ADVANCED CROSSING SIGNALS
Low-Cost Warning System at Grade Crossing
Presented to
TRANSPORT CANADA
By
Glen T. Fisher, President
CPCS Technologies Corporation
And
Pierre Mérrette, President
Transtronic Inc.
Mike Nixon, Chief Designer
Transtronic Inc.
January 19, 2007
ADVANCED CROSSING SIGNALS
Low Cost Warning System at Grade Crossing
CONTENTS:
INTRODUCTION: Pierre Mérette
- SAFETYGlen Fisher
- TECHNICALMike Nixon
- ERGONOMICGlen Fisher
- COST EFFECTIVENESSGlen Fisher
- ENVIRONMENTMike Nixon
- SUMMARYPierre Mérette
- CPCS Technologies CorporationGlen T. Fisher
Transtronic Inc.Pierre Mérette
INTRODUCTION
CPCS Technologies Corporation and Transtronic Inc. are pleased to respond to Transport Canada’s invitation to participate in discussion to identify and evaluate low cost warning systems at grade crossings. The principals in these companies have long been concerned about the many accidents at grade crossings, of which there are over 25,000 in Canada, and only 7,000 with any active warning system or protection.
Advanced Crossing Signals system was designed and developed by CPCS Technologies Corporation and Transtronic Inc., both of Montreal. The system was designed to be a simple, efficient, environmentally friendly and cost-effective method of helping prevent collisions at level crossings.
Advanced Crossing Signals will alert motorists and locomotive crew when it senses the presence of a train approaching a crossing, AND will alert locomotive crew when it senses an obstruction (such as a stalled vehicle) on the track at a crossing.
Advanced CrossingSignals system is designed to:
Reliably alert motorists of the presence of an approaching train, reducing or preventing attempts to drive through crossing
Reliably alert locomotive crew of obstruction on track (such as stalled vehicle) at crossing
Install quickly and easily
Cost less than $50,000 per crossing
Operate on solar power
Provide high reliability with full redundancy
Require no additional equipment on locomotives or existing systems
Require no additional field wiring or power connection
Provide rapid and easy maintenance using module replacement
SAFETY
1.1MEANS
Advanced Crossing Signals system:
reduces (or, with optional median barrier) prevents attempts to drive through level crossings with predictably reliable indication of oncoming train(s)
Detects presence of train(s) and alerts motorists
Detects presence of obstructions (such as stalled vehicles) on the track and alerts locomotive crew that warning is operating
Helps motorists to perceive warning signals by use of the standard recognized symbols
1.2OPERATING RANGE
Advanced Crossing Signals area of effectiveness:
Road – 1000 metres from crossing
Track – 1 to 2 miles (1600 to 3200 meters)
Proportion of Areas covered by Advanced Crossing Signals:
100% of approach railway track
100% of approach road (lanes within sight) distance up to 1000 meters
Moment of Activation:
Approaching train is detected 500 meters (0.3 miles) from sensing module, or 1 minute 30 seconds before crossing at 90 mp train speed.
- TECHNICAL
2.1Advanced Crossing Signals system is compliant with all applicable standards, regulations and policies.
2.2Performance of Advanced Crossing Signals:
COMPONENTS
Uses two basic self-contained module types – sensor head and signal head, two of each per installation
Each head employs two parallel arrangements consisting of a solar panel, battery pack, power management computer, a communication module and either a sensor module or a signal module
Employs a quick implantation system to implant the support structure in less than 1 hour per station module
Communicates command and functional verification by digital radio between sensor and signal modules
Communicates operational status and crossing status via synthesized voice radio to the train voice radio and RTC.
Employs a wireless encoded USB channel for setup, diagnostics and verification
Each head has a unique serial number and is programmed wit its exact location via differential GPS at the time of installation
POWER SUPPLY COMPONENTS
Solar array panel with two isolated sections in the event of damage or vandalism i.e. rifle fire, etc. The panel is sized for the average solar flux of the installation location.
The panel is mounted on an adjustable mount for optimum orientation for the installation location.
The electrical output of each solar panel section is fed to a separate power control computer which optimizes battery charging and monitors power consumption of the electrical loads. The two power control computers communicate operational and diagnostic information with each other and the sensor and communication computers via an optical network link. They can cross bus loads and supplies as required to optimize operational life.
The energy storage consists of appropriately sized lithium polymer battery packs each augmented with a super capacitor to deliver peak current demands.
INSERT DIAGRAM
SENSOR HEAD COMPONENTS sensing presence, location, speed and direction
SENSORS:
The sensor system is comprised of two redundant identical blocks, each with a control computer, a Doppler radar system and a Light Detection and Ranging (LIDAR) detector.
The Doppler radar emits a constant beam of radar energy at a fixed frequency the receiver detects any energy reflected from objects, and mixes that with a small amount of the transmitted signal. Any motion towards or away from the radar will cause the reflected energy to be shifted in frequency. The mixed signal will be a low frequency, proportional to the speed of the object.
The LIDAR emits a short pulse of light about 6ns in duration, emitted from a laser diode. The time for the reflected pulse to return from the target gives the distance.
The short duration and the low repetition rate of the pulses (approximately 10 per second) assure that the energy level of the laser is below the limits established for eye-safety for the locomotive crew. Speed is determined by measuring the change in range over time.
The LIDAR’s operation can be verified and environmental conditions evaluated by placing a reflector at the outer range of the LIDAR measurement path. The fixed reflector acts as a calibration standard for ranging and the return strength evaluates environmental conditions, i.e. path attenuation factors such as precipitation or fog.
The control computer takes the information from the two sensors and feeds the data onto the optical network link within the module.
The LIDAR and RADAR sensing data is compared and processed by the computer to ignore occasional spurious radar reflections such as farm vehicles on a parallel road and to give priority to the radar data during extreme low visibility due to fog or heavy snow.
COMMUNICATION MODULE
The system employs two identical communication modules.
Each module consists of a wireless USB radio for setup, diagnostics and verification within the system.
A digital network radio operating in the 450 MHz band. This transceiver gives the system a range of a few miles between heads. In operation the heads communicate with each other on a regular basis to evaluate the operational condition of each unit and the conditions in the protected region.
The sensor heads would normally be placed from 0.5 to 2.5 miles from the signal heads, depending upon train speeds at the location.
Upon detection of a train the sensor head will advise the signal head of the approaching train and its velocity.
INSERT DIAGRAM
SIGNAL HEAD COMPONENTS
Signal Heads are located two per level crossing, one on each side, located close to the approaching traffic lane.
The Signal incorporates a power supply as described for the sensor head, with the exception of size and capacity.
The Sound Module consists of an electronic signal generator, usually programmed as a bell, capable of producing a sound pressure level of 85dbA at 50 feet. If required it can be programmed with other sounds such as a locomotive horn warning “_ _. _”
The visible light display consists of high intensity LED panels offering high contrast and high luminosity for excellent visibility in all weather conditions. For additional safety, the panels can be operated in an intense bright flashing mode to further improve visibility.
Warning sign panel patterns can be the standard cross buck with a wig-wag alternating flashing pattern, or a red, yellow and green traffic light configuration, or other designs, as required.
The communication modules are as in the sensor head communication modules except they have the addition of a voice radio module wit a voice synthesizer. The voice radio and synthesizer give the system the capability to pass system messages to the train crew and to the RTC through conventional voice radio.
OPERATION
The system can advise the train crew when the train is detected approaching a crossing, giving their speed and the status of the system.
In the event of a system fault the system can advise on an intermittent schedule that a system error has been detected and the train crew can take appropriate action, such as reducing speed. Additionally the RTC can advise the maintenance personnel to take corrective action.
The system can initiate signalling an appropriate amount of time before the train enters the crossing, based on the speed of the approach of the consist. This eliminates the annoyance to motorists of having to wait excessively long times for slow freights in systems timed for fast passenger service. It also provides consistent waiting times which will increase drivers’ compliance with the warning.
OPTIONS:
Sound System:
In populated areas where noise nuisance is a factor, it is possible to replace the omni-directional warning sounds with an ultrasonic carrier-directional sound system “sonic spotlight” which directs the audible sound to only the area of the car and pedestrian pathway without disturbing nearby residents with the warning sound.
Mechanical Barrier (Gate)
The Signal Head can be equipped with a mechanical barrier module to place the physical barrier (gate) across the roadway.
Crossing Condition
The Signal Head can be equipped with a scanning LIDAR to advise the train crew of obstructions (such as stalled vehicles) in the level crossing, including the size of the obstruction.
The Signal Head can also be equipped with a digital video recorder to record the level crossing activity during the signalling and lead to identification of violators.
Block and Crossing Signal Enforcement
A variant of the Sensor Head can be used to enforce stop orders at ABS signals, utilizing the end of train device (EOT) on freight trains. The head can detect the signal condition via a non-contact sensor. If the signal is red or stop and a freight train approaches at an unsafe speed or passes the signal, the unit will transmit an emergency brake application to the EOT, bringing the train to a stop. The same process can be used for a passenger train if the train operator chooses to attach the standard freight EOT devices to its trains for safety reasons.
This patented feature can enable automatic emergency stop enforcement if the crossing is blocked as sensed by the optional LIDAR at the Signal Head whether or not the train engineman sees the vehicle blocking the crossing.
Existing Signals Augmentation
A variant of the Sensor Head can add speed-proportional sensing to existing crossing systems. Additionally, it can add audio feedback to the crew and RTC concerning operation and approach speed.
CONSTRUCTION:
The Head is a cast housing designed for long-term exposure to the elements. It is designed to withstand heavy physical abuse including impact and vandalism without losing operational integrity.
The system is designed to be installed by a crew if two to three people and an installation truck.
The mounting post foundations are screwed into the ground to a depth of six feet (2 to 2.5 meters) or more as needed to ensure that there is no displacement due to frost heaving. The mounting posts are bolted to the foundation pipes with an adaptor and the mounting poles are bolted into the mounting adaptors. The head units are mounted on top of the poles, aligned and bolted in place. Keyed nuts such as wheel-locking nuts can be used for security against vandalism. Total installation time is estimated as 1 hour for each head.
VISUAL IMPACT – Appearance
The heads, a cast box at the top of a steel pole approximately 6” or 15cm in diameter will be painted with long-life enamel in a highly visible colour (yellow or orange). The simple design and colouring will make them both easy to see and not unattractive in appearance. The height of the sensor and signal heads will be typically abut 14 feet (3.2 meters) above the road or track surface, depending on local conditions.
4. ERGONOMIC
4.1 Impact on Motorists and Locomotive Crew
Bright, highly visible lights and timely warning to motorists regardless of train approach speed.
Locomotive crew is notified when their train is detected and Advanced Crossing Signals system is functioning.
4.2 Quality of Interface:
System/Motorists
Familiar bright “wig-wag” flashing LED light, optional electronic bell and simulated train horn directed at road only.
System/Locomotive Crew
Voice confirmation over train radio channel of detection, speed and system functioning.
4. COST EFFECTIVENESS:
4.3Device Overall Costs
$30,000 to $50,000, depending on options chosen
4.4Maintenance Cost:
$2,000 annually, assuming 1 module replacement annually
4.5Service Life
Equipment – no limit with occasional module replacement
Technology – 20 years
4.6Stage of Development
Completed: Concept design, preliminary component sourcing, patent granted on device to enforce train stopping
Next Steps: Detail design, testing lab model, testing field model, design modifications, prototype, quantity manufacturing
5ENVIRONMENT
5.2Noise Emission
None – there is no noise from this system as emphasis has been placed n visibility for all drivers, including hearing impaired. Optionally, an electronic crossing bell sound and/or simulated train horn sound can be provided. This is advised for pedestrian or bicycle crossing areas. In populated areas where noise nuisance is a factor, it is possible to replace the omni-directional warning sounds with an ultrasonic carrier-directional sound system “sonic spotlight” which directs the audible sound to only the area of the car and pedestrian pathway without disturbing nearby residents with the warning sound.
5.3Visual Impact
Components will be housed in a small box, painted a visible yellow or orange. The sensors and signal heads will be mounted on steel poles approximately 14 feet (3.2 meters) above the road or track surface depending on local conditions. Lights will be bright LED panels with high intensity pulsing if desired. This mode is almost impossible to ignore!
6. SUMMARY: ADVANCED CROSSING SIGNALS
Alerts motorists and locomotive crew of train approach and system functioning
Senses presence, location, speed and direction of approaching train
Effective to 1,000 meters on road on either side of track
Effective over 2 miles along track from crossing
Approaching train is detected 500 meters (0.3 miles) from sensing module
Complies with all applicable standards, regulations and policies
Reliable, fully redundant, flexible
Excellent interface quality with motorists and locomotive crew
No noise emission unless optional train bell and/or horn sounds are requested
Minimal visual impact, attractive appearance, maximum visibility of warning lights
Provides speed-proportional signalling for constant warning times
Solar-powered/radio communication (no field wiring or power connection required)
Full diagnostics with train and RTC notification
Optional crossing obstruction scanning
Optional train stop enforcement approaching obstructed crossing
Optional digital video recording to capture motorist violation ID
Quick sport implantation system – less than 30 minutes per station module
Each head easily identifiable via differential GPS programming of exact location
CPCS Technologies Corporation
•Consulting Engineers and Planners
•Specialists in Rail Transportation
•32 years experience in Canada, USA and 70 countries
•Glen Fisher, President, Electrical Engineer with broad experience in electronics, telecommunications, railway line capacity, railway signals and electrification.
•Holder of patents in Canada and USA.
Transtronic Inc.
•Supplier of electronic power inverters for railway transportation industry.
•Products include static converters and battery chargers used to supply electricity onboard locomotives and passenger cars.
•Developed and produced electronic devices including voltage, currency and frequency monitors, timers, alarms and bells
•Pierre Merette, Founding President with experience in Operations Planning and Control Systems Design, Simulation Systems Development, Quality Systems
CPCS Technologies Corporation and Transtronic Inc.
Presentation to Transport Canada, January 19, 2007
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