PREVIEW - Transit Training · 2017. 10. 5. · signaling system including: 1. Central Instrument Location 2. Wayside - anything on the right of way 3. Carborne – signaling equipment

Introduction and Overview to Cab & Wayside Signaling Course 105

PARTICIPANT GUIDE PREVIEW ONLY

Introduction and Overview to Cab and Wayside Signaling

Participant Guide

Signals Maintenance Training Consortium

COURSE 105

September 2017 Draft

PREVIEW ONLY

COURSE 105: INTRODUCTION AND OVERVIEW TO CAB AND WAYSIDE SIGNALING

© 2017 Transportation Learning Center Content may have been modified by a member location. Original available on www.transittraining.net

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Disclaimer: This course is intended to educate employees of transit agencies that have agreed to voluntarily participate in the Signals Maintenance Consortium. It is intended only as informal guide on the matters addressed, and should not be relied upon as legal advice. Anyone using this document or information provided in the associated training program should rely on his or her own independent judgment or, as appropriate, seek the advice of a competent professional in determining the exercise of care in any given circumstances. The Signals Consortium, it’s participating agencies and labor unions, as well as the Transportation Learning Center, make no guaranty or warranty as to the accuracy or completeness of any information provided herein. The Signals Consortium, its participating agencies and labor unions, as well as the Transportation Learning Center, disclaims liability for any injury or other damages of any nature whatsoever, directly or indirectly, resulting from the use of or reliance on this document or the associated training program.

NOTE: All images contained within this document were contributed by Signals Training Consortium members unless otherwise noted.

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TABLE OF CONTENTS PAGE

How to Use the Participant Guide ................................................................................................. vi

MODULE 1: OVERVIEW OF CAB AND WAYSIDE SIGNALING .................................. 1

1-1 OVERVIEW .................................................................................................................... 3

1-2 SIGNALING SYSTEMS AND THEORY OF OPERATION ........................................ 5

1-3 SIGNALING EQUIPMENT ........................................................................................... 8

1-4 SIGNAL SPECIFIC NOMENCLATURE .................................................................... 38

1-5 OVERLAY SYSTEMS ................................................................................................. 48

1-6 SUMMARY................................................................................................................... 49

ADDITIONAL RESOURCES................................................................................................... 49

MODULE 2: AUTOMATIC BLOCK SIGNALING AND TRAFFIC CONTROL

SYSTEM ................................................................................................................................... 50

2-1 OVERVIEW .................................................................................................................. 51

2-2 BI-DIRECTIONAL ABS .............................................................................................. 53

2-3 ELECTRICAL WORKINGS ........................................................................................ 54

2-4 SUMMARY................................................................................................................... 56

MODULE 3: AUTOMATIC TRAIN CONTROL ................................................................ 57

3-1 OVERVIEW .................................................................................................................. 58

3-2 ATC SUBSYSTEMS .................................................................................................... 58

3-3 ELECTRICAL WORKINGS OF CAB SIGNALS (ATC) ........................................... 65

3-4 SYSTEM SPECIFIC SEQUENCES OF OPERATION ............................................... 67

3-5 SUMMARY................................................................................................................... 70

MODULE 4: COMMUNICATION BASED TRAIN CONTROL ...................................... 71

4-1 OVERVIEW .................................................................................................................. 72

4-2 CBTC EQUIPMENT ..................................................................................................... 73

4-3 SUMMARY................................................................................................................... 82

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LIST OF FIGURES

Figure 1.1 Three indication Cab Signal Sequence - Courtesy MetroNorth ...................................... 3 Figure 1.2 Typical Automatic Block Signaling - Courtesy MBTA..................................................... 5 Figure 1.3 CBTC Illustration ............................................................................................................. 6 Figure 1.4 CIL from the Outside - Courtesy LIRR ............................................................................ 8 Figure 1.5 CIL from the Inside - Courtesy LIRR ............................................................................... 8 Figure 1.6 Wayside Labeling where the equipment will normally be located................................... 9 Figure 1.7 Signal Case and Components Contained - Courtesy SEPTA .......................................... 9 Figure 1.8 Wall Mount Signal - Courtesy MBTA ........................................................................... 10 Figure 1.9 Pedestal Mount Signal - Courtesy NFTA ...................................................................... 10 Figure 1.10 Dwarf Signal - Courtesy NFTA .................................................................................... 10 Figure 1.11 Diagram of Searchlight Basic Design ......................................................................... 12 Figure 1.12 Phankilll unit with glass removed (Source: http://www.trainweb.org/) ..................... 12 Figure 1.13 Audio Frequency Transmitter Module - Courtesy GCRTA ......................................... 12 Figure 1.14 Tuned Impedance Bond - Courtesy SEPTA ................................................................. 13 Figure 1.15 US&S Style W400 Track Transformer - Courtesy SEPTA .......................................... 14 Figure 1.16 Symbol for a Transformer ............................................................................................ 14 Figure 1.17 Loop Location on a Crossover - Courtesy GCRTA ..................................................... 15 Figure 1.18 Simplified Diamond Crossover Showing Bonds and Loops - Courtesy MBTA ........... 15 Figure 1.19 Diamond Crossover Showing Bonds and Loops - Courtesy MBTA............................. 16 Figure 1.20 Tuned Loop - Courtesy SEPTA .................................................................................... 18 Figure 1.21 Shunt Bar - Courtesy MBTA ........................................................................................ 18 Figure 1.22 Loop Tuning Unit – Courtesy Alstom .......................................................................... 19 Figure 1.23 Loop Tuning Unit - Courtesy GCRTA.......................................................................... 19 Figure 1.24 Untuned Loop - Courtesy SEPTA ................................................................................ 20 Figure 1.25 Internal View of a Loop Coupling Unit - Courtesy GCRTA ........................................ 20 Figure 1.26 Long Wire Loop - Courtesy MBTA .............................................................................. 21 Figure 1.27 Example of Information Collected by TWC Loop from Multi-Vehicle Train .............. 22 Figure 1.28 Train to Wayside Loop Uncovered - Courtesy CATS .................................................. 22 Figure 1.29 Train to Wayside Loop Covered - Courtesy DenverRTD ............................................ 22 Figure 1.30 PLC communication interface - Courtesy SEPTA ....................................................... 23 Figure 1.31 PLC communication interface Computer Display - Courtesy SEPTA ......................... 23 Figure 1.32 Rail Car Labeling Where the Carborne Equipment Will Normally Be Located ......... 25 Figure 1.33 Carborne Package Highlighting Components ............................................................. 26 Figure 1.34 Siemens ATP Enclosure for an ATC System – Courtesy Siemens and NFTA .............. 27 Figure 1.35 Test Panel - Courtesy Siemens and NFTA ................................................................... 28 Figure 1.36 SEIMENS ATP Aspect display unit – Courtesy Siemens and NFTA ........................... 28 Figure 1.37 CBTC Aspect Display Unit - Courtesy SEPTA ............................................................ 29 Figure 1.38 Internal Information Panel - Courtesy Siemens and NFTA ......................................... 30 Figure 1.39 Magnetic Speed Pickups - GRS .................................................................................... 31 Figure 1.40 Speed Sensor - Courtesy NFTA .................................................................................... 31 Figure 1.41 Carborne Antenna - Courtesy NFT ............................................................................. 31 Figure 1.42 Carborne Antenna - Courtesy DenverRTD ................................................................. 31 Figure 1.43 Carborne Antenna - GRS ............................................................................................ 32

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COURSE 105: INTRODUCTION AND OVERVIEW TO CAB AND WAYSIDE SIGNALING MODULE 1: OVERVIEW


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Module 1

OVERVIEW OF CAB AND WAYSIDE SIGNALING

Outline 1-1 Overview 1-2 Signaling Systems and Principles of Operation 1-3 Signaling Equipment 1-4 Signal Specific Nomenclature 1-5 Overlay Systems 1-6 Summary

Purpose and Objectives The purpose of this module is to provide an overview of the types of signaling systems that are present in some rail locations. Following the completion of this module, the participant should be able to complete the following exercises with an accuracy of 70% or greater:

• Describe theory of operation and purpose of signaling • Identify related elements of signaling • Describe interface between territories with and without signaling systems • Describe operation of different types of signaling systems • Describe equipment for train to wayside communication (TWC) • Identify signaling symbols recommended by American Railway Engineering and

Maintenance-of-way Association (AREMA) • Given an aspect chart from your location, demonstrate ability to read the chart and explain

the aspect that will be given for various moves on the track • Describe how overlay systems work • Identify one type of overlay system PREVIEW O

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Key Terms

• Alarm • Amphenol Connector • Approach Aspect • Aspect • Aspect Display Unit • Audio Frequency Track

Circuit • Automatic Block Signaling

(ABS) • Automatic Train Control

(ATC) • Automatic Vehicle

Identification (AVI) • Braking Distance • Call On • Carborne • Carborne Antenna • Carborne Control Unit • Central Instrument

Location (CIL) • Centralized Traffic Control • Circuit Board • Close In Button • Comfort Requirements • Communication Based

Train Control (CBTC) • Control Line Drawings • Control Panel • Cutout • Cutout Loop • Dark Territory • Destination Dial • Diverge • Double Diverge • Dwarf Signal • Fleeting • Headway • Indication • Interlocking • Interrogator • Long Wire Loops • Loop Connecting Unit

• Loop Coupling Unit • Loop Scanner Card • Loop Tuning Unit • Loops • Lunar Aspect • Manual Block Territory • Micro-Processor • Occupancy • Overlay System • Pedestal Mount • Penalized • Phankill • PLC Communication

Interface • Positive Train Control

(PTC) • Radio • Ready To Depart Button • Receiver Coil • Relay • Safety Distance • Search Light • Segments • Siding • Sighting Distance • Spectacle • Speed Code • Speed Command • Surface Operation Button • Thumbwheel • Track Transformer • Track Warrant • Train Order • Train To Wayside

Controller • Train To Wayside Loop • Transmitter Module • Transpositions • Tuned Impedance Bond • Tuned Loop • Untuned loops • Wall Mount

• Wayside

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http://en.wikipedia.org/w/index.php?title=Safety_distance&action=edit&redlink=1



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1-1 OVERVIEW

History of Cab Signaling In 1922 the Interstate Commerce Commission issued a ruling that trains not equipped with some sort of automatic train stop technology would be limited to 80 mph. The Pennsylvania Railroad (PRR) decided to use this as an opportunity to implement a signaling technology that could improve both safety and operational efficiency by displaying a signal continuously in the cab of the locomotive. The task was handed off to the Union Switch and Signal Corporation, the PRR's preferred signal supplier. The first test installation between Sunbury, PA and Lewistown, PA consisted of turning the tracks into an inductive loop with three aspects (the visual appearance of the signal). The indication is the meaning of the aspect. For example, a red aspect is in most cases a restrictive indication – directing the train engineer to stop.

As stated above, at the first test installation, there was a series of three aspects: One which was a restrictive aspect, the one before the restrictive aspect as an approach aspect (an aspect notifying the engineer that they were approaching a restrictive signal and should start slowing down accordingly) and at the far end a clear aspect. All three were working with a 60 Hz carrier current. The test installation also did away with wayside block signals (block signals on the right of way) with trains relying solely on cab signals. The PRR installed another "loop" system on the Northern Central line between Baltimore, MD and Harrisburg, PA in 1926, this time using special 100 Hz current.

In 1927, the PRR began to test another variation of cab signals which used pulse codes instead of inductive loops. The new system used four signal aspects, Restricting, Approach, Approach (next signal at) Medium (speed) and Clear. Initially the cab signaling system only acted as a form of automatic train stop where the engineer would have to respond to any drop in the cab signal to a more restrictive aspect to prevent the brakes from automatically applying. Later, passenger engines were upgraded with speed control which enforced the rulebook speed associated with each cab signal. This may vary but as illustrated in Figure 1.1, Clear = No Restriction, Approach Medium = 45 mph, Approach = 30 mph, Restricting = 0-15 mph.

Figure 1.1 Three indication Cab Signal Sequence - Courtesy MetroNorth Over time the PRR installed cab signals over much of its eastern system from Pittsburgh to Philadelphia and New York to Washington. This system was then inherited by Conrail and Amtrak

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and various commuter agencies running on former PRR territory such as SEPTA and New Jersey Transit. Because trains running in cab signal territory had to be equipped with cab signals, most locomotives of the aforementioned roads were fitted with cab signal equipment. Due to the effect of interoperability lock in, the 4-aspect PRR cab signal system has become a de-facto standard and most new cab signaling installations have been of this type or a compatible type. Theory of Operation and Purpose of Signaling Signaling is a way of ensuring a train is operating safely and efficiently (as possible) on the track by keeping a required distance between trains.

See video 1.1 Signal Introduction (http://www.youtube.com/watch?v=1GWvqNqEY6U)

Signaling is achieved through the interaction of equipment at different locations within the signaling system including:

1. Central Instrument Location 2. Wayside - anything on the right of way 3. Carborne – signaling equipment on the rail vehicle

Any communication exchanged between a location and or a signaling system will provide the following data associated with that particular train:

• Distance Traveled • Overspeed Condition • Route Number • Route Requests

• Run Number • Signal Display • Speed Commands • Train Identification

• Train Location • Train Number

Interrelation of Different Areas In the US, there are still large sections of lines which have no signals. These sections are commonly referred to as Manual Block Territory. According to the FRA, trains on these sections should not be running faster than 60 mph. The un-signalled lines are usually long, single line sections in remote areas, and there are thousands of miles of them. They are commonly referred to as dark territory. Trains are permitted to pass from one area to another by the use of train orders or track warrants, nowadays transmitted by radio between dispatchers and train crews. Cutout Loops are loops used when going from signalled territory to non-signaled territory. Siding is an auxiliary track used for the passing of trains. There are elaborate rules for ensuring safety and accidents are rare. Always follow your authority’s rules and regulations. How areas with signals inter-relate to neighbouring track sections that are un-signalled is determined by each railroad.

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http://www.youtube.com/watch?v=1GWvqNqEY6U

http://www.railway-technical.com/sigsing.shtml#Train-Orders

http://www.railway-technical.com/sigsing.shtml#Train-Orders

http://www.railway-technical.com/sigsing.shtml#Track-Warrants

COURSE 105: INTRODUCTION AND OVERVIEW TO CAB AND WAYSIDE SIGNALING MODULE 2: AUTOMATIC BLOCK SIGNALING AND TRAFFIC CONTROL SYSTEM


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Module 2

AUTOMATIC BLOCK SIGNALING AND TRAFFIC CONTROL SYSTEM

Outline 2-1 Overview 2-2 Bi-Directional ABS 2-3 Electrical Workings 2-4 Summary

Purpose and Objectives The purpose of this module is to provide an overview of Automatic Block Signaling. Following the completion of this module, the participant should be able to complete the exercises with an accuracy of 70% or greater:

• Describe general operation of Automatic Block Signaling (ABS) • Describe general operation of Automatic block signaling uni-directionally • Describe general operation of Automatic block signaling Bi-directionally, Traffic Control

System • Given a schematic, give a sequence of operation for an ABS

Key Terms • Bi-Directional ABS • PLC Communication Interface • Reverse Direction • Signals • Time Locked Points • Track Circuit Shunts • Track Transformers • Tumble Down • Tuned Impedance Bonds PREVIEW O

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http://en.wikipedia.org/wiki/Railway_switch



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2-1 OVERVIEW

Automatic Block Signaling (ABS) is one of the most rudimentary signaling systems in the United States, second only to manual block signaling. Automatic block signal systems are designed to allow trains operating in the same direction on the same track to follow each other in a safe manner without risk of rear end collision. The automatic operation comes from an ability to detect if blocks are occupied or otherwise obstructed and then convey that information to approaching trains. They differ from manual block systems, in which the signals are controlled by a block operator. ABS systems can be setup to give the train operator varying degrees of train separation. In the two-block ABS system example in Figure 2.1, whether the operator sees a yellow signal, they are made aware that they need to be prepared to stop at the next signal. In a three-block system (Figure 2.2) the operator gets advanced notice of a needed stop. In its simplest form, the “overlap" is a distance allowed for the train to stop should it pass a signal showing a STOP aspect. It is provided by positioning the signal some distance before the entrance to the section it is protecting. The second red aspect in Figure 2. to the rear of the train is providing an addition stopping distance separation into an occupied block. Note blocks 3 thru 6 as the second STOP signal aspect follows behind the progressive train move provide the additional safe braking distance. How these notifications are presented may vary at your location.

Figure 2.1 Example Illustration of a Two-Block Protection ABS System - Courtesy NJ Transit

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Figure 2.2 Example Illustration of a Three-Block Protection ABS System - Courtesy NJ Transit

Figure 2.3 Three-Block ABS System in the Field - Courtesy SEPTA Where applicable, it is the responsibility of signal maintainers to inspect and maintain signals, PLC communications interface, tuned impedance bonds, track transformers, relays and circuit boards on ABS systems. Information on how this is done will be found in Course 205: Inspection and Maintenance of Signaling Systems. This module will also explain the bi-directional capabilities of ABS and outline how ABS systems work electrically.

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COURSE 105: INTRODUCTION AND OVERVIEW TO CAB AND WAYSIDE SIGNALING MODULE 3: AUTOMATIC TRAIN CONTROL


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Module 3

AUTOMATIC TRAIN CONTROL

Outline 3-1 Overview 3-2 ATC Sub-Systems 3-3 Electrical Workings 3-4 System Specific Sequences of Operation 3-5 Summary

Purpose and Objectives The purpose of this module is to provide an overview of Automatic Train Control. Following the completion of this module, the participant should be able to complete the exercises with an accuracy of 70% or greater:

• List the three Automatic Train Control Subsystems • Describe operation of Automatic Train Protection (ATP) • Describe operation of Automatic Train Operation (ATO) • Describe operation of Automatic Train Supervision (ATS)

Key Terms • Automatic Speed Control (ASC) • Automatic Train Control (ATC) • Automatic Train Operation (ATO) • Automatic Train Protection (ATP) • Automatic Train Supervision (ATS) • Cab Signal Indicator • Carborne Antenna • Code Rate Circuit • Enable/Go Circuit

• Loops • Overspeed Protection • Receiver Coil • Speed Commands • Speed Regulation • Station Stopping • Train Detection

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3-1 OVERVIEW

Automatic Train Control (ATC) also known as automatic speed control is a system that initiates a penalty brake application if the engineer fails to reduce speed in compliance with cab signal indications. There are three main sub-systems of ATC:

1. Automatic Train Protection (ATP) which prevents collisions and derailments. 2. Automatic Train Operation (ATO) which controls train movement and stopping at

stations. 3. Automatic Train Supervision (ATS) which directs train movement in relation to the

schedule.

As covered in Module 1, ATC systems may include carborne control unit, aspect panel also known as cab signal indicator, magnetic speed pickups, receiver coil and radio on the car (and sometimes a carborne antenna, and/or train to wayside controller). Note that for ATC systems including ATP, the aspect panel will also display the current speed and allowable speed. By the wayside, there will be a PLC communication interface, tuned impedance bonds, track transformers and loops. On ATC systems, there may or may not be wayside signals. At the CIL there will be relays and circuit boards. This additional equipment enables the wayside to interface with the carborne equipment to enforce speed restrictions throughout the system. Where applicable, it is the responsibility of signal maintainers to inspect and maintain signals, PLC communications interface, tuned impedance bonds, track transformers, loops, relays and circuit boards on ATC systems. Information on how this is done will be found in Course 205: Inspection and Maintenance of Signaling Systems. This module will explain the different ATC subsystems and outline how ATC systems work electrically.

3-2 ATC SUBSYSTEMS

Automatic Train Protection (ATP) The ATP assists in enforcement of safe operation of the system. It imposes speed limits both to maintain safe train separation and to operate trains in accordance with civil speed restrictions. At interlockings, (locations containing track crossings), ATP ensures that train movement is permitted only when a clear, uncontested route is available through the interlocking, and the track switches are locked in position. In all cases where two or more trains are competing for the use of a common segment of track, the system allocates the track to one train at a time in an orderly fashion and locks out all others.

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Automatic Train Operation (ATO) The Automatic Train Operation (ATO) subsystem also known as Automatic Speed Control performs the functions normally performed by the operator. Those functions include the smooth acceleration of the train to running speed, regulation of the train’s speed to the command speed, and stopping the train smoothly at the proper position in the station. The command speed for the ATO’s speed regulation function may be the ATP speed limit, the ATS speed limit, or the ATO station stopping profile speed command. The ATO subsystem selects the lowest of the three as the command or reference speed. The ATP speed limit and the ATS speed limit are explained in later paragraphs. ATO also controls doors by opening the train doors in stations to permit passengers to board or exit the train and closing the train doors when the train is ready to leave the station and initiates train departures from a station after the doors are closed.

Figure 3.2 ATO Related Components in the Cab - Courtesy MBTA

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COURSE 105: INTRODUCTION AND OVERVIEW TO CAB AND WAYSIDE SIGNALING MODULE 4: COMMUNICATION BASED TRAIN CONTROL


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Module 4

COMMUNICATION BASED TRAIN CONTROL

Outline 4-1 Overview 4-2 CBTC Specific Equipment 4-3 Summary

Purpose and Objectives The purpose of this module is to provide an overview of Communication Based Train Control. Following the completion of this module, the participant should be able to complete the exercises with an accuracy of 70% or greater:

• Describe operation of Radio Frequency Based Signaling • List and describe CBTC specific equipment

Key Terms • Allowable Speed • Amplifiers • Current Speed • Distance Traveled • Doppler Radar • Exact Location • Exact Speed • Fiber Optic to Radio Frequency

Converter (FORC) • Norming Point/Reader

• Norming Point Antenna • Optical Speed Measurement Device • Restricted Speed Condition • Segments • System Initialization • Tachometer • Vehicle Identification Tag (VETAG) • Virtual System • Wayside Antenna

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4-2 CBTC EQUIPMENT

The aspect panel in the cab of trains operating on CBTC will always display the current speed and allowable speed.

Figure 4.1 CBTC Aspect Panel Not in Use- Courtesy SEPTA

Figure 4.2 CBTC Aspect Display Unit When in Use - Courtesy SEPTA In order to know the exact location, exact speed and distance traveled for a given car (instead of just which track circuit it is occupying) CBTC utilizes some additional components, both carborne and wayside which communicate with each other and the PLC.

Figure 4.3 CBTC Flow of Information

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System Initialization

As mentioned above, as of today CBTC runs as an overlay on top of a track circuit based system. In the system we're using as an example, found at SEPTA, the trolley line run does not use CBTC when it is running above ground. It is when the trolley goes into an underground tunnel that the initialization of CBTC happens. As the car goes into the tunnel, the wayside antenna detects the carborne vehicle identification tag (VETAG) and CBTC is initialized. In the case of this example system at SEPTA, initialization is a non-vital process. If the trolley does not initialize, it will stay in a restrictive mode all the way through the tunnel. The operator must call the dispatcher and get procedure orders. The trolley will still move but if the system doesn’t know where it is, it will slow the line down a bit. You may notice that the VETAG is the exact same type of equipment as the norming point, it is just mounted differently and painted to match the body of the car.

Figure 4.4 CBTC Initialization Point with Wayside Antenna - Courtesy SEPTA

Figure 4.5 Carborne Vehicle Identification Tag - Courtesy SEPTA

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4-3 SUMMARY

This module identified and described the equipment found specifically on CBTC systems and how these pieces fit into the overall CBTC sequence of operation using SEPTA's system as an example:

• Vehicle Identification Tag (VETAG) • Norming Point • Norming Point Antenna • Norming Point Reader • Tachometer • Doppler Radar OR Optical Speed Measurement Device

Course 205: Inspection and Maintenance of Signaling Systems will cover the actual steps for inspection and maintenance of these pieces CBTC related equipment.

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Documents

PREVIEW - Transit Training · 2017. 10. 5. · signaling system including: 1. Central Instrument Location 2. Wayside - anything on the right of way 3. Carborne – signaling equipment