PRESS Mechanical Group Electronically Controlled Pneumatic Brake Project PRESS Mechanical Group Paul Jamieson, chair ECP Brake Sub-working Group PRESS Mechanical Working Group APTA Standards Program North American Transit Services Association of The American Public Transportation Association 1300 I St. NW Washington, DC 20008 December 9, 2015

Agenda What is ECP? Program Accomplishments and Schedule Standard Development Status Acknowledgements

What is Ecp?

Electronically Controlled Pneumatics ECP Electronically Controlled Pneumatics Cable based service and emergency brake control Pneumatic emergency available via brake pipe Monitoring of brake operation provided Origin Based on AAR S4200 cable based electronically controlled pneumatics for freight brake applications

ECP – NGEC origin NGEC Origin During the development of the Bi-level technical specification, it was discussed if ECP brake control could replace the usage of the 26 C control equipment Technical concerns were discussed that relate to passenger car operation that the AAR freight configuration would not address Resolution – All NGEC technical specifications would state ECP ready APTA agreed to develop the passenger ECP standards

What does ECP replace? Replace existing 26 type brake control With next generation of ECP brake control Courtesy of Amtrak Courtesy of Wabtec Courtesy of NYAB Courtesy of Wabtec

Why does passenger ECP need to be different? Freight requires that the entire train be ECP equipped Passenger ECP must be capable of working with conventional passenger brake control mixed in the same consist Passenger equipment utilizes main reservoir pipe pressure for brake cylinder supply The brake cylinder pressures used by passenger are different than freight

ECP benefits Provides state of the art technology for brake control Maintenance intervals should be increased Better train handling regardless of train length Improved fuel efficiency for long trains such as Autotrain service Train length no longer limited to 24 cars when the train is fully ECP equipment Train brake status is displayed to the engineer

What is emulation mode? Emulation Mode – allows the brake control to operate with the same characteristics as the 26 brake control Utilizes the existing car battery for the power source rather than the ECP trainline cable Allows the brake control equipment to be easily changed from ECP to emulation without a car level maintenance activity

Car equipment configuration

Train equipment configuration

Program Accomplishments and Schedule

Major work packages Module Design Safety Analysis FRA Waiver Testing Component Emulation Revenue Interoperability Full ECP Revenue Safety Analysis FRA Waiver APTA Standards Development Federal Regulation

Emulation test status Four coaches (2 – NYAB and 2 – Wabtec) were equipped with passenger ECP brake control and tested to a modified Amtrak single car test Static train test was conducted at the Penn coach yard with a existing locomotive and cab car. Cars were then placed into the Keystone service (Harrisburg – New York)

Emulation test status Four ECP Emulation Amfleet cars have been in revenue service for over 16 months (mileage as of 11/09/2015) 82610: 205,890 miles 82637: 200,224 miles 82629: 190,255 miles 82628: 186,622 miles All cars have completed four 120-Day Preventive Maintenance intervals successfully Failures 82610 failed control valve with failure analysis results of foreign contamination in the valve (not related to ECP components) 82628 failed ECP battery due to low battery voltage (identified product enhancement for passenger service to be incorporated in performance standard)

ACS-64 670 loco conversion

Cab car 9644 electronic brake conversion Cab Configuration Pneumatic Operating Unit and Sound Deadening Enclosure Cab Handle Unit with Pushbuttons and Display

Test program schedule

Test program schedule

Test program schedule Emulation Test - continue to monitor cars in revenue service Cab Car Modification – completed installation of electronic brake control required to interface with ECP equipment Performance functionality completion – Q1 2016 ACS 64 Locomotive delivered with ECP installed – Q1 2016 (last Siemens locomotive to Amtrak) Interoperability testing between NYAB and Wabtec – demonstration May 2016 - NYAB Watertown, NY Testing at activities – Amtrak Penn Coach Yard Philadelphia Q3 2016 ECP equipment installation and software installation Conduct static train tests (similar to emulation) Conduct dynamic train tests on NEC Submit final report for revenue service consideration

Test committee members Jennifer Bastian – IDOT Brendan Crowley – NYAB Jamie Dewberry – Wabtec Jay Gilfillan – BLET Paul Jamieson – Interfleet Technology Frank Maldari – LIRR Bob Lavell – NJT (Alternate Frank D’Angelo) Willy Minnick – MARC Amit Sahadeo – MNR Momoko Tamaoki – Caltrans Ron Truitt – Amtrak

FRA test waiver submittal content Per 49 CFR 238.111(b) for pre-revenue service, the following information was included in the request Identification of draft standards required In accordance with 49 CFR 238.105 safety analysis Safety Risk Model Preliminary Hazard Analysis Failure Mode Effect Critically Analysis Operation & Safety Hazard Analysis Emulation test status and report Test committee membership by organization affiliation Draft test plan Specific waiver requests

FRA Test Waiver Submittal Content Specific waiver requests – detail listing §238.105 (c) (d) & (e) Train electric hardware and software safety §238.107 Inspection, testing and maintenance plan §238.109 Training, qualification and designation program §238.311 Single car test §229.315 Operation and maintenance manual §229.317 Training and qualification program §229.319 Operating personnel training

FRA test waiver submittal status Test waiver – submitted July 24, 2015 Test waiver – issued docket FRA 2015-0078 on August 4, 2015 60 day comment period now ongoing Initial FRA comments received and under review

Standard Development Status

Standard development status These standards will be required for a fully implemented product (AAR equivalent) Function Performance (AAR S4200) – complete Q1 2016 Emulation Performance – 26C brake (no AAR equivalent) – complete Q1 2016 Cabling and Junction Boxes (AAR S4210) – minor changes – complete Q2 2016 Power Supply (AAR S4220) – no changes are identified – complete Q2 2016 Intratrain Communications (AAR S4230) – update after dynamic test completion – complete Q4 2016 Approval Process (AAR S4240) – new function for APTA – complete Q3 2016 Distributed Power (AAR S4250) – not required at this time Interoperability Test (AAR S4260) – draft required Q1 2016 – complete Q3 2016 System Configuration Management (AAR S4270) Single Car Test (AAR S4286) – includes emulation and ECP functionality – draft Q2 2016 – complete Q4 2016 Notes: Standards will be balloted through APTA PRESS process including public review. All standards are required prior to obtaining CFR inclusion.

Acknowledgements

PRESS ECP brake sub-working members Paul Bender – Wabtec Brendan Crowley – NYAB Jamie Dewberry – Wabtec Adam Eby – Amtrak Jay Gilfillan – Amtrak representing BLET Jeff Gordon – FRA Mark Hartong – FRA Paul Jamieson – Interfleet Technology Bryan McLaughlin – NYAB Michael Naylor – Wabtec Gary Rogers – NYAB Daniel Rice – Wabtec Martin Schroeder – APTA Ron Truitt – Amtrak Steve Zuiderveen – FRA Test committee members at work Sanford, FL

Thank You