signs to disseminate train blockageinformation to motorists.

1.2 PROJECT GOALS

The Moorhead Area Integrated Train Detection and Traffic Control System projectestablishes the following goals:

A. Reduce delay for motorists and public transit through:• Improved signal timing, specifically when trains are present

• Providing real-time information to motorists to enable them to select analternate at-grade crossing or divert to a grade-separated crossing

• Providing real-time information to the transit operators to enable routediversions

B. Improve Emergency Service delivery through:• Providing real-time information to emergency vehicle operators for auto and

train traffic

C. Improve safety through:• Reducing exposure at at-grade crossings

• Reducing conflicts with emergency vehicles for auto

D. Develop, implement and test a system that may be beneficial for many citiesthroughout the country.

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1.3 PROJECT TEAM DESCRIPTION

The project team is comprised of individuals from the following agencies/organizations:FHWA, Mn/DOT, the Cities of Moorhead and Fargo, the Fargo-Moorhead Council ofGovernments, Image Sensing Systems, Electronic Design Company, BNSF Railroad andSRF Consulting Group, Inc. Project Team members include the following:

• James McCarthy, FHWA• Farideh Amiri, Mn/DOT Office of Advanced Transportation Systems• James Kranig, Mn/DOT Office of Advanced Transportation Systems• Bob Martin, City of Moorhead• Tom Sopp, City of Moorhead• Rick Lane, City of Fargo• Durga Panda, Image Sensing Systems• Todd Grandt, Electronic Design Company• Brian Scott, SRF Consulting Group, Inc.• Erik Minge, SRF Consulting Group, Inc.• Mark Gallagher, SRF Consulting Group, Inc.• Bruce Shriver, SRF Consulting Group, Inc.

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2 PHASE ONE SYSTEM DESCRIPTION

2.1 SYSTEM SCHEMATIC

Phase 1 of the train detection and traffic control system consists of three main components:detection, communications and host-end processing. These components have been integratedinto a comprehensive system that can estimate train arrival and clearance times at crossingswithin Fargo and Moorhead. Refer to Figure 2, System Schematic

2.1.1 Component One: Detection

The train detection component utilizes the Autoscope SoloTM video-based sensor to detect thepresence, speed, length and direction of trains. The sensor processes the video image inside thesensor itself, outputting both video and processed data. For Phase 1 an Autoscope Solo wasplaced on the 34th Street Bridge in Moorhead. Future phases will deploy sensors at additionallocations throughout the Fargo-Moorhead corridor, including the primary east-west line andadditional lines to the south and southeast of Moorhead. Refer to Figure 3, 34th StreetDemonstration Site Photos.

In addition to video detection sites, permission is being requested from BNSF to obtainpreemption status at selected crossings in the Fargo-Moorhead area. This will provide a cost-effective data point regarding the presence of a train at or near select crossings.

2.1.2 Component Two: Communications

The communication component of the system connects the detection sites to the host-end system.A wireless communication link was used for the test site deployment. Future phases will likelyrequire a combination of wireless and twisted pair communication.

Spread spectrum radio equipment provides the wireless component. Direct line-of-sight isrequired with this equipment. Both data and video are transmitted from the sensor to the host-end system via RS-232. Similarly, the host-end transmits data commands to the video sensor.The video is transmitted via 2.4 GHz and the bi-directional data is transmitted via 900 MHz.Refer to Figures 2 through 4.

2.1.3 Component Three: Host-End System

The host-end system records, stores and displays detection information. Train detection data isreceived from the field site and automatically written to the host system’s database. Thesystem’s software monitors the real time data in the database in order to predict train movementswithin Fargo and Moorhead area. Future phases of the project will utilize the train operationsinformation to implement alternative traffic signal timing plans. The Moorhead WastewaterTreatment Facility houses the host-end equipment. This location was selected to take advantageof the existing communication infrastructure. Refer to Figure 4.

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FIGURE 2: SYSTEM SCHEMATIC

AutoscopeTrango 2.4 GHzVideo Receiver

Mounting pole

34th St. Bridge

Detection Zone

Trango VideoTransmitter(2.4 GHz)

United Signal900 MHz

Data transceiver

Data ProcessingComputer

Moorhead Area Train Detection - Component Overview

Autoscope MVP

AutoscopeInterface

Cable

AutoscopeInterface

PanelUnited Signal

900 MHzData Transceiver

Trango 2.4 GHzVideo Transmitter

Patch AntennaRS-485 Data

Coaxial Video

+24dBParabolicAntenna

Trango 2.4 GHzVideo Receiver

United Signal 900 MHzData Transceiver

Yaggi AntennaDataProcessingComputer

RS-485 to RS-232Converter

WastewaterTreatment FacilityCommunications

Tower

System Components Detail - Field SiteSystem Components Detail - Host Site

Wastewater Treatment Facility

Yaggi Antenna

United Signal900 MHz

Data transceiver

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FIGURE 3: 34TH STREET DEMONSTRATION SITE

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FIGURE 4: WASTEWATER HOST-END SYSTEM

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2.2 DATA COLLECTION REQUIREMENTS

The train detection system utilizes real-time information on train speed, length, and location.Accurate data collection is essential to the successful operation of the system. During thepreliminary design process several detection approaches were considered. BNSF personnelindicated that the detector had to be non-intrusive to the track environment. A clearance of 25feet was required between the centerline of the track and any obstacles. Various detectiontechnologies were analyzed with these requirements in mind. Two detection approaches wereidentified as leading candidates, video and ultrasonic, refer to Table 1.

Table 1: Train Detection Technologies Review

Technology SpeedCapability

SidefireCapability

Bi-directionalCapability

CostPer Sensor

SensorsPer Site

Total Cost Recommendation

PassiveInfrared

Varies Yes Varies $1,000 2 $2,000

PulseUltrasonic

Yes(Paired)

Yes Both $1200 4 $4,800 Yes(Second Choice)

Magnetic Yes(Paired)

No Both $800 4 $3,200 No

DopplerMicrowave

Yes No Both $800 2 $1,600 No

Video Yes Yes Both $8,000 1 $8,000 Yes(First Choice)

PassiveAcoustic

Yes Yes Both $2,500 2 $5,000

ActiveInfrared

Yes Yes Both $6,500 2 $13,000

Radar Yes Yes Both $3,300 2 $6,600

Radar/PIR Yes Yes OncomingOnly

$2,400 2 $4,800

Video-based detection technology was selected for the system’s detection. This choice was madefor several reasons. First, video detection allows for detection in multiple detection zones fromone camera. This has the advantage of using one camera to detect train activity on two differenttracks. This reduces the installation and communication costs. Second, a video image of thedetection zone is available for viewing at the host-end site. A real-time image provides visualconfirmation of train activity. This is useful during system setup and during normal systemoperations.

The video-based detection sites utilize the Autoscope SoloTM video detector developed by ImageSensing Systems. This commercially available video detection system uses machine logic toprocess video images in order to generate detector outputs. The SoloTM was selected because thesensor has been used for train detection in previous applications. Additionally, Image SensingSystems, located in St. Paul, Minnesota, has agreed to modify the sensor for optimal train

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detection performance and provide on-site support. The video detection system provides thefollowing outputs:

1. Train Presence2. Train Speed3. Train Direction4. Identification of Track being used5. Detector Location

In addition to direct observations of train activity, the status of various crossing gates will beused to provide train presence information at selected at-grade crossings. The status of thecrossing gates is received in the form of a high or low signal. A high signal indicates that thecrossing gate is activated due to train activity at the crossing. There is no way to know when thetrain is actually at the crossing, only that the crossing gate has been activated. The crossing gateinformation is received either directly from the BNSF track-side bungalow, or from traffic signalcontrollers that are already interfaced with the railroad crossing.

A video detector was installed on the 34th Street Bridge in Moorhead during the summer and fallof 2000. This site served as a technology demonstration site, further deployments are plannedalong the corridor. Refer to Figure 5 for the location of the demonstration site and for the futurevideo and crossing gate status detection locations.

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FIGURE 5: THE LOCATIONS OF THE DEMONSTRATION SITE, FUTURE VIDEO AND CROSSING GATE STATUSDETECTION

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3. PHASE ONE SYSTEM DEPLOYMENT

3.1. HARDWARE DEPLOYMENT

The train detection system hardware was initially tested in the Twin Cities Metropolitan Area toensure the hardware components operated together as a complete system before they wereinstalled in Moorhead. Next, the communication system, detection system, and host endequipment were installed in Moorhead during the summer and fall of 2000. A bucket truck wasneeded to install the communication equipment on the communications tower at the MoorheadWastewater Treatment Plant. Traffic control was needed to close a lane on the 34th StreetBridge in order to work on the shoulder and install the detection and communication hardware.Refer to Figures 3 and 4 for pictures of the hardware deployment at the 34th Street Bridge and atthe wastewater plant, respectively.

3.2. SOFTWARE DEPLOYMENT

The train detection software was developed to provide communication between the traindetection software and the host end computer’s database. All of these software componentsreside on one computer located at the Wastewater Treatment Plant.

3.3. DEPLOYMENT PROBLEMS ENCOUNTERED

As is common with any ITS operational test, unforeseen circumstances can create problems insystem deployment. The Moorhead Train Detection Project was no exception. By far the mostsignificant problems were encountered with the wireless communication equipment. The systemrequires full-duplex data and video communication at 9600 baud. Achieving this level ofperformance proved to be a time-consuming and complicated task.

The TrangoTM communication equipment was initially bench tested by EDC in June 2000. Theequipment provided basic functionality during this inspection. The equipment was then installedat SRF for testing in a mock system setup. During this period several communication problemssurfaced. These problems generally involved intermittent loss of data communication.Numerous modifications were made until the system was felt to perform satisfactorily.

Next, the system was installed in the field in Moorhead. Once again, however, problemssurfaced in the data communication component of the system. A bit error rate tester revealed avery poor level of performance with the equipment. Project team members made severalattempts to make the system operational but failed. Concern about the line-of-sight between the34th Street Bridge and the Wastewater Treatment Plant and interference from other sources weresuspected, but could not be confirmed. The team decided to bring the equipment back to theTwin Cities for further evaluation.

Back in the Twin Cities the project team members evaluated the system in greater detail, settingup the equipment alongside Interstate 35W at a distance of 1.5 miles. This evaluation revealed aproblem with the RS 232 to RS 485 converter. Believing the system was now fixed; the

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communication equipment was re-installed in Moorhead in August 2000. However, theequipment still did not meet the system’s communication requirements. Further investigationrevealed that the communication equipment was not capable of supporting the 9600 baud raterequired by the data portion of the system. The communication equipment vendor was asked toinvestigate this problem and, after conducting some tests, indicated that the equipment was notcapable of meeting this requirement, even though it was listed in their product’s specifications..At this point the project team began evaluating different communication vendors and selectedUnited Signal to provide the data portion of the communication system. The original Trangoequipment was retained to provide the video portion of the communication. Ultimately, severalmonths were spent configuring the communication equipment.

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4. FUTURE PROJECT PHASES

Future phases of the project will build on the deployment at 34th Street to include multipledetection sites, a GUI for emergency dispatch, interface with signal systems, and variablemessage signs.

4.1 GRAPHICAL USER INTERFACE (GUI) FOR EMERGENCY DISPATCH (PHASE 2)

Currently, emergency vehicle operators and dispatchers have little information regarding trainlocations and speeds they need to select the best route for crossing the railroad during trainmovements. Detailed information on train operations in the Fargo-Moorhead area will provide avaluable tool in dispatching emergency vehicles. The host-end computer will record, store anddisplay the projected train operations. The interface will provide dispatchers with the train’sestimated time of arrival at each at-grade crossing. The interface will also indicate the estimatedtime for the crossing to clear. Armed with this information, dispatchers will be able to deployemergency vehicles more quickly and more efficiently.

4.2 TRAFFIC SIGNAL PREEMPTION OUTPUTS (PHASE 2)

Extensive motorist delays are experienced where heavily traveled roadways cross the railroadtracks in downtown Moorhead. Given their proximity to at-grade crossings, five signalizedintersections in the area are currently railroad preempted. While this preemption does reducedelay for some motorists, the preemption plan does not go into effect until the train is in theimmediate vicinity of the crossing. Also, there are 14 additional signalized intersections that arenot preempted.

The current traffic signal system does not adequately respond to the presence of trains in the area.Advanced train detection provides the opportunity to implement a set of alternative signal timingplans. The existing individual intersection signal systems would be interconnected to arterial“closed loop” style master controllers. The detection of a critical length train would then triggerthe master controllers to select the alternative timing plan. This plan allows north-southmovements to clear prior to a train’s arrival, and then favors east-west movements parallel to thetracks until the train has cleared the area. A flow chart indicating this operation is provided inFigure 6.

The detection of a train will result in the implementation of an alternative timing plan. Adifferent timing plan will be evoked depending on the length of the train and the train’s direction.As a starting point, the presence of a train must result in a crossing closure that is equal to orgreater than two signal cycle lengths. At 35 mph, this translates to a train that is at least 1,500feet long.

The new timing plan will result in a change to the signal system’s splits. The cycle length andoffset will not change.

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FIGURE 6: PROPOSED SIGNAL PLAN FLOW CHART

Presence of Train at 34th St

T > Tbat 34th St. ?

Special Timing Plan

Normal Timing Plan

End

Train Leave End Point(4th St.) ?

Yes

No

No

Yes

Note:T - Detected Train Blocking TimeTb - Critical Train Blocking Time (Threshold)

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4.3 VARIABLE MESSAGE SIGN OUTPUTS (PHASE 3)

A 1998 survey of drivers in the Fargo-Moorhead area assessed the public perception of using ITStechnologies to address delays at highway-rail intersections. One of the survey questions asked,“How would the message sign help you?” Seventy-four percent of the respondents said theymight turn or would definitely turn if given a message that an approaching train would cause aten-minute delay.

A set of strategically placed VMSs can inform motorists of projected train delays in advance ofrailroad crossings. This timely information can allow motorists to select alternative routes,thereby avoiding delays. The system’s host computer would control all of the signs. Wireless ortwisted pair communication would be used, depending on the signs’ location. While detaileddesign of the signs has not been completed, the sign would most likely indicate the number ofminutes that the nearest railway crossing will be blocked.

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5. CONCLUSIONS

Travel in downtown Moorhead is severely affected by the amount of rail traffic. Driversroutinely experience four-minute delays when one of dozens of trains block at-grade crossings.The train detection and traffic control system will reduce motorist delay and improve emergencyvehicle response. This project utilizes video-based detection of train movements in the railcorridor. The detection information is used to implement alternative traffic signal timing plans,provide emergency dispatchers with real time information on train movements within thecorridor, and activate message signs to disseminate train blockage information to motorists.

5.1 LESSONS LEARNED

As with any its operational test, there are, fortunately, lessons to learned. In the Moorhead AreaIntegrated Train Detection And Traffic Control System significant problems were encounteredwith the system’s communication system. Following are some of the lessons learned from thesystem deployment:

• A detailed survey should be made of the proposed communication sites. This site surveyshould examine all factors that could affect the performance of wireless communicationequipment.

• A sound communication system design should specify hardware that has been usedsuccessfully in similar applications.

• The communication system should be fully tested in its final configuration before deployingin the field.

5.2 NEXT STEPS

The next step in the Moorhead Train Detection Project is to expand the system to includeadditional detection sites and additional system functionality. The following steps are identified:

Phase 2• Select additional video detection site(s).• Identify at-grade crossings at which to receive information from the railroad on the status

of crossing gates. This will include both crossings that are interconnected with trafficsignals for railroad preemption, and crossings that are not preempt.

• Communication system design between detection sites, host site, traffic signal system,and emergency dispatch personnel.

• Develop GUI for emergency dispatchers.• Integrate train detection system with traffic signal system.

Phase 3• Select additional video detection and/or crossing gate preemption sites.• Deploy VMS system for motorist information.

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6. REFERENCES

Analysis of Motorist Attitudes to ITS Application to Rail-Highway Crossings in the Fargo-Moorhead Metropolitan Area, Upper Great Plains Transportation Institute, North DakotaState University, April 1998.

Moorhead Area Integrated Train Detection and Traffic Control System: Scoping Study,Minnesota Department of Transportation, June 1998.