scrra / metrolink olive subdivision positive train control project

SCRRA / METROLINK
OLIVE SUBDIVISION
POSITIVE TRAIN CONTROL PROJECT
Prepared for:
Southern California Regional Rail Authority
700 South Flower Street, 26th Floor
Los Angeles, California 90017
Prepared by:
Tom Dodson & Associates
2150 North Arrowhead Avenue
San Bernardino, California 92405
(909) 882-3612
and
J.L. Patterson & Associates, Inc.
725 Town & Country Road, Suite 300
Orange, California 92868
(714) 835-6355
August 2009
Table of Contents
Project Description
Introduction .........................................................................................................................
1
Purpose and Need ..............................................................................................................
1
Project Location ..................................................................................................................
1
Description of Action ...........................................................................................................
1
Construction Scenario.........................................................................................................
4
Figures
Figure 1a
Figure 1b-c
Figure 2
Figure 3
Figure 4
Figure 5a
Figure 5b
Figure 5c
Figure 5d
Site Location Map
Proposed PTC Alignment
Graphic Illustration of the PTC System Operation
Metrolink System-Wide Routes and Stations
SCRRA Rail Network – SCRRA Dispatch Territories
Fibre Optic Line Installation
Railroad Wireless Communication Towers
Railroad Wireless Communication Towers
Railroad Wireless Communication Towers
Attachments
Attachment 1 – Summary of Radio Sites Within SCRRA ROW
Page ii
Southern California Regional Rail Authority (SCRRA)
Olive Subdivision
Positive Train Control (PTC)
Project Description
Introduction
The Southern California Regional Rail Authority proposes to fund capital improvements to the
Southern California Regional Rail Authority’s (SCRRA) main line infrastructure with Federal
American Recovery and Reinvestment Act funds in order to support installation of Positive Train
Control (PTC) technology along the Olive Subdivision as a safety overlay system to reduce the
potential for collisions by preventing track authority and speed limit violations. The Olive
Subdivision extends from the City of Orange at the southern end to the City of Placentia at the
northern end. An overview of the proposed PTC alignment is shown on Figures 1b and 1c.
Over a period of 12 to 36 months, the PTC system infrastructure would be installed within
existing railroad rights-of-way or on existing railroad leased Mountain Top Leased Base Stations
that encompass a total of approximately 5.5 miles of existing track. At the completion of the
project, all tracks serving passenger rail along the Olive Subdivision would be equipped with
PTC system infrastructure.
Purpose and Need
The SCRRA proposes to fund installation of positive train control (PTC) technology throughout
the intercity passenger rail corridor (Olive Subdivision) for the purpose of providing a safety
overlay system that will address the need to reduce the potential for collisions by preventing
track authority and speed limit violations. The Olive Subdivision extends from the City of
Orange at the southern end to the City of Placentia at the northern end. As stated above, the
PTC system infrastructure would be installed within existing railroad rights-of-way, encompassing approximately 5.5 miles of existing track, over a period of 12 to 36 months.
Project Location
All new facilities will be installed within the existing track right-of-way of the Olive Subdivision or
on existing railroad leased Mountain Top Leased Base Stations. See Figures 1b and 1c. The
proposed PTC infrastructure would be installed along the SCRRA railroad tracks between
Orange, California and Placentia, California. The southern end of the alignment is located at
Walnut Avenue in the City of Orange in Orange County. The alignment then extends north to
the Wood Junction located southwest of the intersection of Orangethorpe Avenue and Van
Buren Street in the City of Placentia. Figures 1b and 1c show the track alignment that
encompasses the Olive Subdivision between Orange and Placentia. As noted above, the
current proposal envisions that all components of the PTC infrastructure system (described
below) can be located within the existing railroad rights-of-way or on existing railroad leased
Mountain Top Leased Base Stations.
Description of Action
The proposed project consists of a SCRRA effort to install the physical infrastructure in order to
support a Positive Train Control (PTC) system along the designated alignment, as described
Page 1
above. Under existing conditions, train computer systems communicate with a network
operating center through a telecommunications network. Trains may proceed on the track when
given authority by the network operating center at authorized speeds based upon local
conditions, including the distance to and speed of other trains, track conditions, and railroad
maintenance activities. A PTC system would provide a safety overlay that is designed to reduce
the potential for train accidents by preventing track authority and speed limit violations through
real time positive control of the trains.
The envisioned PTC system consists of four components of train control infrastructure. The first
system component is the Network Control Center. The second system component consists of
microwave radio telecommunication links between the Network Operations Center and field
locations. The third system component consists of the train rolling stock itself that will have
identification tags that can be read in the field by the fourth, and the final component of the
system, the “wayside” readers, wireless towers, and fiber optic lines that are proposed to be
installed adjacent the tracks. It is the wayside readers, wireless towers and fiber optic line
infrastructure components of the PTC system that are proposed to be installed along the Olive
Subdivision as part of this project. Figure 2 illustrates the PTC system operations. Figure 3 is
an illustration of Metrolink System-Wide Routes and Stations and Figure 4 illustrates the
SCRRA Rail Network – SCRRA Dispatch Territory.
A PTC system would complement existing locomotive communication and information systems
by providing the train crew with enhanced information about approaching conditions. The
system calculates a warning curve and a braking curve that is communicated through the
wayside infrastructure to the train crew via a graphic interface. A visual and audible warning is
initiated if the train enters into the warning area at excessive speed. If the train crew fails to
respond to the warning appropriately before the train enters the braking curve, the PTC system
applies the brakes to stop the train.
The Signal/PTC system transmission infrastructure is proposed to consist of fiber optic line
and/or wireless transmission towers. Figures 5a–5d contain photographs showing the type of
fiber optic line that will be installed along the existing tracks and examples of the type of
wireless transmission towers that may be installed adjacent to the existing signal bungalows
and in a few instances in new 8-foot by 12-foot communication bungalows. Where fiber optic
line is installed, it would require a plow to dig an approximately 3-4 foot deep trench adjacent to
the track high fill in the toe of ballast, in which an approximately 3-inch diameter fiber optic line
would be installed. Refer to Figure 5a. Approximately 3 miles of fiber optic line could be
installed on an average day, including cutting and covering the trench. Where the railroad
tracks cross over waterways or go through other sensitive resources within the track alignment
(sensitive wildlife resources or areas with important cultural resources), the fiber optic line could
either be bored and jacked under the sensitive, or in the case of a waterway, attached to the
track structure (such as a bridge) in order to avoid impacts to a sensitive resource.
Based on the current design requirements, all impacts associated with installing fiber optic line
would occur within the existing railroad rights-of-way. Refer to Figure 5a. Fiber optic line would
have the ability to provide real time passenger information at each station, which would be
accessible to SCRRA and Metrolink passengers. This would assist passengers because it
could provide all train position data to let passengers know a more precise time a train should
arrive at a station. Where a portion of the infrastructure would rely on wireless technology, the
existing signal bungalows within the track right-of-way would be rewired, and a 6-meter to
7-meter antennae would be installed on, or immediately adjacent to, the existing bungalow and
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in a few instances in new 8-foot by 12-foot communication bungalows, which would not require
substantial external disturbance of the wayside. A small transmitter the size of a handheld radio
would be installed on or near the signal bungalow. Preliminary studies have supported the
assumption that there are sufficient existing towers along the tracks so that additional tower
construction would not be necessary at every bungalow; however, it is possible that new tower
infrastructure would be required. New towers and new 8-foot by 12-foot communication
bungalows, if necessary, would require ground disturbance to install the approximately 25-foot
by 25-foot pad on which to install the tower or an 8-foot by 12-foot pad for the new communication house. As presently envisioned, towers would either consist of an approximately 30-foot
tall piece of metal installed on a concrete pad, or would consist of four pieces of 30-foot tall
metal installed in four blocks of concrete in the ground. Please refer to Attachment 1 to this
document for a more detailed discussion of the radio sites, including radio towers, required to
support the whole communications network, including the Olive Subdivision. As part of the
project a total of three new towers may be installed, as summarized in Table 2.0 of
Attachment 1.
The need for additional towers would be a function of topography and signal strength. The
exact location of potentially necessary towers is not available, but would be determined by
SCRRA and the railroads as part of the PTC system project design. Sufficient wayside
infrastructure would be installed along the whole approximately five and a half mile Olive
Subdivision alignment identified above at intervals sufficient to ensure positive train control
along the whole of this track segment. Regardless, the towers would be placed within the
existing track rights-of-way. If a preferred tower location in a particular area would cause
significant adverse impacts to the environment, an alternate location would be selected at a
decreased distance from the neighboring tower to avoid the adverse impacts, and subsequent
towers would be installed based upon the signal strength from the selected alternative tower
location. Any new tower infrastructure required would be located on a disturbed site. If it is
determined that it is not possible to locate a wayside infrastructure component on an existing
disturbed area within the track right-of-way or outside of sensitive biological or cultural resource
areas, follow on environmental review would be required prior to proceeding to install such
infrastructure. It is anticipated that no permits will be required for the installation of new towers
within the existing railroad rights-of-way.
Both wireless and wired technologies would require power booster stations (regeneration
stations) that would be placed on the existing signal bungalows at intervals of 40 to 60 miles or
greater. Existing signal bungalows already have commercial electricity installed, and any power
booster stations would be positioned adjacent to existing signal bungalows such that no new
electricity infrastructure would be required, other than to convey the electricity from the
bungalow to the booster station. Generators would only be used on an emergency backup
basis. When and where required, generators would be located within or adjacent to the existing
bungalows. The backup power source would ensure PTC operation when electric power is lost,
and it will enhance the overall effectiveness of the rail safety system.
All of the above proposed activities will occur within the footprint of existing disturbed rail rightsof-way. Due to flexibility in the location of the wayside readers, fiber optic line, and/or wireless
communication towers, this project incorporates avoidance as a key program component
(through locational or siting options) when addressing the following sensitive resources:
wetlands; waters of the United States and State of California; occupied endangered species
habitat or designated “critical” habitat; sites containing significant cultural resources; sites
containing unique geologic resources; flood hazard areas; sites containing contamination by
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toxic or hazardous materials/wastes; existing travel routes (automobile, bicycle, or pedestrian);
and existing utility lines. The following avoidance measures have been incorporated into the
PTC implementation program: hanging fiber optic lines on existing bridge conduits; installing
such lines by jack and bore beneath these resources locations; installing wireless communication sites at existing signal bungalow locations; or installing wireless communication sites at
locations that specifically avoid these resources locations.
The PTC project includes major construction activities; however, they will be restricted to the
existing railroad track rights-of-way that are maintained by SCRRA. Based on a field survey or
review of aerial photographs along the proposed alignment, these avoidance measures will be
sufficient to prevent any substantial effects on the referenced resources. If field circumstances
dictate that the above resources cannot be avoided in the future, a follow-on environmental
evaluation and determination will be performed when the specific engineering plans for each
project segment are completed.
Construction Scenarios
Completion of the entire project is expected to require between 12 and 36 months, with an
anticipated start in late 2010. At the present time, it is anticipated that the PTC installation
within the Olive Subdivision would be funded and completed by 2013. The schedule of this
project may be altered to reflect future funding availability.
Typically, multiple crews are deployed to install PTC infrastructure more efficiently and to
maximize track clearance time for the crews. For the purposes of this project, it is assumed that
no more than ten crews will be deployed simultaneously throughout the whole SCRRA rail
system. Crews typically consist of five to seven individuals working six days a week, 10 to
12 hours per day.
Installation of fiber optic lines requires a backhoe, boring machine, cable plow and cat. Refer to
Figure 5a. Installation of a wireless system requires a backhoe, crane and cat. Refer to
Figure 5b for a photo of a comparable wireless tower. No major soil movement or grading is
expected other than that required to plow in the 2 to 3 inch diameter fiber optic line at a depth of
3 to 4 feet for fiber optic lines.
In summary, implementation of the PTC wayside infrastructure components of the overall PTC
system would enable a backup safety mechanism capable of applying locomotive brakes if the
train engineer failed to respond to warnings that the train was entering an area that it was not
authorized to enter at a given time or speed. This safety system is considered to be an
essential component in providing maximum safety for future passenger and freight train
operations along the Olive Subdivision.
Page 4
Figures
FIGURE 1a
Site Location Map – Olive Subdivision
TO SAN BERNARDINO, CA
RR WEST
RR EAST
4/15/2010
4:44:25 PM
END OLIVE SUB
MP 5.5
OL-SUB-02
VILLA PARK
500’
DESIGNED BY
PTC CORRIDOR
SCRRA OLIVE SUBDIVISION
Information confidential
all plans, drawings, specifications, and/or information
furnished herewith shall
R. CARRILLO
500’
1000’
and shallnot be used for any
purpose not provided for in
CHECKED BY
MAC
MAC
DATE
METROLINK COMMUTER RAIL SYSTEM
FIGURE 1b
C. PICHARDO
remain the property of SCRRA
and shall beheld confidential;
1" = 500
CONTRACT NO.
SOUTHERN CALIFORNIA REGIONAL RAIL AUTHORITY
DRAWN BY
APPROVED BY
NUMBER
0
GRAPHIC SCALE:
E737A-08-026
DRAWING NO.
OL-SUB-01
REVISION
agreements with SCRRA
PROJECT
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ORANGE
SUB
TO ORANGE, CA
725 TOWN & COUNTRY RD
SUITE 300
ORANGE, CA 92868
SCRRA
OLIVE SUBDIVISION
MP 5.50 TO MP 2.80
SHEET NO.
1 OF 2
SCALE
AS SHOWN
02
TO ORANGE, CA
TO SAN BERNARDINO, CA
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MP 0.00
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DESIGNED BY
PTC CORRIDOR
SCRRA OLIVE SUBDIVISION
Information confidential
all plans, drawings, specifications, and/or information
furnished herewith shall
R. CARRILLO
500’
and shallnot be used for any
purpose not provided for in
METROLINK COMMUTER RAIL SYSTEM
FIGURE 1c
C. PICHARDO
remain the property of SCRRA
and shall beheld confidential;
CHECKED BY
MAC
MAC
DATE
1000’
1"
1"==500’
500
CONTRACT NO.
SOUTHERN CALIFORNIA REGIONAL RAIL AUTHORITY
DRAWN BY
APPROVED BY
NUMBER
0
GRAPHIC SCALE:
E737A-08-026
DRAWING NO.
OL-SUB-02
REVISION
agreements with SCRRA
PROJECT
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M LAKE
ANAHEI
725 TOWN & COUNTRY RD
SUITE 300
ORANGE, CA 92868
SCRRA
OLIVE SUBDIVISION
MP 2.80 TO MP 0.00
SHEET NO.
2 OF 2
SCALE
AS SHOWN
FIGURE 2
FIGURE 3
FIGURE 4
FIGURE 5a
Fibre Optic Line Installation
FIGURE 5b
Railroad Wireless Communication Towers
FIGURE 5c
Railroad Wireless Communication Towers
FIGURE 5d
Railroad Wireless Communication Towers
Attachment 1
PER SUB‐DIVISION SUMMARY OF RADIO SITES WITHIN SCRRA ROW The SCRRA, like other commuter railroads, relies heavily on a communication network, consisting of fiber optic cables, microwave radio antennas and radio base station towers to support daily operations. Further, this network must be highly reliable and resilient, and must be able to automatically recover from all, except major site or sub‐system failures. Radio communications is the means by which trains moving on SCRRA ROW, as well as switches and signals located alongside SCRRA ROW, communicate with the SCRRA Control Center, located in Pomona, CA. This communication takes place as a two‐step process, the first of which is via radio signals to/from trains and wayside devices from/to nearby radio base station(s). This first step is used for Voice radio, ATCS radio and PTC radio communication. The second step transports this information between the radio base station sites and the SCRRA Control Center using microwave radio infrastructure and /or fiber optic cables laid in a network that runs alongside the SCRRA ROW. This second step is commonly referred to as “communications back‐haul”. The SCRRA railroad ROW includes the following sub‐divisions that traverse the 5 member counties of Southern California: •
Valley Sub‐division with north limit in Lancaster, CA (Los Angeles County), Mileage Post 76.3 and south limit in downtown Los Angeles, CA Mileage Post 3.0. •
Ventura Sub‐division with west limit in Montalvo, CA (Ventura County), Mileage Post 404 and east limit in Burbank, CA (Los Angeles County), Mileage Post 462. •
River Sub‐division with north limit at Mileage Post 3.0 and south limit at MP 143, both in downtown Los Angeles, CA. •
San Gabriel Sub‐division, with west limit in downtown Los Angeles, CA, Mileage Post 1.0 and east limit in San Bernardino, CA (San Bernardino County), Mileage Post 56.2. •
Orange Sub‐division with north limit in Fullerton, CA (Orange County), Mileage Post 167 and south limit in San Clemente, CA (Orange County), Mileage Post 207. •
Olive Sub‐division with north limit in Atwood, CA (Orange County) Mileage Post 0.0 and south limit in Orange, CA (Orange County), Mileage Post 5.5. •
Perris valley, which is currently under construction, with north limit in Riverside, CA (Riverside County), Mileage Post 0.6 and south limit in Perris, CA (Riverside County), Mileage Post 21.0 In each sub‐division, the SCRRA requires several radio sites located within the railroad ROW to support the various communication systems and networks. They support VHF voice radio communications between locomotives, EIC and the Dispatch center. They support ATCS data radio communications between the Dispatch Center and Control Point switches and signals. They support PTC data communications between locomotives/cab cars and the SCRRA Back Office Server located at the Dispatch Center. In addition they are a part of the infrastructure for the backhaul communication network which supports the Voice, ATCS and PTC communication networks. Each radio site consists of a radio tower, which may vary in height from 20 feet to 80 feet, and may be designed as a self‐supporting monopole (which includes wooden poles and tilt‐down towers) or as a self‐supporting, lattice structure. Guyed towers are not used on the Railroad ROW. The towers are each populated with various antennas each of which connects to a shelter or bungalow, located adjacent to the respective tower. See below for sample pictures. For the 228 route miles of tracks owned by the SCRRA, approximately 200 radio sites will be used upon completion of the PTC network. This works out to an average, one radio tower per 1.1 route miles of tracks maintained by the SCRRA. Table 2.0 below provides a summary of the location of all sites, located within the SCRRA ROW, which will be used to support PTC, Voice and ATCS data communications and backhaul. TABLE 2.0: SCRRA ROW RADIO SITE LOCATION SUMMARY SUB DIVISION MILEAGE POST LIMITS QTY OF CONTROL POINTS QTY OF QTY OF INTERMEDIATE ADDED BASE SIGNALS STATIONS QTY OF MICROWAVE BACKHAUL ROUTE MILES VALLEY 76.3 – 3.0 26 20 2 4 74.0 VENTURA 404.0‐462.0 12 11 1 2 37 RIVER 3.0‐143.0 16 6 1 0 6.0 SAN GABRIEL 1.0‐56.2 22 19 1 0 55.2 ORANGE 167.0‐207.0 12 25 1 3 40.0 OLIVE 0.0‐5.5 1 2 0 0 5.5 PERRIS VALLEY 0.6‐21.0 7 11 1 6 22 PICTURES OF TYPICAL RADIO SITES BURBANK STATION, CA ACTON STATION, CA FULLERTON STATION, CA CONTROL POINT RAVENNA POMONA BASE STATION/BACKHAUL (TO BE UPGRADED)