The Northeast Corridor – from Washington, DC, to Boston, MA – serves more than 100 million passengers per year and is the most heavily used passenger rail corridor in the United States. Along with other major carriers, Amtrak operates intercity commuter rail service over this corridor with modern trains operating at speeds up to 150 MPH. Today, Amtrak’s centralized monitoring and control is conducted from facilities located in Philadelphia, New York, and Boston, respectively controlling the southern, central, and northern territories of the corridor. These facilities, and the systems that monitor and control train and traction power operations, have been in service for many years and need to be modernized. Amtrak engaged Macro to conduct a comprehensive study of both the systems and control center facilities in use today, and recommend ways to improve operations, enhance security, and reduce maintenance costs.

Macro conducted extensive interviews with Amtrak employees responsible for operations, security, maintenance, and management of the agency’s systems to determine needs for new system functionality and operational improvements. Departments interviewed included C&S, ET, Transportation, Amtrak Technology, Maintenance and the CETC program staff. Macro also evaluated alternative control center sites and developed backup plans to use in the event of an emergency requiring evacuation. All conclusions, recommendations, and cost estimates were summarized in a comprehensive planning report that was presented to Amtrak management. Going forward with this project, Amtrak extended Macro’s contract to include preparation of a technical design specification for a new train control system that will replace the three aging systems currently monitoring and controlling Corridor service. Macro also supported Amtrak with selecting a supplier for the new system and is currently engaged with technical support during system implmentation. When completed, Amtrak’s Northeast Corridor service will realize the benefits of a modern train control and traction power SCADA system with improved functionality, simplified maintenance, and improved communication with neighboring railroads.

Macro is serving as a specialty consultant working under MARTA’s in-house consulting organization, the Metropolitan Atlanta Transportation Consultants (MATC), for replacement of MARTA’s existing Train Control System (TCS) that monitors and controls Atlanta’s extensive heavy rail network. In this capacity, Macro is responsible for the design of the central office equipment and its interfaces to field equipment and other MARTA operational support systems. This project included an extensive Business Process Review (BPR) of 20 of the most critical operations control center (OCC) processes. Macro examined and diagramed MARTA’s current processes and recommended improvements based on: (1) new OCC staff and responsibilities, (2) the application of modern technology, and (3) best industry practices. Process improvement revisions were diagramed and extensively reviewed with MARTA management to arrive at a final design for the processes. The project also included a Requirements Definition phase in which Macro interviewed TCS stakeholders and prepared an extensive list of prioritized needs for the new system. Currently, Macro has finalized a technical specification for procurement of the TCS Replacement System. Macro will continue on future phases including bid evaluation and technical support during construction.
An additional consulting assignment involves design of new primary and backup OCC facilities for rail operations. MARTA is planning to move their rail operations to a new multi-modal facility at a site to be determined. Macro prepared the ideal floor plan for the rail mode that includes space for all existing and planned new heavy rail users as well as future rail modes including light rail and commuter rail. All ancillary spaces were also included such as a computer/communications room, a situation room, lockers, eating area, and break room.
 

SEPTA engaged Macro Corporation to design a state-of-the-art Railroad Division Control Center (RRDCC), centralized traffic control (CTC) system, and a new traction power control (Power SCADA) system. Prompting this undertaking was SEPTA’s desire to retire field towers and centralize their operation. An engineering study was initially conducted, which examined existing conditions, defined future operations, and considered future expansion of the rail territory. The study included a conceptual design and addressed the following key issues:

•  Evaluation of alternative sites for a new RRDCC facility; this analysis also included the location of an Emergency Backup Control Center.
•  Development of functional requirements for the CTC and SCADA systems.
•  Integration approaches to the existing wayside equipment for centralized operation.
•  Communications requirements of the RRDCC including an extension to and alternate path routing of SEPTA's fiber optic network to support the RRDCC operations.
•  Design of an Integrated Communications Switch system to consolidate all telephone, radio, public address, and visual messaging systems.

Macro continued to work with SEPTA’s engineering staff to design the RRDCC theater layout, considering the CTC and Power SCADA system requirements and staffing solutions. The RRDCC control room theater includes two rear projection status boards totaling 26 screens, which depict the operation of trains over the Regional Rail territory and the status of the traction power network. Macro also assessed the number of operational positions needed in the RRDCC, the quantity and usage of consoles and facilities for support personnel. Particular emphasis was given to a host of ergonomic considerations, as these design elements are crucial to the successful use of the facility. Macro has completed three sets of procurement specifications – one for the RRDCC facility, one for the CTC and Communication system, and one for Power SCADA system. The CTC and Communication system were awarded to ARINC who managed the project and who engaged multiple subcontractors to supply portions of the contract. The SCADA system was awarded to QEI. Macro has recently successfully completed our assistance to SEPTA on these important projects.
 

In 1999, San Diego County’s Metropolitan Transit Development Board (MTDB), then the parent organization of the San Diego Metropolitan Transit System now incorporated under the San Diego Association of Governments (SANDAG), engaged Macro to provide a feasibility study for a new Central Control Facility (CCF) for its Trolley operations. The new CCF was required to have full train tracking capabilities over the entire territory and be able to monitor traction power and passenger station facilities. The primary goal of the study was to determine the facility design and equipment requirements for a new control center that would use modern technology to support the San Diego’s expanding rail operations.

To support this goal, Macro screened several candidate sites to determine which would be suitable facilities for the new control center. A secondary goal was to determine the future computer and communications projects that would be required to modernize monitoring and control of the rail network. The first aspect of this study was to perform extensive on-site interviews with client personnel including management, operations and maintenance staff. As a part of this effort, the operating philosophy of SDTI was studied and documented. In order to provide a complete understanding of SDTI’s philosophy, an extensive on-site review of the dispatch and control center was conducted under various operating conditions. Flowing from that early work, San Diego Transit now enjoys a modern control center and will soon take delivery of a new CTC/SCADA system that will fully support the staff's operational needs.

NJ Transit engaged Macro for the design, purchase specification development, bid evaluation, and construction management for a new Train Control and Management/Supervisory Control and Data Acquisition System (TMAC/SCADA) to be installed in NJ Transit’s rail operations control center. NJT was planning a move to a new 50,000 square foot control center located at their Meadows Maintenance Complex. The new system will monitor and control trains on the Morris & Essex Line, Main Line, North Jersey Coast Line, Raritan Line, and Atlantic City Line Districts.

Dispatchers and Controllers are presented with full-graphic color displays of each District’s territory, permitting them to monitor train movements and delays, verify train ID’s upon entrance to the territory, establish routes either directly or via a route storage function, and view the status of electrification outages reported via an interface to the Traction Power SCADA function. Full display and control of substations is provided for Traction Power Dispatchers in a separate region of the control center. Interfaces with neighboring rail agencies will permit identification of traffic entering and leaving NJ Transit’s territory. Overviews of train and traction power status are presented on projection display status boards.

Interface with NJ Transit’s corporate network enables the exchange of crew and consist data, schedules, and other data affecting train operations. This interface also permits timely availability of information concerning incidents, train delays, and customer information required by other NJ Transit personnel. NJ Transit’s train sheet, Form D’s, bulletin orders, and other reports are automated to reduce Dispatcher workload. The system includes information storage and retrieval as well as simulation and playback capabilities for operator review and training. Macro also produced separate specifications for consoles, the projection display status board, and an Integrated Communications Switch system.

Macro worked closely with the NJ Transit project team to identify the system requirements, and then documented the requirements in the form of a detailed functional technical specification. Macro assisted the NJ Transit team in bid evaluation, vendor selection, and implementation project/contract management, and factory testing of the integrated system. Macro also assisted NJ Transit in the procurement of control center consoles and display projectors for the new facility. Throughout the procurement process, Macro continued to evaluate NJ Transit’s needs to ensure that the new system meets their objectives.
 

Under a separate, but related contract, Macro worked with NJ Transit’s architectural design firm to establish the design criteria, floor layout, and personnel assignments for a new, 50,000 square foot control center. Macro assisted in the site selection process and prepared the 30% design specifications for the control theater, which allowed NJ Transit to undertake this project on a design-build basis. Today, the facility and the TMAC system, consoles, and projection displays are complete and in full operation.

The MBTA engaged Macro Corporation to provide engineering services for all phases of a project that will design, procure, and commission a new SCADA system to monitor and control electrical power distribution for the Boston subway, known locally as the “T”. MBTA substations provide traction power for the Red, Green, Orange, and Blue heavy rail lines and the Silver Line BRT. The 64 substations each have a Remote Terminal Unit (RTU) that allows the switchgear and other equipment at the substation to be monitored and controlled from the Power Control Center on High St. in downtown Boston. The SCADA system, which communicates to the substation RTUs, provides the means for Power Dispatchers to manage power distribution operations from their consoles at the control center using desktop graphical display screens. The new SCADA system provide s enhanced processing speed and power, functionality, communications, and reliability, as compared to the prior system.

Macro met with MBTA technical, operations, and management staff to review power control operational procedures, and to identify required and desirable attributes of the replacement system. The next step was to research available products and suppliers that could fulfill MBTA needs and to arrange system demonstrations at MBTA offices. The objectives of the demonstrations were to update MBTA staff on state-of-the-art SCADA capabilities and to determine how best to maximize the return on MBTA’s investment in new technology within the available project budget.

Macro summarized findings and recommendations regarding the replacement system in a high-level design memorandum. The memorandum outlined the scope, conceptual design, and cost of the procurement contract, including enhanced features to facilitate power operations and improve the interaction of power dispatch with other MBTA departments. The design memorandum also provided detailed plans for subsequent phases of the transition to a new SCADA system --- starting with manufacturing and continuing through testing, installation, and final cutover of the new system to revenue service.

Based upon the design memorandum, Macro next prepared technical specifications and drawings to define and control the procurement process. Macro submitted this material to MBTA and conducted review sessions with staff. Macro also assisted MBTA in the evaluations of proposals, contract negotiations, and in management of the contract from award through commissioning and contract closeout. The new SCADA system is now in place and performs to the satisfaction and benefit of Power Dispatch operations.
 

The Los Angeles County Metropolitan Transportation Authority (LACMTA), through its predecessor organizations the SCRTD and the LACTC, retained Macro as a specialty subconsultant to their engineering design teams for a comprehensive set of consulting services. These service contracts covered the SCADA systems and field equipment for four Metro Rail transit lines, the Blue, Green, Red and Gold Lines. Our firm’s involvement with these important projects extended from early planning work in 1982 through final design, contract management, and field startup ¯ a period of over 20 years. Macro’s specialized knowledge of real-time computer systems and our staff stability, experience and continuity, provided unique benefits to the MTA as they executed the difficult tasks associated with new-start rail facilities. The Metro Blue Line work included a complete design of the user interface displays and reports that were associated with the new SCADA system. Macro interacted closely with MTA personnel to develop a user interface that met operational needs and represented the best modern industry practices. SCADA functions included monitoring and control of the traction power/passenger station facilities as well as tracking and routing of trains. Macro’s Blue Line work included the transit industry’s first application of projection display technology for overview displays of train operation.

When the Metro Green Line was to be added to the Rail Control Center, Macro was again called in to design upgrades to the Blue Line SCADA so that it could accommodate the Green Line remote terminal units (RTUs). These RTUs were to monitor and control Green Line traction power substations and safety facilities associated with the right-of-way. During this contract, Macro also designed important upgrades to the control center facilities.

Macro’s work on the Metro Red Line subway also extends back to the early 1980’s. We were given the primary responsibility for the SCADA specification within Contract A-640 that included all computer and communications disciplines. In addition to train and traction power monitoring and control, Macro services included the design of an emergency ventilation function and user interface that automated the safe evacuation of patrons in the event of a tunnel fire. We participated in all project phases including proposal evaluation, contract management, factory tests, and extensive and time-critical field integration tests leading to successful commissioning of the system.

More recently, Macro was again engaged by the MTA for an extensive modernization of the Blue Line SCADA/CTC system to additionally include the new Gold Line LRT. The new platform would give the MTA a solid foundation for on-going support of evolving rail operational needs as well as future growth of the rail network.