mbta light rail transit system - green line extension...

Massachusetts Bay Transportation Authority

MBTA Light Rail Transit System

OPERATIONS AND MAINTENANCE PLAN

January 6, 2011

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MBTA Light Rail Transit System Operations and Maintenance Plan

Revision History

Changes NotesDate Issue [date] Initial

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MBTA Light Rail Transit System

OPERATIONS AND MAINTENANCE PLAN

Table of Contents

1.0 INTRODUCTION.......................................................................................................... !

1.1 Purpose of the Operating and Maintenance Plan ....................................................... 1

2.0 SYSTEM DESCRIPTION AND CHARACTERISTICS .............................................. 2

2.1 MBTA Light Rail Overview ...................................................................................... 2

2.2 MBTA Green Line Extension Project Description .................................................... 5

2.3 MBTA Light Rail Facilities and Systems .................................................................. 6

2.3.1 Stations and System Accessibility ...................................................................... 6

2.3.2 Revenue Vehicle Fleet ................................ : ....................................................... 9

2.3 .3 Vehicle Fleet Maintenance and Train Storage Facilities .................................. 10

2.3.4 Main Line Track Segments ............................................................................... 11

2.3.5 Traction Power System ..................................................................................... 12

2.3.6 Operations Control Center (OCC) .................................................................... 13

2.3.7 Train Control and Signal Systems .................................................................... 16

2.3.8 Communications System .................................................................................. 16

2.3 .9 Fare Collection System ..................................................................................... 17

2.3.10 SafetyProgram.................................................................................................. l9

2.3.11 Security ............................................................................................................. 20

2.3.12 Connections with the MBTA Bus Network ...................................................... 21

3.0 OPERATIONS ............................................................................................................. 22

3.1 Management and Supervision .................................................................................. 22

3.2 MBTA Light Rail Boarding Projections .................................................................. 22

3.2.1 Existing Light Rail Ridership ........................................................................... 22

3.2.2 Green Line Extension Boarding Projections ..................................................... 26

3.3 Passenger Capacity ................................................................................................... 26

3.4 Train Service Guidelines .......................................................................................... 26

3.5 Train Consist Requirements ..................................................................................... 27

3.6 Travel Times ............................................................................................................ 28

3.6.1 Travel Times between Stations ......................................................................... 28

3.6.2 Accommodating Persons With Mobility Needs ....................................... , ........ 32

3.7 Train Operations ....................................................................................................... 32

3.7.1 Green Line Branches and Central Subway ....................................................... 32

3.7.2 Green Line Extension ........................................................................................ 33

3.7.3 Start-up Operations- Green Line Extension .................................................... 33

3.7.4 Revenue Service Initiation-GreenLine Extension .......................................... 33

3.8 Total Revenue Fleet Requirements FY 2011-2015 .................................................. 36

3.9 Operations Control Center ....................................................................................... 37

3.10 Train Operators ..................................................................................................... 37

3.10.1 Reporting Station .............................................................................................. 37

3.10.2 Relief Points and Fallback Operators ................................................................ 37

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3.10.3 Duty Assignments ............................................................................................. 37

4.0 ENGINEERING AND MAINTENANCE ................................................................... 39

4.1 Management and Supervision .................................................................................. 39

4.2 Track. ........................................................................................................................ 41

4.3 Communications ...................................................................................................... 42

4.4 Signals ...................................................................................................................... 44

4.5 Traction Power ......................................................................................................... 44

4.5.1 Traction Power Substations .......................................... , ..... : ............................. 45

4.5.2 Overhead Catenary System (OCS) .................................................................... 45

4.6 Building and Structures ............................................................................................ 46

4.7 Engineering and Maintenance Projects Systems Engineering ................................. 47

5.0 SUBWAY FLEET AND SUBWAY FLEET SERVICES ........................................... 48

5.1 Management aiJ.d Supervision .................................................................................. 48

5.2 Description ofMBTA Green Line Light Rail Fleet ................................................. 48

5.2.1 Fleet Interchangeability ..................................................................................... 49

5.2.2 Heavy Rail and Light Rail Operations Fleet Management Plan ....................... 49

5.2.3 Train Control... .................................................................................................. 49

5.3 Description ofLight Rail Fleet Services Facilities .................................................. 49

5.3.1 Everett Subway Repair Facility ......................................................................... 49

5.3.2 Riverside Carhouse ........................................................................................... 50

5.3.3 Reservoir Carhouse ................................................. ." ......................................... 50

5.3.4 Lake Street Carhouse ........................................................................................ 50

5.3.5 Green Line Extension (GLX) Carhouse ............................................................ 50

5.3.6 Mattapan Repair Shop ....................................................................................... 51

5.4 Subway Fleet Inspection and Maintenance .............................................................. 51

5.4.1 Cleaning and Servicing ..................................................................................... 51

5.4.2 Unscheduled Maintenance and Repair. ............................................................. 52

5.4.3 Critical Systems Replacement or Overhaul/Rebuild Program .......................... 53

5.4.4 Emergency Response Capabilities .................................................................... 53

6.0 RULES, SAFETY, SECURITY, AND TRAINING ................... , ................................ 54

6.1 Responsibility for Safety and Security ..................................................................... 54

6.2 System Safety Management Plan ............................... : ............................................. 54

6.3 Regulatory Agencies ................................................................................................ 55

6.3.1 Federal Railroad Administration (FRA) ........................................................... 55

6.3.2 Federal Transit Administration (FTA) .............................................................. 55

6.3.3 Federal Communications Commission (FCC) .................................................. 55

6.3.4 Architectural Access Board .............................................................................. 55

6.3.5 Department of Public Utilities (DPU) ............................................................... 56

6.3.6 American Disability Act Access Guidelines (ADAAG) ................................... 56

6.4 Industry Organizations and Standards ...................................................................... 57

6.4.1 American Public Transportation Association (APTA) ..................................... 57

6.4.2 American Railway Engineering and Maintenance-of-Way Association

(AREMA) ................ , ...................................................................................................... 57

6.4.3 National Fire Protection Association (NFPA) .................................................. 57

6.5 Operating Rules ........................................................................................................ 57

6.6 Standard Operating Procedures ................................................................................ 58

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6.7 Special Orders .................................................................................... ,.: ................... 58

6.8 Training and Qualification ....................................................................................... 58

6.8.1 Training for Transportation ............................................................................... 58

6.8.2 Training for Signal Systems .............................................................................. 58

6.8.3 Training for Light Rail Vehicle Maintenance ................................................... 59

7.0 SERVICE INTERRUPTIONS AND EMERGENCIES .............................................. 60

7.1 Principal Objectives ................................................................................................. 60

7.1.1 Safety and Security ........................................................................................... 60

7.1.2 Loss and Damage Mitigation ............................................................................ 60

7.1.3 System Recovery ............................................................................................... 60

7.2 Service Recovery Scenarios ..................................................................................... 60

7.2.1 Collision or Deraihnent. .................................................................................... 61

7.2.2 Fire or Smoke .................................................................................................... 61

7.2.3 Outsider/Trespasser/Suicide ............................................................................. 61

7.2.4 Death ................................................................................................................. 62

7.2.5 Personal Injury/Serious Illness .......................................................................... 62

7.2.6 Grade Crossing Accident .................................................................................. 62

7.2. 7 Hazardous Materials Release ............................................................................ 63

7.2.8 Property Damage or Serious Vandalism ........................................................... 63

7.2.9 Wind, Heavy Rains, Flood ................................................................................ 63

7.2.10 Damaged or Obstructed Track or Structure ...................................................... 63

7.2.11 Traction Power System Failure ......................................................................... 64

7.2.12 Vehicle Mechanical Failure .............................................................................. 64

7.2.13 Signal/Control System Failure .......................................................................... 64

7.2.14 SCAD A System Failure .................................................................................... 65

7.2.15 Civil Disorder. ................................................................................................... 65

7.2.16 Terrorist/Bomb Threat ...................................................................................... 65

7.2.17 Other Recovery Scenarios ................................................................................. 65

7.3 Role of the Operations Control Center (OCC) ........................................................ 66

7.3.1 Description and Location of the OCC ............................................................... 66

7.3.2 Coordination and Control ofthe Subway System ............................................. 67

7.3.3 Immediate Notifications .................................................................................... 67

7.3.4 Communications Center .......................................................................... : ......... 68

7.3.5 Recovery Strategy Formulation and Implementation' 68

7.3.6 Accident/Incident Investigation Requirements ................................................. 69

7.3.7 Coordination of Resources ................................................................................ 69

7.3.8 Regulatory Reporting Requirements .................................................................. 70

7.3.9 Lessons Learned/Continuous Improvement.. .................................................... 70

8.0 MBTA GREEN LINE STAFFING PLAN .................................................................. 71

9.0 STAFF SUPPORT FUNCTIONS ................................................................................ 77

9.1 Administrative & Technical Support ....................................................................... 77

9.2 Contracted Technical Support .................................................................................. 77

10.0 LIGHT RAIL SCHEMATICS ..................................................................................... 78

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Section 2.0

Table A

Table B

Table C

TableD

Table E

Table F

Table G

Section 3.0

TableH

Table I

Table J

TableK

Section 4.0

Table L

Section 8.0

TableM

List of Tables

MBTA Light Rail Fleet Assignment

MBTA Light Rail System Headways

MBTA Light Rail System Weekday Span of Service

MBT A Light Rail Stations

MBTA Light Rail Fleet Characteristics

MBTA Light Rail Interlocking Locations

MBTA Light Rail Fare Equipment

FY2009 Average Boardings by Station- Existing Light Rail Transit System

2030 Average Weekday Boarding Projections- Green Line Extension

Estimated Travel Times Between Stations

Total Fleet Requirements FY 2011-2015

Traction Power Substations

MBTA Light Rail Staffing Levels by Department and Position

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AC

ADA

APTA

AREMA

AVI

CCTV

CFR

CTC

CTS

DPU

E-TEL

FCC

FRA

FTA

GCWS

GRS

HSL

HVAC

IGBT

IRS SA

LCP

LED

LRV

MBTA

MLP

MMBF

MOU

NFPA

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List of Acronyms

Alternating Current

Americans with Disabilities Act of 1990

American Public Transportation Association

American Railway Engineering and Maintenance-of-Way Association

Automatic Vehicle Identification

Closed Circuit Television

Code of Federal Regulations

Centralized Traffic Control

Cable Transmission System

Department of Public Utilities

Emergency Telephone

Federal Communications Commission

Federal Railroad Administration

Federal Transit Administration

Grade Crossing Warning System

General Railway Signal

High Speed Line

Heating, Ventilation and Air Conditioning

Integrated Gate Bi-polar Transistor

Internal Rail System Safety Audits

Local Control Panel

Light Emitting Diode

Light Rail Vehicle

Massachusetts Bay Transportation Authority

Maximum Load Point

Mean Miles Between Failures

Memorandum of Understanding

National Fire Protection Association

Vll

NTSB

occ ocs OSHA

PA

PAl

PCC

PMI/PMP

POP

PRO

PTU

RFS

ROD

ROCC

RTOS

SAV

SCAD A

SOP

SSPP

TAP

TC&C

TDD

TPSS

TSB

TVM

TWC

UPS

VMS

vss

National Transportation Safety Board

Operations Control Center

Overhead Catenary System

Occupational Safety and Health Administration

Public Address

Passenger Assistance Intercom

Presidents' Conference Committee

Preventive Maintenance Inspection I Program

Proof-of-Payment :)J:

Pre-Revenue Operations

Portable Test Unit

Rail Fleet Services

Revenue Operations Date :ii

Rail Operations Control Center

Rail Transportation Operations Supervisor

Stand Alone Ticket Validator

Supervisory Control and Data Acquisition System

Standard Operating Procedure

System Safety Program Plan

Transit Access Pass

Train Control and Communications

Telecommunications Device for the Deaf

Traction Power Substation

Transit Services Bureau

TicketVcnding Machine I ' lr

Train-to-Wayside Communications System

Uninterruptible Power Supply

Variable Message Sign

Video Security System

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MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 1.0- INTRODUCTION

1.0 INTRODUCTION

1.1 Purpose of the Operating and Maintenance Plan

The Operations and Maintenance (0 & M) Plan describes the Massachusetts Bay Transportation Authority (MBTA) Light Rail Transit (LRT) system. The plan addresses all four MBTA Green Line service lines (the B, C, D, and E branches) and the Mattapan High Speed Line. It includes the proposed Green Line Extension and the two lines (D and E) that would operate along the Extension's two new service branches. The Plan establishes the framework for the Extension's operation and maintenance.

The 0 & M Plan is a living document. It is updated periodically as conditions change. This edition of the Plan incorporates the Green Line Extension, which proposes to extend the revenue operation from a relocated Lechmere Station along two service branches. A 3.4-mile Medford Branch would extend to College Avenue in Medford along the MBTA Lowell Line commuter rail right-ot~way and a 0.9-mile Union Square Branch would extend to Union Square in Somerville along the MBTA Fitchburg Line commuter rail right-of-way. The existing D branch would operate from Riverside to Medford, while the existing E branch would operate from Heath Street to Union Square. Revenue operations on the Green Line Extension are expected to begin during the 4th quarter of 2015.

1.2 MBTA Green Line Extension Service Objectives

The principal service objectives of the MBTA Green Line Extension arc to:

Provide safe, convenient and accessible service to the communities between the relocated Lechmere Station and College Avenue, and to Union Square;

Improve transit reliability in the corridors between downtown Boston, Medford, and Union Square;

Interface with the MBTA Subway and Bus System, MBTA Commuter Rail and Amtrak Intercity Rail, as well as other modes of surface transportation;

Support transit-oriented development in and aronnd stations;

Improve air quality within the region serviced;

Provide a high capacity, affordable transportation alternative.

MBT A Light Rail Operations' primary mission is a commitment to operate and maintain a safe, clean and efficient transit system with professionalism, courtesy and integrity throughout the Metropolitan Boston region.

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MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS

2.0 SYSTEM DESCRIPTION AND CHARACTERISTICS

2.1 MBTA Light Rail Overview

The proposed extension to Union Square in Somerville and to College Avenue in Medford will be the fust expansion of Green Line Service since July 4, 1959 when the Riverside Line (D branch) began revenue operations. The Park Street Loop, which funneled numerous surface car lines into the Public Garden and Tremont Street portals, opened in 1897. A year later, the North Station portal opened and funneled car lines into the loop at Scollay Square (now called Government Center). During the early 1900's, with the constmction of an elevated structure to temporarily reroute Washington Street El trains as the Downtown Subway hmnel was being constmcted, a connection ramp from the North Station portal was built to the elevated structure. After completion of the ramp, the Lechmere Viaduct was constructed and opened in 1912, reducing congestion by streetcar lines from eastern Cambridge and Somerville in and around the North Station portal.

Relieving congestion at portals became a dominant theme for Green Line enhancements over the ensuing decades. The 1914 extension of the tunnel westward to. the old Kenmore Square portal removed a great many cars from the Public Garden portal. The 1932 development of the separate St Mary's and Blandford portals eliminated the Kenmore Square portal and merged the Commonwealth A venue and Beacon Street cars at an underground junction. The 1941 Copley Junction project, the short Huntington Avenue subway segment and the Northeastern University portal eliminated the Public Garden portal and heavy streetcar traffic from the streets of Back Bay.

The Green Line surface portions all represent streetcar lines dating from the 19th Century. At one time, streetcar lines originating from other parts of the Metropolitan Area were funneled into the Central Subway. Three of the remaining routes are almost entirely in the reserved medians on Commonwealth Avenue, Beacon Street, and Huntington Avenue. Only the outermost segment of the Huntington Avenue Line (E branch) operates as a traditional streetcar line, where Green Line vehicles operate in mixed traffic with automobiles, buses, and trucks.

The 1959 Riverside Line saved a commuter rail line threatened with abandonment and replaced streetcar lines through lightly populated areas with a Light Rail Line. This project also led to the construction of the new Fenway Portal and elimination of the Tremont Portal.

Most recently the MBTA completed the reconstruction of North Station which eliminated a portion of the Lechmere Viaduct as the Green Line station was moved from an elevated structure to an underground station platform still serving the TD Garden and other service cmmections at North Station.

Similar to the Green Line Extension, other Green Line grade separated segments (Central Subway, Lechmere Viaduct and the Riverside Line through Brookline/Newton) have been developed as capital projects over the past 100 years since the opening of the initial subway segment.

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The Mattapan High Speed Line, while on a dedicated right-of-way provides a streetcar service from Mattapan Station to Ashmont Station, which is a Red Line station located at the end of the Dorchester Branch.

Table A presents the Light Rail active vehicle assignment by model and initial year of revenue serv1ce:

Table A- MBTA Light Rail Fleet Assignment

Eight Rail Vehicl~ Types

Date

Presidents Conference Committee

Kinki-Sharyo

19861988

Kinki-Sharyo

1997

AnsaldoBreda

1998 - 2007

Out forBid

Projected Delivery

2015

Total

February 2010 10 94 20 95 - 219

Green Line Extension Pre-Revenue Operations 2015

10 91 19 95 24 243

Tables B and C present the existing MBTA Subway System headways and spans of service. Specific information for the MBTA Green Line Extension is contained in Section 3. The hours of operation for each service period are shown in Section 3.7.2.

; of

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Table B- MBTA Subway System Headways

- -Line -

-- -- --

- -

Weekday -PeakS

-

- 7 Weekday Miii-Day

Weekday Evening

We~kday Late Night-

GreenLincB 5/6 8 10 11

Green Line C 6/7 10 13/14 14

Green LineD 5/6/6 10/11 13 13

Green Line E 5 7/8 13/14 13/14

MBTA Red Line Braintree Branch 8/9 13 12 12

MBTA Red Line Ashmont Branch 8/9 13 12 12

MBTA Mattapan High Speed Line 5 7/8 12 12

MBTA Orange Line 5 8 10 10

MBTA Blue Line 4/5 8/9 10 13

Line Saturday AM Peak

Sattfttlay PM Peak

S;t~~day - Evening

- - Satu~d~y ' Late Night

Green Line B 7 6 7 11

Green Line C 10 8 8 10

Green LineD 10 8 10 10

Green Line E 10 7 10 10

MBTA Red Line Braintree Branch 14 14 14 14

MBTA Red Line Ashmont Branch 14 14 14 14

MBTA Mattapan High Speed Line 7/8 7/8 I 0/11 10/11

MBTA Orange Line 10 8 10 10

MBTAB!ucLine 8/9 8/9 8/9 12/13

Line Su!'day~M Peak

Sunday-PM:qeak

-- Suntl~~ :-,Evening- Sunday'-_,

Eate Niglit"

Green Line B 10 8/9 10 10

Green Line C 10 9/10 10 10

Green LineD 10 10 10 10

Green Line E 10 10 10 10

MBTA Red Line Braintree Branch 15/16 15/16 15/16 15/16

MBTA Red Line Ashmont Branch 15/16 15/16 15/16 15/16

MBTA Mattapan High Speed Line 10/11 10/11 10/11 10/11

MBTA Orange Line 12/13 10 10 10

MBTA Blue Line 12/13 8/9 8/9 12113

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Note: Headways above are shown in minutes

Table C- MBTA Subway System Weekday Span of Service

_Li!_te :: Terminal ~

First Last Terminal First Last

Green Line B Boston College

Cleveland Circle

Riverside

5:01AM

5:01AM

!2:10AM Government Center

5:39AM !2:52AM

Green Line C !2:10AM North Station

5:55AM !2:46AM

Green LineD 4:56AM

5:01AM

!2:05AM

!2:30AM

Government Center

5:34AM !2:47AM

!2:45AM

!2:18AM

Green Line E

MBTARedLine Braintree Branch

Lechmere Heath Street

Braintree

5:30AM

5:15AMAlewife 5:24AM !2:15AM

MBTA Red Line Ashmont Branch

Alewife 5:16AM !2:22AM Ashmont 5:16AM !2:30AM

MBTA Mattapan High Speed Line

Ashmont 5:17AM 1:05AM Mattapan 5:05AM !2:53AM

MBTA Orange Line

Oak Grove 5:16AM !2:26AM Forest Hills 5:16AM !2:22AM

MBTA Blue Line Wonderland 5:13AM !2:26AM Bowdoin or Government Center

5:30AM !2:49AM

All trackage in the MBTA Light Rail System, including the MBTA Green Line, is installed to U.S. standard gauge specifications - four feet, eight and one half inches.

The MBTA Subway System continues to experience annual ridership growth. Weekday hoardings are projected to increase an average of 0.9 percent on the Green Line and 1.9 percent on the Red, Orange, and Blue Lines (per year averages).

2.2 MBTA Green Line Extension Project Description

The Proposed Action is envisioned to provide service to College Avenue and to Union Square using a two-branch operation, both in existing commuter rail rights-of-way. The 3.4mile Medford Branch would operate from a relocated Lechmere Station to College Avenue in Medford along the MBTA Lowell Line commuter rail right-of-way. This branch would begin at a relocated Lcchmere Station and head northwest, meeting the MBTA Lowell Line just south of Washington Street in Somerville. From Washington Street, the alignment would run parallel to the MBTA Lowell Line, terminating its route at College Avenue in Medford. The 0.9-mile Union Square Branch would operate along the MBTA Fitchburg Line commuter rail right-of-way Jiom a relocated Lechmere Station into a terminus at Union Square in Somerville.

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The primary infrastructure improvements associated with the Proposed Action would include relocation of existing commuter rail lines, construction of approximately four miles of new light rail track and systems, four multi-span viaducts, seven new stations, and a vehicle maintenance and storage facility, as well as reconstruction of 11 bridge structures to support the extended service.

Estimated travel time between College Avenue Station and Lechmere Station for the proposed Green Line Medford Branch is 9.5 minutes. Green Line service beyond Lechmere Station for the Medford Branch would operate on headways equal to that of the existing Green Line D branch service: five minutes in the morning and evening peak periods and ten to thirteen minutes during off-peak periods.

Estimated travel time between Union Square and Lechmerc Station for the proposed Green Line Union Square Branch is 4.5 minutes. Green Line service beyond Lcchmere Station for the Union Square Branch would operate on headways equal to that of the existing Green Line E branch service: five to six minutes in the peak periods and between seven and fourteen minutes during off-peak periods.

Fares for the Green Line Medford Branch and Union Square Branch would be $1.70 for oneway adult trips, based on current MBTA subway fares.

2.3 MBTA Light Rail Facilities and Systems

2.3.1 Stations and System Accessibility

TableD presents a complete list ofMBTA Light Rail stations, including existing stations and those that will be constructed as a part of the Green Line Extension (in italics), beginning at Lechmere Station going east to Union Square Station in Somerville and College Avenue Station in Medford and west to the terminus stations at Heath Street in Boston, Boston College Station in Brighton, Cleveland Circle Station in Brighton, and Riverside Station in Newton. The table also includes the stations associated with the Mattapan High Speed Line, which is not part of the Green Line System.

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TableD- MBTA Light Rail Stations


Service Branch

Station Station T e

~

~

Bus Route Connections

~

-

Platform

~ -~- -

-

Accessible

~

Elevator

~

--

~- -Escalator

~

- --parking

D Fenway G 47, CT2 Side Yes No No No D Longwood G Side No No No No D Brookline Village G 60,65,66 Side Yes No No No D Brookline Hills G 60 Side Yes No No No D Beaconsfield G Side No No No No D Reservoir BG 51,86 Side Yes No No No D Chestnut Hill

Newton Center G Side No No No No

D G 52 Side Yes No No No D Newton Highlands G 59 Side Yes No No No D Eliot G 59 Side No No No Yes D Waban G Side No No No Yes D Woodland G Side Yes No No Yes D Riverside G Center Yes No No Yes E Prudential

Symphony UG 39 Side Yes No No No

E UG 1, 39, CT! Side No No No No E Northeastern Univ. M 39 Side Yes No No No

E Museum ofFine Arts

M 8, 19, 39, 47,

CT2, CT3 Side Yes No No No

E Longwood Medical Area

M 39,CT2 Side Yes No No No

E Brigham Circle M 39,66 Side Yes No No No E Fenwood Road G 39,66 None No No No No E Mission Park G 39,66 None No No No No E Riverway G 39,66 None No No No No E Back of the Hill G 39 None No No No No E Heath Street

Mattapan Station

G 14,39 Side Yes No No No

HSL G 24, 27, 28,

29,30, 31, 33, 245

Side Yes No No Yes

HSL Capen Street G Side Yes No No No HSL Valley Road BG Side No No No No HSL Central Avenue G 240 Side Yes No No No HSL Milton G 217 Side Yes No No Yes HSL Butler G Side Yes No No Yes HSL Cedar Grove G Side Yes No No No

HSL Ashmont G

18,21,22, 23, 24, 26,

27,215,217, 240

Side Yes Yes No No

Source: MBTA.com *Lcchmere Station will have a center island platform once it is relocated.

AE=Aerial Structure BCrBclow Street Grade G=At Street Grade AG=Above Street Grade M=Median UG=Undcrground

Green Line Extension Stations

All station platforms on the Green Line Extension will be designed to accommodate trains of up to four vehicles, and will have a center island platform. The single center island platform station configuration is much more convenient for passengers, particularly the elderly and those with disabilities, especially when service interruptions result in irregular train operating

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http:MBTA.com


patterns. For this same reason, the center platform configuration helps reduce station dwell times and reduces overall delays during periods of irregolar train operations when schedule recovery is critical. Please sec Sections 3.6.2 and 3.6.3 for further information about station platforms and accessibility during single-track operations.

Interior stations will be equipped with a telecommunications device for the deaf (TDD) for persons with hearing disabilities. Stations will also be equipped with push-button-activated ("voice only'') passenger assistance intercom systems. Canopies will be installed on portions of the platforms of surface stations to provide customers with moderate protection from some weather elements. Map and information display cases are located on all platforms. Stations will be equipped with Public Address (PA) and Variable Message System (VMS) features.

Ticket Vending Machines (TVMs) and Fare Gates will be located at all seven stations associated with the Green Line Extension project. Lechmerc Station will have an adjacent park-and-ride facility, and all stations will have kiss and ride areas to accommodate patrons arriving or departing by car. In addition, each of the stations will have bicycle racks for storage.

All the Green Line Extension stations will meet the Americans with Disabilities Act of 1990 (ADA) accessibility requirements. All stations will be equipped with elevators for persons with mobility needs and will also have escalators and/or stairs between the underground segment and the surface level. The station platforms will be set eight inches from the top of rail.

Existing Green Line Stations

As noted in Table D, three of the existing stations have a center island platform. Fifty-seven (57) stations arc equipped with two side platforms, one serving each track. Park Street station is double-tracked on the outbound and inbound sides which are separated by a fence and four stations on the E Line have no platform as customers board the train from the middle of the street.

On the extstmg Green Line, most of the extstmg Central Subway Stations are ADA accessible with the exception of the Science Park, Government Center, Boylston Street, Hynes and Symphony Stations. While the Science Park and Government Center Stations are expected to be accessible when the Green Line Extension begins revenue service, the MBTA has programmed no capital funds for accessibility improvements at the remaining Green Line Central Subway Stations, at this time.

2.3.2 Revenue Vehicle Fleet

V chicles assigned to the existing Light Rail Transit system include the AnsaldoBreda and Kinki-Sharyo light rail vehicles. There are currently 95 AnsaldoBreda cars and 114 KinkiSharyo cars providing revenue service on the four Green Line branches and Central Subway

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PCC 1945-46 Standard WH 10 46' 100" 10'10" 40 Designate

d

Type 7 (1) 1986-88 Kinki-Sharyo WH 36003699 94 74' 104" 11'10" 85,500 46 101

Type 7 (2) 1997 Kinki-Shatyo ADTnmz 3700-3719 20 74' 104" 11'10" 85,500 46 101

Type 8 1998-2007 AnsaldoBreda ADTranz 3800-3894 95 74' 104" 11'

87,000 44 1019.5"


System. With the addition of the Green Line Extension, the Green Line fleet will expand by 24 vehicles. Light rail vehicles use traction power provided by the Overhead Catenary System (OCS) that is accessed by vehicle pantographs. The light rail vehicles are approximately 74 feet long and 8'8" inches wide. They are designed to seat 46 passengers with room for an additional 55 standees for a total planning capacity of up to 101 passengers per vehicle. See Table E for more detailed infonnation. In addition, there are 10 Presidents Conference Committee Cars, which provide service on the Mattapan High Speed Line.

Table E- MBTA Light Rail Fleet Characteristics

Source: MBTA

2.3.3 Vehicle Fleet Maintenance and Train Storage Facilities

The MBTA's Green Line light rail vehicle fleet is stored and maintained at the Riverside, Reservoir and Lake Street Carhouses, which are located at the west end of the Light Rail System. In additionto these repair shops, the MBTA has a maintenance facility located at 80 Broadway in Everett, MA to perform major heavy repairs and remanufacture critical components. In addition, cars are stored overnight at Lechmere Yard, and occasionally in the Central Subway.

The Riverside, Reservoir and Lake Street Carhouses provide the washing, cleaning, inspection, and limited maintenance and repair capability for the AnsaldoBreda and KinkiSharyo fleet. The three yards together have approximate storage of one 190 vehicles. A new maintenance facility and yard is expected to be constructed for the Green Line Extension in Somerville, MA. Based on the current design, there will be sufficient storage for 80 vehicles and the yard will have the same maintenance functionality of the Reservoir Carhouse along with a wheel truing machine. For more details, refer to Section 5.3, Description of Rail Fleet Maintenance Facilities.

The PCC Cars are maintained at the Mattapan Repair Shops which performs inspections, minor repairs and vehicle cleaning.

130

269 269

199

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'--_;

2.3.4 Main Line Track Segments

The entire Green Line is a double track system with the exception of where the number of tracks expands at Park Street Station and at Kenmore Station westbound.

Table F lists all Green Line interlock:ings situated between the Boston/Brookline/Newton termini and Lechmere Station:

Table F- MBTA Light Rail Interlocking Locations

Type oflnterlocking

--

Location -

Crossover Riverside Yard Crossover Waban Station Cros-sover Newton Highlands Crossover Theater Crossover Crossover Reservoir Turnback Crossover Tennis Court Crossover Crossover

Brookline Hills FenwayPark

Crossover Cooley Crossover Prudential Station Crossover Arlington Station Crossover Charles Crossover Crossover T-1 and T-2 (Boylston/Park Street to Tremont Siding) Crossover Haymarket Crossover Crossover Crossover

North Station Blandford Street Naples Road

Crossover Washington Street Crossover Crossover

Cardinal's Crossover Wigglesworth Crossover

Crossover Crossover

Northeastern St. Mary's Street

Crossover Coolidge Corner Crossover Ayer Road Crossover Crossover

Loons Loons

' Loops

Cleveland Circle Crossover Kenmore Park Street Government Center

Loons Brattle Loop Sidings Blandford Sidings Northeastern Sidings Charles Sidings Tremont

Yard Tumbaek Reservoir Uooer Yard Yard Tumbaek North Station Yard

01-06-2011 11


All Green Line interlockings are normally controlled from the Automatic Vehicle Identification (A VI) Wayside System. The routes are set by the train operator and monitored by the Operations Control Center (OCC).

In the event of an A VI system failure, all interlockings can also be controlled by hand by operating personnel. The Wayside Signal System is configured so that during normal operations, train operators can request routings through the interlockings by means of the AVI System.

If the operating situation requires single-tracking operations between two interlockings, the transit times over certain segments will be much longer than the recommended travel time. This is due to the Green Line Operating Rules, to support a single-track headway time. This is due to the distance between most of the interlockings. These extended transit times will result in substantially increased headways between trains during irregular operations. During peak periods, should single-tracking be required, the system as presently configured will not be capable of transporting the required number of passengers without extended delays and . . passenger mconvemence.

2.3.5 Traction Power System

While the MBTA has a 13.8kV system, largely fed from one utility wholesaler, some outlying substations are fed by a local utility company. There are thirteen Traction Power Substations (TPSSs) located at varying intervals along the Green Line, which are near the main tracks and accessible from the street level for maintenance. The Traction Power Substations convert the electrical energy from the utility source to the 600 Volt DC current used to energize the Overhead Catenary System (OCS). The light rail vehicles then collect the electrical energy from the OCS by means of pantograph devices located on the tops of the light rail vehicles. These pantographs can be raised to contact the OCS or lowered during periods of maintenance or at other times when necessary. Electric power has important advantages, including reduced noise and exhaust emissions compared with diesel propelled transit vehicles.

The OCS system on the double track mainline of the MBTA Green Line route depends on site specific features along the various segments of the alignment:

Simple Catenary Anto Tensioned (SCAT): A messenger and contact (trolley) wire organized into approximate one-mile tension segments and tensioned via a series of pendulum, or "balance-weight assemblies" (BW As) at the end of each tension segment accompanied by a "Mid-Point Anchor"(MPA) assembly that keeps the conductors from creeping in one direction or the other. This "SCAT" allows horizontal movement that each of the OCS conductors may experience due to contraction or expansion to be "taken up" by the weighted assemblies, giving the LRV pantograph an optimum profile (horizontal) to efficiently collect power from the OCS and maintain a high rate of speed at the same time. Since the "automatic tensioning" feature of SCAT allows for maximnm-spaced OCS pole placement, it

01-06-2011 12


will be used predominantly in all open-route areas to minimize the amount of OCS poles/foundations used for the Green Line Extension.

Simple Catenary Fixed Tension (SCFT): A similar-sized messenger and contact (trolley) wire configuration as SCAT, but tensioned with fixed terminations as opposed to BWAs, and not provided in one-mile segments. SCFT will be utilized in areas where maximum pole placement is not an advantage (urban areas, for example), or locations where speeds are slow (yard and shop areas, or crossovers, for example).

The MBTA Green Line Extension is expected to be constructed with three TPSSs. Two of these substations will feed the service on the Medford Branch while the third will provide power to Maintenance Facility Yard and Carhouse and the Union Square Branch. However, changes could be made during preliminary engineering after completion of a power study for the extension which will assume three car train operation for the purpose of the analysis.

The MBTA Power & Transit Facilities Department has overall responsibility for the transit power substations. The control and monitoring of the traction power substations are done by power dispatchers who are located in the OCC, while being maintained by the Traction Power Department. In case of an emergency, authorized personnel can de-energize the traction power in a particular zone. Please refer to Appendix for the Sectionalized Power Diagram of the existing Light Rail system.

2.3.6 Operations Control Center (OCC)

The OCC is the central facility that controls and coordinates all train operations, traction power distribution and the maintenance and use of the railroad for all existing and future segments of the MBTA's Subway network. The OCC is located at 45 High Street in the Boston Financial District.

Dispatchers at the OCC maintain supervisory control over and monitor the main line and some yard operations of the MBTA's four subway lines- Red, Orange, Blue, and Green. Red, Orange, and Blue Lines are considered a heavy rail transit operation, while Green Line is a light rail operation. The Red Line operates from Alewife Station in Cambridge then splits into two branches after Andrew Station in South Boston. The Dorchester Branch terminates at Ashmont Station in Dorchester, while the South Shore Branch terminates at Braintree Station in Braintree. The Orange Line runs from Forest Hills Station in Jamaica Plain to Oak Grove Station in Malden. The Blue Line operates from Wonderland Station in Revere to Bowdoin Station located on the edge of Boston's Beacon Hill Neighborhood. As the Green Line moves west from Lechmere Station, it splits into four branches in the Central Subway System. The four branches are B - Boston College, C - Cleveland Circle, D - Riverside, and E - Heath Street. With the exception of the Riverside Branch, which terminates in Newton, all other branches terminate within Boston city limits.

The Green Line Extension will split into the Union Square and Medford branches going east from Lechmerc Station. The Union Square Branch will have one station and will terminate at

01-06-2011 13


Union Sqnare in Somerville. The Medford Branch will have five stations and terminate at College Ave Station in Medford.

The dispatcher is responsible for train movement, establishing work zones and failure management. The dispatcher also is responsible for arranging the replacement of defective eqnipment, alerting emergency response personnel and carrying ont emergency procedures. The dispatcher documents and reports system failures, equipment malfunctions, incidents, security problems, accidents and unusual occurrences. The dispatcher directs train operators during emergencies or when train operations are not running normally.

The dispatchers at the OCC monitor and coordinate mainline train operations for the MBTA Rail System in accordance with the established operating schedules, rules and procedures. They implement corrective actions and recovery plans that may be required to minimize the adverse aspects of equipment failures or emergency situations on any of the lines. As described below and later in Section 7.0, the OCC personnel are responsible for implementing emergency procedures and coordinating with emergency responders and other outside agencies as may be required.

The OCC is equipped with the following systems for central control of most of the rail network, including the MBTA Green Line:

Train Status Display - This system provides a complete visual indication of track block occupancy, switch positions, signal indications as well as other field conditions and alarm indications and eventually train identification display for the Heavy Rail Systems.

Automatic Vehicle Identification System- This system, which is situated at key points on the Green Line, identifies the general train location with its train number, route and time.

Power Control Display/Control Panel - This system provides a display and appropriate console detail and full control of the traction power substations. Control of the OCS is also maintained through this system for all segments of the OCS equipped rail and bus network including the MBTA Green Line. The power dispatchers at OCC have both control and monitoring capability of all TPSSs.

Operating Radio Communications - There are numerous radio communication channels used to operate and maintain the rail network. A train operations channel is assigned to each line and provides for two-way communication between the OCC and all of the mainline trains on the specific line. A yard operations channel is assigned to each maintenance/storage facility and used for yard operations including vehicle maintenance activities at the shops. A system-wide maintenance channel is used for wayside (fixed facilities) maintenance activities. Additional channels are provided for system-wide operational, tactical and emergency needs as necessary.

Special tunnel radio systems have been installed to provide radio coverage inside the Central Subway Tunnel System. Fire and police radio charmels also function as part of the tunnel radio system.

01-06-2011 14


Telephone Communications - This system provides dedicated voice channels for use as telephone extensions between the OCC and selected sites along the right-of-way. There are several telephone systems in place for administrative, maintenance and emergency pmposes.

Passenger Assistance Intercoms (PAD - Are provided at station platfonns, automatically ring at the Hub Centers (South Station, North Station, Airport Station, Harvard Station and Back Bay Station) or if no answer, the Maintenance Control Clerk who is located at the Operations Control Center. The PAis are push-buttonactivated ("voice only").

e Closed Circuit Television/MBTA Video Security System (VSS, but still commmily referred to as CCTV) - As part of a capital project, first generation CCTV was installed at selected subway stations. The Automated Fare Collection project installed CCTV across the entire MBTA Subway System. These systems included fixed camera and visual monitoring for rail stations, as well as limited recording capabilities. Over the past couple of years, installation of the new VSS has been completed, including a series of controlled pan-tilt-zoom cameras, essentially overlaying the CCTV system, placed throughout station and other facilities. Transmissions are routed via fiber-optics to OCC for monitoring. The VSS is supported by advanced DVR architecture to provide for enhanced recording and storage capabilities along with multiple monitoring locations for not only CCTV observers, but also dispatchers and law enforcement personnel.

P A System - This system is used to provide important information to passengers at stations, either system-wide or at selected locations. All Green Line Extension Stations will have a PA system, as do the existing Central Subway (Underground) Stations on the Green Line

Tape Recording Device -This system is located at the OCC and is used to provide a record of all OCC and Yard Control telephone and radio conversations. A separate system is installed at Riverside, Reservoir and Lake Street yards that is integrated into the OCC system.

Wide Area Network (WAN)- This system is the backbone of the communications systems listed above and provides the link between the OCC and all field locations.

Supervisory Control And Data Acquisition (SCADA) -This system operates over the WAN to transmit and receive data. Supervisory alarm and control circuits connect TPSS's with the control consoles. Electrical and support data related to facility intrusion and equipment status use this system to provide information to the control panels at the OCC. For Segment I, a SONET ring is used. SONET (Synchronous Optical NETwork) is an open architecture for fiber optic networks where all locations (fiber nodes - i.e. stations) are connected together in a ring. Should there be an

01-06-2011 15


interruption or break anywhere in the ring, data is transmitted in the other direction (clockwise or counter-clockwise) to OCC. The Green Line has two "rings", one normally going clockwise and the other counter-clockwise (sometimes referred to as "dual counter-rotating rings").

Variable Message System (VMS) - This system allows for visual messages to be displayed to passengers at stations. VMS allows only scrolling messages using dotmatrix, light emitting diode (LED) technology, with limited capacity. The system is typically used to provide schedule or service related information, as well as safety reminders and public service announcements, including emergency evacuation messages.

All train movements within a Yard facility is controlled by a Yardmaster or a Green Line Official. When trains leave the yard and move to the main line, they come under the jurisdiction of the dispatcher at the OCC. The transfer of jurisdiction occurs at a designated boundary location called the "Yard Limit".

The OCC has a critical role during accident/incident situations when normal rail service has been interrupted. It serves as the center for mobilizing emergency responders and MBT A resources. It coordinates all activities through the Incident Commander- always a Light Rail Official - in the field and provides up-to-date operating information to management, supervision and others within the system who need it to expedite the recovery and return the system to normalized operation as soon as circumstances permit. Please refer to Section 7.0 for additional information about Service Interruptions and Emergencies and the role of the ace.

2.3.7 Train Control and Signal Systems

The MBTA Green Line light rail trains operate over a double main track system governed by a Wayside Signal System and by an Automatic Vehicle Identification (AVI) System, providing signals for train movements through interlockings.

2.3.8 Communications System

The Green Line communications systems serve a variety of functions that support the operations and maintenance of the line.

The basic communications. systems are as follows:

Supervisory Control and Data Acquisition System (SCAD A) Automatic Vehicle Identification (A VI) System Wide Area Network (WAN) Telephone Systems (PAl) Radio Systems Detection, Alann and Emergency Systems Closed Circuit Television System - MBTA Video Security System (MVSS)

01-06-2011 16


Public Address System (P A) Variable Message Sign System (VMS) T Alerts Notification System

2.3.9 Fare Collection System

The Green Line System is a partially gated and partially barrier free system. The Green Line Surface Stations utilize a barrier-free pay-on-board fare system. For the Central Subway System, as well as the entire Green Line Extension, customers will use fare gates that accept Charlie Cards and Charlie Tickets.

Effective January 2007, MBTA customers can purchase their fare from a Fare Vending Machine (FVM) located at the station. A passenger will be required to use either a Charlie Card or a Charlie Ticket at the Farebox, Fare Media Validator (FMV), or Fare Gate to validate and/or gain access to the platform areas.

The TVMs, FMVs, and fare gates, are/will be ADA-compliant and arc located in accordance with ADA regulations. There will be at least one ADA width gate at each Green Line Extension station. They also include audio instructions, display screen infonnation panels and instructions in raised letters and required Braille. The FMV s also feature display screens and audio instructions in Spanish and Chinese. Patrons can examine maps and fare information posted adjacent to the machines and can then select the type of fare they require.

All fare media can be validated, either at the FMV or the fare gate before the patron's ride. MBT A Transit Police and Authority personnel help enforce the pay-on-board system, particularly when rear door boarding is used.

The MBTA Revenue Collection Facility monitors the inventory level of coin hoppers, ticket rolls, and bill vaults in the fare vending machines through the AFC Central Computer System (CCS). This allows them to service on an as needed basis.

The Authority utilizes its staff of FVM revenue collectors to retrieve loaded cash vaults from the FVMs at stations and replace them with empty vaults. The loaded cash vaults are then taken to a central cash counting facility for counting and depositing to the MBTA's cash revenue account.

MBTA revenue collectors are armed when servicing the fare collection equipment. MBTA's

policy requires that certain key and log-on procedures be used any time the front door of the

FVM is open. The machines have an electronic alarm system that will trigger a siren-type

alarm if the front door of the FVM is opened without a valid log-in and ID. The alarm

condition is monitored by a central computer and by the AFC Hub Center located at I 0 Park

Plaza Boston, MA, which is staffed 24 hours per day, seven days per week.

01-06-2011 17


The MBTA perfonns periodic inspection and maintenance, as well as immediate response to machines that are out of service due to mechanical problems. The AFC Maintenance Department uses the same monitoring system (CCS) to determine the status of fare vending machines and gates installed throughout the subway system. The AFC Hub Center is also staffed to receive calls from station personnel for notification of defective equipment. AFC staff can then dispatch a technician for corrective maintenance as needed. There IS a preventive maintenance schedule that is completed on a monthly and annual basis.

During the maintenance program, the FVM and FMV mechanisms are normally replaced with rebuilt mechanisms on a unit exchange basis and tested before they are returned to service. Removed units are sent to the MBTA's workbench for overhaul and returned to inventory. Machine components are replaced as necessary. The MBTA Automated Fare Collection Department maintains an inventory of spare FVM and FMV components that can be taken to a station and installed should replacement be required due to vandalism, accident or other cause. Table G indicates the location and number of each type of automated fare equipment.

Table G- MBTA Green Line Fare Equipment

GREEN LINE CENTRAL SUBWAY

LECHMERE new 6 0 3 0 0 0 I SCIENCE PARK new 4 2 2 0 0 0 0 NORTIISTA South (Valenti Way) Entrance NORTHSTA North (Causeway St) Entrance NORTH STA (Outside Commuter Rail Ticket Office

new

HUB

N/A

9

12

0

4

2

6

0

0

0

2

3

5

5

!!AYMARKET (Green Line entrance) HAYMARKET Con ess Street headhouse)

new

new

7

7

3 3

3

0

0

4

2 0

Has

GOVERNMENT CENTER old 6 4 0 0 3 schedule card carousel

PARK STREET (East) old 5 I 2 0 PARK STREET (West) old 9 4 4 0 PARK STREET (Winter Sb:ect) N/A 3 0

Has2

PARK SlREET (Elevator) N/A 2 0 1 0 4 3 2 schedule card carousels

PARK STREET (Boston Common

N/A 3 0 0 0

BOYLSTON Northbound new 4 0 2 0 0 0 2

01-06-2011 18


BOYLSTON Southbound new 5 I 2 0 ARLINGTON new 6 3 3 0 3 2 2 COPLEY Inbound new 5 2 0 0 0 2 COPLEY Outbound new 7 2 0 IIYNES Main Entrance new 8 2 2 0 0 2 HYNES Convention Center old 3 0 0 0 KENMORE new 7 2 6 0 3 3 SUBTOTAL 118 29 51 0 21 23 17

GREEN LINE SURFACE B BOSTON COLLEGE N/A 0 0 0 0 0 0 0 CST. MARYS N/A 0 0 0 C COOLIDGE CORNER N/A 0 0 0 C CLEVELAND CIRCLE N/A 0 0 0 D RNERSJDE new 4 4 0 0 0 DWABAN N/A 0 0 2 D WOODLAND N/A 0 0 2 0 0 0 D ELIOT N/A 0 0 2 0 0 0 D NEWTON HIGHLANDS N/A 0 0 2 0 0 0 D NEWTON CENTER N/A 0 0 2 2 0 0 0 D CHESTNUT HILL N/A 0 0 2 1 0 0 0 D RESERVOIR N/A 0 0 3 2 0 0 0 D BROOKLINE VILLAGE N/A 0 0 3 2 0 0 0 D BROOKLINE HILLS N/A 0 0 2 D LONGWOOD N/A 0 0 3 1 0 0 0 DFENWAY N/A 0 0 2 6 D BEACONSFIELD N/A 0 0 2 EHEATH N/A 0 0 0 E NORTHEASTERN N/A 0 0 0 E BRIGHAM CIRCLE N/A 0 0 0 E MUSEUM OF FINE ARTS N/A 0 0 0 E SYMPHONY Inbound new 3 2 0 0 0 0 E SYMPHONY Outbound new 3 1 0 E PRUDENTIAL new 6 2 2 0 3 4 0 FENWAYPARK-Gate A N/A 0 2 0 0 FENWAYPARK -Gate C N/A 0 2 0 0 FENWAYPARK-Gate E N/A 0 1 0 0 SUBTOTAL 16 10 36 27 3 4 1 TOTAL 134 39 87 27 24 27 18

Source: :MBTA

2.3.10 Safety Program

The MBTA Safety Program has been in existence for a number of years and is an extensive initiative to continually improve all aspects of safety within the agency including the MBTA Subway System. The System Safety Program Plan (SSPP) is integrated with both the ongoing activities of the agency as well as with the planning and construction of new projects and services.

For a more detailed description of Rules, Safety and Training within the MBTA Subway System please refer to Section 6.0 of this document.

01-06-2011 19


2.3.11 Security

MBTA Green Line Security is provided by the MBTA's Transit Police Department. The MBTA's Transit Police Department handles all law enforcement matters, including fare enforcement. The MBTA Transit Police are funded through the MBTA's Operating Budget.

MBTA Transit Police Officers also provide security and general law enforcement services at stations, along the routes and right-of-way of each of the MBTA Bus, MBTA Subway System lines, and MBTA Commuter Rail and on buses, trains and coaches. They respond to accidents and incidents and they also are active in enforcing traffic laws that are critical to the safety and efficiency of the MBTA Transit System. All services are provided as necessary on a 24-hour basis seven days per week with security coverage tailored to the specific needs of the rail system. MBTA Transit Police personnel are presently dispatched from the Transit Police Building at 240 Southampton Street, in Boston.

In addition to the MBTA Transit Police forces, MBTA's Light Rail Transportation has Chief Inspectors and Inspectors on staff that provide security for issues related to revenue collection, special events requiring crowd control, security sweeps and closing and opening of subway stations each day and some property security.

MBT A also calls on and cooperates with other police departments and law enforcement agencies as appropriate. The MBTA Transit Police Department (TPD) establishes Memoranda of Understanding (MOUs) with other law enforcement jurisdictions as required for implementing a seamless transit policing program. These MOUs outline the operational protocols necessary to conduct the transit policing mission in an effective and efficient manner.

All stations on the MBTA Green Line Central Subway System have strategically placed VSS cameras for monitoring passenger platforms, fare vending machines, and other critical areas. The images are transmitted by fiber optic cable to monitors at the OCC. The stations are monitored during all hours.

The MBTA prepared a Safety and Security Management Plan (SSMP) for the Green Line Extension project. The SSMP meets the requirements of the Federal Transit Administration's Final Report FTA-MA-90-7001-94-1, Transit System Security Program Planning Guide, dated January 1994, and FTA Circular 5800.1, Safety and Security Management Guidance for Major Capital Projects, dated August 2007. The SSMP contains the details of all facets of the MBTA's Security Program. The Revised SSMP, dated August, 2010, which is a confidential document and includes the Green Line Extension, is undergoing review by the Federal Transit Administration and Department of Public Utilities. A revised SSMP is expected to be approved prior to start of revenue operations.

The MBTA Video Security System (VSS) hardware is maintained by the Systemwide Maintenance & hnprovement Group. The applications, such as monitoring, recording,

01-06-2011 20


record-keeping and chain of custody, are shared by the Transit Police, the OCC, and the Automated Fare Collection Departments.

2.3.12 Connections with the META Bus Network

MBTA Bus services, as well as a number of other bus service providers, connect with MBTA Subway services, including the MBTA Green Line, at virtually all stations. When a new rail line is introduced, changes to bus routes in the vicinity of that new line are not implemented until changes in the Bus Service Plan have been approved by the MBTA Board of Directors. Once the Green Line Extension is operating, the Service Planning Department will recommend changes to the service plan as appropriate. At the conclusion of the public process, recommendations will be brought to the MBTA Board for approval.

-: . 1

01-06-2011 21

MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 3.0- OPERATIONS

3.0 OPERATIONS

3.1 Management and Supervision

The Fiscal Year 2011 MBTA Operations Organization Chart is on the following page.

The Director of Light Rail Operations in the Operations Department is responsible for managing the daily service of the Green Line and maintenance of the Green Line Vehicle Fleet.

The Figure below represents the Fiscal Year 2011 Light Rail Operations Organization Chart.

Director of Light Rail

Operations

I I I

Division Chief, Chief, Green Light Rail Line

Maintenance Transportation

I I I

Division Chief Transportation Superintendent

The Chief of the Green Line, who reports to the Director ofLight Rail, is responsible for train service operations on all Light Rail Lines. Under the Chief of the Green Line, there is a Transportation Superintendent who oversees the transportation supervisor(s ), chief inspectors and inspectors, train operators and customer service agents assigned to the Green Line. The Division Chief of Light Rail Maintenance manages the maintenance supervisors, foremen, rail repairers and other personnel necessary to support the day-to-day maintenance programs at the various carhouses.

3.2 MBTA Light Rail Boarding Projections

3.2.1 Existing Light Rail Ridership

Table H presents estimated boarding numbers for Fiscal Year 2009, ending June 30,2009.

22

01-06-2011


Deputy Chief Operating Officer

Operations

Dire,tor ..:.dmih/Fimtxe .

Operatbr!!;

Manager Of Director c


Table H- FY2009 Average Weekday Boardings by Station- Existing Light Rail ~

Branch" iot~l Station BoardingsStation ~

Lechmere E 6,645

E 1,179Science Park

C,E 8,491North Station

Haymarket C,E 5,204

All 10,072Govermnent Center

AllPark Street 11,169

Boylston All 7,618

All 8,378Arlington

Copley All 13,500

B,C,D 9,525Hvnes

B,C,D 8,653Kenmore

B 2,840Blandford Street

BUEast B 2,892

BU Central B 2,524

BBUWest 899

St. Paul Street B 814

Pleasant Street B 1,014

1,824Babcock Street B

Brighton Avenue B 1,571

B 4,077Harvard A venue

Griggs Street B 1,260

Allston Street B 1,115

B 1,650Warren Street

Washington Street B 1,723 .B 923Sutherland Road

Chiswiek Road B 735

Chestnut Hill A venue B 861

B 237South Street

Boston College B 1,042

St. Mary's Street c 1,970 c 426Hawes Street

Kent Street c 510 St. Paul Street c 935

c 4,150Coolidge Corner Sununit Ave c 1,175

c 316Brandon Hall Fairbanks c 585

c 1,217Washington Square

24 01-06-2011


~ '">i ~ " "" '"1" )

~ station ~ Branch - , Total Station Boardlngs

-

Tappan Street c 837 Dean Road c . 316

585Englewood Avenue c Cleveland Circle c 1,557 Fenway D 3,041

Longwood D 2,749

Brooldine Village D 3,512

Brookline Hills D 1,654

Beaconsfield D 896

Reservoir D 3,395

Chestnut Hill D 778

Newton Centre D 1,487

Newton Highlands D 1,052

Eliot D 595

Waban D 427

Woodland D 1,044

Riverside D 2,158

P1udential E 3,732

Symphony E 1,993

Northeastern University E 3,007

Museum of Fine Arts E 1,676

Longwood Medical Area E 3,800

Brigham Circle E 2,535

Fenwood Road E 343

Mission Park/Parker Hill E 462

Riverway E 664

Back of the Hill . E 86

Heath Strect!V A Medical Center E 622

Mattapan HSL 2,238

Capen Street HSL 67

Valley Road HSL 42

Central Avenue HSL 765

Milton HSL 305

Butler Street HSL 225

Cedar Grove HSL 133

Ashmont HSL 2,909

Total 181,406 Source: MBTA

01~06~2011 25 -i

MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 3.0- OPERA T/ONS

3.2.2 Green Line Extension Boarding Projections

Projections for the Green Line Extension are provided by the Central Transportation Planning Staff (CTPS) and are based on modeling techniques of expected ridership generated using the CTPS Multi-Modal Travel Demand Forecasting Model. The model uses the traditional fourstep process generally employed by travel forecasting models throughout the United States. The four steps include independent modules that perform trip generation, trip distribution, mode choice and network assiguruents. Each module was calibrated from observed data.

Table I presents the projected weekday hoardings at each of the Green Line Extension Stations in Year 2030.

Table I- 2030 Average Weekday Boarding Projections- Green Line Extension

Station !fotal Stati9n Boardings ~

Lechmere 7,100

Brickbottom 2,830

Gilman Square 3,930

Lowell Street 1,140

Ball Square 1,850

College Avenue 2,140

Union Square 3,570

Total 22,560 Source: Central Transportatton Plannmg Staff

3.3 Passenger Capacity

The level of service provided by the Green Line is designed to provide sufficient capacity to accommodate anticipated rider loads in the peak-hour and in the peak direction of travel, also known as the "Maximum Load Point" (MLP). For the current Green Line system, the MLP is located approaching Copley Station from points west during the AM peak and between Arlington and Copley during the PM Peak. The Green Line Extension MLP is expected to be between Science Park and North Station during the AM and PM peak.

Anticipated ridership portrayed here is used for initial service planning purposes. Service levels will be adjusted upward or downward depending on actual ridership. However, existing Green Line ridership will be the primary schedule driver for the Green Line until travel patterns are confirmed and evall.lated.

3.4 TJ:ain Service Guidelines

The train service guidelines for the MBTA Green Line are listed in the META's Service Delivery Policy:

01-06-2011 26


e For peak periods, the planned passenger capacity of each light rail vehicle is calculated as 225 percent of the number of seats on the vehicle. The actual crush load capacity of the vehicle is a larger number, but that larger number is not included in establishing train service guidelines.

Scheduled time between trains (headway) will not exceed:

- 10 minutes during peale periods

- 15 during all other periods of service

These maximum headways will be maintained on the Green Line Extension as well as the existing system.

If available, a run as directed train will replace any revenue trairi that may encounter mechanical problems that require removal from the main line.

OCC and field operations supervision must talce particular care in terminal operations planning to allow for varied operations necessary for service continuity effectively managing the following issues with efficient sequencing to the extent possible.

The design of the Green Line terminal stations did not include a second set of crossovers on the non-revenue side of the station. As such, proper routing of arriving trains is a key component as it allows, to the extent possible, simultaneous train operations during peak headway periods. In many cases, instead of berthing every arriving train on the outbound track at the station as is the normal practice, some trains will be berthed on the inbound track while the train on the outbound track is departing.

Particular attention must be given to train spacing and track utilization and the ability to cross the train that arrived on the inbound track over to the outbound track during its departure without delaying the next inbound train and vice-versa. This task is assisted to the extent possible by established schedule headway and designated terminal berthing tracks, combined with an understanding of the interlocking time limitations and travel time in the terminal area. Due to the variability of street run segments on the line, operational adjustments are an on-going task.

Terminal management also requires that timely and accurate information be made available to passengers waiting to board at these stations so that passengers are in position and ready to board as soon as the arriving train detrains its passengers.

3.5 Train Consist Requirements

MBT A Green Line Extension stations will be designed to accommodate trains consisting of up to four light rail vehicles (cars).

01-06-2011 27


Typically, two-car trains are currently operated on weekday and weekend train schedules, although three car trains are operated on select trips during the rush hour on the B and D branches. On the lighter passenger branches such as the E branch, one car is removed for the beginning and end of service on weekends. With the addition of the Green Line Extension, current train operations will remain the same. Once actual ridership patterns are defined, modification to train length at all times of the day will be considered. Once a train control system is implemented, three or four car trains may be necessary to efficiently manage the ridership demand.

3.6 Travel Times

This section contains information about the running time between stations and the factors that affect these times. All times shown in this document are subject to final testing verification and continued revision as experience is gained with the system and as adjustments are made to the physical plant and the systems that affect these travel times.

3.6.1 Travel Times between Stations

The one-way travel time estimate is based on:

All trains operating the full length of the line, stopping at each station;

Operating speeds that take into account permanent civil speed restrictions such as grades, curvature and track super-elevation, operation on aerial structures, the design and layout of crossovers and the time it takes to move through them as well as other operational restrictions;

Speed restrictions imposed by the Maintenance of Way and other departments and Department ofPublic Utilities (DPU) regulations;

Maximum design speed of 50 miles per hour;

Station dwell times. This is the amount of time that a train is stopped at a station for passengers to alight and board. It normally ranges from 20 seconds at most stations to 50 seconds at rail-to-rail transfer stations, depending on the travel period and the ridership volume at a particular station.

Terminal "turn-around" times (when train operators change from one end of the train to the other for the return trip) will be no less than 3 minutes allowing recovery capability for only a very minor service delay. This limited tum-around time is made possible by the use of "fallback" operators at either one or both ends of the line. The fallback operator is at the terminal station in position to take over for an inbound train operator immediately after a train's arrival. The inbound operator then has a prescribed period ofbreak time before he/she takes up service again by relieving the next inbound train operator. The relay may continue through most of the service day. The turn-around time for various levels of service delivery is also subject to headway cycle and clearance "slots" at interlockings, where trains must use the available opportunities for their movements to keep in the proper cycle.

01-06-2011 28

MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 3.0 - OPERATIONS

Table J presents the consolidated travel times for the entire Green Line.

Table J - Estimated Travel Times Between Stations - Green Line

"B'' Boston COllege- Government


Government Center 0.249 5.10 2 2 2 2 2 2 2

Haymarket .0281 5.38 1 2 2 2 2 2 North Station 0.220 5.60 2 3 2 2 3 2 2

TOTAL 5.60 30 42 38 38 39 36 31

OUTBOUND North Station 0.000 0.00

Haymarket 0.220 0.22 4 3 4 4 3 Government Center 0.281 0.50 2 2

Park St 0.249 0.75 2 2 2 3 3 2 Boylston 0.315 1.07 1 1 Arlin on 0.318 1.38 2 2 2 2 2

Copley 0.365 1.75 1 1 Kenmore 0.928 2.68 5 9 6 6 8 5 5 Beacon Junction 0.498 3.17 2 4 5 5 5 5 5 St. Mary's St 0.598 3.77 2 2 4 4 4 4 4

Coolidge Corner 0.752 4.52 3 3 4 4 4 5 4 ..,._!Washington St 0.781 5.30 2 2 2 3 3 3 2 Cleveland Circle 0.744 6.04 2 2 3 3 3 4 3

TOTAL 6.04 23 33 33 36 40 38 30

"D" Riverside.,., GoVernmefit Gentet via Highland Branch ,~ ~_ ' ~ ~ ~ ~~_ d '

Midday School PM Evening Late

Riverside 0.000 0.00

Eliot 2.225 2.23 6 7 7 7 7 7 6 Reservoir 4.040 6.27 7 10 9 9 9 8 7 Beaconsfield

Fen way

Beacon Junction

0.431

2.470

0.429

6.70

9.17

9.60

2 4 2

2 9

2

2 5

2

2

5 3

2

5

3

2

5

2

2

5 2

Kenmore 0.102 9.70 3 3 3 3 3 3 3

Copley 0.927 10.62 5 7 6 6 7 6 5 Arlington 0.363 10.99 1 1

Boylston 0.325 11.31 2 2 2 2 2 Park St 0.303 11.62 1 1

Government Center 0.249 11.86 2 2 2 2 2 2 2

Haymarket 0.281 12.14 1 2 2 2 1 North Station 0.220 12.36 2 2 2 2 2 2 Science Park 0.485 12.85 2 3 2 3 3 3 2

Lechmerc 0.397 13.24 3 5 4 5 5 5 4 Washington St 0.780 14.02 3 3 3 3 3 3 3 Gilman S uare 0.710 14.73 2 2 2 2 2 2 2

Lowell Street 0.700 15.43 2 2 2 2 2 2 2 Ball Square 0.490 15.92 1.5 1.5 1.5 1.5 1.5 1.5 1.5

Colle eAve 0.570 16.49

TOTAL 16.49 50.5 66.5 58.5 62.5 63.5 60.5 53.5

OUTBOUND College Ave

I3all Square

Lowell Street

Gilman Square

Washington St

Lechmere

0.000

0.570

0.490

0.700

0.710

0.780

0.00

0.57

1.06

1.76

2.47

3.25

1.5

2 2 3

1.5

2 2 3

1.5

2 2 3

1.5

2

2 3

1.5

2

2 3

1.5

2 2 3

1.5

2 2 3

01-06-2011 30


Science Park 0.397 3.76 2 2 2 2 2 2 2 North Station 0.485 4.13 2 2 2 2 2 2 Haymarket 0.220 4.35 3 2 2 3 2 2

Government Center 0.281 4.63 1 2 1 Park St 0.570 4.88 2 2 2 3 3 2 Boylston 0.315 5.19 1 1 Arlington

Copley

Kenmore

0.318

0.365

0.928

5.51

5.88

6.81 5

2 1 9

2

6

2

1

6

2

8

2

5 5 Beacon Junction 0.498 7.30 2 4 5 5 5 5 5 Fenway 0.429 7.73 3 3 2 2 2 2 2 Beaconsfield 2.471 10.20 5 5 6 6 6 6 5 Reservoir 0.431 10.63 2 2 2 2 2 2 2 Eliot 4.040 14.67 5 5 6 6 5 5 5 Riverside 2.225 16.90 8 9 10 10 10 9 7 TOTAL 16.90 49.5 60.5 58.5 59.5 63.5 57.5 52.5

''E" Heath Street- Eechmere via Huntin ton ~:Avenue ' - , ~~ '" : ~ "' " ~ ~ "' ~

MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 3.0- OPERA T/ONS

Mattapan High Speed Line _ - _ ~- ~-

Distance Distance - -Befivcen Cumulative Beh\ cen Qumulath'e -

, " ' Stations Distance Stations _ Distance INBOUND INBOUND OUTBOUND OUTBOUND

Mattapan 0.000 0.00 0.26 z.ss Capen Street 0.25 0.25 0.30 2.29

Valley Road 0.31 0.56 0.44 1.99

Central Avenue 0.43 0.99 0.31 1.55

Milton 0.32 1.31 0.29 1.24

Butler 0.29 1.60 0.57 0.95

Cedar Grove 0.57 2.17 0.38 0.38

Ashmont 0.38 2.55 0.00 0.00

For the Mattapan High Speed Line, scheduled run times are 11 minutes from 6:30 am to 6:00 pm, otherwise run times are nine minutes.

3.6.2 Accommodating Persons With Mobility Needs

Operations personnel must be aware of the particular needs of elderly passengers and those with disabilities during both irregular and single-track operations. Circumstances may well require supervisory personnel, security personnel and/or others at side-platform stations to assist passengers and expedite train operations where possible.

Special signage and/or operating or other personnel positioned at the sidewallc entrance to those side-platform stations is required to properly direct passengers to the proper platform during single-track operations. Assistance in the proper time and location effectively mitigates train delay issues encountered from having to wait for passengers moving from one platform to the other.

Delays that occur at stations to accommodate the elderly and those with disabilities increase station dwell times and further increase the running times between interlockings described in the paragraphs above. For these reasons, operating personnel arc required to be especially attentive to the special needs that will occur at side-platform stations during single-track operations, deploying additional resources as necessary.

3.7 Train Operations

This section describes the train service levels currently being operated on the MBTA Green Line's four branches and the central subway system.

3.7.1 Green Line Branches and Central Subway

Revenue service begins at approximately 5:00AM weekdays and on Saturday and 6:00AM on Sunday, ending at 1:30 AM, seven days a week. Trains service all branch stops, and stations in the Central Subway system. Each of the lines end at various points in the Central Subway System - the B and D branch trains turn at Government Center Station, C branch

01-06-2011 32


trains turn at North Station and the E branch ends at Lechmere Station. See Table B m section 2.1 of this document for detailed information about service frequency.

As necessary, weekend diversions are operated on portions of the Green Line in order to provide a large work window for capital projects, such as bridge rehabilitations. In addition, the MBTA will shutdown lines for an extended time to conduct large scale capital projects, such as the Riverside Line Track Replacement project.

3.7.2 Green Line Extension

The Green Line Extension will be fully integrated into current Green Line Operations. All operations for the Medford and Union Square aligrunent will be based at the new maintenance facility in Somerville next to the Boston Engine Terminal. Mainline operations will be controlled from the ace.

3.7.3 Start-up Operations- Green Line Extension

Startup Operations (SUO) takes place, as the last rail activation clement of the project, after substantial completion of the project and System Integration Testing has been completed. The start-up date of revenue train operations for the public will immediately follow completion of SUO. During SUO, which is scheduled for approximately six months, wayside systems, vehicles, communications, and schedules are tested and evaluated under simulated operating conditions. Service interruption scenarios and emergency response activities are practiced. Intra- and inter-agency familiarization takes place. The experience gained in this period will be used to refine earlier planning data and possibly develop more accurate rurming times to those shown in Table J.

Pre-revenue service testing will be somewhat more complicated, due to the direct interface between the existing Green Line operations and the Green Line Extension at the Lechmere Viaduct. When necessary, revenue service schedules for the existing Green Line will be merged with the pre-revenue testing schedules necessary for the Green Line Extension. During this pre-revenue testing trains will run empty as operators will need to familiarize themselves with train oper

mbta light rail transit system - green line extension...

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