Keeping safe in high traffic environment

The light/horn unit and the arm band units provide warning to track workers of an approaching train. Top, Vehicle-mounted ProTracker under test in Maryland. Bottom, Portable ProTracker in place on MBTA.

Few railroad environments carry as much risk as the tracks in transit tunnels with trains rumbling by every minute or two. Noise level is high and visibility is low, so safety is a challenge, but one that those who must go out on track in such areas meet every single day.

About five years ago, there was a death on the track on the MBTA in Boston. A transit worker and officers approached ProTran1 LLC because that company already made different types of electronics for transit.

“The whole concept started at the MBTA in 2005 after a fatality of a close friend and co-worker, a signal engineer,” said John Lewis, deputy chief operating officer at the MBTA. “The prototype then matured over the years and became more sophisticated and redundant. Since then, ProTran’s Peter Bartek approached other agencies and got their buy-in to test and purchase the wayside and train-mounted warning devices. Meanwhile we have continued to conduct demonstration tests on various lines at worst case locations. Currently, we are in the process of completing a lot of these tests along with the support of the MBTA Safety Department. So far, the results have been positive. Everyone seems to like the wayside warning device as an enhancement to our Right of Way (ROW) Safety Rulebook.

“Also, we’re starting to incorporate the system into our ROW Safety Rulebook,” he said. “The test team is in the process of identifying the levels of ROW protection where the wayside devices can be best utilized for workers and contractors. The ROW Safety Rulebook has five levels of protection depending on the type of work activity on the ROW. Also, the T has already purchased several ProTran devices for employees who work in Power, Signals and Maintenance of Way Divisions. Once we complete the demonstration phase each division will initiate a pilot test program.

“Lastly, the MBTA will include the ProTran train-mounted warning device with the new vehicle procurements for the Red, Orange and Green Lines. “That’s our ultimate goal.”

Maryland Transit

The Maryland Transit Administration is moving toward full implementation of the ProTran system.

“It began when Peter Bartek of ProTran was on our property at Metro to show us some of his systems,” said Mike Davis, director Metro operations at MTA. “While he was there, he mentioned the ProTracker system. There were several systems people and m/w people, including union people, in the room and they all were very intrigued by the idea.

“Right now, half of our Metro commuter trains are equipped with the train-mounted unit,” Davis said. “We have all of our personal devices in place. We look to be fully operational with this system by mid-October.”

Metro operates heavy rail trains. MTA plans to bring the system to its light rail train operations next year.

“Metro is rather small, with about 100 trains,” Davis pointed out. “To put a train-mounted unit in each train makes sense to us where maybe NYCTA or New Jersey Transit might not want to do that. We bought about 120 boxes so every one of our trains can be equipped with this system, along with a number of extras.

“This is a dual system under which both the vehicle operator is alerted and the track workers are alerted,” he said. “We will have the personal arm units and the track-mounted units when we go into implementation in mid-October. We have 100 of the personal devices, the armbands, and we have four track-mounted units. Because our trains are equipped with cab units, we don’t really have to have an extra system out there, but it will provide an extra layer of safety. For example, when a track crew is working, they’ll put the track-mounted box there and it’s so loud and bright that you can’t miss it, even if you’re fairly far away. That way, if they’re working and they don’t have the armbands on, they’ll still have the other protection.”

During the development, MTA requested to use some of the track-mounted units for speed restrictions. There are some places where MTA has 14-foot track centers between the inbound track and the outbound track.

“We can put a box at both ends of the restriction zone,” Davis said. “Say we’re tamping switches in one of those locations where we have the 14-foot track centers. You can put the box on the other track and it will alert the train that it has a speed restriction with a speed restriction light in the cab. The operator has to acknowledge it. When the train goes past the other ProTran unit, the restriction light will go away. That gives us a definite beginning and end. If you’re tamping or you’re fouling the other track, you can get out of the way and the train has to slow down and acknowledge you.”

Davis continued: “During the tests, we went to the most severe locations we had at Metro. The most important thing to us is seconds. The shortest amount of time between activation of the unit and the train passing the track people was 21 seconds. It averaged around 30 seconds, so that gave people plenty of time to get out of the way, plus it’s alerting the train operator, too. The 21 seconds was in the most severe spot with trains going around a turn, through a small tunnel and a curve going the opposite direction. You want the timing to be just right so people know they have enough time to get off the track without hurrying, but not enough time to do something else while they’re working or inspecting track or whatever. We’re happy with the times.”

Part of the reason MTA is waiting until mid-October is the training program, which is very extensive.

“We emphasize several times in the training program that individuals are still responsible for their own safety,” Davis said. “That’s so people don’t get complacent, which our safety people and others were worried about.

“We’ve developed SOPs before anyone goes out on the track such as answering questions about whether they’re wearing the armband, whether it’s on, etc.,” he said. “It’s adding a good layer of protection, but it’s not completely passive.

“In today’s world, we’re also concerned about biological or chemical events,” Davis said. “ProTran is coming up with a box to hook up with the detection system in the tunnels that will actually alert the train. If an alert goes out that there’s a biological, chemical, etc., issue in the tunnels, it will signal the train to stop before it gets to the area of the incident. We are looking at this system.”

Greater Cleveland RTA

“About 1.5 years ago, I was on a Transportation Research Board panel evaluating various projects,” said Pamela McCombe, director of safety for Greater Cleveland Regional Transit Authority. “One project was the ProTran trackworker warning device. I requested that I become part of a team of people to evaluate and that Greater Cleveland RTA become a test agency. We became part of the testing of that device both on vehicles and in the field. Currently, we’re past the testing stage of field units and are implementing them. When crews set up a work zone, they use this device. We are looking at funding for train-mounted ProTracker.”

“Anything that backs up a flagger is an advantage,” said Dan Collins, director of power. “We’re not trying to eliminate the flagger, just provide support. Anything we can do to protect the people in the field is always a first priority. We’re open to any new technologies that can help us in safety.”

Cleveland RTA has 35 miles of double track and operates about 20 LRV trains and 30 HRV trains every day.

GCRTA is working with ProTran on using the system for security, as well as safety. The units could be hooked up to chemical release detectors in the tunnels to warn trains before they get into the danger area.

LA MTA

Los Angeles MTA recently completed testing on its Green Line trains with positive results and started Gold Line testing the week of Septemer 15.

So far, the train units don’t seem to have any issues, officials say. The only concerns or changes so far seem to be with changing the sounder tone and slight LED display changes. One operator requested a voice annunciation instead of the sounder on the train unit. It appears that if the agency does go with this type of system, it will be necessary to have the armband modified and streamlined to its specs.

Technology

“After building prototypes that we tested in Boston, we approached the Federal Transit Administration and NTSB. MTA in Maryland and RTA in Cleveland jumped aboard,” said Peter Bartek, director of technology for ProTran1.

“In meeting agencies all over the U.S., as well as the Swiss railway and other European railroads, we decided that we needed a full business model, with training, ” Bartek said. “We met with linemen, operators, track workers and so on. Then we came up with a business model and technology for a secondary warning to fit in with existing procedures. We built a system that could be easily implemented with existing systems because otherwise agencies would reject it. We developed a product that was basically user friendly, reliable, easily implementable into existing procedures. We also worked with the National Transit Institute and IEEE to develop a complete training program.

“Once we did our research, the first issue to address was track workers wanted something they could set up so they would not need to rely on others,” Bartek noted. “They said we need a machine that, when we turn it on, will provide warning. When we met with train operators, they said they needed something to alert themselves. That’s why we opted to develop a device that goes in the train cab, as well as on the track and worn by the workers.

“Once we did the system, we met with FTA and during the meeting, they said is there any way you can make the unit alert a first responder,” Bartek noted. “So we adapted the unit and made separate armband devices that a police officer or other responder could wear that would alert the train operator that a first responder is there. Also, this system can alert a train operator that there’s danger ahead before they reach a danger zone. FTA and Homeland Security have given full funding for authorities to buy these units.”

The system uses a secure frequency at 900mh spread spectrum, which is a proprietary signal. This was adopted directly from the military, which used the same technology to detect land mines. “To detect a train, we use a special ultrasonic detector,” he said. “This gives us the ability to detect trains within certain range, but won’t detect a train on another track. We also know the speed and direction of the train using special detection transducers. It’s a completely wireless system, with fail-safe features built-in in case you lose communication. The unit uses a military specification as far as vibration and durability, it will work from -40 to +85 degrees, has been drop tested and is EMI and RFI free. The signal is only addressable to itself, so it won’t interfere with any other signals. It takes only a few seconds to put in place. There’s a functional test button to ensure all is operating properly. There is also a health check system inside that alerts users to problems. It weighs only about 20 pounds.

“Usually the ProTracker operates between 800 and 1,200 feet away from the workers,” Bartek pointed out. “We are doing a project for Amtrak where we are testing at 1.5 miles. It depends on how far an agency wants to communicate for advanced warnings. The standard is 1,200. Also, it depends on the speed of the train and the time needed to stop. In light rail, 1,200 feet is standard. In dark territory, in heavy rail when they want a one-mile protected area, the system can be set up to two miles from the work site.”

In addition to the vehicle operator warning system, there’s a separate setup to protect the work zone called the Portable Warning Device, a track-mounted portable train detector. A worker sets it out on track and it would detect a train and send a signal to a worker via an arm device or a horn/light device. Other options include giving a flagger a hand-held device so he could push a button and alert workers.

ProTran has concentrated on the transit side, but now is looking into the freight side. The company has had meetings with BNSF.

“Dark territory is going to be a key,” he said. “The system does give early warning in dark territory.”