Remote Control Power Switch In Track Warrant Territory

Richard Bowden BNSF Railway

4515 Kansas Avenue Kansas City, Kansas 66106

Richard.Bowden@BNSF.com

ABSTRACT

Remote Control Power Switch in Track Warrant Territory

There is a need in the rail industry to provide remote control and remote monitoring of

main line switches in non-signaled track warrant control (TWC) territory. The ability to

remotely control and protect the movement of power switches has typically been to

install conventional Centralized Traffic Control (CTC). The installation costs of CTC can

be prohibitive to gain the operational benefits when the intent is only to control/monitor

the switch in TWC and not change the method of operations or speed of the track over

these switches. As a result, railroads have been reluctant to make this large capital

investment to achieve these operational benefits.

In a joint project with the Federal Railroad Administration (FRA), BNSF installed two

non-signaled remotely controlled power switch locations within track warrant control

territory in November, 2006. These locations provide the ability to remotely control non-

signaled main track switches from the BNSF train computer-aided dispatch (CAD)

system known as Train Management & Dispatch System (TMDS). The communications

medium to the Network Operation Center (NOC) uses authentication and data integrity

checks to increase security of switch movement requests and movement authority

requests to lock the switch. Logic in the vital programmable logic controller (US&S

Object Controller) allows the switch to be electrically locked to prevent the switch from

moving when there is a Track Warrant for train movement or the OS circuit is down.

When the switch is locked by an authority, it is mechanically and electronically locked

from moving.

This paper discusses the installation non-signaled remotely controlled power switches

within non-signaled track warrant control territory at Finney, TX, that uses much of the

conventional locking methodologies and conventional main track power switch

machines to achieve this objective.

KEY WORDS: FRA, RCPS, Warrant, Object Controller, SDR, M23

REMOTE CONTROL POWER SWITCH IN TRACK WARRANT TERRITORY

There is a need in the rail industry to provide remote control and remote monitoring of

main line switches in non-signaled track warrant control (TWC) territory. The ability to

remotely control and protect the movement of power switches has typically been to

install conventional Centralized Traffic Control (CTC). The installation costs of CTC can

be prohibitive to gain the operational benefits when the intent is only to control/monitor

the switch in TWC and not change the method of operations or speed of the track over

these switches. As a result, railroads have been reluctant to make this large capital

investment to achieve these operational benefits.

An operation and concept plan was developed to start implementation of a non-signaled

remote controlled power switch in non-signaled track warrant territory. The concept was

for the dispatcher to control the power switch directly through the Track Warrant system

(Figure 1). The track warrant system would be connected wirelessly to a wayside

controller which would retain much of the traditional CTC logic to control and lock the

switch.

Figure 1

LOCATION SELECTION

A territory was considered as an example for the remote controlled power switch. This

territory was non-signaled, had Track Warrant as the form of authority, and there was a

need for efficiencies at a commonly used siding. This territory had an existing

MeteorComm data radio network that was installed for our Hi-Rail Compliance System

(HLCS). The HLCS system compares the GPS positions and indicated track (Main 1,

Main 2, etc.) of hi-rail vehicles against databases in Ft. Worth, and Track Warrant or

Track and Time authorities to verify the personnel are positioned within their authority

limits.

WAYSIDE ARCHITECTURE

A wayside architecture was laid out with the requirements (Figure 2) for the vital

controller I/O, data radio, switch machine, and OS circuits. The vital controller

requirements included:

Dispatch System

Wireless Network

Housing

Power Switch

� 5 Outputs

� Normal Switch

� Reverse Switch

� Snow Melter (if needed)

� Switch & Locked Outputs (if needed)

� 10 Inputs

� Normal Switch

� Reverse Switch

� Switch Hand Throw

� 3 Overlay Track Circuits

� Time Lock Override

� Local Control

� Power On/Battery Monitor (non-vital)

� Snow Melter (non-vital)

� Ethernet office connection

� Web Browser Interface

The switch control would operate like a CTC switch. The switch would be locked by OS

overlay circuits, time locking would be applied if a directional move was not made, and

authority controls from the office would initiate locking the switch.

Switch position would indicate back to the dispatching office like a CTC location,

authority lock indications would be sent to the office for eastbound authority, westbound

Overlay Track Circuits Power Switch

Vital Controller

Data Radio

Figure 2

authority, and work between authority, expected train move complete indications would

be sent to the office when a train directionally shunts the OS circuits, and 8 minute time

locking would be evoked where train movement had not been completed, did not match

the authority control, or the authority was a work between. The wayside application

software would use CTC logic with the exception of Track Warrant authority replacing

signal controls and indications.

In addition to the above indications individual track overlay indications, power off, low

battery, manual operate and switch heater would be implemented.

Messages flow to and from the office was defined as follows:

No Authorities in Place and Overlay Track Circuits Not Occupied:

Office Msg. Direction Wayside

Dispatcher Sends Switch Position Control

Changes switch position

Indication is Displayed and Checked against any Track Warrant over the

switch. Switch changes indication

Track Warrant Request:

Office Msg. Direction Wayside

Track Warrant request creates Authority type control.

Authority control locks switch

Track Warrant can be completed if switch indication matches request

and proper Authority Type lock indication is received.

Authority Type lock indication is sent

Train Move Completed:

Office Msg. Direction Wayside

Tracks display on the Dispatcher screen when occupied.

Overlay track circuits are directionally shunted and a two section stick is set that matches

the Authority Type. Once Overlay Track Circuits are unoccupied, a train move

complete bit is sent to the office.

When Track Warrant is requested released, an unlock control is sent to

wayside.

Since the two section track overlay circuits were shunted

while lock control was enforced, the stick is canceled and the

switch is unlocked. Switch is unlocked in the Dispatch

System.

Unlock indication

No Train Move or Work Between Authority:

Office Msg. Direction Wayside

Overlay track circuits remains up during locked condition or improper sequence of circuits.

Track Warrant is requested released, an unlock control is sent to wayside.

Since overlay track circuits were not shunted while lock control was enforced, time starts and

switch remains locked. In Time is shown on the Dispatch

System.

In-Time indication

In Time is removed from the Dispatch System.

Time completes and out of time indication is sent.

Switch is unlocked in the Dispatch System.

Unlock indication

FUNDING

The Federal Railroad Administration (FRA) had announced that funds were available for

demonstration projects and technology advancements. They specifically were looking

for projects that demonstrated cost reductions in constructing and maintaining track and

facilities, more efficient operations, improved reliability, improved safety, among other

criteria. Submittals were made to the FRA and after clarifying scope, costs, and

timeline, the FRA participated in funding and oversight of this development project.

WAYSIDE EQUIPMENT

For this project BNSF selected the US&S Object Controller for protocol, size, cost, and

Ethernet capability. US&S�s Peer Protocol was used between the office and the

wayside vital Object Controller. This protocol gives the capability to handle latent,

duplicate, corrupt, and pacing of messages. Within the Peer Protocol, ATCS messages

were used to give addressing redundancy and message type handling capability. On

top of the Peer Protocol an HMAC (keyed-Hash Message Authentication Code - a type

of message authentication code (MAC) calculated using a cryptographic hash function

in combination with a secret key) was added. The HMAC is used to provide both data

integrity and authenticity of a message. With it you verify the correct unit sent the

message and are able to verify the bits in the message are exactly what were sent by

the wayside unit or office.

Since the MeteorComm data radio network was already in place, a MeteorComm 6100

SDR (Figure 3 and 4) was utilized. The SDR is a multi-band data/voice radio. This

installation used the 45 MHz and GPS capabilities. The GPS provides location

information and time to the unit. The 45 MHz band is used for data to the office. The

unit includes USB, Ethernet, serial, and miscellaneous I/O capabilities. The SDR

utilizes an external CIM module to backup the data radio application program.

The MeteorComm antenna installation

(Figure 5) is simple since it does not

require an external structure for

installation.

The SDR (Figure 6) was wall mounted

along with the DC-DC converter.

Figure 3

Figure 4

Figure 6

Figure 5

The connection to the Object Controller (Figure 7) is through a rolled (twisted) Ethernet

cable since there is not a hub between the data radio and the Object Controller. The

Object Controller�s Web Tool and local control panel (LCP) Ethernet ports are

connected through a hub to a laptop PC for programming and LCP capability.

The Object Controller (Figure 8) used has 12 inputs and 12 outputs and three Ethernet

ports. Health, port status, and user assigned LEDs are provided along with input and

output status LEDs.

Figure 7

Figure 8

The Ethernet connected laptop PC

(Figure 9) provides programming access

to the Object Controller Web Tools and

LCP capability.

To access the Object Controller�s Web

port (Figure 10), set the laptop�s IP

address, type in the address of the Object

Controller and login. The Microlok Upload

button gives the ability to upload

application and Ethernet port software,

reboot the unit or Ethernet ports, and

display various settings.

The Network Diagnostic Tool (Figure 11)

displays executive and application

software versions along with the

application program name. This interface

also allows you to display board, link,

variable, and configuration information.

User data and event logs are also

available through this web interface.

Figure 9

Figure 10

Figure 11

The US&S Protocol Simulator is

currently used for the initial version of a

Local Control Panel (LCP) (Figure 12).

The dispatching office controls can also

be tested using this interface. Clicking

on a bit icon toggles the bit in the Object

Controller. The indications to the

dispatching office are also displayed on

the LCP.

When bits are true they turn green

(Figure 13) and bits being sent to the

LCP are displayed in a separate

window. Being a PC based application,

multiple windows can be open and

display various information at the same

time on the laptop. You can be

watching a variable in one window and

viewing the office indications in another.

A US&S M23 mainline power switch

machine (Figure 14) was used to power

the switches at both ends of Finney.

Since this machine has lock rods,

locking is provided.

Figure 12

Figure 13

Figure 14

In addition to the power switch and wayside housing, the remote control power switch

locations include RCPS signs (Figures 15 & 16) on each track to define the Track

Warrant authority limits of the location. Three overlay track circuits are used to define

the OS. To implement the RCPS locations, a new GCOR rule 8.21 was added and

specific dispatcher instructions were issued. East and West siding switch at Finney

were RCPS equipped effective 1100, November 21, 2006.

ESS Finney

WSS Finney

RCPS RCPS

RCPS

RCPS RCPS

RCPS

Figure 15

Figure 16

DISPATCHEER OPERATIONS

On the Track Warrant System, to change the position of an RCPS (Figure 17), the

dispatcher moves the cursor to the switch and clicks on the switch similar to a CTC

switch. The switch blinks until the office has received the corresponding indication from

the field. The route is painted graphically displaying the route the switch is lined.

Trains with Track Warrants approach RCPS locations knowing that switch(es) are lined

for their authorized movement unless the train dispatcher advises otherwise.

Lock indications (Figure 19) from the wayside location will be displayed as triangle-

shaped switch �locks�. These display in three different colors:

• Red: The selected route over switch(es) is pending and is in process of setting

lock bit(s).

• Green: The switch is electrically locked.

• Salmon: The switch is �in time�.

Alley MP 651

Finney MP 621

Kaffir MP 526

ESS Finney

Figure 17

When initially issuing a Track Warrant (Figure 18) through RCPS locations as shown in

the Request Pending above, red triangles (Figure 19) are displayed showing the switch

is not yet locked.

Once the Object Controller locks the switch and indicates the lock back to the

dispatcher, a green triangle symbol (Figure 20) will display on the switch indicating the

switch is locked and cannot be thrown by the train dispatcher.

Finney Red

Alley MP 651

ESS Finney MP 621

WSS Finney MP 622.9 Green

Figure 18

Figure 19

Figure 20

In this example (Figure 21), the dispatcher issued a Box 1 Track Warrant and shortened

the train�s original authority from (Kaffir - Alley) to (Kaffir � Finney). Since no movement

was detected over the switches by the wayside equipment, the directional lock-bits will

not allow the dispatcher to throw these switches for 8 minutes.

When a train moves into a RCPS OS circuit (Figure 22), the dispatcher will see an

indication, similar to CTC Territory. If an unexpected track indication appears within a

RCPS circuit, the dispatcher performs the following steps:

1. Attempt to contact any train or MW foreman that has authority near or over the

switch to determine if they are causing the indication.

2. If a train has authority over the switch, but is not causing the indication, treat the

situation as an out of correspondence switch and stop the train short of switch.

Alley MP 651

Kaffir MP 526

Lock bits are now colored �Salmon�

ESS Finney MP 621

WSS Finney MP 622.9

Alley MP 651

Kaffir MP 526

ESS Finney MP 621

WSS Finney MP 622.9

Red

Figure 21

Figure 22

3. When train has stopped at the switch, instruct the crew to inspect the RCPS and

proceed at restricted speed through the circuit. The train must have authority

that includes Switch � Yes at the location in order to traverse the circuit.

4. Call the signal call desk to report a track indication that cannot be identified.

When loss of communication occurs, RCPS will display this status to the dispatcher in

brown (Figure 23). Communication loss is displayed similar to CTC �Code Brown�.

Switches remain locked when �code brown�. The dispatcher cannot throw the switch

and must treat it as an Out of Correspondence Switch, applying applicable rules.

Similar to CTC, Switch-Yes and Switch-No authorizations are given to indicate

authorization over the switch (Figure 24). If the dispatcher issues a Track Warrant Box

2 on main track to ESS Finney, Switch-No, the authority does not include the ESS

Finney and Box 3 (clear at) is not available.

Alley MP 651

Kaffir MP 526

ESS Finney MP 621

WSS Finney MP 622.9

Brown

WSS Finney MP 622.9

RCPS RCPS

RCPS

ESS Finney MP 621

RCPS RCPS

RCPS

Figure 23

Figure 24

If the dispatcher issues a Track Warrant Box 2 on main track to ESS Finney, Switch-

Yes (Figure 25). The authority does include the ESS Finney and Box 3 (clear at) is

available.

If an authority such as: �Box 2, Proceed from ESS Kaffir to WSS Alley on main track.� is

given and the switch which is locked, indicates out of correspondence (Figure 26), the

switch will flash. An alarm message will appear at the bottom of the dispatcher screen

(Figure 27). This alarm is required to be addressed before proceeding to other items.

WSS Finney MP 622.9

RCPS RCPS

RCPS

ESS Finney MP 621

RCPS RCPS

RCPS

Alley MP

Finney MP

Kaffir MP

Figure 25

Figure 26

Figure 27

If there is more than one switch indication out of correspondence, there is a screen

detailing these switches (Figure 28).

A popup box (Figure 29) asks the dispatcher a question when this occurs. If train is

closely approaching the switch the dispatcher must instruct train to stop before west

siding switch Finney. This may be done so verbally.

Yes/No Question

If BNSF 1234 West is closely approaching ESS Finney MP 620.6 you may notify this train verbally.

If not you are required to issue a new authority.

Do you want to notify this train verbally?

Yes

No

Figure 28

Figure 29

If train is more than seven (7) miles from the west siding switch Finney, a new Track

Warrant (Figure 30) must be issued to the train, restricting the authority to the west

siding switch Finney, Switch-No. Train Dispatcher will then issue a new track warrant

from WSS Finney, Switch-Yes to WSS Alley. Additionally, Box 14 will be automatically

added instructing the crew to hand operate the WSS Finney for their movement.

Figure 30

For Maintenance-of-Way (MOW) Authorities (Figure 31) the switches are never locked.

The dispatcher can change the position of these switches when requested and after

answering the following prompt.

If the RCPS indicates Out-of-Correspondence when issuing a MOW track warrant, a

pop-up box (Figure 32) will appear indicating that the switch does not indicate lined for

movement. The dispatcher informs the MW employee with a similar warning that is

issued under a Track and Time Authority in CTC.

Alley MP 651

Finney MP 621

Kaffir MP 526

Protect Switch Verification

A Switch @ E Finney has track authority issued over it.

Are you sure it is safe to proceed?

Yes No

Figure 31

Blue

CONCLUSIONS

Did we meet the original goals? These are just some of the criteria that met our

expectations:

1. Compared to installation of CTC to provide a power switch, there were cost

reductions in constructing and maintaining track and facilities due to:

� Fewer locations required

� Fewer track insulated joints required

� Fewer changes to existing crossing warning systems (none in this

case)

� Lower installation costs

2. More efficient operations were provided by:

� Switches positioned for meets

� Switches lined behind trains

3. Reliability was improved by:

� Direct indication to Dispatcher of current switch position

4. Safety was improved by:

� Switches are positioned for trains before authority is given.

� Dispatcher is notified of an out-of-correspondence switch.

� Crews don�t have to stop their train, disembark, hand line switches,

climb back on their train, and continue their movement.

� Switch point is monitored to ¼�.

� Lock rod backup is provided for the throw rod.

BNSF is currently working on follow up paperwork and documentation for the FRA on

this project. As a result of this joint project, RCPS is being integrated with ETMS on an

end of siding on our Beardstown Subdivision in Illinois and two other locations are in

progress on the Avard Subdivision in Oklahoma.

ACKNOWLEDGEMENTS

For any project there are a number of participants, BNSF construction and maintenance

personnel, signal engineering, and Mike Bratcher�s Ft. Worth Network Operations

Center group were just one team that made this happen. In addition, the following

agency and businesses supported the effort with countless hours of support and

creativity:

The Federal Railroad Administration (FRA) provided partial funding for this project.

The FRA also supported the project through review, comment, and field testing.

Union Switch & Signal supplied the containerized wayside material including the wired

housing, object controller, and switch machine. US&S also modified their peer protocol

to incorporate HMAC and developed PC Web browser interfaces. They also provided

personnel to test the office protocol and also provided excellent field support.

Meteor Communications modified the data radio and server software to support the

application, protocol and HMAC. They also provided personnel to test the protocol and

support the data radio network.

Wabtec supported the dispatching office implementation of switch control, HMAC, and

controls and indications for the remote control power switch. They also provided

personnel to test the protocol.

FIGURES

Figure 1 RCPS Concept

Figure 2 Wayside Architecture

Figure 3 MCC-6100 DSR Radio

Figure 4 MCC-6100 DSR Radio

Figure 5 Meteor Communication Antenna

Figure 6 MCC-6100 DSR Radio and DC/DC Converter

Figure 7 US&S Object Controller

Figure 8 US&S Object Controller

Figure 9 Laptop PC

Figure 10 US&S Object Controller Network Adapter

Figure 11 Network Diagnostic Tool

Figure 12 US&S Protocol Simulator

Figure 13 Multiple PC Applications

Figure 14 US&S M23 Switch Machine

Figure 15 RCPS Signs

Figure 16 West Finney

Figure 17 Changing Switch Position

Figure 18 Issuing Track Warrant

Figure 19 Lock Request Pending

Figure 20 Switch Locked

Figure 21 Switch in Time

Figure 22 Track Occupancy

Figure 23 Loss of Communication

Figure 24 �Switch No� in Authority

Figure 25 �Switch Yes� in Authority

Figure 26 Switch Out-of-Correspondence with Authority

Figure 27 Dispatcher Screen with Alarm

Figure 28 Switch List Screen

Figure 29 Popup Question for Out-of-Correspondence Switch

Figure 30 Revised Track Warrant

Figure 31 Maintenance of Way Authority

Figure 32 Popup Question for Throwing Switch with MOW Authority

REFERENCES

1. Website, http://www.fra.dot.gov, Federal Railroad Administration

2. Website, http://www.switch.com, Union Switch & Signal Incorporated

3. Website, http://www.meteorcomm.com, Meteor Communications Corporation

4. Website, http://www.wabtec.com, Wabtec Corporation

5. Website, http://www.bnsf.com, BNSF Railway