Systems Interface with Existing Facilities Task No

Home , Pershing Square station, Pico station, Regional Connector

REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT Contract No. E0119

Systems Interface with Existing Facilities Task No. 6.7.6 (Deliverable No. PH1.6.7.6.a23)

Prepared for:

Prepared by: The Connector Partnership 777 S. Figueroa Street Tenth Floor Los Angeles, California 90017

Review Copy Date Initials Originator 11/01/11 PM, SP, BF,MH Checker 11/03/11 LM Back checker 11/03/11 PM, SP,MH (for Final) Approved by 11/08/11 WHH

November 9, 2011

Systems Interface with Existing Facilities Table of Contents

Table of Contents 1.0 INTRODUCTION ...... 1-1 2.0 TRAIN CONTROL ...... 2-1 2.1 7TH AND METRO – BLUE LINE INTERFACE ...... 2-1 2.2 LITTLE TOKYO – PASADENA AND EASTSIDE EXTENSION INTERFACES 2-2 2.3 GOLD LINE EASTSIDE EXTENSION QUAD-GATE PROJECT ...... 2-3 3.0 COMMUNICATIONS ...... 3-1 3.1 Communications System ...... 3-1 3.1.1 Communications Transmission System Interface Requirements ...... 3-1 3.1.2 Supervisory Control and Data Acquisition System Interface Requirements (SCADA) ...... 3-2 3.1.3 Emergency Management System ...... 3-2 4.0 TRACTION ELECTRIFICATION SYSTEM...... 4-1 4.1 7TH AND METRO – BLUE LINE INTERFACE ...... 4-1 4.1.1 Traction Power ...... 4-1 4.1.2 Transfer Trip ...... 4-1 4.1.3 Emergency Trip Station (ETS) ...... 4-1 4.1.4 Overhead Contact System...... 4-2 4.2 LITTLE TOKYO AREA– GOLD LINE (PASADENA AND EASTSIDE EXTENSIONS) INTERFACES ...... 4-2 4.2.1 Traction Power Substation...... 4-2 4.2.2 Transfer Trip ...... 4-2 4.2.3 Emergency Trip Station (ETS) ...... 4-2 4.2.4 Overhead Contact System...... 4-3

List of Figures Figure 1 – Existing Little Tokyo Double Rail Track Plan ...... A-2 Figure 2 – 7th & Metro Interlocking Double Rail Track Plan ...... A-2 Figure 3 – 7th Street Train Control Relay Racks ...... A-3 Figure 4 – Existing Metro Fiber Optic Topology ...... B-2 Figure 5 – 7th/Metro to Pico TPSS Single Line Diagram ...... C-2 Figure 6 – Union to Arts District Single Line Diagram ...... C-3

List of Tables Table 1-1: List of Existing Eastside Extension Track Circuit Equipment to be Relocated to the1st/Central Avenue Room ...... 2-3

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Systems Interface with Existing Facilities List of Acronyms

List of Acronyms

Acronym Definition AC Alternating Current ADA Americans with Disabilities Act ADMs Add Drop Multiplexers AF Audio Frequency AFO Audio Frequency Overlay AHCW Automatic Highway Crossing Warning ATEL Administrative telephone ATP Automatic Train Protection AWG American Wire Gauge CCTV Closed Circuit Television CPU Central Processing Unit CPUC California Public Utilities Commission CRT Cathode Ray Tube CTS Cable Transmission System DC Direct Current DVR Digital Video Recorder EGOP Emergency Gas Operations Procedure EMI Electromagnetic Interference EMP Emergency Management Panel EPABX Electronic Private Automatic Branch Exchange ESOP Emergency Seismic Operation Procedures ETEL Emergency Telephone ETS Emergency Trip Station ETZ Eastman DVR Product Model Series F&EM Facility and Emergency Management FACP Fire Alarm Control Panels FDP Fire Distribution Panel FO Fiber Optic FOCT Fiber Optics Cable Transmission FXO Foreign eXchange Office FXS Foreign eXchange Subscriber HVAC Heating and Ventilation and Air Conditioning Hz Hertz IDS Intrusion and Detection System ISP Inside Plant LAFD Los Angeles Fire Department LCP Local control panel LED Light-emitting Diode LEL Lower Explosive Limit LRT Light Rail Transit LTEL Elevator Telephone MBL Metro Blue Line

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Systems Interface with Existing Facilities List of Acronyms

Acronym Definition Mbps Mega Bits Per Second MDFs Main Distribution Frames Metro Los Angeles County Metropolitan Transportation Authority’s Mph miles per hour MTEL Maintenance Telephone MXO Multiple eXchange Office MXS Multiple eXchange Subscriber NEMA National Electrical Manufacturers Association NFPA National Fire Protection Association NMS Network Management System OCS Overhead Contact System OSP Outside Plant OWS Operator Work Station PA Public Announcement PGL Pasadena Gold Line PLC Programmable Logic Controller PTEL Passenger Assistance Telephone RAP Remote Annunciator Panel RCCS Regional Connector Communication System REMP Remote Emergency Management Panel ROC Rail Operations Center RTUs Remote Terminal Units RUS Rural Utilities Service SCADA Supervisory Control and Data Acquisition STI Speech Transmission Index TC&C Train Control and Communication TOS Transit Operations Supervisor TPSS traction power substation TVM Ticket Vending Machine TWC Train-to-Wayside Communication UPS Uninterruptable Power Supply UPSR Unidirectional Path Switched Ring VLAN Virtual Local Area Network VMS Variable Message Sign VT Virtual Tributary

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Systems Interface with Existing Facilities 1.0 – Introduction

1.0 INTRODUCTION

The Regional Connector Transit Corridor will connect the existing light rail services of the Metro Gold Line, the Metro Expo Line, and the Metro Blue Line. This document describes the Systems interfaces between the Regional Connector and these existing metro lines. The project configuration for this report is as shown in the Pre-final Design, which was submitted to Metro in two parts, Civil and Tunnel on 29 September 2011, and Stations and Systems on 20 October 2011.

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Systems Interface with Existing Facilities 2.0 – Train Control

2.0 TRAIN CONTROL 2.1 7TH AND METRO – BLUE LINE INTERFACE The existing train control system at 7th Street/Metro Center Station is a relay-based system designed in 1987. While the technology is outdated, the equipment is serviceable and replacement or equivalent parts are available. The necessary changes to interface the existing equipment to the new systems of the Regional Connector will be complicated by the lack of space in the Train Control and Communications (TC&C) room at 7th Street, wiring new circuits into the existing relays and the need to keep the system in service during construction and cutover, refer to Appendix A. The number of spare relay contacts isn’t known and there are few spare relay spaces in the equipment racks. SCADA equipment for this location is located in a separate TC&C room adjacent to the Metro Red Line station. Non-vital relays connected to terminals on the communications main distribution frame (MDF) are used for controls and relay contact closures provide the indications through terminals on this MDF. Cable from the MDF to the other TC&C room completes the connection.

It was not envisioned in the Regional Connector project scope (Contract E0119) to replace the existing train control equipment, but a partial or complete change to microprocessor equipment may be cost effective and must be considered. The remainder of the Regional Connector track will have modern microprocessor controlled equipment similar to that used on other Metro light rail lines. The interface from this equipment to the existing relay logic in the 7th Street TC&C room would require extensive wiring while taking care not to disturb the existing vital circuits and still maintain their operation. There is a tradeoff involved in replacement of the existing circuitry. As mentioned, there is a lack of space for additional equipment racks in the TC&C room and cutover would have to be done on active tracks during limited work windows.

The Exposition Light Rail project has extended the Blue Line signaling system up to the tunnel portal, but no modifications have been made to existing signals system at 7th/Metro. The work under the Regional Connector contract should be extended for two purposes:

1. To provide bidirectional signaling south of 7th/Metro Station 2. To provide traffic locking between 7th/Metro and the Expo Line’s Venice Interlocking.

To facilitate interfacing 7th/Metro train control equipment with the newer equipment of both the Regional Connector and the Expo Line, new compatible, solid-state equipment should be installed. The new 7th/Metro TC&C Room has additional space allocated for equipment to replace that currently in the existing 7th/Metro TC&C Room. The existing Train Control equipment at 7th/Metro would be removed in stages as the new equipment is cut-over and the 7th/Metro TC&C room would no longer be used.

It was originally envisioned that this train control equipment for Regional Connector tracks north of 7th/Metro would be located at the proposed 5th & Flower Station. Since this station has been deferred, some replacement facility must be constructed for train control equipment.

A new crossover located just north of existing tail track tunnel bulkhead will replace the existing crossover north of the 7th/Metro platform. A space for TC&C room was allocated on the track level, on the west side of the new crossover. This room will serve as a replacement for existing 7th/Flower TC&C room, as well as to serve the newly constructed crossover and fixed block territory.

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Systems Interface with Existing Facilities 2.0 – Train Control

The total extent of system requirements and changes to existing will not be known until rail operation simulation is completed to demonstrate how the required operating headways can be met. Headways for the system must be calculated at the minimum for the entire trunk between the junction of Pasadena and Eastside Gold Line tracks at Little Tokyo, and the junction of Blue Line and Expo Line tracks at Washington and Flower Streets. The rail simulation is being planned to address the full light rail system, but not available at the time of this report production term.

The crossovers on the north side of the 7th/Metro Station platform must be maintained if the current method of operation is continued during construction of the new track. The aspects displayed by the fixed signals at the north end of the platform will still be applicable for moves to either track on the Regional Connector. The cab signal codes in this area were designed for low speed moves to the end of track and will require modification and consequent changes to the relay logic for higher speed moves into the new track where tail track will be converted into line trackage. Information from the southbound signals at 7th street must also be transmitted to equipment in the Regional Connector tunnel to allow proper cab signal speed codes on the new track.

Eventual removal of crossover north of 7th/Metro Station platform will result in double rail track circuits in the platform area to be extended up to the new 7th/Metro North crossover. To provide detection of trains stopped at 7th/Metro platform, additional AF overlay track circuits should be provided.

A multipurpose duct bank runs beneath the walkway carrying cables from the TC&C room to the end of the tunnel north of 7th & Flower Station. Some of the existing cables in this duct bank will remain in service. There is a single 4-inch conduit in this duct bank for signal cable. It may be possible to use some of the 9-way communications duct bank for additional signal cable to the Regional Connector, otherwise, additional conduit will need to be installed. The new construction must bring a duct bank south to meet this existing duct bank.

2.2 LITTLE TOKYO – PASADENA AND EASTSIDE EXTENSION INTERFACES The connection with the Metro Gold Line in the vicinity of Little Tokyo has distinctly different issues than connection with the Blue Line. Train control equipment on the Gold Line in this area is of more modern design, which will facilitate making interconnection to the Regional Connector. The Regional Connector junction with the Metro Gold Line occurs at a point where trains make the transition between cab signals and street running mode. Cab signals begin and end on the north side of Temple Street, within the limits of future Regional Connector construction. Regional Connector cab signal territory will be continuous with the cab signal territory on the Pasadena Gold Line. Cab signals will continue up to a point on the Gold Line Eastside Extension, allowing for complete regulation of trains within the tunnel section. Fixed signals will also be utilized to hold trains out of the tunnel until there is clear space for a train.

To the north of the existing Little Tokyo/Arts District Station and just beyond the Temple Street grade crossing, trains enter cab signal territory. The Regional Connector track will join the existing line within the segment using cab signals. It is logical to make the cab signal territory continuous between the new and existing tracks. Some Electrified Electro Code and cab generator equipment now housed at Little Tokyo Station will need to be duplicated in the TC&C room at 1st/Central Avenue Station. A coupler case will be needed for the track interface, possibly re-using one of the existing coupler cases. The Alameda Interlocking crossover will be

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Systems Interface with Existing Facilities 2.0 – Train Control

eliminated as part of this project and there will be no reason to maintain the fixed signals at this location.

To the east of the existing Little Tokyo/Arts District Station the tracks lie within 1st Street and trains are in street running mode. The Regional Connector tracks will emerge from the tunnel and rise to street level between Hewitt and Garey Streets. The connection will be in the vicinity of Vignes Street. Cab code cut-in point with continuous cab coverage towards the tunnel portal will be provided at the safe braking distance away from the hold-out signals guarding the Regional Connector portal. Electrified Electro Code and cab generator equipment serving trackage up to and including cab-cut in track circuit will be housed in the 1st/Central Avenue TC&C room.

Since the east tunnel portal at 1st Street will be located right over the center of a new crossover, southbound interlocking signals guarding this crossover could be used as hold-out signals and prevent trains from entering an occupied ventilation zone. In this scenario, these interlocking signals will display regular aspects, but will not clear for a following train until the preceding train has fully berthed at the 1st/Central station. The north portal location is some distance from the new North Crossover at 1st/Central station and will necessitate installation of separate two- aspect hold-out signals there.

There are no coded track circuits between existing Little Tokyo/Arts District Station and Pico/Aliso station on the Eastside extension. Train detection, where needed, is provided solely by audio frequency (AF) track circuits in this area. The existing TC&C room at Little Tokyo station houses equipment for AF track circuits up-to and including First Street crossing. The next AF block location will depend on status of the Quad Gate project, but will be housed in a location outside of the Regional Connector project limits. Regional Connector construction is expected to have little impact on equipment located in the other TC&C rooms or cases along the Eastside Extension. Since existing Little Tokyo TC&C room is being eliminated under this project, AF track circuit equipment needed for continuous train detection on the East Side Extension has to be relocated to the new 1st/Central TC&C room, with coupler cases provided along eastside right of way to make track connections.

Table 1-1: List of Existing Eastside Extension Track Circuit Equipment to be relocated to the1st/Central Avenue Room

Track Circuit Name Type Location Notes 1NT 100Hz Coded (GE E2Code) N. of Little Tokyo South end 2NT 100Hz Coded (GE E2Code) N. of Little Tokyo south end LT-1NAT 7.7 kHz AFO N. of Little Tokyo Both Ends LT-2NAT 7.1 kHz AFO N. of Little Tokyo Both Ends U-1SA2T 8.9 kHz AFO N. of Little Tokyo Receive End U-2SA2T 8.3 kHz AFO N. of Little Tokyo Receive End PA-1NA1T 2.8 kHz AFO S. of Little Tokyo Feed End PA-2NA1R 2.3 kHz AFO S. of Little Tokyo Feed End

2.3 GOLD LINE EASTSIDE EXTENSION QUAD-GATE PROJECT There is currently a proposal to install additional crossing warning devices on the Eastside Extension which could affect the track circuit arrangement within the Regional Connector project. Modification or replacement of some of these or additional interface equipment may be

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Systems Interface with Existing Facilities 2.0 – Train Control

necessary. Should the quad-gate project be carried out, much of this equipment is expected to be housed in the existing Little Tokyo Station building, which will no longer be an active station. Space allowance for this equipment will be required in the 1st/Central Avenue TC&C room. This equipment is not reflected in Table 1-1.

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Systems Interface with Existing Facilities 3.0 – Communications

3.0 COMMUNICATIONS 3.1 Communications System The goal of the Regional Connector Communications System is to extend voice and data communications beyond the existing 7th/Metro station to the Regional Connector LRT underground stations which consists of 2nd/Hope, 2nd/Broadway, and 1st/Central stations. In addition, the Communications System for the Regional Connector shall operate as an extension of the Metro Blue Line and be fully compatible with the existing Communications System utilized on the Metro Gold/Expo/Blue Lines. It shall also support the operational requirements of the Metro Transit System specified in Section 10 of the Metro Design Criteria.

The following subsystems and/or functions of the Communications System are required for Regional Connector:

 Cable Transmission System  Closed Circuit Television  Telephone System  Transit Passenger Information System  Supervisory Control and Data Acquisition  Intrusion Detection and Access Control  Radio and Tunnel Antenna System  Control and Display Consoles at the Rail Operations Control Center  Tunnel Surveillance  Ticket Vending  Gas Monitoring (for underground operations)  Seismic Detection  Emergency Management System  Fire Alarms System  Communications Power System

3.1.1 Communications Transmission System Interface Requirements Metro has implemented a dual ring bi-directional line switched ring (BLSR) SONET OC-192 which consists of 7th/Metro station, North Hollywood station, U.S.G. Building Patch and Rail Operations Center (ROC), see Appendix B, Figure 4 for the existing Metro fiber optic topology. The Regional Connector dual ring UPSR SONET OC-48 fiber optic backbone is comprised of three nodes, one at each of the new underground stations and shall be added to the existing BLRS SONET OC-192 SONET ring architecture at Union station. Two 144 single-mode fiber shall be installed and terminated at each of the three stations along the Regional Connector’s alignment up to the existing Union Station. In addition, 2-144 single mode dark fibers shall be installed from 2nd/Hope to existing 7th/Metro LRT and from 1st/Central Avenue to the existing MGLEE Pico Aliso station. Fiber cables shall be neatly pulled into the TC&C room via 4” PVC

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Systems Interface with Existing Facilities 3.0 – Communications

conduits for termination to the Fire Distribution Panel (FDP) to connect to the SONET ADM or patch through at the new underground stations. Whereas the existing Union Station, 7th/Metro and Pico/Aliso, the fiber cables shall be installed and terminated to the Metro provided FDP. Six sets of single mode duplex jumpers shall be provided as shown in the PE drawings for the Metro’s use to connect and complete the Regional Connector’s fiber optic ring.

Metro has standardized the Fujitsu Flashwave 4500 SONET ADM for all of the new extension lines since it is being used on the Metro Red, Blue, Purple and Expo Lines stations. Therefore, the Fujitsu FLashwave 4500 SONET ADM shall be specified and used for this Project.

3.1.2 Supervisory Control and Data Acquisition System Interface Requirements (SCADA) The SCADA points for the Project shall be connected to the new RTU equipment located in RC TC&C Rooms. There is no physical interface between existing RTU’s.

Any SCADA points related to the MBL re-signaling from 7th/Metro to Venice interlocking shall be connected to the station RTU.

SCADA wiring related to the existing MBL signaling system and the MBL traction power supply from 7th/Metro TPSS shall be removed. Metro will re-program the existing SCADA system to remove associated control, status and indication of this equipment.

3.1.3 Emergency Management System The emergency management panel (EMP) shall be designed with the capability to monitor and control the ventilation system of at least two adjacent stations from each side. Thus, the EMP located at 2nd/Hope Street station shall be designed to remotely control and monitor the ventilation system at 7th/Metro and either the existing Pershing Square station or the Westlake/MacArthur Park station. Likewise, the EMP at 7th/Metro shall be designed to remotely control and monitor ventilation system at 2nd/Hope Street and 2nd/Broadway stations. The required upgrade for the existing EMP’s shall be performed by Metro to allow communication to the new EMP’S at the Regional Connector stations. At the time of production of this report, the number, location, and function of EMPs were in discussion with the LAFD.

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Systems Interface with Existing Facilities 4.0 – Traction Electrification System

4.0 TRACTION ELECTRIFICATION SYSTEM 4.1 7TH AND METRO – BLUE LINE INTERFACE The Regional Connector (RC) will interface with the existing Metro Blue Line (MBL) Traction Electrification System (TES) at 7th Street/Metro Center Station and Pico Traction Power Substation (TPSS). The existing TES consists of the existing traction power substations, overhead contact system (OCS), OCS disconnect switches, traction power feeders both positive and negative, and the gap-tie-breakers.

4.1.1 Traction Power Currently, Pico TPSS feeds the catenary section between Pico Station and 7th Street/Metro Center Station and its terminus with the LRT DC breakers located at the Red Line 7th Street/Metro Center Station TPSS operating as gap-tie-breakers, refer to Appendix C, Figure 5. In the event that Pico TPSS is out-of-service, DC disconnect switches at the portal are made open and the LRT DC breakers and cathode breaker located at the Metro Red Line7th Street/Metro Center Station are made closed.

The Regional Connector TPSS No.1 located at 2nd/Hope Street Station will be interfaced with the existing MBL Pico TPSS on the south.

The existing DC breakers located at 7th/Metro TPSS operating as gap-tie-breakers in the 7th Street/Metro Center Station will be removed in the final TES configuration for the RC. Existing DC feeder cables feeding the MBL at 7th/Metro will be physically disconnected and removed.

4.1.2 Transfer Trip Transfer trip configuration associated with the new Regional Connector TPSS No.1 (at 2nd/ Hope Street Station) and Pico TPSS No. 030 will be coordinated.

The new configuration is based on the removal of the existing gap-tie-breakers in the 7th Street/Metro Center Station TPSS. In this configuration, the associated DC feeder breakers in the Regional Connector TPSS No.1 (at 2nd/ Hope Street Station) will be interfaced to trip the associated DC feeder breakers at Pico Station TPSS No. 030 in the event of a short circuit to clear the affected OCS electrical section between Pico Station TPSS and 2nd/Hope Street Station. Associated cables and conduits will be installed between traction power substations .

4.1.3 Emergency Trip Station (ETS) The Emergency Trip Station (ETS) scheme will de-energize selected sections of the OCS by opening the associated DC feeder breakers in the Regional Connector TPSS No 1, and the TPSS No. 030 at Pico Station. In addition to the configuration of the TES in the existing lines and the Regional Connector TES, ETSs will be installed at the ends of underground station platforms, at cross-passages, and at selected areas as required

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Systems Interface with Existing Facilities 4.0 – Traction Electrification System

by the Fire Life Safety requirements. Associated cables and conduits will be installed between traction power substations.

4.1.4 Overhead Contact System The Overhead Contact System (OCS) for the Regional Connector will interface with the existing OCS in the 7th /Metro Center Station tail tracks cut-and-cover tunnel section by means of an overlap that will remain insulated during construction phase. The OCS will be sectionalized to meet the operational requirements and motorized disconnect switches will be provided for operational flexibility.

Removal of the OCS for the existing crossover north of 7th/Metro LRT platforms shall be closely coordinated with Metro Operations. 4.2 LITTLE TOKYO AREA– GOLD LINE (PASADENA AND EASTSIDE EXTENSIONS) INTERFACES The Regional Connector merges into the Gold Line with two tracks merging of the north side and two tracks merging towards the east forming Y-junction.

4.2.1 Traction Power Substation The Gold Line TES provides power to the junction from two substations: one substation is the TPSS No. P110 of Union Station on the existing Pasadena Extension on the north side and the other is the Yard TPSS No. 01 in the Eastside Extension, which is located in the Metro Red Line Yard on the east side of the junction, refer to Appendix C, Figure 6. The Regional Connector will provide power to the junction from TPSS No. 2 (at 2nd/Broadway Station).

4.2.2 Transfer Trip Transfer Trip configuration associated with the new Regional Connector TPSS No. 2 (at 2nd/Broadway Station) and Pasadena Union TPSS No. P110, and Eastside Extension TPSS No. 01 (at Metro Red Line Yard) will be coordinated. In this configuration the associated DC feeder breakers in the Regional Connector TPSS No. 2 will be interfaced to trip the associated DC feeder breakers in the TPSS No. P110 at Union Station and in the TPSS No. 01 on the Eastside Extension in the event of a short circuit to clear the affected OCS electrical section between the Regional Connector TPSS No. 2 and TPSSs in the Pasadena and the Eastside Extensions. Associated cables and conduits will be installed between traction power substations.

The transfer trip scheme will be developed based on the sectioning of the junction of the Regional Connector and the Gold Line.

4.2.3 Emergency Trip Station (ETS) The Emergency Trip Station (ETS) will de-energize selected sections of the OCS by opening the associated DC feeder breakers at Regional Connector TPSS No. 2; at Union TPSS No. P110; and at Red Line Yard TPSS No. 1 on Eastside Extension. ETS

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Systems Interface with Existing Facilities 4.0 – Traction Electrification System

will be located at the ends of underground station platforms, at cross-passages, and at selected areas as required by the Fire Life Safety requirements. Associated cables and conduits will be installed between traction power substations.

4.2.4 Overhead Contact System The Overhead Contact System (OCS) for the Regional Connector will interface with the existing OCS in the existing Gold Line above ground. OCS shall be designed to consider the construction staging plans with the coordination with different disciplines including civil, track, tunnel, and system groups for tying into the existing Gold Line. The OCS will be sectionalized to meet the operational requirements and motorized disconnect switches will provide operational flexibility.

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Systems Interface with Existing Facilities Appendix A – Train Control – Double Rail Track Plans

APPENDIX A

Train Control Double Rail Track Plans

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Systems Interface with Existing Facilities Appendix A – Train Control – Double Rail Track Plans

Figure 1 – Existing Little Tokyo Double Rail Track Plan

Figure 2 – 7th & Metro Interlocking Double Rail Track Plan

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Systems Interface with Existing Facilities Appendix A – Train Control – Double Rail Track Plans

Figure 3 – 7th Street Train Control Relay Racks

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Systems Interface with Existing Facilities Appendix B – Communications Diagrams

APPENDIX B Communications Diagrams

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Systems Interface with Existing Facilities Appendix B – Communications Diagrams

Figure 4 – Existing Metro Fiber Optic Topology

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Systems Interface with Existing Facilities Appendix C – Traction Power – Single Line Diagrams

APPENDIX C

Traction Power Single Line Diagrams

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Systems Interface with Existing Facilities Appendix C – Traction Power – Single Line Diagrams

Figure 5 – 7th/Metro to Pico TPSS Single Line Diagram

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Systems Interface with Existing Facilities Appendix C – Traction Power – Single Line Diagrams

Figure 6 – Union to Arts District Single Line Diagram

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