draft rail operations & maintenance plan · 2020. 9. 17. · operations and maintenance plan 1...

DRAFT

RAIL OPERATIONS & MAINTENANCE PLAN REVISION 3

September 2007

Central Phoenix/East Valley Light Rail Transit Project

Operations and Maintenance Plan i Revision 3 Central Phoenix/East Valley LRT Project September 2007

TABLE OF CONTENTS 1.0 RAIL OPERATIONS AND MAINTENANCE PLAN......................................................1 1.1 PURPOSE OF THE PLAN.............................................................................................1 1.2 OPERATIONAL OBJECTIVES .....................................................................................1 2.0 ABBREVIATIONS AND DEFINITIONS ........................................................................3 3.0 SYSTEM DEFINITION & SYSTEM ELEMENTS..........................................................9 3.1 LRT ALIGNMENT AND ORIENTATION.....................................................................10 3.2 LRT OPERATING ENVIRONMENT............................................................................10 3.3 STATIONS ....................................................................................................................11 3.4 LRT STATION PARKING FACILITIES.......................................................................11 3.5 LIGHT RAIL VEHICLE .................................................................................................12 3.5.1 VEHICLE GENERAL DESCRIPTION.........................................................................12 3.5.2 VEHICLE KEY PARAMETERS...................................................................................12 3.6 TRACK STRUCTURE..................................................................................................16 3.6.1 TRACK ARRANGEMENTS.........................................................................................20 3.6.2 JUNCTIONS..................................................................................................................20 3.6.3 TERMINALS .................................................................................................................20 3.6.4 INTERMEDIATE CROSSOVERS................................................................................21 3.6.5 POCKET TRACKS.......................................................................................................21 3.7 SHOP & YARD FACILITIES........................................................................................22 3.7.1 DESCRIPTION OF FACILITIES ..................................................................................24 3.7.2 MAINTENANCE OF EQUIPMENT SHOP ..................................................................24 3.7.3 MOE FUNCTIONS........................................................................................................24 3.7.4 CENTRAL STORES FUNCTIONS..............................................................................24 3.7.5 GENERAL OFFICE FUNCTIONS ...............................................................................26 3.7.6 SERVICE AND CLEANING AREA .............................................................................26 3.7.7 LRV WASHER..............................................................................................................26 3.7.8 YARD TRACKS............................................................................................................26 3.7.9 MAINTENANCE OF WAY SHOP COMPOUND ........................................................27 3.7.10 SITE ACCESS AND INTERNAL CIRCULATION ROADS........................................27 3.8 SYSTEMS .....................................................................................................................27 3.8.1 SIGNAL SYSTEM.........................................................................................................27

Operations and Maintenance Plan ii Revision 3 Central Phoenix/East Valley LRT Project September 2007

3.8.2 TRACTION ELECTRIFICATION SYSTEM (TES)......................................................30 3.8.3 COMMUNICATIONS SYSTEMS.................................................................................34 3.8.4 AUTOMATED FARE COLLECTION SYSTEM..........................................................35 3.9 TRAFFIC CONTROL....................................................................................................35 3.9.1 INTRODUCTION...........................................................................................................35 3.9.2 TRAFFIC SIGNAL PLANS ..........................................................................................37 4.0 OPERATING POLICY..................................................................................................38 4.1 ROUTINE RAIL OPERATIONS...................................................................................38 4.1.1 SERVICE HOURS ........................................................................................................38 4.1.2 ROUTE STRUCTURE..................................................................................................38 4.1.3 OPERATING STRATEGIES........................................................................................38 4.1.4 PASSENGER LOADING STANDARDS.....................................................................39 4.1.5 SERVICE FREQUENCIES...........................................................................................39 4.1.6 TRAIN CONSIST SIZE.................................................................................................39 4.2 PATRONAGE FORECASTS.......................................................................................40 4.2.1 MAG RIDERSHIP FORECASTS.................................................................................40 4.2.2 PEAK PERIOD RIDERSHIP ........................................................................................40 4.3 INTERMODAL PLANNING AND COORDINATION..................................................45 4.3.1 INTERMODAL CONNECTIONS .................................................................................45 4.3.2 COORDINATION..........................................................................................................45 5.0 OPERATING PLAN......................................................................................................46 5.1 RUN TIMES AND SCHEDULES .................................................................................46 5.1.1 TRAVEL TIME ESTIMATE ..........................................................................................46 5.1.2 TRAVEL TIME SIMULATION MODEL .......................................................................47 5.2 TRAIN SCHEDULES....................................................................................................49 5.2.1 PEAK.............................................................................................................................49 5.2.2 OFF-PEAK ....................................................................................................................49 5.3 RAIL FLEET SIZE ........................................................................................................52 5.4 FLEET OPERATING STATISTICS .............................................................................52 6.0 SPECIAL EVENT RAIL OPERATIONS......................................................................53 6.1 SERVICE FEASIBILITY...............................................................................................53 6.2 MINOR IMPACT EVENTS ...........................................................................................56 6.3 MODERATE IMPACT EVENTS ..................................................................................56

Operations and Maintenance Plan iii Revision 3 Central Phoenix/East Valley LRT Project September 2007

6.4 MAJOR IMPACT EVENTS ..........................................................................................57 7.0 OPERATING MANAGEMENT AND MAINTENANCE...............................................58 7.1 OPERATING MANAGEMENT.....................................................................................58 7.2 OPERATING MANAGEMENT TOOLS.......................................................................59 7.2.1 THE CP/EV LRT RULE BOOK....................................................................................59 7.2.2 STANDARD OPERATING PROCEDURES ...............................................................59 7.2.3 OPERATING ORDERS................................................................................................59 7.2.4 BULLETINS ..................................................................................................................59 7.2.5 OTHER DOCUMENTS.................................................................................................59 7.2.6 EMPLOYEE TRAINING AND QUALIFICATIONS .....................................................59 7.3 NORMAL OPERATOR PROCEDURES.....................................................................59 7.3.1 INTRODUCTION...........................................................................................................59 7.3.2 REPORT FOR DUTY - GOING INTO SERVICE ........................................................60 7.3.3 GENERAL ROUTINE FOR TRAIN OPERATOR .......................................................60 7.3.4 ON-BOARD EQUIPMENT/SYSTEMS ........................................................................60 7.3.5 PASSENGER ACCOMMODATIONS .........................................................................60 7.4 RADIO COMMUNICATION PROCEDURES..............................................................60 7.5 SAFETY AND SECURITY PROCEDURES................................................................60 7.6 YARD OPERATIONS...................................................................................................61 7.6.1 ROUTING AND SWITCHING ......................................................................................61 7.6.2 TYPICAL MOVEMENTS..............................................................................................61 7.7 STATION OPERATIONS.............................................................................................61 7.8 IRREGULAR OR ABNORMAL OPERATION PROCEDURES ................................62 7.8.1 INTRODUCTION...........................................................................................................62 7.8.2 RESTORATION OF SERVICE STRATEGIES ...........................................................62 7.8.3 LRV EQUIPMENT PROBLEM - TROUBLESHOOTING...........................................63 7.8.4 WAYSIDE PROBLEMS ...............................................................................................63 7.8.5 FOUL WEATHER OPERATIONS ...............................................................................64 7.8.6 ACCIDENTS, INCIDENTS, AND OTHER EMERGENCIES......................................64 7.9 MAINTENANCE OF FACILITIES AND EQUIPMENT ...............................................65 7.9.1 TRACK AND STRUCTURES MAINTENANCE .........................................................65 7.9.2 SIGNALS AND COMMUNICATIONS MAINTENANCE ............................................66 7.9.3 POWER DISTRIBUTION SYSTEM MAINTENANCE ................................................67

Operations and Maintenance Plan iv Revision 3 Central Phoenix/East Valley LRT Project September 2007

7.9.4 LRV MAINTENANCE...................................................................................................68 7.10 MAINTENANCE MANAGEMENT INFORMATION SYSTEM...................................69 7.11 MAINTENANCE COORDINATION.............................................................................70 7.12 COORDINATION WITH OTHER AGENCIES ............................................................70 7.12.1 EMERGENCY SERVICE AGENCIES.........................................................................70 7.12.2 PUBLIC UTILITY COORDINATION............................................................................70 7.13 STAFFING REQUIREMENTS .....................................................................................70 7.14 METRO CONTACTORS ..............................................................................................71 8.0 CONCLUSION..............................................................................................................72

Operations and Maintenance Plan v Revision 3 Central Phoenix/East Valley LRT Project September 2007

LIST OF FIGURES

FIGURE 3-1 LRT STATION PARK-AND-RIDE SPACES....................................................... 12 FIGURE 3-2 CP/EV LRT VEHICLE ......................................................................................... 14 FIGURE 3-3 CP/EV LRT VEHICLE INTERIOR....................................................................... 15 FIGURE 3-4A TRACK CONFIGURATION................................................................................. 17 FIGURE 3-4B TRACK CONFIGURATION - CONTINUED........................................................ 18 FIGURE 3-4C CORRIDOR ACTIVITY CENTERS ..................................................................... 19 FIGURE 3-5 CP/EV LRT TERMINALS.................................................................................... 20 FIGURE 3-6 POCKET TRACKS ............................................................................................. 21 FIGURE 3-7 MAINTENANCE AND STORAGE FACILITY ..................................................... 23 FIGURE 3-8 MAINTENANCE AND STORAGE FACILITY ..................................................... 25 FIGURE 3-9 PRELIMINARY MAIN LINE SUBSTATION LOCATIONS.................................. 33 FIGURE 3-10 SUMMARY OF LRT CROSSINGS ..................................................................... 36 FIGURE 4-1 OPENING YEAR PEAK PERIOD BOARDINGS AND ALIGHTINGS BY

STATION – EASTBOUND.................................................................................. 41 FIGURE 4-2 OPENING YEAR PEAK HOUR BOARDINGS AND ALIGHTINGS BY STATION

– WESTBOUND.................................................................................................. 42 FIGURE 4-3 YEAR 2020 AM PEAK PERIOD BOARDINGS AND ALIGHTINGS BY STATION

- EASTBOUND ................................................................................................... 43 FIGURE 4-4 YEAR 2020 AM PEAK PERIOD BOARDINGS AND ALIGHTINGS BY STATION

– WESTBOUND.................................................................................................. 44 FIGURE 5-1 ESTIMATED CP/EV LRT TRAVEL TIME........................................................... 48 FIGURE 5-2 TYPICAL PEAK HOUR – EASTBOUND SCHEDULE....................................... 50 FIGURE 5-3 TYPICAL PEAK HOUR – WESTBOUND SCHEDULE ...................................... 51 FIGURE 5-4 ESTIMATED ANNUAL OPERATIONAL STATISTICS ...................................... 52 FIGURE 6-1 REPRESENTATIVE LIST OF CENTRAL PHOENIX/EAST VALLEY SPECIAL

EVENTS .............................................................................................................. 54 FIGURE 6-2 OPERATIONAL IMPACT OF SPECIAL EVENTS.............................................. 55

Operations and Maintenance Plan 1 Revision 3 Central Phoenix/East Valley LRT Project September 2007

1.0 RAIL OPERATIONS AND MAINTENANCE PLAN

This report defines the Operating and Maintenance Plan for the Central Phoenix/East Valley Light Rail Transit (CP/EV LRT) System that is currently under construction. The report also includes a discussion of LRT operational issues, such as:

• Operations strategies.

• Provisions for special events.

• Intermodal bus and LRT operations.

• Irregular operations.

• System elements.

• Maintenance requirements.

1.1 PURPOSE OF THE PLAN

The CP/EV LRT Operations and Maintenance Plan will serve as the principal source document that sets forth the operations and maintenance practices necessary to deliver CP/EV LRT service in a safe, dependable and efficient manner, and to provide a quality service to the riders.

The Plan is intended to:

• Define the system’s service and operating characteristics

• Define the system’s operating and maintenance policies and objectives.

• Define the staff responsibilities, levels, and organizational relationships required to operate and maintain the system.

• Define the system and operating requirements for assuring service dependability and system availability.

• Guide system design to assure conformance to the operating intent.

The Plan is intended to serve as a frame of reference for future design refinements and as a basis for detailed definition of operations and maintenance methods, practices, and requirements.

As the CP/EV LRT Project progresses through final design, this document will be reviewed and updated as necessary.

1.2 OPERATIONAL OBJECTIVES

The safety and well being of passengers, employees, and the neighboring communities, including adjacent automobile traffic and pedestrians, will be the first priority of rail operations and all operational planning efforts. Safety and security issues will be fully addressed in the CP/EV LRT System Safety Program Plan and System Security Program Plan.

In addition to safety and security, the principal objectives of the CP/EV LRT Project and its future operation are to:


• Provide a convenient and reliable light rail service within the Central Phoenix/East Valley Region.

• Provide fully accessible transit (universal design) to the elderly and persons with disabilities.

• Improve access to employment at office/public/school/commercial/industrial sites located along the corridor.

• Provide improved service to the stadiums/arenas and for other special events sites within the service area.

• Increase the region’s economic potential by improving mobility along the corridor.

• Meet the demands of population and employment growth within the corridor.

• Minimize the operating costs associated with the delivery of transit services.


2.0 ABBREVIATIONS AND DEFINITIONS

The following is a list of abbreviations and definitions used throughout this document.

AC Alternating Current

ADA Americans with Disabilities Act

ADOT Arizona Department of Transportation

APC Automatic Passenger Counter

APS Arizona Public Service

ASU Arizona State University

AVL Automatic Vehicle Location

AW0 Assigned Weight 0 (rail car weight with no passengers)

AW1 Assigned Weight 1 (AW0 weight plus seated load of passengers)

AW2 Assigned Weight 2 (AW1 weight plus design load of standees based on four passengers per square meter)

AW3 Assigned Weight 3 (AW1 weight plus crush load of standees based on six passengers per square meter)

CF Chase Field (Baseball Stadium)

CBD Central Business District

DC Direct Current

CCTV Closed Circuit Television

CM Corrective Maintenance

CP/EV Central Phoenix/East Valley

EVIT East Valley Institute of Technology

FRA Federal Railroad Administration

FTA Federal Transit Administration

HR Heavy Repair

HVAC Heating, Ventilating and Air Conditioning

LCP Local Control Panel

LRT Light Rail Transit

LRV Light Rail Vehicle


MAG Maricopa Association of Governments

MOE Maintenance of Equipment

MOW Maintenance of Way

MSF Maintenance and Storage Facility

RCC Rail Control Center

OCS Overhead Contact System

OEM Original Equipment Manufacturer

PA Public Address

PE Preliminary Engineering

PLS-c Passenger Loading Standard, comfort load

PLS-d Passenger Loading Standard, design load

PLS-e Passenger Loading Standard, crush load

PM Preventive Maintenance

POP Proof-of-Payment

QA/QC Quality Assurance/Quality Control

RPTA Regional Public Transportation Authority

S&C Service and Cleaning

SAV Stand Alone Validators

SCADA Supervisory Control and Data Acquisition

SOP Standard Operating Procedure

SRP Salt River Project

TBD To Be Determined

TES Traction Electrification System

TPSS Traction Power Substation

TVM Ticket Vending Machine

TWC Train-to-Wayside Communications

UPRR Union Pacific Railroad

UR Unscheduled Repair


VMB Variable Message Board

VMS Vehicle Management System

AGENCY is the entity empowered to manage the design, construction, operations and maintenance of the CP/EV LRT System.

CONSIST is the number of cars in a train.

CONTRACT OPERATOR is a private firm hired and under contract to operate and maintain the CP/EV LRT System under the direction and oversight of the governing Agency.

CROSSOVER (or SINGLE CROSSOVER) is a pair of turnouts with track located between the frogs and arranged to form a passage between two nearby and generally parallel tracks.

DIRECTION is the assigned orientation of a train movement on an LRT line. As a matter of convention, all movements on main track shall be assigned as either eastbound or westbound, regardless of the actual geographic orientation of the movement.

DIAMOND CROSSOVER is a pair of crossovers on parallel tracks physically centered and integrated together to form a crossing diamond between both tracks.

EXPRESS SERVICE is service that has fewer stops and a faster run time than regular service.

FEDERAL RAILROAD ADMINISTRATION (FRA) is a government agency under the U. S. Department of Transportation, which regulates the activities of passenger and freight railroads.

FEDERAL TRANSIT ADMINISTRATION (FTA) is a government agency under the U.S. Department of Transportation, which regulates funding for transit agencies.

FIXED SIGNAL is a signal at a fixed location affecting the movement of trains (including LRT signal aspects under the control of a highway traffic signal appliance).

FREQUENCY is the number of train departures or arrivals per unit time (usually expressed in terms of the number of trains per hour).

FROG is a track assembly placed where one rail of a track crosses the rail of another track.

GAP TRAIN is a fully functional train ready for revenue service, which will be used to replace an in service train that is running behind schedule or has become disabled.

GRADE CROSSING is a crossing or intersection of a railroad and a highway at the same level or grade.

HEADWAY is the time interval between successive vehicle movements.

LIGHT RAIL TRANSIT (LRT) is a light capacity transit mode utilizing predominately semi-exclusive right-of-way and electrically propelled rail vehicles capable of multiple unit operation.

LIGHT RAIL VEHICLE (LRV) is a self-propelled unit operated in revenue passenger service on the LRT System.


LINE is the right-of-way and facilities over which LRT routes operate.

LOADING STANDARD is the target load factor that is used to define frequency of service.

MAIN TRACK is a track upon which train movements are authorized by timetable, traffic signals or LRT signals. Trains carrying passengers normally operate only on main tracks.

OPERATING ENVIRONMENT refers to the right-of-way category applied to a particular main track.

RAIL CONTROL CENTER (RCC) is a designated location where all train movements and operational functions for the main track of the LRT System are controlled and monitored.

PASSENGER DEMAND is the number of passenger trips forecasted to use the LRT service or the transit network per unit time based on patronage forecasts.

PASSENGER is a member of the public patronizing transit service.

PASSENGER LOADING STANDARD, COMFORT LOAD (PLS-c) is the number of passenger spaces within an LRV represented by the sum of the seats plus the effective standee passenger spaces remaining, calculated at three (3) passengers per square meter. This is the basic loading standard for LRT operations acceptable under most circumstances (approximately 146 passengers per LRV, depending on the design of the car).

PASSENGER LOADING STANDARD, DESIGN LOAD (PLS-d) is the number of passenger spaces within an LRV represented by the sum of the seats plus the effective standee passenger spaces remaining, calculated at four (4) passengers per square meter. This is a loading standard for LRT operations acceptable for limited durations following special events (approximately 173 passengers per LRV, depending on the design of the car).

PASSENGER LOADING STANDARD, CRUSH LOAD (PLS-e) is the number of passenger spaces within an LRV represented by the sum of the seats plus the effective standee passenger spaces remaining, calculated at six (6) passengers per square meter. This is a loading standard unacceptable for LRT operations under normal circumstances (approximately 226 passengers per LRV, depending on the design of the car).

PASSENGER STATION is a place where passengers may board and alight LRVs. The term is inclusive of the passenger platforms, walkways, and surrounding environment.

PEAK is a period of time when an elevated number of boardings takes place on a regular basis. PEAK VEHICLE REQUIREMENT is the total number of in-service vehicles required to meet a peak schedule. POCKET TRACK is a track adjacent to a main track used for staging, temporary storage or passing of trains. RIGHT-OF-WAY, EXCLUSIVE (R/WA) is an operating environment in which train operations are conducted independent of adjacent vehicular traffic movements except at controlled grade crossings where priority is generally yielded to train movements. Exclusive rights-of-way may be at grade, elevated, or below grade. Access into the operating environment by other vehicles or people is prohibited except at defined, controlled grade crossings. Maximum authorized speeds


are limited by LRV performance capabilities and site-specific civil or operating conditions that may warrant a further reduction in speed (e.g.: grade crossings, curves, signal, and interlockings).

RIGHT-OF-WAY, SEMI-EXCLUSIVE (R/WB) is an at-grade operating environment in which train operations are influenced by adjacent vehicular and pedestrian traffic. Semi-exclusive rights-of-way are typically separated from other traffic by physical barriers such as non-mountable curbing or fencing. Access into the operating environment by other vehicles or people is prohibited except at defined, controlled grade crossings. Although maximum authorized speeds for semi-exclusive right-of-way are technically the same as exclusive right-of-way, the applied influences of adjacent vehicular and pedestrian traffic generally result in a reduction in overall speeds.

RIGHT-OF-WAY, NON-EXCLUSIVE (R/WC) is an at-grade operating environment in which train operations are fully integrated with adjacent vehicular and/or pedestrian traffic. Trains may be afforded preferential surface treatments (such as reserved travel lanes separated by lines, mountable curbs, or special signals) or occupy travel lanes mixed with other traffic. The maximum authorized speed for train movements in a non-exclusive right-of-way operating environment shall not exceed the speed limit of the street that the alignment occupies, subject to civil limitations.

RIGHT-OF-WAY (ROW) is the strip of land on which the transit vehicles operate.

ROUTE is a consistent path and set of endpoints traversed by a transit vehicle in revenue service as described for the convenience of the traveling public.

SCHEDULE is that part of the Timetable which prescribes direction, number, frequency and times for movement of all scheduled trains.

SCHEDULED TRAIN is a train designated by the Timetable schedule.

SHOP is a facility for maintenance and repair activities.

SIGNAL ASPECT is the signal appearance which conveys an indication as viewed either (1) from the direction of an approaching train, or (2) Train Operator in the control compartment.

SIGNAL INDICATION is the information conveyed by the aspect of a signal.

STATION is a place designated by the Timetable by name.

STUB TERMINAL is a terminal so configured that trains reversing direction must do so by changing control cabs at the passenger platform.

SWITCH is a pair of moveable rails with their fastenings and operating rods, providing a connection over which to divert the movement of rolling stock and other on-track equipment.

TERMINAL is a passenger station located at the end of a route.

TIMETABLE is a printed, controlled document, which defines the Operating Schedule and Special Instructions, which govern the movement of trains.


TRACK is the rail, ties, rail fastenings, and hardware configured as a parallel pair of rails to support and allow the movement of rolling stock and other on-track equipment.

TRAIN is one or more LRVs, directly operated from a single control compartment.

TRIPPER is a train inserted in the schedule to make one peak period run.

TRAIN OPERATOR is the individual directly in control of a train.

TURNOUT is a particular grouping of two tracks joined together with a rail frog and switch so arranged to allow for the transfer of rolling stock and on-track equipment to cross from one track to another.

UNIVERSAL CROSSOVER is a pair of opposite facing, single crossovers on parallel or nearly parallel tracks that allow bi-directional passage from one track to the other.

YARD is a system of tracks used for making up trains and the storage of LRVs and other rolling stock.


3.0 SYSTEM DEFINITION & SYSTEM ELEMENTS

The CP/EV LRT System consists of 20 route-miles of LRT facilities. It will extend from 19th Avenue/Montebello (Spectrum Mall), in the City of Phoenix, through the Maricopa County communities of Phoenix, Tempe, and Mesa, to Main Street/Sycamore, in the City of Mesa. Figure 3-4c provides activity centers along this corridor.

The LRT System’s facilities will consist of the following elements.

• Stations and Parking Facilities

• Light Rail Vehicles

• Tracks, Bridge Structures and Right-of Way

• Shop and Yard Facilities

• Operations Control Facility

• Signals and Communications Systems

• Traction Power Substations and Overhead Catenary System

• Fare Collection Equipment

• Traffic Controls


3.1 LRT ALIGNMENT AND ORIENTATION

For operating purposes, the LRT System is described as one line from terminus to terminus.

The LRT Line extends from a terminus located near 19th Avenue/Montebello (Spectrum Mall) in the City of Phoenix eastward via 19th Avenue, Camelback Road, Central Avenue, First Avenue (westward on Central), Jefferson Street (westward on Washington Street), Washington Street, the right-of-way of the Union Pacific Railroad (UPRR), Veterans Way, McAllister Avenue, Apache Boulevard, and Main Street, to a terminus located at Main Street/Sycamore in the City of Mesa.

The orientation of the line is defined as west-to-east with City of Phoenix terminus at the west and the City of Mesa terminus at the east. In general, all movements shall be described as “eastbound” or “westbound” and all directions on the LRT System are described as either “east” or “west” relative to these points regardless of their true geographic orientation.

3.2 LRT OPERATING ENVIRONMENT

The CP/EV LRT System will use a double track configuration with one-way, single track couplets on First and Central Avenues and Washington and Jefferson Streets. It will utilize three types of right-of-way for light rail operations:

Exclusive Rights-of-Way (R/WA) are environments in which train operations are independent of adjacent traffic except at controlled grade crossings where priority is generally yielded to train movements. Access into the operating environment by roadway vehicles or people is prohibited except at defined, controlled grade crossings. As currently designed, the maximum authorized speeds will not exceed 55 miles per hour. Specific civil or operating conditions may warrant a reduction in speed (e.g., grade crossings, curves, switches).

Semi-Exclusive Rights-of-Way (R/WB) are at-grade environments in which train operations are influenced by adjacent parallel vehicular and pedestrian traffic. Semi-exclusive rights-of-way are typically separated from other traffic by physical barriers such as non-mountable curbing or fencing. Access into the operating environment by other vehicles or people is prohibited except at defined, controlled intersections. Although maximum authorized speeds for R/WB are technically the same as R/WA, the applied influences of adjacent vehicular and pedestrian traffic may result in a reduction in overall speeds.

Nonexclusive Rights-of-Way (R/WC) are at-grade environments in which train operations are fully integrated with adjacent vehicular and/or pedestrian traffic. Trains may be afforded preferential surface treatments (such as reserved travel lanes separated by lines, mountable curbs, or special signals) or occupy travel lanes mixed with other traffic. The maximum authorized speed for train movements in an R/WC operating environment shall not exceed the speed limit of the street that the alignment occupies, subject to civil limitations.

As currently designed the operating environment for the CP/EV LRT System base alignment will consist almost entirely of R/WB. R/WA is presently limited to the yard lead, the Salt River crossing of Tempe Town Lake, and the UPRR right-of-way in Tempe (about 1.7 miles in length or seven percent of the total system). No use of R/WC is presently anticipated for main line trackage except for a short section of McAllister Avenue in Tempe. Additionally the pocket tracks (for staging of trains for special events service) located on First Avenue north of Central Station and the loop track on McKinley Street between Central Avenue and First Avenue may consist of R/WC track.


Given their mutual proximity, train and traffic operations are unavoidably intertwined in an R/WB operating environment. Train movements in an R/WB operating environment are governed by timetable and the indication of LRT crossover signals and intersection signals. Train and traffic signals need to separate conflicting movements temporally while simultaneously maximizing train operating speeds and minimizing the overall impacts on traffic operations.

3.3 STATIONS

There are a total of 28 stations on the base alignment. Stations will be designed with car floor-level boarding platforms to expedite passenger boarding and alighting, as well to accommodate the mandates of the Americans with Disabilities Act (ADA). Stations will have a series of seating and waiting areas with canopies and trees for shading. Cooled water fountains will also be provided.

Beyond the ends of the platforms, there will be controlled walkways across the track. In general, this control will be by means of pedestrian crossing traffic signals, coordinated with operating rules for the rail cars. Additional safety and control measures will be considered if needed due to unique circumstances.

All stations will be designed in accordance with ADA ramp access requirements. Platforms will be set 14 inches above the top of the rails, the same level as the floor in the center portion of the light rail vehicles. Most stations will have a single center platform situated between the two tracks. Some stations will have two side platforms, one serving each track. The Fifth Street/Veterans Way that supports a Transit Center and ASU football games, will have a side platform for eastbound trains and center platform for westbound trains.

3.4 LRT STATION PARKING FACILITIES

Parking for transit passengers arriving by auto will be provided at eight stations. The stations with parking and the number of spaces provided at each are presented in Figure 3-1. The number of spaces is broken down into surface and structural parking. The only station with planned parking structure is a future structure at the Apache Boulevard/Loop 101 Station, which serves as a regional park-and-ride facility for the East Valley.

As shown in the table, the total number of parking spaces to be provided in the opening year would be 3,424 spaces


Figure 3-1 LRT Station Park-and-Ride Spaces

2008 Opening Year

Location/Station Surface Structure Total

Montebello/19th Avenue 795 0 795

19th Avenue/Camelback 411 0 411

Central Avenue/Camelback 100 0 100

38th Street/Washington 189 0 189

Dorsey/Apache Boulevard 90 0 90

McClintock/Apache Boulevard 300 0 300

Price Freeway/Apache Boulevard 695 0 695

Sycamore/Main Street 844 0 844

Total 3,424 0 3,424

3.5 LIGHT RAIL VEHICLE

3.5.1 Vehicle General Description

The light rail vehicle (LRV) has a double articulation and two main passenger compartments, joined to form one single operating unit with approximately 70 percent low-floor area of the total passenger compartment.

The forward ends of the main passenger sections have raised floors to permit the installation of powered trucks. The articulated section includes a truck design with dropped frame or running gear, providing a continuous level low floor through the articulated section to the main passenger compartments.

The vehicle is operated bi-directionally, each end having a fully equipped Operator's cab. Operating controls and vehicle performance is equally operating from either end.

3.5.2 Vehicle Key Parameters

Vehicle Dimensions:

- Length: 91 feet 10 inches(27.99 meters) over couplers

- Width: 104.33 inches (8 feet 8.33 inches (2.65 meters)) (over car body)

107.5 inches (8 feet 11.5 inches (2.73 meters)) (over door threshold)

- Overall height: 12 feet 2.6 inches (3.725 meters) (pantograph down and locked)

- Top of shroud height: 12 feet 0.5 inches (3.67 meters)

Vehicle General Characteristics:


- Provide maximum possible low floor area, 70 percent approximate

- Low floor height: 14.00 inches (355 millimeters) (at doorway)

- Track gauge: Standard / 4 feet 8.5 inches (1435 millimeters)

- Bi-directional

- High performance / energy efficient air conditioning for Phoenix weather conditions

- Minimum Horizontal curve: 82 feet (25 meters)

- Minimum Vertical Curve: crest: 820 feet (250 meters) sag: 1,150 feet (350 meters)

- Maximum Gradient: 4 percent long sustained, 7 percent short duration

- 4 bi-parting passenger doors per side

- Energy absorbing cab end, cab bumper and retractable automatic coupler

- Special cab end aesthetic design to our concept

- Operating voltage: nominal 750 Vdc (525 Vdc minimum, 900 Vdc maximum)

- Maximum operating speed: 55 miles per hour (88.5 kilometers per hour)

- Acceleration: 3 mph/sec +/-5% (1.34 m/sec²) (AW0 thru AW2)

- Braking: Service: 3.0 miles per hour per second, +/-5% (1.34 meters/second²) (AW0 thru AW3). Emergency: 4.0 miles per hour per sec, (1.8 meters/second2) from 55 to 30 mph; 4.5 miles per hour per sec (2.0 mters/second2) from 30 to 0 mph.

- Passenger capacity: 66 seats (including tip-ups) and 120 standees at AW2 (4 passenger per square meter)

- Four wheelchair positions

- Four bicycle positions

- ADA compliant with automatic leveling suspension

- Pantograph reach: 13 feet (4 meters) to 23 feet (7.01 meters)


3.5.2.1 Vehicle Aesthetic Appearance (Figure 3-2)

Figure 3-2 CP/EV LRT Vehicle


3.5.2.2 Vehicle Interior (Figure 3-3)

Figure 3-3 CP/EV LRT Vehicle Interior


3.6 TRACK STRUCTURE

The track structure consists of both ballasted (open) track in the yard and yard lead, and embedded track on a designated right of way along the 20 mile corridor. Direct fixation track is used at select locations such as the Tempe Town Lake bridge structure.

The track standard is standard gauge (56.5 inches). Ballasted track is 115 RE rail section, supported by concrete crossties. Embedded track is R153N girder rail encased in a rubber boot. Direct fixation is 115 RE supported on track fasteners mounted on reinforced concrete plinths.

The track configuration varies along the alignment dependant upon the degree of exclusivity from other traffic and the availability of right-of-way. The Main Line is double track in its entirety with single-track couplets on the one-way segments of Central Avenue – Washington Street and First Avenue – Jefferson Street. Two 3-car capacity (McKinley loop and 1st Ave/Adams) and two 12-car capacity (Fifth and Veterans Way) pocket tracks are located on the system. In addition, there is a proposed loop track with storage capability at 11th Street.

Figure 3-4a and 3-4b provide a simplified representation of CP/EV LRT stations, main tracks, junctions, pocket tracks, crossovers, and shop and yard facilities.


Figure 3-4a Track Configuration


Figure 3-4b Track Configuration - Continued


Figure 3-4c Corridor Activity Centers


3.6.1 Track Arrangements

The CP/EV LRT System consists of the following types of track arrangements:

Junctions are locations where two or more rail lines meet at grade.

Terminals are a combination of passenger stations and crossovers, generally located at the end of an LRT route, so configured as to effectuate the reversal of trains. This could include loop tracks if a station is nearby and a terminus is not located at the end-of-line. Yard tracks may also be considered as a terminal point.

Intermediate Crossovers are power or manually operated turnouts provided on a line section to permit trains to crossover between tracks at places not otherwise associated with a junction or terminal.

Pocket Tracks are tracks, with associated turnouts, used for “holding” or “staging” trains clear of main tracks at strategic locations for easy insertion into the flow of train traffic, as needed. Pocket Tracks can be used for temporary storage of disabled vehicles.

3.6.2 Junctions

The CP/EV LRT System will have one junction on Washington Street and 52nd Street where the Main Line and the yard lead tracks meet.

3.6.3 Terminals

The CP/EV LRT System will contain four terminals, of three types:

Stub terminals are configured such that trains reversing direction must change control cabs. Stub terminals will have storage tracks capable of “holding” or “staging” trains clear of main track and station area.

Loop terminals are configured to allow trains to reverse their direction of travel without requiring the operator to change control cabs.

Yard Leads connect yard and shop facilities to main tracks.

Figure 3-5 lists the location, type, direction of orientation, and corresponding crossovers and midpoint milepost for each of the LRT terminals. The direction of a terminal’s “turn orientation” refers to the direction in which trains depart from the terminal, based upon the configuration of the terminal.

Figure 3-5 CP/EV LRT Terminals

General Location Type Turn

Orientation Crossover

Name Crossover Location

19th/Montebello Stub East SPECTRUM W6.10 McKinley/Central Ave. Loop East MCKINLEY W0.57

Washington/52nd Street Yard East & West YARD

ENTRANCE E5.82

Main St/Sycamore Stub West VALLEY E13.10


3.6.4 Intermediate Crossovers

Intermediate crossovers are located where trains may be required to be directed from one main track to another. Intermediate crossovers may also be used to reverse trains during certain circumstances, such as transitions between peak/off-peak headways and during special event operations or unusual operating circumstances. Intermediate crossovers will be provided at locations necessary to accommodate the following operating conditions:

• Allow extra trains (required for example, to accommodate special event riders) to serve certain high traffic-generating stations, or groups of stations. Crossovers in the vicinity of these stations will allow special train moves without the need to traverse the entire line to and from end-point terminals, resulting in more efficient train utilization.

• Sustain scheduled train service reliably on a single track during light travel periods in the late evening and overnight hours in the event of track and catenary maintenance, and also for train breakdowns or emergency conditions. Crossovers will be located to allow minimum service headways of 15 to 20 minutes in each direction.

The following formula was used to determine the minimum headway between intermediate crossovers on a particular track segment:

Headway = (2 X One Way Running Time Between Crossovers) + 2 Minutes An exception to the above (minimum service headways of 15 minutes) is the single-track couplet area on Central Avenue & Washington Street, and First Avenue & Jefferson Street. No crossovers are located along the couplet due to the distance between the two tracks. The nearest crossovers will require a minimum service headway of 32 minutes. Additionally, since this crossover operation will require running against the normal flow of vehicular traffic on one-way streets, reverse running in the couplet area will only occur in an emergency situation.

3.6.5 Pocket Tracks

As shown in Figure 3-6 the CP/EV LRT System will have four pocket tracks to permit staging of vehicles for special events and for temporary storage of disabled vehicles.

Figure 3-6 Pocket Tracks

General Location

Milepost (Midpoint)

Orientation Maximum No. of Cars

Central Station/McKinley

St.

W0.26 East 6

Washington/11th

(future) E2.65 West/East 3

5th & Veterans Way

E8.62 East 6

5th & Veterans Way

E8.62 West 6


3.7 SHOP & YARD FACILITIES

The Maintenance and Storage Facility (MSF) site is approximately 63 acres and is bounded on the north by the south bank of the SRP Grand Canal, on the south by Sky Harbor Boulevard, on the east by Loop 202 and on the west by SR 143. The MSF site consists of yard lead tracks, yard storage tracks, maintenance/shop buildings, LRV service areas, maintenance storage areas, two substations, parking areas and access roads. Figure 3-7 shows the general area of the Maintenance Storage Facility.


Figure 3-7 Maintenance and Storage Facility


3.7.1 Description of Facilities

The Preliminary Industrial Engineering Report describes in detail the design approach, provides discussion of the work to be performed, and develops projected staffing and space requirements for all facilities and areas located on the site.

3.7.2 Maintenance of Equipment Shop

The Maintenance of Equipment (MOE) Shop provides the following:

• Agency oversight staff offices;

• Office space for Transportation Services, Systems & Facilities Maintenance and LRV Maintenance Contractor staff

• LRV heavy repair (HR) and unscheduled repair (UR) tracks;

• Preventive maintenance (PM) and corrective maintenance (CM) tracks;

• Wheel-truing track;

• LRV Body repair and paint booth track;

• All MOE support shops; and

• LRT System central stores

The shop and yard is designed to accommodate 56 LRVs initially and be capable of expansion to serve a build-out fleet of 100 LRVs. See Figure 3-8.

The MOE shop-building footprint is approximately 74,000 square feet. There is a partial basement of approximately 38,000 square feet, a mezzanine reception/conference area of approximately 5,000 square feet and a second floor general office area of 18,000 square feet.

3.7.3 MOE Functions

All major maintenance and component change-outs will be undertaken within this shop. Rebuilding of major components will be performed offsite by vendors. Each shop bay will accommodate two LRVs and be capable of being expanded to four LRVs. All shop tracks are run-through and there is a shop bypass/loop track.

Material handling is provided by a series of bridge cranes, monorails, jib-cranes and elevators. Two in-floor hoists are provided to lift LRVs and the floor slabs are designed to permit use of portable LRV lifts.

All MOE support shops, foreman’s offices, mechanics welfare facilities and MOE stores are located on the shop floor. General offices are located on the second floor level.

3.7.4 Central Stores Functions

The system Central Stores is located on the shop floor level and in a partial basement area. A secured outside central stores area is also provided. Central Stores receives all materials and provides materials to each department for their departmental secured storage and provides day-to-day supplies for unsecured use.


Figure 3-8 Maintenance and Storage Facility


3.7.5 General Office Functions

The LRT Rail Control Center will be located near Central Station, at RPTA Headquarters, 302 North First Avenue. All other LRT Operating staff will be located within the MOE Shop.

The second floor of the MOE Shop will provide offices for the following:

• Agency LRT Director, Operations and Maintenance

• Agency Operations and Maintenance Oversight staff

• Agency Support staff

• Transportation Services Contractor - Operations staff

• LRV Maintenance Contractor - MOE staff

• Systems & Facilities Maintenance Contractor - Support staff

The second floor will also be the reporting location for all LRV operators and fare inspectors.

3.7.6 Service and Cleaning Area

The daily servicing, cleaning and inspection of the LRVs will be performed in the Service and Cleaning (S&C) area. This area consists of two electrified tracks with an LRV floor high platform. The platform provides support facilities such as: sanding equipment, slop sinks, floor drains for draining cleaning equipment, water, storage equipment for day to day supplies and mini-dumpsters for refuse. Support offices for LRV inspection staff are also located at the west end of the S&C platform.

Storage containers for local secured storage, compactor/dumpster, electric cart and vehicle parking are provided adjacent to the S&C area.

3.7.7 LRV Washer

A single track, enclosed, one-direction, recycling LRV washer will be provided in line with the S&C tracks. A support enclosure houses the equipment rooms supporting the washer.

3.7.8 Yard Tracks

3.7.8.1 Yard Lead Tracks

Access to the MSF from the LRT main line tracks will be accomplished via two yard lead tracks from Washington Street just west of the Loop 202 freeway. The yard lead tracks cross over the UPRR tracks and the SRP Grand Canal and slope to grade to the entrance at the shop and yard. Controlled crossovers are provided in the main line track east and west of the Loop 202 and on the yard lead to provide operating flexibility. The yard lead tracks are partially on a retained embankment, an embankment and on bridges crossing over the UPRR and SRP Grand Canal.


3.7.8.2 LRV Storage Tracks

The LRV storage yard contains tracks for the initial storage of 50 LRVs. Additional areas have been designated for future tracks to increase total storage up to 100 LRVS. An internal access road will be provided around the LRV storage tracks with a connecting road bisecting the storage track area. Between alternating tracks there are paved pedestrian/cart way paths and roads suitable for a small pickup truck.

3.7.9 Maintenance of Way Shop Compound

The Maintenance of Way (MOW) shop structure is approximately 12,500 square feet. A secured MOW shop compound will provide office space for MOTRO administrative staff, Systems & Facilities Contractor personnel, welfare facilities, support shops, interior controlled storage area, exterior stores area, hazmat storage, parking for all MOW vehicles and a rail siding for MOW equipment storage and delivery/unloading of new LRVs.

3.7.10 Site Access and Internal Circulation Roads

Highway access to the Maintenance and Storage Facility site will be via 48th Street. The existing 48th Street will be regraded and reconstructed from a point north of the UPRR tracks to a point south of the SRP canal. The UPRR grade crossing will be modified as needed. The bridge over the SRP canal has been replaced with a new wider and longer bridge.

The Maintenance and Storage Facility Site will have an internal circulation road system connecting to 48th Street and provide access for employees, visitors, deliveries and emergency services to all facilities. All roads will be designed to accommodate emergency services vehicles and will also permit deliveries of LRVs on semi-trailers.

An entry station will be located on the internal circulation road from 48th Street that will provide controlled access to the site.

3.8 SYSTEMS

3.8.1 Signal System

3.8.1.1 Introduction

Being mainly a street running system there will not be automatic block signals or cab signals. Safety of operations along the CP/EV LRT alignment will primarily be the responsibility of Train Operators using “line of sight” operating procedures that will be fully explained in the Rule Book and Standard Operating Procedures. The signal system provided will be limited and consist of track circuits for train detection to assist in the regulation of train movements through crossovers and to protect against inadvertent switch movements under trains. Street traffic control systems, via LRV bar signals, will be used as the primary means to regulate train movements along the alignment and through street crossings.

Under normal operating conditions, train movements on the main line will proceed according to train schedules without the need for intervention from the RCC. Routing at the terminal stations, at the Yard entrance, and to exit pocket tracks, will be performed via the RCC SCADA control or through the use of a Train-to-Wayside Communications (TWC) System. The Train Operator


activates the TWC by moving his train over a wayside coil. TWC has also been provided at the leaving ends of pocket tracks to permit the Train Operator to provide an input to the street traffic control system when ready to depart. The turnouts serving the pocket tracks will be power operated on the leading end and will use spring switches or powered switches at the leaving end. System monitoring will be provided by the communications system, through the use of the Automatic Vehicle Location (AVL) and Supervisory Control and Data Acquisition (SCADA) subsystems. Routing of trains for single tracking, special events, and other emergency conditions at intermediate crossovers, sidings, etc. will be performed by the RCC and Rail Supervisors. Local control panels (LCPs) will be provided in nearby equipment enclosures for emergency operations and maintenance purposes.

3.8.1.2 Controlled Crossovers

Switches at the principal crossovers will be remotely controlled from the RCC. Monitors in RCC will indicate the position of switches and route locking via switch point indicators. Switch point signal indicators are positioned at all crossovers as a visual verification for the Operator for switch positioning and route alignment. Wayside LRT bar signals and switch point indicators at controlled crossovers will authorize and convey movement instructions to Train Operators. Line of sight operating rules will be in effect between crossovers. Controlled crossovers are as follows:

• MONTEBELLO (19th Avenue/Montebello Avenue)

• PIERSON (Central/Highland Avenue)

• CULVER (Central/Roosevelt Street)

• SKY/27TH (Washington/27th Street)

• SERVICE/YARD (Yard Lead Tracks)

• STADIUM/MILL (5th St/Veterans Way)

• SYCAMORE (Main St./Sycamore)

In addition, manually operated, universal crossovers are placed at three strategic locations in the system. The primary purpose of these crossovers is to provide capability for single track running which may be necessary because of catenary or track maintenance, line blockage, disabled vehicle, or other reasons. These crossovers will be hand operated.

The signal system will not be capable of tracking train movements between crossovers. Movement status and train location, when needed, will be ascertained by radio communication from the RCC and the Train Operator and will be supplemented by the AVL system.

3.8.1.3 Control and Supervision

General Train movement along the alignment will be regulated primarily via the street traffic control system. Track circuits have been provided at select locations for train detection, to protect against inadvertent switch movements under trains, and to provide a measure of train separation in areas of poor line of sight visibility and to prevent opposing train movements between interlockings. LRT bar signals will be used as the primary means to coordinate the movements of train and automotive street traffic. The signal and street traffic control systems


will interface with each other to provide information on train location, etc., in order to provide a coordinated operating system.

The signal system fundamentally will consist of the following basic functions:

• Track circuits for train detection, at select locations;

• Track circuits for switch detector locking, at powered switch machine locations;

• Route requests and indications;

• Interfaces to street traffic control systems;

• Interfaces to Communications; and,

• Highway and pedestrian grade crossing warning systems, where applicable.

Rail Control Center LRT System operation will be centrally controlled from the RCC (to be located in the combined Rail/Bus Rail Control Center located at 302 North 1st Avenue), with communications links to facilities and trains over the SCADA and radio systems. The SCADA system will use a fiber optics cable transmission system to carry signals required for monitoring and control of the signals and traction power systems. RCC Controllers will have the ultimate responsibility for the control, coordination and monitoring of all train movements on the main line through the use of these systems.

Monitoring Information received from the signal system (track circuits) and the AVL system will be used for train tracking to display graphical representations of trains as they progress along the alignment. The RCC will continuously communicate with signal system logic to obtain the latest status of field devices, such as track circuits, switches and crossing gates. The current status of these field devices will be maintained, recorded, and displayed on workstation CRT displays.

Control The ability to control principal crossovers remotely will be provided from the RCC via the SCADA system. Provisions will also be provided to control crossover operations locally, from a LCP placed in a location near the crossover. The LCP will be able to control operations normally performed by RCC, both for normal operations as well as maintenance and testing. The signal system will provide required connections and transmit data from signal equipment enclosures to the communications system, as well as provide the ability to transfer control between local and remote. Local control must be closely monitored and coordinated with Field Supervisors on-site who can visually see and communicate with the trains.

Alarms The signal system will provide alarms to the RCC, via the SCADA system, necessary for operations and maintenance personnel to properly operate and maintain the system. Alarms provided will include functions such as:

• Loss of AC power;

• Power supply failure;


• Low DC voltage;

• Microprocessor trouble (where applicable);

• Blown fuse;

• Equipment intrusion;

• Highway grade crossing gate malfunction (where applicable).

3.8.2 Traction Electrification System (TES)


Each LRV will be powered by two onboard electric traction motors. 850 volts of direct current will be supplied to the vehicle from wayside traction power substations through the traction power distribution system. Power is distributed to the vehicle through an overhead contact wire installed over each track. A pantograph collector on each LRV picks up the power to feed the traction motors. The running rails are used for the traction power negative return.

Traction power will be supplied from the substations through an underground positive cabling system to the overhead contact system, and returned to the substations through an underground negative cabling system from the running rails.

The TES is designed to supply sufficient power to the LRVs for safe, efficient, and continuous operations of the LRT System even in the event of one traction power substation being off-line. Design of the traction power system has been coordinated with the electric utility companies that will be providing primary power for the system to insure that the substations are not fed from the same utility substations. Primary electric power will be supplied to the LRT System from two utility companies, Arizona Public Service (APS) and Salt River Project (SRP). APS provides power to 9 substations and SRP provides power to 6 substations.

The Phoenix metropolitan area experiences extreme high temperatures during the summer months. This condition results in very high (75 kW) auxiliary power loads for the 26 tons of air-conditioning on each LRV

3.8.2.2 General Requirements

The TES is comprised of both traction power supply and distribution systems. The steel rails that comprise the LRT track act as the negative return path and are part of the distribution system. The rails are a critical part of the TES, but are designed and constructed as part of the line section contracts. The elements and requirements in the following sections describe the elements of the traction power supply and distribution system design:

Traction Power Substations (TPSS) The TPSS represents the traction power supply component of the system. It consists of all equipment between the interface point with the electric power utility and the interface point with the direct current (DC) feeder system. Primary AC power from the utility company is converted to DC power by the use of a thyristor controlled rectifier.


Utility Power Supply The electric utility companies will provide 12.47 kV, 3-phase, 60 Hz power circuits to each traction power substation as primary service.

DC Feeder System The DC feeder system constitutes one of two elements in the traction power distribution system. It includes the positive DC feeders from the traction power substation to the OCS, the negative DC feeders from the substation to the rails. The system also includes raceways, pull boxes, manholes, and associated appurtenances for the routing of the feeder cables.

Overhead Contact System (OCS) The OCS is the other component in the traction power distribution system. The OCS consists of the Overhead Conductor subsystem and the physical structure and support subsystem. The Overhead Conductor subsystem includes OCS support (cantilevers and headspan assemblies), OCS conductors (messenger wire & contact wire), jumpers, hangers, clamps, etc. The physical structure and support subsystem consists of OCS poles, foundations, and assemblies integrated with the poles and foundations, i.e. counterweight assemblies and downguys. Pole-mounted and pad-mounted disconnect switches are also included.

3.8.2.3 System Voltages

The following constitutes the basis for electric traction power system design and rating:

Nominal OCS Voltage 850 VDC

Maximum OCS Voltage 900 VDC

Vehicle Operating Voltage (minimum) 525 VDC

Maximum Rail to Ground Voltage 50 VDC

The nominal traction power voltage delivered to the vehicle is 850 volts DC, with the system voltage being allowed to rise to 900 volts DC during vehicle regeneration. Bus voltage at the substation is 850 VDC. During normal system operations, the minimum allowable line voltage to the vehicle is not less than 625 volts DC even during contingency operations (one substation out of service). Voltage at the LRV pantograph must typically be at least 625 volts DC to ensure full vehicle performance. Normal revenue operations are to be possible with one substation out-of-service, provided that adjacent substations are operating normally.

Typically on light rail projects the minimum vehicle operation voltage is 30 percent below the nominal voltage, and the maximum is 20 percent above the nominal voltage. The vehicle performance criteria are based on 850 VDC nominal.

3.8.2.4 Traction Power Substation Location

The TPSS locations were derived from the traction power system analysis in conjunction with real estate coordination. The 14 main line substation sites have been determined to be adequately sized to accommodate a substation building as well as the associated ground grid and site work. These sites are described in Figure 3-9.


There will also be two substations at the Maintenance & Storage Facility site. One substation will provide power to the yard lead tracks and yard storage tracks. This substation is located east of the Maintenance of Way building. The other will be used to provide traction power to the track in the Maintenance of Equipment Building. This substation is located in the basement of the building.


Figure 3-9 Preliminary Main Line Substation Locations

TPSS No. Power Circuit Stationing

TPSS Spacing (miles)

LRT Parcel No. Substation Site Locations

#1 Montebello TPSS 100340 30-1023

5537 N. 19th Ave. Located east of 19th Ave at south end of park and ride lot and 300 ft. from center of trackway

#2 17th Ave TPSS 105125 0.91 30-1120

1610 W. Camelback Rd. Located on north side of Camelback and 200 ft from center of trackway.

#3 Indian School TPSS 114760 1.82 30-2078

4307 N. Central Ave. Located east of Central in Steele Indian School Park. 430 ft from center of trackway.

#4 Catalina TPSS 120600 1.11 30-2162

108 W. Catalina Dr. Located on north side of Catalina in Park Central Mall parking area. 450 ft from center of trackway.

#5 Roosevelt TPSS 129150 1.62 30-3042

1010 N. Central Ave. Located on north side of Roosevelt between Central & 1st Ave.

#6 9th Street TPSS 137715 1.62 30-3380

908 E. Jefferson St. Located on northeast corner of 9th St & Jefferson.

#7 26th Street TPSS 148625 2.07 30-3714

2525 E. Washington St. Located in gore area where Washington & Jefferson split at 26th St.

#8 38th Street TPSS 156320 1.46 30-4114

3735 E. Washington St. Located at west end of Greyhound Park parking lot. 105 ft. from center of trackway.

#9 56th Street TPSS 167850 2.18 30-4243

5453 E. Washington St. Located on south side of Washington 2 blocks west of 56th St.

#10 Town Lake TPSS 177215 1.77 30-5017

Located on south side of Tempe Town Lake on northeast corner of 1st St & Ash.

#11 Terrace TPSS 184525 1.38 30-6041

Located on north side of Terrace (realigned) east of Rural Rd. 100 ft from center of trackway.

#12 McClintock TPSS 190650 1.16 30-6222

Located at east end of McClintock Park and Ride Lot. 205 ft. from center of trackway

#13 Tempe Canal TPSS 197790 1.35 30-7000

Located just east of Tempe Canal on north side of Main St. (Apache). 85 ft. from center of trackway.

#14 Sycamore TPSS 201900 0.78 TBD

Located on west end of Sycamore Transit Center on north side of Main St. 100 ft. from center of trackway. 1818 West Main Street.

#15 Yard TPSS TBD N/A MSF

Located in the basement of the MSF MOE building. 605 S. 48th Street


3.8.3 Communications Systems


The communications systems for the CP/EV LRT System will include numerous subsystems and supporting infrastructure required to provide the complete, integrated communications network a modern rail system must have to meet operational, safety, code and regulatory requirements. Details of each of the required subsystems are described below.

3.8.3.2 System Description

System operation will be centrally supervised from the RCC to be located within the combined Rail/Bus Control Centers at 302 1st Avenue. Communications links will be provided to station and wayside facilities and to the MSF over a fiber optic cable transmission system. Voice and data links to trains will be via a two-way radio system. The fiber optics cable transmission system will carry signals required for operation, monitoring and control of public address (PA), variable message boards (VMB), telephones, ticket vending machines (TVM), CCTV, traction power system status and control, signaling system status and control, and selected fire/intrusion/temperature/service power notifications and alarms. Two-way voice radio will be used to communicate with trains, maintenance and supervisory personnel. A data radio subsystem will be provided to monitor selected train internal systems and to transmit data/control messages to onboard systems, operators and passengers.

Communications equipment will be located at the RCC, the MSF, at passenger stations, TPSS, and signal equipment enclosures along the wayside.

3.8.3.3 Communications Subsystems

Communications subsystems include the following:

• Two-Way Radio (data and voice);

• Fiber Optics Cable Transmission;

• Telephones;

• Public Address;

• Variable Message Boards;

• CCTV;

• Fire Alarm and Intrusion Detection;

• SCADA;

• AVL;

• UPS; and

• Car-borne Equipment


3.8.4 Automated Fare Collection System

A Proof-of-Payment (POP) system will be used for the CV/EV LRT System. Under a POP system, a fare-paid area is defined as part of the operating environment within which all passengers must be able to demonstrate that they have paid a proper fare. Passengers are required to pre-purchase fares from station TVMs which will be installed near the entry of the station platforms. Any person found within the fare paid area that is unable to demonstrate proof of fare payment would be considered trespassing and would be subject to removed and/or fine.

The following discussion outlines how a POP fare control system would be implemented in the specific context of the CP/EV LRT System:

Under a POP system, a fare-paid area would encompass the interior of all LRVs and the station platforms. This allows fare inspection and enforcement during all service periods and special events. The limits of the fare-paid area will be clearly and consistently demarcated through fixed-signage stating that passengers must possess proper proof of fare payment beyond that point.

All passengers within the fare-paid area must be able to demonstrate that they have paid a proper fare. This proof consists of a valid ticket or pass pre-purchased from station TVMs located adjacent to the boundary of the fare-paid area, or from other sales outlets. A validator, located within the TVM must validate fare media that was purchase at an offsite vendor.

At least two TVMs with validators will be provided for each station entry to maximize the availability of equipment, and to allow for mechanical failure, ticket stock depletion, or revenue overflow. Additional TVMs with validators must be provided at high volume stations and park-n-rides subject to significant peaking, as warranted by forecasted passenger demand.

3.9 TRAFFIC CONTROL

3.9.1 Introduction

Since the LRT system is mainly on city streets, the alignment will contain a large number of intersections and crossings of automotive traffic and pedestrians. The types of LRT interface locations or crossings consist of the following:

1. Intersections with public streets,

2. Median turn slots for left or U-turns,

3. Entry or exit service road slip ramps,

4. Driveways,

5. LRT crossovers from the center to the side of the street or mid-block crossings, and,

6. Non-intersection pedestrian crossings at stations or mid-block locations.

The number of crossings by type is listed in Figure 3-10. The total number of crossings is 162. Because of the one-way couplet, the number of crossings by direction would be less. The


crossings at fire stations will be equipped with emergency traffic signals and are included in Figure 3-10. The signals at fire stations are activated by push buttons within the station. The fire dispatcher will release the roll-up doors at the station and push the LRV notification button. A message is sent to the train bar signals on either side of the fire station where the proceed bar will cycle from proceed, prepare to stop then stop, incorporating the same timing and cycling as all intersections in the system.

Figure 3-10 Summary of LRT Crossings

Segment Street

Intersections

Median Turn Slots

Entry/Exit Service

Road Slip Ramps Driveways

LRT Crossover/ Mid-Block Crossing

Non- Intersection Station or Mid-Block Pedestrian Crossing

Controlled by Traffic Signals

Non- Signalized Mid-Block Pedestrian Crossing

19th Ave/Camelback Rd Segment: Bethany Home Rd to Central Ave

10 0 0 0 1 2 0

North Central Ave Segment: Camelback Rd to McDowell Rd

14 0 1 0 1 4 0

Downtown Phoenix Segment: McDowell Rd to 7th St

27 0 2 2 9 2 0

Washington St/Jefferson St Segment: 7th St to 26th St

22 0 15 4 0 0 0

East Washington St Segment: 26th St to Town Lake Bridge

17 0 1 0 1 1 0

Downtown Tempe/ASU Segment: Washington St to Apache Blvd

3 0 0 0 3 0 0

Apache Blvd/East Main St Segment: Rural Rd to Sycamore

14 0 0 0 0 6 0

Totals 107 0 19 6 15 15 0 Grand Total 162

The types of control for vehicular traffic at crossings include traditional traffic signals, blank-out or variable message signs, and railroad gates. These traffic control devices may be used alone or in combination. Following is a summary of the preferred traffic control by type of crossing.

• All crossings at intersections with public streets and at median left turn slots would be controlled by traffic signals. These signals may be full traffic signals in which traffic movements in both directions along the main street and traffic on the cross street are controlled by the same controller, or half signals in which traffic movements in each direction along the main street are controlled by separate controllers and traffic on the cross street is controlled by one of the two controllers. In addition to traffic signals, blank-out/ static signs would be used as a supplemental control device to control right turns on red across the LRT tracks or left turns on red on one-way streets. The blank out signs would be activated when LRT trains approach the intersection crossing.


• All entry and exit slip ramps with the service roads in downtown Phoenix and along Washington Street and Jefferson Street would be controlled by traffic signals and blank-out signs. The traffic signals would remain in the green mode except when a LRT train approaches.

• All driveway crossings would be controlled by blank-out message signs. There are two driveway crossings in downtown Phoenix and nine on Washington/Jefferson Street segment between 7th Street and 26th Street on frontage roads near slip ramps.

• All non-intersection LRT cross lane movements from the center to the side of the street would be controlled by either traffic signals or railroad-type gates. The cross lane movements on Camelback Road at 1st Avenue and on Central Avenue at Mariposa Street would be controlled by traffic signals. Railroad gates would control the mid-block cross lane movements at the Yard lead track on Washington Street west of Loop 202, the transition from the median of Washington Street to an off-street alignment west of Mill Avenue, and the non-intersection crossing along the UPRR at 1st Street in Tempe.

• All intersection pedestrian crossings at stations would be controlled by traffic signals. These crossings are located at mid-block stations. One end of the platform would be served from the pedestrian crosswalk at the intersection and the opposite end of the platform would be served from a signalized offset pedestrian crosswalk. The mid-block stations are located on Central Avenue north of Indian School Road, north of Thomas Road, north of Encanto Boulevard, and south of McDowell Road.

• All non-intersection pedestrian crossings at mid-block locations would be controlled by traffic signals except for the existing crossing on Central Avenue at Roanoke Avenue and on Stadium Drive near 6th Street.

3.9.2 Traffic Signal Plans

The preliminary signal plans were prepared for typical intersections along the corridor to indicate the various signal designs and layouts associated with the signalized intersections along the corridor. Preliminary signal plans also were prepared for non-typical intersections. The preliminary signal plan designs were prepared based upon criteria set forth by the cities of Phoenix, Tempe, and Mesa and using standards from Arizona Department of Transportation (ADOT).

Final traffic signal plans will be prepared during the final design plan preparation stage. The traffic signal plans will be refined with additional details as required by each jurisdiction to create the final signal plans. The final traffic signal plans will incorporate comments as received from the cities of Phoenix, Tempe and Mesa following their review of the preliminary typical traffic signal plans.

The Project will require upgrading the traffic signal controllers at intersections along the LRT alignment and installation of new LRT signals to control LRT train movements through the intersections. The LRT signals will be hard-wired and operated by the traffic signal controllers, which will be interfaced with the LRT signal system (where provided) and the LRT Rail Control Center.


4.0 OPERATING POLICY

CP/EV LRT operating policy incorporates the following general objectives:

• Provide safe, secure, convenient, reliable, clean service to the general public.

• Configure LRT service into a minimum number of routes designed to provide a one-seat ride for the greatest number of passengers.

• Adjust LRT consists, headways, and operating strategies to reflect forecasted passenger demand consistent with passenger loading standards.

• Maximize bus/rail transfer and coordination opportunities.

• Accommodate special event ridership.

• Minimize LRT operating expense and capital costs but maximize operational effectiveness.

This section and the following sections will use the above objectives to formulate the operation, management, and maintenance plans of the CP/EV LRT System.

4.1 ROUTINE RAIL OPERATIONS

4.1.1 Service Hours

CP/EV LRT main line service will operate seven days a week. The system will operate on weekdays and Saturdays from 5:00 a.m. to 12:30 a.m., and on Sundays from 5:00 a.m. to Midnight. The level of service operated on holidays will reflect the level of service Valley Metro operates on the bus system for each particular holiday. Bus service currently operates Sunday levels of service on six holidays: New Years Day, Memorial Day, Independence Day, Labor Day, Thanksgiving Day, and Christmas.

4.1.2 Route Structure

The CP/EV LRT main line service will operate as a single route between the two end points of the base alignment (19th Avenue/Montebello to Main Street/Sycamore). A limited express service from Central Station in downtown Phoenix to Main Street/Sycamore will be considered during the peak periods.

4.1.3 Operating Strategies

Operating strategies may vary the stopping pattern for LRT service as deemed appropriate in response to passenger demand. Variations in stopping patterns can reduce travel times and enhance operational effectiveness for some passengers but may increase peak vehicle requirements. Alternative operating strategies, however, should be minimized to ease comprehension by the traveling public. These operating strategies may include:

• Short-turning service - terminating selective train movements at a station short of the regular terminus for a particular route.


• Skip-stop service - alternating stopping patterns on successive train movements that are not limited by traffic and train signaling systems.

Once the CP/EV LRT System is fully constructed, systems integration and pre-revenue service testing will commence to ensure that all system elements are operating correctly together. This time will also be used to refine/validate run times, conduct headway studies, and test various operating strategies, including express service as those briefly described in Section 4.1.2.

4.1.4 Passenger Loading Standards

Peak period operations should be designed to limit the density of standee passengers to a reasonable standard during normal operating conditions. Application of this standard to the current car design results in a passenger loading standard of 146 passengers per car (PLS-c) under normal peak circumstances. Following special events and other short-term periods of high traffic, car loadings as high as 172 passengers per car (PLS-d) will be permitted.

Loading standards during normal off-peak service periods would be equal to a seated load.

If actual ridership is greater than anticipated, loading standards and/or service levels may need to be increased for both peak and off-peak periods.

4.1.5 Service Frequencies

Service headways of ten minutes in peak periods and 15 to 20 minutes off-peak have been defined for initial weekday service for the first year of service. These headways reflect a desire to maximize convenience for the traveling public and ease intermodal coordination through a frequent level of service. Weekend headways will vary between 15 to 30 minutes.

4.1.6 Train Consist Size

A single car represents the minimum consist for an LRT train. The maximum number of cars per LRT train is a function of many factors including: platform lengths at stations; power and signal system limitations and capabilities; and block lengths between cross-streets. The primary limiting factor for CP/EV LRT is the short block lengths in Downtown Phoenix, which restricts trains in revenue service to a three-car maximum. Longer trains may operate in non-revenue service; however this assumes that operating practices will ensure that cross-street traffic is not disrupted.

Based on the initial loading standards described in Section 4.1.4 and the service frequencies recommended in Section 4.1.5, two-car trains would be considered as the basic operating consist for CP/EV LRT trains in revenue service. But the basic consist size will increase whenever passenger demand exceeds two-car capacity, such as during peak periods and special events. Opening year peak period ridership will require operating on 10-minute headway with a two-car train as the basic operating consist during weekday AM and PM peaks. It also may prove to be cost efficient for weekday service to provide two-car trains during the early morning and midday period rather than uncoupling trains and re-coupling before the AM and PM peaks.


4.2 PATRONAGE FORECASTS

Rail operations must be responsive to the level of patronage forecasted to use the proposed LRT System. The level of LRT service scheduled must be sufficient to meet passenger demand with an appropriate combination of headways and train consists, balanced by the need to minimize operating costs.

4.2.1 MAG Ridership Forecasts

Ridership forecasts have been determined through an iterative process. A series of weekday patronage forecasts for the CP/EV LRT System was prepared using the Maricopa Association of Governments (MAG) travel demand-forecasting model. The model was employed during conceptual engineering for testing assumptions concerning LRT alignments, station locations, intermodal interfaces, and service frequencies. The model outputs represent passenger movements in the year 2020, which is the design horizon year for the operating plan. The latest projections for opening year of service (2008) are based on peak boarding assumptions but use as a base the original daily ridership as contained in the CP/EV LRT New Starts Report.

The current projections are as follows:

Year Opening 2020

Daily Riders 26,000 49,900

Peak Hour Riders 4,300 7,920

Peak Link and Direction Volume 1,390 2,590

Headways during Peak 10 min. 6 min.

4.2.2 Peak Period Ridership

Peak passenger boardings and alightings at the individual stations are provided in Figures 4-1 through 4-4 for a one-hour period during a typical AM peak period. The “Opening Year” numbers were extrapolated from “Year 2020” station boarding calculations.


Figure 4-1 Opening Year Peak Period Boardings and Alightings

By Station – Eastbound

Avg. Passengers per Car = Passenger Volume ÷ No. of Peak Direction Cars (14)

The Washington/Center Pkwy station was added following the Boarding/Alighting and

Scheduling/VISSIM modeling. Table will be updated when data is available.

Eastbound AM Peak Period Passenger Avg. PassengersTEN-MINUTE HEADWAYS Exits Boardings Volume per Car

Montebello/19th Avenue 0 868 868 7219th Avenue/Camelback 12 257 1,113 937th Avenue/Camelback 17 51 1,147 96Central Avenue/Camelback 26 269 1,390 116Campbell/Central Avenue 34 24 1,380 115Indian School/Central Avenue 62 56 1,374 115Osborn/Central Avenue 97 31 1,308 109Thomas/Central Avenue 67 127 1,368 114Encanto/Central Avenue 20 6 1,354 113McDowell/Central Avenue 17 31 1,368 114Roosevelt/Central Avenue 71 57 1,354 113Van Buren/Central Avenue 103 91 1,342 112Washington/Central Avenue 62 82 1,362 1143rd Street/Washington 104 88 1,346 11212th Street/Washington 107 32 1,271 10624th Street/Washington 117 22 1,176 9838th Street/Washington 70 11 1,117 9344th Street/Washington 43 107 1,181 98Priest Drive/Washington 102 62 1,141 95Mill Avenue/Third Street 319 31 853 71Fifth Street/College 335 22 540 45University Drive/Rural 22 5 523 44Dorsey/Apache Boulevard 113 30 440 37McClintock/Apache Boulevard 70 13 383 32Smith-Martin/Apache Boulevard 72 7 318 27Price Freeway/Apache Boulevard 8 10 320 27Sycamore/Main Street 320 0 0 0TOTAL 2,390 2,390


Figure 4-2 Opening Year Peak Hour Boardings and Alightings

By Station – Westbound




Westbound AM Peak Period Passenger Avg. PassengersTEN-MINUTE HEADWAYS Exits Boardings Volume per Car

Sycamore/Main Street 0 771 771 64Price Freeway/Apache Boulevard 0 174 945 79Smith-Martin/Apache Boulevard 14 29 960 80McClintock/Apache Boulevard 10 137 1,087 91Dorsey/Apache Boulevard 48 90 1,129 94University Drive/Rural 5 33 1,157 96Fifth Street/College 132 86 1,111 93Mill Avenue/Third Street 186 51 976 81Priest Drive/Washington 54 92 1,014 8544th Street/Washington 49 102 1,067 8938th Street/Washington 33 11 1,045 8724th Street/Washington 74 22 993 8312th Street/Washington 106 18 905 753rd Street/Washington 65 43 883 74Washington/Central Avenue 72 37 848 71Van Buren/Central Avenue 104 41 785 65Roosevelt/Central Avenue 64 29 750 63McDowell/Central Avenue 32 4 722 60Encanto/Central Avenue 48 4 678 57Thomas/Central Avenue 151 18 545 45Osborn/Central Avenue 50 15 510 43Indian School/Central Avenue 70 15 455 38Campbell/Central Avenue 52 11 414 35Central Avenue/Camelback 108 18 324 277th Avenue/Camelback 21 5 308 2619th Avenue/Camelback 114 6 200 17Montebello/19th Avenue 201 0 0 0TOTAL 1,863 1,863


Figure 4-3 Year 2020 AM Peak Period Boardings and Alightings

By Station - Eastbound




Eastbound AM Peak Period Passenger Avg. PassengersSIX-MINUTE HEADWAYS Exits Boardings Volume per Car

Montebello/19th Avenue 0 1,617 1,617 8119th Avenue/Camelback 22 479 2,074 1047th Avenue/Camelback 30 95 2,138 107Central Avenue/Camelback 49 501 2,590 130Campbell/Central Avenue 64 46 2,572 129Indian School/Central Avenue 115 105 2,562 128Osborn/Central Avenue 181 58 2,439 122Thomas/Central Avenue 124 237 2,552 128Encanto/Central Avenue 38 11 2,525 126McDowell/Central Avenue 30 57 2,551 128Roosevelt/Central Avenue 133 107 2,525 126Van Buren/Central Avenue 192 170 2,503 125Washington/Central Avenue 115 152 2,540 1273rd Street/Washington 194 164 2,510 12612th Street/Washington 200 59 2,369 11824th Street/Washington 218 40 2,191 11038th Street/Washington 130 21 2,082 10444th Street/Washington 80 200 2,201 110Priest Drive/Washington 190 115 2,126 106Mill Avenue/Third Street 594 57 1,589 79Fifth Street/College 624 41 1,006 50University Drive/Rural 40 8 974 49Dorsey/Apache Boulevard 210 55 819 41McClintock/Apache Boulevard 132 25 712 36Smith-Martin/Apache Boulevard 135 12 589 29Price Freeway/Apache Boulevard 14 18 593 30Sycamore/Main Street 596 0 0 0TOTAL 4,450 4,450


Figure 4-4 Year 2020 AM Peak Period Boardings and Alightings

By Station – Westbound


The Washington/Center Pkwy station was added following the Boarding/Alighting and Scheduling/VISSIM modeling. Table will be updated when data is available.

Westbound AM Peak Period Passenger Avg. PassengersSIX-MINUTE HEADWAYS Exits Boardings Volume per Car

Sycamore/Main Street 0 1,436 1,436 72Price Freeway/Apache Boulevard 0 323 1,760 88Smith-Martin/Apache Boulevard 26 53 1,787 89McClintock/Apache Boulevard 19 256 2,024 101Dorsey/Apache Boulevard 89 168 2,103 105University Drive/Rural 9 62 2,156 108Fifth Street/College 246 160 2,070 104Mill Avenue/Third Street 346 95 1,819 91Priest Drive/Washington 100 172 1,891 9544th Street/Washington 91 189 1,989 9938th Street/Washington 62 20 1,947 9724th Street/Washington 137 41 1,851 9312th Street/Washington 198 33 1,686 843rd Street/Washington 121 81 1,646 82Washington/Central Avenue 134 69 1,581 79Van Buren/Central Avenue 193 76 1,464 73Roosevelt/Central Avenue 119 54 1,399 70McDowell/Central Avenue 59 7 1,347 67Encanto/Central Avenue 89 6 1,264 63Thomas/Central Avenue 280 34 1,018 51Osborn/Central Avenue 94 28 952 48Indian School/Central Avenue 130 28 850 43Campbell/Central Avenue 96 20 774 39Central Avenue/Camelback 201 34 607 307th Avenue/Camelback 39 9 577 2919th Avenue/Camelback 212 11 376 19Montebello/19th Avenue 375 0 0 0TOTAL 3,465 3,465


4.3 INTERMODAL PLANNING AND COORDINATION

4.3.1 Intermodal Connections

A comprehensive, integrated bus/rail interface plan has been development as a joint effort of LRT and bus planning staffs. Part of the plan is to re-orient current bus service routes to integrate with LRT rail stations. As currently planned, the following locations along the CP/EV LRT corridor will have intermodal stations with bus and rail connections:

• 19th Avenue & Montebello

• Central Avenue & Camelback

• Central Station

• 24th Street & Jefferson/Washington

• 44th Street and Washington

• 5th Street and Veterans Way

• Apache Boulevard and Price Freeway

• Main Street & Sycamore

4.3.2 Coordination

The LRT Rail Control Center (RCC) will be co-located with the City of Phoenix bus control center. This will permit close coordination between modes since normal LRT and bus operations must be capable of accommodating routine service irregularities or interruptions on connecting transit modes.

Working with Valley Metro and City of Phoenix bus operations and others, operational contingency plans will be prepared in advance for implementation in the event of abnormal operating conditions. Contingency plans will take into account a comprehensive cross section of disrupted service scenarios. Intermodal connections will be protected to the maximum extent possible in the event of an abnormal operating condition. Such procedures will be developed and described in future operational contingency planning efforts.


5.0 OPERATING PLAN

Travel time estimates have been produced for the base alignment. The estimates for the base alignment reflect the following assumptions:

• Alignment, stations, and intersections based on civil characteristics and locations described in the CP/EV LRT plan drawings and the observed civil speed limits for adjacent streets.

• Vehicle acceleration and deceleration rates based on the performance of the Kinkisharyo LRV on level grade and full (not crush) passenger loading.

• R/WB curve speeds were based on maximum unbalanced super elevation of 3 inches.

• Traffic signal phasing and synchronization based on traffic data provided by the municipalities.

• Low-High ranges of travel times were established based on 1,000 iterations of the travel time model. For each run of the model, initial train departure times from the originating terminal as well as start times for non-synchronized traffic signal cycle were randomly generated.

• Dwell times at intermediate stations were assumed to be 15 seconds per station average for 28 station based on peak loading.

• The maximum achievable speed calculated for surface LRT alignments was often limited by the safe braking distance as calculated for the approaches to traffic signals.

• Conditional statements were included in the travel time calculations to permit higher speeds if allowable under the recommended signal progression scheme. Many smaller segments show a lower operating speed because trains could not accelerate to full speed in such a short distance.

5.1 RUN TIMES AND SCHEDULES

5.1.1 Travel Time Estimate

In order for the CP/EV LRT System to offer an attractive and competitive level of service, it will be necessary to maximize the operating speed of trains without causing the operation of vehicular traffic to deteriorate to unacceptable levels. Although full traffic signal preemption would theoretically provide the best overall operating speeds for the base alignment, this approach is disruptive to traffic operations and traffic signal systems. On the other hand, complete reliance upon the existing signal progressions would result in significantly diminished operating speeds for trains and erratic performance.

Some type of signal priority must be afforded to the movement of trains in order to maintain operating speeds and on-time performance at acceptable levels. Predictive priority is an integrated train and traffic control system for the CP/EV LRT System that will offer reliably and consistent train-operating speeds.

Reflecting this design approach, CP/EV LRT travel speeds were established which generally split the difference between the estimates calculated for the base alignment with full preemption and no preferential treatment for train movements. The estimated operating speeds and travel times for the base alignment are summarized in Figure 5-1.


Based on these assumptions, one-way travel time for the base alignment (without dwell times) was estimated to be about 46 minutes, achieving an overall operating speed 26 miles per hour. Factoring in dwell time at intermediate stations increases average travel time to 54-56.5 minutes and reduces the overall average operating speed to 21-22 miles per hour.

5.1.2 Travel Time Simulation Model

In addition to the analyses described above, a computer simulation model, called “VISSIM”, has been used to predict travel times along the CV/EP LRT System. This program analyzes traffic and LRT operations under constraints such as lane configuration, traffic composition, traffic signals, block signals, transit stops, etc. thus making it a useful tool to evaluate various operating alternatives. VISSIM is also being utilized to establish a preferred strategy of traffic signal priority for advancement and use in final design for the LRT System.


Figure 5-1 Estimated CP/EV LRT Travel Time

Station Dwell Time (min:sec)

Station to Station Travel Time (min:sec) Average Speed (mph)

WB EB WB EB WB EB Station Location

Distance (feet) AM PM AM PM AM PM AM PM AM PM AM PM

1 Montebello/19th Ave. 00:15 00:15 00:15 00:15 4260 01:56 01:47 02:19 02:01 25 27 21 24 2 19th Ave./Camelback 00:15 00:15 00:15 00:15 4688 02:01 02:03 02:08 02:07 26 26 25 25 3 7th Ave./Camelback 00:15 00:15 00:15 00:15 2482 01:14 01:24 01:04 01:11 23 20 26 24 4 Central Ave./Camelback 00:15 00:15 00:15 00:15 2650 01:33 01:30 01:58 02:10 19 20 15 14 5 Campbell/Central Ave. 00:15 00:15 00:15 00:15 1978 01:17 01:13 00:49 01:06 18 18 28 20 6 Indian School/Central Ave. 00:15 00:15 00:15 00:15 3324 01:46 01:44 01:28 01:31 21 22 26 25 7 Osborn/Central Ave. 00:15 00:15 00:15 00:15 2060 01:11 01:08 01:00 01:00 20 21 23 23 8 Thomas/Central Ave. 00:15 00:15 00:15 00:15 2749 01:05 01:28 01:30 01:13 29 21 21 26 9 Encanto/Central Ave. 00:15 00:15 00:15 00:15 3307 01:31 01:35 01:37 01:34 25 24 23 24 10 McDowell/Central Ave. 00:15 00:15 00:15 00:15 2247 01:06 01:08 00:57 01:12 23 23 27 21 11 Roosevelt/Central Ave. 00:15 00:15 00:15 00:15 2409 2752 01:18 01:22 01:24 01:22 21 20 22 23 12 Central Station 00:15 00:15 00:15 00:15 1100 1497 00:59 01:01 01:33 01:25 13 12 11 12 13 Phoenix CBD 00:15 00:15 00:15 00:15 1206 2053 01:22 01:22 01:39 01:51 10 10 14 13 14 Phoenix CBD East 00:15 00:15 00:15 00:15 3983 4155 02:36 02:30 02:34 02:32 17 18 18 19 15 12th St. & Washington/Jefferson St. 00:15 00:15 00:15 00:15 8335 7861 03:22 03:38 03:10 03:18 28 26 28 27 16 24th St. 00:15 00:15 00:15 00:15 9113 8934 03:27 03:22 03:20 03:11 30 31 30 32 17 38th St. & Washington St. 00:15 00:15 00:15 00:15 3600 01:37 01:46 01:27 01:36 25 23 28 25 18 44th St. & Washington St. 00:15 00:15 00:15 00:15 10240 03:47 03:43 03:19 04:13 31 31 35 28 19 Papago Park Ctr./Priest Dr. 00:15 00:15 00:15 00:15 2767 01:03 00:54 01:02 00:54 30 35 30 35 20 Center Pkwy. & Washington St. 00:15 00:15 00:15 00:15 5357 02:11 02:14 01:48 01:53 28 27 34 32 21 Mill Ave. & 3rd St. 00:15 00:15 00:15 00:15 1520 00:50 00:44 00:49 00:49 21 23 21 21 22 5th St. & Veterans Way./Stadium Dr. 00:15 00:15 00:15 00:15 3460 02:08 02:09 02:18 02:25 18 18 17 16 23 Rural Rd. & University Dr. 00:15 00:15 00:15 00:15 3960 02:23 02:18 02:29 02:14 19 20 18 20 24 Dorsey Ln. & Apache Blvd. 00:15 00:15 00:15 00:15 2610 01:20 01:31 01:22 01:06 22 20 22 27 25 McClintock Dr. 00:15 00:15 00:15 00:15 2264 00:55 00:56 01:15 00:54 28 28 21 29 26 Smith-Martin 00:15 00:15 00:15 00:15 3840 01:46 01:46 01:57 01:52 25 25 22 23 27 Price Freeway P&R 00:15 00:15 00:15 00:15 6650 02:30 02:11 02:37 02:21 30 35 29 32 28 Sycamore 00:15 00:15 00:15 00:15

Grand Total 07:00 07:00 07:00 07:00 53:53 54:27 56:36 56:06 22 22 21 21

The Washington/Center Pkwy station was added following the Boarding/Alighting and Schedule/VISSIM modeling. Table will be updated when data is available.


5.2 TRAIN SCHEDULES

5.2.1 Peak

For initial operations, a peak headway of 10 minutes was found to be the most favorable compromise between schedule frequency, vehicle utilization, passenger comfort, and operating costs. In addition, it is advantageous to have train schedules that are easily remembered by the public. For example, departures at each terminal station beginning on the hour, then every ten minutes thereafter (a “memory schedule”).

Based on a roundtrip run of 118 minutes, operating on 10-minute headways requires a minimum of 12 trains to maintain the schedule. This results in a total circulation time per train of 120 minutes; but only provides for two minutes of turnaround at terminal stations (i.e. one minute at each station). Simulations indicate that to maintain the memory schedule and to provide adequate turnaround time at each terminal station, an additional 2 trains will be required in circulation to maintain schedule dependability. With 14 (12 plus additional 2) trains during peak periods, this will provide approximately 11 minutes for turn around and recovery time at each terminal station. This changes the roundtrip circulation time to 140 minutes.

It is the intent of the CP/EV LRT Project to initially operate two car trains on 10-minute headways during the peak period with the possibility of some trains being 3 cars in length as required. This gives the system a maximum hourly PLS-c capacity of 1400 passengers as compared to the projected peak link/direction ridership of 1390 passengers. Operating two car trains provides an excess capacity of 10 passengers per hour when compared to the PLS-c loading standard. Still, opening day operations will have 598 passengers standing per hour (or 50 standing passengers per car) on the peak link/direction segment.

Figures 5-2 and 5-3 present a memory schedule with a 10-minute headway.

In addition to the above service a limited express service will be tested between Phoenix CBD and Mesa.

5.2.2 Off-Peak

The planned weekday minimum headway is 15 minutes but will range between 15 to 30 minutes depending on time of day and train logistics (moving trains in and out of service).

On weekends without Special Events, Saturday’s minimum headway will be 30 minutes and Sunday’s will be up to 30 minutes.


Figure 5-2 Typical Peak Hour – Eastbound Schedule

Ten-Minute Headways


Montebello/19th Avenue 7:00 7:10 7:20 7:30 7:40 7:50 8:00 19th Avenue/Camelback 7:02 7:12 7:22 7:32 7:42 7:52 8:02 7th Ave/Camelback 7:04 7:14 7:24 7:34 7:44 7:54 8:04 Central Avenue/Camelback 7:06 7:16 7:26 7:36 7:46 7:56 8:06 Campbell/Central Avenue 7:08 7:18 7:28 7:38 7:48 7:58 8:08 Indian School/Central Avenue 7:10 7:20 7:30 7:40 7:50 8:00 8:10 Osborn/Central Avenue 7:12 7:22 7:32 7:42 7:52 8:02 8:12 Thomas/Central Avenue 7:14 7:24 7:34 7:44 7:54 8:04 8:14 Encanto/Central Avenue 7:15 7:25 7:35 7:45 7:55 8:05 8:15 McDowell/Central Avenue 7:17 7:27 7:37 7:47 7:57 8:07 8:17 Roosevelt/Central Avenue 7:18 7:28 7:38 7:48 7:58 8:08 8:18 Van Buren/Central Avenue 7:20 7:30 7:40 7:50 8:00 8:10 8:20 Washington/Central Avenue 7:22 7:32 7:42 7:52 8:02 8:12 8:22 3rd Street/Washington 7:24 7:34 7:44 7:54 8:04 8:14 8:24 12th Street/Washington 7:27 7:37 7:47 7:57 8:07 8:17 8:27 24th Street/Washington 7:30 7:40 7:50 8:00 8:10 8:20 8:30 38th Street/Washington 7:33 7:43 7:53 8:03 8:13 8:23 8:33 44th Street/Washington 7:35 7:45 7:55 8:05 8:15 8:25 8:35 Priest Drive/Washington 7:38 7:48 7:57 8:08 8:18 8:28 8:38 Mill Avenue/Third Street 7:40 7:50 8:00 8:10 8:20 8:30 8:40 Fifth Street/College 7:41 7:51 8:01 8:11 8:21 8:31 8:41 University Drive/Rural 7:44 7:54 8:04 8:14 8:24 8:34 8:44 Dorsey/Apache Boulevard 7:47 7:57 8:07 8:17 8:27 8:37 8:47 McClintock/Apache Boulevard 7:48 7:58 8:08 8:18 8:28 8:38 8:48 Smith-Martin/Apache Boulevard 7:51 8:01 8:11 8:21 8:31 8:41 8:51 Price Freeway/Apache Boulevard 7:53 8:03 8:13 8:23 8:33 8:43 8:53 Sycamore/Main Street 7:56 8:06 8:16 8:26 8:36 8:46 8:56


Figure 5-3 Typical Peak Hour – Westbound Schedule

Ten-Minute Headways


Sycamore/Main Street 7:00 7:10 7:20 7:30 7:40 7:50 8:00 Price Freeway/Apache Boulevard 7:03 7:13 7:23 7:33 7:43 7:53 8:03 Smith-Martin/ Apache Boulevard 7:05 7:15 7:25 7:35 7:45 7:55 8:05 McClintock/Apache Boulevard 7:08 7:18 7:28 7:38 7:48 7:58 8:08 Dorsey/Apache Boulevard 7:09 7:19 7:29 7:39 7:49 7:59 8:09 University Drive/Rural 7:12 7:22 7:32 7:42 7:52 8:02 8:12 Fifth Street/College 7:15 7:25 7:35 7:45 7:55 8:05 8:15 Mill Avenue/Third Street 7:16 7:26 7:36 7:46 7:56 8:06 8:16 Priest Drive/Washington 7:18 7:28 7:38 7:48 7:58 8:08 8:18 44th Street/Washington 7:21 7:31 7:41 7:51 8:01 8:11 8:21 38th Street/Washington 7:23 7:33 7:43 7:53 8:03 8:13 8:23 24th Street/Washington 7:26 7:36 7:46 7:56 8:06 8:16 8:26 12th Street/Washington 7:29 7:39 7:49 7:59 8:09 8:19 8:29 3rd Street/Washington 7:32 7:42 7:52 8:02 8:12 8:22 8:32 Washington/Central Avenue 7:34 7:44 7:54 8:04 8:14 8:24 8:34 Van Buren/Central Avenue 7:36 7:46 7:56 8:06 8:16 8:26 8:36 Roosevelt/Central Avenue 7:38 7:48 7:58 8:08 8:18 8:28 8:38 McDowell/Central Avenue 7:39 7:49 7:59 8:09 8:19 8:29 8:39 Encanto/Central Avenue 7:41 7:51 8:01 8:11 8:21 8:31 8:41 Thomas/Central Avenue 7:42 7:52 8:02 8:12 8:22 8:32 8:42 Osborn/Central Avenue 7:44 7:54 8:04 8:14 8:24 8:34 8:44 Indian School/Central Avenue 7:46 7:56 8:06 8:16 8:26 8:36 8:46 Campbell/Central Avenue 7:48 7:58 8:08 8:18 8:28 8:38 8:48 Central Avenue/Camelback 7:50 8:00 8:10 8:20 8:30 8:40 8:50 7th Avenue/Camelback 7:52 8:02 8:12 8:22 8:32 8:42 8:52 19th Avenue/Camelback 7:54 8:04 8:14 8:24 8:34 8:44 8:54

Montebello/19th Avenue 7:56 8:06 8:16 8:26 8:36 8:46 8:56


5.3 RAIL FLEET SIZE

Based on the LRT system characteristics, the preliminary rail operating plan, and the ridership projections, the fleet size for the CP/EV LRT System was calculated for the base alignment. The number of trains required for peak period operations for 2008 (year of opening) was developed based on the following formula:

n = T / hpk

Where: n = number of trains T = total round trip travel time hpk = peak headway in minutes

Application of this formula using the 140 minute round trip travel time from Section 5.2.1, results in a peak period requirement of 14 trains for a 10-minute headway. Using two-car consists to address passenger loads, brings the normal peak car requirement to 28 cars. Adding 2 cars for limited express service discussed in Section 5.2.1 brings the total peak vehicle requirement to 30 cars for year 2008 service.

An additional four cars will be required for gap trains and/or reserve trains for special events. The remainder of cars will be involved in maintenance actions, which results in a total fleet size of 50 cars. Additional fleet size information and projected fleet increases are provided in the CP/EV LRT Rail Fleet Management Plan.

5.4 FLEET OPERATING STATISTICS

CP/EV LRT fleet operating statistics were calculated based on the conceptual rail operations plan discussed in this report and on opening year service requirements. The annual figures include factors to account for weekends and holidays.

Estimated annual operating statistics for the CP/EV LRT System are summarized in Figure 5-4 for the base alignment.

Figure 5-4 Estimated Annual Operational Statistics

Train Miles Car Miles Service Car-hours

Average Miles per Car

Routine Service Weekdays 988,000 1,212,000 68,000 Saturdays 193,000 193,000 11,000 Sundays 125,000 125,000 8,000

Special Events 108,000 216,000 15,000 TOTAL 1,414,000 1,746,000 102,000 34,920


6.0 SPECIAL EVENT RAIL OPERATIONS

An important aspect of CP/EV LRT operations plan is the requirement that the system accommodate a significant volume of passenger traffic associated with special events in addition to normal daily riders.

6.1 SERVICE FEASIBILITY

Figures 6-1 and 6-2 describe the general service requirements associated with a representative number and sampling of Central Phoenix/East Valley special events. Not every special event will require the operation of additional trains, and normally scheduled, CP/EV LRT service should have sufficient latent capacity to absorb a number of additional passenger trips. An analysis of the representative crowd size and characteristics of the 24 categories of special events is outlined in Figure 6-1. The operational impacts of these events are summarized in Figure 6-2.


Figure 6-1 Representative List of Central Phoenix/East Valley Special Events

Source: Phoenix Downtown Partnership & Tempe DTC, July 1998.

Notes:

(1) LRT ridership following special event that does not exhibit a bulk discharge is estimated to be 25 percent of the total LRT ridership associated with the special event.

(2) The right-most column of Figure 6-1 expresses passenger volumes associated with special events in terms of the number of LRT cars needed to accommodate the crowd based on passenger loadings discussed in Section 4.1.4. This information is also illustrated in Figure 6-2.

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Phoenix Activities Phoenix Suns Phoenix Mercury Arizona Rattlers Arizona Landsharks Ice Shows Major Concerts

19,023 13,703 15,980

4,000 11,000 11,000

32 11

2 7 3 4

14 4 6 6 3 6

10% 10% 10% 10%

8% 8%

1,902 1,370 1,598

400 880 880

Yes Yes Yes Yes Yes Yes

1,902 1,370 1,598

400 880 880

11 cars 8 cars

10 cars 3 cars 5 cars 5 cars

Convention Center Weekday Average Weekend Average

680 1,100 261

5215% 15%

102 165

No No

26 41

NoneNone

Miscellaneous (Circus, etc.) Weekday Average Weekend Average Arizona Diamondbacks

600 4,000

46,742

261

55

52 26

15% 15% 10%

90 600

4,674

Yes Yes Yes

90 600

4,674

1 car4 cars

27 carsTempe Activities

AMA Supercross Epicurean Festival Spring Festival of the Arts Spring Football Concerts Downtown Cooldown Sun Devils Football Sun Devils Basketball Band Day Rolling Stones Concert Fantasy of Lights Fall Festival of the Arts Block Party

60,000 10,000 83,333

60,000 60,000

7,500 66,014

6,628 70,000 70,000 12,500

8,333 175,000

1

1

1 1

11

1 2 1 1

1 2 2 1 1

5 8 1

2 2

10% 10% 10% 12% 10%

8% 8%

10% 10% 10%

8% 12% 12% 12%

7,000 6,000 1,000

10,000 6,000 4,800

600 6,601

663 7,000 5,600 1,500 1,000

21,000

Yes Yes No No

Yes Yes No

Yes Yes Yes Yes No No No

7,000 6,000

250 2,500 6,000 4,800

150 6,601

663 7,000 5,600

375 250

5,250

41 cars 35 cars

2 cars 15 cars 35 cars 28 cars

1 cars 39 cars

4 cars 41 cars 33 cars

3 cars 2 cars

31 cars


Figure 6-2 Operational Impact of Special Events

Impact on LRT Operations After Event

Major Impacts

Moderate Impacts

Minor Impacts

Over 30 30 to 11 10 to 0

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Phoenix Activities Phoenix Suns 11 cars 6 cars Minor 32 14Phoenix Mercury 8 cars 3 cars Minor 11 4Arizona Rattlers 10 cars 5 cars Minor 2 6Arizona Landsharks 3 cars None None Ice Shows 5 cars cars Minor 3 3Major Concerts 5 cars cars Minor 4 6Convention Center Weekday Average None None None Weekend Average None None None Miscellaneous Weekday Average 1 car 1 None Weekend Average 4 cars None None Arizona Diamondbacks 27 cars 22 cars Moderate 55 26 Tempe Activities AMA Supercross 35 cars 30 cars Major 1 Epicurean Festival 2 cars None None Spring Festival of the Arts 15 cars 120 Moderate 1 2 Spring Football 35 cars 30 cars Major 1 U2 Concert 28 cars 23 cars Moderate 1 Downtown Cooldown 1 car None None Sun Devils Football 39 cars 34 cars Major 1 5 Sun Devils Basketball 4 cars None None Band Day 41 cars 36 cars Major 1 Rolling Stones Concert 33 cars 28 cars Moderate 1 Fantasy of Lights 3 cars None None Fall Festival of the Arts 2 cars None None Block Party 31 cars 26 cars Moderate 1 1 8 58 29 52 33


6.2 MINOR IMPACT EVENTS

The analysis indicates that 16 of 27 special event categories would have minor or no impact on routine LRT operations. The passenger traffic associated with these events could be accommodated by increasing routine train consists from one to two cars before and after an event. Events of this magnitude requiring some degree of a special operational response are expected to occur on 82 weekdays and 45 weekend days per year.

6.3 MODERATE IMPACT EVENTS

Another six of the special event categories are anticipated to have a moderate impact on operations, most of which are associated with either Sun Devil Stadium or Bank One Ballpark (BOB). These events would likely require the operation of longer train consists and additional trains prior to and after the event. Events of this magnitude requiring some degree of a special operational response are expected to occur on 60 weekdays and 36 weekend days per year.

The feasibility of accommodating special events with moderate operational impacts with the CP/EV LRT System was investigated by exploring the implications of an Arizona Diamondback game at BOB. Attendance at a Diamondback game can exceed 46,700 spectators, about 10 percent of whom are anticipated to use the CP/EV LRT System.

Accommodating post game traffic is aggravated by two factors:

• While pre-game traffic is spread over a relatively long time period, post-game traffic is very concentrated, exhibiting a “bulk discharge” crowd dynamic. Most modern ballparks are designed to enable about two-thirds of the spectators to exit in the first 15 minutes following the end of an event, and the remainder to leave within 30 minutes.

• Games are most likely to end during off-peak periods, when 15-minute service headways are routinely in effect.

During off peak hours and assuming a 15-minute headway, hourly capacity is 624 passengers at the PLS-c standard. Ridership of about 5,000 persons can be expected in the 90-minute period before the game (4,600 fans and 400 LRT patrons). There are a number of operating options that can be used to meet this demand. For example, this capacity may be achieved by operating 10-minute headway service with three-car trains beginning 1-½ hours prior to the game. This will provide a PLS-d maximum ridership of 5,022 passengers. Additional reserve vehicles would also be available under this operating option. For example 14 one-car trains (to maintain the 10-minute headway schedule throughout the system) plus 18 additional cars, would permit making nine of the one-car trains into nine three-car trains for the 90 minute period.

Another option is to maintain 15-minute system schedules with one-car trains and insert additional trains at five-minute headways between the regularly scheduled trains. This results in a five-minute headway operation. Sufficient cars exist to add four two-car trains, four three-car trains, and add one car to the four trains operating on the system schedule (making them two-car trains). This schedule can only be run for one hour and results in an hourly capacity of 5,208 at PLS-d standards.

Operating on 20-minute system schedules would provide an additional two cars resulting in a one hour maximum capacity of 5,580 passengers. Other options to increase short term capacity will be considered such as, short turning and express running of a limited number of trains.


6.4 MAJOR IMPACT EVENTS

Another five of the special event categories are anticipated to have a major impact on operations, all of which are associated with Sun Devil Stadium. Attendance at certain events at Sun Devil Stadium can exceed 70,000 spectators, with a potential for 7,000 to use the CP/EV LRT System. These events would require the operation of longer consists and additional train movements before and after the event. Events of this magnitude requiring a special operational response are expected to occur on two weekdays and eight weekend days per year.

Other than the options previously described in Section 6.3, there are few remaining operating options that would significantly increase passenger capacity and maintain service schedules without an increase in the size of the rail car fleet or without exceeding the design passenger loading standard (PLS-d) of 186 riders per car. This means that the demands of major impact events may not always be completely met without some number of passengers experiencing longer-than-normal wait times (greater than 45 minutes). This issue will be further explored and detailed in the next revision of this report.


7.0 OPERATING MANAGEMENT AND MAINTENANCE

Introduction This section of the operating plan briefly describes the standard procedures for assembling the consist of a train, assigning operators, operating and troubleshooting equipment, and the management tools that will be developed to guide those working on the system. Topics include: operating trains according to rules of the road, handling of passenger related matters, adhering to the schedule, dealing with irregularities and emergencies, and other procedures needed for Train Operators, Supervisors and others directly involved in train service.

7.1 OPERATING MANAGEMENT

The Agency will hire private contractors to operate and maintain the CP/EV LRT System. As part of this effort, the Agency will establish certain performance parameters and standards, operating rules, and specific maintenance requirements for the Contract Operator. The Agency will have an in-house, oversight staff consisting of senior managers who will be responsible to set policies, oversee and audit the Contractors performance. The Contractors may modify the following basic methods, with approval by the Agency, to meet their needs as long as the service is adequately provided and is in full compliance with all Agency requirements.

The following paragraphs briefly describe basic methods and minimum supervision requirements to operate the system on a daily basis:

All mainline train movements are made under the jurisdiction of the RCC. During normal operating hours, two supervisors, called Rail Controllers, are needed to staff the RCC functions. These two supervisors control or monitor mainline rail service, operate and monitor traction power facilities, and monitor station and equipment alarms using consoles or workstations. They maintain close radio communications with Train Operators, facilities, systems and LRV maintenance personnel.

Movements within the Yard will use line of sight rules. Requests for car movements to and from the MOE shop that are LRV Maintenance related originate with the shop foreman or other designated person. Appropriate orders are issued by the shop foreman through radio communications. Car location within the yard and shop is maintained by the shop foreman.

Dispatchers handle functions such as Train Operator check in and assignment, fitness for duty inspections, operator time keeping, posting of bulletins, filling of open work, coordinating additional operators for special events, etc. They maintain close communications with the shop foreman and Rail Controllers.

Other supervisors, called Rail Supervisors are on duty during each shift and every day that revenue service is being provided. Any unusual occurrence or irregular operation may require assistance from these mobile, supervisory personnel. Rail Supervisors are qualified LRV operators and are trained to take control of trains and local operations upon direction of the RCC. Rail Supervisors also check on-time performance, Operator performance and station loading conditions.


7.2 OPERATING MANAGEMENT TOOLS

7.2.1 The CP/EV LRT Rule Book

This is the basic manual that sets forth standards of conduct, appearance, obedience, judgment, responsibility, and job knowledge required by all employees providing CP/EV LRT service. A copy will be issued to each CP/EV LRT operating employee.

7.2.2 Standard Operating Procedures

Standard Operating Procedures (SOPs) are the "how to do it" manuals. These documents describe the proper use of equipment and/or guidelines for actions to be taken in specific situations. They are rarely revised, but will be superseded from time to time as changes, additions, or replacements are made in equipment, routes, or practices. A copy of each applicable SOP will be issued to each employee.

7.2.3 Operating Orders

This document is issued to each Train Operator and Rail Supervisor. It describes day-to-day changes that may be required in procedures or operations. It is the means of communicating information not appropriate to a permanent SOP: information applying only for a day, a few days, or until further notice (e.g., temporary slow orders or schedule changes, construction advice). 7.2.4 Bulletins

Rail System Bulletins are issued as needed to give notice of additions to or changes in the Rule Book, SOPs, or Operating Orders or to provide important administrative information to rail system employees.

7.2.5 Other Documents

Other documents will be needed for use of the Train Operators, supervisors, and staff directly involved in train service. Most of these are of an administrative nature (e.g., for timekeeping or personnel records) or are maintenance records (e.g. inspection reports). Certain other documents should be distinctive for the CP/EV LRT System, such as the schedule, train order format, and the Rail Controller’s daily log.

7.2.6 Employee Training and Qualifications

The specific requirements for training, qualification, and certification of rail system personnel will be developed and added to this section.

7.3 NORMAL OPERATOR PROCEDURES

7.3.1 Introduction

This Section outlines procedures involving Train Operators including normal routines as well as potential problem areas with which Train Operators must contend.


7.3.2 Report for Duty - Going into Service

Each Train Operator going on duty will report to the Dispatcher at the MOE Building operator ready room. The Dispatcher will visually check for fitness for duty, make assignment of run and consist, and advise the Train Operator of where to pick up a train and advise the Operator of any slow orders or events that may be impacting the system. The Train Operator will proceed to the consist and prepare it for service according to the start-up and inspection SOP, which covers procedures for placing a train into revenue service.

7.3.3 General Routine for Train Operator

A day's work for a Train Operator will begin and end at the MOE Building operator ready room. At the start, it may involve taking a train consist from the yard or relieving a previous operator. At the end of the day's work (or run), it may involve bringing the consist to a storage location or handing it off to a relieving operator. During the course of a run, a train operator may be relieved by another operator, and later may, in turn, relieve a third operator. Reliefs will normally be made in the system, at the stations near the junction of the yard lead tracks with the main line. Reliefs could be made elsewhere in the system as determined by the Contract Operator and Agency.

7.3.4 On-Board Equipment/Systems

Equipment and systems of the light rail vehicle together with general instructions for operation will be described in the LRV Operator’s Manual, published by the manufacturer, Kinkisharyo. This manual includes instructions for operating the vehicles; berthing the train at stations; operating the doors, lights, and other controls; setting signs and; making passenger announcements. It also includes the procedures for changing direction, coupling and uncoupling trains, using radio, and handling of car alarms.

7.3.5 Passenger Accommodations

The method of accommodating persons with disabilities as well as other passenger related matters will be included in the Rule Book and SOPs.

7.4 RADIO COMMUNICATION PROCEDURES

Responsibilities of employees for operation of available radio communications equipment will be set out in the Rule Book. Specific messages and protocol to use for routine and emergency radio conversations relating to train operation will be given in the SOPs.

Equipment and means available for communicating between train and the RCC or yard and train, train operator and passengers, yard and RCC, and that reserved for maintenance control, will be described in operator training courses and SOPs.

7.5 SAFETY AND SECURITY PROCEDURES

As stated in Section 1.2, the safety and well being of passengers, employees, and the neighboring communities, including adjacent automobile traffic and pedestrians, will be the first priority of rail operations. Operational safety and security requirements and related employee responsibilities and procedures will be detailed or referenced in the following documents:


• CP/EV LRT System Safety Program Plan

• CP/EV LRT Security Program Plan

• Rail Employee Safety Handbook

• Rule Book and SOPs

7.6 YARD OPERATIONS

7.6.1 Routing and Switching

Yard entrance and departure will be via a double track lead connected to the mainline in a wye configuration. The double track lead splits, to form a wye, with one leg connecting to the eastbound main track, and the other connecting to the westbound main track via a mainline crossover. Staging space is provided to hold a three-car train on each lead, between the mainline and crossovers located on yard lead tracks. The crossovers are power operated, and controlled by the RCC. Line of sight rules are in effect within the yard area, and ladder and shop apron turnouts are hand thrown. Select yard lead and yard loop track turnouts are powered and controlled by RCC. On yard departures, routing is selected by RCC. RCC will acquire movement supervision for access to the mainline upon clearing the yard lead crossovers.

7.6.2 Typical Movements

Access to the storage ladder tracks and the shop complex ladder tracks will be possible from both tracks of the yard lead by utilizing the crossovers. The yard layout allows an inbound train to be routed to either the storage yard, shop tracks, or service and cleaning area.

By rule, the yard lead speed limit will be 10 mph and yard speeds will be 10 mph or less.

7.7 STATION OPERATIONS

There are 27 passenger stations planned for opening year service. The stations are all outdoors with shade canopies and benches for waiting passengers. Most stations have center platforms while a few have side platforms. The stations will normally be unattended but monitored via a CCTV system. All stations will be ADA accessible.

The following is a list of normal operations and passenger activities that will occur at the stations and the related station facilities/equipment.

• Passenger amenities and boarding/exiting areas are described in Section 3.3.

• Fare collection and inspections are discussed in Section 3.8.4.

• One, two and three-car train berthing will be available. Berthing locations will be consistent regardless of consist size so berthing markers are not required.

• Park and ride lots are discussed in Section 3.4.

• Station communications systems are described in Section 3.8.3.


The terminal stations will also have operator relief and light cleaning facilities. Vehicles will receive an inspection and light cleaning during scheduled layover periods either at the far end of the station or on the storage track beyond the station.

7.8 IRREGULAR OR ABNORMAL OPERATION PROCEDURES

7.8.1 Introduction

Irregular or abnormal operations are required when a problem or situation occurs that precludes operating in accordance with normal procedures or published schedule. Problems may arise from equipment malfunction on the train, or in the track, signal, or power system. They may also arise from accident or incident, track blockage, passenger illness, weather, or other causes. These occurrences will normally result in minor or major train delays and/or service interruptions.

General responsibilities of employees resulting from irregular operation will be specified in the Rule Book. SOPs will detail the guidelines to be followed to restore normal service.

7.8.2 Restoration of Service Strategies

Service restoration strategies for minor delays include:

• Cancelled Trip. A train may be so late that it cannot regain its schedule. The late train may continue to one of the end points. If the train has arrived after the expiration of the recovery time, the outbound trip may be cancelled and the train held for the next scheduled departure.

• Gap Train. This is an extra train held at a terminal, storage track or yard lead track. Should the arriving train be late, the gap train would be available to replace the late train and maintain an on-time schedule. In a similar manner, gap trains can also be used to replace disabled revenue service trains.

• Turn Train Short of Destination. A delayed train could be stopped at a station where it would normally be on time in the opposite direction. This option is only practical where the station is near a crossover, so that the reverse move could be accomplished. Passengers must be discharged and board a following train.

At 19th/Bethany Home and Main/Sycamore, the signal system will automatically allow routing into terminal stations. Departure movements will be controlled by TWC, RCC or by a local control panel.

Service restoration strategies for major delays include:

• Single Tracking. If one track of a double track section is blocked, single track operation may be instituted. Reverse running on single track will be described in the Rule Book and SOPs. At defined locations of the corridor, a reduced speed will be required. Rail Supervisors will coordinate with RCC and control the entrance to the single track segment at crossovers. Field personnel or Operators will throw switches if required.

• Turning Trains at a Blockage. There is always a likelihood that line blockages will occur, prohibiting through operations. In such cases, trains may operate to the station on either side of the blockage, and then reverse direction. Shuttle or regular bus service can be used to bridge the gap in CP/EV LRT service. Depending upon the nature of the blockage and the


existence of safe passage, it could be possible to have the passengers walk across the gap, from one train to the other.

• Establishing Bus Bridge Service. It is important to make every effort to provide at least some service even though operations are erratic and delayed. Shuttle bus service may be used to bridge gaps between the operating service. If the blockage is in proximity to a terminal, it may be more practical to operate the bus from the terminal to the continuing train.

7.8.3 LRV Equipment Problem - Troubleshooting

Malfunction of a LRV that interferes with normal operation may be overcome by troubleshooting. If a delay occurs, restoration of service strategies will be implemented.

The LRV Operator’s Manual will contain a comprehensive troubleshooting guide. This will enable the operator and RCC to troubleshoot and get a crippled train moving as quickly as possible. Rail Supervisors and LRV Technicians may also be dispatched to assist. LRVs that cannot be quickly returned to revenue service, will be pulled or pushed to the nearest pocket track or terminal until they can be returned to the MSF.

7.8.4 Wayside Problems

Wayside equipment includes traction power supply, catenary system, switch point indicators, switch mechanisms, grade crossing equipment, LRT bar signals, stations, track, structures, radio communications, and all components of those facilities.

Overcoming a malfunction of wayside equipment will require the attention of supervisors or maintenance personnel. This section identifies the responsibilities and tasks of the Train Operator if a wayside malfunction interferes with normal train service.

7.8.4.1 Traction Power Supply and Catenary System

A general description of the traction power system will be presented in operator training classes. Responsibilities of authorized employees for turning power off or on will be contained in the Rule Book. If a power malfunction involves a train delay, it will be dealt with as per rules and Section 3.8.2.

7.8.4.2 Signals

A general description of the signal system will be presented in operator training classes. The aspects and indications of these systems, together with related responsibilities of employees, will be contained in the Rule Book. If a signal malfunction involves train service delay, it will be dealt with according rules and Section 3.8.1.

7.8.4.3 Stations, Structures and Track

A general description of the stations, structures and track will be presented in operator training classes. Responsibilities of employees in connection with these facilities will be contained in the Rule Book. If a problem with these facilities involves train service delay, it will be dealt with as per rules and section 7.9.


7.8.5 Foul Weather Operations


Standard Operating Procedures will be developed to deal with the procedures required of operating and maintenance personnel to protect service from the moment of first alert until the circumstance is over and normal operating conditions again prevail. When foul weather involves a train delay, it will be dealt with as per Section 7.8.2. The basic operating strategy for various conditions is described in the following sections.

7.8.5.2 Weather Occurrences

High Wind The CP/EV LRT operating region is susceptible to sudden and severe high winds. Design criteria enable operation in winds up to 50 mph. During periods of potential high wind, operators will be notified by the RCC and instructed to report high wind conditions. They must observe the catenary, looking out for foreign objects or signs of damage. The RCC will maintain contact with the weather bureau and ascertain wind velocities in the CP/EV LRT region. Operations may cease if velocities approach design limits. Depending upon locality of the conditions, one line segment may be in operation while the other is temporarily shut down.

Reduced Visibility Conditions of reduced visibility and their causes (dust from wind, heavy rains, smoke, fog, steam, etc.) will be reported to the RCC, where a decision will be made regarding the continuing pattern of operations.

Flooding During unusually heavy or prolonged rains, track patrols will be established at critical locations. Particular attention will be focused upon bridge structures and the potential of piling supports being undercut by runoff from adjacent terrain. The bridges at Salt River, Grand Canal, and Tempe Canal will receive special consideration. Observations of the alignment will be made to ensure proper track support for rail operations. Operating rules will stipulate that vehicles will not proceed if water is above the head of rail, unless authorized by a Supervisor.

Ice Although it may very rarely occur in the Valley, ice buildup on overhead wires can cause extreme arcing or interruption of power to trains. Should this condition occur a multiple-unit train would be dispatched. The potential for damage to the power distribution system is particularly critical, and must be carefully checked. A 15 to 20-minute headway should be maintained during non-revenue hours to clear ice buildup from catenary contact wire.

7.8.6 Accidents, Incidents, and Other Emergencies

There are a number of events, which may interfere with normal train service even when their cause is external to CP/EV LRT operation. For each example, responsibilities of employees will be referenced in the Rule Book, while procedures to be followed will be detailed in an SOP.

Potential problems to be treated under this heading include:


a) Accidents - Collision with person, motor vehicle, bus, train; - Chemical spillage on or adjacent to track or other object on track; and, - Broken window, door, or other train component.

b) Incidents

- Operator sick or injured; - Passenger sick or injured on board, or at a station; - Fire on, or smoke in, train or adjacent to track; - Disturbance on, or adjacent to, train; - Derailment or track anomalies; - Unexpected uncoupling, door opening, etc.; - Bomb, hijacking, robbery or assault threat; - Broken pantograph, contact wire down, etc.; and, - Car interior soiled or graffiti.

When an accident or incident involves a train delay, it will be dealt with as per Section 7.8.2.

7.9 MAINTENANCE OF FACILITIES AND EQUIPMENT

To provide a safe and reliable service, all elements of the CP/EV LRT System must be effectively maintained. The principal elements include:

- Track - Structures - Right of Way - LRT Signals (traffic signals by others) - Communications Systems - Catenary System - Substations - Ticket Vending Machines - Vehicles - Stations - Park and ride lots

Inspection and maintenance programs for these elements will be developed by the Rail Maintenance departments in consultation with equipment vendors. Maintenance activities include such items as: periodic inspections, cleaning, graffiti removal, preventive maintenance, testing and troubleshooting, and equipment repair and replacement. Documentation will be required on all of these activities. Removing graffiti and cleaning of passenger stations and rail vehicles will be given a high priority.

The following four sections provide a representative outline of maintenance activities that will be included in the Rail Maintenance Program.

7.9.1 Track and Structures Maintenance

Mainline track will be inspected twice weekly by qualified inspectors. This will require three inspectors each walking about seven miles a day, four days a week. The fifth workday can be used for light repairs, inspection of switches and yard tracks. Switches will require a thorough


inspection on a monthly basis by a track inspector and also by a signal maintainer if the switch is powered and signaled. The services of a small track maintenance crew of 4 to 6 workers will be needed to accomplish day-to-day maintenance on the mainline and yard tracks, switches, and miscellaneous items. It is anticipated that a stand-by track contractor would handle any large track and bridge maintenance/repair projects.

7.9.2 Signals and Communications Maintenance

7.9.2.1 Signal Maintenance

A preventative maintenance program will be implemented to effectively maintain the CP/EV LRT signal system. Periodic tests and equipment adjustments will be scheduled to keep the signaling equipment functional. Signaling equipment will be maintained so that moveable parts operate freely without lost motion. Wayside equipment, such as mechanical locked switch machines and electro mechanical relays, will be kept clean and lubricated to prevent excessive wear. Signaling equipment will be properly adjusted and calibrated. Electrical contacts will be tested for continuity and visually inspected for deterioration of connections. It is anticipated that the following equipment will require regular scheduled maintenance for the LRT System:

• Wayside Instrument Houses and equipment

• Wayside Instrument Cases and equipment

• Track Connections

• Junction Boxes

• Signals

• Track Circuits

• Switches

• Grade Crossings

• Storage Batteries

• Train Wayside Communications

• SCADA System

Tests and inspections will be performed periodically so that signaling system devices are properly adjusted and maintained. The initial test/inspection program will be based on FRA requirements. However, shorter testing intervals may be implemented based on manufacture’s requirements and/or site-conditions at specific locations.

7.9.2.2 Communications Maintenance

The CP/EV LRT communications system functions such as radio, SCADA, VMIS, PA announcements, AVL, and automated passenger counting function is a stand-alone system. The system will incorporate open architectures and protocols to accommodate expansion and software alternatives. Maintenance requirements and schedules will be determined by the manufacturers’ specifications. It is possible that a service/maintenance contract could be included in the communications system procurement contract.


7.9.3 Power Distribution System Maintenance

7.9.3.1 Overhead Contact System (OCS)

CP/EV LRT System will use a preventative maintenance (PM) program to keep the OCS in proper working condition. The PM program consists of periodic inspections that are performed by qualified and trained personnel according to recommended PM procedures and schedules.

There are three (3) methods of performing OCS inspections, as follows:

• A Walkout is a visual inspection performed by OCS Maintenance Department personnel. Personnel walk along the track and observe the OCS and assess any damage to the system requiring repairing attention. Binoculars and a voice recorder are useful for this activity.

• A Climbing Inspection is an “up-close” inspection performed by OCS Maintenance Department personnel using a special vehicle that rides on the tracks (called a “hi-rail” vehicle) and is usually equipped with an insulated platform or a two-man bucket. The climbing inspection allows personnel to observe and assess the catenary and support hardware at “wire level,” which allows for a much more detailed inspection of the OCS hardware.

• A Running Inspection is an operating inspection of the OCS by a light rail vehicle (LRV) with the pantograph in contact with the OCS contact wire.

Inspection Schedule

Monthly:

• Inspect for wear or damage to the messenger and contact wires.

• Inspect Section Insulators and replace all damaged, worn or missing components.

• Observe the appearance of the OCS for damaged components or potential hazards that affect the proper function of the catenary, for example:

• Check for arcing between the contact wire and the pantograph as a LRV passes. If arcing occurs, section insulators or registration assemblies may need adjustment or replacement.

Annually:

• Inspect the OCS thoroughly for a severe arcing between the contact wire and the LRV pantograph. This inspection is best performed at night when the arcing can be clearly seen.

• Whenever arcing is discovered, a climbing inspection of the OCS equipment must be performed.

• All insulators should be checked and cleaned if necessary.

• In addition to arcing inspections, perform a climbing inspection to check the feeder and jumper clamps for tightness and signs of overheating and to check tension on fixed termination equipment.


7.9.3.2 Traction Electrification System

Preventative maintenance of the traction electrification system will be performed in a systematic and controlled basis. A formal preventative maintenance program will be established to monitor and control the equipment maintenance. The safe maintenance or repair of any electrical apparatus requites a thorough knowledge of electrical equipment safety and electrical repair techniques, and familiarity with particular features of the apparatus involved.

The following time intervals are the minimum requirements for an effective preventative maintenance schedule. Actual operating conditions and “as found” conditions along with manufacturer’s recommendations will be evaluated to determine if maintenance should be performed at more or less frequent intervals.

Description Service AC switchgear Annually Transformer Annually Rectifier Annually DC switchgear Semiannually Battery System Monthly AC distribution panel Monthly Annunciator Weekly Clean & Dust Weekly Filters (Air) Monthly

7.9.4 LRV Maintenance

A preventive maintenance program, recommended by the manufacturer and best practices, will be implemented to effectively maintain the LRV fleet. The following is a brief description of the LRV maintenance functions that will be performed at the Maintenance and Storage Facility:

• Daily Servicing and Cleaning – At the conclusion of each revenue operation day, each LRV will be spot serviced, cleaned and will undergo a visual inspection if needed. The LRV will be spotted to the S&C platform for spot interior cleaning and servicing as needed. Spot cleaning will include removal of all graffiti, refuse and cleaning of floors and windows as needed. There will be a “zero tolerance” policy on graffiti for LRV exteriors and interiors. Servicing will include additional troubleshooting, minor repair or component replacement that does not require shopping.

• Scheduled Servicing and Cleaning – Periodically, each LRV will undergo a heavy servicing, cleaning and visual inspection. The LRV will be spotted in the inspection platform area where Technicians will perform prescribed tests and visual inspections of equipment. Technicians will trouble shoot any defects and if necessary schedule the LRV to the Shop. Technicians will download data from the LRV diagnostic equipment onto the computerized maintenance system for further analysis and historical purposes. The LRV will then receive a detailed interior cleaning and servicing as needed. A detailed cleaning includes sanding and additional troubleshooting, minor repair or component replacement that does not require shopping. Upon completion of servicing and interior cleaning the LRV will be washed.

• Scheduled Weekly, Monthly, and Quarterly Maintenance – It is anticipated that up to three LRVs will enter Shop Track 2 or 3 each day for PM based the LRV Manufacturer’s weekly, monthly, and quarterly PM program. Each vehicle will generally be in the Shop a minimum of


three hours for weekly inspections, 16 hours for monthly inspections, and 32 hours for quarterly inspections. These inspections will most likely be performed during the day shift on Tracks 2 and 3 when movements into the Shop should not conflict with Revenue, Servicing, or other Yard Operations.

• Unscheduled Maintenance (Running Repair) – It is anticipated that up to two LRVs will enter Shop Track 2 or 3 daily for unscheduled corrective maintenance (CM) repairs that usually will require less than one work shift. CM and running repair operations are expected to occur most frequently at night when most of the revenue fleet is being serviced and there is a relatively high level of yard activity. Warranty repairs required by the car manufacturer will be typically done on the day shift.

• Scheduled Yearly Heavy Maintenance – The movement of LRVs requiring Heavy Repairs (HR) and maintenance into the Shop is expected to occur during periods of relatively low yard activity. Based on an average annual car mileage of 45,000 miles, provisions for the LRVs to enter Shop Track 1 for scheduled yearly heavy maintenance will be required during the second year for the 50 LRV fleet. The LRV manufacturer will provide a recommended schedule for heavy maintenance in the car’s maintenance and operations manual, a schedule that will include the three trucks (or bogies), traction motors, motor alternator units, resister blower motors, resistor banks, car master controller, air conditioner units, and communications systems.

• Scheduled 36-Month Inspections – Based on operating parameters, the LRVs will enter Shop Track 1 for scheduled 36-month inspections. Thirty-six month inspections will be performed on 50 cars annually after three years. The tasks will include a yearly inspection in addition to removal; inspection; rebuilding; and installation of doors, three slewing rings, and the pantograph as described by vehicle manufacturers’ maintenance program.

• Wheel Truing – Wheel-Truing will be accomplished on Shop Track 4. It is planned that the LRVs’ three bogies will be trued every 22,500 miles or as needed. Approximately, 10 hours of shop time will be needed for complete reconditioning of three bogies for each LRV. Thus, 120 LRV bogies are estimated to be trued during a three-month period. Upon entering the wheel-truing track the LRV will be located over the inspection pit. Upon completion of inspection and disconnecting of equipment as needed the bogie will be trued.

• Body Repair and Paint Shop – The Body Repair and Paint Booth is located on Shop Track 5. It is anticipated that many minor accidents, side and front-end body repairs will be accomplished via replacement of pre painted or colored plastic/fiberglass components. LRVs needing more extensive body repair and component changes will enter the body repair bay at the rate of 0.7 LRVs monthly. After five years of operation it is anticipated that the fleet will need to undergo a repainting. LRV Painting Operations will require a monthly painting schedule of 1.7 LRVs. LRVs will enter the Paint Shop for Unscheduled Accident Repairs on an as-needed basis.

7.10 MAINTENANCE MANAGEMENT INFORMATION SYSTEM

A maintenance management information system will support all information flow throughout LRT maintenance systems to ensure an effective operation. Inventory control and maintenance records management will be processed by a work order system. METRO (Valley Metro Light Rail) will provide the Management Information System to the Contract Operator. The system will effectively interface with the VMS system and meet all Agency data gathering and reporting requirements.


7.11 MAINTENANCE COORDINATION

Track, Traction Power, and Signals and Communication departments will develop individual maintenance programs and schedules. Those activities that require a system to be taken out of service will be planned, scheduled and coordinated in advance with the RCC and Operations personnel. To the maximum extent possible, these outages should be scheduled for non-revenue operating periods. Many maintenance activities of a routine nature (systems check, parts replacement, etc.) may be conducted during revenue operations in accordance with the SOPs. These activities will be coordinated in advance with the RCC and Operations. Appropriate operating orders, bulletins, flagmen, special signs, etc. will be arranged as required.

7.12 COORDINATION WITH OTHER AGENCIES

7.12.1 Emergency Service Agencies

The RCC will have primary responsibility for calling emergency services to CP/EV LRT property. This responsibility will be detailed in the Rule Book and in the SOPs. This includes notification of police, fire, and ambulance/paramedic services as required. An emergency response procedure (providing up-to-date telephone and/or radio frequencies of all city and county emergency services) will be readily on hand. A request for emergency services may be communicated by any means by any person to the RCC.

7.12.2 Public Utility Coordination

Because of the proximity of utilities under the streets where the alignment is to be located, there is a potential for maintenance and construction activities by the various public utilities to interfere with CP/EV LRT operations. Appropriate coordination channels will be established with these entities so that potential interference will be identified and contingency plans formulated prior to commencement of work.

7.13 STAFFING REQUIREMENTS

Organization structure and projected staffing numbers will be developed for all tasks associated with the operations, maintenance, security, safety and Agency oversight of the CP/EV LRT Project. A preliminary organization and staffing table was developed and is included in the Preliminary Industrial Engineering Report for the Maintenance and Storage Facility. As currently envisioned, three Contract Operator will be hired and will be responsible for all daily operations functions including maintenance and service of the following system elements:

• Track and right-of-way

• Power distribution (OCS and TES)

• Signals and communications systems

• Fare collection equipment

• Shop buildings and yard facilities

• Light rail vehicles

• Rail Control Center


• Field Supervision

• Operators

The Contract Operators will determine actual staffing levels required to meet the operations, maintenance and service requirements to be established and promulgated by the Agency.

For other functions, such as Security and Transit Police, various alternatives and options are being considered but have not been finalized. Therefore staffing requirements for these functions are not yet established. Final determination and approval on all of these matters will rest with the Agency, local authorities and other governing bodies.

7.14 METRO CONTACTORS

METRO will utilize three Contractors to perform all aspects of the LRT system:

• Transportation – This five year contract will be responsible for hiring and training Operators, Rail Supervisors, Controllers and the day to day operating system including training, track access and event coordination. Alternate Concepts Incorporated (ACI) has been selected as the transportation Contractor. ACI has their core staff onsite and is preparing test track procedures, SOP’s, rulebooks, training courses etc.

• LRV Maintenance – This five year contract was awarded to Kinkisharyo International (KI), the LRV manufacturer. KI is answerable for preventative maintenance, corrective maintenance, service, cleaning, vehicle recovery and all matters related to the LRV fleet.

• Systems and Facilities – Another five year contract to be awarded the end of 2007. This contract is accountable for maintaining, servicing and cleaning of all other system elements. These elements include building maintenance, janitorial, stations, OCS, track work, TVM repair and maintenance, landscape, irrigation, etc.


8.0 CONCLUSION

As the CP/EV LRT Project progresses from Final Design into construction, certain elements will undoubtedly change and/or become better defined. This will necessitate changes in this Plan as the Project proceeds into construction and testing phases into startup and revenue service.

The following is a list of additional tasks and “next step” activities. Many of which will be incorporated into or referenced in future versions of this Plan. These will include the development and/or refinement of:

• Operations and maintenance performance parameters and measurements as well as inspection and auditing procedures.

• Selection of System & Facilities Contractors.

• Operating rules, safety rules and standard operating procedures.

• Employee training/certification requirements.

• Fare collection and revenue collection methods.

• Integration of Traffic control system operations.

• Bus/rail service interfaces.

• Operational contingency and emergency preparedness plans.

• Operating strategies for major special events.

• Start up activities including pre-revenue operations and testing.