STATE OF OHIO DEPARTMENT OF TRANSPORTATION SUPPLEMENTAL SPECIFICATION 919 RAILROAD PREEMPTION INTERFACE. January 15, 2016

Transcription

1 STATE OF OHIO DEPARTMENT OF TRANSPORTATION SUPPLEMENTAL SPECIFICATION 919 RAILROAD PREEMPTION INTERFACE January 15, Traffic Signal Cabinet and Controller Unit General Requirements Approved Controllers Nomenclature and Terminals Harness Preemption Input Test Switch Panel Indicator Panel Railroad Interface Interconnect Cable Controller Functionality Traffic Signal Cabinet and Controller Unit General Requirements Assure the interface consists of six twisted-pair circuits and associated equipment. Five circuits communicate from the railroad crossing enclosure to the traffic signal cabinet and one from the traffic signal cabinet to the railroad enclosure. Provide a traffic signal cabinet and controller that functions as follows, though not all functions are typically be required at each installation: 1. Advance Preemption. This circuit notifies the traffic signal controller of an approaching train prior to the operation of the active warning devices. Two relays or both channels of an isolator card are required. The railroad returns a normally open and a normally closed circuit. Preemption is initiated when the normally closed circuit opens. The normally open circuit closes when preemption is initiated indicating the proper functioning of the supervision circuit. 2. Simultaneous Preemption. This circuit notifies the traffic signal controller of an approaching train at the point the active warning devices begin their operation. One relay or one channel of a DC isolator card is required. The railroad returns a normally closed circuit which opens when the railroad warning devices begin to operate. Note: even when Advance Preemption is provided as the primary preemption input to the traffic signal controller, the Simultaneous Preemption input is often used to provide a logical input to drive blankout signs or perform other functions. 1

2 3. Island Occupied. This circuit notifies the traffic signal controller of the arrival of the train at the island circuit. One relay or one channel of a DC isolator card is required. The railroad returns a normally closed circuit which opens when the train occupies the island circuit. This input must be included as part of the interface circuitry, but it currently has no defined function in the traffic signal controller preemption programming. 4. Gate Down. This circuit notifies the traffic signal controller when the gate(s) controlling access to the track(s) is lowered to within 5 degrees of horizontal. One relay or one channel of a DC isolator card is required. The railroad returns a normally open circuit which closes when the gate(s) controlling access over the crossing approaching the intersection is lowered. 5. Gate Up. This circuit notifies the traffic signal controller when all gates at the crossing are raised. One relay or one channel of a DC isolator card is required. The railroad returns a normally closed circuit which opens when all the gates at the crossing are raised. This input must be included as part of the interface circuitry, but it currently has no defined function in the traffic signal controller preemption programming. 6. Traffic Signal Health. This circuit is a status indicator that is made available by the traffic signal equipment but its use by the Railroad is optional. It notifies the railroad warning system whenever the traffic signal has entered conflict flash or the power has failed. This is an output from the traffic signal controller to the railroad control equipment. Provide a 12 VDC signal which is output whenever the traffic signal is not in flash and power is on. If the traffic signal is in flash or the power is off, assure the output is 0 VDC. A simple method is to use a 12V transformer and rectifier connected to the coil of the signal bus control relay or mercury contactor. The intent is that the traffic signal health output de-energizes even if the signal bus contactor output remains closed. Assure the output is fused. 7. An output is included to provide for the operation of illuminated blank-out signs. The function of this output is to illuminate the signs whenever the controller unit is in railroad preemption as indicated by an output circuit provided by the controller unit. Provide a solid state relay, Crydom part number D1210 or equal mounted on the interface panel or an unused load switch element to illuminate the blank-out signs. 8. If a relay interface is provided, the relays connected to the railroad equipment operate at 24 VDC. Provide a 24 VDC isolated NEMA TS-2 power supply and connect it to the preemption isolation panel assembly to power the relays and indicator lights. Do not connect the power supply outputs to any other voltage source or common such as logic groundac neutral or earth ground. Provide a power supply capable of providing enough current to simultaneously energize all of the relays and illuminate all of the indicators at maximum temperature plus a 20 percent de-rating. Provide a power supply with carryover of 50ms at full load. Provide an 2

3 isolated, ungrounded power supply with input and output fuses. Provide Magnecraft 788XBXM4L-24D 24 VDC relays or pin-for-pin compatible equal which include an internal LED indicator. Provide Magnecraft 788XBXM4L-120A 120 VAC relays or pin-for-pin compatible equal which include an internal LED indicator. Install relays in an appropriate socket, Magnecraft or pin-for-pin compatible equal. Provide hold down clips, Magnecraft or equal. Provide adequate terminals, numbered or labeled and identified on the wiring diagram for all field connections and all internal connections. Mount the relays and terminals on a suitable aluminum panel located in an area accessible for inspection and connection. 9. If a solid state interface is provided, mount the isolator cards in a separate 4 position rack. Provide three Model 242 DC isolator cards and a 24 VDC, 5 Amp power supply card. Provide a power supply capable of providing carryover in the event of primary power loss for a minimum period of 35 ms at full rated load. Provide adequate terminals, numbered or labeled and identified on the wiring diagram for all field connections and all internal connections Mount the terminals on a suitable aluminum panel located in an area accessible for inspection and connection. Mount the rack in an area suitable for viewing of the card mounted indicators and for removal and insertion of cards. Configure the inputs as follows: Card 1 Input 1 Advance Preempt Normally Closed Card 1 Input 2 Advance Preempt Normally Open Card 2 Input 1 Simultaneous Preempt Card 2 Input 2 Island Card 3 Input 1 Gate Up Card 3 Input 2 Gate Down Approved Equipment A list of approved equipment for Supplemental Specification 819 is maintained by the Ofccie of Materials Management Nomenclature and Terminals Indicate the nomenclature and terminals on the interface panel wiring diagram. Provide terminals that utilize a cage-clamp design such as manufactured by WAGO Corporation or equivalent. Terminals which provide side wipe connections or set screws are not acceptable. See below for additional information regarding terminal numbers Harness Provide the appropriate harness (MS D, C11 or other) for the specific controller unit, connected to the preemption interface panel Preemption Input Test Switch Panel 3

4 Provide a preemption input test switch panel with six test switches and mount it in a convenient location within the controller cabinet. Connect the railroad circuits through the test switch panel to directly simulate the input from the railroad. Label each switch exactly as indicated below by use of a silk screened legend or an engraved plastic plate. Rub-on, adhesive or other markings which are not permanent are not acceptable. Provide the following switches: 1. Advance Preemption Test a Double Pole/Double Throw (DPDT) and arranged such that the up position is normal and the down position is test. When up, the two advance preemption circuits from the railroad pass through the test switch. When down, the advance preempt normally closed circuit opens and the advance preemption normally open circuit closes. Label this switch ADVANCE PREEMPTION NORMAL for the up position and ADVANCE PREEMPTION TEST for the down position. 2. Simultaneous Preemption Test a Single Pole/Double Throw (SPDT) and arranged such that the up position is normal and the down position is test. When up, the simultaneous preemption circuit from the railroad passes through the test switch. When down, the simultaneous preemption circuit opens. Label this switch SIMULTANEOUS PREEMPTION NORMAL for the up position and SIMULTANEOUS PREEMPTION TEST for the down position. 3. Island Circuit Test a SPDT and arranged such that the up position is normal and the down position is test. When up, the island preemption circuit from the railroad passes through the test switch. When down, the island preemption circuit shalopens. Label this switch ISLAND CIRCUIT NORMAL for the up position and ISLAND CIRCUIT TEST for the down position. 4. Gate Up Test a SPDT and arranged such that the up position is normal and the down position is test. When up, the gate up preemption circuit from the railroad passes through the test switch. When down, the gate up preemption circuit opens. This switch labels reads GATE UP CIRCUIT NORMAL for the up position and GATE UP CIRCUIT TEST for the down position. 5. Gate Down Test a SPDT and arranged such that the up position is normal and the down position is test. When up, the gate down preemption circuit from the railroad passes through the test switch. When down, the gate up preemption circuit is closed. This switch labels reads GATE DOWN CIRCUIT NORMAL for the up position and GATE DOWN CIRCUIT TEST for the down position. 6. Traffic Signal Health Test - a SPDT and arranged such that the up position is normal and the down position is test. When up, the traffic signal health preemption circuit to the railroad passes through the test switch. When down, the traffic signal health preemption circuit opens. This 4

5 switch labels reads TRAFFIC SIGNAL HEALTH NORMAL for the up position and TRAFFIC SIGNAL HEALTH TEST for the down position Indicator Panel The indicator panel consists of a stainless steel enclosure provided with 6 LED indicators. 1. Provide 1-inch (25 mm) diameter indicator lights, waterproof with LED lamps meeting NEMA 4X and IP66 requirements, Dialight series 556 or approved equivalent. Provide indicators for the following: Advance Preempt Normally Closed Green ( F) Advance Preempt Normally Open Yellow ( F) Simultaneous Preempt Red ( F) Island Orange ( F) Gate Up Blue ( F) Gate Down White ( F) 2. Arrange indicators in two columns of three as follows: AP-NC GU AP-NO GD SP 3. Provide an enclosure, Hoffman A8064C HEMC SS or equivalent NEMA 4X stainless steel enclosure with stainless steel or aluminum internal terminal panel. Provide terminal strips on the internal terminal panel for connection of the indicators to the home run cable to the controller. 4. Provide a hub plate or suitable bracket on the bottom of the enclosure for mounting and cable entry. 5. Note: generally the indicator panel is attached to the signal support or strain pole nearest the traffic signal controller. 6. A seven conductor IMSA signal cable is installed between the indicator panel and the interface panel. 7. Connect the indicator common to the +24 VDC output from the preemption rack power supply or from the relay panel power supply. 8. Where DC Isolator cards are used for the interconnection interface, the indicators are connected to their respective isolator inputs from the railroad circuits. ISL 5

6 9. Where a relay isolation panel is used for the interconnection interface, the indicators are connected to their respective relay inputs from the railroad circuits in accordance with the typical wiring diagram. 10. Provide a warning label to be installed by the agency responsible for the maintenance of the traffic signal on the interior of the cabinet indicating the interconnection of the two systems. A suitable label is shown in below Railroad Interface Unless otherwise specified, provide the railroad bungalow with suitable relay contacts and one control relay for the interface. Note: the railroad may substitute equivalent solid-state circuits for the relay contacts, if desired. The interface functions as follows: 1. Advance Preemption. This circuit notifies the traffic signal controller of an approaching train prior to the operation of the active warning devices. One Heel-Front-Back contact on the Advance Preempt relay is required. 2. Simultaneous Preemption. This circuit notifies the traffic signal controller of an approaching train at the point the active warning devices begin their operation. One Heel Front contact on the Define (XR) or equivalent relay is required. Connect the Advance Preemption Relay Heel to the Simultaneous Preemption Relay Heel. The XR circuit is connected in such a way that the Simultaneous Preempt Relay can never be down with the XR relay up. This is commonly circuited by having the XR relay as a repeater of the preempt relay. 3. Island Occupied. This circuit notifies the traffic signal controller of the arrival of the train at the island circuit. One Heel Front contact is required. 4. Gate Down. This circuit notifies the traffic signal controller when the gate(s) controlling access to the intersection over the track(s) is lowered. The normal position of this relay is down until the gate down contact closes and picks up the relay. One Heel Front contact of the gate down relay is required. If more than one gate controls access over the crossing approaching the intersection, then both mechanisms must indicate that they are lowered prior to picking up the gate down relay. In accordance with AREMA (American Railway Engineering and Maintenance-of-Way Association) , the Gate Down Heel-Front contact is wrapped by a Heel-Back contact on the Island relay. 5. Gate Up. This circuit notifies the traffic signal controller when all gates at the crossing are raised. One Heel Front contact on the Define (GP) or equivalent relay is required. 6

7 6. Traffic Signal Health. This circuit is made available to the railroad from the traffic signal end of the interface. Its use by the railroad is optional. This circuit notifies the railroad warning system whenever the traffic signal has entered conflict flash or the power has failed. The railroad may provide a traffic signal health relay which is energized by this input. Assure one contact of the advance preempt relay is in series with the XR relay. Assure this contact is wrapped by a Heel Front on the traffic signal health relay. Whenever the traffic signal health relay is down, the operation of the railroad warning devices is extended by the advance preemption time, or a fixed time determined by the railroad. Provide a warning label to be installed by the railroad on the interior of the bungalow indicating the interconnection of the two systems. A suitable label is shown in below Interconnect Cable Provide an unspliced 6 pair #19 gauge IMSA 19-2 or REA/RUS PE-39 communication cable in accordance with to serve as the interconnect cable between the railroad and the traffic signal controller. Assign the conductors as follows: Pair Wire Color Function Interface Panel Terminal Number 1 1 Blue Advance Preempt (AP) Normally Closed Positive White Advance Preempt (AP) Normally Open Positive Orange Simultaneous Preempt (SP) Positive White Preempt Negative (AP and SP) Green Island Positive White Island Negative Brown Gate Down Positive White Gate Down Negative Slate Gate Up Positive White Gate Up Positive Blue Traffic Signal Health Positive White Traffic Signal Health Negative Controller Functionality In order to properly implement railroad preemption operation, requirements have been developed for the operation of railroad preemption in the controller unit. The functionality has been divided into a basic set of requirements and an enhanced set of requirements. Nomenclature varies by controller manufacturer and model, but generic terms used by ODOT are given below. All new 7

8 controller units which are to be interconnected with a railroad warning system must provide the following basic operational features: 1. Per unit setting for alternate minimum green interval during entry into any railroad preemption sequence. A generic term for this setting is ROWT Min. Green. (note: ROWT is an abbreviation for Right-Of-Way Transfer). 2. Per unit setting for alternate pedestrian walk interval during entry into any railroad preemption sequence. A generic term for this setting is ROWT Min. Walk. 3. Per unit setting for alternate pedestrian change interval during entry into any railroad preemption sequence. A generic term for this setting is ROWT Ped Clear. 4. Two independent railroad preemption sequences. Generally, these are called RR1 and RR2. 5. Three programmable sequence steps for each independent railroad preemption sequence. The first step may be programmed to create an all red state for resolution of yellow trap. The first step is followed by up to two track clearance green intervals per preemption sequence with an individual setting for minimum track clearance green for each interval. Assure each track clearance green interval isprogrammable for no phases (all red), a single phase, or a pair of non-conflicting phases. Assure each overlap is capable of being forced to red or green during each track clearance green interval. Assure the gate down control input holds the second (final) track clearance green interval. 6. Ability to program railroad dwell interval as all red (no phase(s)), any phase or pair of nonconflicting phases or to provide limited sequence of programmed or permitted phases. 7. Ability to inhibit pedestrian movements per phase during railroad dwell interval. 8. In the event the controller unit is operating under manual control and either railroad preemption input goes false, assure the manual control is inhibited and the railroad sequence governs. Once the railroad preemption input goes true and the manual control input is active, restore manual control. 9. Provide a maximum preemption timer or each preemption sequence. Assure this timer has a minimum range of 0 to 10 minutes with a maximum 1 minute resolution. Begin to time whenever the railroad preemption input goes false. Assure this timer is reset whenever the railroad preemption input returns to a true state. Assure that if the maximum railroad preemption expires and the railroad preemption input is still false, the controller unit exits the dwell sequence and transition to soft all-red flash (controller flash). Assure that if the railroad 8

9 preemption input returns to a true state after the controller unit has entered the flash state, the controller unit exits the all red flash state via a programmable steady all red period followed by the startup phase(s). A generic term for this setting is Max RRPE timer. 10. Provide the following inputs for railroad preemption: a. Railroad Preemption Sequence #1 Activation This input is normally true with no train present. It is false whenever railroad preemption sequence #1 is in effect. b. Railroad Preemption Sequence #1 Supervision - This input is normally false with no train present. It is true whenever railroad preemption sequence #1 is in effect. These two inputs both change state whenever the railroad preemption sequence becomes active. If the two inputs are ever both true and both false at the same time, log a railroad preemption error and transition the signal display to soft all-red flash (controller flash). The controller unit exits the soft all-red flash (controller flash) state via a normal start-up sequence whenever the railroad preemption inputs resume a normal state. c. Railroad Preemption Sequence #2 Activation This input is normally true with no train present. It is false whenever railroad preemption sequence #2 is in effect. d. Railroad Preemption Sequence #2 Supervision - This input is normally false with no train present. It is true whenever railroad preemption sequence #2 is in effect. These two inputs both change state whenever the railroad preemption sequence becomes active. If the two inputs are ever both true or both false at the same time, log a railroad preemption error and transition the signal display to soft all-red flash (controller flash). Assure the controller unit exits the soft all-red flash (controller flash) state via a normal start-up sequence whenever the railroad preemption inputs resume a normal state. e. Railroad Preemption Sequence #1 Gate Down This input is normally false with no train present. It is true whenever railroad preemption sequence #1 is in effect and the appropriate railroad gate or gates are down. f. Railroad Preemption Sequence #2 Gate Down This input is normally false with no train present. It is true whenever railroad preemption sequence #1 is in effect and the appropriate railroad gate or gates are down. i. If a single track clearance interval is used, assure the controller unit times the programmed value for the track clearance green interval and then hold in the track clearance green interval. ii. If two track clearance intervals are used, assure the controller unit times the programmed value for the first track clearance green interval and then advance to the second track clearance green interval. Assure the controller unit times the programmed value for the second track clearance green interval and then hold in the track clearance green interval. iii. Once the track clearance hold state is reached, assure the controller unit holds until the proper gate down input is received. Once the gate down input is received and the track clearance green interval has completed timing its programmed value, assure the 9

10 sequence advances to the programmed dwell interval. If the gate down input is received prior to completion of the track clearance green interval, remain in the track clearance green interval until the timer has completed its programmed period of time. iv. If the sequence has advanced to the dwell interval and the gate down input is lost, assure the sequence reverts to the track clearance green hold interval until the gate down input is again received. 11. Provide a hardware output for controller unit health. Assure This output goes false whenever the controller unit has detected a fault, is in conflict flash or has a true input for stop timing. Set this output false if the maximum preemption period timer has expired or a communication error is detected. 12. Furnish any controller unit proposed for use on a project where ODOT-maintained railroad preemption to the ODOT Office of Roadway Engineering for testing prior to acceptance. Controller units required to provide enhanced railroad preemption functionality must provide the following functions in addition to the basic features described above: 1. The controller unit shall have the ability to accept the preemption input and output functions via a serial port utilizing IEEE 1570 protocol. IEEE 1570 is the standard ITS HRI interface for railroad wayside devices and highway field devices. Information regarding the use and operation of this protocol is available from the IEEE. The following functionality is required: a) Communication port input for activation of railroad preemption sequence #1. b) Communication port input for activation of railroad preemption sequence #2. c) Communication port input for activation of the railroad warning system. d) Communication port input for railroad preemption sequence #1 gate down control. e) Communication port input for railroad preemption sequence #2 gate down control. f) Communication port input for railroad island occupancy. g) Communication port output for traffic signal health. 2. Provide the following additional controller unit features: a) Setting for the Maximum Right of Way Transfer Time (RWTT). Whenever the preemption activation input goes false, the controller unit calculates the actual RWTT. If the controller unit determines that surplus time is available prior to initiating track clearance, then assure the preemption sequence has the ability to permit other movements to begin as long as adequate time remains to transition to track clearance green when required. b) Dynamic RWTT adjustment on train restart. If the railroad warning system active input goes false prior to the completion of RWTT, assure any remaining alternate minimum green, alternate pedestrian walk or pedestrian change time is set to zero. This assures the 10

11 beginning of the track clearance green interval following the completion of any remaining green extension time, yellow change and red clearance time. c) Comprehensive railroad preemption log throughout the railroad preemption sequence. Assure logging includes eight controller state changes prior to the activation of the preemption sequence, all state changes throughout the preemption sequence and eight state changes following the completion of the preemption sequence. Assure each state change is logged including date and time (to one second resolution). Assure the log includes each phase green, yellow and red, each pedestrian walk, pedestrian change and DONT WALK, and each overlap green, yellow and red. In addition, assure the log includes the state change of each preemption control input from the railroad. 3. Furnish any controller unit proposed for use on a project where ODOT-maintained enhanced railroad preemption is required to the ODOT Office of Roadway Engineering for testing prior to acceptance. 11

12 Designer Note: ODOT Standard Construction Drawing TC is a schematic drawing depicting the interface described in this Supplemental Specification. 12