METRO RAIL DESIGN CRITERIA SECTION 10 OPERATIONS

Transcription

1

2 SECTION 10 OPERATIONS

3 TABLE OF CONTENTS 10.1 INTRODUCTION DEFINITIONS OPERATIONS AND MAINTENANCE PLAN 5 Metro Baseline 10- i Re-baseline: 06/15/10

4 10.1 INTRODUCTION OPERATIONS Transit Operations include such activities as scheduling, crew rostering, running and supervision of revenue trains and vehicles, fare collection, system security and system maintenance. This section describes the basic system wide operating and maintenance philosophies and methodologies set forth for the Metro Rail Projects, which shall be used by designer in preparation of an Operations and Maintenance Plan. An initial Operations and Maintenance Plan (OMP) is developed during the environmental phase and is based on ridership forecasts produced during this early planning phase of a project. From this initial Operations and Maintenance plan, headways are established that are to be evaluated by a rail operations simulation upon which design and operating headways can be established to confirm operational goals for light and heavy rail systems. The Operations and Maintenance Plan shall be developed in order to design effective, efficient and responsive transit system. The operations criteria and requirements established herein represent Metro s Rail Operating Requirements / Criteria applicable to all rail projects and form the basis for the project-specific operational design decisions. They shall be utilized by designer during preparation of Operations and Maintenance Plan. Any proposed deviation to Design Criteria cited herein shall be approved by Metro, as represented by the Change Control Board, consisting of management responsible for project construction, engineering and management, as well as daily rail operations, planning, systems and vehicle maintenance with appropriate technical expertise and understanding DEFINITIONS Active fleet Alignment Classification Auxiliary tracks Base Headway Civil design speed (civil speed limit) Consist Portion of the total fleet which is available for revenue service, including peak vehicle requirements, ready reserve and maintenance spares. Metro uses definitions adopted by the California Public Utilities Commission concerning classification of a rail alignment. Pertinent classifications include exclusive, semiexclusive and non-exclusive. Tracks other than Main Line tracks. This refers to the off-peak standard time interval between trains. Often, the base headway is considered to occur during weekdays at mid-day times. The design speed, which derives from the guideway geometry. The makeup or composition of cars of a train. Metro Baseline 10-1 Re-baseline: 06/15/10

5 Crossing (track) Crossover Derailment Design Headway Dwell time Gap train/ready Reserve Train Gauntlet track Grade crossing Guardrail Headway Hold track Main Line tracks Maintenance of Way access points Maximum Consist Length MIS A special trackwork unit, assembled from rails and frogs that allows crossing of two tracks at the same level (at grade). Track with two turnouts, which provide connection between two other tracks. Incident in which one or more wheels of a transit vehicle unintentionally leaves the rails. The Design Headway is the closest interval of time between trains that could be operated. The period of time measured from the instant a train stops at a station/terminal until the instant it resumes moving. A reserve train stationed at a designated non-revenue track or maintenance facility ready to enter into revenue service to provide consistent delivery of service. Metro uses these trains to fill-in service when a train is delayed, incurs a mechanical problem and to accommodate special events: sporting events, community services, dignitaries. A Structure consisting of two tracks built with overlapping Running Rails; a rail of one track falling between the rails of another track. In Metro rail system it is a place, where a street (any roadway with vehicular traffic) or a pedestrian walkway is crossing Metro track (tracks), which are on a street level (at-grade). A special trackwork unit an additional rail, installed inside the gage to guide the flange of the wheel in sharp horizontal curves (restraining rail) or additional protection in case of derailment on structures (emergency guardrail). The time interval between the successive trains, moving in the same direction on the same track. Common terms applied to headway include Base headway, Design Headway, Operational Headway, Peak Hour Headway and Off-Peak Headway. An auxiliary track in a Yard or a passenger station to temporarily hold the car or train awaiting disposition order. Tracks, used for regular scheduled train operations under the Central Control The places along the guideway/alignment, where Metro Maintenance of Way personnel may enter the Right-of-Way from public street or another roadway. This refers to the maximum number of cars of a consist. For light-rail transit, this will be 3-car trains of approximately 270 feet in length. For heavy-rail transit, this will be 3 married paircar trains of approximately 450 feet in length. Major Investment Study Metro Baseline 10-2 Re-baseline: 06/15/10

6 Off-Peak Headway Operating Headway Operating Margin Overhead /Contact System (OCS) Scheduled Operating speed Operators Transition Point Operators Dispatching Office Peak Hour Headway Pocket track Pre-Revenue service The Off-Peak Headway refers to the scheduled time interval between trains operating at times other than the Peak Hour. These typically are established based on ridership levels, and not to exceed a minimum service level determined by Metro policy. Operating Headway, for light-rail transit, refers to the reliable train movement based on the schedule as established by the Operations and Maintenance plan Refers to a measure of time between Design Headway and Operating Headway. The Operating Margin is the interval of time available for scheduled service to respond to variations in time for operating a train over a line and reflects the level of flexibility a train line has to maintain a schedule or return to a published schedule. Overhead Contact System is an overhead contact wire and its support system providing traction power to rail vehicles through suspended contact wire. An authorized operating speed based on schedule headways and train control speed codes. Scheduled operating speeds can not exceed the civil design speeds. A location within the Main Line, where a train operator can be relieved en route; includes a short platform and may be located or close to a Yard. A location within the Operations and Maintenance Facility, where operators report for work. The dispatch office is located in close proximity to employee welfare facilities. The headway required to provide a system capacity sufficient to carry projected peak hour peak direction ridership at the peak of the load point of a line or branch for a given design year. The design of the systems shall meet the short term headway needs for the opening day of revenue and also the long term requirements which will take into account potential expansion of the system and growth in ridership. An auxiliary track, located between Main Line tracks and connected to both Main Line tracks at both ends (run-through pocket track) or at one end only (stub-end pocket track) with a length, sufficient for a maximum length consist; may be used for trains to pass, meet, as a crossover (run-through only) and also to hold a train. The minimum 12 week period prior to beginning of revenue service on a new line or line extension, in which the project is tested for compatibility, stress, and which trains are operated on a simulated revenue service schedule; however, passengers are not permitted aboard trains. Metro Baseline 10-3 Re-baseline: 06/15/10

7 Push button operations Quad gates Remote control and operations ROC Run-around track Run-through track Scheduled Operating speed Siding track Single track operations Speed codes Special trackwork Stand alone push button unit Storage track Stub-end track Method to operate turnouts and signals using the stand-alone electrical switch (button) located at the turnout; train operator may change the position of the turnout switch by pushing the button through the open cab window prior to proceeding through the turnout. An arrangement of crossing gates, which prevents road vehicles from moving around the closed gate, by installation of gates on outbound traffic lanes as well, as on inbound lanes, both sides of the tracks; simple grade crossing of the roadway without center divider requires four gates. Method to operate turnouts and signals from remote location, such as central control facility; in Metro Rail System it is ROC for Main Line or Yard Control in a Yard. Rail Operations Center-location from which mainline operations are authorized, controlled and directed A Yard track, which connects all the rail facilities in a Yard to each other and to Yard Leads; no storage, hold or maintenance of rail vehicles are allowed on a run-around track. A track, where rail vehicle or a train may enter at one end and exit through another track. An authorized operating speed based on schedule headways and train control speed codes. Scheduled operating speeds can not exceed the civil design speeds. An auxiliary run-through track, located alongside the main tracks and connected to the adjacent main line tracks at both ends; may be used for train to pass and meet (cannot be done without siding on a single track line) or to hold a train Operations within defined limits governing bi-directional train movement over a single track on the mainline. Maximum speed limits for particular segments of the line, established by automatic train control system. Trackwork, which consists of more than two rails and ties. A device to house an electrical switch (button) for push button operations. A track designated for long term, overnight and mid-day layover of consists or single car when not in service. A track, where rail vehicle or the train has to enter and exit from the same end; a bumping post is usually installed on the other end of this track. Metro Baseline 10-4 Re-baseline: 06/15/10

8 Supervisory Control And Data Acquisition (SCADA) Tail track Temporary Terminal Station Terminal passenger station Train Trunk Turnout Vehicle hold Vehicle storage Supervisory Control and Data Acquisition (SCADA) is a system, which collects data from various sensors, located in a guideway, Yard or other remote locations and sends this data to ROC for management and control; among others, fire and intrusion protection are controlled by SCADA in Metro Rail system. A stub-end track located beyond a terminal station. Tail tracks are used for multiple purposes, including maneuvering a train from one mainline track to another and in conjunction with crossovers, storing gap trains, and provide safe braking distances and typically not intended to be used for trains occupied by passengers. A station at the end of a line where it is known that a further extension of line will occur, or is planned to occur. The term temporary as used within this context refers to a period not expected to exceed three (3) years since the beginning of revenue service operations. A passenger station, located at the end of a rail line. A rail car or a group of coupled cars, operating on a Main Line under train control rules; may be under central, automatic or local train control rules. Trunk refers to the main line track having multiple lines operating upon it, including the junctions connected to branch lines. A special trackwork unit, which include switch, frog and connecting track; used for connecting two tracks. Short term storage of rail vehicles or a train awaiting service in a Yard or as a Gap Train in a siding, pocket or hold track on a Main Line. Overnight, mid-day or long term storage of rail vehicles OPERATIONS AND MAINTENANCE PLAN 1. A comprehensive operations and maintenance plan shall be developed and maintained throughout each project planning and development phase, including: MIS, Alternatives Analysis (draft and final), Planning and Environmental Documents, Conceptual Engineering, Preliminary Engineering, Final Design and during Testing and Commissioning. 2. Metro s vision is to provide a world class transportation system; one that is safe, clean, reliable, responsive, on-time, and courteous. This vision is carried forward in the Long Range Transportation Plan (LRTP) and operational objectives cited herein are supported by that LRTP. 3. Included in the LRTP is the operational goal that new rail systems shall support a safe, reliable, consistent and schedulable Operating Headway. Metro Baseline 10-5 Re-baseline: 06/15/10

9 4. Operating headways are the basis by which the Operations and Maintenance Plans shall be developed, and eventually all systems and infrastructure support, and shall be sufficient for maximum consist lengths operating at fully loaded passenger capacities. 5. Included in the Operations and Maintenance Plan shall be a Systems Impact & Mitigation Report. See Section To achieve the LRTP vision, all aspects of system operations and maintenance (O&M) planning, and the O&M Plan, shall be consistent with the following objectives: SERVICE: 1. Provide a rail public transportation system that is consistent with the Los Angeles County Metropolitan Transportation Authority, LRTP assumptions, whereas, all operational systems, including trackwork, Automatic Train Control system, Traction Power Substation system and others shall be designed and constructed to reliably support a scheduled and functional Operational Headway. a. Light-Rail - The Light-Rail Operational Headway shall be as defined by Operations and Maintenance Plan and consist of not greater than 5-minute interval of time between trains for single-line normal operations, not greater than 2-1/2 minute interval of time in trunk segments and through junctions. The Light Rail Design Headway shall be as defined by Operations and Maintenance Plan and consist of not greater than 200 seconds for single-line normal operations, and not greater than 100 seconds for trunk segments and through junctions. b. Heavy Rail - The Operational Headway shall be as defined by Operations and Maintenance Plan and consist of not greater than 4-minute interval of time between trains for single-line normal operations, not greater than 2-minute interval of time in trunks and through junctions. The Heavy Rail Design Headway shall be as defined by Operations and Maintenance Plan and consist of not greater than 168 seconds for single-line normal operations, and not greater than 84 seconds for trunk segments and through junctions. 2 Where trunk operations are proposed, provide Operating Plans enabling compatible train movements among the related branch lines. Branch lines shall have equal and matching Operating Headways. Or, if proposed Operating Headways are not equal and matching, the larger operating headway shall be divisible by the smaller operating headway and result in a whole number (i.e. A 10 minute larger operating headway divided by a 5 minute smaller operating headway results in an integer number 2.0. A 15 minute larger operating headway divided by a 5 minute smaller operating headway results in an integer number 3.0). 3. Provide a system with sufficient operational flexibility to navigate emergencies, unplanned events, and planned track and systems maintenance. Metro Baseline 10-6 Re-baseline: 06/15/10

10 4. Provide all necessary infrastructure and systems to enable safe reliable operations at planned revenue service levels without delays and in an efficient manner for passengers. 5. Provide an attractive level of service generally exceeding that of buses. 6. Provide speed competitive with the automobile in peak hours. 7. Provide immediate or future expansion to meet expected future capacity. 8. Cause only acceptable environmental impacts and, where possible, enhance the environment through improved transit service as compared to the No Build option. 9. Attract ridership to support the operation and maintenance budget. 10. Provide an operating system that can be operated efficiently using limited resources; equipment, labor, and available funding MAINTAINABILITY: 1 Provide systems that are redundant so that in-service maintenance can be accommodated without the loss of essential services or systems necessary for efficient rail operations. 2 Provide a life cycle cost analysis; including capital investments, operating, maintenance cost, labor cost and periodic overhaul/rebuilding costs. 3 Use historically proven technology requiring minimum developmental efforts. 4 Be suitable for staged construction and capable of being expanded without significant disruptions in service. 5 Offer minimal implementation difficulties for an initial operating segment. 6 Be compatible with other existing and anticipated transportation system elements OPERATIONAL FLEXIBILITY: Light-Rail Service: Provide an infrastructure and systems design configuration that supports operational flexibility and ease of maintenance in order to minimize service disruptions. Provide two tracks to allow for unopposed operation of revenue trains in either direction. A gauntlet track or single-track alignment shall not be used at any point in normal revenue service. Provide a track alignment that can support failure management and single track operations around disabled trains by means of overtakes or operational storage tracks (pocket tracks, sidings, or spurs) along the alignment to remove revenue service obstructions. Metro Baseline 10-7 Re-baseline: 06/15/10

11 Provide special trackwork to support single track operations. As defined by the OMP, designer shall determine locations to place crossovers with a goal to achieve a 10-minute single track or less operational headway. Designer shall work with Metro Rail Operations and Construction entities in the outset of initial project development phase, as well as at times when alternative design options are considered. Should simulation results exhibit performance not achieving this criterion, the designer shall continue to work with Rail Operations and Construction to develop satisfactory alternatives. Metro Rail Operations and Construction entities shall make final determination of crossover locations based upon objectives to assure a safe system reflective of Fire, Life Safety requirements, environmental concerns, respond to unplanned service disruptions, support late-night operational and preventive maintenance activities, available resources, and other considerations. At junctions or tie-ins with other lines, grade separation(s) shall be constructed at the points of opposed convergence (no face to face train meets shall be permissible in the normal direction)... Alternatives will be considered provided that necessary trackwork and systems enabling successive normal direction train movement(s) to clear junction, from respective stopped position at junction interlocking control point(s), can be achieved in a time specified by the OMP, but no more than 68 seconds (2/3rds Design Headway for Trunk Segments). Alternative design solutions shall be supported by a rail network simulation depicting train movements at stations, control points and switches proving safe and efficient operations. Simulation products shall include assessment of train movement time through junctions, theoretical and practical capacity of junction, and expected delay. Metro Rail Operations and Construction entities shall make final determination of proposed alternative design based upon objectives to assure a safe system reflective of Fire, Life Safety requirements, environmental concerns, respond to unplanned service disruptions, support late-night operational and preventive maintenance activities, available resources, and other considerations. Provide terminal station crossovers generally within 500 feet of the terminal platform before and after the station. Provide two tail tracks at terminal stations, allowing for storage of the maximum consist length of the train, no less than 270 feet. Sufficient track shall be provided beyond this distance to provide for a safe braking distance and bumping post Heavy-Rail Service: Provide an infrastructure and systems design configuration that supports operational flexibility and ease of maintenance in order to minimize service disruptions. Metro Baseline 10-8 Re-baseline: 06/15/10

12 Provide two tracks to allow for unopposed operation of trains in either direction. A gauntlet track or single-track alignment shall not be used at any point. Provide a track alignment and special trackwork that can support failure management and single track operations around disabled trains by means of overtakes or operational storage tracks (pocket tracks, sidings, or spurs) along the alignment to remove revenue service obstructions. Provide special trackwork to support single track operations. As defined by the OMP, designer shall determine locations to place crossovers with a goal to achieve a 12-minute single track or less operational headway. Designer shall work with Metro Rail Operations and Construction entities in the outset of initial project development phase, as well as at times when alternative design options are considered. Should simulation results exhibit performance not achieving this criterion, the designer shall continue to work with Rail Operations and Construction to develop satisfactory alternatives. Metro Rail Operations and Construction entities shall make final determination of crossover locations based upon objectives to assure a safe system reflective of Fire, Life Safety requirements, environmental concerns, respond to unplanned service disruptions, support late-night operational and preventive maintenance activities, available resources, and other considerations. At junctions or tie-ins with other lines, grade separation(s) shall be constructed at the points of opposed convergence (no face to face train meets shall be permissible in the normal direction). Provide terminal station crossovers generally within 500 feet of the terminal platform before and after the station. Provide two tail tracks at terminal stations, allowing for storage of the maximum consist length of the train, no less than 450 feet. Sufficient track shall be provided beyond this distance to provide for a safe braking distance and bumping post Emergency: Provide a track alignment that can support EMERGENCIES and single track operation around such events with the least amount of service impact. Provide automatic Passenger Information (Variable Message Signs [VMS] and Public Address [PA]) at stations as to the arriving train s destination so that confusion to the riding public is minimized or directions can be made how to take alternative bus service if rail service is severed and to notify passengers during emergencies Operational Redundancy: Provide systems and equipment that is configured such that service repairs or removal of equipment or parts can be accomplished during revenue operating hours without affecting the safety or operational flexibility of the overall rail service plan. Metro Baseline 10-9 Re-baseline: 06/15/10

13 Security: Provide a level of System Safety and Security that is equal to, or better than, current transit industry standards. In the interest of safety and security the Traction Power Sub Stations (TPSS) and electrical Aux Power Rooms shall be separately keyed for access by Traction Power Employees. Similarly, the Train Control & Communications (TC&C) Rooms or Buildings shall be Special Keying for Transportation, Signals and Rail Communication Staff only. Access for Utility Metering Cubical or Rooms used by Utility Power Companies shall be specially keyed and accessible without access through the Trainway Right Of Way that will require special training and escort in accordance with FRA Railway Worker Protection requirements. All keying shall follow the Metro Standard Keying System so that like facilities on all rail lines are accessible using the same key OPERATIONS AND MAINTENANCE PLAN CONTENT Operations and Maintenance Plan (OMP) for a Metro Rail project are to establish a framework for operations and maintenance of proposed new or expansion of existing rail lines. Transit rail service is a system observed by its actual and potential users. Rail system characteristics are classified in four categories: 1. System performance (on time performance, operating procedures, reliability, safety, line capacity, cleanliness.) 2. Level of service (performance elements that affect users, service quality and fare or cost) 3. Impact on surrounding and the entire area it serves 4. Cost; capital investment and operating/maintenance budgets. OMP shall be based on: 1 Integration into existing or planned networks 2 Long-Range Transportation Plan 3 Metro Rail Fleet Management Plan 4 Rail Simulation(s) Metro Baseline Re-baseline: 06/15/10

14 Revenue operations headways and rail vehicle fleet size, along with other parameters of proposed rail line, shall be defined in OMP and consistent with above cited documents, including Design Criteria OPERATIONS & MAINTENANCE PLAN COMPONENTS Operations & Maintenance Plan (OMP) shall address the following: System Description and Characteristics a) Existing Metro Rail System with distinguishing operating characteristics for every line, such as capacity/ridership, headways, transfer stations, train control systems and other systems. b) Proposed Rail Lines with means of connection to existing line (lines) or expansion of existing lines, if feasible; also connections/passenger transfers to other modes of transportation, such as buses or other, than Metro rail systems. c) All lines shall be considered to operate a 24-hour day, regardless of current revenue service characteristics. d) Rail Fleet with data on existing and projected Rail Fleet, based on Metro Rail Fleet Management Plan Operations a) Management and Supervision b) Ridership projections for proposed line(s) with peak hour ridership projections. c) Train service guidelines, with headways defined for different days of the week, different times of the day and with Gap Train considerations d) Light Rail projects shall assume and plan for the operation of trains having a 3- car consist and 270 feet in length. e) Heavy Rail projects shall assume and plan for the operation of trains having a 3 married pair-car trains of approximately 450 feet in length. f) Station dwell time of typically 20 seconds for normal direction and 30 seconds for reverse operations. g) Terminal dwell time consisting of no less than 3 minutes. h) Pre-Revenue Operations of no less than 12 weeks of uninterrupted access by Metro Rail to conduct system compatibility tests, stress testing, and familiarization of the project. i) Train operations, defined by different day of week, time of the day and special events service requirements Metro Baseline Re-baseline: 06/15/10

15 j) Revenue Fleet size, defined as vehicles required for peak period service for the line, gap train, ready reserve train, and a spare ratio of 20% (To be consistent with Rail Fleet Management Plan or as directed by the FTA policy) k) Rail Operations Control Center, defined as existing, sufficient to service proposed Rail Line, expanded existing or new proposed whatever applies l) Train Operators reporting stations, relief points and duty assignments Operating Periods: For purposes of estimating operating costs, train service levels shall be consistent with existing service levels and operating practices performed by Metro Rail, or planned service levels anticipated in the year service would commence. Weekday Approximate Service Levels: Revenue Service Hour Time Periods AM Peak Hour Build-up 04:30 to 05:30 AM-Peak Service 05:30 to 09:30 Mid-Day Service 09:30 to 15:00 PM Peak Service 15:00 to 18:00 Evening Transition Service 18:00 to 20:00 Night Service 20:00 to 23:59 Late Night Service 23:59 to 04: Vehicle Requirement The Operations and Maintenance Plan must define the vehicle fleet required to operate the project and be consistent with parameters cited in the Metro Rail Design Criteria. Additionally, the vehicle requirement shall be consistent with the peak vehicles necessary to operate the line, including integration into the existing network, and include allowance for a Gap Train, and be consistent with Federal Transit Administration policy identifying a maintenance spare ratio. When used, capacity requirement of vehicles shall be consistent with the adopted Rail Fleet Management Plan Systems Impact & Mitigation Report The Systems Impact & Mitigation Report shall provide sufficient details to inform and advise stakeholders of the number of transferring passengers expected to other bus and rail lines at specific locations, operational feasibility if trackage is proposed to be operated as a trunk line service, operational feasibility of new bus terminals at stations, operational feasibility of station circulation, and/or any other characteristics that is pertinent or warranted. Metro Baseline Re-baseline: 06/15/10

16 Additionally, the Systems Impact & Mitigation Report shall identify and discuss any mitigation required as a result of the construction of the proposed project. Included will be the infrastructure improvements and operational changes required as a result of the proposed project, as well as funding identified to design, build, operate and maintain. Proposed projects will not burden existing services with operating costs that are not accounted for Wayside Systems a) Management and Supervision b) Track, with defined maintenance access points, including Hi-Rail vehicles c) Communication and Signals with defined proposed systems and their integration with existing ones d) Traction Power and OCS, with defined power suppliers and Traction Power Substations e) Facilities Maintenance f) SCADA, with defined proposed systems and integration with existing ones Rail Fleet Services: a) Management and Supervision b) Rail Fleet Service Facilities with defined sufficient existing, expanded existing or new proposed facility c) Rail Fleet Inspections and Maintenance (I&M), with size of proposed I&M facilities defined by I&M schedules per Rail Fleet Maintenance Plan Safety, Regulations and Training: a) Responsibility for Safety b) System Safety Program Plan c) Regulatory Agencies d) Industry Organizations and Standards e) Operations, Maintenance and Safety Rules for all maintained mechanical and electrical equipment f) Standard Operating Procedures g) Training and Qualifications Plan shall include: 1. System and equipment operations and maintenance training 2. Multiple training sessions for different Metro departments and shifts Metro Baseline Re-baseline: 06/15/10

17 3. Curricula and training materials Service Interruptions and Emergencies: a) Principal Objectives b) Service Recovery Scenarios c) Role of Operations Control Center (ROC) Staffing plan and Staff Support Functions System Operations & Operational Design Requirements Availability of the system shall be equal to or better than the availability of comparable properties in the United States. Reliability of the system components shall be such that the availability targeted is achieved. Design shall specify appropriate failure rates for the major components and provide Failure Analysis or Hazard Analysis to indicate at least the consequences to operations of such failures. Also, the design shall incorporate the appropriate redundancies of these components for the critical functions (a component in standby is automatically activated when the main component has failed) Control: Power: Control of vital rail systems (Train Control, Signals, Communications, Traction Power Blue Light System, Emergency Ventilation Systems, Emergency Lighting, UPS, Emergency Generator(s).) shall be field provided with monitoring, selection and over-ride capabilities by the ROC or Local Back-up Control Locations associated with the appropriate system. Control of vital rail power systems (Utility Power Supply, Traction Power Distribution [Overhead Contact System or Third Rail], Emergency Back-Up Power systems [EBPS], etc.) shall be field provided with monitoring, selection and over-ride capabilities by the ROC or Local Back-up Control Locations associated with the appropriate system Signals & Train Control: Track: The Signals and Train Control Systems shall be designed in accordance with the AAR and AREMA Standards for Federal Rail Standards with complete train tracking and locking (traffic, approach, occupancy, point, and route) associated with alignment Cab Signal Territory or Street Running Territory. Metro Baseline Re-baseline: 06/15/10

18 Track shall be designed and constructed to a minimum of Federal Railway Administration (FRA) Class 6 railroad or at least 2 FRA Classes above the normal operating speeds Communications: The communication systems are vital to the reliability and service of the rail transit system and must be designed that continuous communications can be guaranteed during emergencies, equipment repairs or equipment replacement Normal Operations: The Operating Routes and patterns must provide information on normal operations for scheduling in the Operating and Maintenance (O&M) Plan and must include discussion about build-up, exchange of train consists due to vehicle problems, and service reduction at the transitional times so that the hours indicated by the service requirements are met. This transitional service build-up and reduction must describe and provide detail discussion associated with train movements to and from on-line storage areas or to and from yards. This discussion must outline the implications and operational issues about these moves during scheduled transitions as well as for service problems when Bad- Order Trains may have to be moved to such facilities during peak service schedules. Operating Routes shall minimize deadheading and operators terminating shifts at outlying locations to minimize built-in overtime Failure Management The O&M Plan must also have a detailed section dedicated to failure management of the rail system for midline turn-backs, as well as single track operation around incidents, emergencies or other events such as Train Auto Accidents, Derailments, Power Loss, Track / Switch Failures, etc. The Failure Management Plan shall also indicate how Midline Turn-backs shall interface with Bus Bridging and Passenger Information for the Traveling Public Operational Requirements To Rail Facilities Station Design A Configuration: The station design shall be center platform to provide minimum passenger disruption / confusion if failure management or single track operations is required. If a center platform is not viable then two side platforms may be acceptable after sufficient detail capacity and passenger flow information has been approved by Metro. If center platform and opposite side platforms are not conceivable and a diagonally separated opposite side platform arrangement must be utilized then Metro Baseline Re-baseline: 06/15/10

19 the system train control system and automatic Passenger Information System at such stations must be modified so that the Train Arrival Information is received in sufficient time for the passengers to exit the one side platform, traverse the intersection, and reestablish themselves on the appropriate platform if and when single track operation is in effect. B Passenger Information: Each station shall be equipped with audio (PA) and Variable Message Signs (VMS) messaging remotely from the ROC for emergency or special announcements. In addition the system shall be equipped with canned messages and pre-programmed information for automatically displaying train arrival information (Track Number and Destination) from the train control system for train arrival time information. The station train arrival information displayed at each station prior to a trains arrival shall be designed to use the Train to Wayside Communication (TWC) Train Identification Number used for automatic routing at junctions and track circuits. Adequate time shall be provided for display and passenger comprehension so that movement to the correct platform can be achieved prior to the trains arrival Guideway/Alignment Maximum Operating Speed is set to 65 MPH for LRT systems and it is a subject of restrictions per California Public Utilities Commission General Orders (last revision is GO 143B), based on the Right-of-Way classification and level of train and grade crossing protection provided. Right-of-Way classification includes exclusive, semi-exclusive and non-exclusive right-of-way. "Quad gates" shall be provided for street crossing protection, where automatic crossing gates are required (LRT systems only) Maximum Operating Speed for HRT systems is set to 75 MPH. Operating speed shall not exceed the civil design speed. Civil design speed shall match the speed limits breakout (speed codes), established by Metro Rail Operations. Metro Rail facilities shall be separated from other rail facilities which are not operated by Metro Special Trackwork Special Trackwork is provided for connections and crossings of tracks in Main Line and Yards (turnouts, crossovers and crossings) and also for additional safety in sharp horizontal curves and on the structures (guardrails). Turnouts on and connected to Main Line tracks shall provide remote control powered operations from the ROC and the cab of the train. Additionally, push button operation of main line turnouts shall be provided in locations consistent and convenient relative to switch locations and be easily accessible from train cabs. Metro Baseline Re-baseline: 06/15/10

20 All Yard turnouts shall provide remote control powered operations from the Yard Control Room/Tower or cab of a train. Push button operations of the yard from a train cab shall be provided. Both remote and push button operated turnouts shall be interlocked with other turnouts, train control signals and shall be integrated in ROC and/or Yard train control systems. Main Line turnouts (crossovers) shall be not less than No. 10 without prior approval by Metro; in the Yards, minimum R190 turnouts may be provided. Location of crossovers on the Main Line tracks shall be defined by OMP and shall provide single tracking headways in accordance with these operations criteria Auxiliary tracks Auxiliary track types and locations shall be defined in the OMP Types of auxiliary tracks, which may be provided on the Metro Rail system, are: A. Tail tracks B. Holding tracks C. Pocket tracks D. Storage tracks E. Run-around track F. Siding track Auxiliary tracks are defined in Section 10.2 Definitions Rail Operations Control (ROC) Control and supervision of train operations and supervisory control of the associated electrical, mechanical, train control, traction power and communications subsystems shall be the responsibility Rail Operations Control (ROC) staff. The ROC shall function as the command center of system operations and include sufficient facilities for 24-hour operations. Every aspect of mainline and station operations, mainline maintenance activities and any Maintenance-of-Way (MOW) that affects mainline operation shall be monitored, coordinated, and controlled from the ROC. ROC shall provide centralized control and management to meet all of the operational requirements for each train on a single line or during the transfer between the lines. These operational requirements include radio, public address and telephone communications, CCTV and operations oversight. Selected function of security for each or combination of lines shall also be provided at the ROC. The rail line s response to failures and anomalies shall include either automatically or manually initiated changes in the system configuration, modifications of system operating strategies, and recovery operations. In all cases, ROC personnel shall have the capability of overriding or modifying any automatically initiated failure management strategy, except Automatic Train Metro Baseline Re-baseline: 06/15/10

21 Protection (ATP). The design of Metro Rail Projects shall include appropriate means for informing passengers of unusual and/or emergency conditions Yards and Shops Yards (maintenance and Storage Facilities) shall be located per OMP with provisions for minimal dead-head run. Design requirements for the Yards are in Section 11 of the Criteria Traction Power Sectionalization This section addresses the issue of contact rail or catenary sectionalization in so far as operational flexibility is concerned. In order to maximize operational requirements, contact rail or catenary installation shall comply with the following criteria: Sectionalization arrangements at crossovers, pocket tracks, storage tracks and sidings shall be of sufficient length to enable turn back arrangements of a train of maximum consist length. Pocket tracks and tail tracks to have the capability of being electrically isolated without affecting the main line. DC Disconnect Switches shall be provided in the design for catenary transit systems. DC Disconnect Switches are desirable for third rail contact rail systems Blue Light Stations This section addresses the issues of Blue Light Stations in so far as it impacts in providing maximum operating capability in order to minimize disruption to the train service Terminal Transportation Facilities Each permanent transportation terminal shall have as a minimum but not limited to the following transportation facilities: Train Operating Supervisor s (TOS) booth at platform level at the outbound end of the station should be located with the best line of sight. Booth (preferably glass enclosed in tunnel sections) to be equipped with train radio and telephone communications, public address system, a writing surface and secure file drawers. Air conditioning and heating shall be provided where applicable. Toilets for Train Operator s use shall be provided. Metro Baseline Re-baseline: 06/15/10

22 Each temporary terminal shall have as a minimum but not limited to the following transportation facilities: Train Operating Supervisor s (TOS) booth of the removable type. Train Operating Supervisor s (TOS) booth at platform level at the outbound end of the station. Booth (preferably glass enclosed in tunnel sections) to be equipped with train radio and telephone communications, public address system, a writing surface and secure file drawers. Air conditioning and heating will be provided where applicable Toilets for Train Operators use shall be provided. END OF SECTION Metro Baseline Re-baseline: 06/15/10