Signal system, interlocking plants, and automatic train control on the San Francisco-Oakland Bay Bridge railway

1940 ◽  
Vol 59 (3) ◽  
pp. 158-164 ◽  
Author(s):  
Chester Ross Davis
Author(s):  
David F. Thurston

The overall impact on system “capacity” is typically described in terms of train control design. There are several other key factors that determine the ultimate system capacity of a rail line. Among the most influential of these are: vehicle type and configuration, stations and platform design and configuration, and overall civil alignment. In the analysis of the maximum capacity delivered from the train control system, all of these require optimization of design to achieve the highest throughput, and have a direct influenced by train control design as well. This paper describes how fully optimized design of non train control issues and factors have an impact on signal system design and have a consequence that is permanent once constructed.


Author(s):  
John Chy

Abstract Capacity improvement and obsolescence management are the primary reasons for deploying Communications Based Train Control (CBTC) technology to replace conventional track circuit-based signaling systems like in New York City Transit (NYCT), Baltimore Maryland Transit Administration (MTA) or the San Francisco Bay Area Rapid Transit District (BART). Resignaling projects without stopping revenue operations are highly complex and are referred as brownfield train control projects. The Automatic Train Supervision (ATS) subsystem in a CBTC System is responsible for monitoring and regulating train operations. The ATS’ responsibilities include functions such as identifying trains, tracking and displaying trains, setting speed restrictions and work zones, automatic and manual routing capabilities. In addition, the ATS serves as the Human Machine Interface (HMI) between Train Controllers at the Operations Control Center (OCC). One of the challenges in brownfield train control projects is fitting a CBTC ATS subsystem into an already existing Operations Control Center (OCC). The console in the operating theater will need to host both the existing system and the new CBTC ATS workstation. Similarly, the technical rooms may already be at capacity but still need to accommodate the CBTC system in addition to the legacy system for the transition period. Transferring the OCC to a new building is often part of the modernization program and is the ideal method to mitigate space constraints. However, CBTC deployment is not always associated with transfer to a new larger building with a large OCC theater. Transfer to the new OCC with more space may be done before the CBTC deployment or at the same time as the CBTC revenue service. When there is no new larger OCC, solutions need to be investigated to accommodate both the legacy system and the new CBTC at the existing OCC. Advancements in virtual technology provides a more efficient solution that reduces the amount of physical space an ATS needs in the OCC without compromising communication and processing speed or capabilities. This paper describes the different equipment and functionalities of an ATS subsystem and the challenge of fitting each piece into an existing OCC while keeping the legacy system. The paper then discusses the basic technology behind networking, defining the concept of machine virtualization at a high level, and how all these technologies may be used to solve the ATS challenges faced during CBTC resignaling projects.


Author(s):  
John Hofbauer

There is a growing trend for transit agencies to evolve from wayside and cab-based signal systems to Communication Based Train Control (CBTC). With the complexity of CBTC, a failure of CBTC component could bring a transit system to a standstill. Implementing a secondary signal system can serve to minimize the consequences of a CBTC failure. It is paramount for a transit system to continue to operate, and axle counter technology can be a suitable candidate for use as a secondary signal system. Axle Counter technology has not been widely used in the U.S., but has been used for many years in Europe and the rest of the world. This paper will review and analysis the following: 1. Train Detection Systems; Track circuits vs. axle counters and the basic Principles of Axle Counting; check-in and check-out. 2. Implementing Electromagnetic Compatibility and the EMI standards used in European with previous testing of various axle counter systems, and the frequencies that have been selected, and the proper usage of these frequencies. 3. Testing of radiated emissions using existing guidelines and methods to analyze existing wayside and vehicle Electromagnetic Interferences (EMI), environment conditions, and the limitations of installing axle counters in an existing rail or transit system. 4. Recommendations for improving vehicle and wayside specifications and standards within the U.S. for dealing with installation of axle counter equipment and with failures and EMI emissions between railway devices.


Author(s):  
David F. Thurston

Positive Train Control (PTC) was mandated by Congress in 2008 to be installed on an extensive network of rail carriers within the United States before the end of 2015. As such, the short time frame for implementation has dictated that several key features that could be adopted within the train control area not be considered until the base development is finished. One of the areas that has been pushed off until later is the interface to Highway crossings. This is being explored in part by Caltrain in their Communications Based Overlay Signal System (CBOSS) project that adapts Incremental Train Control System (ITCS) protocols; however this approach does not undertake the full replacement of existing technology. This paper investigates the concept of operations for PTC controlled highway crossings with the premise that the existing train detection technology will be fully replaced by PTC and its train detection system. This will allow for much reduced hardware in the field while potentially adding additional functionality. Detailed analysis of the safety case will be introduced and interface logic will be included. Additional functions such as prediction, preemption, near side control and switching scenarios will be included in the research for both freight and passenger operations and how these situations can be addressed with available PTC technology.


Author(s):  
John Chy ◽  
Kenneth Diemunsch ◽  
Bradley Banks

When a signaling system reaches its end of life, an overall replacement is necessary. The replacement may be in-kind but for many mass transit agencies, it is common that capacity needs will have grown significantly, and the transit agency is required to increase capacity while tackling obsolescence. Capacity and obsolescence are the primary reasons for deploying Communications Based Train Control (CBTC) technology to replace conventional trip stop and track circuit-based systems operated by New York City Transit (NYCT) or cab signaling systems operated by Baltimore Maryland Transit Administration (MTA) and the San Francisco Bay Area Rapid Transit District (BART). Resignaling projects are often refereed as brownfield train control projects. Due to the technical and commercial complexity, the quantity of stakeholders, the number of interfaces, the regulatory involvement via safety certification, the temporal and geographic scale of the project and the continual evolution of the existing system, a robust Systems Engineering (SE) process is necessary to achieve success in large signaling replacement projects. This paper describes the software tools and processes that were deployed to meet the technical, legal and commercial needs of a large signaling replacement project during the specification development phase. The processes put in place were tailored to the size and location of the team members. The paper describes the software tools, such as IBM Rational DOORS, Microsoft SharePoint Online and Office 365 which were integrated and configured to allow for collaboration while accounting for the security, commercial and legal requirements of the agency. The selection, deployment and management of these processes and tools enabled the large, complex project to succeed.


Author(s):  
László G. Kömüves

Light microscopic immunohistochemistry based on the principle of capillary action staining is a widely used method to localize antigens. Capillary action immunostaining, however, has not been tested or applied to detect antigens at the ultrastructural level. The aim of this work was to establish a capillary action staining method for localization of intracellular antigens, using colloidal gold probes.Post-embedding capillary action immunocytochemistry was used to detect maternal IgG in the small intestine of newborn suckling piglets. Pieces of the jejunum of newborn piglets suckled for 12 h were fixed and embedded into LR White resin. Sections on nickel grids were secured on a capillary action glass slide (100 μm wide capillary gap, Bio-Tek Solutions, Santa Barbara CA, distributed by CMS, Houston, TX) by double sided adhesive tape. Immunolabeling was performed by applying reagents over the grids using capillary action and removing reagents by blotting on filter paper. Reagents for capillary action staining were from Biomeda (Foster City, CA). The following steps were performed: 1) wet the surface of the sections with automation buffer twice, 5 min each; 2) block non-specific binding sites with tissue conditioner, 10 min; 3) apply first antibody (affinity-purified rabbit anti-porcine IgG, Sigma Chem. Co., St. Louis, MO), diluted in probe diluent, 1 hour; 4) wash with automation buffer three times, 5 min each; 5) apply gold probe (goat anti-rabbit IgG conjugated to 10 nm colloidal gold, Zymed Laboratories, South San Francisco, CA) diluted in probe diluent, 30 min; 6) wash with automation buffer three times, 5 min each; 7) post-fix with 5% glutaraldehyde in PBS for 10 min; 8) wash with PBS twice, 5 min each; 9) contrast with 1% OSO4 in PBS for 15 min; 10) wash with PBS followed by distilled water for5 min each; 11) stain with 2% uranyl acetate for 10 min; 12) stain with lead citrate for 2 min; 13) wash with distilled water three times, 1 min each. The glass slides were separated, and the grids were air-dried, then removed from the adhesive tape. The following controls were used to ensure the specificity of labeling: i) omission of the first antibody; ii) normal rabbit IgG in lieu of first antibody; iii) rabbit anti-porcine IgG absorbed with porcine IgG.


2011 ◽  
Vol 20 (1) ◽  
pp. 17-18 ◽  
Author(s):  
Lateef McLeod

Abstract Individuals with significant communication challenges need to communicate across many different venues. The author, from the perspective of an individual who uses AAC, discusses the strengths and weaknesses of both traditional AAC technologies and new mobile AAC technologies. He describes how access to AAC has allowed him to fulfill his dreams as a presenter and writer. He successfully manages a blog in San Francisco, writes grants, and has published his first book of poetry. Not one AAC device fits all of his communication needs; however, access to mobile technology tools has increased his flexibility across environments and given him another successful tool for communication.


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