Railroad Technology As the basis for a Skype virtual SIG Presentation Ken Sandock 10-1-14
Railroad technology has always been at the forefront of engineering: Steam Hydraulic Pneumatic Electrical Electronic Combustion - pollution
HISTORY Cars had mechanical brakes operated by brakemen on top of cars turning wheels George Westinghouse invented the Safety Air Brake in 1868, allowed faster running Manual mechanical and other systems soon became inadequate to safely control traffic Electric signals and turnout switch control enabled safer more efficient operation also invented and developed by Westinghouse
Track Circuit Line is divided into insulated blocks ~ 1 mile Battery across rails keeps relay closed Train wheels short track and opens relay indicating train location and setting stop signal, adjacent signals, crossing guards, etc Fail-safe break or power loss opens relay, still in use + newer methods
Control devices - semaphore Hand-operated from 1841 Electro-pneumatic from 1881 Motorized from 1890s Lights (flame and bulb) and lenses soon added These were 3-12 volts from large glass batteries Could be controlled locally or remotely, Dispatcher or automatic track relay Power loss goes to stop indication fail safe
Light signals PRR positional signal 1915 multi bulbs simulate semaphore, no moving parts, redundant Searchlight 1932 better optics, see farther Moving filter, removed along I-10 this year Replaced by hood multibulb-filter lens units Colors set by national code in 1905 Traffic signals came in 1912-14, 2 color Many now use LEDs Train must stop at unlit signal fail safe
IRM light display
Mainline WHAT TO CONTROL single, double, multitrack sidings, crossovers along lines, business side tracks Crossing of different lines at grade level Lift and swing bridges Road crossings Station tracks control dozens to hundreds of trains at large and small stations every day manually from the 30s and 40s and today with computers
How to control Local at trackside Armstrong lever rod from tower Electric (pneumatic) from tower Mechanical interlocking machine CTC Relay logic interlocking * Computer logic interlocking * * long distance operation hundreds of miles. * big RRs have one central dispatch location
Armstrong tower levers non-interlocking, no indicator
HOW TO COMUNICATE Track warrants, timetables, train orders Still used, led to time zones in US Bells, whistles, hand signs, lanterns Telegraph orders and news 1850-70s How Harvey Houses filled orders quickly Telephone to control points and wayside Multiple wires on poles for signals, control Radio in engines 1950s, microwave wayside Fiber optic: So Pac Rr Info Net Technology Sold excess capacity commercially Coded signals through rails, now can control engine functions, monitor conditions
Southern Pacific Sunset Limited Luxury Route Now Amtrak
CAB SIGNALS steam engines electric
MECHANICAL INTERLOCK Levers control turnouts and signals In large cabinets with cams preventing unsafe conflicting operation Indicator board above shows occupied block and turnout, signal status Used for stations and line crossings
Chicago Union Station North Tower 2013 - inactive
Interlocking Machine
Centralized Traffic Control Dispatcher panel controlled many miles 2 panels: Yuma-Tucson, Tucson-El Paso Tucson >computer> California (SP) > Omaha (UP) Switches operated relays with closed loop to track sensors, turnout and signal conditions. Relays wired to automatically give preferences of routing under routine conditions, fail safe Automatic Train Control with manual override
CTC for Yuma-Tucson in Tucson Depot
UP mission control
MSP Twin Cities BNSF monitor
IRM CTC and relays
POSITIVE TRAIN CONTROL Now being implemented by law Must be compatible all railroads and Amtrak Involves track and engine sensors, GPS Can control engine functions and stop train Uses radio data communication each block Works over standard dispatcher system
Engine Control Electric and diesel engines have electric control, including rapid transit and light rail Analog or digital control, with AC or DC motors All have standard interface for ~50 years MU - Multiple Unit operation Standard plugs, signal lines, protocols Allow multiple engines control from lead cab Allow push-pull transit with engineer in end coach Allow radio remote control and helper engines in middle and at end of train
SIMULATORS Home computer programs allow operation Keyboard, joystick, and custom consol Museums can use diesel control stands. All these functions can be applied to model RR layouts CTC, ATC, computer control Automatic or multiple operator control Railroad companies use full sized units to train and test engineers with different situations Similar to pilots
Diesel cab with desk controls
Southern Arizona Transportation Simulator Display
Diesel standard cab with radio
St. Paul Roundhouse Display
Simulator Screen
CONCLUSION TECHNOLOGY DEMONSTRATING TECHNOLOGY The caboose left at the end of the 20 th century. It s job was train observation for defects and monitor brake air pressure. The conductor could stop the train with a brake valve. The lights marked the end of the train. You can see this at the Gadsden-Pacific model train museum here in Tucson with a full size equiped caboose open for visiting. Wayside detectors inspect the trains now Brake pressure is monitored by FRED, flashing rear end device with radio signals to the engineer. We have displays of all in this talk at the Southern Arizona Transportation Museum, at the Amtrak Depot by Maynard s and Hotel Congress.