If it isn’t broke, why fix it? Conventional signaling has been working effectively for years — everyone’s familiar with it, maintenance workers know how to fix it and it’s been reliable and safe. Upgrading a system may seem like jumping into the abyss of the unknown but more and more agencies are going forward with advanced technology because of the benefits it offers.

If the system has assets that the agency has been invested in for more than 50 years, there needs to be a reason to make a change. Often it’s running out of capacity or improving safety and reliability. Bill Moore, director of business development for Alcatel Transport Automation U.S., suggests, “... if you know your system and you know you can get it updated, it’s very hard to change your mind and try and put something entirely new in there. Your people are trained on the old system, you know it works and you know you can get spare parts. It’s comfort with what you know.”

A New Era for Signaling

The introduction of solid-state electronics and microprocessor-based interlockings in the 1980s was the beginning of a new era for signaling. Going from hard-wired circuitry to computer software, modifications could be accomplished by reprogramming as opposed to going in and rewiring. There are also many more enhancements available that are simply not possible with electro-mechanical devices.

The technology available allows the signaling systems to have an integrated approach, to be a subsystem within one integrated system. Aashish Gupta, vice president of rail automation of Seimens, says, “Basically you end up with a spaghetti-like system which is not only difficult to maintain but the costs show up when you try to expand. If you try to extend a line then you end up doing open heart surgery through these systems.”

He explains that light rail systems typically have six or seven discreet systems, each with its own operating systems, procedures, manuals — no interconnectivity. Not only is it more expensive to expand a line with this set-up, these separate systems are more difficult to maintain. One integrated system with common user interfaces and common communications simplifies diagnostics.

Safety First

Gupta adds, “The technology exists and there are examples where this has been put to use ... but people are adverse to changing something that has worked well.” Many people are apprehensive because signaling is a vital system and no one wants to jeopardize safety.

Automated systems have proven their safety and reliability. Moore explains, “Our systems allow trains to operate with a high degree of safety with no operator on board, do everything they need to do … through our software.” The trains are all in radio communication with each other so the speed and position of the trains are closely monitored. Efficiency is improved as trains are able to have closer headway and fewer delays.