Railway Track & Structures - October 2008 - (Page 41)

Rail Engineering Safety 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 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 trackmounted 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.” Portable ProTracker in place on MBTA. 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 www.rtands.com Railway Track & Structures October 2008 41 http://www.rtands.com

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Railway Track & Structures - October 2008

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