I-ETMS

Locomotive
Positive Train Control

SAP 25231870 Rev.3 - 10/18

This document was developed by Amtrak’s Mechanical Training Department.
Copyright @ 2018 National Railroad Passenger Corporation, Washington, DC
Administration and Safety

Amtrak seeks to provide a safe transportation system for our

passengers and a safe working environment for employees.
Whether at work, or attending class be familiar with:

• Emergency exit routes and assembly areas.

• Presence and location of fire extinguisher, fire alarm,
smoke detector, fire sprinklers and AED’s.
• Individual(s) responsible for providing first-aid and/or CPR.
• Individual(s) responsible for obtaining immediate
assistance and directing emergency response efforts.
• Active Shooter- Flee, Hide, Fight
• Cell Phone policy – Turn off and store off person.

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Administration and Safety
• Insure compliance with Code of Federal Regulations,
Title 49 part 218, Blue Signal Protection of Workers.
• Secure equipment according to Amtrak’s AMT-3 Air Brake
and Train Handling Rules and Instruction manual.
• Before working on brake rigging, changing brake shoes or
adjusting piston travel: Close applicable brake cylinder
(truck) cut out cocks, or completely bleed air brake system.
• All electrical wiring and apparatus should be considered
live until it is confirmed that the power is off and proper lock
out tag out is in place.
• Get help, or use an appropriate device when handling heavy
components as mishandling of heavy components may cause
severe injury.
• Be knowledgeable of and follow all applicable safety rules
and instructions to avoid injury or death.

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Signal System Overview

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Signal System Overview
• The purpose of this course is to familiarize participants with
the operation and test of the Wabtec® I-ETMS® Positive
Train Control (PTC) system as installed on Amtrak
locomotives and cab cars.
• PTC is an “umbrella” term which encompasses various
forms of universal and proactive train control systems.
• I-ETMS is a communications based system which overlays
on existing train control systems and does not replace
those systems. As equipped, both I-ETMS and an existing
system must be fully operational to operate in territory that
requires an existing Train Control system.
• Let’s briefly review some of the notable history behind PTC:

4
Signal System Overview - History
• 1987–Chase Maryland: A Conrail Lite engine moved into the
path of an Amtrak train killing 14 passengers, 2 Amtrak
crewmembers and injuring 164 others. The Engineer was
found to be under the influence of marijuana when he
passed a red signal with lite locomotives,
• As a result of the wreck, all locomotives (Amtrak and any
other company) operating on the Northeast Corridor were
required to have automatic cab signaling with an automatic
train stop feature. - The beginning of PTC development.
– Congress also authorized mandatory random drug-testing
for all employees in "safety-sensitive" jobs in industries
regulated by DOT. – The beginning of random drug testing
and of Engineer certification.

5
Signal System Overview - History
• 2008–Chatsworth California: A Metrolink train ran head-on
into a Union Pacific freight train, resulting in the death of the
Metrolink Engineer, 24 passengers and injuring 135 others.
The Engineer was found to have been texting while
operating his train.
– The California Public Utilities Commission and the FRA
administrator issued an Emergency Order (No. 26), restricting
the use of "personal electronic or electrical devices“ by railroad
operating employees. - The beginning of the prohibition of use
of electronic devices…
– As a result of this wreck, regulatory and legislative action were
taken, to include the Rail Safety Improvement Act of 2008.
– The beginning of PTC implementation.

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Signal System Overview - History
• 2008–Rail Safety Improvement Act of 2008 contains many
provisions and new regulations governing various areas
related to railroad safety, such as Hours Of Service
requirements and implementation of Positive Train Control.
This act mandated that all Class 1 railroads, intercity
passenger railroads and commuter railroads implement PTC
by December 31, 2015. This deadline was extended 3 years
- to December 31, 2018.
- The requirement of PTC installation.
• Amtrak locomotives and cab cars have been equipped with
the Wabtec® I-ETMS® system and are on-track to be
fully operational in compliance with the Railway Safety
Improvement Act of 2008.

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Signal System Overview
• The I-ETMS system can initiate 3 locomotive functions:
– Can operate the Horn
Not used on Amtrak.
– Can initiate a Penalty brake
application if the operator fails to
control the train within the planned
route information.
– Can initiate an Emergency brake
application if the on-board computer
calculates that a penalty application
will not provide sufficient braking effort
to stop before reaching the “target”.
Not used on Amtrak.

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Signal System Overview
• The I-ETMS system is comprised of four segments:
– The Office segment, or
Back Office Server (BOS)
works in conjunction with
existing dispatch systems
to provide routing information
to the locomotive.
– The Communications segment (COM)
is provided by the host railroad and
consists of a messaging system
and multiple wireless networks that
support the exchange of information
between each of the other segments.

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Signal System Overview

– The Wayside segment provides monitoring

of roadway appliances and physical conditions
using Wayside Interface Units (WIU) that
send information to the locomotive via
220MHz radio transmissions.

– The Locomotive segment

uses a Train Management
Computer (TMC) which
interfaces with locomotive
on-board devices to enforce
railroad operating rules and
regulations.

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Signal System Overview

Wayside Status Relay Service Optional

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Signal System Overview
• The Office Segment:

- Electronic dispatch center shown.

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Signal System Overview

Dispatching
System
Office Segment
Other
Information BOS WSRS Wayside Segment
Systems WIU
Communications
Segment
Network
Time
Server

Dispatching System: A complete track layout with

Controllers (Dispatchers) to guide the movement of trains.

Other Information Systems: Weather Reports,

Emergency Event Reports, Seismic Activity Reports. Locomotive Segment

Network Time Server: Enables all Dispatch Centers and TMC CDU
Trains to operate from a single, global time standard.

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Signal System Overview
• The Back Office Server (BOS) is unique to each railroad,
this segment securely stores and forwards:
– Information between the Dispatching System and the
Locomotive Operating System
– Synchronized data between the Dispatching System
and the Locomotive Segment (TMC)
– Information between customer applications and the
Locomotive System
– Track Database Configuration & Distribution
– Software Configuration & Distribution

– A Wayside Status Relay Service (WSRS) supports

Interoperable Train Control Messaging (ITCM) and is
used when necessary to span long distances.

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Signal System Overview
• The Communications segment:

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Signal System Overview
• Communications segment is unique to each railroad.
Office Segment Wayside Segment

BOS WSRS WIU

ITCM ITCM

220 MHz Cell Cell 220 MHz Cell Cell

802.11 802.11
Radio Modem 1 Modem 2 Radio Modem 1 Modem 2

Communications
Segment
220 MHz Cell Cell
802.11
Radio Modem 1 Modem 2

ITCM

Locomotive Segment

TMC CDU

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Signal System Overview
• The Communications segment provides:
– Data communications between the Back Office Server,
Locomotives and Wayside Segments
– Wireless communications between the Back Office
Segment and Locomotive Segment
– Wireless narrow-band networks (220MHz & digital cell) are
primarily used for data transmission along route and
wayside communications status
– Wireless broad-band WiFi networks (802.11) are primarily
used for initial bulk data downloads for initializing trains that
are preparing to operate in PTC territory
– “Peer-to-peer” communications between Wayside
Segment and Locomotive Segment

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Signal System Overview
• The Wayside segment:
– Uses GPS technology to map the position of rail lines with
regard to grade, curvature, mile posts, crossings, switches,
signals and other WIUs to create a track database for use by
the TMC onboard the locomotive.
Example
Switch ID: 100038
Name: SCH: 100038
Normal Speed: 45 SCH 100048
Reverse Speed: 40 SCH 100046
ECEF X = 89648650
ECEF Y = 472700338
ECEF Z = 417442107
Switch Type: Unmonitored
Leg Orientation: Facing Right
Facing Normal Block ID: 26
Facing Normal Length: 0
Facing Normal Auth: 8213
BLOCK 000036
Trailing Normal Block ID: 26
Trailing Normal Length: 0
Trailing Normal Auth: 0 BLOCK 000046
Trailing Reverse Block ID: 25
Trailing Reverse Auth: 0

This is a Graphic representation of Global Position:

This is not a CDU screen map.

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Signal System Overview
• The Wayside segment is unique to each Railroad.

Wayside Segment

Office Segment Communications

Segment
WIU WIU WIU WIU
BOS WSRS

Locomotive Segment

TMC CDU Signal Switch Track Circuit Cab Signal(When

used by RR)

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Signal System Overview
• The Wayside segment consists of:
– Wayside Interface Units (WIU) on signals, switches,
and hazard monitoring systems send information to the
Back Office and Locomotive subsystems via radio.
– Each WIU is equipped with a transmitter which reports it’s status to
the Locomotive and / Wayside Status Relay System (WSRS) or
Back Office Segments (BOS) via the Communications Segment.
– When a WSRS is used, this communication is forwarded to the
BOS and relayed to the Locomotive TMC.
– In Cab Signal operation, the Locomotive obtains WIU status
through the on-board Cab Signal system.
– Cab Signal systems and locomotive Aspect Display Units (ADUs)
operate independently of I-ETMS®.

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Signal System Overview
• Locomotive segment:

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Signal System Overview
• The Locomotive segment is inter-operable with the
systems of each of the equipped railroad territories:
Office Segment Wayside Segment

BOS WSRS WIU

Communications
Segment

Locomotive Segment

TMC CDU

Cab Signal Locomotive

System ID Module

Event GPS
Recorder Receiver(s)
Electronic
Air Brake
Throttle/Brake Cut-Out
Interface Switches
Horn

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Signal System Overview
• Locomotive segment major components:

– Train Management Computer (TMC)

– Cab Display Unit (CDU)
– Data Radio (220 MHz)
– Cellular modems (AT&T and Verizon)
– Global Position System (GPS) Receivers
– Data Recorder (independent of the Event recorder)
– 74V (Battery voltage) /13.6V Converter
– Interface wiring harnesses (IOC, DIO & EBI)

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Signal System Overview
• Locomotive segment function:
– One system is installed on each locomotive or cab car.
– Provides a means of enforcement of authority and
speed limits (by brake application).
– Provides Graphical User Interface (GUI) to crew.
– Receives locomotive / train information from the
locomotive control and braking systems.
– Receives Cab Signal indications from existing Cab
Signal or Automatic Train Control System.
– Can provide signal to sound horn as well as to the
brake system to initiate Penalty and Emergency brake
applications.
- The Emergency and Horn functions are not currently
used on Amtrak equipment

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Signal System Overview
• The Locomotive segment;
– Receives from Back Office Segment:
– Form-Based Authorities
– Temporary Speed Restrictions
– Work Zone Limits
– Cautionary Bulletins
– Control Point Status
– Consist Information
– Critical Alerts
– Encroachment Events
– Receives from Wayside Interface Units:
– Switch Status
– Signal Status
– Hazard Detection

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Signal System Overview
• The Locomotive segment;

– Sends to Back Office Segment

– Consist Updates
– Position Reports
– Enforcement Action and Violation Event Reports
– Train Handling Events
– System Status

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Signal System Overview

Office
Segment
Wayside
Communications Segment
Segment

Locomotive
Segment

• Unlike previous Train Control systems which only

receive signals, I-ETMS receives and transmits.

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Operation

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Operation
• I-ETMS operates as an overlay with existing train control
systems. I-ETMS does not replace existing systems.
–As equipped, both I-ETMS and the existing system must be
fully operational to operate in equipped territory.

• Across the Amtrak system, the following Cab Signal or

Automatic Train Control systems are utilized and are
required to remain in full operation as well as I-ETMS:

– ATC Automatic Train Control (UP, FEC & CSX)

– ATS Automatic Train Stop (IITS) (BNSF)
– ITCS Incremental Train Control System (Michigan)
– ACSES Advanced Civil Speed Enforcement System (NEC)

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Operation – Brake Application
• I-ETMS always “wants” to stop the train.
This is the default mode which makes it a fail-safe system.
• I-ETMS will not override an action initiated by an existing
Cab Signal or Automatic Train Control system and will not
interfere with the operation of an existing system.

• Example scenario of an existing system operation:

– A train travels over an existing system device which sends a

restrictive signal indication;
– The existing system alarm warns the operator at a
maximum of 30 seconds in advance of a pending penalty
(full service) application;
– If the existing system is not acknowledged within 8 seconds,
a penalty application of the brakes is initiated;
– The train is brought to a stop by the penalty brake application.

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Operation – Brake Application
• Example scenario of I-ETMS system operation:
– I-ETMS recognizes that the train is moving toward a signal, or
“target” WIU displaying a restrictive indication.
– The Cab Display Unit (CDU) alerts the operator with an
audible alarm (one “beep”).
– The Train Management Computer (TMC) on the locomotive
repeatedly calculates the time and effort required to stop the
train before reaching the target.
– If the operator does not take appropriate action within 8
seconds, the CDU provides a second warning (two “beeps”
and Flashing yellow text).
– If the operator still fails to take action, the system initiates a
penalty brake application and provides notification (three
“beeps” and Flashing red text) when initiating a penalty
application of the brakes to stop the train….
-But that’s not all:

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Operation – Brake Application

– After initiating a penalty application, the TMC continues to

monitor the progress and effectiveness of the action.

– If the TMC calculates that the train will not stop before
reaching the target, it can take further action by initiating an
emergency application of the brakes in order to stop the train
before reaching the target WIU.

Summary:
• I-ETMS actively monitors conditions ahead of the train.
• Actuation results in a penalty brake application to stop the
train before reaching the target WIU and if required,
• I-ETMS can initiate an emergency brake application to
increase braking effort to stop the train before reaching the
target WIU.

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Operation – Brake Application
• A Penalty Brake Application must result in a continuous
reduction in brake pipe pressure at a service rate until
maximum brake cylinder pressure is developed.
Locomotive BC pressure*: 58 – 62 psi
Cab Car BC pressure*: 44 – 50 psi
NPCU BC pressure*: 46 – 48 psi
• An Emergency Brake Application must result in the
reduction of brake pipe at an emergency rate, causing the
brakes to apply within 4 seconds.
Locomotive BC pressure*: 88 – 94 psi
Cab Car BC pressure*: 71 – 77 psi
NPCU BC pressure*: 68 – 70 psi
* Brake Cylinder pressures may be higher if the locomotive
independent brake or cab car parking brake is also applied.

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Operation – Reset and Recovery
• To Reset and Recover from a penalty brake application, the
following steps must occur:
(Air compressor must produce 130-140 psi M.R. pressure.)
• To Reset the I-ETMS system:
• Move throttle to “IDLE”.
• Move reverser to “CENTER”
• Move Automatic Brake handle to “SUPRESSION”.
– Once the “Release” icon on the CDU becomes active (changes
color from gray to blue), press the soft key below the icon to
reset the I-ETMS system.
• The system is now Reset.

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Operation – Reset and Recovery
• To Recover control of the airbrake system, the following
steps must occur:
(Air compressor must produce 130-140 psi M.R. pressure.)
– Once I-ETMS is Reset and the PCS indicator extinguishes;
• Move the Automatic Brake Valve handle from
“SUPPRESSION” to “RELEASE” position.
–As Brake Pipe pressure increases to 110 psi the brakes will
release and control of the brake system is Recovered.
Note:
– If a brake application starts immediately after returning the
Automatic Brake Valve handle to RELEASE, move the handle
back to SUPPRESSION and check cut outs / selector switches.
– Correctly position devices that are improperly positioned.

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Operation - Summary
• The I-ETMS system is designed to overlay on existing train
control systems and enforce railroad rules and regulations to:

– Prevent train to train collisions

– Prevent movement of a train into an established work zone

– Prevent movement of a train into an unauthorized section

of track due to a misaligned switch

– Prevent derailment due to an over speed condition

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Operation - Summary
• To ensure the safety of operating personnel, the general
public, and railroad rolling stock equipment, the I-ETMS
system will stop the train through predictive and reactive
braking to enforce compliance with the following:

– Authority To Enter Main Track

– Track Authority
– Permanent and / or Temporary Speed Restrictions
– Restrictive Wayside Signal Indications
– Hand-Thrown Switch Misalignment
– Mandatory Directives
–Track & Time Limits of Work Zones
– Authority To Pass Signal Displaying Stop Indication

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Operation - Summary
• Summary:
– I-ETMS primary goals:
– Prevent train to train collisions
– Prevent work zone incursions
– Prevent over speed derailments
– Prevent movement into an unauthorized section of track
due to a misaligned switch
– I-ETMS is a communication-based system which uses
GPS to verify train location:
- The four subsystems or segments are:
– Back Office Server (BOS)
– Wayside Interface Units (WIU)
– Train Management Computer (TMC) in the locomotive
– Communications (COM)

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FRA Regulations

39
FRA Regulations
The Code Of Federal Regulations,
Title 49, Part 236 is where we find
the federal rules and standards
governing the installation,
inspection, maintenance and repair
of signal and train control systems,
devices and appliances.
We will now review relevant FRA
definitions as well as requirements
for the Initialization process and
Daily Inspection and Test
procedures.

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FRA Regulations - Introduction

• As with all parts of CFR 49, Part 236 is separated into

Subparts, which provide detailed requirements for each
subsystem of the various Train Control systems, devices
and appliances.
– Subpart A- Rules and Instructions; All Systems
– Subpart B- Automatic Block Systems
– Subpart C- Interlocking
– Subpart D- Traffic Control Systems
– Subpart E- Standards for the Automatic Train Stop, Train Control
& Cab Signal Systems
– Subpart F- Dragging Equipment & Slide detectors & Other
Similar Devices
– Subpart G- Definitions
– Subpart H- Standards for Processor Based Signal &
Train Control Systems
– Subpart I- Positive Train Control Systems

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FRA Regulations - Legal ramifications

• Consider the following:

§ 236.0 Applicability, minimum requirements, and penalties.
(f) Any person (an entity of any type covered under 1 U.S.C.
1, including but not limited to the following: a railroad; a
manager, supervisor, official, or other employee or agent of a
railroad; any owner, manufacturer, lessor, or lessee of railroad
equipment, track, or facilities; any independent contractor
providing goods or services to a railroad; and any employee of
such owner, manufacturer, lessor, lessee, or independent
contractor) who violates any requirement of this part or causes
the violation of any such requirement is subject to a civil
penalty of at least $1000 and not more than $25,000 per
violation, except that:

42
FRA Regulations – Legal ramifications

Penalties may be assessed against individuals only for

willful violations, and, where a grossly negligent violation or
a pattern of repeated violations has created an imminent
hazard of death or injury to persons, or has caused death or
injury, a penalty not to exceed $109,819 per violation may be
assessed. Each day a violation continues shall constitute
a separate offense. See appendix A to this part for a
schedule of Agency civil penalties.

(g) A person may also be subject to criminal penalties for

knowingly and willfully making a false entry in a record or
report required to be made under this part, filing a false
record or report, or violating any of the provisions of 49
U.S.C. 21311.

43
FRA Regulations

§ 236.1001 Purpose and scope.

(a) This subpart prescribes minimum, performance-based

safety standards for PTC systems required by 49 U.S.C.
20157, this subpart or an FRA order, including
requirements to ensure that the development,
functionality, architecture, installation, implementation,
inspection, testing, operation, maintenance, repair and
modification of those PTC systems will achieve and
maintain an acceptable level of safety. This subpart also
prescribes standards to ensure that personnel working
with and affected by, safety critical PTC system related
products receive appropriate training and testing.

44
FRA Regulations

§ 236.1001 Purpose and scope - continued.

(b) Each railroad may prescribe additional or more stringent
rules, and other special instructions, that are not
inconsistent with this part.
(c) This subpart does not exempt a railroad from compliance
with any requirement of subparts A through H of this part
or parts 233, 234, and 235 of this chapter, unless:
(1) It is otherwise explicitly excepted in this subpart; or
(2) The applicable Positive Train Control Safety Plan
… provides for such an exception.
•Part 233: Signal Systems Reporting Requirements
•Part 234: Grade Crossing Signal System Safety
•Part 235: Instructions Governing Applications for Approval or Discontinuance or Material Modification of a
Signal System or Relief From the Requirements of Part 236.

45
FRA Regulations - Training
§ 236.1041 Training and qualification program, general.
(a) Training program for PTC personnel.
Employers shall establish training and qualification
programs for products subject to this subpart. These
programs must meet the minimum requirements set
forth… as appropriate for the following personnel:
(1) Persons whose duties include installing,
maintaining, repairing, modifying, inspecting, and
testing safety-critical elements of the railroads
products, including central office, wayside, or
onboard subsystems;
Parts (2), (3) & (4) are not applicable to Mechanical
Department employees.

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FRA Regulations - Training

§ 236.1041 Training and qualification… – cont.

(5) The direct supervisors of persons listed in the
previous slide (paragraphs (a)(1) through (a)(4) of
this section).

(b) Competencies.
The employers program must provide training for persons
who perform the functions described in paragraph (a) of
this section to ensure that they have the necessary
knowledge and skills to effectively complete their duties
related to operation and maintenance of the PTC system.

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FRA Regulations - Training

• Employees who perform test, inspection or repair of Train

Control Signal systems must attend and pass a course of
instruction and remain in compliance with:
Part 228, Hours of Service of Mechanical Employees.
– Part 228 provides rules governing hours ON and OFF duty
as well as requirements for documentation and reporting.
– In general, Part 228 states that an employee who performs
service covered under Part 236 may not work more than 12
consecutive hours, and must have 10 hours rest before
returning to duty.
– Regulations for employees who perform covered service
under this part vary slightly from regulations for employees
who operate equipment (GCOR).

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FRA Regulations - Definitions

§ 236.563 Delay time.

Delay time of automatic train stop or train control system shall
not exceed 8 seconds…
§ 236.564 Acknowledging time.
Acknowledging time of Intermittent Automatic Train Stop device
shall be not more than 30 seconds.
Acknowledging time is the amount of time allowed to pass from
the first moment the system is actuated to the last moment that
the engineer can forestall a penalty brake application by
acknowledging the system, and reducing train speed.
Amtrak acknowledging time is not more than 8 seconds.

49
FRA Regulations - Definitions

§ 236.739 Device, acknowledging.

A manually operated electric switch or pneumatic valve by
means of which, on a locomotive equipped with an automatic
train stop or train control device, an automatic brake
application can be forestalled, or by means of which, on a
locomotive equipped with an automatic cab signal device, the
sounding of the cab indicator can be silenced.
§ 236.747 Forestall.
As applied to an automatic train stop or train control device,
to prevent an automatic brake application by operation of an
acknowledging device or by manual control of the speed of
the train.

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FRA Regulations - Definitions

§ 236.805 Signal, cab.

A signal located in engineman’s compartment or cab,
indicating a condition affecting the movement of a train and
used in conjunction with interlocking signals and in
conjunction with or in lieu of block signals.

§ 236.824 System, automatic block signal.

A block signal system wherein the use of each block is
governed by an automatic block signal, cab signal, or both.

51
FRA Regulations - Definitions

§ 236.825 System, automatic train control.

A system so arranged that its operation will automatically
result in the following:
(a) A full service application of the brakes which will continue
either until the train is brought to a stop, or, under control of
the engineman, its speed is reduced to a predetermined rate.
(b) When operating under a speed restriction, an application
of the brakes when the speed of the train exceeds the
predetermined rate and which will continue until the speed is
reduced to that rate.

52
FRA Regulations
§ 236.506 Release of brakes after automatic application.
The reset device must be arranged so that the brakes cannot
be released until the train has been stopped, or it shall be
located so that it cannot be operated by the engineman
without leaving their accustomed position in the cab.

§ 236.509 Two or more locomotives coupled.

The automatic train stop, train control, or cab signal
apparatus shall be arranged so that when two or more
locomotives are coupled, or a pushing or helping locomotive
[or cab car] is used, it can be made operative on only the
locomotive from which the brakes are controlled.

53
FRA Regulations - Tests

• There are three types of tests required per Part 236:

– Daily or after trip test - Rule 236.586.
This is a test to determine the device is in good condition and
functioning properly before being dispatched into equipped
territory.

– Departure test - Rule 236.587.

This is a test to determine that the device is turned on, in
service and functioning as intended before actually departing
into equipped territory.

– Periodic test - Rule 236.588.

This is a test to provide a more thorough and in-depth test
and inspection of the electrical and pneumatic equipment.

54
FRA Regulations - Tests

§ 236.586 Daily or after trip test.

(a) Except where tests prescribed by § 236.588 are

performed at intervals of not more than 2 months, each
locomotive equipped with an automatic cab signal or
train stop or train control device operating in equipped
territory shall be inspected for damage to the
equipment and tested at least once each calendar day
or within 24 hours before departure upon each trip.
Note: For carriers that require periodic test (236.588) be
performed at intervals of not more than 2 months, the interval
for the test mentioned above may be different.

55
FRA Regulations - Tests

§ 236.586 Daily or after trip test. - cont.

(b) Each equipped locomotive shall be tested to determine

the locomotive equipment is responsive to the wayside
equipment and shall be cycled to determine the device
functions as intended.
(c) Each locomotive equipped with Intermittent Inductive
Automatic Train Stop or non-coded continuous
inductive Automatic Train Stop device shall be tested to
determine that the pickup of the device is within
specified limits.

56
FRA Regulations - Tests

§ 236.587 Departure test.

(a) The Automatic Train Stop, Train Control, or Cab Signal

apparatus on each locomotive, except a locomotive
or a multiple-unit car equipped with mechanical trip
stop, shall be tested using one of the following
methods:
(1) Operation over track elements;
(2) Operation of track circuits;
(3) Use of portable test equipment; or
(4) Use of onboard test device.

57
FRA Regulations - Tests

§ 236.587 Departure test. – cont.

(b) The test shall be made on departure of the locomotive

from its initial terminal unless that apparatus will be cut
out between the initial terminal and the equipped
territory. If the apparatus is cut out between the initial
terminal and the equipped territory the test shall be
made prior to entering equipped territory.
(c) If a locomotive makes more than one trip in any 24-
hour period, only one departure test is required in such
24-hour period.

58
FRA Regulations - Tests

§ 236.587 Departure test. – cont.

(d)(1) Whoever performs the test shall certify in writing

that such test was properly performed. The
certification and the test results shall be posted in
the cab of the locomotive and a copy of the
certification and test results left at the test location
for filing in the office of the supervisory official
having jurisdiction.

59
FRA Regulations - Tests

§ 236.587 Departure test. – cont.

(2) If it is impractical to leave a copy of the certification

and test results at the location of the test, the test
results shall be transmitted to either (i) the
dispatcher or (ii) one other designated individual at
each location, who shall keep a written record of
the test results and the name of the person
performing the test. These records shall be
retained for at least 92 days.

60
FRA Regulations - Tests

§ 236.588 Periodic test.

Except as provided in §236.586, periodic test of the automatic
train stop, train control, or cab signal apparatus shall be made
at least once every 92 days, and on multiple-unit cars as
specified by the carrier, subject to approval by the FRA.

All defective conditions shall be immediately corrected during

the Periodic test.

§ 236.110 Results of tests.

Results of periodic tests made in compliance with [portions
applicable to this application] shall be recorded on a preprinted
form provided by the railroad or by electronic means subject to
FRA approval.

61
FRA Regulations - Summary

• A Daily test must be made once each calendar day the

unit is service, not to exceed 24 hours since the last test.

• Each Daily test must be documented on MAP 100.

• Daily test records (MAP 100) must be retained at the

issuing facility for 92 days.

• Periodic test must be made at intervals not to exceed 92

days.

• Periodic test records must be retained for at least one

year.

62
Component Identification

63
Component Identification

• I-ETMS system components:

– Train Management Computer (TMC)
– Cab Display Unit (CDU)
– Sonalert Audible Alarm
– Input / Output Concentrator (IOC) Module and Harness
– Discrete Input / Output (DIO) Module and Harness
– Electronic Brake Interface (EBI) Module and Harness
– Navigation Sensor Module (NSM01)
– 13.6VDC Power Supply

64
Component Identification

• I-ETMS system components continued:

– Air Pressure Transducers (5) and Switch (1).
– Magnet Valves (Penalty & Emergency)
– Current Module (CM09)
– Voltage Module (VM03)
– Data Recorder
– Tri-Mode Antennae
– 220 MHz Data Radio & Antenna
– Cellular Modems

65
Component Identification
• The Train Management Computer
(TMC) is the primary component of
the system. It is a card file with slots
to hold up to 10 printed circuit boards.
Amtrak uses 8 of the 10 slots.

CDOT2003 TMC shown.

– The TMC receives data from multiple sources:

- Network Data – from COM Segment
- Serial Data – from COM Segment
- Radio Frequency Inputs – from COM Segment
- Discrete (Digital) Inputs – from Locomotive Segment
- Analog Inputs – from Locomotive Segment

66
Component Identification
• TMC continued:
– 10 slots / 8 Modules:
-1 Central Processor (CPU) #1
-2 Central Processor (CPU) #2
-3 Central Processor (CPU) #3
-4 not currently used
-5 Router Switch Module (RSM)
-6 Electronic Brake Interface (EBI)
-7 Input / Output Concentrator Module (IOC)
-8 Discrete Input / Output Module (DIO)
-9 not currently used
-10 Central Processor (CPU) for
Interoperable Train Control Messaging (ITCM)
(Some units use two card files).

67
Component Identification
• TMC continued:
– 3 Central Processing Units (CPU)
are located in slots 1 through 3 of
the TMC card file.

– For vital systems, these modules

perform all of the safety critical
calculations for warning and braking
distances to “target” objects such as permanent and temporary speed
restrictions, signal aspects, switches, work zones, and hazard
detectors.
- If one of the CPUs fails, there will be no penalty application as long as
the remaining two CPUs “vote” to continue operation.
- Slot 4 is not used on Amtrak equipment.

68
Component Identification
• TMC continued:
– The three CPUs compare conditions or “vote” providing
redundancy and cross checking to calculate the train speed
and location within the track database from the data received
from two GPS receivers. If two of the CPUs vote to stop the
train, a warning will be indicated.
– Calculations are based on train speed, weight, track grade,
curvature and braking ability of the consist and are performed
once per second by each CPU. This is to predict warning and
braking distances to target objects in order to invoke a timely
penalty brake application in the event that the train is being
operated in an unsafe manner.
– Each CPU has one bi-color LED status indicator.
Green = OK Red = Fault

69
Component Identification
• TMC continued:
– Router Switch Module (RSM)
is located in slot 5 of the card file.

– The RSM-0906A module is the

communications backbone for all
the modules within the card file
as well as components external
to the card file.

– RSM 0906A Can support 9 internal connections (inside the

card file) and 5 external Ethernet connections including both
channels of cellular communication (AT&T and Verizon).

70
Component Identification
• TMC continued:
– Router Switch Module:
– Ethernet cables connect external
components to the card file:
- Cab Display Unit (CDU)
- PTC Data recorder
- Verizon and AT&T modems

– The RSM has one bi-color LED status indicator and five amber
LED indicators, one for each external Ethernet connection:

– Status indicator: Green = OK Red = Fault

– Ethernet activity illuminates each of the Amber LEDs
independently.

71
Component Identification
• TMC continued:
– The Electronic Brake Interface
module (EBI) is located in slot 6
of the card file.
– This module provides a safety
critical interface to the locomotive
penalty and emergency brake
application systems.
- EBI can also interface with the locomotive horn, however this
function is not used on Amtrak equipment.
– It is considered fail-safe and vital to ensure that during any
failure mode of the system, it will default to a penalty brake
application.

72
Component Identification
• TMC continued:
– EBI indicator LEDs:
– One bi-color LED status indicator for
each CPU interface:
Green = OK Red = Fault
- and-
– One Amber LED indicator for each
of the actions monitored by the EBI. These indicators illuminate only
when the subsystem identified is in an active state:

PEN (Penalty brake) – On when in PTC penalty.

CAB SIG (Cab Signal) – On when Cab Signal is cut in.
EMERG (Emergency brake) – On when in PTC emergency.
HORN (Not used on Amtrak equipment)

73
Component Identification
• TMC continued:
– EBI Operation protocol: Penalty Brake application:
- No single failure of the system shall prevent the ability to
initiate a penalty brake application.
- A penalty brake application shall occur when 2 of 3 CPUs
“vote” that a brake application is required.
- If 1 of the 3 CPUs has failed then either one of the remaining
CPUs can initiate a penalty brake application.
- If more than one CPU has failed, a penalty brake application
shall occur.
- If the system loses power, a penalty brake application shall
occur.

74
Component Identification
• TMC continued:
– EBI Operation protocol - Penalty Brake application:
- On EAB equipped locomotives, penalty brake application is
initiated via the Cab Signal input.
- On 26L (non EAB) locomotives, penalty brake application is
initiated via magnet valve on the #10 pipe (application pipe)
which interfaces with the P2A penalty application valve.
- In the event that a system failure occurs and the penalty
application cannot be reset, the system can be cut out via the
manual cut-out switch. Use of this cut-out is reported to the
Back Office Server (BOS) and is stored in the memory of the
CPUs for fault retrieval during maintenance.

75
Component Identification
• TMC continued:
– EBI Operation protocol - Emergency Brake application:
- If the system loses power an emergency brake application
can NOT occur.

- An emergency application can only be initiated after a

penalty application has been initiated AND when 2 of 3
CPUs further “agree” that an emergency application is
required.

- If 1 of the 3 CPUs has failed then both of the remaining

CPUs must agree that an emergency application is required.

76
Component Identification
• TMC continued:
– EBI Operation protocol - Emergency Brake application:
- If more than one CPU has failed, an Emergency Brake
application CANNOT be initiated by the system.
- Emergency application is initiated by energizing a magnet
valve connected to the brake pipe.

– An emergency brake application can only be initiated after

the CPUs have actuated a penalty application AND agree
that an emergency application is required.

77
Component Identification
• TMC continued:
– The Input Output Concentrator
module (IOC) is located in slot 7
of the card file.

– This module provides a combination

of serial and discrete interfaces to
allow the CPUs to connect to other
locomotive subsystems such as Coded Cab Signal (CCS) and
Automatic Train Control (ATC).
– The serial ports on the front of the module enable compatibility with
various locomotive makes and models.
– The IOC has one bi-color LED status indicator:
Green = OK Red = Fault

78
Component Identification
• TMC continued:
– IOC discrete monitoring:
- The discrete monitoring circuits of the IOC provide safety
critical interface between the CPUs and existing cab signal
systems by monitoring the indicators in the locomotive cab.
- This provides a means by which the CPUs can identify the
state of the cab signal or train control system while moving
along the railroad.

- Can enable the CPUs to receive information from other

external systems such as fuel monitoring, GPS receivers
and air brake communication systems, however this function
is currently not used.

79
Component Identification
• TMC continued:
– IOC discrete monitoring:
- Monitors the position of a micro
switch on the “Tamper Bar” which
is held normally closed when the
EBI, IOC and DIO cards are fully
seated. If the tamper bar is moved,
the system will log a fault. Tamper Bar

- Controls the “sleep” function of the TMC and can command

two types of signals when the system is inactive:
- CPU sleep: Commands CPUs to shut down.
- Full sleep: Commands CPUs, EBI and DIO to shut down -
RSM and IOC remain in standby.

80
Component Identification
• TMC continued:
– The Discrete Input Output
module (DIO) is located in
slot 8 of the card file.

– This module receives digital and

analog signals from the locomotive
propulsion and air brake system.
These signals are processed by an internal microprocessor and
sent to the CPUs for continuous calculation of locomotive condition.
– 24 Inputs are divided into 4 groups of circuits, with each group
sharing a common ground, but remaining isolated from the circuits
of the other groups. The groups are illustrated on following slides.
– The DIO has one bi-color LED status indicator:
Green = OK Red = Fault

81
Component Identification
• TMC continued: - DIO input groups:

- Discrete 1 through 16 are mainly train-line inputs from the locomotive MU circuits.

82
Component Identification
• TMC continued: - DIO input groups:

- Discrete 17 is actually a frequency input from the Voltage module.

- Discrete 22 – 24 are spares, reserved for future applications:

83
Component Identification
• TMC continued:
– The WLAN CPU module - also
called the Application Gateway
is located in slot 10 or in some
units, a second card file.

– This module facilitates Interoperable

Train Control Messaging (ITCM) and controls communication paths
to the CPUs in slots 1, 2 & 3. The communication signals are
processed by an internal microprocessor and sent to the CPUs for
continuous calculation of locomotive condition.
– The WLAN CPU has one bi-color LED status indicator:
Green = OK Red = Fault

84
Component Identification
• TMC continued:

– There are two Threaded Neill-

Concleman (TNC) connectors.
The upper port is the primary
Wireless Local Area Network
(WLAN) connector, the lower
port is the secondary WLAN
connector.

– Below those, is an Ethernet connector, which is used for

communication with the 220MHz Data Radio.

– Ethernet activity illuminates the Amber LED.

85
Component Identification
• Cab Display Unit (CDU):

– Provides a Graphical User

Interface (GUI) which displays
navigational and operating
information to the operator as
well as diagnostic information
and system tests for Qualified
Brightness 3&6
Maintenance Persons. Key Keys

– The soft keys below the screen enable Human Machine

Interface (HMI) for personnel to interact with the system,
i.e. initialization, crew log on, system test or diagnostics.

– Pressing keys 3 and 6 simultaneously will display the

system diagnostics screen.

86
Component Identification
• Sonalert audible alarm:

– Connected directly to the CDU to

provide an audible warning to the
operator as follows:
– There are 6 different types of
audible alerts that accompany the visual alerts:

Yellow
Yellow
Red

87
Component Identification
• Input Output Concentrator harness (IOC harness):

– Includes the Erasable Electronic Programmable Read Only

Memory chip (EEPROM) used to store critical locomotive
information such as road number, length, weight, brake and
control system - the unique “identity” of the locomotive on
which installed.
– Connects the IOC within the TMC to the various systems:
- Electronic Airbrake / Locomotive Data Bus
- GPS Receivers (2 ea.)
- PTC Data Recorder
- Cab Signal Discrete Inputs

88
Component Identification
• Discrete Input Output (DIO) harness:
– Connects TMC to the 4 groups of circuits, with each group
sharing a common ground (Slides 84 & 85). These circuits
provide input indicative of the functions initiated by the operator
at the locomotive controls as well as the airbrake sensors:
- Direction of Operation / Reverser position
- Generator Field - Engine Run
- Throttle position - Dynamic Brake
- Battery Switch Position - Pneumatic Control Switch (PCS)
- Traction Motor Current - Engine Control Switch position
- Sanding - Wheel Slip
- Locomotive Control Unit (LCU) data for EOT device operation

89
Component Identification
• Electronic Brake Interface (EBI) harness:

– Provides a connection between the following circuits:

- Cab Signal Cut In / Out input on units equipped with EAB
- Magnet valve on P2A application valve (10 pipe) on units
equipped with 26L type airbrake
- Horn magnet valve drive - Horn switch
- Emergency magnet valve - Cab Signal Cut Out switch
- Cab Signal Penalty drive

90
Component Identification

• EBI Harness:

– Includes a Cut Out Switch Module to enable cut out the

penalty, emergency and horn circuits on the locomotive in the
event of system failure. Cut Out switches are guarded and
must be sealed in position as their position is monitored by the
TMC.

91
Component Identification
• Navigation Sensor Module (NSM01):

– Contains a GPS receiver that receives satellite transmitted

data via two tri-mode antennae mounted on the roof.
– Sends GPS data to the IOC module for navigation and speed
reference:
- Verifies the speed and direction of locomotive movement by data
received from GPS satellites.

92
Component Identification
• 13.6VDC Power Supply:

– Converts locomotive battery

voltage to 13.6VDC.
- Acceptable input range:
50 - 90 Volts DC.
– Provides power to the TMC and CDU.

• 10A Dual Pole Circuit Breakers (2 ea.):

– Provide circuit protection for:

- 13.6VDC Power Supply.
- 220MHz Data Radio.

93
Component Identification

• Transducers & Switches:

– Used by DIO to monitor various
aspects of the airbrake system.
– Type and quantity vary due to
type of brake equipment used.

• EAB equipped units use one DASH 8 P32 manifold shown.

transducer to monitor brake pipe pressure.
• 26L equipped units use 6ea. (shown above) to monitor:
– Brake Pipe pressure transducer BP (2ea) – far left (2)
– Brake Cylinder pressure transducer BC – 3rd from left
– Equalizing Reservoir pressure transducer ER – 4th from left
– Atmospheric pressure transducer ATM – 5th from left
– Pressure switch to provide Cut In indication 53pipe – far right

94
Component Identification
BRAKE CONTROLLER

• Magnet Valves, 74VDC:

• EAB equipped units use 1ea.

to initiate an emergency brake
application.
– Emergency MV is energized
to release air pressure in 21-
pipe which vents BP pressure.
21
– Penalty application is achieved Pipe

through the EAB system. PTC

EM MV

Example shown: P42 air schematic

95
Component Identification
FIREMAN’S
EMERGENCY
VALVE
• Magnet Valves, 74VDC:

• 26L equipped units use 2ea:

– 1ea. to enable a penalty
brake application.
Penalty MV is de-energized to
vent 10-pipe (APPL port).
– 1ea. to enable an emergency
brake application.
Emergency MV is energized
to enable MR pressure to
activate the valve to vent
BP pressure.
Example shown: F59PHI air schematic

96
Component Identification

• Propulsion Monitoring Hardware:

• Current Module CM09:

– Monitors TM voltage and current.
– Located in the electric room P40 & P42.
• Voltage Module VM03:
– Monitors main alternator buss voltage.
– Located in the electric room P40 & P42.
• Cellular Modem (2ea):
– Provide cellular communication with TMC.
- AT&T modem
- Verizon modem
– Located in cab overhead compartment.

97
Component Identification

• Communications Hardware:

• Tri-mode Antennae (2ea):

– 3 antennae in one assembly
- GPS
- WIFI (802.11)
- Cellular
• 220 MHz Antenna (2ea):
– For communication with BOS or WSRS
and WIUs via Data Radio.
• 220 MHz Data Radio:
– Transmit and receive operation data to and
from the BOS or WSRS and WIUs.

98
Component Identification
(WI-FI)

• Block diagram:

CELLULAR
MODEM

APPLICATION PIPE (10 PIPE)

PENALTY &
BRAKE PIPE (21 PIPE)
EMERGENCY
MAGNET
VALVES

99
Component Identification

• Summary:

• Train Management Computer (TMC) - Critical computing

and restriction enforcement
• Cab Display Unit (CDU) – Visual interface for crew
• Sonalert - Audible warning to the crew
• IOC Harness - Connects the TMC to GPS, locomotive
electronic brake / air brake communication data buss and
provides inputs from the CCS or ATC systems.
• DIO Harness - Connects to train line, airbrake
transducers, and other discrete frequency inputs.
• EBI Harness and Cutout Switch Module - Interface with
CCS or ATC systems’ penalty and emergency circuits.

100
Component Identification

• Summary - continued:

• Pneumatic transducers and switch - Provide air brake

system information to the DIO module.
• Propulsion sensors - Provide operating conditions of the
propulsion system to calculate tractive effort.
• Power distribution - Circuit breakers and power supplies to
operate the I-ETMS system.
• Communications - Onboard data radio, WiFi and cellular
modems exchange information between the TMC, the
BOS and the WIUs.

101
Initialization

102
Initialization
• Before performing tests:

- Follow all Safety and

operating requirements:

- Blue Signal Protection

- Unit must be outdoors to enable
radio and GPS communication.
- Equipment secured per AMT-3.
- Engine running -
Cab car must have HEP.
- Main Reservoir pressure
charged to 130 – 140 psi.
- Brake Pipe pressure
charged to 110 psi.

103
Initialization
• Circuit breakers and Cut-out
Switches must be properly
positioned for service:
- Verify that circuit breakers PTC
DATA
are in the closed position (on).
• Data Radio
• PTC

- Verify that all three switches

on the Cut Out Switch box Cut IN Cut IN
are in the proper position
and are sealed.
• Emergency (Cut OUT)
• Penalty (Cut IN)
Cut OUT
• Horn (Cut IN)

104
Initialization
• Circuit breakers and Cut-out
Switches must be properly
positioned for service:
- Verify that switches and cut-outs
for existing systems are properly
positioned and sealed as required
and seal numbers are recorded
on MAP100 and other forms as
required.

• Cab Signal/IITS selector

• Cab Signal
• Alerter
• Overspeed

105
Initialization
• Interaction and testing of the system is accomplished by
pressing the soft keys at the bottom of the CDU.

1 2 3 4 5 6 7 8

106
Initialization
• The I-ETMS system has 5 states
of operation that are indicated on
the CDU:

– INITIALIZING
– ACTIVE
– DISENGAGED
– SLEEP AMT164

– CUT OUT

107
Initialization
• Initialization:
– Screen shown with system
disengaged, “Departure Test” and
“Initialization” menus available.
– Initialization menu is available AMT164

only when locomotive is stopped,

whether I-ETMS is in ACTIVE,
DISENGAGED, SLEEP, or CUT
OUT state. (NOT Engaged.)
– Upon Initialization command AMT164

selection, the system will provide a

prompt to ensure that the request
is certain.
• Initialization of the system will
erase any existing consist and
target (WIU) data.

108
Initialization
• Initialization - continued: AMT164
16:32:09 PT

– Upon validation, system will

prompt to select railroad:
• Select or enter “Amtrak”.
- Railroad selection is required
twice to ensure correct selection.

AMT164

– System will then prompt to select AMT164

train ID number:
• Select or enter train ID number.
– The TMC then transmits these
selections to the BOS.

109
Initialization
• Initialization - continued:
AMT164

– Upon prompt for employee ID,

• Enter ID number, then press
“Done.”

– Upon prompt for employee PIN

• Enter PIN number, then press
“Done.” AMT164

– System then transmits data to the

Back Office Server (BOS), which
validates input data.

110
Initialization
• Initialization - continued: AMT164
16:32:09 PT

– BOS validates input data. Upon

validation, BOS assembles data:
• Track Database
• Movement Authority
- Track Warrant
- Track & Time / Permits
- Authority to enter main track
- Authority to pass Stop Signal AMT164

- Temporary Speed Restrictions AMT164

• Work Zones
• Cautionary Orders
• Critical Alerts
• Programmed Train Consist
– BOS then sends the data to TMC.

111
Initialization
• Initialization - continued: 16:32:09 PT
AMT164

– Upon validation, TMC will PASSENGER

FRONT
2
prompt to modify or accept data 780 TONS
48

as displayed and will show the 48

987
10

local time. 0
90

• Operator may modify or accept.

• Operator must update data as
required and may do so only
when stopped.
16:32:09 PT AMT164

– Modified data is sent from TMC to 2

16.26
781 TONS
BOS, which is relayed to Dispatch. 987

90 MPH

– The TMC will use updated data

immediately and send it to the
BOS for processing.

112
Initialization
• Initialization - continued: 16:33:09 PT AMT164
– When initialization is complete:
- Status changes to “DISENGAGED”
- Prompt DEPART for Departure ^^^^^ Passed or Due vvvvv
Test is automatic when required.
(The I-ETMS Departure Test is separate from
the Locomotive Departure Test).

- The I-ETMS Departure Test

checks that the system is able 16:33:09 PT AMT164

to reduce BP pressure.
– When “Begin Test” key pressed, 110 PSI

the system displays: 110 PSI

- Software version check

- Initial and Current BP pressure
- Status of test

113
Departure Test
• I-ETMS Departure test: 16:33:39 PT AMT164

– This test is used to confirm that

I- ETMS is capable of actuating a 110 PSI
penalty brake application.
– If the BP reduction is less than
26 psi and if the PCS does not
open, the test fails and the
yellow DEPART flag indicates
that the test must be successfully
completed prior to operation.
AMT164
- Upon failure, the system status will
change to “CUT OUT.”
- Failure status sent to BOS.
- Corrective action and re-test are 84 PSI

required to complete the test.

– Once Departure Test is complete and
after a 10second time-out, the system
prompts “Run Audible Test.”

114
Departure Test
• Audible test: AMT164

• Select “Run Audible Test.”

- Verify that Alert was heard. 110
84 PSI
PSI

- The Audible alert must sound

clearly throughout the cab under
all conditions.
– Once the Audible Test is complete:
- Status changes to “ACTIVE.”
• MAP is displayed, showing track
profile, Warning Distance, 16:34:00 PT AMT164

Stopping Distance, Authority, etc.

– The Key below “DDA” can be selected
to for Digital Data Access:
- Track Authority Stopping Distance
- Bulletins is roughly half of
Warning Distance
- Critical Alerts
- Text messages to crew

115
Departure Test
• What has been accomplished? 16:34:00 PT AMT164

– TMC has communicated with BOS:

- Request for initialization.
- Train Consist information.
- Departure test results.
- Current software version.

– BOS has communicated with TMC:

- Track Database.
- Movement Authority. 16:34:00 PT AMT164

- Temp Speed Restrictions.

- Work Zones.
- Cautionary Orders.
- Critical Alerts.
- Train Consist.
- Software upgrades if required.

116
Mainline Display

117
Mainline Display

AMT164

18:55:00 PT ACTIVE

118
Mainline Display
• Mainline display screen provides the following indications:

• Local Time AMT164

18:55:00 PT ACTIVE
• Actual Speed
• Max Speed
• Unit number
• System status
• 1 Mile rearward
track profile
• Train consist
within profile
• 5 Mile forward
track profile

119
Mainline Display
• Mainline display - general:

• Predicted speed AMT164

19:45:10 PT
• Mileposts
• Track layout
• Stopping
Distance (SD)
- Red Line
• Warning
Distance (WD)
- Yellow Line
REDUCE THROTTLE TO NOTCH 3
• Track Authority

120
Mainline Display
• Mainline display - general:
• Throttle Position
AMT164
• MP Location 19:45:10 PT
within track
diagram
• Next Target
Authorization
with details
• Distance to
Next Target
• Energy Mgmnt
Advisory
REDUCE THROTTLE TO NOTCH 3

• Active Soft Key

Options in blue

121
AMT-3

122
AMT-3
• AMT-3 Section 7.0 outlines the operation of the various
Train Control Systems found in Amtrak operations.
• Locomotives equipped with an existing system such as
ACSES, ITCS or IITS, must receive the appropriate test for
that system as well as a test of the I-ETMS system.

7.7 Interoperable – Electronic Train Management

System (I-ETMS)

7.7.1 I-ETMS Equipment

A. Audible Alarm – Sounds when I-ETMS operating

conditions change.

123
AMT-3
7.7.1 B. I-ETMS Cut Out Switch and Breaker

1. I-ETMS Pneumatic Cut-out switch/valve

a. Pneumatically cuts out the I-ETMS system.

b. All Amtrak locomotives which operate in I-ETMS

territory are equipped an I-ETMS Pneumatic
Cut-Out switch/valve.

c. An I-ETMS Departure Test IS required when the

I-ETMS Pneumatic Cut-Out switch is transitioned
from the cut-out position to the cut-in position.

124
AMT-3
7.7.1 B. 2. I-ETMS (PTC) Circuit Breaker

a. Turns power on or off to the I-ETMS System.

b. All Amtrak locomotives which operate in I-ETMS

territory are equipped an I-ETMS Circuit Breaker.

c. An I-ETMS departure
test IS required when
the I-ETMS Circuit
Breaker is transitioned
DATA PTC
from the “OFF” position
to the “ON” position.

125
AMT-3
7.7.1 B. 3. I-ETMS System Cut-out Toggle Switches

a. Emergency Cut-Out – Cuts in/out the emergency

brake application function.
(Cut OUT on Amtrak)

b. Penalty Cut-Out – Cuts in/out the penalty

brake application function.
(Cut IN on Amtrak)
Cut IN Cut IN

c. Horn – Cuts in/out the

horn actuation function.
(Cut IN on Amtrak)
Cut OUT

126
AMT-3
7.7.1 C. I-ETMS Departure Test – PASSED
1. Record successful completion of the departure test
on the MAP 100 as follows:
a. Enter seal numbers (box 17) for electrical switch
and pneumatic cut-out.
AMT-3 Page 84 of 165 All Operations 07/03/2017
b. Enter “date” and “Time” of test (box 18).
c. Complete “Train Control Test” portion of the MAP
100; fill out ”Signature”’ “Occupation”, “Location”,
“Date” and “Time” blocks. (boxes 19-23).
d. Check the ends that were successfully tested
(boxes 15 and 16).

127
Documentation
• MAP 100 (NRPC 2947, Rev.
2018) is used to document
Daily Tests and Inspection of
each locomotive or cab car.

– Mechanical Inspection 15 & 16

17

– Brake Test 17

18
– Train Control Systems Test 19 - 23

– Approval for service

–Failure En-Route / Equipment

Condition

128
AMT-3
7.7.1 D. I-ETMS Computer Display Unit (CDU)

1. I-ETMS system states, track line, grade profile,

permanent and temporary speed restrictions,
Restricted Speed targets, Stop targets, warning time
to penalty braking and distance to target are
displayed by the CDU. In addition, the CDU is used
to initialize the I-ETMS system for operation and
acknowledge target prompts.

129
AMT-3
7.7.2 I-ETMS Operation

A. Leading locomotive must be set up in the following

manner:
1. I-ETMS Pneumatic Cut-Out switch / valve must be
sealed in the IN position.

2. I-ETMS Circuit Breaker must be positioned to the

“ON’ position.

3. I-ETMS System Cut-out switches:

a. Emergency Cut-out – Cut OUT and sealed
b. Penalty Cut-out – Cut IN and sealed
c. Horn Cut-out – Cut IN and sealed

130
AMT-3
7.7.2 B. Entering and Leaving I-ETMS Territory

1. I-ETMS territory must not be entered without I-ETMS

in ACTIVE state unless system has failed and
authority to proceed has been received in
accordance the rules.

2. When approaching “PTC Entry” track to I-ETMS

territory, engineer must select the track on which
the train is operating using the CDU.

3. When leaving I-ETMS territory, engineer must

acknowledge the “Leaving System Coverage”
prompt using the CDU.

131
AMT-3
7.7.2 C. Suppression of Penalty Application

1. Sounding of alarm when speed is above limit

imposed by I-ETMS DOES NOT require
acknowledgement.

2. Speed must be reduced prior to “WARNING:

BRAKING IN XX SEC” indication reaching “0”
seconds using the automatic brake valve.

132
AMT-3
7.7.2 D. Recovery from Penalty Application

1. When a penalty application occurs, place ABV

handle in “SUPPRESSION” position.

2. Ensure throttle is in “IDLE” position.

3. When PCS / Penalty indication turns off and train

has stopped, penalty application may be recovered.

133
Documentation

134
Documentation
• MAP 100 (NRPC 2947, Rev.
2018) is used to document
Daily Tests and Inspection of
each locomotive or cab car.

– Mechanical Inspection

– Brake Test

– Train Control Systems Test

– Approval for service

–Failure En-Route / Equipment

Condition

135
Documentation
• MAP 8 I-ETMS (NRPC 3411
06/ 2018) is used to document
Test and Inspection of the
I- ETMS system on each
locomotive or cab car that is
equipped with I-ETMS.

– This form also serves as a

worksheet when performing
Test and Inspection of the
I-ETMS system.

–Must be completed during each

Periodic Inspection, or when
reported as having failed.

136
Diagnostics

137
Diagnostics
• 7 self-diagnostic tests:

– Alert test - Tests the three annunciation cycles of the

alertness warning device.
– Horn test - Tests the ability to sound the horn.
– Penalty Brake test - Tests ability to initiate a penalty
application of the brakes.
(Ability to reduce BP pressure by at least 26 psi.)
– Emergency Brake test - Tests ability to initiate an
emergency application of the brakes.
(Ability to immediately reduce BP pressure to 0 psi.)

138
Diagnostics
• 7 self-diagnostic tests - continued:

– Tachometer Test - Tests ability to determine locomotive

speed by comparing wheel rotation speed (Pulses Per
Second) with GPS data.

– Discrete Interfaces Test - Tests discrete input values

from each of the discrete circuits monitored.

– Cab Signal Monitoring Test - Tests correct

interpretation of Cab Signal Aspects

139
Diagnostics
• To access the Main Diagnostic AMT164

screen, press soft keys 3 and 6

simultaneously:
– All interfaces should indicate green on
the main diagnostics display. Repair
interfaces showing red or yellow status.
– The test steps on the following slides
are performed to test the system as AMT164
well as to validate installation of a new
system.
– Press the key below “System Test” to
display the “Select a Test” screen.
– Select desired test from those shown
at lower left.

140
Diagnostics
– Alerter Test: AMT164

- Select each of 3 tests individually;

1 Beep test
2 Beep test
3 Beep test
- Verify that Audible alarm sounds
appropriately for each test and that
the alarm can be clearly heard
throughout the cab under all AMT164

conditions.
- Press “Done” when complete.

– Horn Test:
- Not currently used on Amtrak.

141
Diagnostics
– Penalty Application Test: AMT164

- From the System Test page,

select “Brakes”.
- The “Brakes” test screen enables
an operator to actuate a penalty
and emergency brake application. Cutout Switch: Cut-In

- The screen indicates current brake

pipe pressure and state of the penalty and emergency cut-outs.
- Until a Penalty is actuated, the “Toggle Emergency” text box will
be unavailable (gray) as emergency cannot be actuated unless
Penalty application is active.
- Once a Penalty has been activated and the 10-second Penalty set
up time has elapsed, “Toggle Emergency” will become available
when the text box changes from gray to blue.

142
Diagnostics
– Penalty Application Test: AMT164

- Verify the display indicates the

position of the Penalty Cutout
switch for both positions:
CUT-IN or CUT-OUT.
Applied

- With the Penalty Cutout switch in the Cutout Switch: Cut-In

Cut-In state, select “Toggle Penalty”

and confirm that a penalty brake
application occurs.
- Confirm that the Penalty can be Reset by placing the automatic
brake handle in Suppression and again pressing “Toggle Penalty.”
- Once reset, Recover the brake system by moving the ABV handle
from Suppression to the Release position.

143
Diagnostics
– Penalty Application Test: AMT164

- Move the Penalty Cutout switch

to Cut-Out and press “Toggle
Penalty” again. Verify that a Cut-Out

Penalty application does not occur. Cutout Switch: Cut-In

- Once the system has been in the AMT164

Penalty state for 10-seconds, the

“Toggle Emergency” text box will
change from gray to blue, enabling
selection of the Emergency
Application Test.
Toggle Toggle
Penalty Emergency

144
Diagnostics
– Emergency Application Test: AMT164

- With the Penalty Cutout switch in the

Cut-Out state and the Emergency
Cutout switch in the Cut-In state,
select “Toggle Emergency” and Cut-Out

confirm that an Emergency brake Applied

Cutout Switch: Cut-In

application occurs.
Toggle Toggle
Penalty Emergency

- Confirm that the Emergency application can be Reset by placing

the automatic brake handle in Emergency and pressing “Toggle
Emergency.”
- Once Reset, Recover the brake system by moving the ABV handle
from Emergency to Suppression (on 26L equipped locomotives) or
to Release (on EAB equipped locomotives). On 26L equipped
locomotives, it is necessary to keep the ABV handle in the
Suppression position until the PCS light extinguishes.

145
Diagnostics
– Emergency Application Test: AMT164

- With the Penalty Cutout switch in the

Cut-Out state and the Emergency
Cutout switch in the Cut-Out state,
select “Toggle Penalty” and confirm Cut-Out

that a penalty brake application does Cutout Switch: Cut-Out

not occur.
Toggle Toggle
Penalty Emergency

- Once the “Toggle Emergency” soft key turns blue, select “Toggle
Emergency” and confirm that an Emergency brake application
does not occur.

- Toggle Emergency again to Reset the system.

- Press “Done” when complete.

146
Diagnostics
– Tachometer Test: AMT164

- From the System Test page,

select “Tach”.
- Locomotive must be moved at
sufficient speed (about 3MPH)
and enough distance to indicate
Pulses Per Revolution and display
the data for comparison with GPS
Speed (in Miles Per Hour).
- While the locomotive is moving, note the PPS and the GPS speed.
The values should be the same or very close to same.
- The greater duration of continuous time and distance that the
locomotive is moved, the more accurate the wheel tachometer
MPH value will become.
- Press “Done” when complete.

147
Diagnostics
– Discrete Interfaces Test: AMT164

- Verify the status of each of the

Discrete Input / Outputs shown.

- The items shown are the four

groups of inputs which are
monitored by the DIO module
via the DIO harness.

- Verify status by reading the

status of the input, then change the
status, verify that the change
occurred and return it to the
proper position for operation.
.

148
Diagnostics
– Cab Signal Monitoring Test: AMT164

- Verify the status of each of the

Inputs / Outputs shown.

- The items shown are the Coded

Cab Signal (CCS) and the Tamper
Bar which are monitored by the
IOC module via the IOC harness.

- Verify status by reading the

status of the input, then change the
status, verify that the change
occurred and return it to the
proper position for operation.

149
Troubleshooting

150
Troubleshooting
• If the system fails, and the accessible components have
been inspected and found to be in proper condition, it will be
necessary to inspect physical connections at the modules in
the TMC as well as connections to the locomotive
subsystems.

• Let’s discuss what can be done when this occurs:

151
Troubleshooting
• Check that the PTC and DATA circuit breakers are in the
closed or ON position.

• Check the connections to the transducers and check for air

leaks on the I-ETMS manifold.

• Check that the Penalty and Emergency Cut-Out switches on

the cut out switch box are properly positioned and are
sealed.

Emergency – Cut OUT

Penalty – Cut IN
Horn – Cut IN

152
Troubleshooting
• Check that the Tamper Bar on the TMC is properly seated
and sealed. The Tamper Bar is a delicate piece and must
not be bent or damaged, preventing certain contact with the
points of contact used to monitor it’s integrity.

• Visually check the Ethernet cable connections and the TNC

connections on the front of the modules to ensure that the
connections in use are secure.

• Visually check the serial connectors on the front of the EBI,

IOC and DIO modules to ensure that they are securely
connected.

• Visually check that the LEDs on the modules of the TMC

are illuminated:

153
Troubleshooting
• TMC module LED indicators:
– The LED on each of the 3 CPUs should be green
– The upper LED on the RSM should be green
- The lower LEDs should be amber when active
– The 3 upper LEDs (1 / CPU) on the EBI should be green
- The lower LEDs should be amber when active;
- If active, the system is in penalty or emergency,
or the Cab Signal system is cut IN.
– The LED on the IOC should be green
– The LED on the DIO should be green
– The upper LED on the WLAN CPU should be green
- The Ethernet LED should be amber when active.

• A red LED indicates a failed module.

154
Overspeed Settings
• I-ETMS over-speed range
constantly varies to reflect AMT164

the route data received

from the BOS and stored
on the PTC Recorder.

• I-ETMS does not alter

existing Train Control
system settings, the
varying maximum speeds
shown on the CDU are related to the attributes of the route
stored in the PTC recorder.

• The over-speed settings of existing systems such as IITS, or

Coded Cab Signal remain the same and continue to protect
train operation.

155
Materials and Tools

156
Materials and Tools
• Under normal conditions there are no special materials or
tools required to perform a daily test of the I-ETMS system.

• Basic computer skills are required to navigate the system via

the soft keys on the CDU.

• Specific employee and/or crew identification information is

required to initialize the system.

157
Acronyms

158
Acronyms
• The following acronyms are used for components of the
Wabtec® I-ETMS system:
• ATC- Automatic Train Control • EAB- Electronic Air Brake

• BOS- Back Office Server • EBI- Electronic Brake Interface

• CCS- Coded Cab Signal • EC- Engine Control

• CDU- Cab Display Unit • EM- Energy Management

• CM- Current Module • EOT- End of Train

• CMU- Communication Management • GUI- Graphical User Interface

Unit
• GPS- Global Positioning System
• CPU- Central Processing Unit
• HMI- Human Machine Interface
• DB- Dynamic Brake
• I-ETMS®- Interoperable Electronic
• DIO- Discrete Input / Output Train Management System

159
Acronyms
• Acronyms – continued:
• TMC- Train Management Computer
• IOC- Input / Output Concentrator
• TNC- Threaded Neill-Concleman
• ITCM- Interoperable Train Control
Messaging • VAC- Volts, Alternating Current

• LCU- Locomotive Control Unit • VDC- Volts, Direct Current

• LED- Light Emitting Diode • VM- Voltage Module

• PPS- Pulses Per Second • WIU- Wayside Interface Unit

• PTC- Positive Train Control • WLAN- Wireless Local Area

Network
• RSM- Router Switch Module
• WSRS- Wayside Status Relay
• TB- Terminal Board Service

• TL- Train Line • WPN- Wabtec Part Number

160
Written examination

161
Written Examination

Written examination:
1 hour is allowed for completion of the exam.

In order to obtain an I-ETMS test certificate,

you must score a minimum of 80% correct.

If you are unable to answer a minimum of 80% of

the questions correctly, you may re-test after a
period of 30 days.

162