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По умолчанию RAPID TRANSIT SIGNALING (Alstom)

RAPID TRANSIT SIGNALING (Alstom)


Since its incorporation, GRS has furnished equipment for rapid transit (subway) lines both in the United States and overseas. This equipment has included: automatic block signals, wayside trip stops, wayside signals, all-relay and NX interlockings, coded remote control, high-frequency track circuits, cab signals, automatic train dispatching and train identity, and fully automatic train operation.

In New York City, the first subway installation was made on the Interborough Rapid Transit Lines in 1904. Many installations have been made in the intervening years on these and other lines in the metropolitan area. On the express tracks of the subways, signal systems make it possible to maintain headways as close as 90 seconds.

Starting in 1924, the company signaled subway systems in three cities in Spain. In 1927, subway signaling was placed in service on a new subway in Rochester, New York.

In 1965, GRS installed the world's first high-frequency, electronic track circuits on the Chicago Transit Authority's Lake Street Line. This was the first major improvement in track circuit technology since the original closed track circuit was invented by Dr. Robinson in 1872.

In recent years, extensive installations of GRS equipment have been installed on the rapid transit lines world-wide. Installations include Boston, Buffalo, Chicago, Cleveland, Philadelphia, New York City, Toronto, Washington, Atlanta, Los Angeles, San Francisco, Taipei, Taegu, Seoul, and Shanghai.

The rapid increase in the use of automobiles in the US during the 1920's began the demise of most trolley car systems in the country. The 1980's and 1990's saw a rebirth of this style of transit system under the guise of Light Rail Transit (LRT) systems in a number of cities. Using a mixture of traditional signaling products integrated with a number of new products, ALSTOM Signaling Inc. has participated in a number of these new projects.

RAIL-HIGHWAY GRADE CROSSINGS

GRS introduced its first highway crossing gate in 1905 utilizing a semaphore signal motor as the drive mechanism. Over the years, the company continued to improve its gate operating mechanism, right up to the Type D gate mechanism.

GRS began the serious development of rail-highway grade crossing warning systems in the early 1920's. This coincided with the rapid increase in automobile production and the beginning of a national highway system. Prior to that time, there was a variety of warning signals, typified by the wigwag and banner types.

In 1977, GRS introduced the vandal and impact resistant LEX-C™ flashing light signal made of polycarbonate resin, which was provided in both 8" and 12" sizes.

With the advances in opto-electronics in the 1990's, GRS introduced the AURORA™ product line of Light Emitting Diode assemblies for both crossing signal and gate arm lights in 1997.

PERSONAL RAPID TRANSIT

Starting in 1970, GRS began the development of a personal rapid transit system (people mover). This system was designed to transport people to points in a limited area, such as central business districts, airports, and college campuses.

In one outstanding project, GRS provided the automatic control system for the Airtrans vehicles operating at the Dallas/ Fort Worth Regional Airport. The fully automatic system includes vehicle protection, automatic operation over predetermined routes, scheduled operation, and automatic vehicle merging.


INDUSTRIAL RAILWAY SYSTEMS

Starting in 1970, GRS began the development of a personal rapid transit system (people mover). This system was designed to transport people to points in a limited area, such as central business districts, airports, and college campuses.

In one outstanding project, GRS provided the automatic control system for the Airtrans vehicles operating at the Dallas/ Fort Worth Regional Airport. The fully automatic system includes vehicle protection, automatic operation over predetermined routes, scheduled operation, and automatic vehicle merging.
One of the AIRTRANS vehicles at the Dallas/Ft.Worth Airport which transports passengers between terminals in 1973.
For many years, GRS supplied systems and equipment to mining and industrial railways. In 1962, GRS developed and installed a control system for the world's first fully automated, driver-less trains on the Carol Mine Railway in Labrador.

In 1963, GRS introduced a radio remote control system, which enabled a locomotive engineer to control his train from the ground and at distances up to one-half mile. More than 257 units were installed on 13 industrial railroads, 33 units in eight car classification yards, and 1 unit on a mainline railroad. When the market for this style equipment became stagnant in the mid-1980's GRS exited this market.

THE CORE TRAIN CONTROL PRODUCTS FOR A CENTURY

During the one hundred and fifteen years since John D. Taylor created and installed the first all-electric interlocking at East Norwood, Ohio in 1889 on the Baltimore and Ohio Southwestern Railroad, GRS and its predecessor and successor companies have produced families of switch machines, signals and relays to meet the needs of the railroad and transit properties served and to maximize the advantages of technological innovations as they became available. These devices have been an important element of all the train control systems developed during this first century and have all progressed through many improvements and renditions.

SWITCH MACHINES

The 1889 East Norwood, Ohio installation is the first known use of an electric motor performing the movement of track switch points.

The Model 2 Switch Machine was introduced in 1900 by Taylor Signal Co. and featured integrated throw and locking functions. W.K. Howe who joined Taylor in late 1900 designed a higher power motor (Model 3 motor) for this mechanism in 1902.

The Model 4, 4A & 4B Switch machines designed by Howe were a lower profile machine integrating the switch circuit controller (point detection) , throw and locking functions and was initially released by GRS in 1910. This machine has been the basis for most of the switch machine designs for the next ninety years.

The Model 9B Switch Lock introduced before 1916 evolved from the earlier Model 9A Switch Lock released in 1911 and its predecessor, Model 1 Switch Lock initially released in 1905 by GRS.

The Model 10 Handthrow Lock initially released for production in 1943 remains the standard on RR properties to this day.

The Model 7J and 7K Switch circuit controllers were first released for production in 1927 and still remain the standard for railroad and transit customers today. Earlier notable products are Model 3 Form D and Model 5 Form A switch circuit controller released in 1911.

The Model 5 Switch machine designed specifically for the NYC subway system was released in 1914 and remains the NYCT standard to this day.
The Model 9 Hand Throw machine with Lock and Detection functions was initially released in 1945, and also adapted as a Spring Switch Lock when used with the 'Mechanical Switchman'.

The Models 5E (initially released in 1958), 5F ,5G and 5H evolved from earlier models 5A (initially released in 1919), 5B, 5C, 5D to provide the interlocking functionally required by North American railroads and have maintained themselves as industry standards for decades.

The Model 6 Switch Machine, specifically designed as a fast acting trailable machine for use in classification yards, was initially released in 1926 and is still an industry standard today.

The SpeedFrater is a compact trailable machine designed for use in place of hand throw switch stands and for use in classification yards and was initially released in 1968. The SpeedFrater superceded the 'Electric Switchman' trailable and non-trailable machines released in the early1960's.

The Models 55 E and G, initially released in 1964, were designed specifically for rapid transit service featuring a low profile and weighing approximately 500 pounds making installation easier than that of the railroad standard machines. GEC/GS, a forerunner of ALSTOM in the United Kingdom, was licensed to manufacture this design in the early 1970's in the UK and Australia. This machine known as the model HW became an industry railway standard in these countries.

The most recent development in switch machine technology has been the Grandmaster line of machines initially released in 1997, featuring a universal power-brushless motor, a restorable or non-restorable latch-out mechanism, split link cam bar, and a footprint supporting easy change out in existing layouts of both the GRS and Union Switch & Signal (US&S) switch machine types. These features were included to satisfy the current requirements of rail and transit customers. Most recently the Grandmaster has been further updated for improved performance, robustness and reliability and will serve ALSTOM Signaling Inc. as the flagship of its switch machine line, promising a continuation of its reputation as a leading Railway Signaling technology innovator.


Редакторы: Admin
Создано Admin, 18.02.2011 в 20:34
Последнее редактирование Admin, 18.02.2011 в 20:34
0 Комментария , 2633 Просмотров
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