19-00. UTA-E-ATC-SDD-A05-Rev1-(reduced).pdf

Utah Transit Authority FrontRunner E-ATC

System Description Document

Revision A05 Rev1 October, 2024

UTA FrontRunner E-ATC System Description Document Page 2 of 109 October 2024 Revision A05

REVISION HISTORY

Version/ Release Author Date Comments

A00 R.F. Anderson September, 2014 Original Release

A01 R.F. Anderson November Incorporate UTA comments

Section 2.1.3 changed 79 to 15

Revised section 2.2.6

Section 2.5 replaced text

Section 3.0 Revised

Section 3.1 removed field blocking

Sections 3.2.1.3 & 3.2.1.4 removed

Section 3.2.2.1 revised cut sections

Section 3.2.2.4 changed to onboard I-ETMS

Section 3.2.3 changed to Communications

Section 4.0 revised

Section 4.5 changed from fiber optic comm. to Comm.

Changed section 5.1 paragraphs per UTA comments.

A02 A. Ortolani January, 2015 Incorporate UTA Comments MSP122-I001-FRPTC-SDD_UTA

A03 A. Ortolani March, 2015 Updates from February 25th Design Review meeting.

Incorporate UTA Comments made on 3/3/2015 on MSP122-I001FRPTC SDD-UTA Comment Resolution Form.

A04 D. Jones October, 2018 Updates to Section 5 location table and site descriptions;

Remove references to I-ETMS; Remove references to operations north of Ogden; added NCP SPOF description;

added remote cab disable description for Provo South and Ogden North; added yard exit red signal enforcement;

Updates to house stationing in section 5; Move training simulator from section 7 to section 5.2.8.

A05 A. Ortolani October, 2024 Added “VLAN” to section 1.4 – Definitions.

Updated to Section 2.1.2 to include a description of the non-vital monitoring of the penalty brake application.

A05 (continued) A. Ortolani October, 2024 Update to Section 2.1.5 to include a description of the non-vital monitoring of the ATP Bypass switch.

UTA FrontRunner E-ATC System Description Document Page 3 of 109

A05 (continued) D. Garrod October, 2024 Added section 2.5.6 to describe integration of pilot brake cutout mitigation.

UTA FrontRunner E-ATC System Description Document Page 4 of 109

TABLE OF CONTENTS

1 INTRODUCTION

SCOPE

PURPOSE

DISTRIBUTION

DEFINITIONS

ACRONYMS

RELATED DOCUMENTS

APPLICABLE STANDARDS

APPLICATIONS USED

2 SYSTEM OPERATION

CARBORNE

Aspect Definitions

Overspeed Protection

No Code Proceed

Yard Mode

ATP Bypass

Self-Test

System Checks

Cab Inactive/Trail Mode

INTERLOCKINGS

General

Salt Lake City Intermodal

Provo

Ogden North

Automatic Operation

Closing on Stop Signals

Field Blocking

GRADE CROSSINGS

General

Highway Grade Crossings Interfacing with Interlockings

PINCH POINT DETECTION

E-ATC SYSTEM

E-ATC Functionality

2.5.1.1 Existing ATC Functionality

2.5.1.2 Functionality Added by E-ATC

UTA FrontRunner E-ATC System Description Document Page 5 of 109

2.5.1.3 Functions Not Applicable to FrontRunner

Manadatory Directive (MD) Enforcement

Temporary Speed Restriction (TSR) Enforcement

Civil Speed Restriction Enforcement

E-ATC Failures En Route pILOT BRAKE CUTOUT MITIGATION

3 SYSTEM ARCHITECTURE

OPERATIONS CONTROL CENTER (OCC)

Remote OCC Track Display

INTERLOCKING SYSTEMS

FrontRunner South

3.2.1.1 Block Signal System

3.2.1.2 Highway Grade Crossing Warning Systems

FrontRunner North

3.2.2.1 Block Signal System

3.2.2.2 Highway Grade Crossing Warning System

Carborne

3.2.3.1 E-ATC

Communications

3.2.4.1 Communication Ring

4 SYSTEM INTERFACES

CARBORNE

Aspect Display Unit

Audible Alarm

Car Builder (For Reference Only)

Aspect Display Unit

Audible Alarm

ATP Bypass Switch

Cab Signal Equipment Cabinet

Cab Signal Receiver Coils

Electro Magnet Valve

Environmental Requirements

Event Recorder

Inputs

Power

Speed Sensors

No Code Proceed Counter

UTA FrontRunner E-ATC System Description Document Page 6 of 109

Diagnostics

HIGHWAY GRADE CROSSING

Grade Crossing Indicator

UTA/UPRR

Electric Lock

Highway Grade Crossing

WAYSIDE

Cab Signals

Color Light Signals

Local Control Panel (For Emergency and maintenance operations in rare instances)

4.4.3.1 LCP (FRS)

4.4.3.2 LCP (FRN)

Route Request Push Buttons

Pinch Point Detectors

OPERATIONS CONTROL CENTER

Interlocking Controls and Indications

Crossing Controls and Indications

Cut Section Controls and Indications

WAYSIDE/OFFICE PROTOCOL

5 SCOPE OF WORK

SCOPE DESCRIPTIONS BY LOCATION

267+00 Cut Section

282+52 Provo South Interlocking

297+80 200 West Grade Crossing

303+99 Provo North Interlocking

312+19 500 West Grade Crossing

321+13 700 West Grade Crossing

333+28 900 West Grade Crossing

339+00 University South Interlocking

387+33 Draper Lane Crossing

396+40 Cut Section

417+36 820 North Grade Crossing

450+00 Cut Section

467+15 1680 North Grade Crossing

484+00 2800 West Grade Crossing

488+78 2000 South Grade Crossing/Cut Section

529+85 Cut Section

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584+12 University North Interlocking / 800 South Crossing

614+86 400 South Grade Crossing/Cut Section

650+50 Cut Section

678+81 Vineyard South Interlocking

737+43 Vineyard North Interlocking

766+49 1600 North Grade Crossing/Cut Section

815+20 Cut Section

861+61 1500 South Grade Crossing/Cut Section

897+64 1100 South Grade Crossing

911+45 Cut Section

934+97 100 East Grade Crossing

946+96 Cut Section

960+68 100 West Grade Crossing

975+72 Storrs Avenue Grade Crossing

981+00 Cut Section

989+73 200 South Grade Crossing

1004+42 American Fork South Interlocking

1032+00 American Fork North Interlocking

1056+80 Cut Section

1101+52 Center Street Grade Crossing/Cut Section

1111+70 Pinch Point (Feed)

1128+15 200 South Grade Crossing

1136+74 Main Street Grade Crossing

1151+02 500 West Grade Crossing/Cut Section

1188+32 900 North Grade Crossing/Cut Section

1223+90 1500 North Grade Crossing/Cut Section

1261+05 Cut Section

1278+68 Cut Section

1302+02 Dinosaur South Interlocking

1330+36 Dinosaur North Interlocking

1354+00 Cut Section

5.1.48.1 1378+50 Cut Section

5.1.48.2 1384+00 Junction House

5.1.48.3 1404+90 CUt section

5.1.48.4 1427+00 CUT SeCTIOn

5.1.48.5 1436+56 Junction House

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5.1.48.6 1453+50 Cut section

1494+00 Cut Section

1541+27 1300 West Crossing/Cut Section

1590+76 Cut Section

1633+75 Cut Section

1684+00 Buffalo South Interlocking

1737+83 Buffalo North Interlocking

1790+15 Cut Section

1817+95 Cut Section

1853+43 Jordan Gateway Grade Crossing/Cut Section

1862+66 Jordan South Interlocking

1906+70 Jordan North Interlocking

1911+25 10000 South Grade Crossing

1950+80 9400 South Grade Crossing/Cut Section

2005+80 Cut Section

2064+15 Cut Section

2115+80 Cut Section

2155+94 Pinch Point (Relay)

2165+29 Cut Section

2180+30 5900 South Grade Crossing

2214+87 Electric Lock (X1030)/Cut Section

2228+25 Murray South Interlocking/Electric Lock (T310)

2249+75 Vine Street/5100 South Grade Crossing

2257+41 Murray North Interlocking

2272+59 4800 South Grade Crossing

2296+02 4500 South Grade Crossing/Cut Section

2347+85 Cut Section

2400+96 Cut Section

2453+55 Electric Locks (T326/T328)/Cut Section

2471+60 Electric Lock (T330)/Cut Section

2499+06 Pinch Point (Relay)

2508+88 Salt Lake South Interlocking

2517+33 1700 South Grade Crossing

2563+05 Salt Lake North Interlocking

2575+26 900 South Grade Crossing

2584+59 800 South Grade Crossing/Electric Locks (X1050/X1060)/Cut Section

2594+62 Intermodal South Interlocking

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3385+60 Electric Lock (T106)/Cut Section

3503+00 Warm Springs Rail Service Center

SLC Intermodal/200 SOUTH – 3401+75

600 West (Salt Lake City) – 3419+38

Cut Section – 3430+50

300 North (Salt Lake City) – 3448+92

UPRR Access South/400 North (Salt Lake City) – 3456+84

Warm Springs South – 3474+01

1050 North (Salt Lake City) – 3506+62

Warm Springs North - House A – 3527+26

Warm Springs House - B – 3545+52/UPRR North Access Crossover No. 1 – 3543+70/Tesoro Access Crossover – 3549+28

1800 North (Salt Lake City) – 3572+33

1800 North – 3584+93

Cut Section – 3618+25/Beck Yard South Electric Lock

Cut Section – 3639+39

Cut Section – 3665+92/Beck Yard North Electric Lock

Cut Section – 3705+96/Center Street/Cudahy Lane (North Salt Lake)

Cut Section – 3745+35/Pioneer Siding South

Main Street/1100 West (North Salt Lake) – 3760+10

1100 North (Woods Cross) – 3779+40

Pioneer Siding North – 3800+39

Cut Section – 3800+39

1500 South (Woods Cross) – 3828+65

5.28 Woods Cross South – 3842+99

5.1.109.1 Woods Cross North – 3864+29

Cut Section – 3908+00

Cut Section – 3928+54

1600 North/Pages Lane (West Bountiful) – 3951+18

Centerville South – 3963+57

Centerville North – 3999+72

Cut Section – 4054+98

Cut Section – 4111+16

Cut Section – 4166+05

Farmington South – 4224+60

Farmington North – 4272+12

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Cut Section – 4336+87

Kaysville South – 4400+66

Cut Section – 4427+50

Kaysville North – 4462+23

Old Mill Lane/Sunset Drive (Kaysville) – 4477+84

Cut Section – 4517+02

Layton South – 4544+72

900 South (Layton) – 4553+20

Layton North – 4582+35

Gentile Street (Layton) – 4585+97

Cut Section – 4615+50/King Street (Layton)

Cut Section – 4645+01/Highway 232/Hill Field Cross Road (Layton)

Gordon Avenue (Layton) – 4665+19/Cut Section

Cut Section – 4694+85

1000 East (Clearfield) – 4725+29

Clearfield South – 4751+57

Clearfield North – 4778+04

Cut Section – 4832+74

Cut Section – 4886+62

Cut Section – 4914+76/1300 North (Clinton)

1800 North (Clinton) – 4941+27/Cut Section

Cut Section – 4967+84/2300 North (Clinton)

6000 South (Roy) – 4996+04/Cut Section

Cut Section – 5025+50

Cut Section – 5050+28

4800 South (Roy) – 5076+91

Roy South – 5114+60

4000 South (Roy) – 5134+82

Roy North – 5175+37 to 5179+62

3300 South (Ogden) – 5208+18

Cut Section – 5235+20

Cut Section – 5271+36

Ogden South – 5326+51

Ogden Yard – 5343+89

Ogden North – 5375+75

17 tH Street Grade Crossing

SP Junction

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2700 North Grade Crossing

E-ATC SCOPE

General Scope

Communications Segment

Office Segment

Wayside Segment

Onboard Segment

5.2.5.1 E-ATC Modifications

Civil Speed Restrictions

PTC Safety Plan:

Training Simulator

6 TECHNICAL COMPLIANCE

APPROACH SIGNALS

LOCAL CONTROL PANEL

OVERRUN PROTECTION

7 OPEN ITEMS

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FIGURES

Figure 2-1. Operation of EMV, ADU Overspeed Bars and ADU Audible Alarm during Overspeed Protection

Figure 2-2. Sequence of Operations for Automatic Routing of between Lehi and Draper Stations

Figure 2-3. Sequence of Operations for Routing between Lehi and Draper Stations with Opposing Route Established

Figure 2-4. Typical Arrangement Approaching Mainline Signal

Figure 3-1. Block Diagram of OCC Component of Train Control System

Figure 3-2. Block Diagram of Remote OCC Track Display System

Figure 3-3. Context Diagram of Interlocking System Showing Interface to Major Elements

Figure 3-4. Block Diagram of iVPI® Configuration for End-of-Siding Interlocking

Figure 3-5. Context Diagram of Block Signal System

Figure 3-6. Block Diagram of iVPI® Configuration for Cut Section

Figure 3-7. Block Diagram of iVPI® Configuration a Highway Grade Crossing Warning System

Figure 3-8. Block Diagram of VHLC Configuration for End-of-Siding Interlocking

Figure 3-9. Context Diagram of Block Signal System

Figure 3-10. ECTCI Block Diagram

Where a Cut Section is not associated with either a crossing or an interlocking (stand-alone Cut Section) the ElectroLogIXS (Electro Code 5 System) product performs the block signal functions and allows connectivity to the communications network (refer to Figure 3-11). Figure 3-11. ElectroLogIXS Diagram

Figure 3-12. Context Diagram of Highway Grade Crossing Warning System

Figure 3-13. Block Diagram of HXP-3 Configuration for Typical Crossing

Figure 3-14. Block Diagram of Warning Device Control for Typical Crossing

Figure 3-15. VHLC Block Diagram

Figure 3-16. Carborne ATP System Block Diagram

Figure 3-17. Block Diagram showing layout of ‘Code Line’ and ‘Point-to-Point’ Links

Figure 4-1. Aspect Display Unit

Figure 4-2. ATP Bypass Switch Wiring (in “ATP” position)

Figure 4-3. Interface between UTA and UPRR at Electric Lock Crossovers

Figure 4-4. Typical Two-Quadrant Highway Grade Crossing showing Scope Split between UPRR and UTA

Figure 4-5. Typical Four-Quadrant Gate Highway Grade Crossing showing Scope Split between UPRR and UTA

Figure 4-6. Interface between UTA and UPRR at Highway Crossing Warning Systems

Figure 4-7. Signal Aspect Downgrade Diagram

UTA FrontRunner E-ATC System Description Document Page 13 of 109

TABLES

Table 2-1. Cab Signal Rates, Names, Instructions and Notes

Table 4-1. Vehicle Equipment Scope

Table 4-2. Vehicle Equipment Scope

Table 4-3. UCII Shock Specifications

Table 4-4. Grade Crossing Indicator Aspects and Indications

Table 4-5. Wayside Cab Signal Code Rates

Table 4-6. Color Light Signal Aspects, Indications and Instructions

Table 4-7. Signal Controls

Table 5-1. House Location, Size and Configuration

UTA FrontRunner E-ATC System Description Document Page 14 of 109

1 INTRODUCTION

SCOPE

This document is the System Description Document (SDD) for the FrontRunner Commuter Rail Project consisting of the area from Provo to Ogden, UT. This document represents MRS’ understanding of requirements of the project and the general approach to the design including the following:

• System Operation

• System Architecture

• Product Selection

• System Interfaces

• PTC Requirements.

PURPOSE

The intended purposes of this document are:

• Define system operation (refer to Section 2)

• Define system architecture (refer to Section 3)

• Define system interfaces (refer to Section 4)

• Define scope of work for each location (refer to Section 5)

• Discuss compliance with the UTA Design Criteria Chapter 13 - Train Control, (refer to Section 6)

• Track open technical items (refer to Section 7).

DISTRIBUTION

This document is intended for the Utah Transit Authority (UTA) and associated consultants.

DEFINITIONS

TERM DEFINITION

Advance of Signal The area relative to a signal, located beyond the signal as viewed from an approaching train governed by the signal.

Alarm Any abnormal condition requiring the attention of an attendant or operator.

Algorithm A step-by-step procedure used to solve a problem.

Automatic Train Control A system arranged so that its operation will automatically result in the following: a) A full service application of the brakes, requested by the ATC, will continue either until the train is brought to a stop, or, under the control of the operator, its speed is reduced to a predetermined rate. b) When operating under a speed restriction, an application of the brakes, requested by the ATC, when the speed of the train exceeds the predetermined rate and which will continue until the speed is reduced to that rate.

Automatic Train Operation

A subsystem of automatic train control of train movements from start to stop.

Automatic Train Protection

This subsystem within Automatic Train Control shall maintain safe train operations. This system will initiate braking if proper operator response does not occur.

Automatic Train Stop A system so arranged that its operation will automatically result in the application of the brakes until the train has been brought to a stop.

Automatic Train Supervision

A mechanical or electrical device on a train that interfaces with a wayside device to effect a penalty brake application if the train operator fails to respond as required by the signal system.

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Auxiliary Communications Processor

A VHLC module that performs communications and non-vital logic functions.

Block A length of track of defined limits, the use of which by train movements are governed by block signals, cab signals or both.

Block Signal A roadway signal operated either automatically or manually at the entrance to a block.

Braking Assurance For the service brake application of non-penalty and penalty braking, a device shall monitor the deceleration rate of the train. If the value of this deceleration should become less than a preset value, the system will then apply the train brakes in the emergency mode.

Braking Distance The maximum distance on any portion of the railroad which any train operating on such portion of railroad at its maximum authorized speed, will travel during a full service application of the brakes, between the point where such application is initiated and the point where the train comes to a stop.

Byte A group of eight bits handled as a unit

Cab Signal A signal located in operator's compartment or cab, indicating a condition affecting the movement of a train and used in conjunction with interlocking signals and in conjunction with or in lieu of wayside block signals.

Centralized Traffic Control Traffic, absolute and home signals that are controlled by a dispatcher to authorize train movements.

Coded Circuit Interface An iVPI module that provides Genrakode track circuit and cab signal functions.

Compiler Program that translates a high-level computer language into machine language

Crossover Two turnouts, with track between the track frogs, arranged to form a continuous passage between two tracks.

CPU Central processing unit, the computer section that handles the actual processing of data into information

Current Loop Adapter A VHLC module that interfaces to the LCP using 20 mA current loop serial communications.

Data Bits of information

Diagnostic The process of detection and isolation of either a malfunction or mistake

Diagnostic Routine A routine designed specifically to locate a malfunction in the computer

Dual-port memory A shared memory (random access memory) that provides a mechanism for exchanging data between separate processor buses

Electric Switch A device by means of which an electric circuit may be opened or closed.

Fail-Safe Fail-safe engineering provides the method by which any single failure due to opening of any single element of an electrical circuit, predictable and acceptable equipment failure, or accepted environmental conditions will not produce a result in the controlled apparatus that is less restrictive than would be otherwise affected.

Firmware Instructions stored on a ROM chip

Failure mode The effect by which a failure is observed, for example, a short circuit

Full Service Brake Application

An application of the brakes resulting from a continuous or a split reduction in brake pipe pressure at a service rate until maximum brake cylinder pressure is developed.

GCOR The General Code of Operating Rules (GCOR) is a set of operating rules for railroads in North America.

Handshaking process The exchange of predetermined signals for control purposes while establishing a connection between two data sets or modems; also, predetermined arrangements of characters exchanged by the receiving and transmitting equipment to establish synchronization

Home Signal A roadway signal at the entrance to route or block to govern trains in entering and using that route or block.

Initialization The process of setting a circuit or portion of a circuit to a known state, typically on power-up or reset

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Insulated Joint A rail joint in which electrical insulation is provided between adjoining rails.

Interface Equipment that enables one kind of hardware or software to be recognized or processed by another kind of hardware or software

Interlocking An arrangement of signals and signal appliances operated from an interlocking machine and so interconnected by means of mechanical and/or electric locking that their movements must succeed each other in proper sequence. Train movements over all routes are governed by signal indication.

Interlocking Limits The tracks between the opposing home signals of an interlocking.

Interlocking System Site A site where one or more Interlockings, within close proximity, are controlled.

Intermediate Signal A fixed signal indicating the condition on the next block.

Interrupt The computer instruction that tells the computer to stop a program and do some other, more important task.

Latch A mode of operation for a circuit in which the state of an output is maintained.

Local Control Panel A factory-wired, rack-mounted panel installed in each SIH to permit local control by the Technician during maintenance and testing.

Locking The electrical or mechanical establishment of a condition for a switch, interlocked route, speed limited, or automatic function which cannot be altered except by a prescribed and inviolate sequence of unlocking.

Logic Symbol A symbol used graphically to represent a logic element.

Manual Braking Braking initiated by the train operator

Mean Time Between Failures

Operating time/number of failures

Mean Time To Restore Restore time accumulated/number of failures.

MODBUS A messaging structure used to establish master-slave/client- server communication between intelligent devices.

Modem A piece of equipment that connects data terminal equipment to a communication line.

Module A plug-in or plug-on printed circuit board.

Noise, Electrical Interference brought about by undesirable random voltage or currents.

Non-Penalty Braking Braking initiated in response to a decrease of speed command by the ATP system, for which the train operator has made an acknowledgment and applied the brakes in full service application within the prescribed time limit. When train speed has been reduced to the rate corresponding to the ATP command, the train operator may release the brakes.

Non-Vital A component or function that is not critical to safety, its failure is not considered critical to the safe operation of a railroad but may be significant operationally.

Non-Vital Circuit A circuit that provides either support or secondary services for the vital networks. Note: The failure of a non-vital circuit is not considered critical to the safe operation of a railroad.

Non-Vital System Non-vital systems perform functions of control, indication, communications and related tasks that do not directly perform any logic or function affecting the safety of train movement and protection of life and property. They may or may not interface with vital systems.

OS Track The track that overlays a switch point “Over Switch”.

Penalty Stop Braking initiated by the carborne ATP equipment in the case of an ATP decrease of speed command or on over speed on an existing ATP speed command, which the train operator failed to acknowledge, and at which the operator failed to initiate full service braking. The full service brake application will be retained until train speed is reduced to zero.

Port A place of access to a device where energy can be supplied or withdrawn, or where the device can be observed or measured

Processing The conversion of raw data into usable information

Program A series of instructions for the computer to follow

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RAM Random access memory (RAM), the part of memory that temporarily stores information and is constantly being changed in the computer. Note: Here, words can be stored (written) or read (retrieved) in any order.

Rear of Signal The position relative to a wayside signal from which the aspect is in normal view.

Register The place where digital information is temporarily stored in a CPU or other digital logic device

Reset The act of changing a bit value to zero or an output to an inactive condition. Also refers to the startup or restart of a processor-based system

ROM Read-only memory (ROM), the part of memory that is built in during the manufacturing process. Note: ROM stays intact even after the computer is turned off.

Route A specified succession of one or more continuous blocks over which a signal governs movement of trains between two controlled interlocked signals.

Signal An appliance which conveys information governing train movements at a stationary wayside location responsive to dynamic information based on conditions affecting safe train movement in advance of that location.

Signal Aspect The appearance of a roadway signal conveying an indication as viewed from the direction of an approaching train; the appearance of a cab signal conveying an indication as viewed by an observer in the cab.

Signal Indication The information conveyed by the aspect of a signal or cab signal display.

Signal Instrument House Large walk-in type housing sometimes called a bungalow, which is used to house signal equipment and terminate cable at an interlocking.

Simulator A special program that represents the behavior of a system

Site Specific Module A VHLC module that contains the vital application logic equations, system configuration and setup data for a specific VHLC chassis.

Software Programs that direct the activity of the computer

Subroutine A section of a program that carries out a specific operation

Subsystem A collection of one or more software units. A subsystem comprises elements within a system which are interconnected to perform a specific function.

Switch-and-Lock Movement

A device which performs the sequential functions of unlocking, operating, and locking a track switch.

System Safety Program Plan

UTA’s approved safety plan pertaining to all rail projects.

Task A program that is run as an independent unit.

Track Circuit An arrangement of electrical and/or electronic equipment, including a length, of the running rails, which permits detection of trains.

Track Switch A pair of switch points with their fasteners and operating rods providing the means for establishing a route from one track to another.

Traffic Control System A block signal system under which train movements are authorized by block signals whose indications supersede the superiority of trains for both, opposing and following movements on the same track.

Train A locomotive or more than one locomotive coupled, with or without cars.

Train Detection Equipment

The track circuits and associated equipment used to detect the presence of trains.

Train Shunt Impedance The electrical impedance between running rails when spanned by train wheels and axles.

Turnout An arrangement of track switch and frog with closure rails that provides the means for rolling stock to be diverted from one track to another.

Unit A collection of one or more software modules

Unsafe Condition Any condition which endangers human life or property.

Vital Circuit Any circuit directly affecting the safety of train operations as a portion of a vital system.

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Vital Component or Circuit Any device, circuit, or software module used to implement a vital function. Note: A vital circuit is so named because its function is critical to the operation of certain signals and track equipment.

Vital Function A system, subsystem, equipment, or component that provides a function critical to safety.

Note: A vital function is implemented using fail-safe hardware and/or relays.

Vital General Purpose Inputs/Outputs

A VHLC module that performs vital input and output functions.

Vital Harmon Logic Controller (VHLC)

A chassis with system and I/O modules to perform the vital and non-vital signaling functions.

Vital Logic Processor A VHLC module that performs the vital logic processing functions.

Vital Signal Driver A VHLC module that controls incandescent signal; lighting with hot and cold filament checking.

Vital System Vital systems include all signal circuits; software and apparatus designed to directly perform a function to protect the safety of train movement, and actively used to protect life and property.

Watchdog Timer A form of internal timer used to detect a possible malfunction; also, a timer set by a program to prevent the system from looping endlessly.

Wayside Case Housing located along the right-of-way, used to house signal apparatus and/or terminates underground or aerial cable.

Zero Speed Train speed at or below 0.5 mph.

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ACRONYMS

ACRONYM DEFINITION

ACP Auxiliary Communications Processor

ADU Aspect Display Unit

AF Audio Frequency

AFO Audio Frequency Overlay

AREMA American Railway Engineering and Maintenance of Way Association

ATC Automatic Train Control

ATO Automatic Train Operation

ATP Automatic Train Protection

ATS Automatic Train Supervision

BBR Brake Release Output

BSA Battery Surge Arrestor

CCI Coded Circuit Interface

CCP Code Change Point

CLA Current Loop Adapter

CLS Color Light Signal

CP Control Point

CPU Central Processing Unit

CRC Cyclic Redundancy Check

CRG Code Rate Generator board

CTC Centralized Traffic Control

DBO Double Break Output board

DI Direct Input board

EC Electro Code

ECTCI Electro Code Track Circuit Interface

EGMS Exit Gate Management System

EGOM Exit Gate Operating Mode

EMV Electro Magnetic Valve

EPROM Erasable Programmable Read-Only Memory

FOM Fiber Optic Modem

FPP Fiber Patch Panel

FRA Federal Railroad Administration

GCI Grade Crossing Indicator

GCOR General Code of Operating Rules

GE General Electric Company

GETSGS GE Transportation Systems, Global Signaling

GCI Grade Crossing Indicator

GPI General Purpose Input

GPO General Purpose Output

HGCWS Highway Grade Crossing Warning System

HLC Harmon Logic Controller

HSC Harmon Switch Controller

HXP-3 Harmon Crossing Processor

I/O Input/Output iVPI Alstom’s Integrated Vital Processor Interlocking product

KB Keyboard

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ACRONYM DEFINITION

LCP Local Control Panel

LCR Logic Control Rack

LCU Logic Control Unit

LDO Lamp Drive Output board

LED Light Emitting Diode

MUTCD Manual on Uniform Traffic Control Devices

NVI Non-Vital Input board

MAS Maximum Authorized Speed

MDE Mandatory Directive Enforcement

MDSA Motion Detector Surge Arrestor

MUTCD Manual on Uniform Traffic Control Devices

NVIO Non-Vital I/O (Module)

NVO Non-Vital Output board

OCC Operations Control Center

OPP Overspeed Protection Point

PP Pinch Point

PPM Pulses Per Minute

PRT Penalty Response Time

PS Power Supply

PSI Pounds per Square Inch

PTC Positive Train Control

PTCDP Positive Train Control Development Plan

PTCIP Positive Train Control Implementation Plan

PTCSP Positive Train Control Safety Plan

RAM Random Access Memory

RFP Request For Proposal

RMSS Rocky Mountain Signal Services

ROM Read-Only Memory

SBD Safe Braking Distance

SDD System Description Document

SSCCIII Solid State Crossing Controller III

SSM Site Specific Module

TB Trackball

TBD To Be Determined

TSR Temporary Speed Restriction

TVO Triple Vital Output

UCII Ultra Cab II

UPRR Union Pacific Railroad

UTA Utah Transit Authority

VDU Visual Display Unit

VGPIO Vital General-Purpose Input/Output (Module)

VHLC Vital Harmon Logic Controller

VLAN Virtual Local Area Network

VLP Vital Logic Processor (Module)

VSD Vital Signal Driver (Module)

VSSR Vital Signal Stop Relay w/o Without

UTA FrontRunner E-ATC System Description Document Page 21 of 109

RELATED DOCUMENTS

The following documents were used in the drafting of this System Description Document (SDD).

• FrontRunner North Commuter Rail Project System Description Document; Rev. B06

• Block Design Criteria; Rev A05

• UTA FrontRunner North Block Design Verification Analysis; Rev. A00, Submitted 2/26/2008

• ALSTOM FRS Commuter Rail Project ATC Interface Description Document (UTAH-FRS-ATC-IDD-D Rev 00.01.02);

Dated 06/18/2009

• UTA PTC Implementation Plan (PTCIP) Dated 28 June, 2019.

• FRS Control Lines – Rev1 – 10-17-2019

• FRS In-Service Single Lines – Rev 15 – 02-18-2013

• FRN Control Lines In-Service Updates – Rev1 10-24-19

• Aspect Charts-FRN 10-24-2019 Sheets 1 & 2; FRS 10-24-2019 Sheet RA9

APPLICABLE STANDARDS

• American Railway Engineering and Maintenance-of-Way Association (AREMA), Communications and Signal Manual,

• U.S. Department of Transportation, Federal Highway Administration, Manual on Uniform Traffic Control Devices

(MUTCD), 2004.

• Utah Transit Authority, Design Criteria, Chapter 13.

• FRA Part 234 (crossings) and Part 236 (train control)

• FRA 49 CFR 234,235,236_08.22.2014 Final Rule

• National Electric Code

• National Electrical Manufactures Association (NEMA).

APPLICATIONS USED

• Microsoft® Word 2010

• Microsoft® Excel 2010

• Microsoft® Visio 2010.

UTA FrontRunner E-ATC System Description Document Page 22 of 109

2 SYSTEM OPERATION

CARBORNE

The system has three operating modes selected via a three position toggle switch:

• Calibrate: Used by Maintenance personnel for setting date/time information and wheel size:

o Cab Car: 30 to 33 inches in ¼ inch increments, default to 33 inches; and o Locomotive: 36 to 40 inches in ¼ inch increments, default to 40 inches.

• Monitor: Used by Maintenance personnel for installing new system software or accessing the system logs

• Run: Normal mode, during which the UCII system provides the following functions:

o Aspect Detection (refer to Section 2.1.1) o Overspeed Protection (refer to Section 2.1.2) o No Code Proceed Mode (refer to Section 2.1.3) o Yard Mode (refer to Section 2.1.4) o ATP Bypass Mode (refer to Section 2.1.5) o Self-Test (refer to Section 2.1.6) o System Checks (refer to Section 2.1.7).

Trail Mode (Section 2.1.8) is provided externally.

ASPECT DEFINITIONS

Aspects are conveyed from wayside to train through coded “cab signals” transmitted through the rails, which are detected via a pair of receiver coils, located at the leading end of the train. The UCII and the MicroCabmatic III decodes the cab signals then derives the aspect and speed limit based on the code being received (refer to Table 2-1).

Table 2-1. Cab Signal Rates, Names, Instructions and Notes

Nominal Cab Rate (PPM)

Name

Instruction/Notes

- Stop STOP. Contact OCC.

No valid cab codes are being received.

Provided the service brake and zero speed are detected, the Train Operator can select “No Code Proceed”, which shall be “latched” (i.e., remains in effect in the absence of cab signals or constant carrier) until a valid cab code is recognized.

NCP is needed when making a movement North of Ogden. No cab rates run through North of Ogden.

50 15MPH Proceed at the lower of 15 mph or posted speed limit.

Typically used for closing on stop signals (refer to Section 2.2.7).

75 30MPH Proceed at the lower of 30 mph or posted speed limit.

Typically used for No. 15 turnouts.

120 45MPH Proceed at the lower of 45 mph or posted speed limit.

Typically used for No. 20 turnouts.

UTA FrontRunner E-ATC System Description Document Page 23 of 109

Nominal Cab Rate (PPM)

Name

Instruction/Notes

180 59MPH Proceed at the lower of 59 mph or posted speed limit.

270 79MPH Proceed at the lower of 79 mph or posted speed limit.

420 Yard Proceed with caution at no more than 15 mph prepared to stop.

Once recognized this code shall be “latched”. The “Yard” mode shall be unlatched upon recognition of a cab signal or constant carrier.

Typically used to signal entry to the yard (refer to Section 2.2.2.3 and 2.2.4.1).

OVERSPEED PROTECTION

Overspeed is when the train’s speed is above the Speed Limit and below the Overspeed Penalty speed (Speed Limit + 0.5 mph for 15 mph and Speed Limit + 2 mph for 30, 45, 59 and 79 mph) associated with detected aspect. When the train’s speed is at or above the Overspeed Protection Point (OPP, Speed Limit + 0.1 mph for 15, 30, 45, 59 and 79), then:

• The Overspeed Bars on the ADU are illuminated; AND

• The Overspeed Audible Alarm is sounded.

When the detected aspect downgrades (i.e., new, lower speed limit is to be enforced), then:

• The Overspeed Bars on the ADU are illuminated; AND

• The Overspeed Audible Alarm sounds, the cadence of which increases as the train approaches the Penalty Curve.

If train speed exceeds the Penalty Curve, then an irrevocable Penalty Brake Application is requested by de-energizing the Electro Magnetic Valve (EMV), which will also cause the vehicle to cut propulsion. The system will energize the EMV when the following conditions are met:

• Penalty brake request has been in effect for three (3) seconds; AND

• Zero Speed; AND

• Cab is active; AND

• No Critical System Checks in the system; AND

• The Brake Feedback indicates that brakes are applied at Full Service Rate or greater.

Additionally, a digital input representing the penalty brake application will be sent to the non-vital PLC installed on the vehicle.

This information will be transmitted to the office, logged, and used as an alert in the dispatching system to inform the dispatcher that a penalty brake application has been applied to that specific vehicle. Once the onboard system has been reset the indication will be removed.

UTA FrontRunner E-ATC System Description Document Page 24 of 109

Figure 2-1. Operation of EMV, ADU Overspeed Bars and ADU Audible Alarm during Overspeed Protection.

NO CODE PROCEED

To permit operation, when no code is being received (e.g., for call-on, failed track, operation, etc.) the Train Operator can, after obtaining permission from OCC in accordance with the Operating Rules, manually initiate “No Code Proceed”, which operates as follows:

• Entry: The system transitions to “No Code Proceed” mode when the following conditions have been met:

o Active cab; AND o 0 MPH (no code or constant carrier) aspect OR an undefined code detected; AND o Zero Speed; AND o Full Service Brake applied; THEN o No Code Proceed button is pushed and released (note that the Audible Alarm will sound while button is pushed) o A request to enter NCP is transmitted to the office via encrypted radio message and displayed on the TDX system o The dispatcher in the office grants the NCP request by clicking on “Grant” in the TDX dialog box o NCP Authorization is transmitted to the vehicle via encrypted radio message

• Operation: The system enforces a 15 mph speed limit.

• Exit: The System leaves “No Code Proceed” mode when any of the following conditions occur:

o Speed exceeds the 15 mph OPP;

o Valid cab signal (excluding no code and constant carrier) detected;

o Software reset;

o Hardware reset;

UTA FrontRunner E-ATC System Description Document Page 25 of 109 o Power loss;

o “No Code Proceed” button is pushed;

o A request to exit NCP is transmitted to the office via encrypted radio message and displayed on the TDX system o The dispatcher in the office grants the NCP change of state request by clicking on “Grant” in the TDX dialog box o NCP Authorization is transmitted to the vehicle via encrypted radio message o Cab becomes inactive; OR o With a cab end selected, the System detects an internal failure.

A counter will be incremented whenever “No Code Proceed” mode is entered.

YARD MODE

• Entry: Yard mode is automatically selected under the following conditions:

o Active cab AND “Yard” code is detected

• Operation: The System enforces a 15 mph speed limit.

• Exit: The System leaves “Yard” mode when any of the following events occur:

o Any 100 Hz cab signal (including constant carrier) is detected; OR o “No Code Proceed” button is pushed; OR o ATP Bypass (refer to 2.1.5); OR o Power reset o With Active Cab, the system detects an internal failure.

ATP BYPASS

An ATP Bypass switch located in the cab of the locomotive or cab car will allow the System unit to be cut-out. In “ATP Bypass” mode, the System will (if Cab Active):

• De-energize the EMV output (wiring of the “ATP Bypass” switch will energize the EMV;

• Turn off all ADU indicators AND

• Disable ATP operation Additionally, a digital input representing the state of the ATP bypass as in “ATP Bypass” will be sent to the non-vital PLC installed locally on the vehicle. This information will be transmitted to the office, logged, and used as an alert in the dispatching system to notify dispatchers that the automatic train protection system has been bypassed for that specific vehicle.

When the “ATP Bypass” switch is returned to “ATP”, the System will:

• Illuminate the ADU

• Return to ATP operation.

Additionally, a digital input representing the state of the ATP bypass switch as in “ATP” mode will be sent to the non-vital PLC installed on the vehicle. This “change-of-state” information will be transmitted to the office, logged, and used to clear the alert in the dispatching system to notify the dispatcher that the automatic train protection system is active.

SELF-TEST

The system is equipped with a Self-Test mode that, when executed, allows the system to test itself. During the test, the MicroCabmatic III G system generates signals that are fed back into its inputs to verify that the system behaves as expected.

• Entry: The system begins the “Self-Test” when all of the following conditions are met:

o Zero Speed; AND o No cab signal, AND

UTA FrontRunner E-ATC System Description Document Page 26 of 109 o Active cab; AND o Not bypassed; AND o Brakes applied (at Full Service rate or greater); THEN o “Self-Test” button is pushed;

• Execution: Once all entry conditions are met the System de-energizes the EMV. If the cab is made Inactive or ATP Bypass is set, then the Self-Test aborts. If speed or cab signal detected, then Self-Test is halted and restarts when entry conditions are met again (the operator will need to recover the brakes before the test can restart). The following tests are executed:

o Braking Control Test: Verifies that the vehicles braking system responds to ATP brake request signals.

o ADU Test: All ADU indicators are illuminated and extinguished in sequence.

o Cab Signal Test: All valid code rates are generated and aspect detection and Overspeed Protection Points are verified. Built into the ATP receiver coil is a test coil. Cab signals from the System test board are transmitted into the test coils, which are coupled into the ATP receiver coils. This provides a coil integrity test for the ATP system.

o Cab Signal Sensitivity Test: Verifies that low rail currents are ignored.

o Yard Test: Verifies transition to “Yard” mode.

o Speed Sensor Integrity Test: Verifies presence of speed sensors.

o Alarm Test: Sounds audible alarm for 3 seconds.

• Exit: The System leaves “Self-Test” mode when the last test completes or the operator moves the master controller out of full service brakes.

The system will monitor the self-test and internally log each step with pass or fail. Any failures will be flagged. The Train Operator is expected to observe the Self-Test and report failure of any ADU indicator to light/extinguish or the Audible Alarm to sound.

SYSTEM CHECKS

The system performs periodic system checks every 100 Ms. If an anomaly is detected, then the System Check indication on the ADU will be illuminated. There are two types of System Checks:

• Critical: The anomaly compromises system vitality. The EMV is de-energized. To recovery from a “Critical System Check”, the anomaly must be corrected and power to the cab signal equipment cycled. If the condition can’t be corrected, then it will be necessary to use “ATP Bypass” mode to operate the train.

• Informational: The anomaly does not compromise system vitality. The system continues to operate.

CAB INACTIVE/TRAIL MODE

• Entry:

o Cab becomes inactive; AND o ATP is not bypassed.

• Operation:

o All ADU indications are turned off; AND o EMV is de-energized.

• Exit:

o Cab becomes active; OR o ATP is bypassed.

When the vehicle is setup for trail the EMV will be automatically isolated from the train’s braking system (external to the System system).

INTERLOCKINGS

UTA FrontRunner E-ATC System Description Document Page 27 of 109

GENERAL

For interlocking locations along the line, including Salt Lake City Intermodal, the trains shall be auto routed to the appropriate side of the platform based upon the default routing priority established for the particular platform.

SALT LAKE CITY INTERMODAL

The Salt Lake City Intermodal South Interlocking has been revised to have automatic routing and operate as other in-line stations.

PROVO

The Provo North Interlocking (refer to Section 5.4) will have automatic southbound route selection as follows:

• Train approaching the southbound signal with the preferred platform track unoccupied will initiate route into the preferred platform;

• Train approaching the southbound signal with the preferred platform track occupied and non-preferred platform track unoccupied will initiate route into the non-preferred platform;

Route request/cancel push buttons will be provided for northbound routing on the north end of the platform. (Refer to Section 4.4.5).

Cab signal operation south of the platform will be extended to a control point at 267+00. The normal aspect of this location will be at stop. Provo South will auto clear, provided the track is unoccupied allowing for complete entry into the platform. The track south of Provo South Interlocking will be available for laying-up trains but will create berthing difficulty if used as such.

Northbound trains from the track south of Provo South will receive cab signal to operate into the platform. Cab code will be provided for northbound trains in the platform after a route for North Provo has been requested and any additional criteria for movement has been met.

The Provo North Interlocking (refer to Section 5.4) contains remote cab disable functionality in order to provide a means for the vehicle to do a self-test prior to northern departure. When at the station, with a northbound signal showing a red stop aspect, the operator may contact the OCC dispatcher and request that the cab signal be disabled. If authorized, the dispatcher can remotely disable the cab under the train via the TDX system. Once disabled the operator can perform the self-test on the vehicle. Upon completion of the test the operator will contact the dispatcher and request that cab signals be remotely enabled.

Only once cab signals have successfully been enabled can the signal aspect be upgraded from stop to proceed and a northbound route cleared.

OGDEN NORTH

The Ogden North Interlocking (refer to Section 5.4) contains remote cab disable functionality in order to provide a means for the vehicle to do a self-test prior to southern departure. When at the station, with a southbound signal showing a red stop aspect, the operator may contact the OCC dispatcher and request that the cab signal be disabled. If authorized, the dispatcher can remotely disable the cab under the train via the TDX system. Once disabled the operator can perform the self-test on the vehicle. Upon completion of the test the operator will contact the dispatcher and request that cab signals be remotely enabled.

Only once cab signals have successfully been enabled can the signal aspect be upgraded from stop to proceed and a southbound route cleared.

AUTOMATIC OPERATION

UTA FrontRunner E-ATC System Description Document Page 28 of 109

In the “Automatic” mode of operation, route requests will be initiated by track occupancy in approach to a controlled signal, and will route northbound and southbound trains to the appropriate platform station tracks, according to routing logic stored in wayside interlocking locations. Office and Local modes (i.e., manual operating mode), will not be enabled while the system is in Auto mode. Upon startup the interlockings will be in the manual operating mode until commanded to Auto mode by the Office.

In normal automatic operation, occupancy on the second approach track circuit to the entering end of the station (or passing siding) will initiate a route request for the normal route. This will initiate an advance route request for an exit route from the station and an advance route request for an available route into the next station. Once the route request at the next station is established, the exit route from the station will be established. The route requests remain pending until the train can exit the station.

For example, consider the automatic routing of a train from Lehi to Draper station (refer to Figure 2-2):

(a) Occupancy of the approach track circuit South of Lehi causes Dinosaur South to transmit a route request to Buffalo South via Dinosaur North.

(b) Buffalo South requests a straight route to the station, sets direction of traffic and transmits route- established indication back to Dinosaur North.

(c) Dinosaur North requests northbound route from Lehi station.

Figure 2-2. Sequence of Operations for Automatic Routing of between Lehi and Draper Stations.

In the event of an opposing train, where an opposing route has already been established, the route request will be initiated upon track occupancy but will be stored in a routing sequence until the opposing train has exited or completed the route through the arrival interlocking (refer to Figure 2-3).

UTA FrontRunner E-ATC System Description Document Page 29 of 109

Figure 2-3. Sequence of Operations for Routing between Lehi and Draper Stations with Opposing Route

Established.

A locked switch is provided in each interlocking house to allow an authorized person to change the preferred station routing.

Alternate routing will only be automatically routed if the preferred station has traffic set against it.

CLOSING ON STOP SIGNALS

To permit closing on stop signals, a Code Change Point (CCP) will be located a SBD from 15 mph on approach to the home signal (refer to Figure 2-4). With the home signal at stop, an approaching train will receive the 15MPH code until it reaches the CCP (i.e., when the AFO track circuit 1WAT indicates occupied), then no code.

UTA FrontRunner E-ATC System Description Document Page 30 of 109

Figure 2-4. Typical Arrangement Approaching Mainline Signal.

If the AFO track circuit fails (i.e., constantly indicates occupancy), then the train will receive no code when 1WT is occupied and may have to “No Code Proceed” to close on the signal.

FIELD BLOCKING

The term Field Blocking was originally used to describe the implementation of zero speed TSRs, either at the CTC machine or at wayside locations via the Local Control Panel. However, this term is no longer being used. Zero speed and non-zero speed TSR implementation at the CTC machine is now referred to as the TSR Function. Refer to the E-ATC PTCDP for additional details regarding the TSR Function.

Zero speed TSR implementation at wayside locations is now referred to as Local Control Mode. Local Control Mode is only available using a “soft” LCP interface and is only used for emergency and maintenance operations. This can only be performed by qualified and trained personnel with proper software and training. Additionally, a hardware jumper must be installed that will activate an input on the VLC and activate the soft LCP functionality.

GRADE CROSSINGS

GENERAL

Island track circuit occupancy activates crossing unconditionally.

Crossings activate unconditionally when UPXR is de-energized (refer to Section 4.3.2).

It is incumbent upon the Train Operator to ensure that adequate warning time is given at the crossing in the following scenarios:

• Approaching “island only” grade crossing.

• When crossing activation has been forestalled by, for example, signal at stop and signal clears and the train…