DGS PROJECT IDENTIFICATION CODE:

505-08505

Phase 2: Extension To Dulles Airport/Route 772

TECHNICAL SPECIFICATION

SECTION 16917 BASIC INTERLOCKING REQUIREMENTS

P2-DB-0
REV

10-15-12
DATE

Issued For Package A RFP

REASON FOR REVISION

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BY

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CHECK

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Dulles Rail Consultants 465 Spring Park Place Herndon, Virginia 20170

Document Number 8-13-C001 TS 16917

(Doc. No. of Corresponding Phase 1 Spec: 25235-000-3PS-CE02-02260)

Sheets

1 of 10

Dulles Corridor Metrorail Project Phase 2 SECTION 16917 BASIC INTERLOCKING REQUIREMENTS PART 1 1.01 A. GENERAL

Rev. P2-DB-0

DESCRIPTION This section specifies the basic requirements for interlockings. The interlockings being provided or activated fall into four basic categories as follows: 1. 2. 3. 4. B. Automatic terminal crossover (mainline). Emergency crossovers (mainline). Pocket track. Turnout.

Each interlocking shall be provided with a full complement of safety facilities. These facilities shall meet the requirements of all applicable FRA regulations. All ATC circuitry for the interlockings shall be as specified in Section 16916, Basic ATC Circuit Requirements. Interlocking functions shall be implemented with fully redundant, well proven, seamless microprocessors as specified in Sections 16926, ATCMicroprocessor System for Non-vital Interlocking Functions and 16928, ATC-Interlocking Vital Processor Systems.. Interlocking limits shall be defined by special track circuit boundaries and controlled wayside signals as indicated on the Contract Drawings. These track circuit boundaries will include insulated joints furnished by other disciplines. The signal aspects, names and indications to be used by the controlled wayside signals shall be as follows: 1. 2. ASPECT NAME RED over RED STOP LUNAR WHITE NORMAL Normal Interlocking (STEADY) ROUTE Route locked and clear. CLEAR LUNAR WHITE DIVERGING Diverging Interlocking (FLASHING) ROUTE Route locked and clear. CLEAR INDICATION Stop Proceed according to cab speed indicator Proceed according to cab speed indicator.

C. D.

1.02

INTERLOCKING LIMITS A.

B.

3.

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Rev. P2-DB-0

Wayside route selection pushbutton layouts shall be installed in conjunction with certain interlocking home signals as specified in Section 16966, ATC-Wayside Pushbutton Layouts, and as shown on the Contract Drawings. Mainline "through" (main) track routes within interlocking limits shall be equipped with doublerail audio frequency (AF) track circuits for both train detection and speed command transmission. These circuits shall be basically the same as those used for main line track circuits and shall meet all of the requirements specified for such circuits in Section 16961, ATC-Audio Frequency Track and Loop Circuit Layouts. Certain AF track circuit connections to the running rails within interlockings shall be made by means of inductive loops rather than by impedance bonds, see Section 16961, ATC-Audio Frequency Track and Loop Circuit Layouts. The shunting characteristics of AF track circuits installed within interlockings shall be such that their track logic shall not be down if the specified train shunt resistance is further than twenty feet beyond an impedance bond or loop defining the end of the track circuit. Each interlocking AF track circuit shall be down while the specified train shunt resistance is located between the bonds, insulated joints or loops defining the track circuit. Mainline crossover tracks shall be equipped with power frequency track circuits and superimposed ATP speed command loops as specified in Sections 16961, ATC-Audio Frequency Track and Loop Circuit Layouts and 16963, ATC-Power Frequency Track Circuit Layouts. The number of insulated joints within each interlocking will be kept to a minimum required to provide for proper operation of the power frequency track circuits. Loss of shunt protection shall be provided on all mainline switch detector tracks. The number, type and boundaries of track circuits to be used within interlockings shall be as shown on the Contract Drawings. Interlocking track turnouts and crossovers will be fabricated with 115 lb. RE rail by other disciplines. Track switch operating layouts shall be furnished for all newly installed interlocking turnouts and crossovers as specified in Section 16964, ATCTrack Switch Operating Layouts. Transmission of speed commands shall be prevented within interlocking limits until a properly aligned route is available and electrically locked.

1.03

INTERLOCKING TRACK CIRCUITS A.

B.

C.

D. E. 1.04

TRACK SWITCHES A. B.

1.05

SPEED COMMANDS A.

8-13-C001 TS 16917

Dulles Corridor Metrorail Project Phase 2 B. C.

Rev. P2-DB-0

Speed commands shall not be transmitted in the track circuit upstream of an interlocking home signal until that signal has cleared. Unless otherwise specified, circuits shall be arranged in such a manner that, should a train pass a wayside signal at STOP, the transmission of speed commands to all trains within the interlocking shall be turned off when the STOP signal is passed, see Section 16916, Basic ATC Circuit Requirements. Electric locking shall be provided to prevent unsafe switch operation and to prevent the clearing of signals for opposing or conflicting routes. The following types of locking shall be provided: 1. Approach locking: Approach locking shall be provided to lock switches within a route governed by a cleared wayside signal and to prevent clearing signals for opposing or conflicting routes when a cleared wayside signal is set to STOP and a train is closer than safe braking distance from that signal. Approach Locking shall also prevent simultaneous clearing of opposing signals at a given interlocking. One approach locking logic circuit shall be provided for each wayside signal. 2. Time locking: Time locking shall be provided to lock switches within a route governed by a cleared wayside signal and to prevent clearing wayside signals for opposing or conflicting routes when a cleared wayside signal is set to stop. Time locking shall also prevent simultaneous clearing of opposing signals within an interlocking. One time locking logic circuit shall be provided for each wayside signal. 3. Route locking: Route locking shall be provided to lock switches within a route after a train has accepted the wayside signal governing the entrance to the route and to prevent the clearing of opposing signals within the interlockings. Two route locking logic circuits, one for each direction of traffic, shall be provided for each section of track between opposing interlocking signals. Additional route locking logic circuits shall be provided to permit sectional release of route locking.

1.06

LOCKING REQUIREMENTS A.

8-13-C001 TS 16917

Dulles Corridor Metrorail Project Phase 2 4. Switch locking (detector locking):

Rev. P2-DB-0

Switch locking shall be provided to prevent operation of a track switch when the track in which the switch is located is occupied, i.e., the track circuit is down, or it is otherwise unsafe or undesirable to throw the switch. One switch locking logic circuit shall be provided for each single turnout, for each single crossover, and for each half of a double crossover. 5. Traffic locking: Traffic Locking shall prevent clearing opposing signals into a section of track between two interlockings or intermediate signals, or combinations thereof. Individual traffic locking circuits shall be provided for each mainline track between each pair of interlockings, (or intermediate signals). A signal governing movement into a section of track for which traffic locking is effective shall not clear until traffic direction has been established and locked in the direction of movement for which the signal governs. Traffic locking shall also prevent the established direction of traffic in a traffic block from being reversed so long as the traffic block is occupied and within the block is protected with loss of shunting. 1.07 NEGATIVE TRACTION RETURN A. 1.08 The Contract Drawings establish the basic guidelines for the design of the negative traction return system at interlockings. At end-of-line terminal interlockings (temporary or permanent) having the terminal crossovers located at the inbound end of the terminal station, control of route selection shall be provided by four selectable methods: 1. 2. Central control shall be able to control the route initiation network to select a route through the interlocking. Local equipment shall be provided to automatically establish routes to the station platform tracks for trains approaching the terminal on the outbound track. The local route selection circuitry shall automatically route the train to an unoccupied terminal track in accordance with the position of a three position mode selector switch as follows: a. Mode 1: A train approaching the interlocking on the outbound track shall be automatically routed to the station platform on track 1 as soon as that track is available, and upon leaving the terminal in the inbound direction shall automatically be routed to the inbound track.

ROUTE CONTROL A.

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Rev. P2-DB-0

Mode 2: A train approaching the interlocking on the outbound track shall be automatically routed to the station platform on track 2 as soon as that track is available, and upon leaving the terminal in the inbound direction shall automatically be routed to the inbound track. Mode 3: A train approaching the interlocking on the outbound track shall be automatically routed to the platform on either track 1 or track 2, depending upon which is first available, and if neither platform track is occupied or otherwise unavailable, the train shall be automatically routed through the crossover to the platform on the "inbound" track. Upon leaving the terminal in the inbound direction, the train shall automatically be routed to the inbound track.

c.

3.

If, due to equipment malfunction, the route cannot be selected in accordance with 1 or 2 above, the train operator shall be provided with the means to set the route manually. This will require that the operator place the train in a manual mode of operation, having been stopped by the ATP System, and move the train to a preselected location at which a trackside interlocking control pushbutton panel (wayside pushbutton layout) shall be located. Once the route is manually requested by the train operator and set and locked, the operator will return the train to an automatic control mode and the ATC System shall cause the train to proceed under automatic control, providing all other conditions allow safe movement of the train. Two local interlocking control panels, one mounted in the dispatcher's Room and one mounted in the train control room shall provide the capability for manually initiating or canceling routes through the terminal interlocking as specified in Section 16956, ATC-Interlocking Control Panels.

4.

B.

At emergency crossovers, control of route selection shall be provided by two methods: 1. 2. From Central Control By manual operation of a local interlocking control panel

C.

At interlockings located outbound of a terminal station on yard Lead tracks or tail tracks, control of route selection shall be provided as follows: 1. From central control, or (with central's permission) from either the dispatcher's control panel or the local (TCR) interlocking control panel. By emergency release from either the dispatcher's control panel or the local (TCR) interlocking control panel, with the local interlocking control panel emergency release having the highest priority.

2.

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Dulles Corridor Metrorail Project Phase 2 3. D. Manual wayside pushbuttons

Rev. P2-DB-0

Coordination and priority shall be provided between the methods of route initiation to achieve the operation described in Sections 16904, 16913, 16916, 16918, and 16956. The quality of the final interlocking design and the conformance of the design to the requirements specified herein shall be verified by the Contractor who is well versed in AREMA recommended practices for interlocking safety design requirements and is familiar with established principles in interlocking signaling. This employee shall have had a minimum of 15 years experience in railway signaling design including at least five years experience in rapid transit signaling design. The location of insulated joints shown on the Contract Drawings shall be checked for conformance with all interlocking safety requirements and for conformance with specified civil stationing. Upon completion of installation, the insulated joints shall be verified by field inspection and testing for correct location and proper functionality. All interlocking components and systems shall be tested as specified in the sections describing specific components, testing and systems. PRODUCTS All electrical equipment for audio frequency (AF) track circuits, power frequency track circuits, speed-command loops, track switch operating layouts, signal layouts, pushbutton layouts, negative return bonding, signal rail bonding, interlocking control panels, and vital and non-vital interlocking circuitry shall be as specified in the sections listed in these Contract Specifications. All mechanical ATC equipment for interlockings furnished shall be as specified in the sections listed in these Contract Specifications. EXECUTION The installation design of various electrical and mechanical devices composing each interlocking control system shall be as specified in the Sections describing those devices and as shown on the Contract Drawings. The final operation of interlockings shall conform to the operation of similar types of interlockings described in Section 16904, Current Automatic Train Control System, unless otherwise specified.

1.09

QUALITY ASSURANCE A.

B.

C. PART 2 2.01 A.

ELECTRICAL AND MECHANICAL EQUIPMENT

B. PART 3 3.01 A.

INSTALLATION

3.02

OPERATION A.

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Dulles Corridor Metrorail Project Phase 2 B.

Rev. P2-DB-0

Local manual control by means of interlocking control panels and dispatcher control panel shall be as specified in Sections 16918, special ATC Requirements for specific Locations and 16956, ATC-Interlocking Control Panels. Where applicable, when diverging (or turnback) route selection is initiated automatically by detection of train identity, the transfer of the detected train destination information to central shall be coordinated with the occupancy of the designated ADVANCE APPROACH area by the train, and with route availability. END OF SECTION

C.

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Rev. P2-DB-0

Specification Revision History Specification No. 16917 Rev P2-A P2-C P2-0 P2-DB0 Section 16917 16917 16917 16917 Type m m m m Change 80% PE Submittal 95% PE Submittal Final Revision Contract Terms Reason for Change General Correct Terminology Issued for 100% PE Design-Build Solicitation

Type Descriptions: m general, non-substantive modification + added substantive content - deleted substantive content Note: Formatting changes are not included in the revision history.

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