section 13593 mshl cbtc signaling system … 3 spec... · mshl cbtc signaling system general...

SEPTA A&E Services for MSHL CBTC MSHL CBTC System General Op. & Func. Reqs.

Addendum 3 13593-1 June 25, 2015

SECTION 13593

MSHL CBTC SIGNALING SYSTEM GENERAL OPERATIONAL AND FUNCTIONAL

REQUIREMENTS

PART 1 – GENERAL

1.01 CBTC System Overview

A. Document Overview

1. This document contains general and operational requirements for the overall

Media Sharon Hill Line (MSHL) Communication Based Trolley Control

(CBTC) System which includes but is not limited to the following equipment

subsystems:

a. CBTC trackside

b. CBTC onboard

c. Operational Control Centers (OCCs) and Maintenance Control Centers

(MCCs)

d. Ground Based Communications and Radio Frequency (RF)

Communication Subsystems

e. Interlocking Subsystem

f. Local Traffic Controller (LTC) Subsystem

g. Test and Diagnostic Equipment

h. Power Supply Equipment

i. Other Equipment as Required by a Contractor’s Particular Design

2. Additional requirements for the MSHL CBTC System can be found in other

sections of these Specifications.

B. Project Overview and General Requirements

1. The MSHL track alignment is as shown on the Contract Drawings. The

alignment contains double track, single track and street running sections.

Except for the street running sections, roadway crossings and track in the

vicinity of the 69th Street Terminal, the alignment is on a segregated Right Of

Way (ROW).

2. The Supplier shall furnish all labor, material, equipment, supervision,

transportation, and miscellaneous services, whether or not explicitly identified

herein, to provide a completely tested and fully operational MSHL CBTC

System including all work at the Control Centers, maintenance and shop

facilities, along the track, onboard the trolleys and as required by any other

related subsystems. It is noted the Contractor will be required to perform the

initial installations of onboard equipment with SEPTA labor performing the

balance of the installations, Refer to Section 13591 of these Contract


Addendum 3 13593-2 June 25, 2015

Specifications. The Contractor shall provide all training, portable diagnostic

and test equipment, bench diagnostic and test equipment, and all related

manuals sufficient for SEPTA to operate and maintain the MSHL CBTC

System.

3. The Contractor’s work shall include all work necessary to provide a safety

certified, tested and operational system which is ready for revenue operation

when presented for final acceptance, in accordance with these Specifications.

4. As identified in these Specifications, the existing alignment infrastructure shall

be modified including but not limited to:

a. Existing special trackwork shall be replaced or eliminated except in the

following areas:

1) 69th

Street Terminal,

2) West Yard,

3) Tracks leading to maintenance facilities.

b. Point locations shown are for reference only. Final locations of points of

switches shall be determined by the Contractor and approved by the

SEPTA Project Manager during the final design review.

c. Existing Trolley Operator-operated route request push buttons shall be

eliminated except as noted.

d. Inductive loops used by the existing roadway crossing equipment shall

be eliminated.

e. Audio Frequency Overlay (AFO) Track Circuits shall be used at all

roadway crossings except those in the 69th Street Terminal area and

West Yard. The Track Circuits and related equipment in the 69th Street

Terminal area and West Yard shall remain as-is and be incorporated into

the Contractor’s design. Some roadway crossings currently have AFO

circuits installed; these shall be reused with modification where

practicable or replaced. Where no AFO circuits exist at roadway

crossings, the Contractor shall install new AFO equipment of a type

consistent with that presently in service and incorporate into the LTC

design per these Specifications.

f. New Interlocking Central Instrument Houses (CIHs) and CBTC

RegionZone Controller CIHs shall be provided and installed and shall

interface to existing CIHs as required by the final design. Consideration

will be given to joint use facilities where SEPTA determines it is in the

Authority’s best interest.

g. Existing block colorlight signals shall be eliminated. All new colorlight

Light Emitting Diode (LED) signals shall be installed throughout. This

requirement does not apply to the color light signals used in the 69th

Street Terminal area including the West Yard and tracks leading to

maintenance facilities which indicate point position and permission to

cross roadways.


Addendum 3 13593-3 June 25, 2015

h. Trolley bar signals shall be of the LED-type only. If an existing bar

signal is not of the LED-type (e.g., along the along the trunk line), it

shall be replaced with a bar signal of like kind as currently in use.

i. Roadway crossing equipment (to include LTCs, crossing signals, AFO

track circuits) shall remain and be incorporated into the final design.

LTCs, crossing bar signals and trolley detection and related equipment

shall be modified as necessary to provide the functionality as required by

these Specifications.

j. All roadway crossings currently have installed, or will have installed

under separate contract, roadway crossing equipment. Modifications to

this equipment shall be made by the Contractor as necessary to

implement the final design of the MSHL CBTC System. Modifications

and equipment additions shall be made with equipment of a type

consistent with that presently in service and as required by these

Specifications.

k. The CBTC system shall be designed and operated so as to not add any

delay to automobile traffic crossing phases compared to the LTC system

currently installed. Typically there is a platform located adjacent to each

roadway crossing. The CBTC System, in conjunction with the LTC,

Centralized Traffic Control (CTC) and other subsystems, shall be

responsible for requesting safe passage across the roadway crossings

from the LTC for approaching trolleys and for permitting platform

berthing including when trolley bar signals indicating Stop. There also

shall be functionality built in to move trolleys safely across the roadway

under failure conditions.

5. Track circuits shall be used as follows:

a. Interlocking – Power frequency track circuits shall be used in the

immediate vicinity of interlocking areas and control points, and

throughout the Smedley Park Single Track Area as defined in these

Specifications and the Contract Drawings.

b. Roadway Crossings – AFO Track circuits shall be used by LTCs to detect

the passage of a trolley across a roadway and shall extend across the

entire roadway crossing surface (Island Track Circuit).

6. Approach indications and trolley detection shall be provided by the CBTC

equipment or as required by a Contractor’s specific design.

7. Transponders shall be used to provide absolute location information to trolleys

unless another means is approved by the SEPTA Project Manager.

8. Secondary trolley detection methods shall be in accordance with these

Specifications and the approved final design.

9. There shall be three (3) CBTC trackside Region Controllers generally sited as

follows and controlling the sections identified:

a. CBTC Region Controller #1: 69th Street Terminal to Drexel Hill Junction,

including storage tracks


Addendum 3 13593-4 June 25, 2015

b. CBTC Region Controller #2: Drexel Hill Junction to Media End of Line

(EOL)

c. CBTC Region Controller #3: Drexel Hill Junction to Sharon Hill EOL

10. Each CBTC Region Controller shall consist of independent equipment to:

a. Control trolleys within the zone

b. Issue requests to the LTCs to request trolley passage through roadway

crossings within the zone

c. Interface to other CBTC control zones to coordinate the movement of

trolleys across the zone boundaries

d. Interface to other subsystems including but not limited to the OCCs,

Interlocking, MCCs, RF System, onboard equipment as required to carry

out the operations of the MSHL as identified within these Specifications,

as shown on the Contract Drawings

11. The MSHL CBTC System and related subsystems shall have sufficient

capacity such that all trolleys currently in service on the MSHL may operate in

a single CBTC control zone in single car consists. The Contractor shall provide

calculations to demonstrate compliance with this requirement during final

design and actual demonstration testing support this requirement during field

testing.

12.9. The MSHL has twenty six nine (2629) double-ended trolleys which are

operated as single and double-car consists with a Trolley Operator in the lead

cab at all times. The use of “trolley” shall be understood to refer equally to a

consist made of one or two cars. If necessary, the length of the consist will be

specified as a one or two trolley consist.

13.10. The MSHL CBTC System shall support the making and breaking of

consists on both the storage tracks and Main Line tracks as part of normal

revenue service operations without degradation to trolley performance or

safety supervision.

14.11. There shall be no contradiction between the information provided to the

Trolley Operator by the wayside signals and the Operator’s Display Unit

(ODU) in the trolley.

15.12. There shall be no mechanical contact between the trolley and trackside

CBTC or signaling equipment.

16.13. Inductive loop-type communications shall not be used.

17.14. Maximum trolley authorized speed for each track location shall be

determined during the Project and shall be enforced by the onboard equipment.

18.15. As shown on the Contract Drawings, certain roadway crossings are

controlled by SEPTA-owned LTCs and others are controlled by Township-

owned LTCs.

a. Where SEPTA owns the LTC, the Contractor shall be responsible for

modifying the function of the LTC, including reconfiguring the existing

equipment, adding necessary equipment and re-programming the LTC as


Addendum 3 13593-5 June 25, 2015

necessary so that trolleys will be given permission for safe passage

across the roadway as defined in these Specifications.

b. Where a Township owns the LTC, the Contractor shall be responsible for

interfacing to the existing LTC as necessary so that trolleys will be given

permission for safe passage across the roadway as defined in these

Specifications. Roadway crossings controlled by Township-owned LTC

include:

1) All crossings in the 69th

Street Terminal Area

2) Fairfield Ave

3) Walnut Street

4) Avon Road

5) Hilltop Road

6) Beverly Blvd

7) Landsdowne Ave

8) McDade Blvd

9) Springfield Road

10) Woodland Ave

11) Providence Road

19.16. Temporary Speed Restrictions (TSRs) are required for various

classifications of safety issues, maintenance and recovery operations and shall

be vitally implemented.

20.17. Trolleys shall collect operational data and automatically report this data

periodically to the MCC and OCC subsystems for storage, analysis and

playback.

21.18. A test track shall be provisioned in the storage yard or on other SEPTA

approved track which shall be capable of operating the onboard equipment in

an equivalent fashion as it would be operated on the revenue line so as to

permit all onboard functions to be tested.

22.19. A solid-state interlocking subsystem, separate and distinct from the CBTC

subsystem equipment, shall be provisioned for the special trackwork areas. The

CBTC subsystem components shall interface and interact with the interlocking

subsystem to accomplish the specified functionality as described in these

Specifications and as shown on the Contract Drawings. It is noted that the

switch point control and indication equipment currently installed in the 69th

Street Terminal, West Yard, and tracks leading to maintenance facilities, be

incorporated into the Contractor’s design as-is and modified or upgraded only

so as to accomplish the requirements of these Specifications and with the

approval of the SEPTA Project Manager.

23.20. Bi-directional running, including the predictive trolley bar signal request

function, shall be fully supported on all track except as specifically noted.


Addendum 3 13593-6 June 25, 2015

1.02 General MSHL CBTC System Requirements

A. Due to the inter-related nature of the MSHL CBTC System including its subsystems

and other related systems, any requirement in these Specifications for a single

subsystem, to the extent it affects any other subsystem(s) or equipment, shall be

considered as specified for all such affected subsystem(s) and equipment except as

noted.

B. The Contractor shall be responsible for collecting all necessary information, data and

existing infrastructure conditions to carry out their work including, but not limited to:

track, trolleys, existing operating conditions, existing operating rules, existing

infrastructure, office facilities, environmental condition, maintenance facilities, and

any governmental regulations and other applicable regulations.

C. The MSHL CBTC System shall provide a safe and reliable integrated trolley control,

signaling and interlocking system which vitally protects against:

1. Trolley collisions including but not limited to: trolley to trolley, trolley and fixed

object collisions.

2. Trolley operation in excess of permitted speeds including but not limited to: speed

in excess of established maximum based on track location, speed in excess of

temporary limits, speed in excess of that required to permit safe stopping,

speed in excess of track geometry and point alignment.

3. Trolley entry into prohibited zones including but not limited to: entry into worker

exclusion zones, movement beyond authorized limits of assigned movement

authority, movement beyond an interlocking or roadway crossing signal

showing “stop”.

4. Trolley movement onto improperly set switch points.

5. Trolley movement into or fouling the limits of a roadway crossing when it is not

safe to do so.

6. Other conditions which present themselves based on a Contractor’s particular

design or the particular needs of the MSHL infrastructure.

D. The Contractor shall provide a computer-based model and simulation of the trolley,

LTCs, overall CBTC System, interlocking operation and platform operations. These

simulations shall take into account actual system delays and equipment timing

parameters to enable trolley headway performance to be accurately demonstrated

given the particular design presented, trolley performance characteristics and various

controlled variables including:

1. Varying delays in receiving permission to cross roadways at Township and

SEPTA controlled roadway crossings

2. Trolley failure (trolley failure to move and trolley operation in bypass mode)

3. Combining various service pattern assignments to determine the effect on junction

management and trolley merging/demerging


Addendum 3 13593-7 June 25, 2015

4. Varying platform dwell times

E. The brake rate(s) to be used by the onboard CBTC equipment calculations shall be

determined by the Contractor and approved by the SEPTA Project Manager during

the final design phase of the project. A Brake Rate Determination Plan [CDRL

13593-001] shall be submitted by the Contractor to the SEPTA Project Manager for

review and approval. The actual brake rate achieved in service shall be measured

every time the brakes are applied by the CBTC equipment and logged onboard. If the

assumed rate is not realized, this event shall be alarmed onboard and at the OCC.

F. All equipment providing safety-related functions shall be of a proven vital, failsafe

design.

G. All failures of equipment providing safety-related functions shall be automatically

detected, shall be automatically acted on and shall be annunciated, alarmed and

logged at the OCC. Onboard failures shall be annunciated, alarmed and logged by

the onboard equipment and brought to the attention of the Trolley Operator. Onboard

failures shall also be forwarded to the OCC for alarming and logging if they pose a

degradation to safety or service or could lead to a degradation to safety or service.

H. For purposes of determining hazards and the safety actually provided, all

undetectable failures in the system shall be assumed to have occurred and be present

before considering the effect of additional (detectable) failures. Safety

documentation shall identify all undetectable failures and their mitigation methods.

I. All failsafe features, functions and design aspects shall be tested, including the

failure of safety related equipment, during system acceptance testing. Failsafe

features, functions and design aspects shall be documented and a specific test plan

provided for SEPTA review and approval [CDRL 13593-003]. Test procedures and

evidence of test passage for these items shall be provided for the SEPTA Project

Manager’s review and approval [CDRL 13593-004].

J. No single failure shall cause a complete section of the alignment (both tracks) to

have its normal CBTC-related function become inoperable for the passage of

trolleys.

K. Switching to redundant units, whether automatically or manually performed, after

failure of the in-control unit, where such redundancy is used in the calculation of

availability shall be tested for all portions of the design including but not limited to:

1. Fiber, copper and RF data paths

2. Network infrastructure equipment

3. CBTC onboard components

4. MCC/OCC servers

5. Interlocking equipment, LTC equipment (SEPTA owned) and CBTC Zzone

controllers Controllers


Addendum 3 13593-8 June 25, 2015

6. Other equipment based on a Contractor’s particular design

L. The MSHL CBTC System and its components shall operate without degradation or

loss of function regardless of the weather and environmental conditions including but

not limited to: rain, snow, freezing rain, temperature, humidity, leaf and other

typically encountered track debris. The design and installation shall provide inherent

protection from vandalism. The Contractor’s design documentation shall specifically

address the threat of vandalism and the vandalism mitigations provided for

equipment installed on or near the ground, and the unattended trolley cab operator

controls and display.

M. The CBTC equipment shall interface with the interlocking equipment as necessary so

as to enable the CBTC equipment to provide trolleys with safe Movement Authority

(MA) which reflect the state of the interlocking-controlled infrastructure including

but not limited to: points, track circuits, interlocking signals.

N. The CBTC equipment shall interface with the LTC equipment as necessary so as to

enable the CBTC equipment to provide trolleys with safe MA which reflect the state

of roadway crossings.

O. Trolley location accuracy and protective action brake rate shall be commensurate

with the assumptions and requirements of the design safety case. Trolley location

accuracy and protective action brake rate shall be vitally monitored at all times and

an alarm logged and, if necessary, a protective action taken if the values used in the

safety case are not met.

P. A Safe Braking Analysis [CDRL 13593-002] shall be provided to the SEPTA

Project Manager for information which defines the calculations, assumptions and

system requirements used to vitally ensure the trolley will be maintained within its

MA at all times. Parameters/factors/events covered by the report shall include, but

not necessarily be limited to:

1. The wayside equipment removes or otherwise cancels a trolley’s MA,

2. The trolley looses communications with the trackside equipment or vice-versa,

3. Trolley location transponders, or means used to determine absolute trolley

position, are not correctly read by a passing trolley,

4. The trolley detects spin/slide conditions,

5. Failure of the sensors providing data to the onboard equipment for position

determination,

6. The permitted speed in a track section,

7. Track grade,

8. Full Service Brake (FSB) rate, and

9. Others requirements based on a particular Contractor’s design and as determined

during the final design.


Addendum 3 13593-9 June 25, 2015

Q. Trolley operations shall support short headways, multiple trolleys exchanging

passengers at the same platform, and trolleys closely approaching the edge of a

roadway crossing so as to permit the trolley Operator a clear view of the roadway

traffic and pedestrians.

R. The MSHL CBTC System shall be designed using service-proven technologies. As

such all CBTC equipment shall have a proven, in-service history as follows:

1. Demonstrated revenue service operating history of not less than five (5) years on

a property similar to those typically found in North America, and

2. Demonstrated history of safe and reliable operation on a transit property operating

schedules and consists of a similar type and nature to that proposed for use on

the MSHL for a period of not less than five (5) years.

S. All onboard and trackside CBTC equipment shall have a designed service life of

twenty five (25) years.

T. The MSHL CBTC System shall be designed for high availability in accordance with

the requirements of these Specifications. Where redundancy is provided, switching

between the in-control equipment and redundant (or standby) equipment after failure

of the in-control equipment shall be automatically accomplished. The trackside

CBTC equipment, ground-based communication and RF equipment, OCC and MCC

equipment shall be a redundant design. The onboard CBTC, Interlocking and LTC

equipment shall be designed in accordance with these Specifications.

U. Programmable Read Only Memory (PROM) devices are prohibited. Reprogramming

or updating of configuration data shall not require circuit cards be removed from

their enclosure or “rack”.

V. All devices containing software or configuration data which is field-updatable shall

report the version/revision numbers of each software and/or data component installed

on to the device to the MCC subsystem on a daily basis. The MCC shall maintain

daily logs of the reported version/revision information.

W. The contractor shall fully integrate all configurable items such as software, data files,

configuration files, drawings, hardware, installation records, equipment serialization

information (see below), etc., into the existing SEPTA Configuration Management

Database. Should this integration be jointly determined by the Contractor and the

SEPTA Project Manager as impractical, the Contractor shall provide SEPTA a

standalone Configuration Management Database Tool to accomplish this same

purpose. Provision of any hardware, software, licenses and training for any provided

Configuration Management Tool is the responsibility of the Contractor.

X. Equipment Serialization. Each piece of equipment, including all LLRUs, shall have a

unique serial number permanently affixed. The Contractor shall maintain a database

under configuration control which will be transferred to SEPTA at the conclusion of

the Project and control which:


Addendum 3 13593-10 June 25, 2015

1. Tracks where each piece of serial-numbered equipment has been installed,

when installed, and any associated higher assembly reference (E.G.: cabinet,

trolley). This record shall be searchable by equipment type, by serial number,

and by location.

2. Tracks defects found and repairs made to all serial-numbered equipment. This

record shall be searchable by equipment type, by serial number, and by

location.

Y. Microsoft Windows Operating system-based products shall not be permitted for use

other than on OCC and MCC workstations and servers, and test and diagnostic

equipment.

Z. Contract requirements and other system-level requirements shall be traced to lower

level design documents (including hardware and software design documents) and

ultimately through to testing (including factory, field and design qualification). This

tracing shall be performed using a modern tool designed specifically for requirement

tracing purposes. Status and other metrics related to this task shall be provided to

SEPTA periodically.

AA. The Contractor shall specify the methodology for installing transponders to the

SEPTA Project Manager for review and approval. The following shall be taken into

consideration and accounted for in the proposed installation methodology:

vandalism, periodic track work including tie replacement and ballast maintenance,

transponder reliability, mounting concerns, environmental issues, and

maintainability. Transponders shall not be mounted on the ground in street running

sections or in the 69th

Street Terminal area where trolleys coexist with buses or other

traffic operates.

BB. Keying of connectors and circuit cards shall be provided to ensure only the correct

connectors shall mate, only the correct circuit card can be installed, etc., during

Lowest Level Replaceable Unit (LLRU) replacement and troubleshooting.

CC. Ventilation fans shall not be used in equipment which provides safety functions.

DD. The trackside CBTC equipment shall tolerate not receiving every other CBTC radio

message sent from a particular trolley without operational performance degradation.

Similarly, a trolley shall tolerate not receiving every other trackside CBTC radio

message sent to the trolley without operational performance degradation.

EE. The onboard CBTC equipment shall tolerate not reading every other transponder

without operational performance degradation.

FF. All equipment failures shall be detected and annunciated locally and at the OCC and

MCC subsystems. Equipment shall either be capable of reporting its failure to the

OCC and MCC, or shall be monitored by separate equipment which is capable of

reporting the failure of the monitored equipment to the OCC and MCC.


Addendum 3 13593-11 June 25, 2015

GG. An LLRU or its higher-level hardware assembly transitioning from the operational

state to failed state shall trigger an event at the OCC and MCC subsystems regardless

whether the failed equipment is operationally in control or in a standby state (not in

control).

HH. Equipment shall be housed in CIHs, trackside cases, and other enclosures as

necessary along the alignment and within SEPTA’s facilities as approved by the

SEPTA Project Manager. In addition, the Contractor shall install decorative fencing

around any new or expanded CIHs.

II. All equipment, other than onboard equipment, shall remain operational eight (8)

hours after the normal Alternating Current supply power has been removed.

JJ. All motorized points shall have position detectors and shall have their position,

including locked status, displayed at the OCC. The set of motorized points in the 69th

Street Terminal area is excepted from this requirement.

KK. Required Design Documentation. The following documents are required to be

developed according to the referenced standard, or according to good industry

practice if no standard is noted, and delivered to SEPTA for review and approval.

1. Subsystem Design Description(s), [CDRL 13593-008]. Required for at least

each subsystem identified in paragraph 1.01, A, 1 of this Section. Shall

include: hardware and software design descriptions, description of the

inputs/outputs and interfaces, describe the processing provided by the

subsystem, provide an architecture diagram of the subsystem, identify and

describe the interactions of the subsystem with the larger MSHL System. The

description and definition of the subsystems in this document shall be at a

greater depth than that provided in the MSHL System Design Description.

2. MSHL System Design Description, [CDRL 13593-009]. This document shall

provide a definition and description of the functional operations of the overall

MSHL System. All subsystems shall be defined and explained in the context of

their contribution of the overall system operation. The operations and function

of the overall system shall be defined and explained.

3. MSHL System Architecture Specification [CDRL 13593-010]. This document

shall provide an overall architecture description of the MSHL System

including all subsystems, equipment, data communications and interfaces.

4. MSHL System Concept of Operations (ConOps), [CDRL 13593-011] per

IEEE Std 1362-1999 [Ref. 13593-02] or per IEEE 29148-2011 [Ref. 13593-

01]. This document shall include a description of the major operational

evolutions of the MSHL System including fault recovery operations.

LL. Zone Controllers

1. There shall be three (3) CBTC trackside Zone Controllers generally sited as

follows and controlling the sections identified:


Addendum 3 13593-12 June 25, 2015

a. CBTC Zone Controller #1: 69th Street Terminal to Drexel Hill Junction,

including storage tracks

b. CBTC Zone Controller #2: Drexel Hill Junction to Media End of Line

(EOL)

c. CBTC Zone Controller #3: Drexel Hill Junction to Sharon Hill EOL

2. Each CBTC Zone Controller shall consist of independent equipment to:

a. Control trolleys within the zone

b. Issue requests to the LTCs to request trolley passage through roadway

crossings within the zone

c. Interface to other CBTC control zones to coordinate the movement of

trolleys across the zone boundaries

d. Interface to other subsystems including but not limited to the OCCs,

Interlocking, MCCs, RF System, onboard equipment as required to carry

out the operations of the MSHL as identified within these Specifications,

as shown on the Contract Drawings

e. Perform other functions as required by a Contractor’s particular design

3. The MSHL CBTC System and related subsystems including Zone Controllers

shall have sufficient capacity such that all trolleys currently in service on the

MSHL may operate in a single CBTC Zone Controller’s territory in single car

consists. The Contractor shall provide calculations to demonstrate compliance

with this requirement during final design and actual demonstration testing

support this requirement during field testing.

4. Zone Controllers shall be redundant, vital and highly reliable.

5. Zone Controllers shall interface to other equipment including, but not limited to

and depending on a Contractor’s particular design:

a. interlocking controllers

b. OCC equipment

c. MCC equipment

d. onboard CBTC equipment

e. other zone controllers

f. local traffic controllers

g. data logging equipment

h. CBTC data radio subsystem

6. Zone Controllers shall monitor the status, inputs, requests, etc., of various devices

and equipment including, but not limited to and depending on a Contractor’s

particular design:

a. Switch point position and locked status

b. Interlocking colorlight signals

c. Trolley bar signals

d. OCC equipment

e. Track circuit occupancy equipment


Addendum 3 13593-13 June 25, 2015

f. Trolley position and other trolley-reported information

7. Zone Controllers shall continuously calculate a movement authority for each

trolley to maintain safe trolley-to-trolley separation, protect trolleys from

approaching points which are not locked, protect trolleys from passing a

colorlight signal showing other than proceed, protect trolleys from entering a

roadway crossing when it is unsafe to do so, and provide other limitations to

trolley movements (e.g., speed limitations) as necessary to vitally ensure safe

trolley and overall MSHL System operation.

8. The redundant Zone Controller shall provide a hot standby function whereby

upon failure, the backup equipment shall automatically take over control

without disruption to trolley performance, degradation in safety, or any other

negative system affects. Switching to the backup Zone Controller shall be

logged at the OCC regardless of the cause. There shall be a local indication of

which of the redundant Zone Controllers is active and which is the hot standby.

There shall be a local means by which a switch between the active and hot

standby can be made without requiring tools or equipment disassembly (other

than opening a cabinet). There shall be no single failure, event or cause which

results in both redundant parts of a Zone controllers to shutdown, either at the

same time or sequentially one immediately after the other.

9. Each Zone Controller shall have twenty percent (20%) spare capacity for each

type of discrete input and output used by a Contractor’s particular design.

10. Zone Controller design shall be such that a Zone Controller shall not be able to

request of or otherwise provide information to an interlocking controller to

cancel a lined route through an interlocking without approval of the SEPTA

Project Manager.

11. In the event that both of the redundant parts of a single redundant Zone

Controller are shutdown concurrently, it shall be possible to maintain CBTC

operations in the areas controlled by the Zone Controllers which are not

shutdown.

12. All Zone Controller vital inputs shall be assumed to be in the least permissive

state until they are vitally determined be otherwise.

13. All Zone Controller vital outputs shall be monitored and the output state

compared to the internal commanded state. In the event of a miss-compare

between the commanded and actual state of an output, the Zone Controller

shall have a vital fail-safe means to place the output in the most restrictive

state.

4.14. Zone Controller locations are subject to SEPTA PM approval. Zone

Controllers may be co-located with other new or existing equipment in existing

or new instrument houses. If not equipped, provide climate control at existing

instrument house for co-location of Zone Controller. If required, provide new,

climate-controlled instrument houses in accordance with Section 13573.


Addendum 3 13593-14 June 25, 2015

1.03 ROADWAY CROSSING REQUIREMENTS

A. As shown on the Contract Drawings, SEPTA owns and operates the LTC equipment

which operates the vehicular traffic signals and the trolley bar signals for the

majority of the MSHL roadway crossings. This section gives requirements for those

roadway crossings.

As previously noted and as shown on the Contract Drawings, there are a limited

number of roadway crossings controlled by township-owned traffic controllers. For

these crossings, the MSHL CBTC System will provide inputs to the township-

controlled equipment requesting passage across the roadway crossing. The CBTC

System will monitor the feedback from the township-owned traffic controllers to

determine if/when safe passage across the roadway crossing is possible.

B. General Description: Roadway Crossing operation consists of three functions,

working more or less independently, to obtain safe passage for a trolley approaching

a roadway crossing as follows:

1. Automatic CBTC Trolley Bar Signal Request

All crossings shall support this mode of operation unless otherwise specified. In

this mode of operation, once the trolley reaches a predetermined location, the

CBTC System shall communicate with the appropriate LTC and request passage

across the roadway. Once the LTC confirms the requested route is established, the

CBTC System shall enforce the permitted limit across the roadway.

If the LTC is unable to provide the requested route across the roadway, the CBTC

System shall enforce a safe stop within ten (10) feet of the roadway edge. At

crossings which have a platform on the approach side, once the trolley has been

brought to a safe stop, the trolley shall be capable of moving up to but not

exceeding the roadway fouling point at a speed not to exceed three (3) MPH.

2. Manual Trolley Operator Bar Signal Request

In this mode of operation, for the specified roadway crossings, the Trolley

Operator will be responsible to manually request the proceed aspect by operating

an in-cab button after the trolley has been driven up to and over a transponder

adjacent to the roadway. This request shall be permitted only if the trolley’s

assigned route includes crossing the roadway and the trolley is in a position to

imminently cross the roadway.

3. Manual Track Circuit Request

Additional circuitry shall be interposed between the LTC and the trolley bar

signals so that in the event of a failed LTC, upon a trolley being detected as

occupying the crossing AFO track circuit, the additional circuitry shall manually

initiate a green phase for the trolley. This function shall not be implemented for

non-SEPTA-owned LTCs.

C. It is noted that signal other than trolley bar signals are used in the 69th

Street

Terminal including the West Yard and maintenance tracks. The functionality of the


Addendum 3 13593-15 June 25, 2015

signals used in those areas shall remain as is currently implemented and modified as

defined in these Specifications.

D. The required modifications to the existing LTC subsystem as defined in these

Specifications includes but is not limited to: adding equipment, relocating

equipment, retiring equipment, removing retired equipment and wiring,

reprogramming of LTCs, interfacing to other subsystems and shall be the

responsibility of the Contractor.

E. When the trolley bar signals are displaying “stop” (horizontal bar) the roadway

vehicular traffic signals are provided a green signal to proceed across the tracks.

Conversely, when the trolley bar signal indicates a proceed (vertical bar) the

roadway vehicles are provided red “stop” signals.

F. Automatic passage for a trolley across a roadway shall entail the CBTC equipment

requesting a proceed bar signal aspect for an approaching trolley from the associated

LTC, gaining the proceed bar signal, and permitting the trolley to proceed across the

roadway crossing.

G. The point at which CBTC System requests the LTC for the proceed aspect shall be

determined during the final design and shall be subject to adjustment during field

testing. Adjustment of the parameters which contribute to when and where a trolley

is located before the trolley bar signal proceed aspect is requested shall be via a

configuration file maintained within the OCC subsystem. It shall be possible to

update this configuration file with ordinary word-processing software. It shall be

possible to transmit the information of this file to the appropriate end terminal units

so as to effect a change in the predictive trolley bar signal request function (i.e.:

perform tuning) without requiring a reboot of any equipment or for maintenance

personnel to visit any wayside equipment.

H. The function of obtaining passage for a trolley across a roadway (i.e.: detecting an

approaching trolley, issuing and canceling the request to the LTC) shall be

performed by wayside equipment except as specifically defined in these

Specifications.

I. The final design shall provide for the ability for multiple trolley's to access and cross

the same roadway crossing within the same proceed aspect cycle. The design shall

provide adequate warning when the LTC is about to cancel the permission for a

trolley to cross the roadway so that any approaching trolley can be safely braked by

the Trolley Operator and avoid the need for a protective brake application to keep the

trolley from entering the roadway. Trolleys arriving at the expiration of a crossing

proceed aspect shall be held until the expiration of a field settable time so as to

provide automobile traffic with an adequate opportunity to cross the intersection.

J. The LTC equipment shall monitor the status of a the AFO Track Circuit and/or

position of the trolley to determine when the trolley has passed over and is not


Addendum 3 13593-16 June 25, 2015

fouling the roadway, at which time the LTC shall return the bar signal to the stop

position and permit automobile traffic to cross the tracks.

K. All trolley bar signals for a single roadway crossing area shall be wired together such

that they are all either showing stop, or are all showing proceed as required by the

Contractor’s design.

L. The current vehicular traffic signal and trolley bar signal phase timing and

characteristics shall be maintained and may be changed only with the strict approval

of the SEPTA Project Manager and the respective Township. The existing LTC

processing equipment shall be reused where practicable. Should additional

processing equipment be needed, it shall be of the same make and model to the

extent possible so that LLRUs may be exchanged between the existing and any

newly added LTC equipment. Changes to the make and model of LTC processing

equipment used shall require the SEPTA Project Manager’s approval.

M. The existing trolley bar signals shall be reused where currently located along the

alignment. Should additional trolley bar signals be needed, they shall be of the same

make and model to the extent possible. Changes to the make and model of bar

signals used shall require the SEPTA Project Manager’s approval.

N. For crossings utilizing trolley bar signals, AFO Track Circuits shall be installed on

both tracks across each roadway in both directions. If a crossing currently has AFO

Track Circuits installed, they shall be modified as needed to comply with these

Specifications. The AFO Track Circuits shall generally run between the opposing

trolley bar signals on either side of the roadway with the final locations (end points)

determined during the final design.

O. The LTC shall provide the occupancy status of the AFO Track Circuits to other

subsystems including the OCC, trackside CBTC RegionZone Controllers and MCC

equipment.

P. The design of crossing functionality shall be vital. The LTC shall be designed and

integrated with the CBTC portion of the system to maximize availability and

crossing throughput, provide for station berthing regardless of the status of the

associated trolley bar signal and reduce roadway vehicle crossing delay times to the

maximum extent possible while ensuring the safety of operations.

Q. The CBTC System shall not request LTC passage across a roadway (automatically or

manually) for a trolley unless a trolley has a MA (and an interlocking route if

applicable) assigned which permits the trolley to pass completely across the

associated roadway.

R. It is noted that both crossing indications, where the Sharon Hill branch and Media

branch cross Turner Ave., operate concurrently and this functionality shall be

maintained.


Addendum 3 13593-17 June 25, 2015

S. The roadway crossings in Collingdale Borough shall have flashing light and warning

bell protection installed via a Contract separate and distinct form the MSHL CBTC

Project. This flashing light and warning bell protection equipment shall be interfaced

to and controlled by the CBTC equipment.

T. Final design of the Contractor’s proposed roadway crossing operation shall be

approved by the SEPTA Project Manager.

1.04 PERMITTED SPEEDS

A. The MAS through Interlockings shall be accordance with the maximum allowable

track or turnout speed, whichever is less.

B. Roadway crossing speed shall not exceed ten (10) MPH.

C. Storage tracks, terminal tracks, and yard tracks shall not exceed Restricted Speed.

D. Other track speeds are in accordance with civil speeds, any TSR in effect for specific

track sections, or as otherwise specified herein.

1.05 TROLLEY OPERATING MODES

A. There shall be three (3) trolley operating modes as follows:

1. CBTC Mode – this mode shall be used on all tracks except:

a. Street running tracks

b. Yard and storage tracks

c. 69th

Street Terminal tracks to the East of Westchester Pike Eastbound

2. CBTC Mode shall provide the full compliment of trolley protection including:

overspeed protection, safe trolley separation, workzone encroachment

protection, enforcement of interlocking and trolley bar signals.

3. Speed Mode – this mode shall be used on all tracks not covered by CBTC mode.

Speed Mode shall provide only trolley overspeed protection. Trolleys

operating in the 69th

Street Terminal area shall also be protected from passing

roadway crossings unless a proceed signal is displayed.

4. Uninitialized Mode – this mode shall be the default power-on mode and shall be

used until the train is capable of automatically transitioning to Speed Mode or

CBTC Mode. Trolleys shall be limited to Restricted Speed while operating in

Uninitialized Mode.

B. Trolley operating mode transitions shall be automatically accomplished by the

onboard equipment based on the trolley’s location and operating conditions and shall

be vitally implemented.

C. The ODU shall display the current trolley operating mode at all times. Refer to

section 13591 of these Contract Specification


Addendum 3 13593-18 June 25, 2015

D. Operating mode transitions shall be accompanied by a clear indication (visual,

audible) to the trolley operator.

E. “Begin CBTC” and “Begin Yard Limits” Signs shall be installed at the boundaries of

operating mode areas indicating that the trolley is entering or exiting CBTC Mode

territory.

F. Operating mode transitions shall not require a trolley to stop, slow down or

otherwise impact trolley operations other than the requirement imposed by the

operating mode itself.

1.06 FAILED TROLLEY RECOVERY REQUIREMENTS

A. General Description: In the event a trolley is unable to function within the CBTC

signaling system due to an onboard equipment failure, the MSHL CBTC System

shall provide an efficient means by which the failed trolley can be removed from

service while minimizing the effects to other trolleys and maintaining safe

operations.

B. Trolleys experiencing failure shall be safely braked to a stop within the trolley’s last

assigned MA.

C. Trolleys which have been declared as failed shall be immediately brought to the

attention of the OCC Dispatcher via an alarm.

D. Sections of track which are part of a failed trolley’s assigned MA shall be protected

from encroachment by other trolleys to ensure safe trolley separation between the

failed trolley and other trolleys.

E. The OCC Dispatcher shall use track blocking or other means to provide a safe path

for the failed trolley to follow while operating in a degraded operating mode (e.g.,

“Bypass” mode) under verbal Dispatcher orders so that the failed trolley may be

manually operated or towed safely to a storage track or other location.

F. Track blocking created for movement of a failed trolley shall require the blocked

track to be traversed by a normally functioning trolley operating at an automatically

imposed Restricted Speed. After a blocked section of track has been traversed by a

normally operating trolley at Restricted Speed, the track so traversed shall be

automatically returned to normal service.

G. A Dispatcher logged in as “Dispatcher” (refer to OCC section of these Contract

Specifications) shall not be able to unblock a section of track which was blocked as

part of establishing a path for a failed trolley until that section has been traversed by

a normally operating trolley. There shall be a means to override this requirement

(unblock track which has not been traversed by a normally operating trolley) which

requires the Dispatcher to be logged in as “Supervisor”.


Addendum 3 13593-19 June 25, 2015

H. Track which has been blocked or otherwise protected for the movement of a failed

trolley shall be denoted on the OCC track overview display in a unique fashion.

I. Should a failed trolley be able to safely resume normal operations, the failed trolley

and track may be returned to normal service with the permission, and under the

authority of the OCC Dispatcher without requiring the track to be traversed by a

(different) normally operating trolley if safe to do so.

J. All track denoted as “storage” track by this document shall be usable for the storage

of a failed trolley in a manner so as to not affect other trolley operations provided the

failed trolley does not physically foul the passage of other trolleys or otherwise

present a hazard.

K. In the case of a failed trolley being operated onto a spur track and aligning the spur

switch away from the spur, track blocked to enable movement of the failed trolley

may be returned to normal service without requiring a normally operating trolley to

traverse the blocked track if safe to do so.

1.07 SPECIFIC AREA OPERATING REQUIREMENTS

A. General Description: Operating areas as defined as follows (refer to Contract

Drawings):

1. The MSHL track operating areas are identified as follows:

a. West Yard – The West Yard provides storage tracks. The boundary

between the West Yard and the MSHL Main Line tracks occurs at the

Bywood Avenue traffic signals.

b. A and B Spur – The A and B spurs provide storage tracks and lead to and

from the maintenance shop. The boundary between the storage tracks

and revenue tracks occurs at the spring switches where the spur tracks

join the 69th

Street Terminal loop track.

c. 69th

Street Terminal Tracks – This area is identified as all tracks to the

east of West Chester Pike Eastbound which are not otherwise designated

as storage tracks. Noted that the center track in the 69th

Street Terminal

loop will be used as either a storage track or a pass-through (routed)

track.

d. Shadeland Avenue Spur – This spur provides a storage track on the

Sharon Hill line nearby the Shadeland Avenue roadway crossing. The

boundary between the storage track and Main Line track occurs at the

interlocked switch which joins the spur to the outbound track headed to

Sharon Hill.

e. Woodland Ave. Spur – This spur provides a storage track on the Media

line nearby the Woodland Avenue roadway crossing. The boundary

between the storage track and Mine Line track occurs at the interlocked

switch which joins the spur to the outbound track.


Addendum 3 13593-20 June 25, 2015

f. Bowling Green Spur – This spur provides a storage track on the Media

line nearby the Providence Road roadway crossing. The boundary

between the storage track and Main Line track occurs at the interlocked

switch which joins the spur to the outbound track.

g. North St. Spur – his spur provides a storage track on the Sharon Hill line

adjacent to the single track section. The boundary between the storage

track and Main Line track occurs at the interlocked switch which joins

the spur to the outbound track. It is noted that this spur track and its

associated interlocking may be moved slightly from its current position.

Refer to the Contract Drawings.

h. Main Line Tracks – All tracks not identified above as storage tracks are

considered Main Line tracks. It is noted that main line tracks consists of

segregated ROW, roadway crossings, single track, and street running

sections.

2. Trolleys shall maintain continuous CBTC radio communications with the

wayside equipment including having their current location and operational

status displayed on the OCC screens while operating on all track sections. At a

point to be determined during Project execution, CBTC radio coverage will

cease when a trolley enters the trolley car maintenance shop.

B. 69th

Street Terminal Area Operations

1. All CBTC trolley operations in the West Yard, A and B spurs and the 69th

Street Terminal area shall be automatically protected by trolley overspeed

protection. Trolleys shall be protected from passing a roadway crossing signal

which does not displaying a proceed aspect. Trolley separation and switch

protection in these areas shall not be automatically provided. Trolley

separation and switch protection in these areas shall be provided by the Trolley

Operator complying with the wayside block signals, switch point observations,

traffic signal indications and maintaining safe following distance.

2. Track switches in the terminal area are spring/hand operated except for the

switch leading to the West Yard on the outbound (outer loop) track which is

electrically powered with switch point position signals and operated by Trolley

Operators and maintainers using trackside pushbuttons. The function of this

electrically powered switch, its position indicating signals, and the push button

operation are to be maintained and incorporated into the Contractor’s design.

3. All spring/hand operated switches in the 69th Street Terminal, West Yard and

A and B Spur area do not have switch point protection and are not monitored

nor interlocked, and shall remain as such.

4. As shown on the Contract Drawings, township-owned traffic controllers

control the automobile roadway crossings. SEPTA-owned equipment monitors

the state of the township-owned traffic controllers, track circuits, switch

position indicators, pushbuttons, etc., to determine the signal aspects to

display. This functionality and operation, as it currently exists, shall remain

and be implemented or incorporated by the Contractor’s design.


Addendum 3 13593-21 June 25, 2015

5. For trolleys preparing to depart a storage track, the Trolley Operator shall

operate up to and over a transponder installed immediately before the signal.

Upon detection of the trolley’s location at the transponder, the trolley shall be

automatically provided with a Route and Block assignment (refer to the OCC

section). The Trolley Operator shall also be able to manually request a

particular Route and Block assignment.

6. Trolleys shall be automatically prohibited by the CBTC System from departing

a storage track for the 69th

Street Terminal loop until they have been provided

a Route and Block assignment (refer to the OCC section of these

Specifications) unless a manual route assignment has been made by the OCC.

7. If a trolley operates over a departure transponder but is not automatically

assigned a Route and Block nor manually assigned a route within a

configurable amount of time, this event shall be alarmed at the OCC.

8. There shall be a convenient means for the Dispatcher to manually route

trolleys between the West Yard storage tracks and the A and B spur tracks.

9. The precise location for the speed change from line speed to Restricted speed

shall be determined during Project execution.

C. Lansdowne Avenue Inbound and Outbound Crossing Operation

1. Trolleys shall be routed into the platform and berthed at a point prior to

crossing a specific transponder located in close proximity to the roadway edge.

2. The location of the specific transponder shall be such that the maximum

number of consists can berth to exchange passengers without the lead trolley

exceeding the specific transponder. Upon completion of passenger exchange,

the lead trolley shall move forward and operate over the specific transponder

without crossing the roadway edge at a speed not to exceed three (3) MPH.

3. Once the specific transponder has been exceeded and the trolley is stopped, the

Trolley Operator shall be required to depress button on the ODU to request the

crossing signal to display proceed. The request shall not be sent by the onboard

equipment until the trolley has exceeded the specific transponder and stopped.

When the trolley is located so that the onboard will respond to the ODU

pushbutton, there shall be a visual indication on the ODU of this condition.

When the onboard has sent the request for the proceed bar signal, there shall be

a visual indication on the ODU of this condition.

4. Once the crossing signal displays an aspect to proceed, the trolley shall be

permitted to proceed. Once the trolley has passed across and cleared the

roadway, the CBTC system shall remove the crossing request.

5. For clarity, it is noted that it is the Trolley Operator who requests the proceed

aspect for the crossing. The wayside CBTC system does not preemptively

request the crossing signal for the trolley.

D. Shadeland Avenue Interlocking and Crossing Operation

1. General Requirements


Addendum 3 13593-22 June 25, 2015

a. The Shadeland Avenue Interlocking and trolley bar signals shall operate

in concert so that a trolley receives a proceed bar signal only when:

1) A route has been set through the interlocking for the trolley and

2) The trolley is in a position to immediately cross the intersection.

b. A field-settable timer shall be used to provide a minimum delay between

successive trolley bar signal requests being processed by the LTC. The

intent of this requirement is to ensure trolley operations do not unduly

inhibit automobile traffic through the crossing.

2. Shadeland Avenue Interlocking Operation

a. Trolleys shall operate through the Interlocking in accordance with routes

set by the CBTC and Interlocking subsystems. These routes shall be set

either by:

1) The trolley’s assigned Route and Block,

2) A manual route set by the Dispatcher, or

3) Under local Interlocking control.

b. The Shadeland Interlocking shall be capable of permitting simultaneous,

non-conflicting moves through the interlocking under signal indication.

c. Trolleys shall be capable of turnback operation under signal indication

from either platform at Shadeland Avenue.

d. Proper cab make up shall be required to initiate turnback operation.

e. Trolleys performing a turnback move shall not be enabled to trigger a

crossing request.

3. Shadeland Avenue Outbound Crossing Operation

a. Trolleys shall be routed into the platform and berthed at a point prior to

crossing a specific transponder located in close proximity to the roadway

edge.

b. The location of the transponder shall be such that the maximum number

of consists can berth to exchange passengers without the lead trolley

exceeding the specific transponder. Upon completion of passenger

exchange, the trolley shall move forward and operate over the specific

transponder without crossing the roadway edge at a speed not to exceed

three (3) MPH.

c. Once the specific transponder has been exceeded and the trolley is

stopped, the Trolley Operator shall be required to depress button on the

ODU to request the crossing signal to display proceed. The request shall

not be sent by the onboard equipment until the trolley has exceeded the

specific transponder and stopped. When the trolley is located so that the

onboard will respond to the ODU pushbutton, there shall be a visual

indication on the ODU of this condition. When the onboard has sent the

request for the proceed bar signal, there shall be a visual indication on

the ODU of this condition.


Addendum 3 13593-23 June 25, 2015

d. Once the crossing signal displays an aspect to proceed, the trolley shall

be permitted to proceed. Once the trolley has passed across and cleared

the roadway, the CBTC system shall remove the crossing request.

e. For clarity, it is noted that it is the Trolley Operator who requests the

proceed aspect for the crossing. The wayside CBTC system does not

preemptively request the crossing signal for the trolley.

4. Shadeland Avenue Inbound Crossing Operation

a. Inbound trolleys approaching the Shadeland Avenue crossing shall

obtain a proceed trolley bar signal via the mechanism defined in the

“Automatic CBTC Trolley Bar Signal Request” section of this document

except as noted here.

b. A route through the Shadeland Avenue Interlocking shall be lined and

locked for the inbound trolley before the request for a proceed trolley bar

signal is sent to the LTC.

c. The inbound Shadeland Avenue Interlocking signal shall not display

proceed until:

1) The inbound route has been properly lined and locked, and

2) The trolley has been granted a proceed trolley bar signal.

5. Shadeland Avenue Siding Track Operation

a. Trolleys preparing to depart the siding track shall be required to operate

up to and over a specific transponder within the spur.

b. Once a trolley is detected as over the specific transponder, the OCC shall

automatically send the previously assigned Route and Block to the

trolley similar to the process used on the storage tracks in the 69th

Street

Terminal Area.

c. Trolleys shall not be able to depart the siding track without a Route and

Block assignment or:

1) Manual routing is established by the OCC, or

2) Manual routing is established by a local interlocking control.

d. Trolleys operating out of the siding track shall be precluded from

activating the crossing protection systems at the Turner Avenue and

Garrett Road crossings.

e. The Shadeland Ave crossing protection shall be activated in conjunction

with the interlocking signal controlling departure out of the siding as is

done for inbound trolleys crossing Shadeland Avenue.

E. Berkeley Ave. to North Str. Street Operations

1. No Reverse running capability shall be provided in the street sections between

Berkley Avenue and North Street.

2. All CBTC trolley operations in the Berkeley Ave. to North Str. street-running

area shall be automatically protected by trolley overspeed protection only.

Trolley separation in this area shall not be automatically provided. Trolley


Addendum 3 13593-24 June 25, 2015

separation in this area shall be provided by the Trolley Operator complying

with traffic signal indications and maintaining safe following distance.

F. Providence Road to Media End of Line Operations

1. All CBTC trolley operations in the Providence Road to Media End of Line area

shall be automatically protected by trolley overspeed protection only. Trolley

separation in this area shall not be automatically provided. Trolley separation

in this area shall be provided by the Trolley Operator complying with traffic

signal indications and maintaining safe following distance.

G. Smedley Park Single Track Operations

1. Both ends of the Smedley Park Single Track (SPST) shall operate as a single

interlocking with modifications as described herein.

2. The SPST shall be operated from a Vital Microprocessor Interlocking System

(VMIS) located at the inbound end of the SPST. The control location at the

non-VMIS end of the SPST shall be outfitted with discrete devices directly

connected to the VMIS end control location. To the greatest extend possible,

the non-VMIS end of the SPST shall use high reliability equipment including,

cables, relays, transformers, etc., to minimize nuisance failures and reduce the

need to travel to that location under a failure condition.

3. The SPST Interlocking and related CBTC MA function shall be coordinated so

as to facilitate a coordinated setup of routes and MAs and perform junction and

single track management of the entire SPST area.

4. Vital power frequency track circuits shall be provided throughout the length of

the SPST and in both SPST Interlockings with approach indications provided

by the CBTC equipment.

5. Routes and MAs through the SPST shall be granted:

a. On a first come, first serve basis,

b. Manually assigned by the OCC,

c. By assigned route and block number, and

d. Manually by local Interlocking control.

6. The OCC Dispatcher shall be able to select:

a. Priority for outbound trolleys,

b. Priority for inbound trolleys, or

c. First-come, first-serve.

7. Following moves through the SPST shall be permitted with the established

current of traffic. Opposing moves shall not be permitted against an established

current of traffic other than for turnback moves.

8. A trolley performing a turnback move at Woodland Avenue or berthing in the

Woodland Platform in preparation for an inbound trip, shall not preclude an

inbound route from being aligned for a trolley entering the SPST area at the far

end of the SPST.


Addendum 3 13593-25 June 25, 2015

9. Trolleys performing turnback moves at Woodland Ave shall be protected from

approaching inbound trolley incursions.

H. Woodland Ave Interlocking and Crossing Operations

1. Woodland Avenue Interlocking Operations

a. Trolleys shall operate through the Shadeland Avenue Interlocking in

accordance with routes set by the CBTC and Interlocking subsystems.

These routes shall be set either by:




b. Trolleys shall be capable of turnback operation under signal indication

from the platform at Woodland Avenue.

c. Proper cab make up shall be required to initiate turnback operation.

d. Trolleys performing a turnback move shall not be enabled to trigger the

crossing request.

2. Woodland Ave Outbound Crossing Operations



edge.






three (3) MPH.
















3. Woodland Ave Inbound Crossing Operations


Addendum 3 13593-26 June 25, 2015

a. Inbound trolleys approaching the Woodland Avenue crossing shall

obtain a proceed trolley bar signal via the mechanism defined in the

“Automatic CBTC Trolley Bar Signal Request” section of this

document.

4. Woodland Avenue Siding Track Operation


up to and over a specific transponder within the spur.




Street

Terminal Area.





I. Providence Rd. and Burmont Rd. Outbound Crossing Operations

1. These outbound crossings shall operate exactly as the Woodland Avenue

outbound crossing whereby the trolley Operator requests the proceed signal via

the ODU.

J. Bowling Green and North Street Interlocking and Crossing Operations

1. General Requirements

a. Operations at Bowling Green and North Street Interlockings and sidings

shall be the same to the extent the track geometries permit such operation

and unless differing operations are required by these Specifications.

b. It is noted that special trackwork in these areas may be required to be

modified or moved.

2. Interlocking Operations

a. Trolleys shall operate through the Interlocking in accordance with routes

set by the CBTC and Interlocking subsystems. These routes shall be set

either by:




b. Trolleys shall be capable of turnback operation under signal indication.

c. Proper cab make up shall be required to initiate turnback operation.

d. Trolleys performing a turnback move shall not trigger the crossing

request (if applicable).

3. Bowling Green Outbound Crossing Operation


Addendum 3 13593-27 June 25, 2015



edge.






three (3) MPH.
















4. Bowling Green and North Street Inbound and North Street Outbound Crossing

Operation

a. Trolleys approaching these crossing shall obtain a proceed trolley bar

signal via the mechanism defined in the “Automatic CBTC Trolley Bar

Signal Request” section of this document.

5. Siding Track Operation


up to and over a specific transponder within the siding track.




Street

Terminal Area.





K. End of Line Operations

1. Trolleys shall be vitally protected from traveling beyond the EOL.


Addendum 3 13593-28 June 25, 2015

1.08 SUBMITTALS

A. Provide submittals in accordance with Section 01300.

B. CDRLs.

CDRL No. Title or Reference Para.

CDRL 13593-001 Brake Rate Determination Plan 1.02E

CDRL 13593-002 Safe Braking Analysis 1.02P

CDRL 13593-003 Failsafe Features, Functions, Design Aspects

Identification and Associated Test Plan

1.02I

CDRL 13593-004 Failsafe Features, Functions, Design Aspects

Test Procedures and Results

1.02I

CDRL 13593-005 deleted



CDRL 13593-008 Subsystem Design Description – Noted there

will be one document per subsystem

1.02KK.1

CDRL 13593-009 MSHL System Design Description 1.02KK.2

CDRL 13593-010 MSHL System Architecture Specification 1.02KK.3

CDRL 13593-011 MSHL System Concept of Operations 1.02KK.4

PART 2– PRODUCTS

This Part not used in this Section.

PART 3 – EXECUTION

This Part not used in this Section.

END OF SECTION 13593

section 13593 mshl cbtc signaling system … 3 spec... · mshl cbtc signaling system general...

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