Swift Navigation designs, manufactures and integrates GNSS receivers, as well as providing the Skylark wide-area GNSS corrections service. Its markets are automotive, transportation (last mile delivery, commercial trucking, rail), robotics/machine control (construction, mining, precision agriculture, landscaping), UAVs, micromobility and mobile devices and applications.
The company’s technology is compatible and interoperable with most major GNSS receivers for multiple markets. Its Starling positioning engine and Skylark corrections “are scalable to bring precision to legacy low-cost single-frequency receivers, all the way to the most sophisticated state-of-the-art triple-frequency multi-constellation systems,” said Joel Gibson, Swift’s executive vice president of Automotive. “By working with a multitude of receiver vendors for different applications, Swift leverages all constellations and all signals and maximizes the performance required for the application.”
The most accurate and reliable navigation system for every application would take advantage of all available GNSS signals, as well as all available corrections, dead reckoning and fused data from other sensors, such as cameras, lidar and radar. However, of course, that is not possible due to cost, size, weight and power considerations. Swift’s approach to the trade-offs required depends on each use case.
Micromobility
In the area of micromobility (such as scooters), the main constraints for implementing a positioning solution are cost and power, coupled with the challenge of satellite signal outages and multipath in dense urban environments where these vehicles primarily operate, Gibson explained. “Cost-effective dual-frequency GNSS receivers are now showing up in micromobility architectures. Pairing them with our Starling positioning engine, which integrates inertial sensor data and wheel ticks, and augmenting them with Skylark corrections data, makes it possible to meet such compliance requirements as geofencing and limiting sidewalk use.”
Additionally, by achieving decimeter-level positioning, Swift’s micromobility solution makes it easier for both users and service staff to find scooters, which increases the scooter companies’ revenues.
Photo: Swift Navigation
Automotive
In the automotive industry, inertial sensors and wheel odometry are ubiquitous and pair naturally with GNSS to mitigate satellite signal outages, Gibson pointed out. Likewise, cameras and radar — cornerstones of ADAS — are very complementary to GNSS for safety applications, and lidar further complements GNSS in feature-rich environments such as dense urban areas.
Rail
Rail applications, such as Positive Train Control, have traditionally needed an accuracy of one or two meters, coupled with ruggedized hardware. “Swift’s precise positioning solution is deployed across continental rail systems today, and we are now engaging rail OEM and operator programs requiring sub-meter accuracy to ensure track-to-track accuracy and safety requirements in support of the transition to more autonomous rail operations,” said Gibson. “Leading rail companies are also looking for operational efficiencies by transitioning away from the high operational costs of maintaining reference base stations along track routes, instead moving to the more cost effective, reliable and seamless Skylark corrections coverage.”
PCTEL Inc. has released an antenna that combines precision multi-constellation GNSS with high-performance LTE, sub-6 GHz 5G, Bluetooth and Wi-Fi connectivity.
The Coach II antenna with GNSS L1/L2/L5 is designed to provide greater precision and reliability for advanced rail communications systems, enabling everything from next-generation positive train control (PTC) to passenger Wi-Fi.
“Precise timing and tracking information is critical not just for rail, but for a variety of fleet, public safety, and industrial IoT [internet of things] applications,” said Rishi Bharadwaj, PCTEL’s chief operating officer. “PCTEL’s antenna technology enables our customers to deploy new technologies with confidence,” added Bharadwaj.
PCTEL is displaying its Coach II antenna with GNSS L1/L2/L5 on Sept. 22-24 at RSSI C&S Exhibition in Minneapolis, Minn. It is available to order now for shipment in early November using part #GL125-DLTEMIMO.
The Federal Railroad Administration (FRA) has awarded $46,301,702 in grant funding for 11 projects in 10 states to assist with deploying positive train control (PTC) systems.
This marks the second selection of PTC systems deployment projects under the Fiscal Year (FY) 2018 Consolidated Appropriations Act and via the Consolidated Rail Infrastructure and Safety Improvements (CRISI) Program, collectively totaling $250 million in funding.
Photo: gabriel12/Shutterstock.com
“These $46 million in grants will speed up the deployment of positive train control systems, a key element in strengthening safety for both passenger and freight railroads,” U.S. Transportation Secretary Elaine L. Chao said. “Each recipient will be held accountable for achieving specific, measurable outcomes.”
The CRISI Program was authorized by the Fixing America’s Surface Transportation (FAST) Act to provide funding to improve the safety, efficiency, and reliability of intercity passenger rail and freight rail transportation systems. The FY 2018 Consolidated Appropriations Act provided $592,547,000 for the CRISI Program, with $250,000,000 to be made available for PTC system deployment. On August 24, 2018, FRA announced $203.7 million in grant awards for PTC implementation to 28 projects in 15 states.
“These grants not only help railroads continue to make progress implementing positive train control, but they also show that we’re steadfast in our commitment to make investments in passenger rail and rural communities,” said FRA Administrator Ronald L. Batory.
In this second round of FY 2018 PTC CRISI grants, 100 percent of the funds will benefit passenger rail, with about 31 percent — or $14 million — benefiting rural projects. The CRISI grant program directs much-needed critical investment — at least 25 percent of available funds — to rural America.
The awards will fund many aspects of PTC system implementation for intercity passenger or commuter rail and freight rail transportation, including back office PTC systems; wayside, communications, and onboard PTC system equipment; personnel training; PTC system testing; and interoperability.
In 2008, Congress mandated implementation of PTC systems on the main lines of Class I railroads and entities providing regularly scheduled intercity or commuter rail passenger transportation over which hazardous materials are transported, or over which intercity or commuter rail passenger transportation is regularly provided.
In October 2015, Congress extended the original PTC system implementation deadline from Dec. 31, 2015, to Dec. 31, 2018. In addition, Congress requires FRA to approve a railroad’s request for an “alternative schedule” with a deadline for full implementation beyond Dec. 31, 2018, but not later than Dec. 31, 2020, if the railroad demonstrates it has met the congressionally mandated criteria for an alternative schedule.
FRA awarded grants in the approximate amounts below to the following programs and entities:
AK – GPS Precision Upgrade for PTC (Up to $2,530,618) Alaska Railroad Corporation (ARRC)
For this rural project, ARRC will procure a platform with software to improve the accuracy and functionality of the global positioning system (GPS) in ARRC’s locomotives and on-track equipment, and implement the vital functions for its Interoperable Electronic Train Management System (I-ETMS).
CA – PTC Configuration Management and Office Segment Failover (Up to $3,976,560) Peninsula Corridor Joint Powers Board (Caltrain)
To implement Caltrain’s I-ETMS PTC system, this grant will fund the completion of a Caltrain PTC Configuration Management (CM) Plan and PTC Data Management Procedure; development of a CM tool that generates an audit trail for changes to configuration data and CM training on the configuration control and CM process; completion of the backup central control facility (BCCF) and Central Control Facility Failover Design and Test Plan; and completion of the design, test results, and as-built system for an Emergency Operation Center at the existing BCCF in Menlo Park, Calif.
CA – Leveraging PTC to Increase Capacity and Reduce Headways and Alternative Vendor Analysis (Up to $3,150,000) Southern California Regional Rail Authority (SCRRA or Metrolink)
This project will include a study for leveraging PTC to increase capacity and reduce headways, software development, PTC component upgrades, and/or corridor infrastructure upgrades to support the future implementation of Higher Reliability and Capacity Train Control (HRCTC) along Metrolink’s congested Orange County Line from Los Angeles Union Station to Oceanside, Calif.
CO – PTC Installation for the Amtrak Southwest Chief on BNSF Railway Through Colorado and Kansas (Up to $9,157,600) Colorado Department of Transportation (CDOT)
This rural project from CDOT, in collaboration with the Kansas Department of Transportation (KDOT) and BNSF, includes the design, installation, and testing of I-ETMS PTC wayside technology on approximately 179 miles of a predominantly single-track route between Dodge City, Kan., and Las Animas, Colo.
IL – PTC Kits and Spare Parts for 24 Additional Locomotives at Metra (Up to $2,058,163) Commuter Rail Division of the Regional Transportation Authority (Metra)
The project includes purchasing and installing onboard I-ETMS PTC equipment on Metra’s 24 recently purchased locomotives.
MA – MBTA PTC Implementation (Up to $7,548,335) Massachusetts Bay Transportation Authority (MBTA)
This project on the Needham Branch, Franklin Branch, and Worcester Line, includes two components: 1) Testing of Automatic Train Control (ATC), where the previously installed PTC/ATC equipment on each line is already wired, and the software is loaded, connected to the signal system, and activated. The testing is intended to confirm the equipment functions as designed and is ready for testing with a test train. 2) “Completion of Commissioning for the ATC Lines,” where final acceptance testing is performed, including interoperability and ATC system testing.
NC – NCDOT Rolling Stock PTC Commissioning (Up to $584,080) North Carolina Department of Transportation (NCDOT)
The project includes installing, testing, commissioning, and certifying I-ETMS PTC onboard technology on three NCDOT locomotives for operation in the Piedmont intercity passenger rail service, which operates between Raleigh and Charlotte, N.C.
NJ – PTC Installation on Multi-level Cab Cars (Up to $6,542,353) New Jersey Transit Corporation (NJT)
This project will install and test Advanced Speed Enforcement System II (ASES II) PTC onboard equipment on 33 new NJT multilevel cab cars for deployment along the Northeast Corridor, Montclair-Boonton, and Morris & Essex Lines in New Jersey.
NM – New Mexico Rail Runner Express PTC/Wi-Fi Integration Project (Up to $2,496,842) Rio Metro Regional Transit District (Rio Metro)
This rural project will restore the New Mexico Rail Runner Express (NMRX) system’s Wi-Fi network from an end-of-life, proprietary WiMAX system to a cross-compatible Long-Term Evolution (LTE) system, providing a redundant path of communication for its I-ETMS PTC system. The project will install 26 towers along the 96 miles of the NMRX system between Belen, N.M. and Santa Fe, N.M., including approximately 74 miles of the Albuquerque Subdivision and 22 miles of the Santa Fe Subdivision. Nine NMRX cab cars, 13 coach cars, and 15 NMRX stations will be equipped with the Wi-Fi technology necessary for its PTC system.
NY – MTA Metro-North Railroad PTC Communications Testing (Up to $2,300,000) NY Metropolitan Transportation Authority (MTA)
This project will involve PTC system testing to measure communications system performance to predict, identify, and replicate communications issues affecting MTA’s Metro-North Railroad’s operations, as well as develop and validate mitigation approaches to address communications challenges along the Northeast Corridor.
TX – Capital Metro E-ATC PTC Wayside Installation Project (Up to $5,957,151) Capital Metropolitan Transportation Authority (Capital Metro)
This project includes the design, installation, and verification of the Enhanced Automatic Train Control PTC wayside system on the new tracks along Capital Metro’s Red Line in the cities of Austin, Cedar Park, Leander, and the surrounding Texas communities. The new project spans a 21-mile section along the Red Line on Capital Metro’s commuter rail corridor.
The Federal Railroad Administration (FRA) awarded $203,698,298 in grant funding for 28 projects in 15 states to assist with the deployment of positive train control (PTC) systems.
The $203 million in grants is part of the total $250 million specifically appropriated under the Consolidated Appropriations Act of 2018 for the implementation of PTC systems, via the Consolidated Rail Infrastructure and Safety Improvements (CRISI) program.
“These $200 million in grants will help the railroads continue to implement positive train control, a technology that could help reduce accidents and save lives,” said U.S. Transportation Secretary Elaine Chao.
The awards fund many aspects of PTC system implementation for intercity passenger or commuter rail and freight rail transportation, including back office PTC systems; wayside, communications, and onboard PTC system equipment; personnel training; PTC system testing; and interoperability.
Second-quarter PTC data
In addition, FRA released its second-quarter update on railroads’ self-reported progress toward implementing PCT systems. As of June 30, 15 railroads have installed 100 percent of the PCT system hardware that must be installed for implementation, based on a review of the railroads’ PTC Implementation Plans and quarterly progress reports for the second quarter of 2018. Twelve other ailroads have installed between 95 and 99 percent of the PTC system hardware identified in their PTC Implementation Plans.
According to FRA, this marks improvement from December 2016, where freight railroads had PTC active on just 16 percent of required tracks, while passenger railroads were at 24 percent.
In addition, second quarter data shows a 25 percent drop in the number of “at risk” railroads from 12 to nine. FRA considers any railroad that installed less than 90 percent of its PTC system hardware as of June 30 to be at risk.
“The railroads have achieved some significant improvements over the past year implementing this safety technology,” said FRA Administrator Ronald Batory. “While we are seeing progress among a majority of railroads, we want to see everyone meet their requirements.”
Awards Granted
When choosing the recipients of the grants, the FRA considered a number of factors, including supporting economic vitality; leveraging federal funding; using innovative approaches to improve safety and expedite project delivery; and holding grant recipients accountable for achieving specific, measurable outcomes.
Under the CRISI Program, at least 25 percent of funds are available for rural projects, the FRA said. In addition, federal funds awarded for CRISI grants must not exceed 80 percent of the total cost of a project, and the required 20 percent non-federal share may be composed of public sector (state or local) or private-sector funding, or both.
Agencies that received grants are:
Alaska Railroad Corporation
California Department of Transportation
Peninsula Corridor Joint Powers Board
Sonoma-Marin Area Rail Transit
Southern California Regional Rail Authority
Florida Department of Transportation
Iowa Interstate Railroad
Iowa Northern Railway Company
Belt Railway Company of Chicago
Chicago Rail Link
Commuter Rail Division of the Regional Transportation Authority
Chicago South Shore & South Bend Railroad
Northern Indiana Commuter Transportation District
Massachusetts Bay Transportation Authority
Springfield Terminal Railway Company (ST)/Pan Am Railways
The commuter rail industry is making progress installing and implementing positive train control (PTC), according to an analysis by the American Public Transportation Association (APTA), an advocate for the advancement of public transportation programs and initiatives in the United States.
The advancements reflect the commuter rail industry’s commitment to safety and implementing PTC by the Dec. 31 statutory deadline, APTA said in a statement.
PTC is a complex signaling and communications technology that commuter rail agencies are installing to offer a critical safety overlay on top of an already safe industry. In fact, rail is the safest surface transportation mode and traveling by commuter rail or intercity rail is 18 times safer than traveling by automobile.
The Federal Railroad Administration issued a PTC progress report in July, with the infographic below.
Chart: Federal Railroad Administration, Jan-March 2018
This is in contrast to a previous PTC infographic, released in June 2016.
Chart: Federal Railroad Administration, June 2016
According to APTA, as of June 30, 2018:
91 percent of spectrum has been acquired;
85 percent of 13,698 pieces of onboard equipment have been installed on locomotives and cab cars etc.;
79 percent of 14,083 wayside (on track equipment) installations have been completed;
78 percent of back office control systems are ready for operation;
74 percent of 14,847 employees have been trained in PTC; and
34 percent of commuter railroads are in testing, revenue service demonstration, or are operating their trains with PTC.
“Every year, 30 commuter railroads across America safely carry passengers on 501 million trips,” said APTA President and CEO Paul P. Skoutelas. “With safety as our number one priority, the commuter railroads are making strong and continuous progress in implementing Positive Train Control.”
Under current law (49 U.S.C. 20157), commuter railroads are required to meet the following milestones by Dec. 31. As defined in 49 U.S.C. 20157(a)(3)(B), they are to have:
Installed all PTC hardware (wayside and onboard equipment);
Acquired all necessary spectrum for PTC implementation;
Completed all employee training;
Initiated testing on at least one territory subject to the PTC requirement (or other criteria); and
Submitted a plan and schedule to the Secretary of Transportation for implementing a PTC system.
Upon reaching these milestones by the end of 2018, the commuter railroads must implement PTC as soon as practicable and no later than December 31, 2020.
“Positive Train Control is a critical commuter rail safety enhancement,” said SEPTA General Manager Jeffrey D. Knueppel, general manager of the Southeastern Pennsylvania Transportation Authority (SEPTA). “Implementing PTC at SEPTA, during a challenging period of capital funding, has been an authority-wide commitment. Throughout this effort, our in-house team has been working continuously with Amtrak, our freight partners, and third-party contractors to address technical and interoperability challenges. SEPTA trains on all 13 regional rail lines are equipped and operating with PTC, and SEPTA is proud to have implemented this safety technology for our customers and employees.”
“Implementing Positive Train Control in Chicago’s dense and busy railroad network has been very challenging, but Metra is right where we said we’d be in terms of finishing the job,” said Jim Derwinski, CEO/executive director of Metra, the Northeast Illinois commuter rail system. “Working with our freight partners, we expect to have PTC implemented or in revenue service demonstration on six of our 11 lines by the end of 2018, and to complete the job by 2020.”
The commuter rail industry is moving aggressively to implement PTC as it faces considerable technical and financial constraints. At a time when the national transit state of good repair backlog stands at an estimated $90 billion, the commuter railroad industry’s cost to implement PTC will exceed $4.1 billion, diverting funds from other critical infrastructure priorities.
Since Congress mandated PTC, the federal government has awarded $272 million in PTC grants. Another $250 million was made available in May 2018.
PTC is an unparalleled technical challenge in scale, complexity, and time required. The challenges include:
a limited number of PTC-qualified vendors simultaneously in demand by both the passenger and freight railroad industries to develop, design and test this complex safety technology;
diagnosing and resolving software issues,
securing adequate access to track and locomotives for installation and testing, and
achieving interoperability, as commuter rail systems operate in mixed traffic with other freight and passenger railroads.
PCTEL Inc. has launched a new series of multi-GNSS L1/L2/L5 antennas for precision navigation and timing.
According to the company, the antennas combine aerospace-level precision with global satellite compatibility, in a highly durable package. They enable critical applications including vehicular automation, 5G network timing synchronization and Positive Train Control (PTC) systems.
The company made the announcement at the RSSI C&S Exhibition (Railway Systems Suppliers Inc.) being held this week in Omaha, Nebraska.
PCTEL’s multi-GNSS L1/L2/L5 antennas increase the accuracy of timing and location information by providing simultaneous access to multiple GNSS signals across multiple frequency bands. The antennas support all relevant GPS, GLONASS, BeiDou and Galileo frequencies with excellent multipath mitigation and high out-of-band rejection for greater signal clarity, the company said. Their robust AAR and IP67-compliant design makes them suitable for years of use on railways and in other harsh real-world environments.
“Precision navigation is crucial for the next generation of autonomous vehicle technologies, which could drive major improvements in safety and efficiency across a wide variety of industries,” said Rishi Bharadwaj, senior vice president and general manager of PCTEL’s Connected Solutions group. “PCTEL’s new antennas make precision navigation accessible for large-scale deployments in rail, public safety, agricultural and commercial fleets. They also enable commercial deployments of 5G networks, which have higher accuracy requirements for network timing.”
Earlier this month, PCTEL released its 900-MHz MIMO Yagi antennas with dual polarization., designed for use with MIMO or diversity radios in advanced supervisory control and data acquisition (SCADA) systems and other industrial internet of things applications. PCTEL’s dual polarized antenna technology improves data throughput and reliability on both licensed and unlicensed spectrum.
PCTEL is displaying its new multi-GNSS antennas along with other antenna solutions for the rail industry, May 22-23 at the RSSI C&S Exhibition, booth #1109. The new antennas will be available for purchase in mid-July.
The U.S. Federal Railroad Administration (FRA) released a status update on its efforts to assist railroads in implementing positive train control systems (PTC), along with the railroads’ self-reported progress for the fourth quarter of 2017.
The FRA said in a press release that it is taking a proactive approach to ensure railroads acquire, install, test and fully implement certified PTC systems in time to meet the congressional interim deadline of Dec. 31.
“It is the railroads’ responsibility to meet the congressionally mandated PTC requirements,” said FRA Administrator Ronald L. Batory. “The FRA is committed to doing its part to ensure railroads and suppliers are working together to implement PTC systems.”
Between Jan. 2 and Feb. 14, FRA’s leadership hosted face-to-face meetings with executives from each of the 41 railroads subject to the statutory mandate to evaluate each railroad’s PTC status and learn what remaining steps each needs to take to have a PTC system fully implemented by the December deadline or, at a minimum, to meet the statutory criteria necessary to qualify for an alternative schedule.
The FRA is now meeting with PTC suppliers to learn more about their capacity to meet the high demands for railroads’ implementation of PTC systems in a timely manner.
PTC systems are designed to prevent certain train-to-train collisions, over-speed derailments, incursions into established work zone limits, and trains going to the wrong tracks because a switch was left in the wrong position.
All railroads subject to the statutory PTC implementation mandate must implement FRA-certified and interoperable PTC systems by the end of the year.
Under the Positive Train Control Enforcement and Implementation Act of 2015, however, Congress permits a railroad to request FRA’s approval of an “alternate schedule” with a deadline beyond Dec. 31, 2018, but no later than Dec. 31, 2020, for certain non-hardware, operational aspects of PTC system implementation.
The congressional mandate requires the FRA to approve a railroad’s alternative schedule with a deadline no later than Dec. 31, 2020, if a railroad submits a written request to FRA that demonstrates the railroad has met the statutory criteria set forth under 49 U.S.C. § 20157(a)(3)(B).
The fourth quarter data, current as of Dec. 31, 2017, shows PTC systems are in operation on approximately 56 percent of freight railroads’ route miles that are required to be governed by PTC systems — up from 45 percent last quarter and 16 percent on Dec. 31, 2016. Passenger railroads have made less progress, with PTC systems in operation on only 24% of required route miles, unchanged from the previous quarter.
The latest data confirms that railroads continue to make progress in installing PTC system hardware, with 15 railroads reporting they have completed installation of all hardware necessary for PTC system implementation and another 11 railroads reporting they have installed over 80% of PTC system hardware. In addition, all but three railroads report having acquired sufficient spectrum for their PTC system needs.
For more key implementation data for the fourth quarter, see the infographics here.
To view the public version of each railroad’s Quarterly PTC Progress Report (Form FRA F 6180.165, OMB Control No. 2130-0553) for Quarter 4 of 2017, visit each railroad’s PTC docket on https://www.regulations.gov/. Railroads’ PTC docket numbers are available at https://www.fra.dot.gov/Page/P0628.
Multiple injuries and fatalities have been reported after an Amtrak train derailed Dec. 18 on the inaugural run of a new high-speed service linking Seattle and Portland.
Train 501 was going south when it derailed while crossing a bridge over Interstate 5 (I-5) near DuPont, Washington, around 7:40 a.m. Pacific Time, causing at least one car to fall onto the freeway below. At least six are dead, none of them motorists on the freeway.
Amtrak Cascades Train 501 was making a southbound run from Seattle to Portland. The Interstate northbound route is closed.
The Amtrak/Cascade trains are pulled by new Charger locomotive. While equipped with positive train control systems that automatically stop trains when trouble is detected, the PTC system isn’t due to be activated until 2018.
The last serious train accident in the United States took place May 12, 2015, when the Amtrak 188 connecting Washington to New York with 243 people on board derailed at the entrance of a curve while the train was launched at 100 miles per hour, more than twice the speed allowed. The accident killed eight people and injured more than 200.
PTC makes it possible to monitor the location of the train and the speed at which it travels, by using GPS and sensors placed both in the trains and along the tracks.
A computer system centralises the data and prevents any excess speed, any red light or collision with another convoy by acting on the locomotive instead of the driver, to curb if it goes too fast, or stop it completely if an obstacle has been detected on the tracks for example.
According to John F. Banzhaf, the accident could have been avoided with an inexpensive GPS-based speed control system. Banzhaf is an MIT-trained professor who is also an inventor with two U.S. patents.
Banzhaf argues that trains should be using a simple GPS-based system to prevent excessive speeds, and not waiting for the delayed and expensive PTC.
“Rather than waiting for so-called positive train control [PTC] systems which may not be operational soon, there is a much simpler and much less expensive GPS-only speed control system for trains which could be put into operation much more quickly, and at only a fraction of the cost of PTC,” Banzhaf said.
“It is also so simple that its basic principle is already in use in millions of automobiles and trucks now on the roads.
The new routing of the trains, which began Monday, uses Sound Transit tracks that go through Lakewood and along I-5 in the area. In all, the new routing was meant to shave about 10 minutes on the travel time and make for more on-time trips, as the Amtrak trains would no longer have to share single-track tunnels with BNSF trains near Point Defiance and along southern Puget Sound.
“One reason that PTC is so expensive, time-consuming to establish, and difficult to install is that it is designed to do far more than the simplest but most vital task of keeping trains from exceeding the speed limit — e.g., also dealing with switches left in the wrong position, hijackings, natural disasters, etc.
“It is therefore a very complex system which requires not just GPS units in each locomotive, but also many thousands of signaling devices along sections of about 140,000 miles of track which transmit cab codes to antennas on railroad cars.
“Unfortunately, for PTC to work properly, there must be close cooperation and coordination between the many different entities which own the different tracks to which the devices are attached, and the owners of over 500 different railroad companies which may run on these many different tracks.
“All of the devices must also be able to communicate seamlessly with each other, and much of the delay in installing the system has been caused by the need to unify dozens of different systems, obtain permission to use the radio frequencies necessary for the devices to flawlessly exchange information, and related coordination problems…
“Since automobile GPS units can show not only the car’s speed, but also the speed limit on that section of the road, they could also be mounted on each locomotive and prevent the posted speed from being exceeded — completely independent of the tracks on which they are traveling, and without the need for any other sensing devices, cooperation with other companies, communication between devices, etc.”
Travelers taking Amtrak between New York City and Philadelphia are now being protected by a new crash-prevention system.
Amtrak, the United States’ national passenger railroad, has activated positive train control between New York City and Philadelphia, the last stretch of its tracks on the busy Northeast Corridor to get the system, reports the Wall Street Journal.
Amtrak activated the system between Philadelphia and Washington, D.C., earlier this month. It is meeting an original Dec. 31 federal year-end deadline. In October, Congress extended the deadline to December 2018.
If it had been operating, the safety system could have prevented an Amtrak derailment in Philadelphia in May that killed eight and injured more than 200 others.
Positive train control prevents train-to-train collisions, over-speed derailments, incursions into established work zone limits and a train going to the wrong track because a switch was left in the wrong position.
Most railroads will miss the Dec. 31, 2015, deadline for implementing positive train control (PTC), according to a report submitted to the U.S. Congress by the Federal Railroad Administration (FRA). Congress established the deadline in 2008.
An automatic train control system — many of which use GPS — was not installed on the commuter rail route where an Amtrak train left the track in May.
The FRA sent its “Status of Positive Train Control Implementation” report to Congress this week. The report is mandated by the House of Representatives Appropriations Committee.
“Positive train control is the most significant advancement in rail safety technology in more than a century,” U.S. Transportation Secretary Anthony Foxx said. “Simply put: it prevents accidents and saves lives, which is exactly what we seek to do at the Department of Transportation every single day. We will continue to do everything in our power to help railroads install this technology.”
The National Transportation Safety Board (NTSB) began calling for train control systems like PTC in 1969, and the FRA was involved in establishing PTC standards with stakeholders for more than a decade before the 2008 mandate. Three years before Congress passed the PTC mandate, the FRA issued its final rule that established uniform PTC standards for railroads willing to voluntarily install the technology.
Positive train control prevents train-to-train collisions, over-speed derailments, incursions into established work zone limits and a train going to the wrong track because a switch was left in the wrong position.
In 2008, Congress passed the Rail Safety Improvement Act, requiring all Class I railroads transporting poisonous-by-inhalation hazardous (PIH) or toxic-by-inhalation hazardous (TIH) materials, and all railroads providing passenger service, to implement Positive Train Control by Dec. 31, 2015.
The FRA has provided assistance and support to railroads to help them become PTC compliant. Those efforts include:
Providing more than $650 million to passenger railroads, including nearly $400 million in Recovery Act funding.
Issuing a nearly $1 billion loan to the Metropolitan Transportation Authority to implement PTC on the Long Island Rail Road and Metro-North.
Building a PTC testbed in Pueblo, Colo.
Working directly with the Federal Communications Commission and the Advisory Council on Historic Preservation to resolve issues related to spectrum use and improve the approval process for PTC communication towers.
Dedicating staff to continue work on PTC implementation in March 2010, including establishing a PTC task force.
“The Federal Railroad Administration will continue to use its resources and expertise to help railroads achieve the critical goal to have Positive Train Control implemented,” FRA Acting Administrator Sarah Feinberg said.
An automatic train control system — many of which use GPS — was not installed on the commuter rail route where an Amtrak train left the track on Tuesday, according to the National Transportation Safety Board. The advanced safety technology, known as positive train control, is designed to prevent high-speed derailments.
Seven people were killed and more than 200 injured when Amtrak Northeast Regional Train 188 with seven cars derailed while rounding a curve at more than double the 50-mph speed limit.
An Advanced Civil Speed Enforcement System (ACSES) was due to be installed on the route before the end of the year.
The U.S. Department of Transportation describes these methods of positive train control, most of which use GPS:
ACSES (Advanced Civil Speed Enforcement System). A transponder-based system, in use on Amtrak’s Northeast Corridor originally put into use on the Northeast Corridor by the specific requirements of an Order of Particular Applicability. This type of positive train control system has been approved and certified by the Federal Railroad Administration (FRA).
ETMS (Electronic Train Management System). A GPS- and communications-based system being deployed by BNSF Railway.
I-ETMS (formerly called Vital Electronic Train Management System). A GPS- and communications-based system, not yet ready for deployment. It is the system of choice for CSX Transportation, Norfolk Southern Railway and Union Pacific Railroad. BNSF Railway is to upgrade to it when software is available; various passenger/commuter and other railroads are adopting it for compatibility and interoperability.
ITCS (Incremental Train Control System). A GPS- and communications-based system used by Amtrak on its Michigan line, authorized for passenger train speeds up to 110 mph, originally put into use by the specific requirements of an FRA-approved waiver. ITCS certification through Amtrak’s request for expedited certification process is pending successful resolution of a few remaining issues before FRA approval for certification.
The Rail Safety Improvement Act of 2008 mandates that positive train control be implemented across a significant portion of the nation’s rail industry by Dec. 31, 2015.
