EWC EARLY WARNING CONTROL OPERATIONAL PRESENTATION. Charles Dickens (757)

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1 EARLY WARNING CONTROL OPERATIONAL PRESENTATION Charles Dickens (757)

2 Controls still continue to use the foundations of technologies that were developed in the 1970 s. Because of the perceived infrastructure obstacles, current technologies that could be employed for cost effective crossing safety are not even considered. Positive change has now has become a necessity. Step by step, the following presentation will show you how the capabilities of the EWC will make all of these issues manageable for rail industry professionals. Table of Contents EARLY WARNING CONTROL (PATENT PENDING) INTRODUCTORY BROCHURE EWC Operating System Quick Overview. 3 EWC Operational Description Charles E Dickens. All Rights Reserved

3 3 EARLY WARNING CONTROL SYSTEM FOR RAILWAY CROSSING SAFETY (EWC) Patent Pending CROSSING GUARD ACTIVATION IN 10 SECONDS FRONT VIEW SECONDARY OBJECT SENSE LEVEL CROSSING IS UNDER CAMERA SURVEILLANCE RAILROAD TRACK PRIMARY OBJECT SENSE LEVEL WIRELESS TRAIN SENSE OPTION WITH BROADBAND ANTENNA AND OBJECT DETECT COMPONENTS OPTIONAL CAMERA 2 OBJECT SENSE BOUNDARIES EXISTING CROSSING GUARD WIRELESS TRAIN SENSE OPTION WITH BROADBAND ANTENNA AND OBJECT DETECT COMPONENTS TOP VIEW RAILROAD TRACK OBJECT SENSE BOUNDARIES CAMERA 1 CROSSING PREDICTOR AND EWC HOUSING ASSEMBLY ROADWAY LED DISPLAY FOR MOTORIST VEHICULAR WARNING TRANSMITTER ANTENNA BROADBAND ANTENNA EWC DIAGRAM 1

4 4 EWC DIAGRAM 2 FULL VIEW OF EWC ENGINE MONITOR EWCA WARNING CROSSING IS UNSAFE LARGE OBJECT ALERT APPROACHING C2437 GRACE LANE 50 MPH MAX EWC DANGEROUS CROSSING VIDEO WITH OBJECT DETECT CIRCUIT ACTIVE CGA EWCA APPROACHING C4603 SLOW TO 15 MPH USE CAUTION, MAINTENANCE 4 MILES AHEAD UNTIL /03/06 EWC SAFE CROSSING APPROACH VIEW

5 5 EWC Early Warning Control System Presentation The EWC (Early Warning Control System) for train engineers, vehicular rail crossings, rail maintenance crews, vehicular/ maintenance data collection and maritime rail bridge crossings; was developed by Transportation Technologies, Inc. to specifically address the safety and maintenance issues that constantly arise within the rail industries. The EWC will also satisfy several of the recommendations that have been made by the FRA and the NTSB after their investigations into numerous train and vehicle collisions, train derailments and accidents involving rail maintenance crews. The system also has the added benefit of providing an additional revenue stream to the rail industries from the sale or lease of the data that is collected by the EWC at vehicular rail crossings. Additionally, the EWC provides a database to the rail industries for the development of a quantitative preventative maintenance program that will greatly reduce the emergency maintenance requirements and the number of personnel needed for technical support of an HRI. The operating system of the EWC is designed to interface with the current infrastructure that is already in place at vehicular and maritime rail crossings. The installation cost of the unit is greatly reduced since the entire operating system of the EWC will plug into, and be housed with, the existing grade crossing predictor at an HRI. Once the foundation of the EWC is in place, any combination of system options can be enabled at the crossing or from an optional Central Command Control. This enables the Rail Crossing Administrator to employ any number of desired safety features of the EWC for a particular vehicular crossing. The optional Central Command Control feature also allows a Rail Traffic Control Center to access the database of the EWC at any time to retrieve HRI information or to make any operational adjustments. These adjustments would be forwarded and displayed on the Train Engineers or the Maintenance Supervisors control monitors (such as changes in rush hour traffic control requirements). In addition to the benefit of having instant voice contact with selected rail personnel, the Central Command Control could also display different speed requirements (such as the need to lower a locomotives recommended HRI approach speed due to maintenance or disabled vehicle activity), maintenance information, or emergency alert activity to any EWC mobile monitor in real time. The following index of EWC system options are described in detail on the following pages. Due to the flexibility of the EWC system design, any combination of the listed features may be employed at the same time. 1) Introduction and the intended use of the EWC at an HRI. 2) Introduction and the intended use of the EWC Video, Voice and Alarm communications display for the Train Engineer. 3) Introduction and the intended use of the EWC Video and Alarm features for motorists, Rail Maintenance personnel and Rail Supervisory personnel. 4) Introduction and the intended use of the EWC Data Collection feature at an HRI. 5) Introduction and the intended use of the EWC Central Command Control with remote data base control/ access features. 6) Introduction and the intended use of the EWC at a maritime bridge crossing. 7) Additional benefits and features of the EWC operating system. C2006 Transportation Technologies, Inc.

6 6 1) Introduction and the intended use of the EWC at an HRI If you would access this website at; The animated presentation of the primary EWC operating system at an HRI will automatically activate (please ensure that the audio volume is at a comfortable level on your computer). Please reference EWC diagram 1 for the physical location of the trackside components. The animation shows the functional operation of the EWC with all of the safety features enabled. Since the EWC is intended to perform as a redundant programmable safety system, any of the features shown can be used/not used or modified for use at a particular crossing as decided by the Grade Crossing Supervisor. Currently, as an engine approaches an HRI and trips the existing crossing shunts, the crossing predictor will activate and begin a preset countdown for the crossing guard activation. Normally the activation time is set for 30 seconds before the train reaches the crossing. The FRA and the NTSB have noted on multiple occasions that an accident could easily have been avoided had a vehicle or pedestrian that were located in the path of an approaching train had more time to clear the tracks, or were made aware that they were still obstructing the tracks, prior to the train reaching the crossing. This important issue would be immediately resolved by the use of the EWC. The EWC gives the motorist an additional 20 seconds to clear the tracks prior to the crossing guard activation. This pre-timing feature is adjustable or can be disabled entirely depending upon the desired safety requirements for a particular HRI. But in the recommended application, the motorist or pedestrian would now have 50 seconds advance warning of an approaching train. The EWC also contains an object detect feature with an audible sequence prompt that would alert a motorist that they are obstructing the tracks and a media recorder that will record video events at the HRI in real time. The audible sequence and alert prompts have adjustable volume controls and can easily be changed by the selection of a different audio recording from the built-in library (if you would reference the animated presentation, the final sequence labeled Alternate Warning Alert presents the sound of a pre-recorded locomotive horn). At any HRI that currently has a crossing predictor installed, the EWC would plug right in to the existing infrastructure and any of the system options could be activated immediately. Motorists and the Rail industries would receive these benefits with a minimal change to vehicular traffic flow. As an additional feature of the EWC, the activation control is not dependent upon existing crossing shunts or the presence of a grade crossing predictor at an HRI. The entire EWC operating system can be activated by just using the wireless sense option. This feature controls system activation by the use of two-way failsafe object detect circuits located at each approach end of an HRI. If the locomotive is EWC equipped, there will be direct communication by the train to the EWC. The wireless sense circuits are placed where the shunt detectors would normally be installed for crossing predictor activation (please reference diagram 4 ). C2006 Transportation Technologies, Inc.

7 7 Upon the detection of a locomotive, the activation control would be transmitted via wireless broadband to the EWC. 2) Introduction and the intended use of the EWC Video, Voice and Alarm Communications Display for the Train Engineer. Once the foundation of the EWC operating system is in place, any engine that has a EWC communications display monitor installed would have immediate video, data and alarm access to the status of the crossing upon approach of the HRI. Please reference the EWC animated presentation and EWC diagram 2 for examples of engine view HRI video displays. If the optional Central Command Control is installed, the Engineer would have access to voice communication as well. The EWC communications display will monitor and alert the Engineer of any object detect activity for each crossing and any additional alarm inputs at the HRI (such as a track circuit loop sense monitor). The unit will also display crossing location/ crossing condition data and any other information (such as maintenance schedules) that has been entered into the database of the EWC at the HRI. The EWC automatically sorts video and data for multiple crossings that are interlinked via a DAX module or by the use of the EWC wireless control as shown in EWC diagrams 3 and 4. Crossing condition data is displayed in the opposing upper corner of the Engineers video display. The acronyms EWCA represents that the EWC has been activated and CGA indicates that the predictors crossing guard control circuit has been activated. The EWC will also sort multiple camera views at each crossing if required. If a Train Engineer observes maintenance issues at an HRI, he can depress an indicator on the monitor that will digitally mark the crossing number and time of day for immediate notification to the maintenance department. 3) Introduction and the intended use of the EWC Video, Voice and Alarm features for motorists, Rail Maintenance personnel and Rail Supervisory personnel. Upon EWC system activation, a visual and audible Alert prompt will be generated by the unit that will be transmitted to vehicles that are at a predetermined distance from the HRI. In any motor vehicle that is retrofitted with EWC capability, the Alert prompt will override the motorist radio or media control center (even if the radio is off) and issue an audible alert prompt at a predetermined volume level. This Alert prompt will advise the motorists of an approaching train. The timing of the prompt can be adjusted to activate at different intervals. The Alert prompt will also enable a flashing visual display on the drivers dash. The transmission of the Alert prompt will cease once the crossing predictor activates the crossing guard/warning light control. At any time the audible alert heard inside the vehicle can be deactivated manually by the motorist. C2006 Transportation Technologies, Inc.

8 8 Any EWC equipped motor vehicle that is disabled inside the sense zone of the crossing has an additional safety advantage. Whenever a motorist activates their emergency roadside service option or hazard warning lights (while inside the EWC sense zone) the EWC will also process their request and alert the Central Command of the emergency. The EWC will acknowledge receipt of the information by transmission of a voice prompt back to the motorist radio. The disabled vehicle emergency information will be displayed on the Engineers monitor as well. Any rail service vehicle that has a EWC communications display installed will have the same access to the HRI information that a train engineer has available. Before track maintenance is initiated, the maintenance supervisor can establish a safety perimeter by scanning his ID card into the EWC card reader at each HRI located on the border of the service area or he may manually enter the data via a laptop at the site. The EWC monitor will alert a maintenance crew, Central Command (optional) and the Train Engineer if a train is in route from either end of a service perimeter. The same maintenance information can be entered remotely from the optional Central Command Control. If the optional Central Command Control is installed, rail personnel would have access to voice communication as well. The Maintenance Supervisor can also select to be notified of an approaching Train VIA cell phone by entering his number data at the site when he establishes a service perimeter. The EWC will automatically dial the entered number and issue a voice warning followed by the crossing number that has breached. The Central Command can be notified in the same manner. 4) Introduction and the intended use of the EWC Data Collection feature at an HRI. Any HRI that has the foundation of the EWC control system installed can be configured by the Crossing Administrator for site data collection. The EWC can perform traffic counts (that are sorted by time and types of vehicles) that will be stored in the media recorder at the crossing for retrieval by maintenance personnel. The EWC produces traffic counts by vehicle size. Trucks and oversized vehicles are counted separately (by the use of a secondary object sense level) from automobiles and motorcycles (which only use the primary object sense level). If the optional Central Command Control is installed, the information can be retrieved immediately or at set intervals. This feature is most useful for traffic timing or route planning (this information can also be offered for sale or lease to DOTs' or Municipalities). The major safety advantage of the EWC data collection feature is the systems ability to note the number and size of motor vehicles that are still in the crossing when the EWC has been activated. This feature is of great benefit in adjusting traffic light timing issues when an intersection controlled by a traffic light is in proximity to an HRI (this data would make the crossing administrator aware that there are school buses or trucks that are C2006 Transportation Technologies, Inc.

9 9 frequently stuck in the crossing while waiting for a light to change immediately before a train approaches, and at what time of day that this occurs). The crossing activation data collected at an HRI can be used to build a data base for a quantitative preventative maintenance program for the crossing (as an example; if you had a warning light that had an average failure rate at 5000 hours, you could replace it at 4700 hours and greatly reduce emergency maintenance issues). 5) Introduction and the intended use of the EWC Central Command Control with remote data base and access features. Once the foundation of the EWC operating system is in place; data, voice and video throughout the entire EWC system can be linked together through the use of the Central Command Option. Once the capabilities of the Central Command are in place; all data and programming features that were previously only available at an HRI will be available from the Central Command in real time. This would allow any system adjustments or data input to be performed from a remote point either manually or automatically (such as daily traffic adjustments that might be required at the same time each day). Conversely, an HRI would have the ability to communicate with the Central Command point to report status and emergency or maintenance situations. The infrastructure costs of the system upgrade from the basic EWC operating system to the Central Command option are greatly reduced due to the fact that most of the required hardware for the Central Command option would already be in place. Note: If a Broadband link cannot be provided to the HRI for access to the Central Command option due to hardware requirements. Then the EWC at the HRI can be linked to the Central Command through the use of a land line or cellular interconnect. 6) Introduction and the intended use of the EWC at a Maritime bridge crossing. Any Maritime bridge crossing that currently employs a manual or automatic bridge lift controller can be easily configured for EWC activation, audible/hailer warning commands and video surveillance. The EWC contains a library of alternate warning alerts and all timing and volume functions are adjustable. 7) Additional benefits and features of the EWC operating system. a) The alternate audible warning alerts of the EWC will be of great benefit in urban areas where train locomotive warning horns are considered a nuisance (please reference the FRA EIS on the issue). b) The EWC traffic count feature will be very helpful in providing data to DOTs' for funding of desired rail projects. C2006 Transportation Technologies, Inc.

10 10 c) Access to the operating system could be leased to the Federal Government for advisement to motorist of Amber Alerts or evacuation route information. d) Access to the EWC database could be leased to municipalities for processing vehicle information in real time (such as license plates for stolen vehicles). e) The EWC at an HRI can be leased to other rail operators that might need access to a rail route not under their control (should any EWC Central Command points or subsystems overlap between railroads, the EWC will remain seamless in operation due to our software design). C2006 Transportation Technologies, Inc.

11 11 EWC DIAGRAM 3 FULL VIEW OF EWC ENGINE MONITOR EWCA CGA EWCA WARNING CROSSING IS UNSAFE LARGE OBJECT ALERT 1 APPROACHING C2437 GRACE LANE 50 MPH MAX 2 APPROACHING C2438 WIER LANE 50 MPH MAX CGA EWCA EWCA APPROACHING 3 APPROACHING C2439 FAWN AVE 50 MPH MAX 4 C2440 SLOW TO 15 MPH USE CAUTION, MAINTENANCE 4 MILES AHEAD UNTIL /03/06 EWC SEQUENTIAL MULTIPLE CROSSING VIDEO TRAIN APPROACH DIRECTION OVERHEAD VIEW OF THE EWC SEQUENTIAL MULTIPLE CROSSING VIDEO SOURCE LOCATIONS

12 12 EWC DIAGRAM 4 OPERATION OF WIRELESS SENSE OPTION TRAIN APPROACH DIRECTION WIRELESS SENSE OPTION WITH BROADBAND ANTENNA AND OBJECT DETECT COMPONENTS LED DISPLAY FOR MOTORIST TOP VIEW WIRELESS SENSE OPTION WITH BROADBAND ANTENNA AND OBJECT DETECT COMPONENTS CAMERA LED DISPLAY FOR MOTORIST VEHICULAR WARNING TRANSMITTER ANTENNA BROADBAND ANTENNA FRONT VIEW STOP CROSSING IS UNDER CAMERA SURVEILLANCE APPROACH OF A LOCOMOTIVE FROM EITHER DIRECTION WILL ACTIVATE THE WIRELESS SENSE CONTROL INSTALLED AT THE DESIRED EWC ACTIVATION POINT ON THE TRACKS. THE ACTIVATION WILL BE ACCOMPLISHED BY THE USE OF ONE OF TWO OPTIONS; A) THE SENSE CONTROL WILL TRANSMIT THE EWC OR PREDICTOR ACTIVATION COMMAND UPON THE PHYSICAL OBJECT DETECT OF A LOCOMOTIVE (SUCH AS THROUGH THE USE OF RADAR, INFRARED, OR MAGNETIC SENSE). THIS WOULD BE A REQUIREMENT IF THE LOCOMOTIVE IS NOT EWC EQUIPPED. B) OR, IF THE LOCOMOTIVE IS EWC EQUIPPED. THE EWC TRAIN MOUNTED MONITOR WILL COMMUNICATE APPROACH TO THE SENSE CONTROL. BOTH FORMS OF COMMUNICATION ARE ACCOMPLISHED THROUGH THE USE OF A BROADBAND LINK TO THE EWC TRANSCEIVER INSTALLED AT THE HRI.

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