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 NOTICE
This document is disseminated under the sponsorship of the
Department of Transportation in the interest of information
exchange. The United States Government assumes no liability for
its contents or use thereof. Any opinions, findings and conclusions,
or recommendations expressed in this material do not necessarily
reflect the views or policies of the United States Government, nor
does mention of trade names, commercial products, or organizations
imply endorsement by the United States Government. The United
States Government assumes no liability for the content or use of the
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NOTICE
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because they are considered essential to the objective of this report.
 REPORT DOCUMENTATION PAGE Form Approved
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1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3. REPORT TYPE AND DATES COVERED
September 18, 2017 Technical Report
4. TITLE AND SUBTITLE 5. FUNDING NUMBERS
Signaling System and Advanced Civil Speed Enforcement System Upgrade to Transit Test DTFR53-11-D-00008
Track at the Transportation Technology Center Task Order 358
6. AUTHOR(S)
Jill Gacnik, Ryan Sheehan, and Scott Gage
7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION
REPORT NUMBER
Transportation Technology Center, Inc.
55500 DOT Road
Pueblo, CO 81001
9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSORING/MONITORING
AGENCY REPORT NUMBER
U.S. Department of Transportation
Federal Railroad Administration
Office of Railroad Policy and Development DOT/FRA/ORD-17/16
Office of Research, Development and Technology
Washington, DC 20590
11. SUPPLEMENTARY NOTES
COR: Richard Orcutt
12a. DISTRIBUTION/AVAILABILITY STATEMENT 12b. DISTRIBUTION CODE
This document is available to the public through the FRA Web site at http://www.fra.dot.gov.

13. ABSTRACT (Maximum 200 words)

The Federal Railroad Administration (FRA) and the Transportation Technology Center, Inc. (TTCI) have upgraded the Positive
Train Control (PTC) Test Bed at the Transportation Technology Center (TTC) in Pueblo, CO, by adding cab signaling and
Advanced Civil Speed Enforcement System (ACSES) infrastructure to the Transit Test Track (TTT). The project was conducted
because of industry requests that indicated the need for a PTC Test Bed, which would use ACSES and Automatic Train Control
(ATC) cab signaling on a Direct Current (DC) third rail electrified railway.
TTCI developed and implemented a design for deploying ACSES, which uses an ATC-compliant signal system with cab
signaling, and ACSES transponders and track database on the TTT (which employs a DC-electrified third rail). The required
structures and equipment were installed and checkouts were performed.
14. SUBJECT TERMS 15. NUMBER OF PAGES
Advanced Civil Speed Enforcement System, ACSES, Audio Frequency Train Activated Circuit, 47
AFTAC, Automatic Train Control, ATC, Control Point, Electrified Electro Code Interface, 16. PRICE CODE
E2Code, ElectroLogIXS, holdout signal, Interlocking Status Request, ISR, Permanent Speed
Restriction, PSR, Positive Train Control, PTC, PTC Test Bed, Safety TSR Server, STR, Transit
Test Track, TTT.
17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIFICATION 20. LIMITATION OF ABSTRACT
OF REPORT OF THIS PAGE OF ABSTRACT
Unclassified Unclassified Unclassified
NSN 7540-01-280-5500 Standard Form 298 (Rev. 2-89)
Prescribed by ANSI Std. 239-18
298-102

i
 METRIC/ENGLISH CONVERSION FACTORS
ENGLISH TO METRIC METRIC TO ENGLISH
LENGTH (APPROXIMATE) LENGTH (APPROXIMATE)
1 inch (in) = 2.5 centimeters (cm) 1 millimeter (mm) = 0.04 inch (in)
1 foot (ft) = 30 centimeters (cm) 1 centimeter (cm) = 0.4 inch (in)
1 yard (yd) = 0.9 meter (m) 1 meter (m) = 3.3 feet (ft)
1 mile (mi) = 1.6 kilometers (km) 1 meter (m) = 1.1 yards (yd)
1 kilometer (km) = 0.6 mile (mi)

AREA (APPROXIMATE) AREA (APPROXIMATE)

1 square inch (sq in, in2) = 6.5 square centimeters (cm2) 1 square centimeter (cm2) = 0.16 square inch (sq in, in2)
1 square foot (sq ft, ft2) = 0.09 square meter (m2) 1 square meter (m2) = 1.2 square yards (sq yd, yd2)
1 square yard (sq yd, yd ) 2
= 0.8 square meter (m ) 2
1 square kilometer (km2) = 0.4 square mile (sq mi, mi2)
1 square mile (sq mi, mi ) 2
= 2.6 square kilometers (km ) 2
10,000 square meters (m2) = 1 hectare (ha) = 2.5 acres
1 acre = 0.4 hectare (he) = 4,000 square meters (m2)

MASS - WEIGHT (APPROXIMATE) MASS - WEIGHT (APPROXIMATE)

1 ounce (oz) = 28 grams (gm) 1 gram (gm) = 0.036 ounce (oz)
1 pound (lb) = 0.45 kilogram (kg) 1 kilogram (kg) = 2.2 pounds (lb)
1 short ton = 2,000 pounds = 0.9 tonne (t) 1 tonne (t) = 1,000 kilograms (kg)
(lb) = 1.1 short tons

VOLUME (APPROXIMATE) VOLUME (APPROXIMATE)

1 teaspoon (tsp) = 5 milliliters (ml) 1 milliliter (ml) = 0.03 fluid ounce (fl oz)
1 tablespoon (tbsp) = 15 milliliters (ml) 1 liter (l) = 2.1 pints (pt)
1 fluid ounce (fl oz) = 30 milliliters (ml) 1 liter (l) = 1.06 quarts (qt)
1 cup (c) = 0.24 liter (l) 1 liter (l) = 0.26 gallon (gal)
1 pint (pt) = 0.47 liter (l)
1 quart (qt) = 0.96 liter (l)
1 gallon (gal) = 3.8 liters (l)
1 cubic foot (cu ft, ft3) = 0.03 cubic meter (m3) 1 cubic meter (m3) = 36 cubic feet (cu ft, ft3)
1 cubic yard (cu yd, yd3) = 0.76 cubic meter (m3) 1 cubic meter (m3) = 1.3 cubic yards (cu yd, yd3)

TEMPERATURE (EXACT) TEMPERATURE (EXACT)

[(x-32)(5/9)] °F = y °C [(9/5) y + 32] °C = x °F

QUICK INCH - CENTIMETER LENGTH CONVERSION

0 1 2 3 4 5
Inches
Centimeters 0 1 2 3 4 5 6 7 8 9 10 11 12 13

QUICK FAHRENHEIT - CELSIUS TEMPERATURE CONVERSIO

°F -40° -22° -4° 14° 32° 50° 68° 86° 104° 122° 140° 158° 176° 194° 212°

°C -40° -30° -20° -10° 0° 10° 20° 30° 40° 50° 60° 70° 80° 90° 100°

For more exact and or other conversion factors, see NIST Miscellaneous Publication 286, Units of Weights and
Measures. Price $2.50 SD Catalog No. C13 10286 Updated 6/17/98

ii
Contents
Executive Summary ........................................................................................................................ 1
1. Introduction ................................................................................................................. 2
1.1 Background ................................................................................................................. 2
1.2 Organization of the Report .......................................................................................... 3
2. Project Overview ......................................................................................................... 4
2.1 Scope ........................................................................................................................... 4
2.2 Overall Approach ........................................................................................................ 4
2.3 Signal System Design .................................................................................................. 4
2.4 Signal System Installation ........................................................................................... 7
2.5 ACSES System Design and Installation .................................................................... 11
3. Detailed Design and Installation ............................................................................... 13
3.1 Excavation and Groundwork ..................................................................................... 13
3.2 Concrete Slab Foundations ........................................................................................ 15
3.3 Signal Houses ............................................................................................................ 15
3.4 Erosion Control Measures ......................................................................................... 15
3.5 Power and Communications ...................................................................................... 17
3.6 Insulated Joints and Impedance Bonds ..................................................................... 17
3.7 Control Point, Holdout Signal, Intermediate Signal Locations ................................. 18
3.8 Block Signaling ......................................................................................................... 20
3.9 Signal Equipment ...................................................................................................... 20
3.10 ACSES Design .......................................................................................................... 24
3.11 ACSES Checkout Testing ......................................................................................... 29
4. Conclusion ................................................................................................................. 36
5. References ................................................................................................................. 37
Abbreviations and Acronyms ....................................................................................................... 38
Appendix ................................................................................................................................... 40

iii
Illustrations
Figure 1. Design Reference Figure ................................................................................................. 5
Figure 2. Nuclear Gauge Density Tests for Signal Houses 2, 3, 4, 5, 6, and 7 ............................. 13
Figure 3. Nuclear Gauge Density Tests for Signal Houses 1, 8, and 9 ......................................... 14
Figure 4. TTT Access Road Before Road Improvements............................................................. 14
Figure 5. TTT Access Road After Road Improvements ............................................................... 14
Figure 6. Concrete Slab Foundation ............................................................................................. 15
Figure 7. Placement and Dimensions of Signal Houses ............................................................... 16
Figure 8. Signal House and Erosion Control Material .................................................................. 16
Figure 9. Installation of Insulated Joints and Impedance Bonds .................................................. 17
Figure 10. Signal Stand Installation at T51.7 (Control Point) ...................................................... 18
Figure 11. Signal Stand Installation at T5 (Control Point) ........................................................... 19
Figure 12. Signal Stand Installation at T33.5 (Holdout Signal) ................................................... 19
Figure 13. Signal House Equipment Rack .................................................................................... 20
Figure 14. ElectroLogIXS ............................................................................................................. 21
Figure 15. Electrified Electro Code Interface ............................................................................... 22
Figure 16. AFTAC II .................................................................................................................... 23
Figure 17. Cab Signal Generator .................................................................................................. 23
Figure 18. TTT Field Simulator .................................................................................................... 25
Figure 19. ACSES TTT Track Database Layout .......................................................................... 26
Figure 20. Transponder Pair ......................................................................................................... 27
Figure 21. Transponder Programmer ............................................................................................ 28
Figure 22. High-Level ACSES Communication Architecture ..................................................... 29
Figure 23. Transponder Reading................................................................................................... 30
Figure 24. ACSES Radio Communications .................................................................................. 31
Figure 25. Braking Curve Graph – Clockwise Direction ............................................................. 32
Figure 26. Braking Curve Graph – Counterclockwise Direction ................................................. 33
Figure 27. Display I/O Window.................................................................................................... 33
Figure 28. Clear 125 Signal .......................................................................................................... 34
Figure 29. Cab Speed 60 Signal .................................................................................................... 34
Figure 30. Approach Signal .......................................................................................................... 34
Figure 31. Restricted Signal .......................................................................................................... 35

iv
Tables
Table 1. TTT Signal Aspects and Code Rates ................................................................................ 6
Table 2. ACSES Train Types........................................................................................................ 27
Table 3. Graph Variable Description ............................................................................................ 31

v
Executive Summary

The Rail Safety Improvement Act (RSIA) of 2008 requires implementation of interoperable
Positive Train Control (PTC) on the rail lines that were identified by RSIA. The scope of PTC
implementation covers 60,000 miles of the national railroad network and requires significant
capital expenditure.
In response to RSIA, the Federal Railroad Administration (FRA) and the Transportation
Technology Center, Inc. (TTCI) have expanded the PTC Test Bed at the Transportation
Technology Center (TTC) in Pueblo, CO, on the Transit Test Track (TTT). These upgrades will
assist the North American railroad industry with its implementation of mandated PTC
capabilities and address requests for a PTC Test Bed that uses Advanced Civil Speed
Enforcement System (ACSES) and Automatic Train Control (ATC) cab signaling on a direct
current (DC) third rail electrified railway.
The PTC Test Bed on the TTT provides an industry resource for testing PTC-related systems,
equipment, and technologies in an environment that does not have certain constraints associated
with revenue service test activities.
As developed, the PTC Test Bed at TTC provides a facility for conducting performance
evaluations of PTC system segments, testing new software releases, and performing
interoperability and compliance testing. For example, the PTC Test Bed can be used for proof of
concept demonstrations, system development testing, and on-track (field) testing.
In 2014, FRA tasked TTCI with expanding the PTC Test Bed on the DC electrified third rail-
equipped TTT. TTCI developed and implemented a design for deploying ACSES, which uses an
ATC-compliant signal system to support testing of PTC systems, components, and related
equipment. TTCI purchased and installed the necessary equipment and components, and
successfully tested the PTC Test Bed.
A combination of system and component level testing was conducted. TTCI collaborated with
Alstom and verified the proper installation of the ATC system on the PTC Test Bed. This
included the verification of signal aspects, freight track codes, and cab rates operating in
clockwise and counterclockwise directions. Additionally, a light-out test was conducted to
confirm fail-safe logic.
TTCI implemented the required changes to components in the back office and expanded the
existing ACSES Test Bed installed on the Railroad Test Track (RTT) to the TTT. An ACSES-
equipped locomotive properly enforced all penalty applications and communicated with all
wayside and back office equipment.

1
1. Introduction
The overall goal of Task Order (TO) 358, which was conducted under this research study, was to
develop and implement a design for deploying an Advanced Civil Speed Enforcement System
(ACSES) incorporating an Automatic Train Control (ATC)-compliant cab signaling component
with the associated track database and stationary ACSES in-track balises, or transponders.

1.1 Background
The Rail Safety Improvement Act of 2008 requires implementation of interoperable Positive
Train Control (PTC) on 60,000 miles of the national railroad network.
Federal Railroad Administration (FRA) and the North American railroad industry have been
developing various elements for PTC systems and have been demonstrating, through system
integration, various PTC system functions. To support development and testing of PTC system
capabilities and resolution of PTC-related issues, FRA has guided and, along with the
Transportation Technology Center, Inc. (TTCI), funded the development of a PTC Test Bed at
TTC in Pueblo, CO. Recent upgrades to the PTC Test Bed at TTC have greatly enhanced the
capabilities necessary to support field testing of PTC communications, interoperability,
functionality verification, and performance. The PTC Test Bed has, from its initial deployment,
allowed for PTC testing with trains independently powered (e.g., by diesel fuel) or powered by
overhead catenary. However, industry requests indicated the need for the PTC Test Bed to
handle applications involving ACSES and ATC cab signaling on direct current (DC) third rail
electrified railway.
The PTC Test Bed on the Transit Test Track (TTT) was developed to provide an industry
resource for testing PTC-related systems, equipment, and technologies in an environment free of
certain limitations associated with revenue service test activities.
Compliance with the requirements associated with testing a PTC system on revenue service
routes can present testers with significant challenges. Examples of challenges include the
following:
• Scheduling test activities around revenue service traffic
• Obeying all operating rules or obtaining waivers (frequently a lengthy process)
• Dealing with difficulties associated with conducting stress testing (i.e., degraded
equipment or high capacity performance testing)
• Experiencing operational challenges with obtaining repeatable results
• Changing vital equipment (requires lengthy verification and validation processes before
retest is possible in a revenue environment)
• Conducting tests that may present unsafe conditions in a revenue service environment
Among other uses, the PTC Test Bed provides a facility that can be used for supporting
development of PTC systems, conducting performance evaluations of PTC system components,
and performing interoperability and compliance testing. Interoperability refers to the ability of a
controlling locomotive to communicate with and respond to the host railroad’s PTC system,
including uninterrupted movements over property boundaries. Examples of PTC system

2
development might include proof of concept demonstrations, system development testing,
simulations, and on-track (field) testing. Other examples of potential PTC Test Bed uses, from
the past and present, include the following:
• Preliminary field trials and debugging of PTC systems
• Development and testing of improved PTC braking algorithms
• Evaluation of the impact of communications system performance and loading on PTC
system performance
• Development and testing of PTC positive end of train determination systems
• Development and testing of PTC train location systems
• Over-the-air testing of PTC-related communications devices and capabilities
• Demonstrating the operation of advance activation highway crossing protection systems
• Certification and acceptance testing of PTC systems or components
• Interoperability and interchange testing of multiple PTC systems
Modifications to the PTC Test Bed have enabled it to support more generalized PTC testing,
such as for interoperability, functionality verification, and performance and stress
characterization.

1.2 Organization of the Report

This report is organized in four major sections:
Section 1 is the introduction, which includes background on the PTC Test Bed.
Section 2 discusses the project scope, overall approach, and the system design.
Section 3 provides a summary of milestones and describes the upgrades in more detail.
Section 4 provides a brief conclusion.

3
2. Project Overview

2.1 Scope
The scope of this project focused on the design and implementation of an ACSES deployment
that uses an ATC-compliant signal system with cab signaling, and ACSES transponders and
track database on the DC third rail electrified TTT. The system design included a 5-aspect cab
signaling system, provided by Alstom, which also has the potential capability of operating as a 4-
aspect freight signal system. The wayside signal cases contain the electronics required for 4-
aspect freight signaling for the potential need in the future, but it has been configured for cab
signaling mode for the purposes of this project.

2.2 Overall Approach

The overall approach and major tasks performed were as follows:
• Collaborated with appropriate system suppliers of ATC and ACSES systems for system
design specifying signal block lengths and intermediate signal locations, location of
holdout signal, and placement of ACSES transponders.
• Installed infrastructure and ground work including grounding for signal houses and
trenching for communications and power cables.
• Installed insulated joints, impedance bonds, track wires, signal houses, and ACSES
mounting hardware.
• Installed signal houses and connection of power and communications equipment.
• Installed signaling equipment to the signal houses (providing broken rail detection,
switch monitoring, and ATC cab signaling).
• Modified signaling system at Control Points at the existing crossover to the RTT.
• Installed ACSES transponders and communication infrastructure for the TTT from the
back office to existing base station locations.
• Installed and configured the TTT ACSES track database within the existing back office
server.
• Developed and executed the system validation plan, completed system and component
level testing, and provided a test description and supporting data.

2.3 Signal System Design

TTCI collaborated with Alstom to develop the signal system design. The TTT was divided into
nine signal blocks, and the following design was established on the TTT at TTC. Figure 1 maps
the signal system design elements.

4
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these signals were used to control movement that occurred between the RTT and the TTT. The
two signals were relocated and placed on the opposite sides of the 703 and the 704 switches that
control movement into and out of the wye track that leads to the Urban Rail Building (URB) and
now controls movement through the new Control Point. The TTT-1 Signal, located near Signal
House 1, was relocated 300 feet north of its former location to T51.7 and the 602S signal, located
near the 201 Signal House, was relocated 380 feet south of its former location to T5.
The location of the Holdout Signal at T33.5 is on the opposite side of the TTT from the new
Control Point. The location of the Holdout Signal is feasible and can be turned into a Control
Point in the future if it is decided to signal the TTT siding.
Signal Houses 2, 3, 4, 5, 7, and 8 are intermediate signal locations and have Alstom provided
equipment. The signal houses are located at the following approximate locations on the TTT:
• Signal House 2 – T107+00 (T10.7)
• Signal House 3 – T164+00 (T16.4)
• Signal House 4 – T221+00 (T22.1)
• Signal House 5 – T278+00 (T27.8)
• Signal House 7 – T395+50 (T39.5)
• Signal House 8 – T456+50 (T45.6)
The cab signal system design for the TTT uses a single carrier frequency with varying code rates
to indicate different signal aspects. Table 1 shows the code rates and indications for the TTT.
Table 1. TTT Signal Aspects and Code Rates

Aspect Code Rate Indication

Clear (125) 180/- Clear to proceed at maximum track speed

Cab Speed (60) 270/- Clear to proceed and not to exceed 60 mph

Approach Limited 120/- Prepare to diverge at prescribed turnout speed

Approach 75/- Proceed and prepare to stop at next signal; train exceeding
40 mph, reduce speed to 40 mph immediately

Stop -/- For holdout signals and Control Points, stop and do not
proceed; for intermediates signals, stop and proceed at
restricted speed

6
2.4 Signal System Installation
From the initial design developed by TTCI and Alstom, TTCI categorized the equipment and
installation requirements for this project by location. To meet the requirements, TTCI completed
the following:
I. Signal House 1 – Control Point_TTT-1 (T51.7)
a. Excavated and prepared the ground
b. Placed concrete slab foundation
c. Relocated the TTT-1 signal and insulated joints 300 feet north from their former
locations
i. Installed a new signal foundation, positioned the TTT-1 signal mast, and
placed the required signal head
d. Purchased, installed, and grounded the signal house
e. Pulled power and communications to the signal house
f. Installed insulated joints at the 704 turnout
g. Installed a derail at the 704 turnout
h. Installed track wire
i. Installed impedance bonds
j. Installed the 704 switch controller
k. Installed terminal boards
l. Installed battery, battery charger, and power distribution hardware and wiring
m. Moved the Audio Frequency Train Activated Circuit (AFTAC) II 2.3KHz
receiver board and the AFTAC II 38Hz subtone board from Signal House 302 to
Signal House 1
n. Installed equipment provided by Alstom
i. Prewired equipment rack
ii. AFTAC II Receiver chassis
iii. ElectroLogIXS
iv. Two Electrified Electrocode Systems
o. Installed Alstom application software and worked with Alstom on checkout
of system

7
 II. Signal House 2, 3, 4, 5, and 8 – Intermediate Signal Locations (TTT Location – T10.7,
T16.4, T22.1, T27.8, T45.6)
a. Excavated and prepared the ground
b. Placed concrete slab foundation
c. Purchased, installed, and grounded the signal house
d. Pulled power to signal house
e. Installed insulated joints
f. Installed track wire
g. Installed impedance bonds
h. Installed terminal boards
i. Installed battery, battery charger, and power distribution hardware and wiring
j. Installed equipment provided by Alstom
i. Prewired equipment rack
ii. ElectroLogIXS
iii. Two Electrified Electrocode Systems
k. Installed Alstom application software and worked with Alstom on checkout
of system
III. Repeater Signal House_T-R (T29.4)
a. Excavated and prepared the ground
b. Placed concrete slab foundation
c. Purchased, installed, and grounded the signal house
d. Pulled power to signal house
e. Installed insulated joints
f. Installed track wire
g. Installed impedance bonds
h. Installed terminal boards
i. Installed battery, battery charger, and power distribution hardware and wiring
j. Installed equipment provided by Alstom
i. Prewired equipment rack

8
 ii. ElectroLogIXS
iii. Two Electrified Electrocode Systems
k. Installed Alstom application software and worked with Alstom to checkout
the system
IV. Signal House 6_Holdout Signal (T33.5)
a. Excavated and prepared the ground
b. Placed concrete slab foundation
c. Purchased, installed, and grounded the signal house
d. Pulled power and communications to the signal house
e. Installed signal foundation, mast, and required signals
f. Clamped and locked the 709 Switch in normal position
g. Installed insulated joints
h. Installed track wire
i. Installed impedance bonds
j. Installed the 709 switch controller
k. Installed a permanent derail to prevent fouling of the TTT track
l. Installed terminal boards
m. Installed battery, battery charger, and power distribution hardware and wiring
n. Installed equipment provided by Alstom
i. Prewired equipment rack
ii. 9-slot ElectroLogIXS
iii. Two electrocode systems
o. Installed Alstom application software and worked with Alstom on checkout
of system
V. Signal House 7_TTT siding – north end (T39.5)
a. Excavated and prepared the ground
b. Placed concrete slab foundation
c. Purchased, installed, and grounded the signal house
d. Pulled power to signal house
e. Clamped and locked the 710 Switch in the normal position

9
 f. Installed a permanent derail to prevent fouling of the TTT track
g. Installed the 710 switch controller
h. Installed insulated joints
i. Installed track wire
j. Installed impedance bonds
k. Installed terminal boards
l. Installed battery, battery charger, and power distribution hardware and wiring
m. Installed equipment provided by Alstom
i. Prewired equipment rack
ii. 4-slot ElectroLogIXS
iii. Two Electrified Electrocode systems
n. Installed Alstom application software and worked with Alstom on checkout
of system
VI. Signal House 602 Modifications
a. Installed equipment provided by Alstom
i. Two cab signal generators
b. Installed Alstom application software and worked with Alstom on checkout of
system
VII. Signal House 302 Modifications
a. Added a yellow and green B-head LED signal to the 101 and 302 signal
b. Wired the signal heads into the existing Rack 1
c. Added a new AFTAC II transmitter board to the existing AFTAC II chassis
d. Installed insulated joints near the 704 derail
e. Installed track wires
VIII. Signal House 85 Modifications
a. Installed insulated joints to the 703 turnout
b. Installed a derail to the 703 turnout
c. Moved the AFTAC II 2.3KHz transmitter box to Signal House 201
d. Installed a new AFTAC II transceiver for the 703 track circuit

10
IX. Signal House 201 Modifications
a. Relocated the TTT 602 signal and insulated joints 380 feet south from its former
location
i. Installed a new signal foundation, positioned the TTT 602 signal mast, and
placed the required signal heads
b. Installed insulated joints
c. Installed track wire
d. Installed impedance bonds
e. Installed the 703 switch controller
f. Installed terminal boards
g. Installed battery, battery charger, and power distribution hardware and wiring
h. Installed equipment provided by Alstom
i. Prewired equipment rack
ii. AFTAC II Receiver chassis
iii. ElectroLogIXS
iv. Two Electrified Electrocode Systems
i. Installed the AFTAC II 2.3KHz transmitter box from House 85
j. Wired the signal head into the ElectroLogIXS in Rack 1
k. Installed Alstom application software and worked with Alstom on checkout
of system
X. Manual Switch Locations (Screech Loop, etc.)
a. Installed insulated joints
b. Installed impedance bonds
c. Installed the 701 switch controller
d. Installed track wires
e. Installed a permanent derail to prevent fouling of the TTT track

2.5 ACSES System Design and Installation

Typical ACSES territory is equipped with transponders informing the passing locomotives of the
current block’s civil speed limits, permanent speed restrictions (PSR), and distant signal
communication information. Track charts and required ACSES site information were provided to
Siemens to update the back-office server track database. Eleven transponder pairs were installed

11
on the TTT and five additional pairs were installed on track entering/exiting the TTT (shown and
represented by a “XX” in Figure 1). Transponder pairs were placed near each signal house and
two transponder pairs were placed at each interlocking location for the system to identify if the
passing locomotive is entering/exiting the interlocking. The five additional pairs of transponders
were installed at the TTT crossover to the RTT, near the north and south wye to the URB, and on
each end of the TTT siding.
The ACSES system for the TTT was designed, developed, and implemented for all directions of
travel. Additional system information, shown below, addresses communication, monitoring of
signals and switches, and how the track is defined in the track database.
• Direction of travel
o Up direction references traveling with an increasing milepost
o Down direction references traveling with a decreasing milepost
o Up direction is clockwise dictated as Signal 1
o Down direction is counterclockwise dictated as Signal 2
• Track database
o TTT is Track 2 as defined per the track database, which allows TTCI the
capability to add and transmit temporary speed restrictions (TSR) to
ACSES equipped locomotives
• Communications
o System designed to provide information to request interlocking statuses
(IS) and TSRs
 Base station information
 Wayside Interface Unit (WIU) information
 Radio frequency information
 Associated railroad information

12
3. Detailed Design and Installation
TTCI enhanced the existing capabilities of the PTC Test Bed at TTC by completing the signal
and ACSES system design and installation on the DC third rail electrified TTT. The installation
included specifying signal block lengths and intermediate signal locations, the location of the
Holdout Signal, an upgraded Control Point at the RTT/TTT crossover, and the placement of
ACSES transponders. Additional equipment necessary for installation included insulated joints,
impedance bonds, track wires, signal masts and signal heads at the holdout location, additional
signal heads at the TTT/RTT Control Point, signal houses, Alstom prewired equipment racks,
batteries, and battery chargers. There were four existing locations that required equipment
upgrades and nine locations that required new equipment to complete the PTC Test Bed
improvements. The following sections describe the process for completing these enhancements.

3.1 Excavation and Groundwork

Each of the nine new sites were prepared and cleared of all obstructions and vegetation before
the concrete slab foundations could be poured. The necessary areas were excavated, and layers of
structural fill were placed to a depth of 18 inches to provide a consistent base before the
construction of the foundations. To avoid differential compaction, each layer could not exceed
9.0 inches. The structural fill was water compacted with a powered tamper to achieve maximum
compaction and optimum moisture content. See Figures 2 and 3 for Nuclear Gauge Density Tests
(compaction tests) completed at each site by Kleinfelder.

Figure 2. Nuclear Gauge Density Tests for Signal Houses 2, 3, 4, 5, 6, and 7

13
 Figure 3. Nuclear Gauge Density Tests for Signal Houses 1, 8, and 9

3.1.1 TTT Access Road Improvements

It was determined that road improvements were needed for ease of access to meet the needs of
installation and maintenance to each of the sites. Road improvements were completed in the
following locations:
• From T20 to T25
• From T45 to T50.5
See Figures 4 and 5 for the condition of the TTT access road before and after road
improvements.

Figure 4. TTT Access Road Before Figure 5. TTT Access Road After
Road Improvements Road Improvements

14
3.2 Concrete Slab Foundations
Once excavation and groundwork was completed, 13-foot by 25-foot by 6-inch concrete slabs
were placed with temperature and shrinkage reinforcing steel. The concrete mix for each slab
met the minimum requirement of 4,000 pounds per square inch (psi). Figure 6 depicts one of the
completed concrete slabs.

Figure 6. Concrete Slab Foundation

3.3 Signal Houses

The signal houses were ordered from Zircon Container Company; each signal house is 8-foot by
20-foot by 8.5-foot. Since the signal houses weigh approximately 6,500 pounds and to allow 4.5
feet of walking area near the office and storage doors, each signal house was offset on the
reinforced concrete slabs as seen in Figure 7 and 8, and were placed with the office door facing
away from the TTT.

3.4 Erosion Control Measures

Recycled erosion control measure material was placed at each signal house location; see Figure
8. Once the signal houses were installed and grounded, the erosion control material was spread to
a 1-foot wide by 4-inch deep area around the concrete foundation.

15
Figure 7. Placement and Dimensions of Signal Houses

Figure 8. Signal House and Erosion Control Material

16
3.5 Power and Communications
The placement of the signal houses and equipment required the installation of primary and
secondary power to the nine installed signal house locations. The following was installed:
• Approximately 4,700 feet of single phase 7,967V (Volts) and 2,400V Delta primary
power in 2-inch conduit
• Approximately 6,900 feet of single phase 7,967V Delta primary power on overhead
power poles
• Approximately 600 feet of single phase aluminum conductor steel-reinforced cable
(ACSR) 7,620V Wye primary power on overhead power poles
• Eight 25 KVA (kilo volt-ampere) transformers and 240/120V secondary power to the
signal house locations
Additionally, fiber optic communications was required and installed. Fiber optic cable was
installed in 2-inch conduit to the Holdout Signal, Signal House 6, located at T33.5 and to the
Control Point, Signal House 1, located at T51.7.

3.6 Insulated Joints and Impedance Bonds

Insulated joints and DC impedance bonds were installed on the TTT to establish the track signal
blocks; see Figure 9. Appendix A contains aspect charts provided by Alstom that show locations
of all insulated joints and impedance bonds.

Figure 9. Installation of Insulated Joints and Impedance Bonds

17
3.7 Control Point, Holdout Signal, Intermediate Signal Locations
New signal houses were installed at T10.7, T16.4, T22.1, T27.8, T29.4, T39.5, and T45.6 for
housing the intermediate signal equipment. The new signal house located at T51.7 and the 201
Signal House, located near T5, contain the upgraded Control Point equipment for the RTT/TTT
crossover, and the new signal house at T33.5 houses the Holdout Signal equipment. Alstom
equipment racks, and equipment for block communications and control of the signal aspects
located at T51.7, T5, and T33.5 were designed, purchased, and installed. Figures 10, 11, and 12
show the installation of the signal stands that support the required signal heads and cover both
clockwise and counterclockwise travel. Clockwise travel is monitored at the Control Point,
Signal House 1 at T51.7, and counterclockwise travel is monitored at the Control Point, 201
Signal House at T5. The signal stand located near T33.5, Holdout Signal, covers both clockwise
and counterclockwise travel.

Figure 10. Signal Stand Installation at T51.7 (Control Point)

18
 Figure 11. Signal Stand Installation at T5 (Control Point)

Figure 12. Signal Stand Installation at T33.5 (Holdout Signal)

19
3.8 Block Signaling
As previously stated, the signal houses on the TTT contain the electronics required for 4-aspect
freight block signaling that provides broken rail and track occupancy detection should the need
arise in the future to add signal masts and lights.

3.9 Signal Equipment

Alstom material and equipment racks were installed in the signal houses around the TTT as
shown in Figure 13. Along with the equipment, TTCI received, reviewed the project
responsibilities, and completed the installation of all signaling equipment per the site drawings in
Appendix A.

Figure 13. Signal House Equipment Rack

3.9.1 Equipment
TTCI installed prewired signaling equipment racks provided by Alstom. Rack layout drawings,
wiring diagrams, track and signal plans, aspect charts, and other information related to the
equipment racks are included in Appendix A. A brief description of the main components in the
equipment racks is provided below.

20
3.9.1.1 ElectroLogIXS
The ElectroLogIXS, shown in Figure 14, is a main component of all equipment racks placed in
the signal houses around the TTT, except for the equipment rack located in the 201 Signal
House. The ElectroLogIXS is capable of ground fault detection, train detection, broken rail
detection, light out protection, approach lighting control, alternating current (AC) power off
detection, cab signal output control, track switch controller protection (with vital two-wire
inputs), and home relay drives for release of electric locked switches. The ElectroLogIXS sends
and receives coded pulses through the track at each end of the block. DC track circuits are used
to input and export code pulses on and off the track. To detect trains, the tracks are used as
conductors. The ElectroLogIXS devices placed at both ends of the control block use the coded
pulses to communicate with each other and synchronize the systems to alternately send and
receive data in both directions. The hardware protection and software detection schemes are used
to guarantee that the communications and system signaling are reliable.
Train signaling is accomplished through sequential control and illumination of track-side aspects.
Information that is received within the ElectroLogIXS consists of coded signals from the track
circuits, inputs from relay contacts or other solid-state devices with digital outputs. Reliable
inputs are read and processed by several microprocessors that provides reliable control outputs.

Figure 14. ElectroLogIXS

3.9.1.2 Electrified Electro Code Interface

Figure 15 shows the Electrified Electro Code Interface, which is used to transfer DC signals from
the Electro Code into coded AC tone burst signals for the electric track circuits. Bidirectional
code pulses, at 156 Hz, are used within the Electrified Electro Code. Bidirectional code pulses
provide track integrity and signaling information. Transmitted tone bursts are produced across

21
the rails, and the track circuit is terminated by using insulated joints and impedance bonds. The
Electrified Electro Code is always used in conjunction with an Electro Code, given that it uses
proven track concepts that are used in DC-coded track to electrified traction territory.

Figure 15. Electrified Electro Code Interface

3.9.1.3 Audio Frequency Train Activated Circuit – Model II (AFTAC II)

Located at Signal House 1 and the 201 Signal House, the AFTAC II is a frequency modulation
(FM) audio overlay system. The system was designed to take the place of the existing circuits
that are controlling the warning devices at a highway/railroad grade crossing. The AFTAC II
indicates whether a train is occupying a track circuit and is installed to monitor turnouts and
main line at Control Point locations.
The AFTAC II system is a multifaceted system that has a receiver and a transmitter within the
same compact enclosure. The system has a reduced amount of required modules; the internal
subtone oscillator can be transferred from the transmitter module to the subtone converter
module simply by changing a wire jumper inside the enclosure that permits the signal maintainer
to replace a defective subtone converter module with a different frequency module. This can be
accomplished without changing the transmitter module; thus, the AFTAC II cabinet can be used
as a single transmitter, a single receiver, one transmitter and one receiver, or as two receivers;
see Figure 16.

22
 Figure 16. AFTAC II

3.9.1.4 Cab Signal Generator

Two cab signal generators were installed in the 602 Signal House. Cab signal generators receive
pulse width modulated (PWM) coded input signals from wayside equipment. The cab signal
generators modulate the signal onto low frequency AC carriers, which produce cab signals; see
Figure 17.

Figure 17. Cab Signal Generator

23
3.9.2 ATC Signal System Testing
A combination of system and component level testing was conducted to verify proper installation
on the PTC Test Bed. Initially, the existing RTT signal system’s software was updated to
integrate the new Control Point and movement that occurs between the RTT and the TTT into
the logic to ensure proper system communication. The signal blocks on the TTT were calibrated
using a railroad tester multimeter that provides a wide range of electrical measurements. The
signal blocks were calibrated to transmit and receive between 4.5 and 5 volts for block signaling,
and between 2.5 and 3.75 amps for ATC cab signaling. Track Input Simulator (TIS) boxes,
designed to transmit and receive E-Code and Electrocode track circuit signals, were temporarily
used to test all of the track signals and the logic. TIS boxes were used to simulate freight track
codes and to verify that the Control Point and Holdout Signal aspects associated with each signal
code were correct. TTCI and Alstom also verified that the signal aspects, freight track codes, and
cab rates were working in the clockwise and counterclockwise directions on the TTT, per the
TTT aspect charts provided in Appendix A. Furthermore, a light out test was conducted to
confirm fail-safe logic.

3.10 ACSES Design

ACSES is a PTC system primarily used on the Northeast Corridor (NEC) designed to work in
conjunction with the ATC Cab Signal system to prevent:
• Train-to-train collisions
• Overspeed derailments
• Unauthorized incursions into an established work zone
• Movement through a main line switch in the improper position
To support additional types of testing, the existing ACSES Test Bed installed under TO 314 [1]
was expanded to the TTT under TO 358. The TTT offers the ability to test with third rail power
in addition to the existing catenary system installed on the RTT.
The following subsections describe the back office, wayside, and onboard segments used by the
ACSES design on the TTT.

3.10.1 ACSES Back Office Segment

TO 358 required changes to components in the back office segment to support ACSES
operations on the TTT. Those changes were made to the Field Simulator providing Interlocking
Status Messages (ISM) and to the Safety TSR Server (STS) emulator used to report TSRs.
The Field Simulator is a modeling program developed by Wabtec, formerly Convergent
Communications Inc. (CCI), used to accurately represent Wayside Interface Units (WIUs) in
revenue service. Upon request, the Field Simulator provides Interlocking Status (IS) information
by monitoring switch and signal indications to ACSES-equipped locomotives. The Onboard
Computer (OBC) uses the ISM to either override or enforce the Positive Train Stop (PTS) at the
interlocking in question.
Under TO 314, TTCI worked with CCI to complete the Field Simulator’s configuration and
message routing requirements. The configuration and routing information allows the Field
Simulator to receive Interlocking Status Requests (ISRs) from a locomotive and transmit ISMs

24
back to the same locomotive. Under TO 358, TTCI updated the Field Simulator to include the
TTT and the WIU that monitors its interlocking. Figure 18 shows a screen shot of the Field
Simulator including the TTT. The image shows the TTT being cleared from left to right through
the interlocking (shown by the green track) while being monitored by “Encoder 6.”

Figure 18. TTT Field Simulator

The STS emulator provides the ACSES back office functionality by storing and transmitting all
TSR data to the requesting locomotive. Like the Field Simulator, the STS emulator was
configured under TO 314 to receive and transmit all TSR information to the locomotive. TO 358
required TTCI to update the track database to include the TTT. To accomplish this objective,
TTCI provided Siemens with:
• TTT track charts for grade and location information
• Train type specific civil speeds
• PSRs
• WIU and radio address information
• PTS information
Siemens compiled the data and provided TTCI an updated track database file including the TTT.
Figure 19 shows the layout of the ACSES TTT track database. A key for the figure is provided
below:
• Grey Boxes – Transponder
• Red Lines – Track
• IXL – Interlocking location
• DS – Distant signal (transponders informing locomotive of upcoming IXL)
• Yellow Box – PSR information per train type
• Speed Restriction Curve – transponder informing locomotive of upcoming speed
reduction
• Track Location – Provided in feet and miles

25
 ▬ Transponders
▬ Track
▬ ▬ IXL Interlocking Locations
DS Distant Signals
▬ PSR Train Info/Train Type
▬ Speed Restriction Curves

Figure 19. ACSES TTT Track Database Layout

The TTT Track Database description can be seen in Appendix B.

3.10.2 ACSES Wayside Segment

This section describes the changes made to the wayside infrastructure and use of existing
components that provide the capability to support ACSES operations on the TTT. The wayside
segment at TTCI includes transponders and communications network.

3.10.3 Transponders
Transponders are passive devices designed to transmit track and PTC information to ACSES-
equipped locomotives. Figure 20 shows a pair of transponders installed at TTC.

26
 Figure 20. Transponder Pair
The transponder track locations are dictated by the TTT track database installed in the STS
emulator. The database required nine pairs of transponders on the TTT and five pairs of
transponders on track to exit or enter the TTT. The five transponder pairs located on
exit/entrance track locations automatically cut-out or cut-in the ACSES system if leaving or
entering ACSES-equipped territory. The nine pairs of transponders on the TTT provide
additional track and system information including:
• Location information
• Linking distance to the next set of transponders Safety Server Emulator
• Civil speed information per train type
• Radio information for ISRs and Temporary Speed Restriction Requests (TSRRs)
The TTT civil speeds including PSRs per train type on the TTT are provided in Table 2.
Table 2. ACSES Train Types
Train Type Description Line Speed on TTT PSR on TTT
A High speed trainset with tilting 70 mph 60 mph
B High speed trainset without tilting 70 mph 60 mph
C Commuter rail 70 mph 60 mph
D Locomotive with mail/express 65 mph 55 mph
E Freight operations 50 mph 45 mph

27
Once TTCI received the TTT track database from Siemens, the STS emulator was used to extract
each transponder Cyclic Redundancy Check (CRC) file required for programming. The
transponder programmer, Figure 21, was purchased on a project and provided TTCI the ability to
program and install the transponders onsite.

Figure 21. Transponder Programmer

Additional information detailing the layout and information programmed into each transponder
installed on the TTT can be found in the Transponder Database Layout Description document in
Appendix B.

3.10.4 Communications Network

During the ACSES Test Bed installation on TO 314, TTCI installed the communication
infrastructure used for ACSES testing independent of the track being used. The two primary
components included a wireless network and fiber optic back haul network to the back office.
The wireless network provided the communication link to and from the locomotive for both TSR
and IS information. ACSES II was initially developed using a 900 MHz wireless network and
was later updated to the 220 MHz network with the implementation of PTC. To support both
methods of communication, TTCI installed two 900 MHz and two 220 MHz base stations during
the performance of TO 314. The 900 MHz base stations consist of EF Johnson Viking VX 900-
MHz LTR Repeater radios and operate on channel 3 of the Advanced Train Control System
(ATCS) network. Channel 3 defines base station transmissions at 935.9875 MHz and receives
transmissions at 896.9875 MHz. The 220 MHz base stations operate General Electric (GE)
TD220-MHz radios transmitting and receiving messages at 219.275 MHz. Each base station
provides sufficient coverage to support testing on both the RTT and TTT at TTC.
The fiber optic back haul network connects the base stations to the BO through the Office
Communication Manager (OCM). The OCM routes all ACSES messages to and from the base
stations and BO programs. Figure 22 shows a high-level block diagram of the ACSES
communication network and routes for TSR and IS information.

28
 
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 • PSR location
• Warning and braking curve calculations
• ISM and TSR messages
• ATC cab signal functionality
Component level testing was conducted on transponders to verify that programmed messages
were transmitted at optimal signal strength. This testing was completed before installing them on
the TTT.
The remaining items were verified through system level testing on the TTT. Data was gathered
while an ACSES equipped locomotive completed three successful laps in both the clockwise and
counterclockwise directions.

3.11.2 ACSESView Data

ACSES data collected during testing was reviewed using Siemens’ ACSESView software.
ACSESView provides a Graphical User Interface (GUI) to monitor or troubleshoot the system.
For this section, data will be provided from the transponder message window, radio message
window, and braking curve graph within the program’s display options.
Transponder information was verified using the transponder message window as seen in Figure
23. This window provides the decoded transponder messages that correspond to the Track
Database file seen in pages 8-15 of Appendix B. Figure 23 relates to Transponder T8.1 and T8.2
on page 12 of Appendix B.

Figure 23. Transponder Reading

The remaining transponders were successfully read by the locomotive and will be seen in the
braking curve graph (see below).
ISM and TSR messages were monitored using the radio message window in ACSESView. This
window displays all transmitted and received radio messages as seen in Figure 24.

30
 Figure 24. ACSES Radio Communications
Figure 24 shows the locomotive’s ISRs seen as “TX Encoder Signal Request,” received ISM
seen as “RX Encoder Signal,” and TSRR seen as “TX TSR List Request.” In this instance, the
received ISM provides the PTS override message seen as the “SignalStatus – CLS” informing
the locomotive it is cleared through the interlocking at line speed. The locomotive additionally
received the TSR list and was seen as “RX TSR List Response,” but it is not shown in the figure.
The radio message window showed that the transponders successfully triggered ACSES radio
communications around the TTT.
The braking curve graph window was used to verify the remaining test items: transponder
locations, PTS location, PSR location, and warning and braking curve calculations. Table 3
provides an additional description of the variables within the legend seen in the braking curve
graphs in Figures 25 and 26.
Table 3. Graph Variable Description
Variables Description
X-Axis Milepost
Y-Axis Speed
Speed Locomotive speed
Track Limit Track speed allowed for train type
Alert Curve Speed at which audible alert is sounded for civil speed limits
Brake Curve Speed at which a penalty brake is applied for civil speed limits
PTS Alert Curve Speed at which audible alert is sounded for a PTS
PTS Brake Curve Speed at which a penalty brake is applied for a PTS
PTS Target Location of the PTS
Link Target Location the system expects to pass a transponder set
Transponder (TP) Set Actual location of transponder set after locomotive has passed

31
Figure 25 shows a successful lap completed in the clockwise direction on the TTT and is read
from left to right. The X axis is used to track the train’s location in reference to the milepost. The
Y axis tracks the train speed in miles per hour. The graph first verifies the location of
transponders by comparing the Link Target and TP Set. The locations of the actual transponder
readings (TP Set) match the locations of the expected transponder locations (Link Target)
verifying proper installation for all transponder sets on the TTT.

Figure 25. Braking Curve Graph – Clockwise Direction

The second item verified by the braking curve graph is the PTS location. The PTS location is
related to the PTS Target illustrated by the vertical red line near Milepost 10 in Figure 25. Upon
receiving the PTS information from transponders in track, the onboard segment successfully set
the PTS target before the Control Point’s absolute signal and began calculating a PTS alert and
braking curve. The alert and braking curves are removed near Milepost 6 after the system
successfully received an ISM with a PTS override.
The final item verified by Figure 25 was the PSR location. As the locomotive approached
Milepost 2.8, the onboard segment successfully calculated the alert and braking curves before the
start of the PSR. PSR information was obtained from the in-track transponders and properly
enforced the train-dependent speed restriction between Mileposts 2.8 and 4.0.
ACSES testing was complete once the ACSES-equipped locomotive successfully verified all
items in the counterclockwise direction. Figure 26 shows the braking curve graph for the
successful counterclockwise test lap and is read from right to left.

32
 Figure 26. Braking Curve Graph – Counterclockwise Direction

3.11.3 CabView Data

ATC cab signal data collected during testing was reviewed using Siemens’ CabView software.
CabView provides a GUI to monitor or troubleshoot the system. For this section, data is
provided from the Display Input/Output (I/O) Window.
The CabView program was used to review the data obtained while testing in the clockwise and
counterclockwise directions. The Display I/O Window provides the cab signal information being
received by the locomotive’s track receivers and can be seen in Figure 27.

Figure 27. Display I/O Window

Figure 28 provides the code picked and the signal strength of the frequency obtained from the
rail. The locomotive successfully obtained all frequencies as designed while operating clockwise
and counterclockwise around the TTT. The TTT cab signal system uses a single 100 Hz carrier
frequency with code rates relating to four signal aspects: Clear 125, Cab Speed 60, Approach,

33
and Restricted. Figure 28 shows the locomotive successfully reading the Clear 125 signal by
receiving code 180.

Figure 28. Clear 125 Signal

Figure 29 shows the locomotive successfully reading the Cab Speed 60 Signal by receiving code
270.

Figure 29. Cab Speed 60 Signal

Figure 30 shows the locomotive successfully reading an Approach Signal by receiving code 75.

Figure 30. Approach Signal

Figure 31 shows the locomotive successfully reading a Restricted Signal by receiving a no code.

34
Figure 31. Restricted Signal

35
4. Conclusion
Under FRA’s Task Order 358, TTCI successfully expanded the PTC Test Bed on the DC third
rail electrified TTT by implementing an ACSES system that uses an ATC-compliant signal
system to support testing of PTC systems, components, and related equipment to represent
conditions found in a revenue service environment. TTCI acquired and installed the necessary
components and equipment including insulated joints, impedance bonds, signal masts and heads,
transponders, and prewired signaling equipment racks.
System and component level testing was conducted to verify proper installation of equipment on
the PTC Test Bed. TTCI, with the support of Alstom, demonstrated that the ATC-compliant
signal system functioned according to the documents provided by Alstom. TTCI successfully
implemented the required changes for the expanded ACSES Test Bed. An ACSES-equipped
locomotive properly enforced all tested penalty applications and communicated with all wayside
and back office equipment, effectively meeting the requirements of Task Order 358.

36
5. References
1. Sheehan, R., Gacnik, J., Gage, S., Morgan, R. (June 2015). PTC Test Bed Upgrades to
Provide ACSES Testing Support Capabilities at Transportation Technology Center.
DOT/FRA/ORD-15/22, Contract DTFR 53-11-D-00008, Task Order 314, Federal Railroad
Administration, Washington, DC. Available at:
https://www.fra.dot.gov/eLib/details/L16480#p1_z5_gD_lRT_y2015_m6.

37
Abbreviations and Acronyms

AC Alternating Current
ACSES Advanced Civil Speed Enforcement System
ACSSR Aluminum Conductor Steel-Reinforced
ADU Aspect Display Unit
AFTAC Audio Frequency Train Activated Circuit II
ATC Automatic Train Control
ATCS Advanced Train Control System
CCI Convergent Communications Inc.
CPM Continuous Phase Modulation
CRC Cyclic Redundancy Check
DC Direct Current
DS Distant Signal
FM Frequency Modulation
FRA Federal Railroad Administration
GE General Electric
GUI Graphical User Interface
I/O Input/Output
IS Interlocking Status
ISM Interlocking Status Message
ISR Interlocking Status Request
IXL Interlocking Location
KVA Kilo Volt-Ampere
NEC Northeast Corridor
OBC Onboard Computer
OCM Office Communication Manager
PSI Pounds per Square Inch
PSR Permanent Speed Restriction
PTC Positive Train Control
PTS Positive Train Stop
PWM Pulse Width Modulated

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RTT Railroad Test Track
STS Safety TSR Server
TIS Track Input Simulator
TO Task Order
TP Transponder
TSR Temporary Speed Restriction
TSRR Temporary Speed Restriction Request
TTC Transportation Technology Center (the site)
TTCI Transportation Technology Center, Inc. (the company)
TTT Transit Test Track
URB Urban Rail Building
V Volt
WIU Wayside Interface Unit

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Appendix

• Appendix A – (Alstom Aspect Chart), internal document provided by Alstom. Available

at https://www.fra.dot.gov/eLib/Details/L19018.
• Appendix B – (Transponder Database Layout Description – TTT Loop), internal
document provided by Siemens. Available at
https://www.fra.dot.gov/eLib/Details/L19019.

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