Minutes prepared by: Dr. Alan F. Rumsey

1.0 INTRODUCTIONS

1.1 Welcome

Patty Devlieg (MUNI) welcomed the participants to this sixth meeting of the CBTC Peer Group.

Patty Devlieg noted that the objective of the CBTC Peer Group meetings was to provide a forum for transit agencies to share past experiences, and discuss future plans, with respect to implementation of Communications-Based Train Control systems. The peer group meetings also provide a means for transit agencies to explore common operational needs, and operational differences, which may influence CBTC standardization initiatives.

The group has committed to actively support the efforts of the IEEE Rail Transit Vehicle Interface Standards Committee, Working Group 2 in developing a CBTC performance/functional requirements standard, and to promote the use of such a standard in future CBTC procurements.

1.3 Review of Previous Meeting Minutes

Minutes of CBTC Peer Group Meeting #5 held at WMATA on March 26, 1998 were reviewed and accepted as written.

The Peer Group confirmed that minutes of the CBTC Peer Group meetings could be posted on the web site maintained by Tom Sullivan (www.tsd.org), provided the minutes had been reviewed prior to posting.

MUNI’s Patty DeVlieg, John Thomas and Byron Morgan summarized the status of the MUNI ATCS project, discussing progress achieved, problems encountered, and some lessons learned. The importance of a Safety Advisory Committee in supporting the safety certification process was also emphasized.

In summary, the MUNI Metro Turnback (MMT) and MUNI Metro Extension (MMX) Shuttle between Embarcadero and the CalTrain Depot have been in operation since January 10, 1998, with AUTO mode ATCS between Embarcadero station and the new Ferry portal (Stage 1). The remainder of the Alcatel SELTRAC ATCS system on the existing subway line is currently under final testing and will enter full revenue service shortly (Stage II) when a sufficient level of robustness has been achieved with the system operation. MUNI is currently running on existing signaling during peak, with ATCS testing (in mixed mode) in off-peak.

Through service between the existing subway and MMT/MMX (Stage III) will be cut-over later this summer (August 22) and the final software release will be implemented by the end of this year.

[Post meeting note: On July 17, the CBTC Peer Group toured the Control Center, Computer Room and one of the 8 wayside Relay Rooms, housing the central ATCS equipment, and were shown a demonstration of a complete stand-alone simulation facility for the ATCS system. The group also witnessed a retrofit Boeing SLRV entering ATCS territory at the West Portal and operating under automatic mode within the MUNI subway. Train operation under the existing cab signaling system was also demonstrated, as well as the ability to re-enter a train into ATCS operation within the subway. Finally, the group also witnessed the operation of the Yard Departure Test facility at Green Yard used to check-out trainborne ATCS equipment prior to entering service, and also for trouble-shooting purposes.]

Gene Nishinaga (BART) provided a description of the BART AATC system and summarized the current status of the implementation project.

The foundation of the AATC system is a sophisticated 2.4 GHz spread spectrum radio network with radios installed typically at a separation of 1 mile above ground and 1/3 mile below ground. The radio network is also used as the sole means of locating trains (except at entry points to AATC territory), to a resolution of 15 feet, eliminating any requirement for wayside transponders and trainborne transponder readers. The radio network will provide a reliable and robust wayside to train communications link, even in the presence of high interference levels. A reliable data communications link is critical to the AATC wayside centric approach.

The radio system has been tested on BART’s 2½ mile test track, at speeds up to 80 mph. Radio tests have also been completed in the New York City Transit subway, with an extremely high message delivery success rate. Network management system software for the BART AATC applications is currently being developed. On initial network startup, a GPS signal will be used, if available to speed up the radio synchronization time (e.g. to reduce the synchronization time from between 10 to 15 minutes down to approximately 6 minutes). Use of GPS is not essential, however, as complete network startup should be a very infrequent event.

Gene Nishinaga described the AATC system architecture and noted that BART had adopted a wayside centric approach, with speed commands being transmitted to each train rather than movement authority limits. As such, the BART AATC approach differs to the general industry trend, however BART anticipates benefits with this approach through an ability to more closely coordinate train movements, for example for energy optimization reasons. For the BART application, a wayside centric approach also enables the existing carborne ATC package to be retained, and BART estimates that it will be possible to retrofit 1 car per day with the additional AATC radios and interface equipment

BART anticipates the following operational benefits with the introduction of AATC:

• increased line capacity (with headway capability down to approximately 80 seconds)
• improved schedule recovery
• fleet size reductions as run time improvements (by eliminating the "stair step" profiles inherent with BART’s existing ATC system)
• energy savings (also by eliminating "stair step" profiles)

Phase 2 of the AATC project has been underway since September 1997 with Harmon Industries and is a revenue demonstration between Lake Merritt and Fruitvale, with 10 control revenue vehicles. Phase 2 will also certify system safety. Phase 3 will be a full scale implementation between Bay Fair and Daly City (approximately 30% of the BART system) with equipment implemented on the remaining fleet of 279 control revenue vehicles and 40 maintenance vehicles. Phase 2 is scheduled to be complete by September 1999, with the Phase 3 option exercised in October 1999. The phase 3 system is scheduled to be operational by October 2001.

2.3 NYCT Canarsie Line Signal Modernization Project

Geoff Hubbs (NYCT) provided an update on the status of the NYCT Canarsie Line CBTC project.

On February 6 of this year, NYCT received a strong industry response to its RFP for the Canarsie Line procurement when 6 proposers submitted Technical Proposals. Each of these 6 proposers subsequently submitted Management Proposals on March 20. The 6 proposers were:

• Adtranz
• Alcatel
• a team of GEC Alsthom and GRS (now Alstom Signaling Inc.)
• Harmon
• a team of MATRA Transport and US&S, and
• Safetran

Clarification meetings were held with all of the proposers in May and each proposer was provided an opportunity to submit supplementary information in response to NYCT questions.

In parallel with the proposal evaluations, formal Software Capability Evaluations were conducted at the proposers’ software development facilities. These evaluations were completed in early June.

The first step in NYCT’s competitive procurement process is to shortlist three proposers to participate in Phase I of the Canarsie project. In shortlisting the three proposers, the highest priority was given to evaluating the technical proposals to assess the extent to which the proposed integrated CBTC/AWS/ATS systems and RF data communications network was capable of meeting NYCT’s operational, performance and functional requirements, and was capable of forming a standard for NYCT for subsequent CBTC procurements. The relative experience and strengths of the proposer teams was also evaluated.

Based on these evaluations, a recommendation is being submitted to the MTA Board, at its July 29 meeting, that the following three proposers be awarded contracts to participate in Phase I of the Canarsie Line CBTC project:

• Alcatel
• Alstom Signaling Inc., and
• the MATRA Transport/US&S team

Subject to approval by the MTA Board, NYCT plans to award contracts for $1.1 million to the above suppliers at the end of July and commence meetings with the suppliers in early August with an objective of commencing installation of equipment on the NYCT test track and test vehicles in October of this year. Demonstration tests are scheduled to commence in January 1999 and will run for approximately six months.

Phase I is a continuation of the competitive procurement process, and as such detailed technical, commercial and price negotiations will continue with the three Phase I contractors in parallel with the demonstration tests. Selection of the "lead" contractor, and award of the Phase II contract to re-signal the Canarsie Line is still scheduled for October, 1999.

It is intended that the two Phase I contractors who are not selected as the lead, will be provided an opportunity to participate in Phase III, and to adapt their systems to be interoperable with the lead contractor’s system. However, in the event of a problem with either of the Phase I contractors who are not selected as the lead, at NYCT’s discretion, proposers that were not shortlisted for Phase may also be provided an opportunity to participate in Phase III.

The primary objective of the demonstration test program is to demonstrate/evaluate the suppliers’ proposed RF data communications system, the suppliers’ proposed train position/speed measurement system, and the suppliers’ proposed approach to implementing automatic train protection functions. Suppliers will also be given an opportunity to demonstrate other capabilities of their proposed system. Geoff Hubbs tabled Section 24B from the Canarsie Specification, which summarizes the Phase I demonstration test program.

2.4 SEPTA Light Rail Tunnel CBTC Project

No update available for this meeting.

2.5 LIRR CBTC Projects

Vic Grappone (LIRR) advised that LIRR’s grade crossing CBTC pilot project, with a tie in to an Intelligent Transportation System (ITS) to provide preemption of traffic signals, is continuing. A functional demonstration of near side station stop preemption (not safety certified) is planned for late September/early October this year at Hyde Park.

LIRR are also continuing to participate in Phase I of the NYCT Canarsie Line project.

LIRR are still planning a CBTC demonstration of basic train separation functions on the line between Babylon to Patchogue. A specification for this pilot project is currently being prepared by LIRR, with the intent to issue an RFP by end of the year.

Vic Grappone also reported on a meeting to brief the FRA on LIRR’s long term signal strategy, which includes the introduction of CBTC. Of particular note was the fact that the FRA did not rule out the possibility of a future waiver to permit the elimination of track circuits for broken rail detection.

2.6 PATH ATC/New Vehicle Projects

Fred Childs (PATH) advised that PATH have issued an RFP for consultant services, and plan to award a contract in September. The consultant will assist PATH in the procurement of around 12 vehicles to test newer technologies on the line, such as ac propulsion. The consultant will also undertake initial operations and cost/benefit analysis and recommendations of various ATC system technology alternatives.

2.7 Vancouver SkyTrain Projects

Rob McHugh (SkyTrain) advised that a Memorandum of Understanding had recently been signed between the British Columbia provincial government and Bombardier Inc. to construct the Broadway-Lougheed-Coquitlam-New Westminster rapid transit link using SkyTrain technology rather than LRT technology. The final agreement is still to be negotiated but construction is scheduled to start in early 1999, with revenue service on the first portion of the new SkyTrain line by the Fall of 2000. The SkyTrain technology currently uses the Alcatel SELTRAC inductive loop-based automatic train control system.

Rob also advised that the Province is now forming a regional transit authority to coordinate all transportation efforts in the region.

2.8 NJ Transit PTS Project

John Vogler (NJT) described the status of a transponder-based intermittent speed control system being implemented by NJT to provide civil and temporary speed enforcement, as well as automatic stop signal enforcement. Known on NJT as Positive Train Stop (PTS), this system supplements the existing automatic wayside signals on commuter rail lines that are not cab signaled. Plans are to install it over the entire commuter rail system, and it will be functionally compatible with the ACSES system on Amtrak's Northeast Corridor.

The NJT PTS contractor, US&S, will be performing proof of concept demonstration tests the week of July 20 as a means of confirming required functionality and identifying areas of risk. The PTS system will not be safety-certified and therefore will only operate in test mode.

The tests will be performed using one trainset, equipped with two prototype PTS systems, operating on the Boonton Line between Boontom and Denville. The trainborne PTS equipment will receive information from "passive" and "active" transponders installed on the wayside.

The "passive" transponder is programmed with fixed information, such as track number and location, grade, maximum authorized speed, distance to next speed restriction and distance to next transponder, for example. "Active" transponders communicate variable information such as the wayside signal status. A total of 180 bits of useful information can be uploaded from each transponder.

The trainborne PTS equipment will display and supervise an authorized speed based on information received from the transponders, and precise profiling of the train’s speed and stopping distance will be possible.

2.9.1 MBTA

John Lewis (MBTA) advised that $50 million has been allocated to extend the Blue Line which could open up an opportunity for CBTC, together with new vehicles for the Blue Line. CBTC could also potentially provide safety enhancements on the Green Line. The Orange Line is conventional track circuit-based ATO.

2.9.2 Metro North

Seyed Hosseini (Metro North) indicated that although Metro North currently had no specific policy regarding future implementation of CBTC, senior management had recently initiated discussions on CBTC technology, particularly in light of the CBTC programs being implemented by the sister agencies (LIRR & NYCT) within the MTA.

2.9.3 WMATA

Marty Lukes (WMATA) advised that WMATA would shortly be opening the final 1.5 mile segment of the Red Line that includes Glenmont Station and Yard. With this opening, WMATA will have 93.7 miles of its planned 103 mile system in revenue service, with completion of the final segments scheduled for 2001. The WMATA train control system is based on conventional audio-frequency coded track circuit/ATO technology

3.0 STATUS OF CBTC STANDARDIZATION INITIATIVES

Alan Rumsey, chair of the IEEE Rail Transit Vehicle Interface Standards Committee, Working Group #2 (WG2), summarized the currently status of the groups activities, and thanked the CBTC Peer group for their active support to WG2. As the purpose of the proposed standard is to establishes a set of performance and functional requirements for CBTC, user inputs are essential to ensure all operational needs are addressed.

The CBTC Peer Group noted that further discussions were needed to establish appropriate performance requirements for CBTC, specifically as related to headway factors, safety criteria, and reliability/availability/maintainability criteria, and undertook to develop some degree of user consensus on these topics prior to the next WG2 meeting.

4.1 Future of CBTC Peer Group

Venkat Pindiprolu (FTA) noted that the CBTC Peer Group had provided a unique forum for transit agencies to share information on their experiences and plans for implementing CBTC systems. Currently, CBTC Peer Group meetings are linked with meetings of WG2, and as such, transit agencies have been able to benefit from funding made available through the TRB to cover expenses associated with attending these meetings. Given that WG2 is targeting to complete the current standard early in 1999, and recognizing the increasing momentum in the industry towards CBTC systems, it was suggested that it may now be appropriate for the CBTC Peer Group to consider it ongoing role. It was agreed that this issue would be discussed further at the next CBTC Peer Group meeting.

4.2 Broken Rail Detection Studies

Lou Sanders (APTA) noted that the Transportation Test Center Inc. (TTCI) in Pueblo were undertaking a project on broken rail detection. Although the focus of this project is freight railroads, it was suggested that their may be some potential for a joint effort with transit.

Broken rail detection is an important issue for some of the transit properties who are contemplating CBTC systems, and with the potential elimination of track circuits for train control purposes, alternative, and more effective, means of broken rail detection are needed.

4.3 Third International Conference on Communications Based Train Control

Alan Rumsey advised that the Third International Conference on Communications Based Train Control (sponsored by Railway Age and De Leuw, Cather & Company) would be held at the Washington Marriott in Washington, DC, on May 11/12, 1999.

4.4 Next Meeting

It was agreed that the CBTC Peer Group meetings should continue to be scheduled to coincide with IEEE RTVISC Working Group #2 meetings. As a consequence, John Lewis (MBTA) offered to host the next CBTC Peer Group meeting in Boston on Tuesday, September 29. To accommodate Peer Group members that would be arriving in Boston that morning, it was agreed that the meeting would commence at 9:30 am. The first part of the meeting will be an opportunity for the Peer Group members to provide an update on their respective CBTC projects. The remainder of the meeting would then focus on discussing transit agency inputs to the IEEE WG2 standard. In addition, the Peer Group meeting would include a tour of the MBTA’s new Control Center.