MBTA
PTC Implementation Plan (PTCIP)
Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author September 2010 1 No changes - Changes to comply with FRA September 2010 2 MBTA Response August 2010 3 No changes - Revised PTCIP per FRA request. August 2012 4 Consistent with PTCDP from May MBTA 2011. August 2012 5 No changes - Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement MBTA and Implementation Act of 2015
MBTA
PTC Implementation Plan (PTCIP)
Master Table of Contents Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 Changes to comply with FRA Response MBTA September 2010 2 Changes to comply with FRA Response MBTA September 2010 3 Changes to comply with FRA Response MBTA Revised PTCIP per FRA request. August 2012 4 MBTA Consistent with PTCDP from May 2011. Per FRA request, revert to schedule in August 2012 5 MBTA Revision 3 of PTCIP Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of Positive January 2016 7 Train Control Enforcement and MBTA Implementation Act of 2015
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Section Page
01 INTRODUCTION...... 1-1 02 REFERENCE DOCUMENTS ...... 2-1 03 TECHNOLOGY ...... 3-1 04 COMPLIANCE ...... 4-1 05 INTEROPERABILITY ...... 5-1 06 INSTALLATION RISK ANALYSIS ...... 6-1 07 DEPLOYMENT SEQUENCE AND SCHEDULE ...... 7-1 08 ROLLING STOCK ...... 8-1 09 WAYSIDE DEVICES ...... 9-1 10 DESIGNATING TRACK AS MAIN LINE OR NON-MAIN LINE ...... 10-1 11 EXCEPTIONS TO RISK BASED PRIORITIZATION ...... 11-1 12 STATEGY FOR FULL SYSTEM DEPLOYMENT ...... 12-1 13 MAIN LINE TRACK EXCLUSION ADDENDUM ...... 13-1 14 APPENDICES ...... 14-1 15 REVISION SUMMARY ...... 15-1
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MBTA
PTC Implementation Plan (PTCIP)
Section 1 Introduction Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author September 2010 1 No changes - September 2010 2 Changes to comply with FRA Response MBTA August 2010 3 No changes - Revised PTCIP per FRA request. August 2012 4 MBTA Consistent with PTCDP from May 2011. August 2012 5 No changes - Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of Positive January 2016 7 Train Control Enforcement and MBTA Implementation Act of 2015
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Section Page
1 INTRODUCTION ...... 1-1 1.1 MBTA HISTORY AND OVERVIEW ...... 1-1 1.1.1 Commuter Rail Routes ...... 1-2 1.1.1.1 North Side: North Station Routes: ...... 1-2 1.1.1.2 South Side: South Station Routes: ...... 1-3 1.1.2 MBTA Commuter Rail Statistical Highlights (FY08) ...... 1-4 1.2 TERMINALS ...... 1-4 1.2.1 North Station ...... 1-5 1.2.2 South Station ...... 1-5 1.3 GEOGRAPHIC OVERVIEW ...... 1-6 1.3.1 North Side: North Station Lines ...... 1-6 1.3.1.1 Eastern Route (Newburyport/Rockport Line) ...... 1-6 1.3.1.2 Western Route (Haverhill Line) ...... 1-6 1.3.1.3 New Hampshire Line (Lowell Line) ...... 1-7 1.3.1.4 Wildcat Branch ...... 1-7 1.3.1.5 Fitchburg Line ...... 1-7 1.3.2 South Side: South Station Lines ...... 1-7 1.3.2.1 Worcester Line ...... 1-7 1.3.2.2 Needham Branch ...... 1-7 1.3.2.3 Franklin Branch ...... 1-7 1.3.2.4 Attleboro/ Providence Main Line ...... 1-8 1.3.2.5 Stoughton Branch...... 1-8 1.3.2.6 Dorchester Branch (Fairmount Line) ...... 1-8 1.3.2.7 Old Colony Lines ...... 1-8 1.4 EXISTING SYSTEM OVERVIEW ...... 1-9 1.5 EXISTING SIGNAL SYSTEM ...... 1-9 1.6 EXISTING WAYSIDE COMMUNICATIONS INFRASTRUCTURE . 1-12 1.6.1 Wireless...... 1-12 1.6.2 Hard Lines ...... 1-12 1.6.3 Existing Central Operations ...... 1-13 1.7 ROLLING STOCK EQUIPMENT OVERVIEW ...... 1-13 1.8 PTCIP PROGRAM OVERVIEW ...... 1-13 1.8.1 Organizational Relationships ...... 1-13 1.8.1.1 MBTA PTC Project Manager ...... 1-14 1.8.1.2 MBTA Departments...... 1-14 1.8.1.3 Consultant Support...... 1-14 1.8.1.4 Host/ Tenant Organizations ...... 1-15 1.9 REQUEST FOR AMENDMENTS OF A PTCIP ...... 1-15 1.10 OPERATION AFTER PTC IMPLEMENTATION ...... 1-15 1.10.1 Success Criteria ...... 1-16 1.10.2 Applicability ...... 1-16 1.11 DOCUMENT OVERVIEW ...... 1-16
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1 INTRODUCTION
1.1 MBTA HISTORY AND OVERVIEW The Massachusetts Bay Transportation Authority (MBTA), often referred to as “The T”, is a body politic and corporate, and a political subdivision of the Commonwealth of Massachusetts formed in 1964 to finance and operate bus, subway, commuter rail and ferry systems in the greater Boston, Massachusetts, area. The MBTA General Manager is the administrator of rail and transit for MassDOT. A third party contractor, currently Keolis Commuter Services (KCS), operates and maintains the MBTA’s Commuter Rail Service. The MBTA's Commuter Rail system is the fifth-busiest commuter rail in the country, after only New York and Chicago area systems. The lines go as far south as Providence, Rhode Island, and as far north as Newburyport. And they run as far west as Worcester, and Fitchburg Massachusetts. The trains have two terminal stops in Boston (South Station and North Station). Both transportation hubs offer connections to Amtrak, local bus and subway lines. Figure 1-1 shows the composite MBTA Commuter Rail System Map.
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Figure 1-1 - MBTA Commuter Rail System Map
1.1.1 Commuter Rail Routes The T Commuter Rail service is provided along 13 active trunk-line routes essentially split into two districts. They are:
1.1.1.1 North Side: North Station Routes: • Eastern Route (Newburyport / Rockport Branch) • Western Route (Haverhill Branch) • New Hampshire Route (Lowell Branch)
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• Fitchburg Route • Wildcat Branch
1.1.1.2 South Side: South Station Routes: • Worcester Line • Needham Branch • Franklin Branch • Attleboro/Providence Main Line (ACSES II installed and functional. MBTA PTC will not be installed on this branch) • Stoughton Branch • Dorchester Branch (Fairmount Branch) • Old Colony Lines o Middleboro Main line o Plymouth Line o Kingston Branch o Greenbush Line Table 1-1 presents the MBTA train assignments and ridership level for each of the above listed lines. Table 1-1 – MBTA Train Assignments and Ridership (FY08) Annual Avg. Train Coach Weekday Assignment Assignment Ridership North Station Routes Eastern (Rockport) 7,365 8 45 Eastern (Newburyport) 10,658 Western (Haverhill) 4 22 10,457 New Hampshire (Lowell) and Wildcat 6 34 12,569 Fitchburg 5 27 9,898 South Station Routes Worcester 7 46 17,596 Needham 3 18 7,604 Franklin 6 37 12,966 Attleboro/Providence 7 48 19,181 Stoughton 2 12 8,682 Dorchester (Fairmount) 1 6 1,843
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Annual Avg. Train Coach Weekday Assignment Assignment Ridership Old Colony (Middleboro) 4 23 9,734 Old Colony (Plymouth and Kingston) 4 23 10,375 Old Colony (Greenbush) 4 20 4,570 Total 61 361 143,498
1.1.2 MBTA Commuter Rail Statistical Highlights (FY08) • Revenue Vehicle Fleet Size: 119 Locomotives and 424 coaches of which 100 are Cab Control Cars. • Route Miles of Service: Approximately ...... 394 o North Side: ...... 169 o South Side: ...... 225 • Approximate Typical Ridership (inbound and outbound boardings): o Weekday: ...... 143,498 o Saturday: ...... 31,812 o Sunday: ...... 24,055 • Annual Ridership: ...... 39,207,425 • Schedule Weekday One-Way Trips: ...... 491
o North Side: ...... 198 o South Side: ...... 293 • Station and Stops: ...... 134 o North Side: ...... 57 o South Side: ...... 77 1.2 TERMINALS MBTA has two major downtown Boston Terminals: • North Station • South Station
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1.2.1 North Station The North Station is owned and operated by MBTA. It is located at Causeway and Nashua Streets (Figure 1-2), in Boston, Massachusetts and is a major transportation hub. The North Station has 10 tracks and currently serves the MBTA commuter rail lines – Eastern Route, Fitchburg Line, New Hampshire Line, Western Route and Wildcat Branch. It also serves the Amtrak – Downeaster Line and MBTA subways – Green and Orange lines. Figure 1-2 – North Station
1.2.2 South Station The South Station (Figure 1-3), is New England’s second-largest transportation center, located at the intersection of Atlantic Avenue and Summer Street in Dewey Square, Boston, Massachusetts. It is owned and operated by MBTA and houses 13 tracks. South Station currently serves the MBTA commuter rail lines – Attleboro/Providence Branch (operated by MBTA and Amtrak), Dorchester branch, Worcester Line, Franklin branch, Greenbush Line, Needham branch, Old Colony lines (Middleboro, Kingston and Plymouth) and Stoughton branch. The South Station also serves the MBTA Subways – Red and Silver Lines and Amtrak’s Lake Shore and Northeast Corridor Services.
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Figure 1-3 – South Station
1.3 GEOGRAPHIC OVERVIEW
1.3.1 North Side: North Station Lines
1.3.1.1 Eastern Route (Newburyport/Rockport Line) The MBTA owns and operates the Eastern Route. This branch runs northeast from North Station to Newburyport and Rockport. The main line runs from North Station through Newburyport for 34.9 miles and makes stops at 11 stations. The Gloucester branch splits from the main line at Beverly Depot station and runs east till Rockport, covering 16.8 miles and 8 stations along the segment. This route serves MBTA's commuter rail traffic, with an approximate weekly ridership of 18,023.
1.3.1.2 Western Route (Haverhill Line) The Western Route runs straight north from North Station to Haverhill, serving 14 stations along the route. A station stop also exists at Oak Grove in Malden, but this stop is only used when the Orange Line rapid transit service is disrupted. The approximate length of the route is 32.1 miles. Owned by MBTA, this branch serves MBTA commuter rail traffic, with approximately 10,457 passengers commuting weekly. This line is connected to the New Hampshire Route via the Wildcat Branch.
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1.3.1.3 New Hampshire Line (Lowell Line) The New Hampshire Line runs north-west from North Station to Lowell, Massachusetts. This line is owned and operated by MBTA and approximately serves a weekly ridership of 12,569 commuter rail passengers, for 9 stations along the route. The approximate length of the New Hampshire Line is 24.5 miles. This line is connected to the Western Route by the Wildcat Branch.
1.3.1.4 Wildcat Branch The Wildcat Branch is a single-track branch line which connects the New Hampshire Route at Wilmington Station to the Western Route at Wilmington Junction. The approximate length of the branch line between the connecting stations is 3 miles. This line is primarily used for passenger service by both the Amtrak Downeaster service from Boston to Portland, Maine, as well as the MBTA commuter rail for certain rush-hour Haverhill trains. The branch also carries some freight service by Pan Am Railroads.
1.3.1.5 Fitchburg Line The Fitchburg Line runs west from Boston’s North Station to Fitchburg, Massachusetts. This Line is the longest line in the system in terms of both length and travel time. It draws about 10,000 weekly riders for MBTA's commuter rail service, spanning across 17 stations and approximately 48.8 miles of track length. In 2009, the US Department of Transportation proposed the extension of the line from Fitchburg to include a new terminus. There is also a plan to upgrade the Fitchburg Line to have cab signaling.
1.3.2 South Side: South Station Lines
1.3.2.1 Worcester Line The Worcester Line runs west from South Station to Worcester, Massachusetts, though some trains terminate at Framingham, Massachusetts. The line is partially cab signal equipped. The cab signaling extends from CP 21 (Framingham) to CP 44 (Worcester). The length of this branch is around 44.3 miles. It serves an average weekly ridership of 17,600 passengers and stops at 17 stations.
1.3.2.2 Needham Branch The Needham Branch Service runs from South Station to Needham, Massachusetts. This branch extends off the Southwest Corridor just west of Ruggles Station. Owned and operated by MBTA for its commuter rail service, this branch operates weekdays and Saturdays and serves a weekly ridership of 7,604 passengers. It spans across 9.3 miles, making stops at 11 stations. This branch is not cab signal equipped.
1.3.2.3 Franklin Branch The Franklin Branch of MBTA Commuter Rail travels in a northeasterly direction toward Boston, Massachusetts from Franklin, Massachusetts. The branch extends from Forge Park Station to South Station and serves approximately 13,000 passengers on a weekly
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basis. This branch spans across 27.4 miles making stops at 16 stations along the route. This branch is not cab signal equipped. The Franklin Branch was later extended to Forge Park/495 but the MBTA decided to keep the name of the line the same. The line is sometimes referred as the Franklin/Forge Park Line.
1.3.2.4 Attleboro/ Providence Main Line The Providence /Attleboro Main Line runs southwest from Boston, Massachusetts. This line carries service between South Station and Providence, Rhode Island. A part of this branch splits into Stoughton branch, which is operated solely by the MBTA. Within Massachusetts, this line is owned by MBTA. Beyond the state line of Massachusetts, in Rhode Island this line is owned and operated by Amtrak for its Northeast Corridor Rail service. ATC / ACSES II is operational on the main branch. This main line serves an average weekly ridership of 19,181 passengers over 11 stations along the route and measures 42 miles in length. As part of the South County Commuter Rail initiative, a 20- mile extension is under construction past Providence to T. F. Green Airport and Wickford Junction in Rhode Island.
1.3.2.5 Stoughton Branch The Stoughton Branch splits at the Canton Junction from the Attleboro / Providence Main Line and runs for two stations to Stoughton, Massachusetts. This branch serves MBTA's commuter rail traffic of around 8,682 passengers weekly and measures 4.6 miles.
1.3.2.6 Dorchester Branch (Fairmount Line) The Dorchester Branch (or Fairmount Line), except for a short portion in Milton, lies entirely within Boston, and runs in the southwest direction from South Station to Readville. Most trains reverse direction at the south end at Readville. The Fairmount Line has 5 stations and approximately spans across 9.2 miles, serving an average of 1,843 passengers weekly on MBTA's commuter rail service.
1.3.2.7 Old Colony Lines The Old Colony Lines are branches of the MBTA Commuter Rail system, connecting downtown Boston, Massachusetts with the South and Southeast. The Old Colony Lines are split into four segments – Middleboro Main Line, Greenbush, Plymouth Line and Kingston Branch. The Middleboro Main Line segment runs south from South Station to Middleboro / Lakeville. This segment serves 9,700 weekly riders and stops at 10 stations along the 35-mile segment stretch. The Greenbush Line runs east and then turns south along the shoreline, from South Station to Scituate, Massachusetts, serving a weekly average ridership of 4,500 passengers over 10 stations and 17.3 miles. The Kingston and Plymouth segments turn southeast from Braintree Station and serve 7 stations, with an average weekly traffic of 10,350 passengers.
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1.4 EXISTING SYSTEM OVERVIEW The MBTA Commuter operation is divided into two major subdivisions, South and North. All lines heading north of Boston originate from the North Station. All lines heading south of the city originate from the South Station. The line ownership map and the trackage rights map are displayed in Figure 1-4 and Figure 1-5 respectively. The MBTA operation is governed by the MBTA Operating Rules, and Employee Timetables (Refer to Section 14). The General Orders are issues from time to time, which can modify the other governing rules. The Maximum Authorized Speeds (MAS) and Permanent Speed Restrictions (PSR) are listed in Employee Timetables. Temporary Speed Restrictions (TSR) are conveyed to Train Crews by Train Order or General Notice. Normally there are Temporary Signs provided in the field associated with TSR. The type of signals and train control systems on each of the mainline tracks and interlocking, are listed in Employee Timetables.
1.5 EXISTING SIGNAL SYSTEM The MBTA signaling systems consist of Automatic Block Signaling (ABS) with and without Cab Signaling/Automatic Train Control system. The existing landline and microwave communication systems support the signal systems. In the southern division with the exception of half of the Worcester Line and Needham Line and Franklin Line, all are Cab Signal equipped and operate under ATC rules. The Shore Line which is part of the subdivision is also ACSES II equipped. Currently, this is the only line in full compliance with FRA PTC requirements. On the North Side, the existing train control system consists of the ABS without ATC. The MBTA back office supports all the North Side lines. All lines north and south have wayside signals for traffic control. All MBTA vehicles are FRA compliant ATC and ACSES II equipped and in full compliance with NORAC time table requirements with the exception of the Bombardier Cab Control Coaches. The Bombardier Cab Control Coaches are equipped with ATC but have not been equipped with ACSES II to date.
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Figure 1-4 – MBTA Line Ownership
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Figure 1-5 – Operating Railroads
Table 1-2 shows the MBTA's basic signaling territory types and the signal rules followed by them.
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Table 1-2 - MBTA Signaling Territory Types Basic Signaling Territory Types Signal Rules Automatic Block Signaling (ABS) Territory consisting of wayside automatic block signals in both directions without cab 261 signaling. Protection is provided by the signal system for both the following and opposing movements. Automatic Speed Control (ASC) territory which consists of continuous cab signaling and speed control enforcement of the cab 562 signal speed. Protection is provided by the signal system for both the following and opposing movements.
1.6 EXISTING WAYSIDE COMMUNICATIONS INFRASTRUCTURE MBTA’s right-of-way employs a mix of fiber optics, copper (electrical) and wireless communications plant infrastructure (backhaul) to transport information throughout the MBTA property, and primarily to the North Side and South Side control centers (back office). The North Side and South Side control centers are linked via a fiber optic link. Some locations employ multiple communication methods to transfer information to specific locations or onto a network. Concerning PTC implementation and installation, the existing system-wide communications infrastructure will be used to the greatest extent possible. Optical, electrical and microwave methods will be analyzed and discussed to realize reliable transmission of the PTC data. Existing wireless structures, and possibly others, along the right-of-way (ROW) maybe used to mount PTC system antennas and associated equipment. Appendix section 14.6 Tables 14-1, 14-2 and 14-3 document the MBTA’s existing communications infrastructure.
1.6.1 Wireless For North and South Lines, 900MHz radios are used for data communications and 160MHz radios are used primarily for voice communications. Microwave links are employed throughout MBTA’s property too, as higher rate/bandwidth communication links.
1.6.2 Hard Lines Various owned and leased electrical and optical communications topologies, bandwidths and terminal equipment exist on MBTA’s property.
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• These types are: T1, DS3, Fast Ethernet, SONET interface points, 4-Wire, DSL and high throughput WDM. • Note: MBTA interfaces to an AMTRAK SONET system on the South Side, with Add-Drop points for the South Side control center, Back Bay Station, Stoughton Branch, Readville/Hill, Pawtucket Layover and Needham Branch.
1.6.3 Existing Central Operations Three control centers operate MBTA’s Lines from central locations: • The North Side control center for North Station to Fitchburg, Lowell, Haverhill, Newburyport and Rockport Lines. • The Pan Am control center for perimeter lines on the MBTA North Side. • The South Side control center for South Station to Worcester, Needham Heights, Readville, Forge Park, Providence, Stoughton, Middleborough, Kingston/ Plymouth and Greenbush Lines. The South Side facility also houses a CETC room for Amtrak NEC operation, which includes the Shore Line.
1.7 ROLLING STOCK EQUIPMENT OVERVIEW All MBTA Commuter Rail service from both the North Station and South Station is provided by push-pull trains powered by diesel locomotives. The fleet consists of 119- locomotives, 100-Cab Cars and 310-coaches. All locomotives and Cab Cars are equipped with ATC and ACSES II and are in compliant with PTC requirements with the exception of 27 Bombardier Cab Control Coaches. The Bombardier Cab Control Coaches are equipped with ATC but have not been equipped with ACSES II to date. MBTA plans to install ACSES II Equipment on these vehicles as part of the overall PTC Project.
1.8 PTCIP PROGRAM OVERVIEW The functions and the general design scheme for the MBTA's PTC system is described in detail in Section 3 of this PTCIP. Section 7 of this PTCIP provides the MBTA’s Deployment Plan for the PTC System. Section 10 and 13 of this document identifies the number of track sections not classified as mainlines and exception to the mainline requirements. Subsection 1.8.1 in Section 1 provides an overview of the Program Management structure that the MBTA intends to employ to implement the PTC System. Subsection 1.11 in Section 1 provides an overview of the organization of the PTCIP, as required by 49 U.S.C. § 20157 and § 236.1005.
1.8.1 Organizational Relationships MBTA’s PTC Project will be managed by a multi-disciplined team of senior management and staff including, but not limited to: • Project Manager – Mohamed Sekkat,
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• Assistant Project Manager – TBD • Communications Engineer – TBD • Signal Engineer – TBD
1.8.1.1 MBTA PTC Project Manager Mohamed Sekkat is the MBTA PTC Project Manager. He will act as the coordinator for all disciplines and departments engaged in the PTC project and will be the single point of contact for all PTC related activities.
1.8.1.2 MBTA Departments Multiple MBTA departments will have assigned responsibilities and shall report to the MBTA PTC Project Manager as shown on the organizational chart. These departments shall include, but not be limited to: • Communication and Signals • Mechanical • Operations • Commuter Rail Contractor Managers and Supervisors of corresponding disciplines
1.8.1.2.1 Communications and Signals Communications and Signals departments will have joint responsibility for PTC systems including, but not limited to, the office safety TSR server, the ground communications network, the wayside PTC systems Wayside Interface Unit (WIU), Base Communications Package (BCP), interfacing to existing signal and communications systems and related power systems.
1.8.1.2.2 Mechanical Mechanical Department (MOE) will have responsibility for the vehicle segment of PTC, including, but not limited to, the installation of all of the PTC onboard equipment components and hardware, the interface to all existing on-board systems, including the existing CSS and ATC Systems where applicable, the overall maintenance of the system and training for maintenance personnel.
1.8.1.2.3 Operations Operations will have responsibility for all operational related aspects of PTC including, but not limited to, dispatchers, operators, rules and operations.
1.8.1.3 Consultant Support MBTA will be utilizing the support of a consultant team for development of its PTCIP, design of PTC procurement specifications and railroad force account work, and support
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1.8.1.4 Host/ Tenant Organizations The MBTA has several host and tenant Railroad organizations that operate in the Massachusetts territory and beyond. Figure 1-7 below describes the existing host and tenant Railroad organizations. Figure 1-7
1.9 REQUEST FOR AMENDMENTS OF A PTCIP Beyond Rev 7 of the MBTA PTCIP, there are no known amendments included, or anticipated at this time.
1.10 OPERATION AFTER PTC IMPLEMENTATION • Perform departure test to verify status of the PTC system before leaving the initial terminal. • Modifications to operating rules and procedures (including operations under PTC system failure modes), • Rules regarding use of the on-board Stop By Pass Button. • Maintenance practices • Description of applying and removing TSRs using the PTC system.
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• Provide training to all personnel responsible for PTC operation.
1.10.1 Success Criteria Success Criteria will be measured by; • Timely implementation of PTC per MBTA schedule • Design and Safety validation. • Reliability, Availability, and Maintainability, (RAM) of the system. • Testing program • Training for all personnel affected by PTC implementation. Further details will be develop as PTC system being implemented
1.10.2 Applicability PTC will be fully implemented on all of MBTA’s trackage as described herein.
1.11 DOCUMENT OVERVIEW This section provides an overview of the organization of the PTCIP, as required by 49 U.S.C. § 20157 and § 236.1005. Section 1: Describes the general objectives, applicability, and scope of the document. Section 2: Lists applicable documents that are referenced in this PTCIP. Section 3: Describes the functional requirements that the proposed system meets as required by § 236.1011(a)(1). Section 4: Describes how the railroad intends to comply with § 236.1009(c) as required by § 236.1011(a)(2). Section 5: Defines how the railroad provides for interoperability between MBTA and all tenant railroads as required by § 236.1011(a)(3). Section 6: Describes how the PTC system will be implemented to address areas of greater risk to the public and railroad employees before areas of lesser risk, by evaluating multiple risk factors, as required by § 236.1011(a)(4). Section 7: Defines the sequence, schedule, and decision basis for the line segments to be equipped, including the risk factors by line segment, as required by § 236.1011(a)(5). Section 8: Identifies the rolling stock that will be equipped with the PTC technology, as required by § 236.1011(a)(6) and define a schedule for same. Section 9: Identifies the number of wayside devices required for each line segment and the schedule to complete the installations by December 31, 2015, as required by § 236.1011(a)(7).
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Section 10: Identifies which track segments the railroad designates as main line and non-main line track, as required by § 236.1011(a)(8). Section 11: Identifies and describes the railroad’s basis for determining that the risk- based prioritization in Section 6 above is not practical as required by § 236.1011(a)(9). Section 12: Not Applicable to MBTA Railroad. Section 13: Contains the MTEA as defined by § 236.1019. Section 14: Contains Appendices.
End of Section
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Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2012 1 No change - September 2010 2 Changes to comply with FRA Response MBTA September 2012 3 No change - Revised PTCIP per FRA request. August, 2012 4 MBTA Consistent with PTCDP from May 2011. August 2012 5 No change - Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement and MBTA Implementation Act of 2015
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2 REFERENCE DOCUMENTS ...... 2-1 2.1 APPLICABLE DOCUMENTS ...... 2-1 2.1.1 Documents and Other Sources ...... 2-1 2.2 ACRONYMS AND DEFINITIONS ...... 2-2 2.2.1 Acronyms ...... 2-2 2.2.2 Railroad Reporting Codes ...... 2-5 2.2.3 Definitions...... 2-5
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2 REFERENCE DOCUMENTS
2.1 APPLICABLE DOCUMENTS This section provides a complete list of all the documents and other sources referenced in this PTC Implementation Plan.
2.1.1 Documents and Other Sources The following documents are relevant to this PTC Implementation Plan: A. 49 CFR part 236. B. Long Island Rail Road PTCDP C. I-ETMS PTCDP D. MBTA Employee Timetable. E. MBTA Rules of the Operating Department. F. MBTA Operating Agreement with (Various Governmental agencies): • City of Boston • State of Massachusetts G. Any other applicable City, County, and State Agreement with Tenant railroads: • Amtrak • CSX Transportation • Massachusetts Coastal Railroad LLC • Norfolk Southern • Pan Am Railways • Providence & Worcester Railroad Co. • Fore River Railway H. Agreement with Host railroad • Amtrak • CSX Transportation • Massachusetts Coastal Railroad LLC • Pan Am Railways The effective date of documents A through H is July 2013 I. I-ETMS PTC Type Approval number FRA-TA-2011-02 J. Amtrak PTC Type Approval number, FRA-TA-2010-001 dated May 27, 2010
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K. Applicable Government Standards: • FCC • FRA • FTA L. Applicable Industry Standards: • AAR • IEEE
2.2 ACRONYMS AND DEFINITIONS
2.2.1 Acronyms The following is a list of Acronyms that may be used in this PTCIP: Table 2-1 Acronym Meaning ABS Automatic Block Signal Advanced Civil Speed Enforcement System (ACSES II Type ACSES II Approval FRA-TA-2010-001) ADU Aspect Display Unit ARQ Automatic Repeat Requests ATC Automatic Train Control ATP Automatic Train Protection ATS Automatic Train Stop BCC Backup Control Center BCP Base Communications Package BDA Bi-Directional Amplifier BOS Back Office Server C&S Communications and Signals CAD Computer Aided Dispatching CBS Controlled Block System CETC Centralized Electric and Traffic Control CFR Code of Federal Regulation CIL Central Instrument Location CIM Configuration Information Module CM Configuration Management CONOPS Concept of Operations COT Current of Traffic COTS Commercial Off The Shelf CP Control Point CRC Cyclical Redundancy Check CSMA Carrier Sense Multiple Access CSS Cab Signaling System
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Acronym Meaning CTEC Centralized Electric and Traffic Control (Amtrak) CTC Centralized Traffic Control DC Direct Current DS Distant Signal ELOS Extended Line of Sight EM Electromagnetic EMC Electromagnetic Compatibility EMD Electro Motive Diesel EMI Electromagnetic Interference EOS End of Siding EOT End of Train FCC Federal Communications Commission FTP File Transfer Protocol GCOR General Code of Operating Rules GIS Geographic Information System GPS Global Positioning System GRS General Railway Signal HMI Human Machine Interface IEEE Institute of Electrical and Electronics Engineers I-ETMS® Interoperable Electronic Train Management System ITC Interoperable Train Control ITP Interoperability Transport Protocol KCS Keolis Commuter Service LAN Local Area Network LCD Liquid Crystal Display LDS Location Determination System LED Light Emitting Diode LIRR Long Island Rail Road MCP Mobile Communications Package MDM Mobile Device Manager MGT Million Gross Tons MHz Megahertz MIS Management Information System ML Main Line MOE Maintenance of Equipment MOW Maintenance of Way MP Mile Post MPH Miles per Hour MTEA Main Line Track Exclusion Addendum NDGPS Nationwide Differential Global Positioning System NIP Network Infrastructure Project NORAC Northeast Operating Rules Advisory Committee
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Acronym Meaning NPI Notice of Product Intent OBC Onboard Computer OHC Overhead Catenary PCC Primary Control Center PDS Pre-Distant Signal PIH Poison by Inhalation Hazard PSP Product Safety Plan PSR Permanent Speed Restriction PTC Positive Train Control PTCDP Positive Train Control Development Plan PTCIP Positive Train Control Implementation Plan PTCSP Positive Train Control Safety Plan PTS Positive Train Stop PTSO Positive Train Stop Override RF Radio Frequency RFA Request For Amendment ROW Right of Way RTC Rail Traffic Controller RTMS Rail Traffic Management System SBD Safe Braking Distance SONET Synchronous Optical Network STS Safety TSR Server TCS Traffic Control System TCS Train Control System TDMA Time Division Multiple Access TIH Toxic Inhalation Hazard TMC Train Management Computer TSR Temporary Speed Restriction TSS Transportation Support System TTS Transponder Transmission Subsystem TWC Track Warrant Control U.S.C. United States Code UPS Uninterruptible Power Supply VDC Volts Direct Current VHF Very High Frequency VPN Virtual Private Network VSS Vital Safety Server WAAS Wide Area Augmentation System Wabtec Westinghouse Air Brake Technologies Corporation WCC Wayside Communications Controllers WEU Wayside Encoder Unit WIU Wayside Interface Unit
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Acronym Meaning WLAN Wireless Local Area Network
2.2.2 Railroad Reporting Codes The following is a list of Railroad Reporting Codes that may be used in this PTCIP: Table 2-2 Reporting Railroad Code AAR Association of American Railroads AMTK Amtrak CSXT CSX Transportation FRA Federal Railroad Administration Fore River Transportation Corporation (operates Fore River FRVT Railway) MBTA Massachusetts Bay Transit Authority MC Massachusetts Coastal Railroad LLC NS Norfolk Southern PAR Pan Am Railways PW Providence & Worcester Railroad Co.
2.2.3 Definitions The following is a list of definitions of terms that may be used in this PTCIP: Table 2-3 Term Definition A railroad which in the last year for which revenues were reported exceeded the threshold established under regulations of Class I Railroad the Surface Transportation Board (49 CFR part 1201.1-1 (2008)). A railroad that has effective operating control over a segment of Host Railroad track. The ability of a controlling locomotive to communicate with and Interoperability respond to the PTC railroad’s positive train control system, including uninterrupted movements over property boundaries. Except as provided in § 236.1019 or where all trains are limited to restricted speed within a yard or terminal area or on auxiliary or industry tracks, a segment or route of railroad tracks: (1) Of a Class I railroad, as documented in current timetables filed by the Class I railroad with the FRA under § 217.7 of this title, over which 5,000,000 or more gross tons of railroad traffic is Main line transported annually; or (2) Used for regularly scheduled intercity or commuter rail passenger service, as defined in 49 U.S.C. 24102, or both. Tourist, scenic, historic, or excursion operations as defined in part 238 of this chapter are not considered intercity or commuter passenger service for purposes of this part.
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Term Definition Mainline Track Exclusion The document submitted under §§ 236.1011 and 236.1019 Addendum requesting to designate track as other than main line. (MTEA) NPI Notice of Product Intent as further described in § 236.1013. PTC Positive Train Control as further described in § 236.1005. Each Class I railroad and each entity providing regularly PTC Railroad scheduled intercity or commuter rail passenger transportation required to implement and operate a PTC system. PTC System Certification as required under 49 U.S.C. § 20157 and further Certification described in §§ 236.1009 and 236.1015. PTCDP PTC Development Plan as further described in § 236.1013. PTC Implementation Plan as required under 49 U.S.C. § 20157 PTCIP and further described in § 236.1011. PTCSP PTC Safety Plan as further described in § 236.1015. Request For A request for an amendment of a plan or system made by a PTC Amendment railroad in accordance with § 236.1021. Segment of Track Any part of the railroad where a train operates. A railroad, other than a host railroad, operating on track upon Tenant Railroad which a PTC system is required. Track Segment Segment of track.
End of Section
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MBTA
PTC Implementation Plan (PTCIP)
Section 3 Technology Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 Changes to comply with FRA Response MBTA September 2010 2 Changes to comply with FRA Response MBTA September 2010 3 No changes - August 2012 4 Revised PTCIP per FRA request. MBTA Consistent with PTCDP from May 2011. August 2012 5 No changes - July 2013 6 Updated to reflect changes in MBTA MBTA infrastructure and new references to LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement and MBTA Implementation Act of 2015
PTC Implementation Plan
MBTA Revision 7
Section Page
3 TECHNOLOGY ...... 3-1 3.1 GENERAL ...... 3-1 3.2 ACSES II FUNCTIONALITY...... 3-3 3.2.1 Permanent Speed Restrictions ...... 3-3 3.2.2 Temporary Speed Restriction ...... 3-3 3.2.3 Positive Train Stop ...... 3-4 3.2.4 Application of PTC in ABS territory without ATC ...... 3-4 3.3 PTC OFFICE SYSTEM ...... 3-5 3.3.1 Office Safety TSR Server Sub-System ...... 3-5 3.3.2 Office Safety TSR Subsystem Elements...... 3-5 3.4 VITAL SAFETY TSR SERVERS ...... 3-6 3.5 RTC USER INTERFACE WORKSTATIONS...... 3-6 3.6 MAINTENANCE WORKSTATIONS...... 3-7 3.7 PTC OFFICE NETWORK ...... 3-7 3.7.1 Safety TSR Server Implementation ...... 3-7 3.8 COMMUNICATIONS SUB-SYSTEMS ...... 3-7 3.8.1 Data Radio Communications System ...... 3-7 3.8.2 System-wide Communications Network ...... 3-9 3.9 PTC WAYSIDE SUBSYSTEMS ...... 3-9 3.9.1 Wayside Sub-System ...... 3-9 3.9.2 PTC Wayside Equipment ...... 3-10 3.9.2.1 Wayside Interface Units ...... 3-10 3.9.2.2 Transponders (existing, Shore Line) ...... 3-11 3.9.2.3 Base Communication Package ...... 3-11 3.9.2.4 Wayside Power Supplies...... 3-11 3.10 PTC ONBOARD SUB-SYSTEMS ...... 3-12 3.10.1 PTC System Components ...... 3-12 3.10.1.1 Onboard Computer...... 3-12 3.10.1.2 Scanner Antenna System ...... 3-12 3.10.1.3 Mobile Communication Package ...... 3-12 3.10.1.4 Speed Sensor ...... 3-13 3.10.1.5 Operator Display ...... 3-13 3.10.1.6 Brake Interface System ...... 3-13 3.10.1.7 Electrical Systems ...... 3-13 3.11 MISCELLANEOUS COMPONENTS ...... 3-13
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3 TECHNOLOGY
3.1 GENERAL The Massachusetts Bay Transportation Authority (MBTA) Positive Train Control (PTC) system will consist of an existing Cab Signaling System (CSS) with Automatic Train Control System (ATC) supplemented by the addition of the latest revision to the vital microprocessor based Advanced Civil Speed Enforcement System II (ACSES II). The continuous CSS ATC system will continue to provide train separation and signal speed enforcement functions in signaled territory, and will operate in conjunction with the added functions that are provided by ACSES II. For the Lines and Tracks not equipped with continuous CSS ATC system, MBTA will implement the LIRR Type Approved ACSES II for ABS system. For the interoperability requirement, MBTA will have a Type Approved UPRR PTCDP which is I-ETMS based, on specific lines identified in Figure 3-1. MBTA will have an I- ETMS compatible back office server, which will operate in parallel with the ACSES II safety server. Similarly, on these tracks, WIUs will be dual equipped to broadcast I- ETMS compatible messages along with ACSES II messages. The technology is further explained in Section 5 of this document. However, any functional variances between the Type-Approved I-ETMS and the system implemented by MBTA for interoperability will be addressed in a PTC Safety Plan (PTCSP) to be submitted by MBTA. Shore Line South is equipped and functioning with an ACSES II system, and is fully FRA PTC compliant. Remaining lines are operating with ABS either with or without ATC. Figure 3-1 identifies which of these lines will be upgraded with ATC plus ACSES (Amtrak PTC Type Approved) and ACSES in ABS (LIRR PTC Type Approved) ACSES II functionality. Since the existing signaling systems are FRA compliant, the details are not included in this document. The PTC functionality will be added as an overlay onto the existing signaling system. The MBTA PTC system will provide enforcement of Permanent Speed Restrictions (PSR) (curves, bridges etc.) and Temporary Speed Restrictions (TSRs), slow orders, in five mile per hour (MPH) increments, as well as enforcement of stop signal aspects at interlocking home signals in conjunction with all existing onboard CSS equipment. Figure 3-1 shows each of the PTC approaches.
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Figure 3-1 – PTC Approach
The following sections describe the functionality and hardware of the ACSES II technology elements comprising the MBTA PTC system, and how it interacts with the CSS/ATC system to enforce positive train stop (PTS) where required. These technology elements include Wayside, Office, Communications, and onboard equipment.
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Figure 3-2 - System-wide PTC Communication Systems Overview Block Diagram
Legend:
WIU – Wayside Interface Unit PTC Back Office BCP – Base Communications Package System – Backhaul Communication Link (Ref. Fig 3-3)
MBTA PTC & Wayside Communications Networks
PTC Onboard Systems WIU & BCP (Ref. Fig. 3-5) (Ref. Fig. 3-4)
3.2 ACSES II FUNCTIONALITY MBTA will apply the ACSES II technology and functionality as implemented by Amtrak and LIRR and as Type Approved by FRA.
3.2.1 Permanent Speed Restrictions The MBTA PTC system will enforce Permanent Speed Restrictions (PSR). Strategically installed wayside transponders will be encoded with site-specific track profiles and associated authorized permanent speed limits. When the train moves along the tracks, it will receive the encoded message from the transponder. The train’s on-board computer (OBC) will calculate the speed profile from the data received and the current train speed. The OBC will also apply the braking algorithm to generate braking and penalty curves and issue a warning signal if the train exceeds the required speed. If the train operator ignores the warning signal and fails to enforce the braking curve, the OBC will automatically enforce the penalty curve.
3.2.2 Temporary Speed Restriction The MBTA PTC system will enforce Temporary Speed Restrictions (TSR). The TSR data will be communicated to the Train OBC via the data radio network. Trains
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approaching an interlocking will request TSR data. In the field, this request will be routed via Base Communication Package (BCP) to the back office TSR server. The TSR server will respond by sending all the TSR data covered by the local BCP plus the next two BCP stations. The OBC will enforce the TSR in the same manner as it will handle the PSR. If there is a PSR and TSR within the same location, OBC will enforce the lower of the two speeds.
3.2.3 Positive Train Stop The MBTA PTC system will enforce a stop at every home signal displaying a Stop aspect. The transponder located at the distant signal will provide the information to the OBC that the train is approaching a home signal and the distance to the home signal. The OBC will use this data to generate a stop profile to be at zero speed just before the home signal as defined in the employee timetable. If the train violates the stop profile, the OBC sends a request to the ATC system to stop the train. If the ATC system receives an aspect more permissive than Restricting, it overrides the stop request. If the ATC receives a Restricting aspect the stop is enforced. In the event the ATC is cut-out or failed in route, ACSES II will enforce the stop at home signals. Once the train has stopped at the required home signal, it will be held until one of the following conditions is met: • The ATC system receives an aspect more permissive than Restricting. • The train operator pushes a Stop Bypass Button. This action requires prior verbal authorization from the train dispatcher. • The Stop request is removed by train dispatcher via data radio.
3.2.4 Application of PTC in ABS territory without ATC The MBTA ACSES II implementation in ABS territories without ATC will be in compliance with 49 CFR Part 236 subpart I. ACSES II will be applied here without any material modification to the already approved ACSES II which is in revenue service now. However, any functional variances between the Type-Approved ACSES II and the system implemented by MBTA for ABS territory without conventional track circuit will be based on the Long Island Railroad (LIRR) Type Approved PTCDP. Any variance from LIRR PTCDP will be fully addressed in MBTA’s PTCSP to be submitted by the MBTA. The MBTA PTCSP will be submitted per the FRA mandated requirement. In the ABS territories without ATC, WIUs will be installed at every Automatic signal location intermediately between the interlockings. These WIUs will be programmed in the same manner as if being installed at the normal interlocking. The BCPs associated with these WIUs will transmit the radio release for a more permissive signal than Stop and Proceed. Stop and Proceed indication will be enforced as a positive stop enforcement similar to that which is being implemented for interlocking home signals. The differences in the application of ACSES II in ABS territories will be in the data description and not in the software modification. Refer to LIRR PTCDP for further operational detail and clarification.
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3.3 PTC OFFICE SYSTEM
3.3.1 Office Safety TSR Server Sub-System The MBTA PTC office system features a Safety TSR Server (STS) subsystem that is completely autonomous from the existing CTC office system. For MBTA Territory, two separate Safety TSR Servers will be provided, both located at the North Side Control Center facility at Cobble Hill. The back-up STS(s) for both the North Side and South Side will be located in the new Billerica Dispatch Office to provide geographic and operational redundancy. Tenant railroads operating in the MBTA territory will receive TSR information directly from MBTA STS. Refer to Figure 3-3 for an overview of the sub-systems comprising the PTC Office system. Figure 3-3 – PTC Office System
South STS FEP
CTC System CTC System FEP North STS
RTC’s PTC Workstations RTC’s PTC Workstations North Side Control Center South Side Control Center
Legend:
FEP – Front End Processor WIU – Wayside Interface Unit MBTA PTC & Wayside CTC – Centralized Traffic Control Communications Network BCP – Base Communications Package TSR – Temporary Speed Restriction RTC – Rail Traffic Controller STS – Safety TSR Server – Backhaul Communication Link – In Track Transponder PTC Onboard WIU & BCP Systems (Ref. Fig. 3-5)
In-Track Transponder
3.3.2 Office Safety TSR Subsystem Elements The Safety TSR Server subsystem is composed of the following major components: • Vital Safety TSR Servers
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• Rail Traffic Controller (RTC) User Interface Workstations • Maintenance workstation • Network interfaces • Printers
3.4 VITAL SAFETY TSR SERVERS The Vital Safety TSR servers will be single servers or server clusters at the North Side control center and Billerica dispatch facility. TSR servers will execute the vital TSR function in accordance with the requirements of 49 CFR Part 236. The servers will be required to exhibit very high function availability, commensurate with the safety critical nature of the TSR functionality and the operational demands of the railroad. User interface to the servers will be through non-vital user interface workstations. The servers will be located in secure computer facilities at both control centers. Vitality of the Safety Server functions implemented in non-vital hardware and software will be assured utilizing any of the following industry accepted safety assurance concepts: • N-version programming • Checked-redundant • Diversity and self-checking. Vitality of the data transmitted from the STSs to trains will be independent of the physical data communication transport systems consisting of MBTA backhaul system and the PTC Data Radio system (see Wayside systems). Vital and error-detecting communications will be ensured via appropriate Cyclical Redundancy Check techniques. Safety verification will be in accordance with 49 CFR Part 236, Appendix C. Each server (or server cluster) at both control centers will independently provide for safety assurance of its database and safe execution of its program. Safety TSR servers will be powered by conditioned power from the Control Center Uninterruptible Power Supply (UPS) with backup emergency generators. An Emergency Management plan will be implemented to assure high availability of the TSR function. Each server at both control centers will have an individual backup, in the event of a failure.
3.5 RTC USER INTERFACE WORKSTATIONS RTC User Interface workstations will be furnished for all RTC user interaction functions. The RTC workstations will be Commercial Off-the-Shelf (COTS) products running a COTS operating system and MBTA PTC user interface application. Each RTC User Interface workstation will include: • COTS PC
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• Liquid Crystal Display (LCD) monitor • Keyboard • Mouse
3.6 MAINTENANCE WORKSTATIONS Each Safety TSR Server will include a maintenance workstation for programming development, configuration and system administrator interaction with the Safety TSR server. Each maintenance workstation will include: • COTS PC or use of the Safety Server depending on vendor configuration • LCD monitor • Keyboard • Mouse
3.7 PTC OFFICE NETWORK A secure, high availability Local Area Network (LAN) will interconnect the elements of the PTC office system and provide a gateway to the MBTA Wayside Communications Network and to the PTC system in the field. The LAN will consist of managed switches, routers and other devices that will be completely isolated from the outside world without connection to the Internet, and shall be physically confined to the North Side, South Side, and Billerica control centers. Firewalls and other intrusion detection methods will be utilized to ensure that only authorized message traffic traverses the LAN. The PTC office network will be completely isolated from the CTC office network.
3.7.1 Safety TSR Server Implementation The Safety TSR (STS) subsystem will be commissioned along with the initially deployed PTC segment. The server(s) will undergo rigorous pre-commissioning safety verification to ensure that all its data are accurate.
3.8 COMMUNICATIONS SUB-SYSTEMS The communications system required to support the MBTA PTC System is divided into the following two subsystems: • Data Radio Communications System – Connects the wayside system elements to the onboard system elements. • Backhaul Communications System – Connects the TSR Server to locations housing wayside system elements.
3.8.1 Data Radio Communications System The data radio communications system is a functional message conduit for the MBTA PTC System. The integrity of the data transmission is not dependent on the data radio communications technology since the safety-critical application layer is independent
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MBTA Revision 7 from the non-vital communication application layers. Additional checks are performed onboard to ensure protection from duplicate messages, against data storage errors and against communication message routing errors in the non-vital communications system. The PTC/ACSES II message data structure shall be the same with either 220 or 900 MHz radio transmission. The major components of the onboard data radio system, generically referred to as a Mobile Communications Package (MCP) include: • Antenna(s); • Radio Frequency (RF) transmission cable such as coaxial cable, equipped with surge protection; • Mobile data radio, consisting of an RF transceiver and a data controller; • Communications Controller – (existing as part of ACSES II) Used if multiple technologies are employed, interfaces MCP to other onboard PTC elements; • Power Unit – (existing as part of ACSES II) adapts onboard power system to that required by onboard data radio system elements, equipped with spike filter/surge protection. Data radio system installations at wayside locations generically referred to as a Base Communications Package (BCP), will include the following elements: • Antenna(s); • Antenna support structure such as a pole or tower, with earth grounding; • RF transmission cable such as coaxial cable, equipped with surge protection; • RF transmission components such as duplexers, combiners, and multi-couplers, as required; • Equipment housing, such as a weatherproof case or enclosure; • Base station data radio consisting of a radio transceiver and a data controller; • Communications Controller – Used if multiple technologies are employed, interfaces BCPs to other wayside PTC elements; • Power Unit – adapts wayside power system to that required by wayside data radio system elements, equipped with surge protection; Both BCPs and MCPs shall be solid state, programmable units. The MCPs shall be Association of American Railroads (AAR) compliant for onboard environment, and the MCPs shall be installed in shelters/enclosures with appropriate environmental treatment. Each interlocking will require a data radio system connection to the trains approaching the interlocking. For this reason, one BCP wayside location at each interlocking will be assumed initially. System design will consider the possibility of one BCP wayside location serving multiple interlockings. Within non-ATC territory at automatic signal locations, a PTC radio will be deployed to provide ACSES II wireless coverage. In
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addition to the quantity and location of the BCPs, system RF coverage requirements will also determine parameters such as RF power, frequency (channel) selection, antenna directional patterns and the height of the antennas. Other design considerations that will affect the data radio technology include interference issues, data throughput and latency requirements, redundancy and resilience requirements, encryption and network management.
3.8.2 System-wide Communications Network The backhaul communications system will connect both control centers housing the TSR Servers to the wayside locations via MBTA’s existing System-Wide Communications Network. This system is equipped to transport a variety of communications and protocol platforms, including TCP/IP over Ethernet. As part of the system design each PTC wayside location will be evaluated to determine what additional communications links, if any, must be enhanced and where additional wayside PTC components shall be located.
3.9 PTC WAYSIDE SUBSYSTEMS
3.9.1 Wayside Sub-System The MBTA wayside PTC system will consist of two main areas of operation: interlocking limits and automatic block territory. Within these two areas, the wayside PTC system will provide civil speed enforcement and positive stop enforcement where required. The wayside PTC system requires, at minimum, wayside interface units, base communication radio packages, and transponders (refer to Figure 3-4 PTC Wayside System).
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Figure 3-4 – PTC Wayside (Field) System
Legend:
WIU – Wayside Interface Unit BCP – Base Communications Package TSR – Temporary Speed Restriction RTC – Rail Traffic Controller Front End Safety TSR RTC’s PTC Processor CIL – Central Instrument Location Server Workstation – Backhaul Communication Link Control Center – In Track Transponder MBTA PTC Communications Network
BCP Vital Wayside WIU PTC Onboard Signal / ATC Systems
Track Circuit
Existing Cab Signal Through Rail In-Track Switch Machine Transponder
3.9.2 PTC Wayside Equipment
3.9.2.1 Wayside Interface Units Wayside Interface Units (WIU) will be installed at every interlocking on MBTA PTC operating territory and at every automatic signal location in ABS territories without ATC. The WIU is a vital microprocessor controller that provides a direct interface to the existing vital wayside signal system, with an interface to the associated BCP for radio transmission to the onboard ACSES II system. The WIU will interface with three types of vital signal systems on the MBTA Railroad; vital relay, single vital processor, or zoned vital processor, consisting of multiple processors. The WIU reads the real time status of all signals (Proceed Cab aspect status, Absolute Block Signal aspect status) and all interlocked switch positions (normal or reverse). The WIU will be in compliance with the safety criteria and processes requirements of Title 49 of the Code of Federal Regulations, Part 236. The WIU will be immune to the effects of any electromagnetic or electrical interference generated from within or outside the signal enclosures. The WIUs will either be rack or wall mounted or integrated into existing microprocessor systems by addition of circuit boards. The discrete wiring for the WIU, to either vital
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relay or vital processor, will comply with all applicable requirements of Title 49 of the Code of Federal Regulations Part 236.
3.9.2.2 Transponders (existing, Shore Line) Transponders are passive devices mounted between the rails installed in sets of from 2 to 4. The transponders require no energy source other than that transmitted from a passing train. All transponders are physically identical. The programmable EPROMs within the transponders contain the unique safety critical site-specific data. The transponder will transmit encoded information about the speed restriction ahead including but not limited to: • The actual distance to the beginning of the next speed restriction(s), or speed change; • The target speed of all restrictions between this transponder set and the next transponder set and all restrictions beyond the next transponder set that cannot be met by reductions from maximum track speed at the next set; • All speed upgrades between this transponder set and the next; • The ruling grade or "equated" distance to the target, if the target speed is lower; • Transponder type, location, and track number; • The encoder address and radio channel • The actual distance to the next transponder location and necessary sync and check bytes to transmit a vital, fail safe, message; • The distance to the next Interlocking home signal; to be included on at least two transponder sets in approach to the interlocking signal, at the distant signal, and the last previous transponder set-location in approach to the distant signal. Transponders are located at all interlocking home signals and then at master locations, cut sections and grade crossings as necessary to meet the requirements of the MBTA PTC system. Transponders presently exist on the Shore Line for use by Amtrak’s NEC service.
3.9.2.3 Base Communication Package The BCP data radio system provides a wireless communication path from the wayside interface unit to a locomotive when reporting the status of the wayside device. Communication with more than one WIU through a common BCP will be supported. In addition, the BCP is providing a link between the locomotive and the safety TSR server at one of the control centers for current TSR information flow through the backhaul communication network and the designated wireless radio network.
3.9.2.4 Wayside Power Supplies The WIUs located in signal system CILs will be powered from the same power source as the signal system. The signal system is composed of both vital and non-vital logic. Vital
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signal logic is powered by separate 12 VDC supply while the non-vital signal logic is powered by another 12 VDC or 24 VDC battery supply. The WIUs will only utilize the battery supplies used for the vital signal system. The BCP will utilize the battery supplies used for the non-vital signal system through DC-to-DC converters over line to new radio enclosures.
3.10 PTC ONBOARD SUB-SYSTEMS The following section describes the onboard components of the MBTA PTC system only. Figure 3-5 details a block diagram of the various components of the onboard ATC/ACSES II sub-system.
3.10.1 PTC System Components
3.10.1.1 Onboard Computer The Onboard Computer (OBC) consists of several Printed Circuit boards. It is a vital system. It employs both hardware and software crosschecking techniques to ensure vital operation. The OBC processes the data obtained from the transponders and via a data radio (MCP) to enforce permanent and temporary speed restrictions. The OBC also provides the vital signal to enforce positive stop where required. The OBC is housed inside an equipment box. The boxes are currently located in suitable locations that were selected during the initial installation based on the availability of space and interface to other vehicle subsystems. See Figure 3-5 for more details about onboard PTC architecture.
3.10.1.2 Scanner Antenna System The system consists of under car mounted scanner antenna, cable box (CTV), and transmission and receiver circuits. CTV is mounted close to the scanner antenna to minimize the RF power loses. Remaining circuits are housed in the MBTA ACSES II system equipment box and interface with the OBC. This is basically a loop antenna. When the vehicle is in motion, the scanner antenna is turned on. The CTV generates 27.115 MHz carrier frequency for the scanner antenna to continuously transmit this sweep frequency downwards to the tracks. When the train passes over the transponder, this carrier signal powers the transponder. The transponder sends a 4.5 MHz signal back to the train via the same MBTA ACSES II system scanner antenna with coded information representing the restrictions ahead. The technology is solid state and designed for stable operation over the entire temperature range and battery voltage variation of the vehicle.
3.10.1.3 Mobile Communication Package The MCP consists of data radio and roof mounted antenna. The MCP communicates with the BCP radio system to receive upcoming TSRs and interlocking route status. This is a solid-state transceiver that operates from its own regulated power supply. Primary power comes from vehicle battery system. The radio is certified to meet all FCC
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MBTA Revision 7 requirements for frequency stability, power level, harmonics and Electromagnetic Interference (EMI) (Reference Section 3.3.1).
3.10.1.4 Speed Sensor A dedicated speed sensor is used to measure train speed. The ACSES II OBC will use this information to enforce speed restrictions and determine train travel distance. The locations of the speed sensors are vehicle specific. The speed sensors are of the passive, reluctance type with two-wire output and require no source of regulated voltage.
3.10.1.5 Operator Display ACSES II OBC provides the necessary signals to the Operator display for the train operator to know current speed restriction and associated warnings. The display also provides the system status information to the train operator. The technology is solid state.
3.10.1.6 Brake Interface System The brake interface system includes means to apply a full service penalty brake, and if needed emergency brakes. It also includes sensors to check brake application and suppression. The interface hardware is vehicle specific depending upon type of brake system on the vehicle.
3.10.1.7 Electrical Systems Power Supply for OBC: The OBC is powered from a solid state, switching power supply that supplies the various regulated and filtered voltages required for operation. The primary power comes from the vehicle battery system. The power supply protects the OBC from all surges, variations in voltage and EMI present on the battery system. Power Supply for MCP: The MCP will have its own dedicated solid-state power supply similar to the OBC. The regulated voltages will be those required by the MCP. EMI / EMC: The original installation was planned to include considerations to protecting equipment and included appropriate shielding, grounding, filtering, frequency avoidance, physical separation and other methods used to avoid EMI and achieve EMC within the vehicle. The installation was proven and validated at the initial vehicle level testing.
3.11 MISCELLANEOUS COMPONENTS Miscellaneous components include: • Operator console mounted acknowledgement button. • Departure test start button. The train operator is required to acknowledge specific MBTA ACSES II system warning alarms to forestall automatic penalty brake applications. The PTSO bypass button and the ACSES II system cutout switch locations are vehicle specific and easily recognizable
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End of Section
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MBTA
PTC Implementation Plan (PTCIP)
Section 4 Compliance Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 No changes - September 2010 2 Changes to comply with FRA Response MBTA September 2010 3 No changes - August 2012 4 No changes - August 2012 5 No changes - July 2013 6 Updated to reflect changes in MBTA MBTA infrastructure and new references to LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement and MBTA Implementation Act of 2015
PTC Implementation Plan
MBTA Revision 7
Section Page
4 COMPLIANCE [§ 236.1011(a)(2)] ...... 4-1 4.1 PTC SYSTEM CERTIFICATION ...... 4-1 4.1.1 Utilization of Existing Type Approval and/or PTCDP ...... 4-1 4.1.2 Certifying the Validity of Type Approval ...... 4-1 4.1.3 Handling of Unique Aspects of the PTCDP and Type Approval ...... 4-1 4.1.4 Deliverables ...... 4-2 4.2 RISK ASSESSMENT ...... 4-2
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4 COMPLIANCE [§ 236.1011(a)(2)]
4.1 PTC SYSTEM CERTIFICATION The majority of track upon which MBTA operates is owned by MBTA (Host railroad). Most of the MBTA’s track has some freight (tenant railroad) operation. Due to the mixed use of tracks MBTA is required to have a PTC solution that will facilitate tenant railroads to be FRA compliant. MBTA also has an interoperability agreement with Amtrak for NEC operation. In light of this, MBTA will be pursuing PTC solutions similar to Amtrak NEC and capable of accommodating tenant railroad operations.
4.1.1 Utilization of Existing Type Approval and/or PTCDP MBTA will be utilizing the existing type-approved ACSES II logic. MBTA will reference the Amtrak approved PTC approach as a type-approved system. For MBTA territory that is not equipped with ATC, MBTA will be utilizing the LIRR’s Type Approval for ACSES II in ABS territory. Wherever the design deviates from these Amtrak’s or LIRR’s ACSES II PTC approach, a detailed description will be submitted to the FRA as part of the PTCSP. During the planned extensive testing and validation of the MBTA’s PTC System, if the MBTA or FRA determine that additional supporting documents are needed, the MBTA will work with the selected PTC system supplier to make that a requirement in order to get PTC certification. To allow interoperability with tenant railroads, MBTA will also be utilizing the Type Approval for I-ETMS as part of a dual-equipped wayside on some lines. Any deviations from the I-ETMS Type Approval will be described in detail in the PTCSP.
4.1.2 Certifying the Validity of Type Approval According to §236.1013(c) in the proposed rule, “each Type Approval shall be valid for a period of 5 years, subject to automatic and indefinite extension provided that at least one PTC System Certification using the subject PTC system has been issued within that period and not revoked.” Since MBTA is not seeking its own Type Approval for its PTC system, MBTA will not be directly responsible for ensuring the continued validity of the Type Approvals upon which the MBTA PTC system is based. However, MBTA does plan to utilize its PTC System Certification indefinitely, which will help support the case of extending indefinitely the Type Approvals upon which the MBTA PTC system is based.
4.1.3 Handling of Unique Aspects of the PTCDP and Type Approval MBTA North Side operation and three lines on the South Side are currently operated under ABS rules. The three lines on the South Side will be equipped with cab signal systems as part of the overall PTC implementation. MBTA PTCIP section 3, with additional support documentation in Section 14, provides a general description of ACSES II in ABS territory. During the PTC design and validation period MBTA will compile all the variances and any unique aspects of MBTA’s PTC system design and include these variances as part of
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the MBTA PTCSP. This document will include references to complete PTCDPs approved for Amtrak, LIRR, and I-ETMS, and language that amends or replaces language in the referenced PTCDPs. Throughout the entire development and design process, MBTA will keep the FRA fully engaged and provide the FRA with all necessary information and documents. This will help to ensure MBTA’s compliance with PTC safety certification as the PTC system develops.
4.1.4 Deliverables MBTA will supply the following deliverables to the FRA to support a petition for PTC System Certification: 1. PTC Implementation Plan (PTCIP) 2. Reference number(s) for PTC Development Plans (PTCDPs) of Amtrak, LIRR, and I-ETMS. 3. PTC Safety Plan (PTCSP) The PTCSP submitted by MBTA will include the following elements: 1. Design criteria 2. Drawings and technical specifications of the PTC system 3. Test Plans and Reports for commissioning of the PTC system 4. Product operations and maintenance documentation 5. Product training documentation 6. Variances from Type Approvals for ACSES II, ACSES II in ABS territory, and I- ETMS as required
4.2 RISK ASSESSMENT The successful implementation of PTC on MBTA’s territory is dependent upon a number of associated risks. In light of ongoing activities associated with the acquisition of lines, the deployment of the PTC system is anticipated to be completed by the revised PTC Implementation Schedule shown in Section 14.5.
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MBTA
PTC Implementation Plan (PTCIP)
Section 5 Interoperability Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 Changes to comply with FRA Response MBTA September 2010 2 Changes to comply with FRA Response MBTA September 2010 3 No change - Revised PTCIP per FRA request. August 2012 4 MBTA Consistent with PTCDP from May 2011. August 2012 5 No change - Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of Positive January 2016 7 Train Control Enforcement and MBTA Implementation Act of 2015
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MBTA Revision 7
Section Page
5 INTEROPERABILITY ...... 5-1 5.1 RAILROAD AGREEMENT PROVISIONS RELEVANT TO INTEROPERABILITY [§ 236.1011(a)(3)(i)] ...... 5-1 5.2 TECHNOLOGY APPLICABLE TO INTEROPERABILITY [§ 236.1011(a)(3)(ii)] ...... 5-2 5.2.1 ACSES II and ATC equipped tenant locomotives ...... 5-2 5.2.2 I-ETMS equipped tenant locomotives ...... 5-2 5.3 OBSTACLES TO INTEROPERABILITY [§ 236.1011(a)(3)(iii)] ...... 5-3 5.4 LETTERS OF UNDERSTANDING RECEIVED AT TIME OF FILING ...... 5-3
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5 INTEROPERABILITY This section describes how the MBTA PTC system will provide for interoperability between the host and all tenant railroads on the territory required to be equipped with a PTC system in accordance with Part 236 Subpart I. The following carriers are presently tenant railroads on MBTA territory: 1. National Railroad Passenger Corporation (Amtrak) (AMT) 2. CSX Transportation (CSXT) 3. Massachusetts Costal Railroad (MC) 4. Fore River Railroad (FRVT) 5. Norfolk Southern (NS) 6. Pan American Railway (PAR) 7. Providence & Worcester (PW) The Fore River Railroad accesses MBTA property on average 5 times per week for one round trip from Adams Junction on the Greenbush Branch to Braintree on the Middleboro Line for a total of approximately 2 miles per round trip. This level of activity serves as the basis for an exception for the Fore River Railroad to install PTC under the criteria established in Part 236.1006 (b) (4) of Subpart I. The Massachusetts Coastal Railroad accesses MBTA property on average 3 – 4 times per week for one round trip on the Middleboro Line from Bay (MP 36.44) to Mid (MP 33.96), a total of approximately 2.5 miles per round trip. This level of activity serves as the basis for an exception for the Massachusetts Coastal Railroad to install PTC under the criteria established in Part 236.1006 (b) (4) of Subpart I. The following railroads will be required to have PTC-equipped locomotives in order to gain access to MBTA PTC-equipped territory: 1. National Railroad Passenger Corporation (Amtrak) (AMT) 2. CSX Transportation (CSXT) 3. Norfolk Southern (NS) 4. Pan American Railway (PAR) 5. Providence & Worcester (PW)
5.1 RAILROAD AGREEMENT PROVISIONS RELEVANT TO INTEROPERABILITY [§ 236.1011(a)(3)(i)] MBTA has “Letters of Understanding Implementation of Positive Train Control” with MBTA Tenant Railroads (Ref: Section 14 Appendix B). These letters of understanding are amendments to the following agreements that are in place between MBTA and its tenant railroads:
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• Amtrak – MBTA / Amtrak Agreement for Use and Maintenance of the Attleboro Line dated July 1, 2003. • CSX Transportation (CSXT) – MBTA / CONRAIL Trackage Rights Agreement dated July 1, 1985 (transferred to CSXT as part of the acquisition of segments of CONRAIL). • Norfolk Southern (NS) – MBTA / CONRAIL Trackage Rights Agreement dated July 1, 1985 (transferred to NS as part of the acquisition of segments of CONRAIL). • Pan American Railway (PAR) – MBTA / Trustees for the Former Boston and Maine Railroad Agreement dated December 24, 1976, • Providence & Worcester (P&W) – MBTA / P&W Agreement for Use of Tracks dated December 8, 1982. The MBTA Positive Train Control – The Letters of Understanding has both parties (Host and Tenant) seek to implement PTC technical solutions which meet the requirements of the interoperability as defined in §236.1003(b).
5.2 TECHNOLOGY APPLICABLE TO INTEROPERABILITY [§ 236.1011(a)(3)(ii)] This section describes the technology proposed to achieve interoperability between MBTA and its tenant railroads. The discussion considers two basic interface scenarios. The first interface is where all locomotives of tenant carriers entering the MBTA territory will be fully ACSES II and ATC/cab signal equipped. The second interface is where all locomotives of tenant carriers entering the MBTA territory will be fully equipped with the Class 1 railroad-defined and FRA-approved I-ETMS type approved system.
5.2.1 ACSES II and ATC equipped tenant locomotives Similar to MBTA vehicles, tenant railroad locomotives will communicate with MBTA control office safety servers and receive all the necessary applicable temporary speed restrictions before entering the MBTA PTC territory. There will be a transponder set at a safe distance prior to entering the PTC territory to enforce a positive stop if switches are not lined up for normal operation. Once proper communication is established and confirmed, the tenant locomotive will enter the MBTA PTC territory and follow the same logic as ATC and ACSES II equipped MBTA trains.
5.2.2 I-ETMS equipped tenant locomotives Refer to Figure 5.1, which shows how I-ETMS equipped tenant locomotives will receive messages on MBTA PTC territory. A home signal at the interlocking prior to entering MBTA PTC territory will clear only if the proper communication is established and confirmed between a tenant locomotive and the MBTA control office. The MBTA control office will have an I-ETMS compatible back office server. The MBTA control office PTC workstation will send ACSES II messages and I-ETMS
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MBTA Revision 7 messages to each system independently. MBTA WIUs will also have capabilities to broadcast ACSES II messages and I-ETMS messages. With this dual capability, tenant locomotive will be able to operate over MBTA PTC territory. Figure 5-1
5.3 OBSTACLES TO INTEROPERABILITY [§ 236.1011(a)(3)(iii)] MBTA plans to implement proven and in-service systems to meet interoperability requirements. All the hardware and software to interface with MBTA control office, WIU, and Base station will be the same as that being tested and proven by Class 1 railroads for I-ETMS operation. MBTA takes the responsibility for the interoperability requirement and will work with tenant railroads and the FRA during, implementation, testing and verification. Apart from the technical issues, MBTA will have full partnership with tenant railroads in writing operating rules and providing operator training.
5.4 LETTERS OF UNDERSTANDING RECEIVED AT TIME OF FILING The following Table 5-1 indicates the status of letters of Understanding as of the time that the MBTA PTCIP was filed:
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Table 5-1 Tenant Railroads Letters Sent Letters Executed Providence & Worcester Railroad February 25, 2010 April, 1, 2010 CSX Transportation Inc. February 24, 2010 March 31, 2010 Amtrak February 24, 2010 March 26, 2010 Pan Am Railway (Springfield February 24, 2010 April 12, 2010 Terminal Railway Company) Norfolk Southern February 24, 2010 March 30, 2010 Fore River Transportation February 24, 2010 Exempt Massachusetts Coastal Railroad February 24, 2010 Exempt Note: Copies of the letters are included in Section 14 – Appendices.
End of Section
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MBTA PTC Implementation Plan (PTCIP)
Section 6 Installation Risk Analysis Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 Changes to comply with FRA Response MBTA September 2010 2 Changes to comply with FRA Response MBTA September 2010 3 Changes to comply with FRA Response MBTA August 2012 4 No change - August 2012 5 No change - Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of Positive January 2016 7 Train Control Enforcement and MBTA Implementation Act of 2015
PTC Implementation Plan
MBTA Revision 7
Section Page
6 INSTALLATION RISK ANALYSIS [§ 236.1011(a)(4)] ...... 6-1 6.1 GENERAL OVERVIEW ...... 6-1 6.2 RAIL NETWORK AND SUBDIVISIONS ...... 6-3 6.2.1 Greenbush Branch ...... 6-4 6.2.2 Middleborough Main Line ...... 6-4 6.2.3 Plymouth Branch ...... 6-4 6.2.4 Kingston Branch ...... 6-4 6.2.5 Dorchester Branch ...... 6-5 6.2.6 Stoughton Branch...... 6-5 6.2.7 Franklin Branch ...... 6-5 6.2.8 Needham Branch ...... 6-5 6.2.9 Worcester Route...... 6-5 6.2.10 Fitchburg Main Line ...... 6-5 6.2.11 New Hampshire Main Line ...... 6-5 6.2.12 Western Route Main Line ...... 6-6 6.2.13 Eastern Route Main Line ...... 6-6 6.2.14 Gloucester Branch ...... 6-6 6.2.15 Wildcat Branch ...... 6-6 6.3 FREIGHT OPERATIONS ...... 6-6 6.4 RISK FACTORS AND DEFINITIONS...... 6-7 6.5 RISK ANALYSIS...... 6-10 6.6 MAINLINE TRACK SEGMENTS ...... 6-12 6.7 RISK MEASUREMENTS...... 6-13 6.8 RISK RESULTS...... 6-25 6.9 RISK SUMMARY ...... 6-27 6.9.1 New Hampshire Main Line ...... 6-27 6.9.2 Western Route Main Line ...... 6-27 6.9.3 Eastern Route Main Line ...... 6-27 6.9.4 Fitchburg Main Line ...... 6-28 6.9.5 Franklin Branch ...... 6-28 6.9.6 Gloucester Branch ...... 6-28 6.9.7 Stoughton Branch...... 6-28 6.9.8 Dorchester Branch ...... 6-28 6.9.9 Middleborough Main Line ...... 6-28 6.9.10 Needham Branch ...... 6-29 6.9.11 Wildcat Branch ...... 6-29 6.9.12 Worcester Route...... 6-29 6.9.13 Greenbush Branch ...... 6-29 6.9.14 Plymouth Line ...... 6-29 6.9.15 Kingston Branch ...... 6-29 6.10 TRACK SEGMENT EXCLUSIONS ...... 6-29
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6 INSTALLATION RISK ANALYSIS [§ 236.1011(a)(4)]
6.1 GENERAL OVERVIEW The installation risk analysis of the MBTA Commuter Railroad PTC system is presented in this section. The PTC system deployment is a function of project sequencing to implement PTC as efficiently and expeditiously as possible while considering the priorities identified in the risk analysis. The analysis considers a number of factors that are relevant in identifying and analyzing the risk associated with mainline track segments of a commuter rail system with freight tenants. The actual data from 2008 is used for the volume of freight and volume of hazardous materials. Factors considered are: • volume of passenger traffic • volume of freight • volume of hazardous materials • route or segment length • interlocking density (number of interlockings per mile) • track grade and curvature • presence or absence of block signal and train control systems • presence or absence of wayside hazard detectors • density of grade crossings (both highway-rail and rail-rail) • single versus multiple track territory • density of track turnouts and crossovers • population density along the route • presence of other equipped and non-equipped traffic along route (shared track) • speed of train operations • past incidents • passenger station density In order to determine the weight that each defined risk factor carries within the analysis, each factor is evaluated and assigned a risk rating between zero (0) (no risk) and ten (10) (highest risk) that defines the relative level of risk associated with each factor. This risk rating is not associated with the scoring of track segment measurements, rather a value that defines the strength of a factor relative to other factors. The risk rating is used to rank the risk factors from highest to lowest risk (See Table 6-2 for strength definitions and Table 6-3 for the assigned order of strength associated with the risk factors). A
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rating system of ten discrete levels was used to provide high resolution for this ranking process. Once the relative level of risk of each risk factor has been assigned, a weighting value is determined for each factor. The weighting value for a risk factor is calculated by dividing that factor’s risk rating by the sum total of the individual factor’s risk ratings. A risk factor’s weighting value is described mathematically as:
n weighting _ valuei = risk _ rating i * ∑ risk _ rating k k =1 where n is the total number of risk factors (See Table 6-4 for a summary of the risk factors and the associated risk ratings and weighting values) In order to quantify the risk associated with the measurement of a risk factor, the range of each factor is defined and a scoring value of between zero (0) and five (5) is distributed across the range. With this scoring system, 0 corresponds to no risk and 5 is the maximum risk (See Tables 6-5 and 6-6 for a summary of the risk factors and their respective ranges). Once the scoring foundation has been established, the subject railroad is evaluated and divided into logical mainline track segments. These segments may be further divided into track sections associated with a main line track segment based on risk factor variances within the segment. Table 6-7 provides a summary of the main line track segments analyzed in this analysis. Each defined track section is then evaluated against the defined risk factors. Data associated with each risk factor is collected utilizing track maps, timetables, train schedules and other data sources. Based on these data, a measurement value for each risk factor is determined. The score (between 0 and 5) corresponding to the measurement value of a risk factor is then multiplied by the respective weighting parameter to determine the risk associated with that factor. The installation risk associated with a track section is the sum of the individual risk factor results (See Table 6-8 through Table 6-30 for risk results of each track section and Table 6-31 for a summary of the results). Finally, the risk results for the track sections associated with a main line track segment are averaged to determine the segment’s overall risk The risk associated with the main line track segments are subsequently prioritized for installation (See table 6-32 for the prioritized listing). The installation risk analysis provides the following: • a description of the rail network and its operations • a definition of the risk factors and associated measurement units • a definition of and justification for the weighting of each risk factor • a definition of the mainline track segments
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• a calculation of the risk associated with each mainline track segment • a prioritization of the installation of PTC for each mainline track segment based on the levels of risk and consequences • identification and justification of mainline track segment exclusions The steps associated with the risk assessment of a mainline track segment are: • identify the mainline track segment under analysis • gather and record data associated with each risk factor • quantify the risk associated with each risk factor based on the measured value and defined weighting value • quantify the total risk as the sum of the risks of the individual risk factors Mainline track segments of highest assessed risk are identified and prioritized for PTC deployment. In instances where PTC systems are deployed on track segments of lower risk first, an appropriate justification is provided.
6.2 RAIL NETWORK AND SUBDIVISIONS The MBTA Commuter Railroad serves as the regional rail arm of the Massachusetts Bay Transportation Authority. The MBTA Commuter Railroad consists of 13 lines with 129 stations radiating from downtown Boston. The MBTA lines run as far south as Providence, Rhode Island, as far north as Newburyport, Massachusetts and as far west as Worcester, Massachusetts and Fitchburg, Massachusetts. The trains have two terminal stops in Boston – South Station and North Station. The lines of the MBTA Commuter Railroad leaving from the South Station, from southeast to west: • Old Colony Lines, to Greenbush Station in Scituate, MA, Plymouth, MA and Kingston, MA and to Middleborough and Lakeville Station in Middleborough, MA • Dorchester Branch (or Fairmount Line), to Readville Station in Hyde Park, MA, with some trains continuing along the Providence/Stoughton and Franklin Lines • Stoughton Branch, to Stoughton Station in Stoughton, MA. It is a short branch splitting from Attleboro/ Providence Line. • Attleboro/Providence Branch, to Providence Station in Providence, RI with extended service to Wickford Junction in North Kingston, RI. • Franklin Branch, to Forge Park-495 Station in Franklin, MA • Needham Branch, to Needham Heights Station in Needham, MA • Framingham/Worcester Line, to Worcester Station in Worcester, MA
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Extra trains run to Foxboro for events at Gillette Stadium, via a spur between the Providence/Stoughton Line and Franklin Line. The lines of the MBTA Commuter Railroad leaving from the North Station, from west to northeast: • Fitchburg Route, to Fitchburg Station in Fitchburg, MA • New Hampshire Route (or Lowell Line), to Lowell Station in Lowell, MA • Western Route (or Haverhill Line), to Haverhill Station in Haverhill, MA • Eastern Route (or Newburyport/Rockport Line), to Newburyport Station in Newburyport, MA with a branch to Rockport Station in Rockport, MA • Wildcat Branch, between Ballardvale Station on the Western Route and Wilmington Station on the New Hampshire Line. The MBTA owned track segments that relate to the PTC installation and the associated risk analysis are defined in Section 10. A brief description of these segments follows:
6.2.1 Greenbush Branch The Greenbush Branch consisting of approximately 17.3 miles of single track with 4 controlled sidings, 9 interlockings, 29 at grade highway crossings and 7 stations along the Greenbush Branch between the Middleborough/Lakeville Main Line intersection at Green interlocking and Greenbush Station in Scituate, MA
6.2.2 Middleborough Main Line The Middleborough Main Line consisting of approximately 35.44 miles of single track with 5 controlled sidings, 16 interlockings, 24 at grade highway crossings and 9 stations between the Fly interlocking and Middleborough/Lakeville Station. The Middleborough Main Line contains an approximately 2.3 mile section of double track between Vic and Squant interlockings.
6.2.3 Plymouth Branch The Plymouth Branch consisting of approximately 24.35 miles of single track with 3 controlled sidings, 11 interlockings, 33 at grade highway crossings and 7 stations between the Pearl interlocking and Plymouth Station in Plymouth, MA.
6.2.4 Kingston Branch The Kingston Branch is a short approximately 1.41 mile extension of the Plymouth Branch consisting of approximately 1.0 mile of double track between the Plymouth Branch intersection at Seaside interlocking and Gravel interlocking as well as approximately 0.4 mile of single track between Gravel interlocking and Kingston Station. The Kingston Branch has no controlled sidings, 1 interlocking, 1 at grade highway crossing and 1 station.
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6.2.5 Dorchester Branch The Dorchester Branch consisting of approximately 8.7 miles of double track with no controlled sidings, 5 interlockings, 2 at grade highway crossings and 5 stations along the Fairmount Line between the Broadway interlocking and Readville Station.
6.2.6 Stoughton Branch The Stoughton Branch is a short approximately 4.6 mile extension off the Attleboro/Providence Branch consisting of approximately 4.6 miles of single track with 1 siding, 1 interlocking, 9 at grade highway crossings and 3 stations between the Shore Line intersection at Junction Station and the End of Line past Stoughton Station (MP 19.6).
6.2.7 Franklin Branch The Franklin Branch consisting of approximately 24.4 miles of track with approximately 6 miles of double track and 18 miles of single track. The Franklin Branch has 1 siding, 4 interlockings, 8 at grade highway crossings and 12 stations and runs between the Shore Line branch intersection at Read interlocking and the Forge interlocking (MP 30.5).
6.2.8 Needham Branch The Needham Branch consisting of approximately 8.5 miles of single track with 2 sidings, 7 interlockings, 6 at grade highway crossings and 9 stations along the Needham Line between the Northeast Corridor intersection at the Plains interlocking and CP Land at Needham Heights Station (MP 13.8).
6.2.9 Worcester Route The Worcester Route consisting of approximately 43.0 miles of double track with 13 interlockings, 5 at grade highway crossings and 16 stations along the Framingham/Worcester Line between CP Cove and CP 45 at Worcester (MP 44.6).
6.2.10 Fitchburg Main Line The Fitchburg Main Line consisting of approximately 48.8 miles of track with approximately 40 miles of double track and 9 miles of single track. The Fitchburg Main Line has 1 siding, 12 interlockings, 39 at grade highway crossings and 17 stations and runs along the Fitchburg Line between Swift interlocking and the Fitchburg Station.
6.2.11 New Hampshire Main Line The New Hampshire Main Line consisting of approximately 24.6 miles of double track with 2 sidings, 10 interlockings, 4 at grade highway crossings and 9 stations that runs along the Lowell Line between Tower A and Lowell Station.
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6.2.12 Western Route Main Line The Western Route Main Line consisting of approximately 32 miles of track with approximately 18 miles of double track and 14 miles of single track. The Western Route Main Line has 1 siding, 11 interlockings, 33 at grade highway crossings and 15 stations that runs along the Haverhill/Reading Line between the FX interlocking and Haverhill Station.
6.2.13 Eastern Route Main Line The Eastern Route Main Line consisting of approximately 35.4 miles of track with approximately 25 miles of double track and 10.5 miles of single track. The Eastern Route Main Line has 1 siding, 18 interlockings, 34 at grade highway crossings and 10 stations that runs along the Newburyport/Rockport Line between the FX interlocking and Newburyport Station.
6.2.14 Gloucester Branch The Gloucester Branch consisting of approximately 16.3 miles of double track between the Eastern Line intersection at Beverly Junction interlocking and Gloucester Draw interlocking and approximately 4.0 miles of single track between Gloucester Draw interlocking and Rockport Station along the Newburyport/Rockport Line. The Gloucester Branch has no controlled sidings, 4 interlockings, 26-highway crossings and 7 stations.
6.2.15 Wildcat Branch The Wildcat Branch consisting of approximately 3.0 miles of single track with no sidings, 2 interlockings, 4 at grade highway crossings and 2 stations connecting the New Hampshire and the Western Route Main Lines between Wilmington Station and Ballardvale Station.
6.3 FREIGHT OPERATIONS Several freight tenants share track with MBTA commuter traffic. The Table below identifies those tenants and the associated shared track as well as freight density in Million Gross Tons (MGT). The table additionally identifies the density of PIH/TIH materials.
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Table 6-1 – Freight Data
6.4 RISK FACTORS AND DEFINITIONS The risk factors that are included in the analysis are presented in this section. Justification for the relative risk level or ranking assigned to each risk factor is included. The risk rating for the 17 risk factors being examined consists of ten discrete values. Ten ratings were selected in order to provide a more meaningful assessment of the risk factors, than would be available under a 0 to 5 rating system. The weighting parameter for each risk factor is additionally presented in this section Interpretation of the relative risk rating is obtained from the following rating key. Table 6-2 – Risk Rating Key
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A summary of the risk factors and associated measurement units is shown in the “Risk Priority Listing”. Each factor’s risk score is shown in the last column with factors sorted by priority. Table 6-3 – Risk Priority Listing
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A summary of the defined risk factors utilized in the installation risk analysis (including risk factor weights) are shown in the “Risk Factor Summary” below: Table 6-4 – Risk Factor Summary
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6.5 RISK ANALYSIS The risk analysis requires a measurement and scoring process for each risk factor in order to identify the overall risk associated with a mainline track segment. Each risk factor’s measurement range, risk rating distribution and general weight are shown in the table below. A scoring system of 0 to 5 is utilized for the quantification of risk factor measurements. Table 6-5 – Risk Measurement and Range Summary
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Table 6-6 – Risk Measurement and Range Summary
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6.6 MAINLINE TRACK SEGMENTS Segmentation of the MBTA mainline track first considered the primary branches. The intent was to score each MBTA branch as an entire entity and evaluate installations according to risk associated with these branches. It was determined, however, that some risk factors were not consistent over entire branches. To accommodate these varying conditions, mainline track segment boundaries were defined at locations were fundamental risk factors vary. The fundamental risk factors used in segmentation of mainline track are as follows: 1. number of tracks (segmentation occurs where the number of tracks changes) 2. signaling system and method of operations (segmentation occurs where the signaling system and method of operations changes) All other risk factors are evaluated within a mainline track segment. Where segmentation boundaries occur at an interlocking or at a station, the interlocking or station is counted in both adjacent mainline track segments. The mainline track segments owned or operated by MBTA and included in the installation risk analysis are defined in the table below. Definition of the segmentation is included in the “Description” column. Table 6-7 – MBTA Mainline Track Segments # Line Branch Range Length Description Old Colony Greenbush MP 10.12 to Greenbush Branch segmented for 1 17.32 mi. Lines Branch MP 27.44 single track – ATC operations Middleborough Main Line Old Colony Middleborough MP 1.0 to 2 35.44 mi. segmented for single track – ATC Lines Main Line MP 36.44 operations Old Colony MP 11.25 to Plymouth Branch segmented for 3 Plymouth Branch 24.35 mi. Lines MP 35.6 single track – ATC operations Old Colony MP 33.73 to Kingston Branch segmented for 4 Kingston Branch 1.41 mi. Lines MP 35.14 two track – ATC operations Dorchester MP 218.5 to Dorchester Branch segmented for 5 Fairmount line 8.7 mi. Branch MP 227.2 two track – ATC operations Providence / Stoughton MP 15.0 to Stoughton Branch segmented for 6 4.6 mi. Stoughton Line Branch MP 19.6 single track – ATC operations Franklin Branch MP 9.1 to Franklin Branch (A) segmented for 7 Franklin Line 6.1 mi. (A) MP 15.2 two track – ABS operations Franklin Branch MP 15.2 to Franklin Branch (A) segmented for 8 Franklin Line 15.3 mi. (B) MP 30.5 single track – ABS operations MP 4.5 to Needham Branch segmented for 9 Needham Line Needham Branch 9.3 mi. MP 13.8 single track – ABS operations Framingham / MP 1.1 to Worcester branch segmented for 10 Worcester Route 43.5 mi. Worcester Line MP 44.6 two track – ATC operations Fitchburg Main Line (A) Fitchburg MP 0.65 to 11 Fitchburg Line 24.35 mi. segmented for two track – ABS Main Line (A) MP 25 operations Fitchburg Main Line (B) Fitchburg MP 25 to MP 12 Fitchburg Line 8.8 mi. segmented for single track – ABS Main Line (B) 33.8 operations
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# Line Branch Range Length Description Fitchburg Main Line (C) Fitchburg MP 33.8 to 13 Fitchburg Line 15.7 mi. segmented for two track – ABS Main Line (C) MP 49.5 operations New Hampshire Main Line New Hampshire MP 0.65 to 14 Lowell Line 24.35 mi. segmented for two track – ABS Main Line (A) MP 25.0 operations Western Route Main Line (A) Haverhill / Western Route MP 0.78 to 15 4.92 mi. segmented for single track – ABS Reading Line Main Line (A) MP 5.7 operations Western Route Main Line (B Haverhill / Western Route MP 5.7 to 16 5.9 mi. segmented for two track – ABS Reading Line Main Line (B) MP 11.6 operations Western Route Main Line (C) Haverhill / Western Route MP 11.6 to 17 12.0 mi. segmented for single track – ABS Reading Line Main Line (C) MP 23.6 operations Western Route Main Line (D) Haverhill / Western Route MP 23.6 to 18 9.33 mi. segmented for two track – ABS Reading Line Main Line (D) MP 32.93 operations Eastern Route Main Line (A) Newburyport/ Eastern Route MP 0.78 to 19 20.72 mi. segmented for two track – ABS Rockport Line Main Line (A) MP 21.5 operations Eastern Route Main Line (B) Newburyport/ Eastern Route MP 21.5 to 20 14.2 mi. segmented for single track – ABS Rockport Line Main Line (B) MP 35.7 operations Newburyport/ Gloucester MP 18.7 to Gloucester Branch (A) segmented 21 12.6 mi. Rockport Line Branch (A) MP 31.3 for two track – ABS operations Newburyport/ Gloucester MP 31.3 to Gloucester Branch (B) segmented 22 3.7 mi. Rockport Line Branch (B) MP 35.0 for single track – ABS operations MP 15.2 to Wildcat Branch segmented for 23 Wildcat Line Wildcat Branch 3.0 mi. MP 18.2 single track – ABS operations
6.7 RISK MEASUREMENTS All risk factors were measured and recorded for each track section. Risk assignments corresponding to each risk factor’s measurement were determined. A risk value corresponding to the product of the risk assignment and weight, for each risk factor, was calculated. The individual risk values were summed to define an overall risk for each track section. Measurement and risk data are shown for each track section in the tables below. Each track section’s risk summary includes the risk factors and associated measurement units, measured values, risk ratings, weighting values and associated risks as well as the overall track section’s risk value.
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Table 6-8 – Greenbush Branch
Table 6-9 – Middleborough Main Line
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Table 6-10 – Plymouth Branch
Table 6-11 – Kingston Branch
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Table 6-12 – Dorchester Branch
Table 6-13 – Stoughton Branch
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Table 6-14 – Franklin Branch Segment A
Table 6-15 - Franklin Branch Segment B
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Table 6-16 – Needham Branch
Table 6-17 – Worcester Route
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Table 6-18 – Fitchburg Main Line Segment A
Table 6-19 – Fitchburg Main Line Segment B
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Table 6-20 – Fitchburg Main Line Segment C
Table 6-21 – New Hampshire Main Line
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Table 6-22 – Western Route Main Line Segment A
Table 6-23 – Western Route Main Line Segment B
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Table 6-24 – Western Route Main Line Segment C
Table 6-25 – Western Route Main Line Segment D
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Table 6-26 – Eastern Route Main Line Segment A
Table 6-27 – Eastern Route Main Line Segment B
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Table 6-28 – Gloucester Branch Segment A
Table 6-29 – Gloucester Branch Segment B
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Table 6-30 – Wildcat Branch
6.8 RISK RESULTS The overall installation risk is prioritized across the segments as shown in the Track Segment Risk Summary table. The overall risk data is then consolidated across the branches and prioritized as shown in the Installation Summary table.
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Table 6-31 – Track Segment Risk Summary
Table 6-32 – Installation Summary Risk # Line Branch Notes Result 1 Providence/Stoughton Line Stoughton Branch 2.02 South side initial installation Site 2 Old Colony Lines Middleborough Main Line 1.97 All Old Colony Lines to be 3 Old Colony Lines Greenbush Branch 1.79 implemented at same time 4 Old Colony Lines Plymouth Branch 1.75 5 Old Colony Lines Kingston Branch 1.42 6 Fairmount Dorchester Branch 2.07 May include signal changes 7 Franklin Line Franklin Branch 2.09 Will include Cab Signaling of Line 8 Needham Line Needham Line 1.90 Will include Cab Signaling of Line 9 Framingham/Worcester Worcester Route 1.81 Will include Cab Signaling of Line Line 10 Lowell Line New Hampshire Main Line 2.55 ACSES Only 11 Haverhill/Reading Line Western Route Main Line 2.38 ACSES Only 12 Newburyport/Rockport Line Eastern Route Main Line 2.20 May include signal upgrades 13 Newburyport/Rockport Line Gloucester Branch 2.07 May include signal upgrades 14 Fitchburg Line Fitchburg Main Line 2.15 ACSES Only 15 Wildcat Line Wildcat Branch 1.89 - 16 Freight Main Line Section of Fitchburg Line, N/A I-ETMS Installation co- Lowell Line and Haverhill located with ACSES Line
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6.9 RISK SUMMARY The table below identifies and summarizes the risk flags associated with each branch and helps define the overall risk rating for the individual branches. Risk flags are defined as a higher than average measurement associated with a risk factor and identifies areas of significant risk. Table 6-33 – Risk Flags
The following outline the risk factors that contributed to the over all risk rating for each branch. The branches are presented in the order of installation.
6.9.1 New Hampshire Main Line The New Hampshire Main Line installation risk rating included significant risk factor measurements for volume of passenger traffic, volume of hazardous material, signaling system, interlocking density, maximum operating speed, turn out and crossover density, accident statistics and shared track with Amtrak & freight. The higher than average measurements associated with these risk factors contributed to the highest risk rating of all branches.
6.9.2 Western Route Main Line The Western Route Main Line installation risk rating included significant risk factor measurements for volume of passenger traffic, volume of hazardous material, signaling system, interlocking density, average grade, turn out and crossover density, accident statistics, crossing density, shared track with Amtrak & freight, station density and population density along the route. The higher than average measurements associated with these risk factors contributed to the second highest risk rating of all branches.
6.9.3 Eastern Route Main Line The Eastern Route Main Line installation risk rating included significant risk factor measurements for volume of passenger traffic, signaling system, interlocking density, maximum operating speed, turn out and crossover density, accident statistics, hazard detectors, crossing density, shared track with freight and population density along the
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route. The higher than average measurements associated with these risk factors contributed to the third highest risk rating of all branches.
6.9.4 Fitchburg Main Line The Fitchburg Main Line installation risk rating included significant risk factor measurements for volume of hazardous material, signaling system, curvature density, turn out and crossover density, accident statistics, crossing density, shared track with freight and population density along the route. The higher than average measurements associated with these risk factors contributed to the fourth highest risk rating of all branches.
6.9.5 Franklin Branch The Franklin Branch installation risk rating included significant risk factor measurements for volume of passenger traffic, signaling system, interlocking density, maximum operating speed, average grade, accident statistics, shared track with freight, and station density. The higher than average measurements associated with these risk factors contributed to the fifth highest risk rating of all branches.
6.9.6 Gloucester Branch The Gloucester Branch installation risk rating included significant risk factor measurements for signaling system, maximum operating speed, average grade, curvature density, turn out and crossover density, accident statistics, hazard detectors, crossing density and station density. The higher than average measurements associated with these risk factors contributed to the sixth highest risk rating of all branches.
6.9.7 Stoughton Branch The Stoughton Branch installation risk rating included significant risk factor measurements for average grade, curvature density, turnout and crossover density, accident statistics, crossing density, shared track with freight, and station density. The average number of risk flags associated with this branch resulted in the seventh highest risk rating of all branches.
6.9.8 Dorchester Branch The Dorchester Branch installation risk rating included significant risk factor measurements for interlocking density, average grade, shared track with Amtrak & freight and population density along the route. The nominal number of risk flags associated with this branch resulted in the eighth highest risk rating of all branches.
6.9.9 Middleborough Main Line The Middleborough Main Line installation risk rating included significant risk factor measurements for interlocking density, maximum operating speed, average grade, curvature density, accident statistics, and shared track with freight. The nominal number
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of risk flags associated with this branch contributed to the ninth highest risk rating of all branches.
6.9.10 Needham Branch The Needham Branch installation risk rating included significant risk factor measurements for signaling system, interlocking density, average grade, turnout and crossover density, station density and population density. The nominal number of risk flags associated with this branch resulted in the tenth highest risk rating of all branches.
6.9.11 Wildcat Branch The Wildcat Branch installation risk rating included significant risk factor measurements for volume of hazardous material, signaling system, interlocking density, curvature density, crossing density, shared track with freight, and station density. The nominal number of risk flags associated with this branch resulted in the fifth lowest risk rating of all branches.
6.9.12 Worcester Route The Worcester Route installation risk rating included only significant risk factor measurements for shared track with freight and population density. The low number of risk flags associated with this branch resulted in the fourth lowest risk rating of all branches.
6.9.13 Greenbush Branch The Greenbush Branch installation risk rating included only significant risk factor measurements for interlocking density, average grade, curvature density, shared track with freight and crossing density. The low number of risk flags associated with this branch resulted in the third lowest risk rating of all branches.
6.9.14 Plymouth Line The Plymouth Line installation risk rating included significant risk factor measurements for interlocking density, maximum operating speed, accident statistics and crossing density. The low number of risk flags associated with this branch resulted in the second lowest risk rating of all branches.
6.9.15 Kingston Branch The Kingston Branch installation risk rating included only a significant risk factor measurement for interlocking density, average grade, curvature density and station density. The low number of risk flags associated with this branch resulted in the lowest risk rating of all branches.
6.10 TRACK SEGMENT EXCLUSIONS The MBTA has developed the installation sequence using a combination of factors which included:
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• Segments where PTC can be installed as soon as possible. • Areas where addition work is required in addition to PTC installation. • Areas where known track changes are planned are best finalized before PTC work should commence. • Areas that require additional PTC technology development before installation commences. All of these factors were weighed for each segment with the results presented in Table 6- 32.
End of Section
Section 6: Installation Risk Analysis January, 2016 Page 6-30
MBTA PTC Implementation Plan (PTCIP)
Section 07 Deployment Sequence and Schedule Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 Changes to comply with FRA Response MBTA September 2010 2 Changes to comply with FRA Response MBTA September 2010 3 Changes to comply with FRA Response MBTA Revised PTCIP per FRA request. August, 2012 4 MBTA Consistent with PTCDP from May 2011. Per FRA request, revert to schedule in August, 2012 5 MBTA Revision 3 of PTCIP Updated to reflect changes in MBTA July, 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement and MBTA Implementation Act of 2015
PTC Implementation Plan MBTA Revision 7
Section Page
7 DEPLOYMENT SEQUENCE AND SCHEDULE ...... 7-1 7.1 GENERAL ...... 7-1 7.2 SEQUENCE...... 7-1 7.3 SCHEDULE...... 7-1 7.4 PTC DESIGN ...... 7-3 7.4.1 PTC Wayside Design ...... 7-3 7.4.2 PTC Onboard Design ...... 7-4 7.4.3 PTC Radio and Communications Design ...... 7-4 7.5 MATERIAL PROCUREMENT ...... 7-4 7.5.1 Wayside Material ...... 7-4 7.5.2 Onboard Material ...... 7-5 7.5.3 Communications Material ...... 7-5 7.6 CONSTRUCTION ...... 7-5 7.6.1 Wayside Construction ...... 7-6 7.6.2 Vehicle Retrofit ...... 7-6 7.6.3 Communications Construction...... 7-6 7.7 EQUIPMENT VERIFICATION ...... 7-6 7.7.1 Onboard Subsystem Verification ...... 7-6 7.7.2 Communications Subsystem Verification...... 7-7 7.7.3 System Verification ...... 7-7 7.8 PTC DEPLOYMENT PLAN SCHEDULE ...... 7-7
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7 DEPLOYMENT SEQUENCE AND SCHEDULE
7.1 GENERAL This section defines the sequence and schedule to implement MBTA’s PTC System for all mainline tracks on MBTA territory, with the exception of the already FRA PTC- compliant Shore Line, per the agreed to schedule. The PTC Deployment Plan schedule is shown in Section 14.5 – PTC Deployment Plan Schedule. The schedule is expressed in terms of the following four major project milestones; PTC Design, Material Procurement, Construction and System Verification.
7.2 SEQUENCE These four major milestones will be applied to each of the nine (9) MBTA rail lines in Section 6 – Risk Analysis of this plan which determines the risk ranking for each rail line.
7.3 SCHEDULE The schedule will be determined based on a number of factors including the risk analysis; the number and complexity of locations requiring PTC installations; MBTA/KCS’s force account availability; pre-PTC reconstruction to resolve: outdated signal systems; unavailable location space conditions; and unavailable location power conditions. Location variables that will affect the schedule include number of tracks, housing availability, type of wayside device and PTC equipment capacities. Numerous sections of the MBTA’s signal system will require pre-PTC reconstruction to resolve problem locations. Signal location problems include outdated signal systems; unavailable location space conditions; and unavailable location power conditions. Several sections include signal apparatus manufactured and/or installed more than 50 years ago (see Table 7-1). The same equipment resides in housings which are in need of repair to adequately protect equipment from the environment. Pipe connecting a new housing to these older housing is not warranted. Other housings, which have no environmental protection issues, have no room left to install new PTC equipment and the necessary power supply and HVAC units. Pipe connection at these locations may work where actual ground area exists adjacent to the existing signal housing. Table 7-1 Areas of MBTA SIGNAL SYSTEMS Requiring Reconstruction Prior to PTC Installation APPROX EXISTING REQUIRED MBTA SIG EXISTING YEAR INTER- RECONSTRUCTION REMARKS BRANCH TYPE TK CIR INSTALLED LOCKING PTC Boston North Terminal CTC Relay Relay N/A District Solid State TK Circuits Dana to Hill & Hill to Dorchester ATC 2000 Relay Relay Sprague St.; Solid State Branch Interlockings at Dana & Hill
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Areas of MBTA SIGNAL SYSTEMS Requiring Reconstruction Prior to PTC Installation APPROX EXISTING REQUIRED MBTA SIG EXISTING YEAR INTER- RECONSTRUCTION REMARKS BRANCH TYPE TK CIR INSTALLED LOCKING PTC Solid State TK Circuits Solid State Chesley to Ipswich; Solid Eastern Route CTC 1982 Relay & DC Coded State Interlockings at Main Line Relay Chesley, Ipswich & Beverly Jct. Fitchburg Route CTC 2013 Solid State Solid State N/A Solid State Interlockings ATC required at Sprague St. Norwood on entire line Franklin Branch CTC 1987 Relay Coded Relay Cent., Walpole, Walpole prior to PTC West, Franklin, & Forge implementation Solid State TK Circuits & Polar/DC Gloucester Interlocking; power switch CTC 1982 Relay Steady Branch at Wilson; Draw Bridge Relay control/interface Greenbush ATC 2007 Solid State Solid State N/A Branch Kingston Branch ATC 1997 Solid State Solid State N/A Middleborough Solid State Interlocking at ATC 1997 Relay Solid State Main Line Green ATC required on entire line Solid State TK Circuits prior to PTC Need to Heights.; Solid Needham implementation CTC 1985 Relay Coded Relay State Interlockings at Branch Re-use Dale, Rox, Baker, Warren, Existing Need & Heights Houses
Solid State TK Circuits Shop to Bleachery & Winchester to Crawford; New Hampshire Solid State Solid State Interlockings CTC 1978 Relay Route & DC Relay at Somerville Jct., Winchester, Wilmington, & Shop; Retire South Lowell Plymouth ATC 1997 Relay Solid State N/A Branch Stoughton Solid State Interlocking at ATC 1998 Relay Solid State Branch Porter Solid State TK Circuits Foley to Fells & Fells to Ash Street & Ash Street to Lowell Jct. & Lowell Jct. to Andover Street; Solid State Interlockings at Relay/Mech Western Route CTC 1958/1985 DC Steady Willow St., Foley, Fells, anical Ash St., Lowell Jct., Wilmington Jct., Frye, & Andover St.; Add to MBTA CTC Control Fells to Ash St.; power switch at Ash St. Wildcat Branch CTC 1997 Solid State Relay See Above
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Areas of MBTA SIGNAL SYSTEMS Requiring Reconstruction Prior to PTC Installation APPROX EXISTING REQUIRED MBTA SIG EXISTING YEAR INTER- RECONSTRUCTION REMARKS BRANCH TYPE TK CIR INSTALLED LOCKING PTC ATC required from Boston to Installation of Cab Signal Framingham Worcester Line ATC 1985-86 Relay Relay on remainder of line prior to PTC implementation .
The time and costs associated with the reconstruction will impact the order and availability of locations within the risk-based scheduled deployment. Work force availability, equipment and materials availability, maintaining some route continuity (according to a pooling of similar risk Lines) are all criteria for the scheduling of PTC implementation and deployment. In many areas there are natural break-points which will be used as demarcations between PTC and Non-PTC lines during the MBTA’s phased installation.
7.4 PTC DESIGN In order to meet an aggressive project schedule, the PTC Design includes initial design sub-tasks for components of the PTC Implementation project that can be progressed earlier in the project that are independent of the system design and equipment to be furnished. The subtasks include PTC Wayside Design, Wayside Survey/Mapping, PTC Radio/Communication Design and Back Office Design. The PTC Onboard Design is already equipped via the ACSES II System, working alongside the ATC System.
7.4.1 PTC Wayside Design Existing circuit plans will be modified and new plans produced to show the additional components and wiring required for each signal location to be monitored by the PTC wayside equipment. The design will vary depending on the type of location. Major components of the wayside design will include: • Signal lighting and switch indication interface wiring to the WIU, • Cable connections between the WIU, radio and antennas • Power distribution for PTC wayside components • Signal aspect/radio code chart Table 7-2 – Wayside and Communications Construction Schedule MBTA South Side Branch Completed in Completed in Completed in Completed in Line ACSES II 2017 2018 2019 2020 Providence/Stoughton Branch 1st Quarter Kingston Branch 1st Quarter Plymouth Branch 1st Quarter Greenbush Branch 2nd Quarter
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Middleborough/Lakeville 3rd Quarter Branch Fairmount Branch 4th Quarter Needham Branch 1st Quarter Franklin Branch 2nd Quarter Framingham/Worcester Branch 2nd Quarter MBTA North Side Branch Completed in Completed in Completed in Completed in Line ACSES II ABS Mode 2017 2018 2019 2020 Wildcat Branch 3rd Quarter Gloucester Branch 4th Quarter Newburyport/Rockport Line New Hampshire Branch Lowell 4th Quarter Line Western Branch Lowell Line 2nd Quarter Eastern Branch Newburyport 2nd Quarter Rockport Line Fitchburg Branch 1st Quarter MBTA North Side Completed in Completed in Completed in Completed in 2017 2018 2019 2020 I-ETMS System 2nd Quarter
7.4.2 PTC Onboard Design The existing ACSES II PTC onboard design on each MBTA vehicle will be upgraded as per Amtrak Type Approved Variance 4 and as required per specific MBTA PTC system design. MBTA is also working with Amtrak in keeping up with Amtrak’s ongoing PTC enhancement projects, FRA’s Variance approval of these activities will result in further changes to the Onboard. A completion schedule will be developed once the overall PTC system design has been solidified.
7.4.3 PTC Radio and Communications Design This task will evaluate and define the required PTC radio coverage area and communications infrastructure. A survey examining MBTA’s ROW for existing potential sources of interference has been commissioned. Radio propagation analysis using software simulation and physical coverage tests will be performed to establish the requirements for the PTC radio blanket coverage for the entire MBTA’s region of operation. If required, new communications infrastructure will be deployed to ensure reliable PTC operation.
7.5 MATERIAL PROCUREMENT MBTA will procure the PTC material for the components of the PTC Implementation project that can be progressed early in the project that are independent of the System design.
7.5.1 Wayside Material Major PTC components needed to interface with the wayside signal location include: • Wayside Interface Unit
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• PTC Data radio Package(s) • Batteries and charger • DC to DC Converter • Current sensing Hall Effect sensors • Lightening/Surge Protectors • VHF Antenna(s) • Fuses and terminal blocks • Internal case wiring and connecting cables Depending on the type of location being monitored additional materials may include: • Auxiliary equipment housing • Additional Wayside Interface Units • Vital relays
7.5.2 Onboard Material All of MBTA locomotives and Cab Cars are equipped with ACSES II and ATC equipment with the exception of the Bombardier built Cab Cars. The Bombardier Cab Cars will have complete ACSES II systems installed while the remaining locomotives and cab cars already equipped with ACSES II will be upgraded. Upgrades to existing onboard equipment may include: • 220 MHz Radios • Radio Adapter Cable and Antenna • Software Upgrade
7.5.3 Communications Material Communications network will be based on data radio and backhaul communication links to provide reliable conduit for information flow to and from a locomotive to the wayside devices and CROCC. Refer to sections 3.3.1.3; 3.3.1.4; and 3.3.1.5 for the major communications system components’ listings.
7.6 CONSTRUCTION This section identifies the tasks required to install all wayside, vehicle and communication devices or subsystems by MBTA/KCS Force Account and contractors as a part of the MBTA PTC system.
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7.6.1 Wayside Construction All PTC wayside components will be installed and wired by qualified signal construction crews. Tasks include transporting PTC components to the wayside locations, installing foundations and cases mounting, wiring and adjusting PTC components.
7.6.2 Vehicle Retrofit As mentioned in section 7.5.2, all MBTA vehicles are equipped with ACSES II and ATC equipment with the exception of the Bombardier Cab Cars. The Bombardier Cab Cars will have complete ACSES II systems installed and the remainder of the MBTA fleet that is currently equipped with ACSES II 900 MHz data radio systems will be upgraded to ACSES II 220 MHz data radio systems. A complete installation, testing and commissioning plan will be developed as part of the overall installation project. Radio and other equipment modifications and all installations will be scheduled based on material deliveries, equipment availability and will be performed by a qualified workforce.
7.6.3 Communications Construction Any new communications infrastructure will be constructed according to the PTC communication design and construction plans. MBTA’s communications department will supervise the construction of additional base stations, microwave, electrical and fiber links. New structures will be built in accordance with applicable rules and regulations. All additions and modifications to the existing communications infrastructure will have a significant influence on the overall construction schedule. Impact time to the existing communication network will be minimized. In case the existing communications link functionality will need to be interrupted, alternative communication paths and channels will be employed to insure smooth operation of MBTA’s communications network.
7.7 EQUIPMENT VERIFICATION This section identifies the tasks required to place in service all wayside, vehicle and communication devices and subsystems and the entire PTC system for all MBTA rail lines.
7.7.1 Onboard Subsystem Verification Each new onboard installation will be tested and validated with the same in-house quality control processes to ensure consistency in workmanship. Following in the same process as in the original project, each vehicle will be tested statically in the shop then dynamically in ACSES II territory with a team of test personnel to validate the system operation. All system upgrades and modifications will be controlled and managed using the same proven techniques.
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7.7.2 Communications Subsystem Verification Communications system functionality will be tested according to the PTC testing and inspection plan. Testing will be completed at a number of levels and in phases prior to final field-testing and acceptance of the PTC system. The test will include component and unit tests, as well as system level tests for the whole communications network.
7.7.3 System Verification MBTA will institute a pilot program and has determined that from Somerville Jct. to Winchester on the Lowell Line is the best site for the pilot testing. There are many workings of the Railroad in operation in this area which will make the testing more thorough than other possible sites. In this area there is freight, Amtrak, two crossings, a hand operated switch, a Rule 261 signal system and electronic track circuits. The pilot program will also include designated rolling stock to verify operation. The pilot program will be used to validate the rest of MBTA’s lines through verification testing as a part of the commissioning process.
7.8 PTC DEPLOYMENT PLAN SCHEDULE MBTA has created a PTC Deployment Plan Schedule. A copy of the schedule which was created in Microsoft Project is located in Section 14.5 – PTC Deployment Plan Schedule. The schedule logically and systematically shows each step required for the PTC total deployment. It goes through Design, Procurement, Construction of Wayside and On Board Equipment, Verification, and Start-up. Under the Deployment Plan, the equipment installations will be progressing on two fronts simultaneously. This will be with the installation of the wayside equipment and the rolling stock. When the wayside equipment is installed and a line is 100% complete with the necessary equipment and also when a sufficient amount of rolling stock equipment has been completed to be able run at full revenue service, including spares, the branch will be brought on line. The responsibility of overseeing these installations will be the MBTA PTC Program Manager. The sequence of line start-ups is in Table 7-3. This table is derived by the PTC Deployment Plan Schedule located in Section 14.5. The quantity of equipment which needs to be installed on all lines and rolling stock is known. Therefore, for reporting purposes both internally and to the FRA, a percentage complete will be derived between installed and uninstalled equipment. Table 7-3 – Line Sequence Start Up and Percentage Complete Line Percent of MBTA System Total System Online 1. Stoughton Branch 1.4% 1.40% 2. Middleborough/ Lakeville 10.82% 12.22% 3. Greenbush 5.28% 17.50% 4. Plymouth 7.49% 24.99% 5. Kingston 0.58% 25.57% 6. Fairmount 2.47% 28.04% 7. Franklin/Forge Park/495 6.53% 34.57%
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Line Percent of MBTA System Total System Online 8. Needham 2.84% 37.41% 9. Framingham/Worcester 13.19% 50.60% 10. Lowell 7.39% 57.99% 11. Haverhill 10.54% 68.53% 12. Newburyport/Rockport 10.67% 79.20% (Eastern Route Main Line) 13. Newburyport/Rockport 4.98% 87.18% (Gloucester Branch) 14. Fitchburg 14.91% 99.09% 15. Wildcat .92% 100.00% See Springfield Terminal See Springfield 16. Freight Main Line PTC-IP Terminal PTC-IP
End of Section
Section 7: Deployment Sequence and Schedule January, 2016 Page 7-8
MBTA
PTC Implementation Plan (PTCIP)
Section 8 Rolling Stock Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 Changes to comply with FRA Response MBTA September 2010 2 Changes to comply with FRA Response MBTA September 2010 3 No changes - August 2012 4 No changes - August 2012 5 No changes - July 2013 6 Updated to reflect changes in MBTA infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement and MBTA Implementation Act of 2015
PTC Implementation Plan
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8 ROLLING STOCK [§ 236.1011(a)(6)] ...... 8-1 8.1 EQUIPMENT ...... 8-1 8.1.1 Locomotives ...... 8-1 8.1.2 Cab Cars ...... 8-2 8.2 SCHEDULE [§ 236.1011(a)(6)(ii] ...... 8-4 8.3 TENANT RAILROADS [§ 236.1011(a)(6)(iii)(A) and (B) ...... 8-4 8.3.1 Pan Am Railways ...... 8-5 8.3.2 Massachusetts Coastal Railroad LLC ...... 8-5 8.3.3 Providence & Worcester Railroad ...... 8-5 8.3.4 Fore River Railway ...... 8-6
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8 ROLLING STOCK [§ 236.1011(a)(6)] The MBTA rolling stock fleet is comprised of 115 diesel road locomotives, 4 switcher locomotives, 100 cab control coaches and 324 trailer coaches which are used in push pull service to support the needs of service. The entire fleet of MBTA rolling stock is currently equipped with ATC and ACSES II hardware, with the exception of the 27 Bombardier built cab cars and the one GP-40-1 Locomotive No. 3247. The Bombardier cab cars currently run in service on the MBTA’s North Side that is currently not equipped with ATC or ACSES II. The locomotive 3247 is dedicated to yard service only and will not be equipped with PTC. All of MBTA’s locomotives and cab cars that are currently equipped with ACSES II with 900 MHz data radios will be upgraded to the latest version of ACSES II with 220 MHz data radios as part of the overall PTC Project. The 27 Bombardier cab cars will be equipped with complete ACSES II 220 MHz data radio systems. Below is a brief description of the current MBTA Fleet:
8.1 EQUIPMENT
8.1.1 Locomotives The MBTA diesel locomotive fleet consists of the following designations: • EMD F-40PH-2 Locomotives 1000 through 1017 (13) active • EMD F-40PHM-2C Locomotives 1025 through 1036 (12) active • EMD F-40PH-2C Locomotives 1050 through 1075 (23) active • EMD GP-40-MC Locomotives 1115 through 1139 (25) active • MPI HSP46 Locomotives 2000 through 2039 (40) active • MPI MP36 PH-3C Locomotives 010 and 011 (2) active • EMD GP-9 Locomotive 904 (1) active • EMD GP40-1 Locomotive 3247 (1) active. This unit is limited to yard service and will not be PTC equipped. • NRE-3GS21-B Locomotives 3248 - 3249 (2) active The locomotives are equipped with standard 26L air brake systems with the exceptions of the EMD GP40-MC locomotives which have Electronic Brake Systems (Knorr CCB-1), the two (2) NRE 3GS21-B locomotives that Electronic Brake Systems (Knorr CCB-26) and the MPI HSP locomotives that also equipped with Electronic Brake Systems. The locomotive fleet is equipped with Quantum 1083 Event Recorders with the exception of the two NRE 3GS21B units and the MPI HSP46 locomotives that are equipped with Back Simpson Model 54300 Event Recorders.
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The locomotive fleet with the exception of the one GP40-1 is equipped with either Union Switch & Signal, 4 Aspect or PHW 4 or 9 Aspect Cab Signal Systems and FRA May 2010 Type Approved ACSES II systems. The GP40-1locomotive is dedicated for yard service and is not currently equipped with Cab Signal or ACSES II.
8.1.2 Cab Cars The MBTA cab car fleet consists of the following: • Kawasaki Cab Cars 1700 through 1724 (24) active • MBB Cab Cars 1500 through 1533 (21) active • Bombardier Cab Cars 1625 through 1652 (27) active • Rotem Cab Cars 1800 through 1827 (28) active The cab cars are equipped with standard 26C air brake systems. The cab car fleet is equipped with Quantum 1083 Event Recorders with the exception of the Rotem cars which are equipped with Bach Simpson 54300 Event Recorders. The Kawasaki and MBB cab car fleet are equipped with Union Switch & Signal, 4 Aspect EL Cab Signal Systems and FRA May 2010 Type Approved ACSES II systems. The Bombardier cab cars are also equipped with Union Switch & Signal, 4 Aspect EL Cab Signal Systems and have not been equipped with ACSES II hardware. MBTA will complete the ACSES II Hardware installations in the Bombardier Fleet by December 31, 2018. 8.1.3 Trailer Coaches All diesel hauled train consists operate in Push-Pull Service with a locomotive on one end and a control cab car on the opposing end. The 324 intermediate or trailer coaches will not be equipped with ACSES II equipment. MBTA has retired several units in its roster of active locomotives and cab cars as part of an overall fleet plan. The table below illustrates the current roster of MBTA locomotives and cab cars as of January 2016: Table 8-1 – MBTA Rolling Stock Percentage Vehicle # of Power ATC/ACSES II Event Brake of Fleet LVPS Class Units Source Equipment Recorder System PTC Equipped Union Switch & EMD Signal Quantum 74 13 Diesel EL 4 Aspect Cab Model 26L 100% VDC F-40PH-2 Signal 1083 PHW ACSES II
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Percentage Vehicle # of Power ATC/ACSES II Event Brake of Fleet LVPS Class Units Source Equipment Recorder System PTC Equipped EMD PHW Quantum 74 12 Diesel 9 Aspect Cab Signal Model 26L 100% F-40PHM- VDC & ACSES II 1083 2C EMD PHW Quantum 74 23 Diesel 9 Aspect Cab Signal Model 26L 100% VDC F-40PH-2C & ACSES II 1083 Union Switch & EMD Signal Quantum 74 Knorr 25 Diesel Microcab 9 Aspect Model 100% VDC CCB-1 GP-40-MC Cab Signal 1083 PHW ACSES II Bach- PHW MPI-36PH- 74 Simpson 30A- 2 Diesel 9 Aspect Cab Signal 100% 3C VDC Model CDW & ACSES II 54300 Bach- PHW MPI-HSP- 74 Simpson 30A- 40 Diesel 9 Aspect Cab Signal 100% 46 VDC Model CDW & ACSES II 54300 Quantum EMD 74 PHW 4 Aspect Cab 1 Diesel Model 26L 100% GP-9 VDC Signal & ACSES II 1083 N/A Unit is Quantum dedicated to EMD 74 1 Diesel No Equipment Model 26L yard service GP-40-1 VDC 1083 and will not be PTC equipped Bach- PHW NRE 74 Simpson Knorr 2 Diesel 9 Aspect Cab Signal 100% 3GS21B VDC Model CCB-26 & ACSES II 54300 Bach- Union Switch and Simpson Signal Model Kawasaki Push/ 74 24 4 Aspect EL 54300 or 26C 100% Control Car Pull VDC Equipment Quantum PHW ACSES II Model 1083
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Percentage Vehicle # of Power ATC/ACSES II Event Brake of Fleet LVPS Class Units Source Equipment Recorder System PTC Equipped Union Switch and Signal Quantum MBB Push/ 74 21 4 Aspect EL Model 26C 100% Control Car Pull VDC Equipment 1083 PHW ACSES II Union Switch and Quantum Bombardier Push/ 74 Signal 2018 – 27 Model 26C 100% Control Car Pull VDC 4 Aspect EL 1083 Equipment Bach- PHW Rotem Push/ 74 Simpson 28 9 Aspect Cab Signal 26C 100% Control Car Pull VDC Model & ACSES II 54300
8.2 SCHEDULE [§ 236.1011(a)(6)(ii] The vehicle onboard systems procurement, installation and testing schedule are outlined in Section 7. A complete project schedule is provided as an appendix in Section 14.
8.3 TENANT RAILROADS [§ 236.1011(a)(6)(iii)(A) and (B) MBTA operates on track owned by MBTA and is the host to the following freight railroads and agencies: 1. Amtrak 2. CSX 3. Pan Am Railways 4. Massachusetts Coastal Railroad LLC 5. Norfolk Southern 6. Providence & Worcester Railroad Co. 7. Fore River Railway MBTA is actively working with each tenant railroad to ensure that all rolling stock operated on MBTA territory will be equipped with onboard ACSES II equipment by the extended 2018 deadline. This process will be accomplished through interoperability meetings and correspondence. Please refer to the PTC Implementation Plans for Amtrak, CSX and NS for their rolling stock fleet PTC characteristics. MBTA is working with the other tenant railroads to obtain their fleet characteristics and PTC interoperability agreements. Additional information that has been provided by some of the tenant railroads is available as follows:
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8.3.1 Pan Am Railways Pan Am Railways currently has a total of 92 locomotives. MBTA will upgrade Pan Am locomotives to be PTC compliant. Table 8-2 provide the count of locomotives that will be I-ETMS and ACSES equipped. Of the total of 92 locomotives, 64 will be equipped with ACSES II onboard systems and 64 will be equipped with I-ETMS onboard systems. Table 8-2 Percentage Vehicle # of Power ATC/ACSES II Event Brake LVPS of Fleet PTC Class Units Source Equipment Recorder System Equipped EMD 74 2018 – 70% 92 Diesel No Equipment Equipped 26L GP/SD VDC 2020 – 100%
8.3.2 Massachusetts Coastal Railroad LLC Massachusetts Coastal Railroad LLC has committed to continue with the development of new operating rules that may apply to their operations in PTC Territory and as part of its interoperability agreement with MBTA. Because of their limited service needs and in accordance with the provisions set forth in 49 CFR Subpart I Section 236.1006.4.B(ii) (iii) (A) they are not planning to equip any of their locomotives with PTC onboard equipment. Details of their train movements are in section 5.
8.3.3 Providence & Worcester Railroad Providence & Worcester Railroad locomotive fleet is currently equipped with ACSES II onboard hardware. The table below illustrates P&W RR Rolling Stock characteristics. Table 8-3 – P&W Rolling Stock Percentage Vehicle # of Power ATC/ACSES II Event Brake of Fleet LVPS Class Units Source Equipment Recorder System PTC Equipped Union Switch & Signal Quantum EMD 74 4 Diesel EL 4 Aspect Cab Model 26L 100% GP38-2 VDC Signal 1027 PHW ACSES II Union Switch & Signal Quantum EMD 74 2 Diesel EL 4 Aspect Cab Model 26L 100% GP38-3 VDC Signal 1027 PHW ACSES II Union Switch & Signal Quantum GE 74 1 Diesel EL 4 Aspect Cab Model 26L 100% B23-7 VDC Signal 1027 PHW ACSES II
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Percentage Vehicle # of Power ATC/ACSES II Event Brake of Fleet LVPS Class Units Source Equipment Recorder System PTC Equipped Union Switch & Signal Quantum GE 74 2 Diesel EH 4 Aspect Cab Model 26L 100% SB23-7 VDC Signal 1027 PHW ACSES II Union Switch & Signal Quantum EMD 74 1 Diesel EL 4 Aspect Cab Model 26L 100% GP40 VDC Signal 1027 PHW ACSES II Union Switch & Signal Quantum EMD 74 2 Diesel EL 4 Aspect Cab Model 26L 100% GP40-2 VDC Signal 1027 PHW ACSES II Union Switch & Signal Quantum GE 74 5 Diesel EL 4 Aspect Cab Model 26L 100% B30-7A VDC Signal 1027 PHW ACSES II Union Switch & Signal Quantum GE 74 9 Diesel EL 4 Aspect Cab Model 26L 100% B39-8 VDC Signal 1027 PHW ACSES II Union Switch & Signal Quantum GE 74 4 Diesel EL 4 Aspect Cab Model 26L 100% B40-8 VDC Signal 1027 PHW ACSES II
8.3.4 Fore River Railway Fore River Railway has committed to continue with the development of new operating rules that may apply to their operations in PTC Territory and as part of its interoperability agreement with MBTA. Because of their limited service needs and in accordance with the provisions set forth in 49 CFR Subpart I Section 236.1006.4.B(ii) (iii) (A) they are not planning to equip any of their locomotives with PTC onboard equipment. Details of their train movements are in section 5.
End of Section
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Section 9 Wayside Devices Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 Changes to comply with FRA Response MBTA September 2010 2 Changes to comply with FRA Response MBTA September 2010 3 No changes - August 2012 4 No changes - August 2012 5 No changes - Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement and MBTA Implementation Act of 2015
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9 WAYSIDE DEVICES ...... 9-1 9.1 WAYSIDE LOCATIONS ...... 9-1 9.1.1 Signal Systems ...... 9-1 9.1.1.1 North Side: North Station Terminus Lines: ...... 9-1 9.1.1.2 South Side: South Station Terminus Lines: ...... 9-1 9.1.1.3 Signal System Types ...... 9-2 9.1.1.3.1 Western Route Main Line ...... 9-2 9.1.1.3.2 New Hampshire Main Line ...... 9-2 9.1.1.3.3 Eastern Route Main Line ...... 9-2 9.1.1.3.4 Gloucester Branch ...... 9-2 9.1.1.3.5 Needham Branch ...... 9-2 9.1.1.3.6 Franklin Branch ...... 9-2 9.1.1.3.7 Middleboro Main Line ...... 9-3 9.1.1.3.8 Stoughton Branch ...... 9-3 9.1.1.3.9 Plymouth Line ...... 9-3 9.1.1.3.10 Dorchester Branch ...... 9-3 9.1.1.3.11 Kingston Branch ...... 9-3 9.1.1.3.12 Greenbush Line ...... 9-3 9.1.1.3.13 Fitchburg Main Line ...... 9-3 9.1.1.3.14 Worcester Line ...... 9-4 9.1.1.3.15 Boston North Terminal ...... 9-4 9.1.1.4 Signal Locations...... 9-5 9.1.1.4.1 North Terminal ...... 9-5 9.1.1.4.2 Dorchester Branch ...... 9-5 9.1.1.4.3 Eastern Route Main Line ...... 9-6 9.1.1.4.4 Fitchburg Main Line ...... 9-8 9.1.1.4.5 Franklin Branch ...... 9-11 9.1.1.4.6 Greenbush Branch ...... 9-12 9.1.1.4.7 Kingston Branch ...... 9-14 9.1.1.4.8 Middleboro Main Line ...... 9-14 9.1.1.4.9 Needham Branch ...... 9-18 9.1.1.4.10 New Hampshire Main Line ...... 9-19 9.1.1.4.11 Plymouth Branch ...... 9-20 9.1.1.4.12 Stoughton Branch ...... 9-22 9.1.1.4.13 Western Route – Haverhill Line ...... 9-23 9.1.1.4.14 Wildcat Branch ...... 9-26 9.1.1.4.15 Gloucester Branch ...... 9-26 9.1.1.4.16 Worcester Line ...... 9-28 9.2 WAYSIDE SUMMARY ...... 9-30
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9 WAYSIDE DEVICES
9.1 WAYSIDE LOCATIONS This Section identifies the existing and planned wayside signal locations where signal devices are installed and locally controlled from. These locations will require interface to the new PTC System. The matrices of signal locations are divided into the individual rail lines as designated by the MBTA rail system. Certain MBTA Rail lines do not have revenue passenger service trains running on them, and are designated as such. The wayside signal location matrices will indicate if PTC equipment is installed or will be needed. A proposed deployment of PTC, including installation of PTC wayside devices and interfaces by the dates included in the PTC Deployment Plan Schedule is included in Section 7 of this Plan.
9.1.1 Signal Systems MBTA Rail Lines that make up the MBTA Commuter Rail System:
9.1.1.1 North Side: North Station Terminus Lines: • Boston North Terminal District • Eastern Route Main Line • Gloucester Branch • West Route • New Hampshire Main Line • Fitchburg Main Line • Wildcat Branch
9.1.1.2 South Side: South Station Terminus Lines: • Worcester Line • Needham Branch • Franklin Branch • Northeast Corridor – Shore Line (PTC Compliant with ACSES II) • Stoughton Branch • Dorchester Branch • Middleboro Main Line • Plymouth Line • Greenbush Line
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• Kingston Branch
9.1.1.3 Signal System Types
9.1.1.3.1 Western Route Main Line The Western Route Main Line was initially installed in 1958 with additions in 1985. It consists of approximately 39.5 miles of track with approximately 21.5 miles of double track and 18 miles of single track. The existing signal system on this line is comprised of DC steady energy track circuits and relay/mechanical based interlockings. There are some solid-state track circuits and some solid-state interlockings at the northern end.
9.1.1.3.2 New Hampshire Main Line The New Hampshire Main Line was installed in 1978 and consists of approximately 32.0 miles of double track. The existing signal system on this line is comprised of DC steady energy track circuits and relay based interlockings. There are some solid-state track circuits and some solid-state interlockings at the southern end.
9.1.1.3.3 Eastern Route Main Line The Eastern Route Main Line was installed in 1982 and consists of approximately 40.7 miles of track with approximately 25 miles of double track and 15.7 miles of single track. The existing signal system on this line is comprised of solid state and DC coded track circuits. The interlockings are relay based.
9.1.1.3.4 Gloucester Branch The Gloucester Branch was installed in 1982 and consists of approximately 16.8 miles of double track between the Eastern Route Main Line intersection at Beverly Junction interlocking and Gloucester Draw interlocking and approximately 4.0 miles of single track between Gloucester Draw interlocking and Rockport station along the Newburyport/Rockport Line. The existing signal system on this line is comprised of Polar DC/Steady track circuits. The interlockings are relay based.
9.1.1.3.5 Needham Branch The Needham Branch was installed in 1985 and consists of approximately 9.3 miles of single track between the Northeast Corridor intersection the Plains interlockings and End of Line at Cook Street (MP 15.4). The existing signal system on this line is comprised of Coded relay track circuits. The interlockings are relay based.
9.1.1.3.6 Franklin Branch The Franklin Branch was installed in 1987 and consists of approximately 28 miles of track with approximately 6 miles of double track and 22 miles of single track. The existing signal system on this line is comprised of coded relay track circuits and relay based interlockings.
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9.1.1.3.7 Middleboro Main Line The Middleboro Main Line was installed in 1997 and consists of approximately 34.25 miles of single track between Fly interlocking and Middleboro/Lakeville Station. The Middleboro Main Line contains an approximately 2.3 mile section of double track between Vic and Squant interlockings. The existing signal system on this line is comprised of solid-state track circuits. The interlockings are all relay based.
9.1.1.3.8 Stoughton Branch The Stoughton Branch was installed in 1998 and is a short 5.0-mile extension off the Attleboro/Providence Branch consisting of approximately 4.6 miles of single track. The existing signal system on this line is comprised of solid-state track circuits. The interlockings are solid state with the exception of Porter I/L.
9.1.1.3.9 Plymouth Line The Plymouth Line was installed in 1997 and consists of approximately 25.9 miles of single track between Pearl interlocking and Plymouth Station in Plymouth, MA. The existing signal system on this line is comprised of solid-state track circuits and relay based interlockings.
9.1.1.3.10 Dorchester Branch The Dorchester Branch was installed in 2000 and consists of approximately 9.2 miles of double track. The existing signal system on this line is comprised of relay and solid-state type track circuits. The interlockings are relay based.
9.1.1.3.11 Kingston Branch The Kingston Branch is a short 2 mile extension of the Plymouth Line consisting of approximately 1.0 mile of double track between the Plymouth Line intersection at Seaside interlocking and Gravel interlocking as well as approximately 1.0 mile of single track between Gravel interlocking and Kingston station. The Kingston Branch has no controlled sidings, 2 interlockings, 1 at grade highway crossing and 1 station.
9.1.1.3.12 Greenbush Line The Greenbush Line consisting of approximately 17.3 miles of single track with 4 controlled sidings, 9 interlockings, 29 at grade highway crossings and 7 stations along the Greenbush Line between the Middleborough/Lakeville Main Line intersection at Green interlocking and Greenbush Station in Scituate, MA.
9.1.1.3.13 Fitchburg Main Line The Fitchburg Main Line consisting of approximately 49.6 miles of track with approximately 40.1 miles of double track and 9.5 miles of single track. The Fitchburg Main Line has 1 siding, 12 interlockings, 39 at grade highway crossings and 17 stations and runs along the Fitchburg Line between SWIFT interlocking and the Fitchburg
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Station. The signal system on the line was recently updated to solid-state type track circuits with the exception of a portion between Ayer and Slab City.
9.1.1.3.14 Worcester Line The Worcester Line consists of approximately 42.2 miles of track with 13 interlockings and 17 stations along the Worcester Line between the South Station in Boston and Worcester Station.
9.1.1.3.15 Boston North Terminal The Boston North Terminal consists of approximately 3 miles of track with 5 interlockings. MBTA Signal System Types that are in service on the MBTA Commuter Rail System: Table 9-1 MBTA SIGNAL SYSTEM TYPE MBTA SYSTEM RULE 251 RULE 261 RULE 562 DCS CONTROLLED BY BRANCH TYPE Boston North Terminal CTC X MBTA District Dorchester ATC (Cab Hill to X MBTA Branch Signals) South Bay Eastern Route Beverly Jct. to CTC X MBTA Main Line Chelsey West Cambridge to Hill Crossing Fitchburg CTC/ATC (Track 2 X MBTA/PAN AM Main Line (Cab Signals) only). Hill Crossing to South Acton Franklin Forge to CTC X MBTA Branch Milford Gloucester Beverly Jct. to CTC X MBTA Branch CP Wilson Greenbush ATC (Cab Davis to X MBTA Line Signals) Greenbush Kingston ATC (Cab X MBTA Branch Signals) Middleboro ATC (Cab X MBTA Main Line Signals) Needham CTC X MBTA Branch New Hampshire CTC X MBTA/PAN AM Main Line Plymouth ATC (Cab X MBTA Line Signals) Stoughton ATC (Cab X MBTA Branch Signals) Western Fells to Ash CTC X MBTA/PAN AM Route St. Wildcat CTC X MBTA/PAN AM Branch
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MBTA SIGNAL SYSTEM TYPE MBTA SYSTEM RULE 251 RULE 261 RULE 562 DCS CONTROLLED BY BRANCH TYPE This line has Worcester ATC (Cab cab signals MBTA Line Signals) between CP 23 and CP 44
9.1.1.4 Signal Locations
9.1.1.4.1 North Terminal Table 9-2 PTCIP DATA COLLECTION BOSTON NORTH TERMINAL DISTRICT MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 0.03 2 Tower A Interlocking 4 2 Eastern Route 1.40 1 FX Interlocking Main Line Fitchburg Route 1.40 1 Swift Interlocking Main Line New Hampshire 3.20 2 Somerville Jct. Interlocking 2 1 Route Main Line 1 Steward Interlocking Note 4
NOTE 4: Steward is located between FX and Swift on other than main track, and provides access to the B&A Eastbound, B&A Westbound, Fourth Iron, and Brickbottom Lead
9.1.1.4.2 Dorchester Branch Table 9-3 PTCIP DATA COLLECTION DORCHESTER BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 219.1 5 Hill Interlocking 7 5 219.5 3 Dana Interlocking 5 4 Intermediate 220.7 2 CS 82/83 Code Change Point Bay state Paper 221.3 Electric Lock EL 221.3 Intermediate 221.3 2 CS 74/75 Code Change Point Rugby Yard 221.8 Electric Lock EL 221.8 Intermediate 221.9 2 CS 68/69 Code Change Point
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PTCIP DATA COLLECTION DORCHESTER BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Intermediate 222.5 2 CS 62/63 Code Change Point Intermediate 223.1 2 CS 56/57 Code Change Point Intermediate 223.6 2 CS 50/51 Code Change Point 224.3 2 Park Interlocking 4 4 Intermediate 224.9 2 CS 38/39 Code Change Point Intermediate 225.8 2 CS 31/32 Code Change Point Intermediate 226.5 2 CS 22/23 Code Change Point Diamond 226.8 2 Interlocking 3 3 Crossing 227.0 3 South Bay Interlocking 6 7 Amtrak 227.4 9 Loop Interlocking 13 11 Amtrak 227.6 6 Broad Interlocking 11 11 Amtrak
9.1.1.4.3 Eastern Route Main Line Table 9-4 PTCIP DATA COLLECTION EASTERN ROUTE MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 1.80 2 Reading Junction Interlocking 2 2 2.80 4 Everett Junction Interlocking 6 6 2.60 2 Monsanto Grade Crossing Inside I/L Intermediate 3.60 2 36/37 Signals Signal 3.80 2 Second St. Grade Crossing Kyanize Paint EL 3.80 2 Electric Lock 3.8 4.00 2 West Third St. Grade Crossing Hand Throw 4.10 2 P36.8 Switch 4.30 2 Everett Ave. Grade Crossing 4.40 2 Spruce St. Grade Crossing Intermediate 4.60 2 46/47 Signals Signal 4.50 2 Arlington/6th St. Grade Crossing
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PTCIP DATA COLLECTION EASTERN ROUTE MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Chelsea Yard EL 5.30 2 Electric Lock 5.3 5.50 2 Eastern Ave. Grade Crossing Intermediate 5.60 2 56/57 Signals Signal East Boston Branch 6.50 2 Electric Lock EL 6.5 7.00 2 Wonderland Interlocking 4 4 Dragging Indication to 7.30 2 Equipment Detector office only Intermediate 7.60 2 76/77 Signals Signal 8.00 2 Oak Island Grade Crossing Intermediate 8.60 2 86/87 Signals Signal 9.60 2 Saugus Draw Interlocking 4 Bennett St. Yard 9.70 2 Electric Lock EL 9.7 South Side West 9.80 2 Electric Lock End EL 9.8 9.90 4 General Electric Grade Crossing 10.80 2 Brickyard Interlocking 4 4 11.20 2 US Plastics EL 11.2 Electric Lock Intermediate 12.00 2 120/121 Signals Signal Intermediate 13.20 2 132/133 Signals Signal Intermediate 14.20 2 142/143 Signals Signal 15.10 2 Castle Hill Interlocking California Oil EL 15.80 2 Electric Lock 15.8 16.30 2 Mcnall Interlocking 3 1 17.00 3 Northey Point Interlocking 4 2 17.70 2 Beverly Draw Interlocking 4 17.90 2 Congress St. Grade Crossing Within I/L 18.70 2 Beverly Junction Interlocking 5 7 Located within 18.90 2 Elliot St. Grade Crossing Beverly Jct. Interlocking. 19.40 2 Balch St. Grade Crossing 19.50 2 Cabot St. Grade Crossing Intermediate 20.40 2 204/205 Signals Signal 20.50 2 Tozier Rd. Grade Crossing 20.80 2 Dodge St. Grade Crossing 21.50 2 Chesley Interlocking 3 1 22.30 1 Larch Row Grade Crossing
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PTCIP DATA COLLECTION EASTERN ROUTE MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Hamilton/Whenham Inbound 22.40 1 Signal P224 Automatic 22.80 1 Main St. (Bay Rd,) Grade Crossing 23.00 1 Asbury St. Grade Crossing Intermediate 24.00 1 239/240 Signals Signal 26.90 2 Ipswich West Interlocking 3 1 27.40 3 Bagley Interlocking 3 2 27.70 1 Topsfield Rd. Grade Crossing 27.70 1 Steeves Signal Holding Signal 27.80 1 Washington St. Grade Crossing Inside Steeves 28.00 1 Mineral St. Grade Crossing Inside Steeves 28.00 1 Steeves Control Point 1 28.20 1 Liberty St. Grade Crossing Inside Steeves 28.30 1 Linebrook Grade Crossing Inside Steeves 29.20 1 Perkins Grade Crossing 29.50 1 Mitchell's Grade Crossing Intermediate 29.60 1 296/297 Signals Signal 31.10 1 Railroad Ave. Grade Crossing Intermediate 31.20 1 312/313 Signals Signal 32.80 1 Red Gate Rd. Grade Crossing Intermediate 32.80 1 328/329 Signals Signal 34.30 2 Knights Interlocking 3 1 34.40 1 Hay St. Grade Crossing Inside Knights 35.10 2 Boston Rd. Grade Crossing 35.70 3 Port Interlocking 35.80 2 Hanover St. Grade Crossing Inside Port
9.1.1.4.4 Fitchburg Main Line Table 9-5 PTCIP DATA COLLECTION FITCHBURG MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 1.40 Swift Interlocking 9 9 2.70 Park St. Grade Crossing 4.20 Sherman St. Grade Crossing 4.30 Watertown Branch Electric Lock 5.53 Maintenance Track Electric Lock 5.70 Brighton St. Grade Crossing 6.00 Horgan Interlocking 4 4 8.30 Clematis Brook Interlocking 3 1 8.30 Beaver St. Grade Crossing
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PTCIP DATA COLLECTION FITCHBURG MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 9.00 Beaver Brook Interlocking 3 1 9.80 Elm St. Grade Crossing 9.90 Moody St. Grade Crossing 10.00 Moody/Waltham Interlocking 3 1 11.50 South St. Grade Crossing 12.00 Stony Brook Interlocking 4 4 Future 13.20 Church St. Grade Crossing 13.70 Viles St. Grade Crossing 14.30 Contant Rd. Grade Crossing 15.60 Tower Rd. Grade Crossing 15.90 Wayland Rd. Grade Crossing 16.00 South Great Rd. Grade Crossing 16.70 Lincoln Rd. Grade Crossing 18.00 Hills Interlocking 5 5 20.00 Sudbury Rd. Grade Crossing 20.10 Belknap St. Grade Crossing 21.60 Baker Ave. Grade Crossing 22.00 Concord Jct. Interlocking 4 4 Future Commonwealth 22.00 Grade Crossing Ave. Contant St./Damon 22.50 Grade Crossing St. Hand Throw 22.60 Future MOW Siding 24.10 Parker St. Grade Crossing 25.00 Maynard Jct. Interlocking 4 4 25.60 Martin St. Grade Crossing Central St. 26.00 Grade Crossing East/Richardsons 26.80 Massachusetts Ave. Grade Crossing 26.90 Arlington St. Grade Crossing Central St. 27.30 Grade Crossing West/Hapgoods Intermediate 27.60 276/277 Sig. Signal 28.20 Sargent Rd. Grade Crossing 28.90 Depot Rd. Grade Crossing 30.00 Foster Interlocking 4 4 30.10 Foster St. Grade Crossing Veryfine 31.10 Electric Lock Runaround Veryfine 31.30 Electric Lock Runaround 31.50 King St. Grade Crossing Hand Throw 31.50 Veryfine Siding Intermediate 31.80 318/319 Sig Signal
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PTCIP DATA COLLECTION FITCHBURG MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Final location 32.70 Defect Detector Defect Detector has not been established 33.50 Willow Rd. Grade Crossing End of MBTA 34.00 Willows Interlocking 6 8 timetable Begin Pan Am 34.10 Ford Plant. Electric Lock timetable 34.50 Snake Hill Rd. Grade Crossing 34.65 Pepsi Electric Lock Hand Throw 34.70 Old Pepsi Siding 34.90 Sandy Pond Rd. Grade Crossing Greenville 34.90 Electric Lock Industrial/Flanagans Hand Throw 35.20 Cains Siding 35.50 Groton Harvard Rd. Grade Crossing 35.50 Freight Track Electric Lock 35.75 CP 36/Ayer Interlocking 6 6 Pvt Grade 36.20 Moores Crossing 37.00 Camp Interlocking 6 6 37.50 Walker Rd. Grade Crossing 38.00 Mitchelville Grade Crossing 39.30 Phoenix St. Grade Crossing 39.50 Main St. Grade Crossing 39.70 Center St. Grade Crossing Intermediate 40.10 402/403 Sig Signal Hot Box 40.20 Hot Box Detector Detector 40.20 Catecunemaug Rd. Grade Crossing 40.20 Slab City Control Point 4 40.80 Northeast Cement Electric Lock Hand Throw 41.38 Keatings Siding 43.00 Derby Interlocking 6 7 Intermediate 44.80 448/449 Sig Signal Hand Throw 44.90 City Delivery Siding Hand Throw 45.60 Specialty Filament Siding Hand Throw 46.20 Carrington Siding Hand Throw 46.30 Selig Siding
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PTCIP DATA COLLECTION FITCHBURG MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Hand Throw 46.40 Plastican Siding Intermediate 46.60 466/465 Sig Signal 46.75 Ox Electric Lock 48.10 East Fitchburg Interlocking 5 7 49.01 Gallagher Interlocking 3 1
9.1.1.4.5 Franklin Branch Table 9-6 PTCIP DATA COLLECTION FRANKLIN BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 9.70 2 Sprague St. Interlocking 2 1 116/117 Intermediate 11.60 2 Signals Signal 130/131 Intermediate 13.00 2 Signals Signal 14.30 2 Railroad Ave. Grade Crossing Norwood 14.80 2 Interlocking 3 2 Central 14.90 2 EL 14.9 Electric Lock 168/169 Intermediate 16.80 1 Signals Signal 19.10 2 Walpole Interlocking 3 3 19.80 2 Walpole West Interlocking 3 1 22.10 1 Seekonk St. Grade Crossing 221/222 Intermediate 22.10 1 Signals Signal 23.00 1 Rockwood Rd. Grade Crossing 235/236 Intermediate 23.50 1 Signals Signal 258/259 Intermediate 25.80 1 Signals Signal East End 26.90 1 Switch layover 27.40 2 Frank Interlocking 3 2 27.60 1 EL 27.6 Electric Lock 27.90 2 EL 27.9 Electric Lock 28.00 1 Union St. Grade Crossing 28.40 1 Fisher St. Grade Crossing 284/285 Intermediate 28.40 1 Signals Signal Hand Throw 28.40 1 Clark Cutler's Switch 28.60 1 Hayward St. Grade Crossing
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PTCIP DATA COLLECTION FRANKLIN BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 28.90 1 Beaver St. Grade Crossing 29.60 1 Grove St. Grade Crossing 30.10 1 Forge Park Rd. Grade Crossing 30.20 1 CP-Forge Park Interlocking 2 30.50 1 Signal Signal 32.70 1 River St. Grade Crossing 33.40 1 Depot St. Grade Crossing 33.90 1 Hartford St. Grade Crossing 34.70 1 Mellen St. Grade Crossing 34.90 1 Howard St. Grade Crossing 35.50 1 Howard St. Grade Crossing 35.70 1 National St. Grade Crossing 36.10 1 South Cedar St. Grade Crossing 36.30 1 Depot St. Grade Crossing 36.50 1 Central St. Grade Crossing 36.80 1 Main St. Grade Crossing
9.1.1.4.6 Greenbush Branch Table 9-7 PTCIP DATA COLLECTION GREENBUSH LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 10.20 2 Adams Junction Interlocking 7 2 11.10 3 Shipyard Interlocking 5 3 Four Quad 11.10 2 Commercial/Front St. Grade Crossing Crossing 11.40 2 Allen Interlocking 3 1 Commercial /Gibbens 12.30 1 Grade Crossing St. Intermediate 12.30 1 CS 12.3 Code Change Pt Intermediate 13.30 1 CS 13.3 Code Change Pt 14.00 1 Unicorn Ave. Grade Crossing Intermediate 14.00 1 CS 14.0 Code Change Pt 14.30 1 EL 143 Electric Lock Intermediate 14.30 1 CS 14.3 Code Change Pt Four Quad 14.50 1 East St. Grade Crossing Crossing 14.60 1 Wharf St. Grade Crossing 14.80 1 CS 14.8 Grade Crossing Commercial/Suwanee 15.00 1 Grade Crossing Rd.
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PTCIP DATA COLLECTION GREENBUSH LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Located within 15.40 1 French St. Grade Crossing Herring Interlocking. 15.50 2 Herring Interlocking 3 1 15.70 2 Fort Interlocking 3 1 15.90 1 Grade Crossing Four Quad 16.40 1 South St. Grade Crossing Crossing Intermediate 16.45 1 CS 16.45 Code Change Pt Four Quad 16.90 1 Hersey St. Grade Crossing Crossing Intermediate 16.90 1 CS 16.9 Code Change Pt Intermediate 17.50 1 CS 17.5 Code Change Pt 17.60 1 Water St. Grade Crossing 17.70 1 Eldridge Ct. Grade Crossing 18.30 1 Summer St. Grade Crossing Intermediate 18.40 1 CS 18.4 Code Change Pt 18.60 1 Kilby St. Grade Crossing Intermediate 19.20 1 CS 19.2 Code Change Pt 19.20 1 Hull St. Grade Crossing 19.80 1 North Main St. Grade Crossing 19.90 1 Cohasset Station Grade Crossing Intermediate 20.00 1 CS 20 Code Change Pt Located within 20.40 1 King St. Grade Crossing Blackrock Interlocking. 20.50 2 Blackrock Interlocking 3 1 21.30 2 Circus Interlocking 3 1 Located within 21.30 1 Sohier St. Grade Crossing Circus Interlocking. Four Quad 21.80 1 Pleasant St. Grade Crossing Crossing Intermediate 22.10 1 CS 22.1 Code Change Pt 22.10 1 Spring/Pond St. Grade Crossing 22.30 1 Sestito La. Grade Crossing 22.40 1 Castle Rd. Grade Crossing 22.70 1 Beechwood St. Grade Crossing Intermediate 22.80 1 CS 22.8 Code Change Pt 23.50 1 CP Hoff Control Point
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PTCIP DATA COLLECTION GREENBUSH LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 23.60 1 Country Way Grade Crossing Intermediate 24.40 1 CS 24.4 Code Change Pt 24.40 1 Hollet St. Grade Crossing 24.90 1 Captain Pierce Rd. Grade Crossing Intermediate 25.20 1 CS 25.2 Code Change Pt Intermediate 26.20 1 CS 26.2 Code Change Pt 26.20 1 Beaver Dam Rd. Grade Crossing 26.70 1 First Parish Rd. Grade Crossing 26.90 2 Parish Interlocking 3 1 Located within 27.30 2 El 273 Electric Lock Davis Interlocking. 27.50 2 Davis Interlocking 4 2 Greenbush Station 27.90 2 Holding Signal Repeater Signal
9.1.1.4.7 Kingston Branch Table 9-8 PTCIP DATA COLLECTION KINGSTON BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 33.73 3 Seaside Interlocking 4 2 Plymouth Line 34.95 2 Gravel Interlocking 3 1 35.06 1 Marion Dr. Grade Crossing
9.1.1.4.8 Middleboro Main Line Table 9-9 PTCIP DATA COLLECTION MIDDLEBORO MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Boston 1.20 2 Terminal EL Electric Lock 1.5 1.50 2 Fly Interlocking 4 2 Intermediate 2.55 1 CS 2.6 Code Change Pt Boston Globe 2.55 1 Electric Lock Spur EL 2.6 Intermediate 3.00 1 CS 3.0 Code Change Pt 3.92 2 Vic Interlocking 3 1
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PTCIP DATA COLLECTION MIDDLEBORO MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Intermediate 5.00 2 CS 5.0 Both Tracks Code Change Pt Intermediate 5.60 2 CS 5.6 Both Tracks Code Change Pt 6.28 2 Squant Interlocking 3 1 Intermediate 7.00 1 CS 7.0 Code Change Pt Intermediate 8.10 1 CS 8.1 Code Change Pt Intermediate 8.60 1 CS 8.6 Code Change Pt Intermediate 9.20 1 CS 9.2 Code Change Pt West Quincy 9.60 1 Electric Lock I.T. EL 9.6 Greenbush 10.12 1 Green Interlocking 4 2 Branch North End 10.52 1 Braintree EL Electric Lock 10.5 10.58 1 Gross Interlocking 3 1 Pedestrian 10.88 1 Grade Crossing (Pvt) South End 11.09 1 Braintree Yard Electric Lock EL 11.1 11.25 2 Pearl Interlocking 4 4 Plymouth Branch Armstrong Pvt 11.70 1 Grade Crossing Xing 11.90 1 Plain St. Grade Crossing 12.21 1 Grants EL 12.2 Electric Lock Intermediate 12.40 1 CS 12.4 Code Change Pt Intermediate 13.01 1 CS 12.9 Code Change Pt Randolph 13.01 1 Industrial EL Electric Lock 12.9 13.72 2 Hol Interlocking 3 1 14.84 2 Rand Interlocking 3 1 Holbrook Ped 15.02 1 Grade Crossing Xing 15.09 1 CP Union Control Point 15.09 1 Union St. Grade Crossing Garveys EL 15.13 1 Electric Lock 15.2 15.47 1 South St. Grade Crossing
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PTCIP DATA COLLECTION MIDDLEBORO MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Intermediate 16.00 1 CS 16.0 Code Change Pt Brooks Lumber 16.54 1 Electric Lock EL 16.5 Intermediate 16.79 1 CS 16.6 Code Change Pt 16.79 1 East High St. Grade Crossing 16.90 1 Spring St. Grade Crossing Intermediate 17.30 1 CS 17.3 Code Change Pt Champion City 18.00 1 Recovery EL Electric Lock 18.05 18.11 2 Howard Interlocking 3 1 Intermediate 18.40 2 CS 18.4 Code Change Pt Montello Ped 18.60 2 Grade Crossing Xing Browning 19.30 2 Ferris (BFI) EL Electric Lock 19.3 Intermediate 19.53 2 CS 19.5 Code Change Pt North End 19.53 2 Brokton M&W Electric Lock EL 19.5 South End 19.92 2 Brokton M&W Electric Lock EL 19.9 Brokton Ped 19.95 2 Grade Crossing Xing 20.73 2 Grove Interlocking 3 1 Intermediate 21.70 1 CS 21.7 Code Change Pt Washburn 21.83 1 Electric Lock Candy EL 21.7 Bay State Gas 22.17 1 Electric Lock EL 22.1 EGI 22.26 1 Warehouse EL Electric Lock 22.2 Intermediate 22.40 1 CS 22.4 Code Change Pt 23.71 1 Matfield St. Grade Crossing Intermediate 23.71 1 CS 23.7 Code Change Pt 24.50 2 Westdale Interlocking 3 1 24.82 2 Shaws EL 24.7 Electric Lock To be removed
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PTCIP DATA COLLECTION MIDDLEBORO MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL West St. 25.04 2 Grade Crossing (Rt.106) 25.57 2 Stanley Interlocking 3 1 Located within 25.61 1 East St. Grade Crossing Stanley 26.07 1 Wall St. Grade Crossing Intermediate 26.07 1 CS 26.0 Code Change Pt 26.61 1 Oak St. Grade Crossing Broad St. (Rt. 26.93 1 Grade Crossing 18) Intermediate 26.93 1 CS 26.9 Code Change Pt Bridgewater 26.97 1 Electric Lock M&W EL 26.9 Plymouth St. 27.27 1 Grade Crossing (Rt. 104) Intermediate 27.60 1 CS 27.6 Code Change Pt 28.12 1 Laurel St. Grade Crossing Intermediate 28.12 1 CS 28.1 Code Change Pt 28.81 1 Flagg St. Grade Crossing Intermediate 28.81 1 CS 28.8 Code Change Pt Intermediate 29.90 1 CS 29.9 Code Change Pt North End 30.13 1 Titicut Siding Electric Lock EL 30.1 South End 30.34 1 Titicut Siding Electric Lock EL 30.4 30.55 1 Titicut Grade Crossing Stiles & Hart 30.90 1 Electric Lock Brick EL 31.1 Intermediate 30.90 1 CS 31.1 Code Change Pt Intermediate 31.90 1 CS 31.9 Code Change Pt Intermediate 33.10 1 CS 33.1 Code Change Pt 33.96 2 Mid Interlocking 3 1 Controlled 34.34 2 Siding to Electric Lock Middleboro Yd Capeway Branch 34.86 5 Pilgrim Interlocking 6 3 (CSX)
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PTCIP DATA COLLECTION MIDDLEBORO MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL W. Clark St. Located within 34.99 1 Grade Crossing (Pvt) Pilgrim Pilgrim Repeater 35.70 1 2NP Signal Signal Ocean Spray 36.40 1 Electric Lock EL 36.1 Begin Signal 36.40 1 Case Territory
9.1.1.4.9 Needham Branch Table 9-10 PTCIP DATA COLLECTION NEEDHAM BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 6.00 2 Dale Interlocking 3 1 Intermediate 7.00 1 70/71 Signals Signal 8.40 2 Rox Interlocking 3 1 8.80 2 Baker Interlocking 3 1 Intermediate 9.60 1 96/97 Signal Signal 106/107 Intermediate 10.60 1 Signals Signal 11.10 1 Golf Crossing Grade Crossing 11.60 2 Warren Interlocking 3 1 11.90 2 Need Interlocking 3 1 12.10 1 EL 12.1 Electric Lock 12.30 1 EL 12.3 Electric Lock 12.50 1 Oak St. Grade Crossing 126/127 Intermediate 12.60 1 Signals Signal 12.70 1 Great Plain Rd. Grade Crossing 12.80 1 May St. Grade Crossing 13.20 1 Rosemary St. Grade Crossing 13.60 1 CP Heights Control Point 1 13.60 1 West St. Grade Crossing 13.80 1 CP Land Control Point 1
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9.1.1.4.10 New Hampshire Main Line Table 9-11 PTCIP DATA COLLECTION NEW HAMPSHIRE MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 1.90 2 EL 1.9 Electric Lock 5 5 2.20 2 EL 2.2 Electric Lock 3.20 3 Somerville Jct. Interlocking 5 5 Intermediate 5.20 2 Signal 52/53 Signal 5.30 2 Canal St. Grade Crossing 5.40 2 High St. Grade Crossing Intermediate 6.80 2 Signal 68/69 Signal 7.90 2 Winchester Interlocking 5 5 Swanton St. 8.10 2 Electric Lock Yd. EL 8.1 Intermediate 9.00 2 Signal 90/91 Signal Intermediate 10.00 2 Signal 100/101 Signal Intermediate 11.00 2 Signal 110/111 Signal Rothstein EL 11.20 2 Electric Lock 11.2 12.60 2 Crawford Interlocking 5 5 12.90 2 Wilbur Interlocking 5 4 Crusader Paper 13.30 2 Electric Lock EL 13.3 Dragon 13.90 2 Cement EL Electric Lock 13.9 Intermediate 14.00 2 Signal 140/141 Signal Sweetheart 14.90 2 Grade Crossing Plastic 15.20 2 Wilmington Interlocking 5 5 Sweetheart 15.40 2 Grade Crossing Plastic Northbound 15.70 2 Passing EL Electric Lock 15.7 Intermediate 17.00 2 Signal 170/171 Signal Intermediate 18.60 2 Signal 186/187 Signal 20.30 2 Shop Interlocking 5 5 Intermediate 21.40 2 Signal 214/215 Signal
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PTCIP DATA COLLECTION NEW HAMPSHIRE MAIN LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Note: Signal B & B Branch 21.60 2 Electric Lock Line Plan MP EL 21.6 incorrect Intermediate 22.40 2 Signal 224/225 Signal Corenco EL 22.80 2 Electric Lock 22.8 Switch has been 23.30 2 South Lowell Control Point 4 removed Intermediate 23.40 2 Signal 234/235 Signal 24.66 ? CPF-BY Interlocking ? 25.47 ? CPF-LO Interlocking ?
9.1.1.4.11 Plymouth Branch Table 9-12 PTCIP DATA COLLECTION PLYMOUTH LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Middleboro Main 11.25 2 Pearl Interlocking 4 4 line Ivory St. 11.86 1 Grade Crossing (Mahar Hwy.) Intermediate 12.40 1 CS 12.4 Code Change Pt. 13.41 1 Grove St. Grade Crossing Intermediate 13.60 1 CS 13.6 Code Change Pt. Intermediate 14.80 1 CS 14.8 Code Change Pt. 14.81 1 Randolph St. Grade Crossing 14.96 1 Pond/Derby St. Grade Crossing Intermediate 15.00 1 CS 15.0 Code Change Pt. Located within 15.99 1 Trotter Rd. Grade Crossing Swey I/L 16.03 2 Swey Interlocking 3 1 Intermediate 16.90 2 CS 16.9 Both Tracks Code Change Pt. 17.39 2 Pine St. Grade Crossing Located within 17.73 2 Wales St. Grade Crossing Abby 17.81 2 Abby Interlocking 5 3 North Ave. (Rt. Located within 17.89 3 Grade Crossing 139) Abby
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PTCIP DATA COLLECTION PLYMOUTH LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Located within 18.00 2 Birch St. Grade Crossing Abby Plymouth St. Located within 18.16 2 Grade Crossing (Rt. 58) Abby Abington MW 18.37 1 Electric Lock 1 Lead EL 18.4 Intermediate 19.20 1 CS 19.2 Code Change Pt. Centre Ave. 19.27 1 Grade Crossing (Rt. 123) 19.59 1 Summer St. Grade Crossing Intermediate 20.20 1 CS 20.2 Code Change Pt. 20.54 1 Essex St. Grade Crossing South Ave. 21.06 1 Grade Crossing (Rte. 27) Intermediate 21.10 1 CS 21.1 Code Change Pt. Pedestrian 21.15 1 Grade Crossing (Pvt) Intermediate 21.80 1 CS 21.8 Code Change Pt. 22.57 2 Golf Interlocking 3 1 Franklin St. Located within 22.68 2 Grade Crossing (Rt. 27) Golf W. Washington 23.19 2 Grade Crossing St. (Rt. 14) 23.81 2 Bryant Interlocking 3 1 Main St. (Rte. 24.68 1 Grade Crossing 27) Intermediate 24.70 1 CS 24.7 Code Change Pt. Crooker Rd. 25.37 1 Grade Crossing (Pvt) Intermediate 25.40 1 CS 25.4 Code Change Pt. Pleasant St. 26.05 1 Electric Lock 1 MW EL 26.1 Intermediate 26.10 1 CS 26.1 Code Change Pt. 26.35 1 Pleasant St. Grade Crossing Monoponsett 27.10 1 Grade Crossing St. (Rt. 58) Intermediate 27.20 1 CS 27.2 Code Change Pt. 27.77 2 Burrage Interlocking 3 1 Pedestrian 28.24 2 Grade Crossing (Pvt)
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PTCIP DATA COLLECTION PLYMOUTH LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Holmes St. (Rt. 28.44 2 Grade Crossing 36) 29.10 2 Oak Interlocking 3 1 Intermediate 29.80 1 CS 29.8 Code Change Pt. 29.93 1 Lake St. Grade Crossing Intermediate 30.40 1 CS 30.4 Code Change Pt. 31.23 1 Lumpkins (Pvt) Grade Crossing Intermediate 31.30 1 CS 31.3 Code Change Pt. No. End 31.75 1 Plympton Electric Lock 1 Runaround So. End 31.96 1 Plympton Electric Lock 1 Runaround Intermediate 32.00 1 CS 32.0 Code Change Pt. Intermediate 32.70 1 CS 32.7 Code Change Pt. Summer St. 33.29 1 Grade Crossing (Rt. 3A) 33.30 1 CP Summer Control Point 1 33.73 3 Seaside Interlocking 4 2 Kingston Branch Intermediate 34.80 1 CS 34.8 Code Change Pt. Old Orchard 35.17 1 Grade Crossing La. (Pvt) 35.46 1 Boundary St. Grade Crossing Intermediate 35.60 1 CS 35.6 Code Change Pt. Rope Ferry Rd. 35.79 1 Grade Crossing (Pvt) End of Signal 36.00 1 Bunter Installed System
9.1.1.4.12 Stoughton Branch Table 9-13 PTCIP DATA COLLECTION STOUGHTON BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Plymouth 15.10 2 Rubber EL Electric Lock 15.1 15.50 2 Center Interlocking 3 1
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PTCIP DATA COLLECTION STOUGHTON BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 15.60 1 Washington St. Grade Crossing 16.70 1 Pine St. Grade Crossing 17.10 1 Will Drive Grade Crossing Cohenno 17.60 1 Lumber EL Electric Lock 17.6 New England 17.61 1 Electric Lock EL 17.61 17.90 1 Central St. Grade Crossing 18.10 1 Simpson St. Grade Crossing 18.60 1 School St. Grade Crossing 18.80 1 CP Porter Control Point 18.80 1 Porter St. Grade Crossing 18.90 1 Wyman St. Grade Crossing 19.20 1 Brock St. Grade Crossing
9.1.1.4.13 Western Route – Haverhill Line Table 9-14 PTCIP DATA COLLECTION WESTERN ROUTE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 1.80 2 Reading Jct. Interlocking 4 2.20 2 CP Foley St. Interlocking 2 3.00 1 EL 3.0 Electric Lock 3.60 1 EL 3.6 Electric Lock Intermediate 3.70 1 37/38 Signal Signal 5.70 2 Fells Interlocking 3 1 West Wyoming 6.20 2 Grade Crossing Ave. Intermediate 6.25 2 65 Signal Signal 6.30 2 West Foster St. Grade Crossing 6.70 2 West Emerson St. Grade Crossing Intermediate 7.10 2 70 Signal Signal Intermediate 7.10 2 71 Signal Signal 7.30 2 Highlands Crossover 2 7.50 2 Franklin St. Grade Crossing Intermediate 8.10 2 81 Signal Signal Intermediate 8.10 2 82 Signal Signal 8.40 2 Greenwood St. Grade Crossing
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PTCIP DATA COLLECTION WESTERN ROUTE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 8.50 2 Forest St. Grade Crossing Intermediate 9.30 2 93/94 Signal Signal Newburyport Hand Throw 9.30 2 1 Branch Switch 9.30 2 Wakefield Jct. Crossover 2 9.40 2 Broadway Ave. Grade Crossing 9.80 2 Albion St. Grade Crossing Intermediate 9.90 2 99/100 Signal Signal 9.90 2 Chestnut St. Grade Crossing 10.10 2 Prospect St. Grade Crossing Intermediate 10.90 2 109 Signal Signal Hand Throw 10.90 2 10.9 Switch Switch Intermediate 11.40 3 114 Signal Signal 11.40 3 New Crossing Rd. Grade Crossing Intermediate 11.70 3 117 Signal Signal Hand Throw 11.70 3 11.7 Hand Throw 1 Switch Intermediate 11.70 2 117-2 Signal Signal Ash St. to Woburn St. Rule 11.70 1 Ash St. Grade Crossing 97-W1 Running Track page 50 KCS Timetable. 11.80 1 Main St. Grade Crossing Intermediate 11.90 1 118 Signal Signal 11.90 1 Washington St. Grade Crossing 12.00 1 Station Crosswalk Grade Crossing Intermediate 12.00 1 120 Signal Signal Ash St. to Woburn St. Rule 12.10 1 Woburn St. Grade Crossing 97-W1 Running Track page 50 KCS Timetable. Intermediate 12.40 1 123/124 Signal Signal 13.00 1 Willow St. Grade Crossing Intermediate 13.00 1 130 Signal Signal 14.30 1 Kilmarnock Rd. Grade Crossing
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PTCIP DATA COLLECTION WESTERN ROUTE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 14.90 1 Woburn St. Grade Crossing 15.50 1 Concord St. Grade Crossing Hand Throw 16.10 1 Monroe Paper Switch 16.30 1 Middlesex Ave. Grade Crossing 16.90 1 Salem St. Grade Crossing Intermediate 16.90 1 16.9 Signal Signal CPW-WJ (Wildcat Wilmington 17.92 2 Interlocking 3 1 Branch) Junction Hand Throw 18.12 1 Georgia Pacific 1 Switch 18.90 1 Gillette EL 18.9 Electric Lock 1 19.50 1 EL 19.5 Electric Lock 1 Private Grade 19.55 1 Mears Crossing Crossing CPF-LJ (PAR- 19.57 2 Interlocking 3 1 Lowell Junction Freight Main Line) Andover/Tewksbury 20.47 1 Grade Crossing St. 20.48 1 Ballardvale St. Grade Crossing Andover St. Intermediate 21.20 1 212 Signal Signal Hot Box Grade Crossing 22.30 1 Cemetery Crossing Detector located (Flasher Only) here. Intermediate 22.30 1 223 Signal Signal 22.69 1 Pearson/Essex St. Grade Crossing Frye (To be 23.70 1 CPF-FY Interlocking 3 1 removed) 1 Main Line 25.60 2 Andover St. Grade Crossing Track Andover 25.63 2 CPF-AS Interlocking 7 6 St.(Configuration to change) 26.75 2 CPF-FR Interlocking 5 5 Frost 27.10 2 Marblehead St. Grade Crossing 27.45 2 Sutton St. Grade Crossing 27.50 2 North Main St. Grade Crossing 28.00 2 R4P/R6P Signal Signal Intermediate 29.00 2 290/291 Signal Signal Hand Throw 29.26 2 Sweetheart Plastics 1 Off Track 1 Switch 30.50 2 Cross St. Grade Crossing Intermediate 30.60 2 305/306 Signal Signal
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PTCIP DATA COLLECTION WESTERN ROUTE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Intermediate 32.00 2 320/321 Signal Signal West Layover EL 32.00 2 Electric Lock 1 32.0 32.10 2 32.1 Crossover Crossover East Layover EL 32.50 2 Electric Lock 1 32.5 33.40 2 Hall Yard EL 33.4 Electric Lock 1 33.50 2 CPF-HA Interlocking 4 Hall Hale St. Yard EL 33.70 2 Electric Lock 1 33.7 35.40 2 Rosemont St. Grade Crossing Hand Throw 35.50 2 Gare Switch 35.90 2 EL 35.9 Electric Lock 1 WBC Intermediate 36.20 2 362/363 Signal Signal Hand Throw 36.22 2 Eagle Leaf Switch
9.1.1.4.14 Wildcat Branch Table 9-15 PTCIP DATA COLLECTION WILDCAT BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL New Hampshire 15.20 3 Wilmington Interlocking 3 1 Main Li 15.40 1 Main St Grade Crossing 15.60 1 CP Clark Street Control Point 15.70 1 Clark St. Grade Crossing 16.20 1 Glen Rd. Grade Crossing 17.30 1 Salem St. Grade Crossing Western Route 18.20 2 CPW-WJ Interlocking 3 1 Main Line
9.1.1.4.15 Gloucester Branch Table 9-16 PTCIP DATA COLLECTION GLOUCESTER BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 18.90 2 Elliot St. Grade Crossing 19.20 2 Cabot St. Grade Crossing 19.80 2 Spring St. Grade Crossing
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PTCIP DATA COLLECTION GLOUCESTER BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Intermediate 19.80 2 Signal G19.8 1 Track 2 Signal 19.90 2 Essex St. Grade Crossing Paradise 20.70 2 Crossover 2 Hand Operated Crossover 20.90 2 Boyle St. Grade Crossing Intermediate 20.90 2 Signal G20.9 1 Track 1 Signal Intermediate 21.20 2 Signal G21.2 1 Track 2 Signal West Thissel 21.90 2 Grade Crossing St. 22.10 2 East Thissel St. Grade Crossing 22.20 2 Hale St. Grade Crossing Intermediate 22.70 2 Signal G22.7 1 Track 1 Signal 22.70 2 Dexter St. Grade Crossing Intermediate 22.80 2 Signal G22.8 1 Track 2 Signal 22.90 2 West St. West Grade Crossing 23.20 2 Beach St. Grade Crossing 23.30 2 West St. East Grade Crossing 24.00 2 Boardman Ave. Grade Crossing Signal Intermediate 24.00 2 2 Track 1 & 2 G24.1/24.2 Signal Located within 25.00 2 Ashland Ave. Grade Crossing Manchester Draw limits Manchester 25.30 2 Interlocking 4 Draw Beach St. 25.30 2 Grade Crossing (Manchester) Manchester Hand Throw Located on track 25.40 2 1 Yard Switch 2 25.50 2 Sea St. Grade Crossing Manchester Universal 25.60 2 4 Hand Operated Crossovers Crossover Intermediate 26.60 2 Signal G26.6 1 Track 2 Signal Intermediate 26.90 2 Signal G26.9 1 Track 1 Signal Signal Intermediate 28.20 2 2 Track 1 & 2 G28.2/28.3 Signal Intermediate 29.60 2 Signal G29.6 1 Track 2 Signal Intermediate 29.70 2 Signal G29.7 1 Track 1 Signal 30.00 2 Stanwood Ave. Grade Crossing
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PTCIP DATA COLLECTION GLOUCESTER BRANCH MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Gloucester 31.00 2 Interlocking 4 Draw 31.30 2 CP Wilsons Control Point 2 1 Spring Switch 31.50 1 Washington St. Grade Crossing Maplewood 31.80 1 Grade Crossing Ave. Willow/Cedar 31.90 1 Grade Crossing St. 32.20 1 Cleveland St. Grade Crossing Intermediate 32.20 1 Signal G32.2 Signal 34.10 1 Piggery (Pvt) Grade Crossing Flashers only 35.00 1 CP Loop Interlocking
9.1.1.4.16 Worcester Line Table 9-16 PTCIP DATA COLLECTION WORCESTER LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL Intermediate 2.1 2 21/22 Signals Signal 3.1 2 CP 3 Interlocking 4 4 Grand 3.3 Junction Electric Lock EL 3.3 Brighton Yard 4.5 Electric Lock EL 4.5 4.8 4 CP 4 Interlocking 6 6 Intermediate 6.1 2 61/62 Signals Signal Intermediate 7.5 2 71/72 Signals Signal Intermediate 8.8 2 81/82 Signals Signal 101/102 Intermediate 10.1 2 Signals Signal Riverside 10.8 Electric Lock EL 10.8 11.4 2 CP 11 Interlocking 4 4 141/142 Intermediate 14.1 2 Signals Signal 161/162 Intermediate 16.2 2 Signals Signal Saxonville 17.7 Ind. Electric Lock EL 17.7
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PTCIP DATA COLLECTION WORCESTER LINE MILE LOCATION HOME TRACKS LOCATION SWITCHES REMARKS POST FUNCTION SIGNAL 181/182 Intermediate 18.7 2 Signals Signal High Car High Car 20.0 Detector Detector 20.9 2 Bishop St. Grade Crossing 21.3 5 CP 21 Interlocking 7 7 21.3 2 Concord St. Grade Crossing 21.7 6 CP 22 Interlocking 9 9 22.7 4 CP 23 Interlocking 6 2 24.2 2 Main St. Grade Crossing 24.4 2 Cherry St. Grade Crossing 24.6 2 CP 24 Interlocking 4 4 Defect 25.2 Defect Detector Detector 28.2 2 CP 28 Interlocking 4 4 Cumberland 29.3 Farms Electric Lock EL 29.3 Westboro 30.3 Yard Electric Lock EL 30.3 Bay State 31.3 Abrasive Electric Lock EL 31.3 Primary 32.6 Colors Electric Lock EL 32.6 33.3 2 CP 33 Interlocking 4 4 Dana Films 33.5 Electric Lock EL 33.5 37.2 2 Parmenter Rd. Grade Crossing Defect 37.4 Defect Detector Detector G.U.R.R 37.6 Electric Lock EL 37.6 Wyman 38.5 Gordon Electric Lock EL 38.5 39.0 2 CP 39 Interlocking 4 2 Camosse Masonry 40.1 Electric Lock Supply EL 40.1 Sacks Storage 40.5 Electric Lock EL 40.5 43.3 3 CP 43 Interlocking 5 3 43.7 3 CP 44 Interlocking 5 4 44.3 6 CP 45 Interlocking 8 8
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9.2 WAYSIDE SUMMARY The lines requiring PTC installation and corresponding locations are summarized in Table 9-17 below. Table 9-17 – PTC Installation Locations CP/ TOTAL ROUTE / LINE / BRANCH I/A/H INTLG LOCATIONS EAST 28 22 50 WEST 27 11 38 NORTH NEW HAMPSHIRE 15 9 24 WILDCAT 1 2 3 FITCHBURG 7 16 23 WORCESTER 8 13 21 NEEDHAM 4 7 11 FRANKLIN 9 6 15 STOUGHTON 1 2 3 SOUTH DORCHESTER 8 1 9 MIDDLEBOROUGH 28 16 44 PLYMOUTH/KINGSTON 22 12 34 GREENBUSH 16 11 27
The numbers in Table 9-17 were compiled using the signal department circuit plans and wayside data collection effort. They may be adjusted in the future based on actual field conditions and the PTC monitoring equipment capacities. The column headings represent the following types of locations: • I/A/H are Intermediate, Approach or Holding Signals • CP/INTLG are Control Points or Interlockings It should be noted that the above matrix indicates number of Installation Locations. The actual quantity of Wayside Interface Units (WIUs) estimated per line for PTC implementation is shown in Table 9-18 below. Table 9-18 – Required Number of WIUs ROUTE / LINE / BRANCH REQUIRED WIUs EAST 147 WEST 79 NORTH NEW HAMPSHIRE 46 WILDCAT 3 FITCHBURG 80 WORCESTER 34 NEEDHAM 11 FRANKLIN 22 STOUGHTON 6 SOUTH DORCHESTER 6 MIDDLEBOROUGH 23 PLYMOUTH 24 KINGSTON 2 GREENBUSH 27
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ROUTE / LINE / BRANCH REQUIRED WIUs GRAND TOTAL 510
As shown in Table 9-18 above, an estimated total of 510 WIUs will be required to implement PTC on MBTA territory based on the assumption that some more complex PTC installations may require multiple WIUs.
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PTC Implementation Plan (PTCIP)
Section 10 Designating Track as Main Line And Non-Main Line Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 No changes - September 2010 2 Changes to comply with FRA Response MBTA September 2010 3 No changes - August 2010 4 No changes - August 2010 5 No changes - Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement and MBTA Implementation Act of 2015
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MBTA Revision 7
Section Page
10 DESIGNATING TRACK AS MAIN LINE AND NON-MAIN LINE [§ 236.1011(a)(8)] ...... 10-1 10.1 GENERAL ...... 10-1 10.2 MAIN LINE TRACK ...... 10-1 10.3 NON-MAIN LINE TRACK ...... 10-2 10.3.1 Non-Main Line Yard Tracks ...... 10-2 10.3.2 Non-Main Line Running Tracks ...... 10-4 10.3.3 Non-Main Line Spur Tracks ...... 10-4
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10 DESIGNATING TRACK AS MAIN LINE AND NON-MAIN LINE [§ 236.1011(a)(8)]
10.1 GENERAL This section defines which track segments on MBTA territory are main line and non- main line track. The main line track segments are listed in accordance to the applicable route, line, or branch. This section will also identify the tracks to be included in Section 13 MBTA MTEA.
10.2 MAIN LINE TRACK The following tables list the Main Line tracks which will be equipped with PTC on MBTA territory. These tables also include Main Line track for which MBTA is seeking an MTEA in Section 13. Table 10-1 Fitchburg Line Description Mile Posts (MP) North Station (MTEA Territory) MP 0.0 - MP 0.65 Fitchburg Line MP 0.65 - MP 49.50 Table 10-2 New Hampshire Line Description Mile Posts (MP) North Station (MTEA Territory) MP 0.0 - MP 0.78 New Hampshire Line MP 0.78 - MP 25.0 Lowell Station (MTEA Territory) MP 25.0 - MP 25.47 Table 10-3 Western Route Description Mile Posts (MP) North Station (MTEA Territory) MP 0.0 - MP 0.78 Western Route MP 0.78 - MP 35.3 (New Hampshire State Line) Table 10-4 Eastern Route Description Mile Posts (MP) North Station (MTEA Territory) MP 0.0 - MP 0.78 Eastern Route MP 0.78 - MP 35.70 (Port Int.) Newburyport Station (MTEA Territory) MP 35.70 - MP 36.20 Gloucester Branch MP 18.70 (Beverly Jct.) - MP 35.0 (CP Loop) Rockport Station (MTEA Territory) MP 35.0 - MP 35.53
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Table 10-5 Wildcat Branch Description Mile Posts (MP) Wildcat Branch MP 15.2 - MP 18.2 Table 10-6 Franklin Branch Description Mile Posts (MP) Franklin Branch MP 9.1 - MP 30.5 (Forge) Table 10-7 Needham Branch Description Mile Posts (MP) Needham Branch MP 4.5 - MP 13.8 (CP Land) Table 10-8 Stoughton Branch Description Mile Posts (MP) Stoughton Branch MP 15.0 - MP 19.6 Table 10-9 Dorchester Branch Description Mile Posts (MP) Dorchester Branch MP 218.5 (Shore Line) or MP 219.1 (Franklin) - MP 227.2 (estimated West Limits of South Bay) Table 10-10 Old Colony Lines Description Mile Posts (MP) Middleboro Main Line MP 1.0 (Cabot) - MP 36.44 (Bay) Greenbush Line MP 10.12 (from Middleboro ML) - MP 27.44 (Davis) Greenbush Station (MTEA Territory) MP 27.44 - MP 27.64 Plymouth Line MP 11.25 - MP 35.79 Kingston Branch MP 33.73 - MP 35.14 Table 10-11 Worcester Line Description Mile Posts (MP) Worcester Line MP 1.1 to– MP 44.3 (CP 45)
10.3 NON-MAIN LINE TRACK
10.3.1 Non-Main Line Yard Tracks The following table lists the Non-Main Line Yard tracks which will not be equipped with PTC on MBTA territory.
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Table 10-12 No. Name Line Mile Post Comments Boston Engine North Storage yard and Y1 Terminal (BET) Terminal MP 0.9 maintenance facility for & Yard 14 District locomotives and coach cars West Cambridge Fitchburg Maintenance shop for Y2 Maintenance MP 4.7 Line locomotives and coach cars Facility Fitchburg Fitchburg Y3 MP 47.8 Storage and layover yard Layover Line Bradford Layover Western Y4 MP 32 Storage and layover yard Yard Route Newburyport Eastern Y5 MP 35.90 Storage and layover yard Layover Yard Route 4 layover tracks parallel to Rockport Layover Gloucester passenger station, but no Y6 MP 35.0 Tracks Branch revenue moves on layover tracks Franklin Y7 Franklin Layover MP 27.0 Storage and layover yard Branch Needham Needham Y8 MP 13.7 Storage and layover yard Layover Branch Readville Dorchester Maintenance shop for Y9 Maintenance MP 219.5 Branch locomotives and coach cars Facility Southampton St. Storage yard and Dorchester Y10 Yard and S&I MP 227.0 maintenance facility for Branch Building locomotives and coach cars Middleboro Y11 Braintree Yard MP 10.58 Storage and layover yard Main Line Middleboro Y12 Middleboro Yard MP 34.0 Storage and layover yard Main Line Middleboro Middleboro Y13 MP 34.86 Storage and layover yard Layover Main Line Two storage and layover Plymouth Plymouth Y14 MP 35.79 tracks beyond Plymouth Layover Line Station Kingston Y15 Kingston Layover MP 35.3 Storage and layover yard Branch 4 layover tracks parallel to Greenbush Greenbush passenger station, but no Y16 MP 27.44 Layover Line revenue moves on layover tracks
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No. Name Line Mile Post Comments Worcester Used for non-revenue Y17 Beacon Park Yard MP 3.1 Line equipment moves 4 layover tracks east of Worcester Worcester passenger station; no Y18 MP44 Layover Line revenue moves on layover tracks
10.3.2 Non-Main Line Running Tracks MBTA has three sections of track that are used for non-revenue equipment moves. These sections of track are never used for scheduled passenger service. The following table lists the Non-Main Line Running tracks which will not be equipped with PTC on MBTA territory. Table 10-13 No. Track Location Comments Connector track between Grand Junction Swift Interlocking (MP 1.4 Used for non-revenue T1 Running Track North Side) and CP3 (MP equipment moves 3.1 South Side) Connector track between Swift (MP 1.4 of Fitchburg Used for non-revenue T2 Steward Route) and FX (MP 1.4 of equipment moves Eastern Route) Franklin Branch MP 30.5 Yard limits in effect. to MP 36.5 Used mostly by T3 Forge to Milford Maintenance of Way equipment.
10.3.3 Non-Main Line Spur Tracks Any Maintenance of Way or other spurs are Non-Main Line Track and will not be equipped with PTC. The position of associated main line switches is checked in the main track signal system, and so will be incorporated in the PTC system.
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Section 10: Designing Track as Main Line and Non-Main Line January 2016 Page 10-4
MBTA PTC Implementation Plan (PTCIP)
Section 11 Exceptions to Risk Based Prioritization Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 No changes - September 2010 2 No changes - September 2010 3 No changes - August 2012 4 No changes - August 2012 5 No changes - Updated to reflect changes in July 2013 6 MBTA infrastructure and new MBTA references to LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement MBTA and Implementation Act of 2015
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11 EXCEPTIONS TO RISK-BASED PRIORITIZATION [§ 236.1011(a)(9)] ...... 11-1
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11 EXCEPTIONS TO RISK-BASED PRIORITIZATION [§ 236.1011(a)(9)] Logistics and impracticalities may result in the need to deviate from the installation priorities identified by the risk analysis. Therefore, installation exceptions to the risk- based prioritization required by 49 CFR Part 236, Subpart I, § 236.1011(a)(4) and presented in Section 6 of the PTCIP are presented in this section. MBTA will take exception to the installation sequence resulting from the risk analysis presented in Section 6. This decision is based on the fact that most of MBTA’s South Side lines are currently equipped with ATC and can be fully equipped with PTC in a faster timeline. Although MBTA values the results of the risk analysis, the decision to deploy the wayside segment of the PTC system will vary from the analysis and be based on a schedule that is focused on the level of effort to implement PTC on lines expediently.
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PTC Implementation Plan (PTCIP)
Section 12 Strategy for Full System Deployment Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 No changes - September 2010 2 No changes - September 2010 3 No changes - August 2012 4 No changes - August 2012 5 No changes - Updated to reflect changes in MBTA infrastructure July 2013 6 MBTA and new references to LIRR PTCDP Updated to meet requirements of Positive January 2016 7 Train Control Enforcement MBTA and Implementation Act of 2015
PTC Implementation Plan
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Section Page
12 STRATEGY FOR FULL SYSTEM DEPLOYMENT ...... 12-1
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12 STRATEGY FOR FULL SYSTEM DEPLOYMENT According to §236.1011(b), Section 12 of the PTCIP only applies to Class I railroads and is therefore not applicable to MBTA.
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MBTA
PTC Implementation Plan (PTCIP)
Section 13 Main Line Track Exclusion Addendum Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 No changes - September 2010 2 Changes to comply with FRA Response MBTA Changes per FRA E-mail dated September 2010 3 MBTA 9/20/2010 August 2012 4 No changes - August 2012 5 No changes - Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to MBTA LIRR PTCDP Updated to meet requirements of January 2016 7 Positive Train Control Enforcement and MBTA Implementation Act of 2015
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Section Page
13 MAIN LINE TRACK EXCLUSION ADDENDUM ...... 13-1 13.1 GENERAL ...... 13-1 13.2 NORTH TERMINAL DISTRICT ...... 13-1 13.2.1 North Station ...... 13-1 13.2.1.1 Physical Characteristics ...... 13-1 13.2.1.2 MTEA Exemption ...... 13-1 13.3 NEW HAMPSHIRE ROUTE ...... 13-1 13.3.1 Lowell Station ...... 13-1 13.3.1.1 Physical Characteristics ...... 13-1 13.3.1.2 MTEA Exemption ...... 13-2 13.4 EASTERN ROUTE ...... 13-2 13.4.1 Newburyport Station ...... 13-2 13.4.1.1 Physical Characteristics ...... 13-2 13.4.1.2 MTEA Exemption ...... 13-2 13.4.2 Rockport Station (Gloucester Branch) ...... 13-2 13.4.2.1 Physical Characteristics ...... 13-2 13.4.2.2 MTEA Exemption ...... 13-2 13.5 GREENBUSH BRANCH ...... 13-3 13.5.1 Greenbush Station ...... 13-3 13.5.1.1 Physical Characteristics ...... 13-3 13.5.1.2 MTEA Exemption ...... 13-3
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13 MAIN LINE TRACK EXCLUSION ADDENDUM
13.1 GENERAL This section discusses Main Line Track Exclusion Addendums (MTEAs) that are being filed for various sections of MBTA territory.
13.2 NORTH TERMINAL DISTRICT
13.2.1 North Station
13.2.1.1 Physical Characteristics Boston North Station services the Fitchburg, New Hampshire, Western, and Eastern Routes, which includes the Gloucester Branch. The station consists of ten stub-end terminal tracks with five passenger-loading platforms. The area considered part of North Station extends to MP 0.65 on the Fitchburg Route and MP 0.78 for the New Hampshire, Western, and Eastern Routes. MP 0.78 is known in the Timetable as the northern limits of Tower A. All turnouts and crossovers in North Station are power operated in this interlocking.
13.2.1.2 MTEA Exemption The Boston North Station MTEA is requested per FRA 236.1019 (b) from the end of track up to MP 0.65 on the Fitchburg Route and MP 0.78 for the New Hampshire, Western, and Eastern Routes. • The maximum speed in this area is no greater than 15 MPH. • All movements are under the control of the Terminal Dispatcher, and interlocking rules are in effect. Reverse movements must receive Dispatcher permission. • Freight movements are prohibited from occupying tracks adjacent to station platforms in North Station. No freight will enter the terminal area on a schedule basis while passengers are onboard MBTA trains. When any of the southbound home signals for entering North Station display a Stop aspect, the stop will be enforced by the PTC system.
13.3 NEW HAMPSHIRE ROUTE
13.3.1 Lowell Station
13.3.1.1 Physical Characteristics Lowell Station, the terminal of the New Hampshire Route, consists of two tracks that provide access to a center station platform. The station area is defined by MP 25.0, just beyond CPF-BY, to the end of the terminal tracks at MP 25.47. Temporary track barricades are located at the far end of the terminal area.
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13.3.1.2 MTEA Exemption The Lowell Station MTEA is requested per FRA 236.1019 (c)(1)(i). • The maximum speed in this area will be lowered to 20 MPH. • There is no freight operation. • All movements are under the control of the Pan Am District 2 Train Dispatcher. • When the CPF-BY outbound home signal displays a Stop signal aspect, the stop will be enforced by the PTC system.
13.4 EASTERN ROUTE
13.4.1 Newburyport Station
13.4.1.1 Physical Characteristics Newburyport Station, the terminal station of the Eastern Route, consists of two tracks that provide access to a center station platform. The station area is defined by Port Interlocking, MP 35.7, to the end of the terminal tracks at MP 36.2. Port Interlocking allows trains to switch between either terminal track.
13.4.1.2 MTEA Exemption The Newburyport Station MTEA is requested per FRA 236.1019 (c)(1)(i). • The maximum speed in this area will be lowered to 20 MPH. • There is no freight operation. • All movements are under the control of the Boston East Train Dispatcher. • When the Port Interlocking outbound home signal displays a Stop aspect, the stop will be enforced by the PTC system.
13.4.2 Rockport Station (Gloucester Branch)
13.4.2.1 Physical Characteristics Rockport Station is at the terminus of the Gloucester Branch. There is one main line track that is on the south side of the passenger platform. The main line track stretches from MP 35.0 to MP 35.53. This station area also has four layover tracks; these are considered non-main line tracks and are documented as such in Section 10.
13.4.2.2 MTEA Exemption The Rockport Station MTEA is requested for the one main line track per FRA 236.1019 (c)(1)(i). • The maximum speed in this area is no greater than 20 MPH. • There is no freight operation.
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• All movements are under the control of the Boston East Train Dispatcher. • When the outbound home signal at the interlocking at CP Loop (MP 35.0) displays a Stop aspect, the stop will be enforced by the PTC system.
13.5 GREENBUSH BRANCH
13.5.1 Greenbush Station
13.5.1.1 Physical Characteristics Greenbush Station is the terminus of the Greenbush Branch. There is one main line track that is on the west side of the passenger platform. The main line track stretches from MP 27.44 to MP 27.64. This station area also has four layover tracks; these are considered non-main line tracks and are documented as such in Section 10.
13.5.1.2 MTEA Exemption The Greenbush Station MTEA is requested for the one main line track per FRA 236.1019 (c)(1)(i). • The maximum speed in this area will be lowered to 20 MPH. • There is no freight operation. • All movements are under the control of the Greenbush Train Dispatcher. • When the outbound home signal at Davis Interlocking displays a Stop aspect, the stop will be enforced by the PTC system.
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MBTA
PTC Implementation Plan (PTCIP)
Section 14 Appendices Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
REVISION HISTORY
Date Revision Description Author July 2010 1 Changes to comply with FRA Comments MBTA September 2010 2 No changes - September 2010 3 Changes to comply with FRA Comments MBTA Revised PTCIP per FRA request. August, 2012 4 MBTA Consistent with PTCDP from May 2011. Per FRA request, revert to schedule in August, 2012 5 Revision 3 of PTCIP and provide updated MBTA Track Chart for Fitchburg Line Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to LIRR MBTA PTCDP Updated to meet requirements of Positive January 2016 7 Train Control Enforcement and MBTA Implementation Act of 2015
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Section Page
14 APPENDICES ...... 14-1 14.1 LETTERS TO TENANT RAILROADS ...... 14-1 14.2 LETTERS OF UNDERSTANDING ...... 14-1 14.3 FUNCTIONAL DESCRIPTION OF ACSES II IN NON-CAB SIGNALED ABS TERRITORY...... 14-1 14.4 TRACK CHARTS ...... 14-1 14.5 PTC DEPLOYMENT PLAN SCHEDULE ...... 14-3 14.6 WAYSIDE COMMUNICATIONS ...... 14-5 14.6.1 Southside Communications ...... 14-5 14.6.2 Northside Communications ...... 14-9 14.6.3 VHF Base Stations ...... 14-12
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14 APPENDICES
14.1 LETTERS TO TENANT RAILROADS See Attachment A. Section 5.4, Table 5-1 shows the status of letters.
14.2 LETTERS OF UNDERSTANDING See Attachment B. Section 5.4, Table 5-1 shows the status of Letters Of Understanding.
14.3 FUNCTIONAL DESCRIPTION OF ACSES II IN NON-CAB SIGNALED ABS TERRITORY See Long Island Rail Road ACSES for ABS System PTCDP and I-ETMS PTCDP.
14.4 TRACK CHARTS Attached at the end of this section: • Track Chart 1 o Western Route Main Line • Track Chart 2 o New Hampshire Main Line • Track Chart 3 o Eastern Route Main Line • Track Chart 4
o Needham Branch • Track Chart 5
o Fitchburg Main Line (updated from previous revision of PTCIP) • Track Chart 6 o Greenbush Line • Track Chart 7 o Middleboro Main Line • Track Chart 8 o Plymouth Branch • Track Chart 9 o Franklin Branch • Track Chart 10 o Gloucester Branch
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• Track Chart 11 o Dorchester Branch • Track Chart 12 o Stoughton Branch • Track Chart 13 o Shore Line (Amtrak Northeast Corridor) • Track Chart 14 o Kingston Branch • Track Chart 15
o Wildcat Branch • Track Chart 16 o Worcester Main Line • Track Chart 17 o Grand Junction • Track Chart 18 o PanAm Track Chart • Track Chart 19 o Framingham (Foxboro) • Track Chart 20 o Cape Flyer
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14.5 PTC DEPLOYMENT PLAN SCHEDULE Figure 14-1 – PTC Deployment Plan Schedule – page 1
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Figure 14-2 – PTC Deployment Plan Schedule – page 2
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14.6 WAYSIDE COMMUNICATIONS
14.6.1 Southside Communications Table 14-1 Copper Wireless Route / Place Location Tower Leased Line Fiber Cable Notes Cable Comm 89 South Street X X T1 Microwave 186 South Street X X T1 Microwave South Station South Station X X 24S, WDM T1, T3 Microwave Boston 2020 X X VHF Amtrak supplied Framingham / Framingham Station X X 4W VHF Worcester Line Grafton Station X X 4W VHF Needham Layover X T1 2.4GHz Needham Heights X T1 2.4GHz Needham Center T1 Needham Jct T1 Hersey T1 West Roxbury T1 Highland T1 Needham Line Belleveue T1 Roslendale T1 Forest Hills Station X T1 Dale 4W Rox 6P Baker 6P Warren 6P Need 6P Franklin Station X X 4W VHF VHF Hill Radio Hut X SONET X Amtrak supplied 900 MHz Franklin Line Park X VHF Walpole Station X X 4W VHF Readville Mechanical X DSL
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Copper Wireless Route / Place Location Tower Leased Line Fiber Cable Notes Cable Comm Readville Engineering X DSL Blue Hill (Milton) X X X VHF Canton Jct X 4W Center Int 4W Providence / Washington St X 4W Stoughton Porter X X X 900 MHz /Attleboro Line Radio Hut X 900 MHz Back Bay X T1 Pawtucket Layover X Fairmount Wydett S&I X X VHF KCS Network Line Swey 24S X Abbey 24S X Plymouth Street Crossing 24S 6P,12P Center Abington X 24S 12P VHF Golf/Golf Road Hut X X X VHF Old Colony Bryant 24S X Lines Burrage 24S X (Plymouth Oak 24S X Line) Seaside X VHF R13 Tunnel Hut X VHF Gravel 24S X Pine Hill X X VHF Kingston X 24S X 2.4 GHz Kingston Layover X 2.4 GHz
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Copper Wireless Route / Place Location Tower Leased Line Fiber Cable Notes Cable Comm Braintree 9292 X X 4W, DSL VHF Braintree Network Fly 24S X Braintree Network Vic 24S X Braintree Network Squant 24S X Braintree Network Green 24S X Braintree Network Gross 24S X Braintree Network Pearl 24S X Braintree Network Old Colony Hol 24S X Lines Rand 24S X (Middleboro Howard 24S X Line) Grove 24S X Brockton Road X 4W VHF Westdale 24S X Stanley 24S X MID 24S X Pilgrim X 24S X 2.4 GHz Middleboro(Clark Street) X 4W VHF Middleboro Layover X 2.4 GHz S&I X 12S 25P VHF S&I (near) 12S (2) Fiber Splice Point Old Colony Storehouse 12S 25P Lines (off East End Trailer 25P ROW) South Bay Control Tower 25P South Bay (near) 12S (2) Fiber Splice Point 2 Front Yard Trailers 6P
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Copper Wireless Route / Place Location Tower Leased Line Fiber Cable Notes Cable Comm Shipyard 12S DSL to Commercial Landing 12S Gibbons Herring 12S West Hingham 12S DSL to South St, Hersey Hingham 9292 X 12S VHF Cohasset 12S DSL to Sohier St, Circus 12S Pleasant St, Spring/Pond DSL to First Parish, Parish 12S Beaver Dam Adams 12S Allen 12S DSL to Commercial Old Colony East Weymouth 12S Sawanee; DSL to Warf Lines St, East St, Unicorn Ave. (Greenbush Fort 12S Line 1) DSL to Kilby, Summer Nantasket 12S St, Eldridge Ct, Water St Blackrock 12S DSL to Sestito, Castle, Beachwood, Country North Scituate 12S Way North, Country Way “A”, Hollet St, Captain Pierce Davis 12S Greenbush Layover 12S 12P To Greenbush and Substation (Greenbush) 12P Greenbush Layover Telco T1 to Cobble for Greenbush 12S T1,12P the “B” code circuits Greenbush 9292 X VHF
1 SONET OC-3 Fiber Backhaul 2 Backhaul portion in Old Colony Line Fiber
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14.6.2 Northside Communications Table 14-2 Copper Wireless Route / Place Location Tower Leased Line Fiber Cable Notes Cable Comm Winchester 4W To Cobble Hill Crawford/Wilbur 4W Wilmington 4W Wilmington Shanty 4W Wilmington West X X 2W VHF Wilmington MW X X 2W VHF Shop 4W, Phone Lowell South Lowell Telco 4W, Phone To Cobble Hill (4W) Bleachery Telco 4W Lowell Tower Telco 4W Lowell Tower Telco 4W Woburn West X X 2W VHF Woburn MW X X 2W VHF Woburn Mech X X 2W VHF Lowell Platform X X 2W VHF KCS feedback needed Reading Junction 24S, T1 To Cobble Hill Everett Junction 24S, T1 Wonderland 24S, T1 Wonderland Line tie-in Saugus Draw 24S, T1 Bennett St. 24S, T1 X Brickyard 24S, T1 T1 Castle Hill T1 McNall T1 T1, 4W, VHF Rockport Northey Point Comm X Partial T1 900MHz Salem Work Equip Partial T1 New Northey Point RS-232 Gloucester East X X 2W VHF Gloucester MW X X 2W VHF Congress St X 900MHz Salem Tower X 4W VHF Beverly Draw KCS feedback needed Wilson KCS feedback needed
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Copper Wireless Route / Place Location Tower Leased Line Fiber Cable Notes Cable Comm Bagley X Telco 24S, T1 T1 VHF To Cobble Hill Rowley 24S, T1 X Road X X VHF Newburyport Knight 24S, T1 Port 24S, T1 Newburyport Telco 24S, T1 T1 To Cobble Hill Beverly Junction X VHF Rockport / Chesley X VHF Newburyport Ipswitch X VHF Fitchburg MW X X 2W VHF Fitchburg Waltham X VHF Martin St. X X 2W VHF To Cobble Hill (Fiber & Mystic 24S, T1 T1, 4W 50P Copper) 1414 X 4W VHF Mystic 5151 X 4W VHF Guilford Rx X 4W VHF Maintenance of Way X 4W VHF Haverhill Wilmington East X 2W VHF
Radio/Welding Shop T1 To Cobble Hill
BET X 24S, T1 4W VHF To Cobble Hill (Fiber) North Station Canal St. X T1 To North Station OCC (near) 5.3GHz To North Station North Station Cobble Hill X 6S, WDM T1, 4W (Ethernet), (Copper) (near) 5.8GHz (DS3) To South Station (Fiber) North Station Zone 1 X VHF Near North Station (near) 5.3GHz (Ethernet), uW to Cobble Hill and X (DS3 & Subway Alewife "T" X 5.8GHz (DS3), Alewife "T" 100Mb) 2.4GHz (Eth & To South Station (Fiber) T1)
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Copper Wireless Route / Place Location Tower Leased Line Fiber Cable Notes Cable Comm 5.3GHz To Cobble Hill and Courthouse X (Ethernet), Alewife "T" 5.8GHz (DS3) West Cambridge Work 2.4GHz X X T1 uW to Alewife "T" Equip (Ethernet & T1) To Cobble Hill (Copper) North Station OCC 2S, WDM X To South Station & Cobble Hill (Fiber) 2
WDM= Wave Division Multiplexing S= Strand P= Pair W= Wire (conductor) uW= Microwave 2 Backhaul portion in Old Colony Line Fiber
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14.6.3 VHF Base Stations Table 14-3 Antenna Base Station Station Frequency Output Base Station Address/Location Call Sign Latitude Longitude Height Name Identifier (MHz) PO (Meters) Abington Monroe Street Abington 42° 7' 30.331" N 70° 56' 22.794" W Bagley (MP 27.4) Data Radio BET MW CRMF (BET) 42° 22' 29.831" N 71° 4' 33.161" W Beverly Jct (MP 18.7) Data Radio 160.695 Blue Hill Blue Hill (Milton) Repeater 42° 12' 42.754" N 71° 6' 49.601" W 161.565 68RTNA533 Blue Hill Mech Blue Hill (Milton) 161.46 42° 12' 42.754" N 71° 6' 49.601" W 89 Boston 2020 Southampton Street 160.41 42° 19' 51.564" N 71° 3' 36.241" W Braintree Braintree 161.49 42° 12' 33.556" N 71° 0' 2.794" W Brockton Brockton 161.49 42° 5' 45.463" N 71° 1' 0.732" W Chesley (MP 21.5) Data Radio Commuter Zion Hill (Woburn) 42° 27' 18.76" N 71° 10' 45.61" W West 160.695 68RTNA533 Fitchburg MW Fitchburg (Alpine Rd) 42° 35' 45.334" N 71° 50' 0.485" W 161.565 90 Framingham 70RTNA393 Framingham Station 160.41 42° 16' 34.655" N 71° 25' 8.274" W 2020 695 70RTNA769 Franklyn Franklyn Station 161.49 42° 5' 0.161" N 71° 23' 45.83" W 73 160.695 68RTNA533 Gloucester MW Gloucester Ind Park 42° 37' 31.001" N 70° 39' 28.001" W 161.565 88 68RTNA973 Gloucester East Gloucester Ind Park 160.32 42° 37' 31.001" N 70° 39' 28.001" W 55 Golf Franklin Street Whitman 161.49 42° 3' 48.701" N 70° 54' 30.474" W 70RTNA393 Grafton 2020 Grafton Station 160.41 42° 14' 49.52" N 71° 41' 6.925" W 694 Greenbush Greenbush Layover 161.49 42° 10' 48.522" N 70° 44' 45.442" W Guilford RX Zion Hill 42° 27' 18.76" N 71° 10' 45.61" W
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Antenna Base Station Station Frequency Output Base Station Address/Location Call Sign Latitude Longitude Height Name Identifier (MHz) PO (Meters) Hill Hill 161.49 42° 14' 15.594" N 71° 8' 0.496" W Hingham Hingham Underpass 161.49 42° 14' 31.693" N 70° 53' 23.212" W Ipswitch (MP 26.9) Data Radio Martin Street Martin Street (S. Acton) 160.59 42° 27' 40" N 71° 27' 43.999" W Middleboro Middleboro(Clark Street) 161.49 41° 53' 8.167" N 70° 55' 16.169" W Mystic 1414 160.32 42° 22' 49.123" N 71° 5' 11.206" W Mystic 5151 160.875 42° 22' 49.123" N 71° 5' 11.206" W Mystic Guilford Rx 42° 22' 49.123" N 71° 5' 11.206" W Mystic MW 42° 22' 49.123" N 71° 5' 11.206" W 160.695 Pine Hill Pine Hill 41° 54' 57.334" N 70° 35' 24.004" W 161.565 Rowley Rowley (Railroad Ave) 42° 43' 29.046" N 70° 51' 31.241" W Salem Tower Salem Station East 160.32 42° 31' 26.702" N 42° 31' 26.702" W Seaside Kingston 41° 59' 44.686" N 70° 43' 20.989" W Tower H CRMF (BET) 42° 22' 29.831" N 71° 4' 33.161" W Tower H CRMF (BET) 42° 22' 29.831" N 71° 4' 33.161" W Tower H CRMF (BET) 42° 22' 29.831" N 71° 4' 33.161" W 70RTNA769 Walpole Walpole Station 161.49 42° 8' 43.084" N 71° 15' 30.154" W 72 160.32 Waltham (Martin Street control) 42° 8' 43.084" N 71° 15' 30.154" W 160.59 Wilmington 160.695 68RTNA121 WWJ (East of Salem St.) 42° 35' 21.599" N 71° 10' 0.786" W MW 161.565 029 Wilmington 68RTNA121 WWJ (East of Salem St.) 160.32 42° 35' 21.599" N 71° 10' 0.786" W East 028 Wilmington 68RTNA121 WWJ (East of Salem St.) 160.59 42° 35' 21.599" N 71° 10' 0.786" W West 027 Woburn 68RTNA137 Zion Hill 161.46 42° 27' 18.76" N 71° 10' 45.61" W Mechanical 189 160.695 68RTNA533 Woburn MW Zion Hill 42° 27' 18.76" N 71° 10' 45.61" W 161.565 92
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Antenna Base Station Station Frequency Output Base Station Address/Location Call Sign Latitude Longitude Height Name Identifier (MHz) PO (Meters) 68RTNA973 Woburn West Zion Hill 160.59 42° 27' 18.76" N 71° 10' 45.61" W 52 Wydett S&I Wydett S&I 42° 20' 18.024" N 71° 3' 37.544" W
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MBTA
PTC Implementation Plan (PTCIP)
Section 15 Summary of Changes Revision 7
January, 2016
Submitted in fulfillment of 49 CFR Part 236, Subpart I, § 236.1011
PTCIP REVISION HISTORY
Date Revision Description Author July 2010 1 Changes to comply with FRA Comments MBTA September 2010 2 No changes - September 2010 3 Changes to comply with FRA Comments MBTA Revised PTCIP per FRA request. August, 2012 4 MBTA Consistent with PTCDP from May 2011. Per FRA request, revert to schedule in August, 2012 5 Revision 3 of PTCIP and provide updated MBTA Track Chart for Fitchburg Line Updated to reflect changes in MBTA July 2013 6 infrastructure and new references to LIRR MBTA PTCDP Updated to meet requirements of Positive January 2016 7 Train Control Enforcement and MBTA Implementation Act of 2015
PTC Implementation Plan MBTA Table of Contents Revision 7
Section Page 15 SUMMARY OF CHANGES ...... 15-1 15.1 INTRODUCTION...... 15-1 15.1.1 Interoperability ...... 15-1 15.1.2 Risk Analysis ...... 15-2 15.2 PTC IP CONTENT REQUIREMENT UPDATES ...... 15-2 15.2.1 Spectrum ...... 15-4 15.2.2 Hardware Installation ...... 15-5
LIST OF TABLES Table 15-1: MBTA On-board ACSES II Upgrades and Installation Schedule ...... 15-5 Table 15-2: Pan Am Railroad On-board PTC System Installation Schedule ...... 15-5 Table 15-3: Back Office Network Installation Schedule ...... 15-6 Table 15-4: Wayside and Communications Construction Schedule...... 15-6 Table 15-5: Employees Training Schedule ...... 15-7
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15 SUMMARY OF CHANGES
15.1 INTRODUCTION This addendum document is to address the revised positive train control system requirements as stated in H.R.3819-Surface Transportation Extension Act of 2015. This document will be attached to the latest revision of the PTCIP document PTCIP Revision: 6 (Date of Revision: July 2013) to comply with H.R.3819 – Surface Transportation Extension Act of 2015 rules. The MBTA PTC implementation is covered by FRA Docket FRA-2010-0036. This document describes the following to comply with the Transportation Extension Act of 2015 rules: A. How the positive train control system will provide for interoperability of the system with the movements of trains of other railroad carriers over its lines; and B. How, to the extent practical, the positive train control system will be implemented in a manner that addresses areas of greater risk before areas of lesser risk C. The calendar year or years in which spectrum will be acquired and will be available for use in each area as needed for positive train control system implementation, if such spectrum is not already acquired and available for use; D. The total amount of positive train control system hardware that will be installed for implementation, with totals separated by each major hardware category; E. The total amount of positive train control system hardware that will be installed by the end of each calendar year until the positive train control system is implemented, with totals separated by each hardware category; F. The total number of employees required to receive training under the applicable positive train control system regulations; G. The total number of employees that will receive the training, as required under the applicable positive train control system regulations, by the end of each calendar year until the positive train control system is implemented; H. A summary of any remaining technical, programmatic, operational, or other challenges to the implementation of a positive train control system and I. A schedule and sequence for implementing a positive train control system.
15.1.1 Interoperability The MBTA PTC system will provide for interoperability between all host and tenant railroads that operate in the MBTA Commuter Rail system. Amtrak, Pan Am and CSX railroad tenants will be equipped with a PTC system per Part 236 Subpart I. The MBTA
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PTCIP Revision: 6 (Date of Revision: July 2013) section 5 (above) described interoperability operation in details.
15.1.2 Risk Analysis For the risk analysis, the FRA PTCIP template states that “The factor relative risk, as well as the factor importance, may vary depending on the environment in which the railroad is conducting operations. Each railroad will have to adjust these parameters to account for their own unique situation.” MBTA is utilizing this risk analysis as guidance, and has determined the relevant risk factors and their importance as they affect its commuter rail operations. The MBTA PTCIP Revision: 6 (Date of Revision: July 2013) section 6 (above) described the risk analysis in details.
15.2 PTC IP CONTENT REQUIREMENT UPDATES The MBTA PTCIP Revision: 6 (Date of Revision: July 2013) is compliant with section 236.1011 of title 49, Code of Federal Regulations. This PTCIP contains revisions from the previously submitted PTCIP to the following Sections: A. Section 01 Introduction 1. Updated Section 1.1 – MBTA History and Overview 2. Updated Section 1.1.2 – MBTA Commuter Rail Statistical Highlights – updated fleet size 3. Updated Figure 1-5 – Operating Railroads map 4. Updated Section 1.6 – Table references to the MBTA’s existing communications infrastructure 5. Updated Section 1.6.3 – Existing Central Operations 6. Update Section 1.7 – Rolling Stock Equipment Overview 7. Updated Section 1.8.1 – Organizational Relationships 8. Updated Section 1.8.1.1 – MBTA PTC Project Manager 9. Updated Figure 1-6 – MBTA PTC Organization Chart 10. Updated Figure 1-7 – Host and Tenant Organization B. Section 02 Reference Documents 1. Updated Section 2.2.1 Acronyms – Table 2-1 acronym meanings C. Section 03 Technology
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1. Updated Section 3.3.1 – Office Safety TSR Server Sub-System – Revisions made to address Back Office configuration changes. 2. Updated Figure 3-1 – PTC Approach map 3. Updated Figure 3-3 – PTC Office System 4. Updated Section 3.4 – Vital Safety TSR Servers 5. Updated Section 3.7 – PTC Office Network 6. Updated Figure 3-4 – PTC Wayside (Field) System D. Section 04 Compliance 1. Updated Section 4.1.3 – Handling of Unique Aspects of the PTCDP and Type Approval 2. Updated Section 4.1.4 – Deliverables 3. Updated Section 4.2 – Risk Assessment E. Section 05 Interoperability 1. None F. Section 06 Installation Risk Analysis 1. Updated Section – 6.1 General Overview 2. Updated Table 6-32 – Installation Summary 3. Updated Section 6.10 Track Segment Exclusions G. Section 07 Deployment Sequence and Schedule 1. Updated section 7.1 General – Fixed references 2. Updated Table 7-1 – Areas of MBTA Signal Systems requiring reconstruction prior to PTC installation – Revisions made to reflect Fitchburg signal system upgrade. 3. Updated Table 7-2 – Wayside and Communications Construction Schedule 4. Updated Section 7.4.2 – PTC Onboard Design 5. Updated Section 7.5.2 – Onboard Material 6. Updated Section 7.6.2 – Vehicle Retrofit – updated status of retrofit 7. Updated Section 7.8 – PTC Deployment Plan Schedule – updated location of schedule reference 8. Update Table 7-3 – Line Sequence Start Up and percentage complete H. Section 08 Rolling Stock
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1. Updated Section 8 Rolling Stock – Revisions made to reflect the current MBTA Fleet and to include Pan Am Railroad Locomotives. I. Section 09 Wayside Devices 1. Updated section 9.1.1.3.13 Fitchburg Main Line – Revisions made to reflect Fitchburg signal system upgrade. J. Section 10 Designating Track as Main Line and Non-Main Line 1. None K. Section 11 Exceptions to Risk Based Prioritization 1. None L. Section 12 Strategy for Full System Deployment 1. None M. Section 13 Main Line Track Exclusion Addendum 1. None N. Section 14 Appendices 1. Updated Section 14.4 Track Charts – Added three (3) new track charts 2. Updated Section 14.5 PTC Deployment Plan Schedule – Revised schedule O. Global Changes 1. “LIRR’s anticipated Type Approval for ACSES II in ABS territory” was changed to “LIRR’s Type Approval for ACSES II in ABS territory” 2. Changed “MBCR” to “KCS” MBTA has entered into a contract with Ansaldo STS to provide PTC Design, Construction, Testing and Implementation Services which will extend through 2020. The exact types, quantities and locations of hardware are in the process of being determined by Ansaldo STS and will be included in further updates to the PTCIP.
15.2.1 Spectrum MBTA has acquired all the required spectrum to operate the PTC system in MBTA’s area of operations. MBTA has acquired the spectrum from a Third Party in accordance with FCC rules and regulations in a transaction that was completed in May 2015. The following Callsigns represent MBTA licenses: WPOI695, WPOI709, WPOI710 and WQWD762. MBTA owns these licenses and plans to utilize the obtained spectrum to implement the PTC system in its areas of operation.
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15.2.2 Hardware Installation Approximations of the total amount of positive train control system hardware that will be installed for implementation, with totals separated by each major hardware category are presented in the following sections.
15.2.2.1 Locomotive MBTA currently has a total of 119 locomotives and 100 cab control cars in active service. All of MBTA locomotives with the exception of 1 GP40-1 locomotive that is dedicated to yard service, are equipped with Type Approved ACSES II systems using 900 MHz data radios. All of MBTA locomotives will be upgraded to ACSES II configuration using 200 MHz data radios. All of MBTA cab cars are equipped with Type Approved ACSES II systems using 900 MHz data radios with the exception of the 27 Bombardier cab control cars. All MBTA cab control cars will be upgraded to ACSES II configuration using 220 MHz data radios. The schedule for the onboard upgrades and installations to be completed is presented in Table 1 below. Table 15-1: MBTA On-board ACSES II Upgrades and Installation Schedule Completed by December 2018 Total Amount to be Task Description: equipped for ACSES II 220 2016 2017 2018 MHz Implementation Locomotive On-board ACSES II system upgrades using 220 MHz 40 40 39 119 data radios Cab control car On-board ACSES II system upgrades using 220 40 33 0 73 MHz data radios Complete On-board ACSES II 15 12 27 using 220 MHz data radios Total Number of Locomotives and cab control cars upgraded 80 88 51 219 and fully equipped
MBTA will also be installing PTC On-board systems in 91 Pan Am Railroad locomotives. Of the current total of 91 locomotives, 64 will be equipped with ACSES II systems using 220MHz data radios and the remaining 27 will be equipped with I-ETMS systems. The schedule for the Pan Am Railroad onboard installations to be completed is presented in Table 2 below. Table 15-2: Pan Am Railroad On-board PTC System Installation Schedule Completed by April 2020 Total Amount to be equipped Task Description: with ACSES II and I-ETMS 2018 2019 2020 systems Locomotive On-board ACSES II 32 32 0 64 system installations Locomotive On-board I-ETMS 0 10 17 27 system installations Total Number of Locomotives fully 32 4 17 equipped 91
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15.2.2.2 Office MBTA will install all required equipment for the back office PTC functions. MBTA PTC Back Offices will be located at the CETC Office at South Station, the Commuter Rail Operations Control Center at Cobble Hill (Somerville) and at the MBTA / Pan Am Operations Control Center in Billerica. Because of the physical space allotted in South Station, the actual STS server for South Station will be located at Cobble Hill. The MBTA Back Office Network installation schedule is presented in Table 3 below. Table 15-3: Back Office Network Installation Schedule Back Office Completed in Completed in Completed in Network 2016 2017 2018 South Side Back 3rd Quarter Office North Side Back 2nd Quarter Office CROC North Side Back 1st Quarter Office Pan Am
15.2.2.3 Wayside MBTA has 15 lines or “routes” to be equipped with wayside hardware to fully support the PTC system. As of this date, MBTA has not installed any hardware on any line except the Boston – Providence Line which has had PTC in operation since 2000. The MBTA Wayside and Communications construction schedule is presented in Table 4 below. Table 15-4: Wayside and Communications Construction Schedule MBTA South Side Branch Completed in Completed in Completed in Completed in Line ACSES II 2017 2018 2019 2020 Providence/Stoughton Branch 1st Quarter Kingston Branch 1st Quarter Plymouth Branch 1st Quarter Greenbush Branch 2nd Quarter Middleborough/Lakeville 3rd Quarter Branch Fairmount Branch 4th Quarter Needham Branch 1st Quarter Franklin Branch 2nd Quarter Framingham/Worcester Branch 2nd Quarter
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MBTA North Side Branch Completed in Completed in Completed in Completed in Line ACSES II ABS Mode 2017 2018 2019 2020 Wildcat Branch 3rd Quarter Gloucester Branch 4th Quarter Newburyport/Rockport Line New Hampshire Branch Lowell 4th Quarter Line Western Branch Lowell Line 2nd Quarter Eastern Branch Newburyport 2nd Quarter Rockport Line Fitchburg Branch 1st Quarter MBTA North Side Completed in Completed in Completed in Completed in 2017 2018 2019 2020 I-ETMS System 4th Quarter
15.2.2.4 Employees Training Record MBTA currently has approximately 922 employees that will need to be trained to support the PTC system. Training Modules will be developed for the specific categories of employees identified in Table 5 below. The schedule to complete the training for the all of MBTA employees is presented in Table 5 below. Table 15-5: Employees Training Schedule Employee Training by category 2017 2018 2019 2020 Train Engineers, Conductors and Supervisors 10% 50% 90% 100% Dispatcher and Supervisors 10% 60% 100% 100% Locomotive Maintainers and Supervisors 10% 50% 90% 100% Roadway Workers and Supervisors 70% 100% 100% 100%
15.2.2.5 Other PTC Implementation Challenges MBTA will face several challenges as part of implementation of PTC which are listed below: A. Technical challenge to engineer ACSES II and I-ETMS so as the radio interference which exists between the two systems is contained and does not impact system operation. B. Construction challenges to install, test and commission the PTC System on heavily used rail lines. C. Construction challenge to migrate dispatching systems from antiquated technologies that do not support PTC to new technologies which supports PTC. D. Fleet installation challenges to cycle rolling stock through an installation program while maintaining sufficient fleet to provide passenger service.
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E. Financial challenges will exist as this project presents a significant burden to the Commonwealth of Massachusetts not only for the capital to build the system but also the operating expenses associated with maintaining the system. F. Schedule challenges will exist throughout the project as the current schedule is very aggressive and leaves no room for contingency which may be needed to address any number of issues that could introduce delays. G. The installation of Cab Signaling Systems on the three South Side lines (approximately 50 track miles) H. The availability of manpower resources provided by the Operator while maintaining railroad operations. I. Track time availability for the multiple construction projects being performed simultaneously. MBTA is committed to address all of these challenges and diligently work through all issues with the intent of building FRA-compliant, reliable PTC systems on the MBTA’s Commuter Rail Network.
15.2.2.6 Plan and Submissions A revised MBTA PTC Implementation Project Schedule is provided in Section 14.5 PTC Deployment Plan Schedule.
15.2.2.6.1 PTC Development Plan A PTC Development Plan is NOT required to be submitted by MBTA per regulation since MBTA’s existing ACSES territory is based on Amtrak’s Type Approved ACSES II System. (FRA-TA-2010-001 Type Approved PTC System approved May 27, 2010) at the Variance 5 configuration which was approved by FRA on January 24, 2014.
15.2.2.6.2 PTC Safety Plan The MBTA plans to submit a PTC Safety Plan (PTCSP) for MBTA South Side Operations and MBTA North Side Operations as two separate submittals. It is the MBTA’s intent to have the South Side PTC System in operation by December 2018. In support of this date, MBTA anticipates submitting a PTCSP for the South Side before March 2, 2018. MBTA intends to have the North Side PTC Systems (ACSES II and I-ETMS) in operation by December 2020. In support of this date, MBTA anticipates submitting a PTCSP for the North Side before January 1, 2020.
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15.2.2.6.3 Interoperability MBTA as Tenant: MBTA is a tenant railroad to Amtrak on the Northeast Corridor (Rhode Island State Line to Wickford Junction). Amtrak and MBTA currently operate compatible ACSES II PTC system’s and are fully interoperable. MBTA as Host: MBTA is a host railroad to Amtrak, CSX and Pan Am. CSX will be operating a captured fleet using the ACSES II PTC system and will be fully interoperable with MBTA’s ACSES II PTC system. Pan Am will be operating a captured fleet using the ACSES II PTC system and will be fully interoperable with MBTA’s ACSES II PTC system and a fleet of I-ETMS-equipped locomotives to be used on the Freight Corridor that MBTA is equipping with both ACSES and I-ETMS.
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Track Chart 1 Western Main Line
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Track Chart 2 New Hampshire Main Line
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Track Chart 3 Eastern Main Line
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Track Chart 4 Needham Branch
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Track Chart 5 Fitchburg Main Line
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Track Chart 6 Greenbush Branch
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Track Chart 7 Middleboro Main Line
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Track Chart 8 Plymouth Branch
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Track Chart 9 Franklin Branch
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Track Chart 10 Gloucester Branch
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Track Chart 11 Dorchester Branch
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Track Chart 12 Stoughton Branch
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Track Chart 13 Amtrak Northeast Corridor
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Track Chart 14 Kingston Branch
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Track Chart 15 Wildcat Branch
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Track Chart 16 Worcester Main Line
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Track Chart 17 Grand Junction
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Track Chart 18 PanAm
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Track Chart 19 Framingham (Foxboro)
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Track Chart 20 Cape Flyer
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