This a public copy of the presentation prepared by HNTB for the MBTA Board of Directors in December of 2012. It is originally hosted by WCVB at: http://www.wcvb.com/blob/view/-/17719800/data/1/-/d47i8kz/-/MBTA-Green-Line-Positive-Train-Control-Project.pdf

1. PRESENTATION
MBTA Green Line Positive Train Control Project
Presented to: MBTA Board of Directors | December 2012

2. Agenda
• Project Goal
• Why Green Line PTC/Evaluation Criteria?
• Key Findings
• Maintaining Green Line Service Characteristics
• Projected Implementation Costs
• Next Steps
• Project Implementation Schedule
• Q&A
2

3. Project Goal
• Provide safe, reliable and efficient service to the
traveling public
• Limit the risk of an accident by on the MBTA’s Green
Line by implementing a Positive Train Control (PTC)
system
• Project divided into three phases:
– Phase I – Vehicle Collision Avoidance Assessment
– Phase II – Condition Assessment
– Phase III – Alternatives Analysis
and Recommendations
3

4. Positive Train Control
• Positive Train Control is a system to prevent:
– Train‐to‐train collisions
– Excessive speed derailments, including derailments
related to curve restrictions, and slow orders
– Train incursions into established work zones
– Movement through main line switch in the incorrect
position.
4

5. Why Green Line PTC?
The National Transportation Safety Board (NTSB)
investigation of a Green Line May 2008 incident, which
involved one fatality and multiple injuries, concluded:
“This accident could have been prevented had the Massachusetts Bay Transportation
Authority Green Line been equipped with a positive train control system that could have
intervened to stop train 3667 before it could strike the rear of train 3681.”
Synergies of PTC and Green Line “state of good repair”
investments,
• Track switch replacement
• Microprocessor interlockings
• Replacement of obsolete signal components
• Improved communications (Fiber backbone)
5

6. MBTA Green Line PTC Phase III
Alternatives Analysis Evaluation Criteria
• Operational Improvements/Impact
• Order of Magnitude Cost
• In‐service History
• System Design Principles
• Impact on Collision Avoidance
• Vehicle Considerations
• Infrastructure Improvement
• Modification and Expansion
• Fall‐back Operations
• Additional Operational Advantages
• Feasibility of Implementation
6

7. Green Line PTC Key Findings
Maintaining Green Line Service Characteristics
• Green Line with each of the 3 PTC Technologies (Moving
Block, Virtual Block, Distance-to-Go) was simulated.
– PTC results in degradations in travel times, passenger wait
times, and throughputs
– PTC will require mitigation in order to maintain current Green
Line customer experience.
• Three mitigation scenarios based upon speed
improvements were simulated.
– Speed Improvements
– Infrastructure Improvements
– Three Car Operations
• Mitigation strategies improved throughput and travel
times.
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8. Green Line PTC Key Findings
• Scores of 3 PTC technologies differ by less than 2
percent.
• MBTA should progress PTC preliminary design while
maintaining ability to support any of the 3
technologies.
• As detailed plans and specifications are developed,
MBTA opt for:
– Specification of a particular technology or;
– Selection of a supplier/integrator based on a
performance specification not tied to one
technology.
(Cont.)
8

9. Maintaining Green Line Service
Characteristics – Trip Time
Baseline
NotFeasible
PTC without
Mitigation PTC with Mitigation
PTC with
Speed Increase &
3-Car Ops
PTC with
Vehicle
Changes
PTC with
Operational
Changes
PTC with
Speed
Increases
Better than or
equal to Baseline
9
AverageTripTime–CentralSubway

10. Maintaining Green Line Service
Characteristics – Central Subway Throughput
Baseline
NotFeasible
PTC without
Mitigation PTC with Mitigation
PTC with
Speed Increase &
3-Car Ops
PTC with
Vehicle
Changes
PTC with
Operational
Changes
PTC with
Speed
Increases
Better than or
equal to Baseline
10
PassengersperHour

11. Projected Implementation Costs
• Estimated Green Line PTC capital cost (2012 $):
– CBTC Moving Block - $662 million,
– CBTC Virtual Block - $645 million
– DTG estimated - $721 million
– Estimates include train control and vehicle installation costs for
a “live” system
– Estimates reflect PTC mitigation, including track upgrades,
turnout replacement and additional vehicles/power system
upgrades to support 3‐car operation
11

12. Green Line PTC Next Steps
• Address Green Line train control “state of good
repair” issues,
– Build out fiber backbone,
– Track circuit replacement,
– Replace interlockings for better reliability, make
them “PTC ready”,
– Track switch replacement (reliability, speed
improvements)
• These projects will make Green Line “PTC Ready” and
provide improved service (better passenger
information, reliability and travel times),
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13. Green Line PTC Next Steps (GLX)
• GLX can serve as Green Line PTC initial deployment
phase (vehicles, central control and wayside),
– Improves implementation efficiency by eliminating
revenue operating constraints during construction,
– Provides signal system cost savings versus wayside
signaling now and PTC after GLX opens.
13
(Cont.)

14. Green Line PTC Implementation Schedule
Standard Procurement (Months)
6
12
18
24
30
36
42
48
54
60
66
72
78
84
90
96
102
108
114
120
Consultant Design
Prebid/Bid & Award
Final Design Submittals
& Review
Manufacturing of Equipment
& Factory Testing
Vehicle Installation
Field & OCC Installation
Testing and Certification
Total Duration
18 Months
18 Months
12 Months
30 Months
48 Months
60 Months
18 Months
9 Years
14
Decision
point – 22
months

15. Summary
• Begin PTC design and Readiness Projects
• State of good repair projects also achieve PTC
readiness
– Immediate benefit to riding public through decreased travel
times and increased service reliability
• Green Line Extension (GLX) provides unique
opportunity for Testing and Validation
15

16. Q&A
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