Escolar Documentos
Profissional Documentos
Cultura Documentos
DATE
9 AUGUST 2010
VERSION 2.0
Ms. Jo Strang
Associate Administrator for Railroad Safety/Chief Safety Officer
Office of Railroad Safety
Federal Railroad Administration
Mail Stop 25
1200 New Jersey Avenue, SE
Washington, DC 20590
NJ TRANSIT is pleased to submit this Positive Train Control (PTC) Implementation Plan
and accompanying Notice of Product Intent in accordance with 49 CFR 236.1009 and all
the requirements of the PTC Final Rule.
NJ TRANSIT is committed to, and looks forward to working with, the Federal Railroad
Administration to achieve the milestones and goals for our PTC Program.
Sincerely,
William B. Duggan
NJTPTCIMPPLNFNLV14Page 3 of 162
Date Revision Description Author
1 March 2010 Original First Draft P. Stangas et.al.
15 April 2010 Revision 1 Official Submission P. Stangas et.al.
9 August 2010 Revision 2 Revised per FRA P. Stangas et.al.
Provisional
Approval dated 9
July 2010
NJTPTCIMPPLNFNLV14Page 4 of 162
1 Table of Contents
1. INTRODUCTION ....................................................................................................................... 9
1.1. GENERAL ...................................................................................................................................... 9
1.2. OVERVIEW.................................................................................................................................... 9
1.2.1. ORGANIZATIONAL RELATIONSHIPS ....................................................................................... 9
1.2.2. NJ TRANSIT PTC PROGRAM............................................................................................. 11
1.3. REQUEST FOR AMENDMENT OF A PTCIP ............................................................................... 12
1.4. GOALS AND OBJECTIVES ........................................................................................................... 12
1.4.1. PERFORMANCE ..................................................................................................................... 12
1.4.2. QUALITY................................................................................................................................ 13
1.4.3. TECHNICAL............................................................................................................................ 13
1.4.4. COVERAGE............................................................................................................................. 13
1.5. SUCCESS CRITERIA .................................................................................................................... 14
1.6. APPLICABILITY ......................................................................................................................... 15
1.7. DOCUMENT OVERVIEW ............................................................................................................ 16
1.8. ACRONYMS AND DEFINITIONS ................................................................................................. 17
2. APPLICABLE DOCUMENTS .................................................................................................... 18
2.1 DOCUMENTS AND OTHER SOURCES ........................................................................................ 18
3. TECHNOLOGY [§236.1011(A)(1)] .................................................................................. 19
3.1 General.................................................................................................................................... 19
3.1.1 Amtrak ASCES II/CSS and NJ TRANSIT ASES II – Functionality and
Interoperability............................................................................................................................................. 20
3.1.2 V-ETMS and ASES II Interoperability ............................................................................... 23
3.2 ASES II DESCRIPTION ............................................................................................................. 24
3.2.1 SES DESCRIPTION ......................................................................................................................... 24
3.2.2 CSS DESCRIPTION ......................................................................................................................... 26
3.3 V-ETMS DESCRIPTION............................................................................................................ 26
3.3.1 WAYSIDE ......................................................................................................................................... 27
3.3.2 ONBOARD ........................................................................................................................................ 27
3.3.3 OFFICE ............................................................................................................................................. 28
3.4 FRA INTERFACE AND DOCUMENTATION ................................................................................ 28
4. COMPLIANCE [§236.1011(A)(2)] ................................................................................... 29
4.1 PTC SYSTEM CERTIFICATION.................................................................................................. 29
4.2 METHODOLOGY ........................................................................................................................ 32
4.3 CERTIFICATION REPORT .......................................................................................................... 32
4.4 PTCDP COMPLIANCE............................................................................................................... 32
5 INTEROPERABILITY [§236.1011(A)(3)]......................................................................... 33
5.1 DRAFT RAILROAD INTEROPERABILITY AGREEMENT ............................................................ 35
5.1.1 Practical Interoperability Issues ........................................................................................ 39
5.2 EXISTING MEMORANDA AND LETTERS OF UNDERSTANDING ............................................... 42
5.3 TECHNOLOGY APPLICABLE TO INTEROPERABILITY .............................................................. 42
5.4 OBSTACLES TO INTEROPERABILITY ....................................................................................... 42
5.5 LOCATIONS IDENTIFIED IN INTEROPERABILITY AGREEMENTS............................................. 43
5.6 INTEROPERABLE TRACK SEGMENTS ....................................................................................... 43
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5.7 TIMELINE FOR V-ETMS INTEROPERABILITY......................................................................... 49
6. INSTALLATION RISK ANALYSIS [§236.1011(A)(4)] ....................................................... 51
6.1 INTRODUCTION ......................................................................................................................... 51
6.2 PTC IMPLEMENTATION BY LINE ............................................................................................. 51
6.2.1 LINE SEGMENTS ............................................................................................................................. 53
6.3 RISK FACTORS .......................................................................................................................... 53
6.4 DATA GATHERING .................................................................................................................... 55
6.5 RAIL NETWORK ........................................................................................................................ 57
6.5.1 ATLANTIC CITY LINE..................................................................................................................... 58
6.5.2 BERGEN COUNTY LINE ................................................................................................................. 58
6.5.3 GLADSTONE LINE .......................................................................................................................... 58
6.5.4 HUDSON LINE ................................................................................................................................. 58
6.5.5 MAIN LINE ...................................................................................................................................... 59
6.5.6 MONTCLAIR LINE .......................................................................................................................... 59
6.5.7 MORRISTOWN LINE....................................................................................................................... 59
6.5.8 MORRISVILLE LINE........................................................................................................................ 60
6.5.9 NORTH JERSEY COAST LINE......................................................................................................... 60
6.5.10 PASCACK VALLEY LINE ................................................................................................................. 60
6.5.11 PRINCETON LINE ........................................................................................................................... 60
6.5.12 RARITAN VALLEY LINE ................................................................................................................. 61
6.6 PTC INSTALLATION PRIORITY ................................................................................................ 63
6.7 PTC INSTALLATION SEQUENCE ............................................................................................... 64
7. DEPLOYMENT SEQUENCE & SCHEDULE [§236.1011(A)(5)] .......................................... 65
7.1 ROUTE CHARACTERISTICS ....................................................................................................... 66
7.1.1 Traffic............................................................................................................................................. 66
7.1.2 Operations ................................................................................................................................... 67
7.1.3 Attributes ..................................................................................................................................... 67
7.2 DEPLOYMENT PLAN ................................................................................................................. 67
7.2.1 PROGRESSIVE IMPLEMENTATION AND DEPLOYMENT OF ON-BOARD SYSTEMS ................ 70
7.3 PTC Design ............................................................................................................................. 72
7.3.2 WAYSIDE SURVEY AND MAPPING ............................................................................................... 73
7.3.3 PTC RADIO AND COMMUNICATIONS DESIGN ........................................................................... 73
7.3.4 PROCUREMENT .............................................................................................................................. 73
7.3.5 CONSTRUCTION .............................................................................................................................. 73
7.3.6 SYSTEM INTEGRATION .................................................................................................................. 76
7.3.7 SAFETY CERTIFICATION ............................................................................................................... 76
7.3.8 RULES AND TRAINING................................................................................................................... 76
7.3.9 MAINTENANCE ............................................................................................................................... 77
7.3.10 DOCUMENTATION AND FOLLOW-UP.......................................................................................... 77
8. ROLLING STOCK [§236.1011(A)(6)] .............................................................................. 78
8.1 ROLLING STOCK TO BE EQUIPPED [§ 236.1011(A)(6)(I)]............................................... 78
8.2 SCHEDULE [§ 236.1011(A)(6)(II)] ..................................................................................... 79
8.3 TENANT RAILROADS [§ 236.1011(A)(6)(III)(A) AND (B)] ............................................. 80
8.3.1 TENANT RAILROAD ROLLING STOCK ......................................................................................... 81
8.4 VEHICLE-BORNE EQUIPMENT INSTALLATION ........................................................................ 82
9. WAYSIDE DEVICES [§236.1011(A)(7)] .......................................................................... 83
9.1 ASES II WAYSIDE SYSTEMS .................................................................................................... 84
9.2 PTC COMMUNICATIONS SYSTEMS .......................................................................................... 86
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9.3 PTC INSTALLATION - WITH NJT AS TENANT ON A LINE ....................................................... 87
9.4 V-ETMS BCP ........................................................................................................................... 88
9.5 PTC SYSTEM INSTALLATION ................................................................................................... 89
9.6 ANCILLARY MODIFICATIONS TO EXISTING NJT INFRASTRUCTURE...................................... 90
10. TRACK DESIGNATION – MAINLINE OR NON-MAINLINE [§236.1011(A)(8)] ............. 93
10.1 NJ TRANSIT LINES ................................................................................................................. 94
10.1.1 ATLANTIC CITY LINE..................................................................................................................... 94
10.1.2 BERGEN COUNTY LINE ................................................................................................................. 95
10.1.3 GLADSTONE LINE .......................................................................................................................... 96
10.1.4 HUDSON LINE ................................................................................................................................. 97
10.1.5 MAIN LINE ...................................................................................................................................... 98
10.1.6 MILLSTONE RUNNING TRACK ..................................................................................................... 99
10.1.7 MONTCLAIR LINE (INCLUDES FORMER BOONTON LINE) ....................................................... 99
10.1.8 MORRISTOWN LINE.................................................................................................................... 100
10.1.9 MORRISVILLE LINE..................................................................................................................... 102
10.1.10 NORTH JERSEY COAST LINE ................................................................................................. 103
10.1.11 PASCACK VALLEY LINE ......................................................................................................... 104
10.1.12 PRINCETON LINE ................................................................................................................... 105
10.1.13 RARITAN VALLEY LINE ......................................................................................................... 106
10.1.14 RIVER LINE ............................................................................................................................. 109
10.1.15 SPORTS LINE........................................................................................................................... 111
10.2 MAIN LINE TRACK EXCLUSION ADDENDUM ......................................................................... 111
11. EXCEPTIONS TO RISK BASED PRIORITIZATION [§236.1011(A)(9)] ....................... 113
11.1 GENERAL ................................................................................................................................. 113
11.2 VEHICLE AVAILABILITY.......................................................................................................... 113
11.3 CREW MANAGEMENT ............................................................................................................. 114
11.4 PRODUCTIVITY AND ALLOCATION OF RESOURCES .............................................................. 114
12. STRATEGY FOR FULL DEPLOYMENT [§236.1011(B)] ............................................... 116
13. MAIN LINE TRACK EXCLUSION ADDENDUM [§236.1019] ........................................ 117
13.1 MTEA NO. 1. MORRISTOWN LINE ....................................................................................... 117
13.2 MTEA No. 2. ATLANTIC CITY LINE ..................................................................................... 122
13.3 MTEA No. 3. GLADSTONE LINE .......................................................................................... 124
13.4 MTEA No. 4. MILLSTONE RUNNING TRACK ...................................................................... 126
13.5 MTEA No. 5. MORRISTOWN LINE ...................................................................................... 128
13.6 MTEA No. 6. NORTH JERSEY COAST LINE ......................................................................... 130
13.7 MTEA No. 7. PRINCETON LINE........................................................................................... 132
14. APPENDICES ................................................................................................................... 135
14.1. APPENDIX A: ACRONYMS AND DEFINITIONS............................................................. 135
14.1.1. ACRONYMS ............................................................................................................. 135
14.1.1.1. NJ TRANSIT SPECIFIC ACRONYMS ...................................................................... 137
14.1.2. DEFINITIONS .......................................................................................................... 138
15. APPENDIX – RESPONSES TO FRA PTCIP PROVISIONAL APPROVAL CONDITIONS ..... 140
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LIST OF FIGURES
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1. INTRODUCTION
1.1. GENERAL
NJ TRANSIT was created 1979 by an Act of New Jersey Legislature. In 1983NJ
TRANSIT created an operating subsidiary, NJ TRANSIT Rail Operations, Inc. to
operate commuter rail service on lines it acquired from Consolidated Rail
Corporation (Conrail). Currently, NJ TRANSIT operates 11 commuter rail lines,
serves 116 municipalities, via 996 route-miles, with a fleet of over 1200
locomotives, MU cars, and coaches.
Since that time and currently it also serves Penn Station New York, using
Amtrak’s Northeast Corridor and stores trains in Sunnyside Yard in Queens, NY.
Currently NJ TRANSIT also provides service between Amtrak’s 30th Street
Station in Philadelphia and Atlantic City, NJ via both the Northeast Corridor and
NJ TRANSIT’s Atlantic City Line. NJ TRANSIT also provides a segment of
Metro-North Railroad’s “West of Hudson” service.
All NJ TRANSIT’s commuter rail lines operate under the control of a cab signal
system. Similarly, NJ TRANSIT’s passenger service and its operation on
Amtrak’s Northeast corridor are controlled via a 100 Hz/250 Hz 9 aspect cab
signals (ATC). NJ TRANSIT’s ATC system functions seamlessly when passing
from or to Amtrak to NJ TRANSIT tracks. The remainder of NJ TRANSIT’s lines
are provided with a 100 Hz/4 aspect cab signal system.
1.2. OVERVIEW
As required by RSIA 2008 NJ TRANSIT has embarked on a program to
implement PTC in a manner that complies with 49 CFR Part 236, Subpart I. The
following plan explains this technology, where and how it is to be deployed, and
the sequential order of PTC deployment, how this technology provides the
statutory functionality and how it is achieved and maintained. Additionally NJ
TRANSIT’s PTC IP will establish mainline track segments, discuss the method of
operation, maximum authorized speeds for each, any MTEA or RFAs, the risk
prioritization methodology.
Therefore, the PTC program has been assigned to the Capital Planning
and Programs (CP&P) organization within the agency. This group has
responsibility for design, preparation of procurement documents,
engineering, oversight, project management (including budget and
schedule control) and funding of all NJ TRANSIT projects.
NJTPTCIMPPLNFNLV14Page 9 of 162
The PTC Project has been assigned to the “New Starts Project” group
within the CP&P group, with a staff dedicated to the PTC Program. This
arrangement was created to assure sole responsibility for the entire
program for its duration, continuity of funding, project technical
oversight, system integration and internal and external coordination. NJ
TRANSIT’s Project Organization is illustrated in Figure 1-1 below:
DEPUTY GENERAL
CHIEF
MANAGER DEPUTY GENERAL CAPITAL PROGRAMMING SENIOR DIRECTOR
TRANSPORTATION MANAGER & ADMINISTRATION EQUIPMENT DESIGN
INFRASTRUCTURE
& ENGINEERING
ENGINEERING
DIRECTOR
SENIOR PROGRAM
DEPUTY GENERAL DEPUTY GENERAL SYSTEMS ENGINEERING SENIOR PROGRAM
MANAGER
MANAGER MANAGER & DESIGN MANAGER
EQUIPMENT CONTRACT (PTC PROGRAMS)
ADMINISTRATION
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These departments encompass all aspects of NJ TRANSIT’s Commuter
Rail service that are impacted by the introduction of PTC. In fact these
groups have been engaged in the planning and development of program
since its inception. It is essential to program success that they participate
in implementation, operation, monitoring, and continuing maintenance of
the PTC system.
NJTPTCIMPPLNFNLV14Page 11 of 162
I. Prototype Program
II. Demonstration/Pilot Program
III. Full System Build-Out
Once NJ TRANSIT verifies that the Phase II test fulfills FRA and NJ
TRANSIT requirements, authorization for full build-out will be given. At
that time a full production, installation and test program will commence,
in conjunction with associated training for maintainers, dispatchers,
engineers, vehicle technicians etc. Revisions to operating rules and
practices will be prepared. Specific equipment and protocols for
interoperability will implemented. Finally all necessary supporting
documentation will be assembled and forwarded to the FRA for review
and approval.
1.4.1. PERFORMANCE
Fulfill PTC System Certification performance requirements in §236.1015.
The system is required to provide reliable and integrated system
functionality among the on-board equipment, wayside equipment, and
NJTPTCIMPPLNFNLV14Page 12 of 162
control center operations. This system also has support interoperability
with freight tenant V-ETMS systems and safety for roadway workers. NJ
TRANSIT’s PTC technology achieves the goals of RSIA08 by preventing:
1.4.2. QUALITY
The system must ensure that the data is correct and accurate since much
of the data is safety critical. This requires exercising control over the
entire development process from design, manufacture, prototype testing,
demonstration testing, installation, cut-in, performance testing and
commissioning. This also requires close attention to software validation
and verification and configuration control along with subsequent
documentation, performance tracking and reporting. NJ TRANSIT’s
Positive Train Control System will attain product quality and reliability
goals as specified in the NPI Part I, paragraphs 1.07 and 1.09 in the
appendices.
1.4.3. TECHNICAL
Furnish a system in accordance with the design criteria specified in the
NPI Part II, paragraph 2.01. While the system is complex, the interfaces
between on-board, wayside and office technology must be reliable and
effectively function with the existing cab signaling system. The system
must also operate seamlessly with NJ TRANSIT’s fleet of electric and
diesel locomotives, cab cars and MU cars.,
1.4.4. COVERAGE
The completed PTC ASES II system will provide coverage on all of NJ
TRANSIT’s 11 commuter rail lines and 996 route-miles. The fleet of over
1200 locomotives, MU cars, and coaches will be operated under the
protection of the new PTC System. NJ TRANSIT will operate seamlessly
when operating on its own lines, and tenants will experience similar
functionality when operating on NJ TRANSIT’s line. NJ TRANSIT will
operate seamlessly when traversing Amtrak’s NEC and Conrail’s Lehigh
Line during the course of its normal passenger service. Metro-North
Railroad’s West of Hudson Service will also experience complete
interoperability with NJ TRANSIT’s PTC system (shown in Figure 1-X
below).
NJTPTCIMPPLNFNLV14Page 13 of 162
Figure 1-2 NJ TRANSIT Commuter Rail Lines
NJTPTCIMPPLNFNLV14Page 14 of 162
to operations.
Completion of PTC implementation prior to December 31, 2015.
Completion of all employee operational and maintenance training in a
timeframe consistent with the commissioning program.
Accurate documentation of the PTC system.
Implementing PTC within the allotted budget estimate.
1.6. APPLICABILITY
PTC will be fully implemented on all NJ TRANSIT’s trackage as
described herein:
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[§236.1011(a)(3)(ii)] Technologies Applicable to Section 5.2
Interoperability
[§236.1011(a)(3)(iii)] Obstacles to Interoperability Section 5.3
[§236.1011(a)(4)] Installation Risk Analysis Section 6
Deployment Sequence and
[§236.1011(a)(5)] Section 7
Schedule
Segment Operational
[§236.1011(a)(5)(ii)] Section 6 & 10
Characteristics
[§236.1011(a)(5)(iii)] Route Attributes
Section 10
NJTPTCIMPPLNFNLV14Page 16 of 162
between the NJ TRANSIT and all tenant railroads as required by §
236.1011(a)(3).
Section 7: Defines the sequence, schedule, and decision basis for the line
segments to be equipped, including the risk factors by line segment, as required
by § 236.1011(a)(5).
Section 8: Identifies the rolling stock that will be equipped with the PTC
technology, as required by § 236.1011(a)(6) and define a schedule for same.
Section 9: Identifies the number of wayside devices required for each line
segment and the schedule to complete the installations by December 31, 2015,
as required by § 236.1011(a)(7).
Section 10: Identifies which track segments the railroad designates as main
line and non-main line track, as required by § 236.1011(a)(8).
Section 11: Explains the railroad’s basis for determining that the risk-based
prioritization in Section 6 above is not practical as required by § 236.1011(a)(9)
and therefore plans to deploy PTC as described in Section 7.
NJTPTCIMPPLNFNLV14Page 17 of 162
2. APPLICABLE DOCUMENTS
This section provides a complete list of all the documents and other sources referenced in
this PTC Implementation Plan.
NJTPTCIMPPLNFNLV14Page 18 of 162
3. TECHNOLOGY [§236.1011(A)(1)]
This section provides a minimal description of the PTC system technology being deployed
and references the concurrent submission of Notice of Product Intent that contains a
more detailed description.
3.1 General
NJ TRANSIT will be implementing a PTC system identical in function to
that provided by Amtrak on the Northeast Corridor (NEC), referred to by
Amtrak as the Advanced Civil Speed Enforcement System (ACSES II)
with cab signal system (CSS).
This PTC package is referred to by NJ TRANSIT as the Advanced Speed
Enforcement System, second generation (ASES II). It provides identical
features and functions and is fully compatible and interoperable with the
Amtrak ACSES II/CSS PTC. The existing CSS continues to provide safe
train separation and signal speed enforcement while the ASES II system
complements the CSS and provides the other required PTC functions. The
two systems (CSS and ASES II) are functionally independent, although
they do report status and transfer certain data between them. NJ
TRANSIT’s system is described in greater detail in the NPI attached to
this PTC IP.
In addition to implementing ASES II on all NJ TRANSIT passenger
mainlines requiring PTC, NJ TRANSIT will accommodate the Vital
Electronic Train Management System (V-ETMS) where freight operations
are allowed by others (tenant railroads) on NJ TRANSIT PTC equipped
mainline. The V-ETMS is referred to herein as a generic term for a system
that is fully compatible and interoperable with the vital ETMS types
systems being implemented by the major freight railroads in the US.
Interoperability with the freight-based V-ETMS PTC is achieved by
providing a V-ETMS data radio, communications links to the safety
server and back office server located at the NJ TRANSIT Rail Operations
Center (ROC) with a communications link to the freight operator back
office server.
All NJ TRANSIT locomotives, powered multiple unit cars, and control
cab equipped cars (all collectively referred to as simply “locomotive”)
will be equipped with ASES II onboard systems. The Rail Operations
Center will be the center of the ASES II and V-ETMS PTC systems,
providing the Dispatcher interface, the necessary servers, and interfaces
to the wayside systems.
These linkages are illustrated below, and is detailed in the attached
Notice of Product Intent (NPI), as prescribed within § 236.1013(e).
A general overview of the key components and their relationship is
provided in Figure 3-1 below.
NJTPTCIMPPLNFNLV14Page 19 of 162
Figure 3-1 PTC and V-ETMS Schematic
NJTPTCIMPPLNFNLV14Page 20 of 162
systems share common performance characteristics, on-board and
wayside components, there are some different features associated
with each, among them:
1) Cab Signal System (CSS) “Latch” attribute – this feature allows
NJ TRANSIT equipment to leave cab signal territory.
2) Speed Display Unit (SDU) – NJ TRANSIT has developed an
SDU for its ASES II system that provides a different display
than that provided by Amtrak’s ACSES II.
3) Speed Enforcement System (SES) –
a. The SES function is communicated to the on-board
computer via track mounted transponders. NJ
TRANSIT can use one transponder and programs it
with the appropriate data. Amtrak uses two
transponders to establish verify direction.
b. PRT – NJ TRANSIT’s ASES II accommodates a PRT for
use by roadway workers.
c. NJ TRANSIT’s ASES II does not require the engineer to
manually enter vehicle type whereas ACSES II does.
These differences propagate in to other sub-systems and
components discussed in further detail. However, none impacts
interoperability and nevertheless, provide the mandated PTC
capabilities.
NJ TRANSIT and Amtrak both currently operate via CSS;
however CSS plays a different part in the ASES II and ACSES II
systems. In ASES II CSS information is displayed on the SDU,
whereas ACSES II displays CSS information on a separate unit.
CSS On-board - The NJ TRANSIT ASES II CSS sub-system
provides for both conventional 4 aspect 100 Hz CSS and the
Amtrak 9 aspect 100 Hz plus 250 Hz functions. Both the on-board
and wayside components of the NJ TRANSIT CSS subsystem
provide identical functions as those provided by Amtrak’s CSS.
Additionally, NJ TRANSIT has provided for entry to non-cab
signal territory by means of a short 220 code (100 Hz) that will
“latch” the onboard systems to allow a speed in excess of 20 mph,
with the CSS again becoming active upon receipt of any valid
code, and this feature will remain with the ASES II CSS. This
feature will remain as a part of the ASES II PTC onboard system,
although it is not common to the Amtrak CSS system.
SES On-board -The ASES II SES sub-system provides for all
ACSES II onboard functions, except for vehicle specific functions
(such as tilt operation interfaces, used only by Amtrak) which are
not necessary for NJ TRANSIT. The ASES II SES provides for
allowing the use of a single wayside transponder to re-establish
NJTPTCIMPPLNFNLV14Page 21 of 162
vehicle location. NJ TRANSIT provides for a non-safety critical
interface (output only) from the SES subsystem to other onboard
sub-systems - providing for other onboard systems to respond
properly at a voltage phase gap is the only such feature identified.
This capability is available within the Amtrak ACSES transponder
messaging, but was not implemented by Amtrak. Therefore, the
use of a single transponder is identified as an NJ TRANSIT ASES
II modification to the Amtrak SES subsystem as used in ACSES II.
On-board User Interface - The NJ TRANSIT ASES II utilizes a
Speed Display Unit (SDU) that provides a well-thought out
human-machine interfaces (i.e. a “different look and feel”) than
the combined displays and interfaces in use by ACSES II, and also
offers enhanced used functions. Therefore, on-board user interface
is significantly different than the ACSES II user interface, but it
does provide all the ACSES II functions, and along with enhanced
NJ TRANSIT specific features, none of which is safety critical.
Among these NJ TRANSIT features - the SDU provides a numeric
keypad that allows simple maintenance functions and user entry
(for engineer’s use only when the train is not in motion). The “ring
of light” display of authorized speed, actual speed, and target
speed feature is unique to NJ TRANSIT. The “bar of light”
indicating distance to SES target is unique to NJ TRANSIT. The
text messages and indicators included within the SDU are also
unique to NJ TRANSIT.
Wayside Components - The NJ TRANSIT application of the SES
sub-system has provided for the use of a single transponder
where establishing the direction of travel is unnecessary, with the
transponder providing the sole function in such case as re-
establishing location due to wheel slippage and similar factors.
The Amtrak SES sub-system requires the use of no less than two
transponders in all instances, to establish direction at each
transponder installation. There are no other wayside system
differences between the Amtrak ACSES II/CSS and NJ TRANSIT
ASES II. Therefore, mounting of a single transponder where only
re-establishing location is required is identified as a difference
between the two systems.
Office Components - There are no differences identified between
the Amtrak ACSES II/CSS office functions and the NJ TRANSIT
ASES II office functions.
Data Radio Systems - There are no differences identified between
the Amtrak ACSES II/CSS data radio functions and the NJ
TRANSIT ASES II data radio functions. The initial data radio
systems design and testing as identified in the NJ TRANSIT PTC
NPI is identical to the present ACSES II. Amtrak has identified a
modification to these systems, requiring additional
NJTPTCIMPPLNFNLV14Page 22 of 162
communications management, along with a change in radios,
frequency use, and over-the-air protocols. NJ TRANSIT intends to
adopt the identical functions, protocols, management, and radio
systems as will be used in ACSES II as modified for 220 MHz
radio use. NJ TRANSIT will work with Amtrak and the FRA to
provide for this transition as such ACSES II changes occur in the
future.
Interoperability between ACSES II/CSS and ASES II
The ASES II onboard systems have no functional differences that
impact operations on ACSES II/CSS territory. The ASES II
onboard systems will function as intended without modification
on Amtrak ACSES II/CSS territory.
There is no Amtrak ACSES II/CSS onboard equipment that
operates on NJ TRANSIT ASES II territory. In the event that such
interoperability was necessary, the ASES II wayside design would
require a simple modification to require paired sets of
transponder installations.
ASES II Type Approval
NJ TRANSIT will seek a modified Type Approval as a part of the PTCDP
based upon the Amtrak Type Approval of ACSES II following the
procedures necessary for Part 236.1009(b)(2)(ii). There are no
safety critical functions that are identified as modified, and any
other variations and modifications will be identified. Appropriate
testing will be performed under FRA oversight, documented and
submitted for approval.
NJTPTCIMPPLNFNLV14Page 23 of 162
permit the movement of both NJ TRANSIT ASES II equipped and
freight V-ETMS equipped vehicles to traverse all NJ TRANSIT
PTC equipped routes.
NJTPTCIMPPLNFNLV14Page 24 of 162
3.2.1.1 WAYSIDE
The wayside SES components will be installed and integrated
with the existing interlocking locations and communications
network. These wayside SES components include the Wayside
Interface Unit (WIU), data radio, and interfaces to the existing
signal logic and communications network, along with any
necessary supporting equipment (power supplies, etc). Additional
wayside components include passive track mounted apparatus
(transponders), and data radio antenna installations, with both
installed based upon site specific requirements determined during
system design. Some locations may also require the addition of a
cellular service gateway to provide for operation of the Personal
Remote Terminal for Roadway Worker Protection, as a
component of the SES sub-system.
3.2.1.2 ONBOARD
The onboard SES sub-systems include all components required for
the ASES II to function as a complete package, however, this
specifically excludes the CSS system logic, CSS pick-up coils, and
ancillary CSS only components. These SES on-board sub-systems
include the SES logic, the Speed Display Unit (SDU), acknowledge
buttons, decelerometer (if required for specific application), speed
sensors, transponder antenna, data radio and antenna, GPS
interface (to support time reference function only), and all
interfaces to other onboard systems.
The SES onboard components will include a Crash Hardened
Event Recorder (CHER) for any vehicles that are not currently
equipped with a suitable CHER.
3.2.1.3 OFFICE
The office SES sub-systems include all components necessary to
integrate dispatcher and field PTC functions, store critical and
non-critical data, provide maintenance and reporting functions,
and provide all interfaces to wayside systems. In addition, the SES
office systems will interface with the V-ETMS office functions,
providing a seamless transition where both ASES II and V-ETMS
are provided on a line.
These office sub-systems include: a) Safety Server; b) Interface
Server; c) Engineering Database System (integral with the safety
server or as a separate server); d) Maintenance and Reporting
Workstation(s); e) Dispatcher Interface.
The existing Dispatcher interface will be modified to provide a
seamless link to the safety server for all PTC functions directly
controlled or monitored by the Dispatcher.
NJTPTCIMPPLNFNLV14Page 25 of 162
3.2.2 CSS DESCRIPTION
The existing CSS provides safe train separation and signal speed
enforcement via the vehicle mounted CSS system logic, CSS pick-
up coils, and ancillary CSS only components. The aspect display
unit (ADU) function will be represented in the SES SDU. The
vehicle-mounted equipment is reports information transmitted
from the wayside equipment that provides coded signals via the
vehicle pick-up coil.
3.2.2.1 WAYSIDE
The existing wayside CSS will not be modified as a part of
installation of the other ASES II functions, except for minor work
that may be required as a matter of good practice. The installed
CSS includes conventional 4-aspect 100 Hz CSS used on NJ
TRANSIT lines. NJ TRANSIT’s locomotives are equipped to
“read” the 9 aspect 100/250 Hz as used by Amtrak on the NEC.
Some NJ TRANSIT lines provide “cab-no-wayside” (cab signals
without intermediate wayside signals), with provisions for Clear
to Next Interlocking (“C signal”, as defined by NORAC Rule
280a). The ASES II wayside data radio will provide C signal
status to the ASES II onboard apparatus, when applicable.
3.2.2.2 ONBOARD
The onboard CSS functions will remain essentially unchanged.
Nearly all NJ TRANSIT vehicles are equipped with the 9-aspect
100/250Hz CSS as used by Amtrak on the NEC. The two
systems (CSS and ASES II) are functionally independent,
although they do report status and transfer certain data between
them. The CSS logic (including decoders, etc), pick-up coils, and
supporting apparatus may be provided by the ASES II supplier,
but an interface from CSS to the SES is provided to comply with
C signal requirements.
The C signal status is identified as an SES component, with SES
functions providing speed and/or stop enforcement as
appropriate.
3.2.2.3 OFFICE
There are no office components of the CSS that will be installed
or modified as a part of PTC implementation.
NJTPTCIMPPLNFNLV14Page 26 of 162
on-board database. This technology can be applied to “dark territory”.
See Figure 3-2 below:
3.3.1 WAYSIDE
The wayside V-ETMS will be integrated with the SES WIU
wayside components. See Figure 3.1, which illustrates the V-ETMS
components. Each wayside V-ETMS location will include the data
radio and all supporting functions, however, with two data radio
antennas (one for the ASES II and one for V-ETMS) sharing the
same structure, where this is practicable. All interfaces to the
existing signal logic and communications network are intended to
be performed by the SES WIU, although the manufacturer may
identify separate components for the design.
3.3.2 ONBOARD
There are no V-ETMS onboard components for the NJ TRANSIT
ASES II plus V-ETMS PTC systems. All on-board V-ETMS
components are on tenant railroad locomotives.
An onboard system simulator will be provided for maintenance
use for all wayside V-ETMS equipment maintenance, set-up,
configuration, and troubleshooting.
NJTPTCIMPPLNFNLV14Page 27 of 162
3.3.3 OFFICE
The office V-ETMS will be provided as “stand-alone” as is
practical, but sharing the SES office systems interface both to the
dispatcher and to the wayside systems. A V-ETMS dedicated Back
Office Server will be provided, which will host the system
database, as a sub-set of the SES Safety Server engineering
database, but to also include V-ETMS specific functions support.
NJTPTCIMPPLNFNLV14Page 28 of 162
4. COMPLIANCE [§236.1011(A)(2)]
This section describes how the railroad intends to comply with §236.1009(c and d), which
requires the railroad to apply for and receive PTC System Certification from the FRA. A
PTC System Certification must be received before deploying a PTC system (s) in revenue
service on a railroad.
NJTPTCIMPPLNFNLV14Page 29 of 162
the safety-critical functions
7. Installation, test, and commissioning plans for railroad force account
activities
8. Modifications to operating rules and procedures
9. Certification checklist (Certifiable Items List or CIL): developed from
above documentation by safety personnel trained/qualified to
perform certifications
10. Safety Case documentation and associated design criteria
11. Product design, implementation, and test documentation
12. Product operations and maintenance documentation
13. Product training documentation
14. NJ TRANSIT’s RSPP will be updated to conform to PTC requirements
NJTPTCIMPPLNFNLV14Page 30 of 162
Figure 4-1 NJ TRANSIT PTC Implementation & Certification Process
NJTPTCIMPPLNFNLV14Page 31 of 162
4.2 METHODOLOGY
The approach to achieving safety certification is through execution of a
thorough safety program starting at the early stages of design, with a
dedicated safety team. The safety program will be made up of several
components including safety requirements, analyses, verifications, tests,
and validations that along with the supporting body of evidence provide
a comprehensive and valid case that the PTC system is safe in the given
NJ TRANSIT environment. The safety case for the NJ TRANSIT PTC
system is dependent on the type approval of ASES II technology;
therefore the safety program addresses only the specific aspects of the
implementation within the application environment.
NJTPTCIMPPLNFNLV14Page 32 of 162
5 INTEROPERABILITY [§236.1011(A)(3)]
This section describes how the PTC system will provide for interoperability between the host
and all tenant railroads on the lines required to be equipped with a PTC system per Part 236
Subpart I.
The following section describes how NJ TRANSIT’s PTC system will provide for
interoperability between NJ TRANSIT and the respective Freight Railroad. Any
agreement concerning interoperability with any other entity operating on NJ
TRANSIT will be negotiated in a manner consistent with all prior agreements
between the entities.
Conrail – Tenant
Conrail – Host – Lehigh Line between NK and Aldene
Norfolk Southern (NS) – Tenant (see list of connections and routes)
CSX – as owner of Conrail, concurrence with Conrail’s agreement is required
Morristown and Erie Railroad (M&E)– Tenant (see list of connections and
routes)
Southern Railroad of New Jersey (SRNJ) – Tenant (see list of connections and
routes)
NYS & W – Not Applicable At This Time
Cape May Seashore Line (CMSL) – Not Applicable At This Time
NJ TRANSIT currently has joint operating agreements with all tenant railroads,
among them are the NYS&W and the Cape May Seashore line. The tenant
railroad joint operating agreements are listed in table 5-1 below. The existence of
a joint operating agreement does not by itself justify a proposed “PTC
Interoperability Agreement”.
NJTPTCIMPPLNFNLV14Page 33 of 162
The MOU states that the parties agree to outfit the right-of-way, vehicles and
office with the necessary systems and equipment to permit the tenant railroad to
operate on NJ TRANSIT’s PTC equipped lines. It commits the tenant railroad to
install PTC technology that is fully compatible with NJ TRANSIT’s ASES II PTC
system, and the host railroad agrees to provide the wayside and office
infrastructure that will be compatible with V-ETMS technology.
The addition of a “PTC Interoperability Agreement” is only required for tenants that
share a portion of NJ TRANSIT’s track for their service. The table summarizes
specific host-tenant information regarding existing joint operating agreements,
MOUs, and the need for PTC Interoperability Agreements.
Figure 5-1 NJ TRANSIT - Tenant Agreement Status
The NYS& W does not require an MOU at this time since this tenant does not operate
over NJ TRANSIT tracks. In the event that changes, a PTC Interoperability
Agreement between the parties will be prepared. The Cape May Seashore
NJTPTCIMPPLNFNLV14Page 34 of 162
operates on track owned by NJ TRANSIT, however no scheduled revenue
passenger service is operated. In the event that changes, a PTC Interoperability
Agreement between the parties will be prepared.
Each “PTC Interoperability Agreement” is tailored to the specific tenant and is prepared
and signed by NJ TRANSIT and the respective tenants. At that time the “PTC
Interoperability Agreement” will be appended to the existing joint operating
agreement between the parties.
NJ TRANSIT has entered into an MOU with each of its respective tenant
railroads. The objective of the MOU is to commit both host (NJT) and the
tenant railroad to develop and install interoperable PTC technology.
Since the technology and system are still under development a detailed
exposition is not feasible at this time. The MOU requires that the tenant’s
PTC system is fully compatible with NJ TRANSIT’s ASES II PTC system;
and NJT agrees to provide the wayside and office infrastructure that will
be compatible with V-ETMS technology.
NJ TRANSIT HOST:
NJTPTCIMPPLNFNLV14Page 35 of 162
movements on this line. This line is currently equipped with NJT’s ATC
(cab signal system) and operates in accordance with NORAC rules and
System Timetable 5, Special Instructions GO 501.
1. NJT operates X trains per day over this line at timetable speeds
between X and Y. NJT operates its trains in accordance with the
latest NORAC Rules. All tenant engineers and crew shall be
qualified on the line and NORAC Rules.
2. NJT shall establish criteria for verification of V-ETMS
functionality prior to granting access to NJT’s line. The “freight
tenant” shall comply with all NJ TRANSIT requirement for access
to “Line Name”
3. The “Freight Tenant” shall provide NJT information on annual
million gross ton-miles and the presence of TIH/PIH movements
and other hazardous materials prior to movement on NJ
TRANSITS tracks. PIH and TIH data shall be provided regularly.
NJ TRANSIT shall reserve the right to deny access to its “Line
NJTPTCIMPPLNFNLV14Page 36 of 162
Name” if the “Freight Tenant” fails to comply with the terms of
this agreement.
4. The “Freight Tenant” shall provide a roster of V-ETMS (PTC)
equipped “NJT PTC compatible” locomotives. The “Freight
Tenant” shall provide the braking curve and train stopping
distance curves to NJ TRANSIT to verify system compatibility.
Only V-ETMS locomotives shall be used in the lead position on a
train.
5. The “Freight Tenant” shall provide technical details of its V-ETMS
system and interface boundaries, base station radios and
operating frequencies to NJ TRANSIT.
6. The “Freight Tenant” shall provide relevant survey data for its
approaches and connections to NJ TRANSIT lines from the freight
tracks where applicable.
7. NJ TRANSIT shall be responsible for all infrastructure
maintenance (including track, signal and communications) from
____ to ______. The “Freight Tenant” is responsible for
maintenance of the following locations…(specify tenant
maintenance start/end points). Actual equipment, quantities, field
locations and limits will be established upon the final field
installation.
8. NJ TRANSIT will provide technical details of its PTC ASES II
system to the “Freight Tenant” once its Contractor has been
selected. The “Freight Tenant” will provide NJ TRANSIT all
necessary technical details of its V-ETMS system once they are
available to the “Freight Tenant”. Site specific location and
operational interfaces will be documented by “Ammendment” to
this agreement when those details become available. NJ TRANSIT
and the “Freight Tenant” will agree on placement of wayside
components wherever the “Freight Tenant” enters or departs NJ
TRANSIT tracks. NJ TRANSITs ASES II and the “Freight Tenant”
V-ETMS systems shall interface and work “seamlessly” with one
another. Both parties shall arrange factory and field
demonstrations with the respective vendors to verify
interoperability . Both parties shall arrange technical meetings to
identify and resolve interface issues.
9. NJ TRANSIT shall be responsible for procurement, design,
demonstration, installation, testing and obtaining FRA approval
for its ASES II PTC system. The “Freight Tenant” shall be
responsible for procurement, design, demonstration, installation,
testing and obtaining FRA approval for its V-ETMS system.
NJTPTCIMPPLNFNLV14Page 37 of 162
10. NJ TRANSIT shall be responsible for the installation of all PTC
ASES II wayside equipment, the ROC, the BOS, communications
links, power supplies, maintenance, testing, trouble-shooting of all
relevant components. The “Freight Tenant” shall be responsible
for the installation of all V-ETMS wayside equipment, power
supplies, maintenance, testing, trouble-shooting of all relevant
components.
11. Each party shall be responsible for the installation of all PTC ASES
II and V-ETMS on-board system components, power supplies,
maintenance, testing, trouble-shooting of all relevant components,
respectively.
12. NJ TRANSIT and the “Freight Tenant” shall agree on the
technology and communications protocols for the safety server
and back office server to assure functional compatibility under all
circumstances.
13. Digital Radio is assumed to be 220 MHZ. NJ TRANSIT and the
“Freight Tenant” are each responsible for the acquisition of radio
spectrum compatible with their ASES II and V-ETMS systems
respectively, licensing and FCC compliance for their respective
PTC systems.
14. NJ TRANSIT will provide the safety server and back office
supporting apparatus, digital communications, staffing, training
etc. in its ROC. This system will talk to the “Freight Tenant’s”
control center and will transfer vital train movement data between
the two control centers via mutually acceptable protocols.
Communications Interface and reliability/integrity
Selection of Location in NJT ROC and/or “Freight Tenant’s”
Control Center
Safety server – NJ TRANSIT shall be responsible for data
compatibility and software updates.
BOS – The “Freight Tenant” shall be responsible to keep the
database stored in the BOS current.
15. NJ TRANSIT and the “Freight Tenant” will develop a mutually
agreeable protocol for operation in the event of PTC system
failure, regardless of the cause.
16. NJ TRANSIT and the “Freight Tenant” will develop an
installation, testing and system integration protocol as well as
system cutover and activation protocols at an appropriate time in
the program.
NJTPTCIMPPLNFNLV14Page 38 of 162
17. NJ TRANSIT will develop appropriate operating rules, a training
program and qualification requirements for the “Freight Tenant’s”
staff engaged in operating on NJT lines equipped with PTC.
18. The “Freight Tenant” will install, service and maintain all wayside
V-ETMS equipment on the approaches to “Line Name”, and NJT
will install, service and maintain all PTC ASES II and V-ETMS
wayside equipment on “Line Name”. Each party will service and
maintain its own vehicle-borne systems and equipment.
Data Radio
Engineer Display
CHER
On-Board Computers
19. All PTC ASES II and V-ETMS equipment will function with NJ
TRANSIT’s PRT compatible for NJT RWP rules and procedures.
20. NJT shall be responsible for:
submission of documentation and safety certification (PTC SP)
with respect to the NJT “Line Name”.
reporting and documenting all failures and incidents to the
FRA
follow-up for compliance and tracking changes to PTC SP and
informing the “Freight Tenant” of any changes
follow-up for changes and modifications to software, its on-
board or wayside equipment and informing the “Freight
Tenant” of any such changes
maintenance and modifications to NJ TRANSIT’s on-board
equipment.
NJTPTCIMPPLNFNLV14Page 39 of 162
Once the field tests are complete and “seamless” operation
and transition between ASES II and V-ETMS is verified
these agreements can be completed quickly. The current
plan assumes they will be in force by mid-2015.
FREIGHT HOST-Conrail
The following are the draft terms of the agreement between Conrail (as
host) and NJ TRANSIT (as tenant)
1) Conrail is the host railroad and NJT is the tenant for all NJT Raritan
Valley Line train movements over the Lehigh Line between NK (MP
11.4) and Aldene (MP 15.0). Two passenger stations (Roselle Park and
Union Station) and four interlocking are included in this MOU. NJT
requires access to both tracks 1 and 2; Conrail requires access to
existing customer or industrial sidings. NJT is responsible for PTC
equipment that controls and monitors movements on or off only those
sidings directly connected to Main Track 1 or 2.
2) Twenty-one (21) switches off tracks 1 and 2 are affected.
3) NJ Transit operates approximately 64 passenger trains per weekday
on this route. NJT trains can use either track in either direction and
operate in “push-pull” mode. NJT train movements are controlled by
the Conrail dispatcher and subject to rules stated in NJ Transit’s
Special Instructions GO 501.
4) Conrail will install, service and maintain all PTC/ASES II and V-
ETMS equipment on this segment of track. These two systems will be
engineered to work “seamlessly” and interface so that both the freight
and passenger movements are monitored and controlled by the PTC
NJTPTCIMPPLNFNLV14Page 40 of 162
system. The NJ Transit and Conrail back office servers will
communicate with one another to transmit and receive vital train
movement authorities on this portion of the Lehigh Line. Conrail and
NJ Transit will develop a “handshake” protocol with Conrail when it
enters or departs the Lehigh Line.
5) All PTC equipment will be PRT compatible for RWP.
6) Specify NJT PTC Technology; explain coordination and technology
interface
a. Require that Tenant On-Board Equipment be RWP compatible
b. Require Tenant provide a roster of “PTC” equipped “NJT PTC
compatible” Locomotives
c. Technology Details and Site Specific particulars can be
incorporated in a MOU at the appropriate time.
7) NJT and Conrail will mutually determine site specific placement of
equipment, power supply and other details of the application.
8) NJT and Conrail will select, furnish and install PTC On-Board
Equipment (ASES II or V-ETMS) on their respective locomotives (and
cab cars for NJ Transit). Each party will service and maintain its own
vehicle-borne systems and equipment.
a. Radio
b. Engineer Display
9) NJ Transit will furnish “back office” equipment. NJ Transit and
Conrail will define the technology interface:
a. Communications Interface and reliability/integrity
b. Selection of Location in NJT ROC and/or Conrail Control
Center
c. Safety server – data compatibility and software updates
10) Conrail is responsible for submission of documentation and safety
certification (PTC SP) with respect to this track segment.
11) Conrail is responsible for reporting and documenting all failures and
incidents to the FRA; NJT will receive copies all such reports
12) Conrail is responsible for follow-up for compliance and tracking
changes to PTC SP and informing NJT of any changes.
13) Conrail is responsible for follow-up for changes and modifications to
software, its on-board or wayside equipment and informing NJT of
any such changes. NJT is responsible for maintenance and
modifications to its on-board equipment.
14) Conrail and NJT are each responsible for the acquisition of radio
spectrum, licensing and FCC compliance for their respective PTC
systems.
NJTPTCIMPPLNFNLV14Page 41 of 162
5.2 EXISTING MEMORANDA AND LETTERS OF UNDERSTANDING
In order to expedite resolution of interoperability issues, NJ TRANSIT has
reached agreement with the railroads listed. NJ TRANSIT and its partner
have signed either Memoranda or Letters of Understanding. These
MOU/LOUs commit both parties to:
NJTPTCIMPPLNFNLV14Page 42 of 162
5.5 LOCATIONS IDENTIFIED IN INTEROPERABILITY AGREEMENTS
The table below identifies interface points between NJ TRANSIT and host or tenant railroads. The lines
identified are designated for installation of PTC technology and a working interoperability agreement
between the host and tenant(s).Figure 5-2 NJ TRANSIT Host-Tenant Interoperability By Line
NJTPTCIMPPLNFNLV14Page 43 of 162
NJ TRANSIT Atlantic City Line
NJTPTCIMPPLNFNLV14Page 44 of 162
Summit 20.1 Includes junction with
Interlocking Morristown Line
West Summit 21.0
Murray Hill 23.4
Interlocking
Stirling Interlocking 28.5
Bernardsville 34.8
Interlocking
NJTPTCIMPPLNFNLV14Page 45 of 162
Glen Interlocking 12.4D This location provides
coverage for MP 11.7 and NS
entry to Orange Running
track at MP 1.76
Cedar Interlocking 15.5 Entry to Great Notch Yard
CP Clove 15.8
Notch Interlocking 16.4 Includes junction with Great
Notch Interlocking
Lincoln Park 22.8
Interlocking
Denville 33.9 Includes junction with
Interlocking Morristown Line
NJTPTCIMPPLNFNLV14Page 46 of 162
Chester Junction 41.4 Hand-Operated Switch
connection with Morristown
& Erie Railway
Morris Junction 45.2 Includes CP UN (MP 45.8)
Roxbury 46.7 Connection to Port Morris
Interlocking Yard
CP Olive 49.8
CP Cook 56.8
NJTPTCIMPPLNFNLV14Page 47 of 162
East Matawan 6.4
Interlocking
Lloyd Interlocking 7.8
Bank Interlocking 15.9 Connection to Conrail
Southern Secondary Track
Oceanport 19.8
Interlocking
Branchport 21.9 Includes MP 22.4 Long
Interlocking Branch Interlocking and MP
22.7 Bath Interlocking
Shark Interlocking 30.4
Brielle Interlocking 36.0 Conrail operations terminate
at MP 36.1
NJTPTCIMPPLNFNLV14Page 48 of 162
NJ TRANSIT Raritan Valley Line
Tenant Freight Operators: Norfolk Southern and Conrail
V-ETMS Wayside MP Notes
Location Location
CP Aldene 15.5 Conrail on Conrail’s Lehigh
Line; installation and
equipment provided by
Conrail
Clark Interlocking 18.2 Connection to Garwood
Industrial Track
CP Scotch 19.3
Queen Interlocking 22.8
CP Plain 23.7
Brook Interlocking 30.0 Includes connection to
Conrail Lehigh Line
Boyd Interlocking 36.1 Includes Brad Interlocking
(MP 37.0) connection to
Raritan Yard
Tunk Interlocking 45.2 Includes Cush Interlocking
(MP 45.8)
Clinton Interlocking 49.7
Arch Interlocking 52.1 V-ETMS coverage extends to
MP 54.0
NJTPTCIMPPLNFNLV14Page 49 of 162
The preliminary schedule anticipated for selection of the V-ETMS
product is at some time during 2011, to be followed by demonstration of
the product and integration with the ASES II Wayside Interface units in
2012. Section 7 “Deployment Sequence and Schedule” shows that Wayside
and office systems design and installation for ASES II is scheduled to
begin about January 2013, and the V-ETMS will occur at the same time,
with installation also scheduled simultaneously with the ASES II systems.
V-ETMS office systems are scheduled to be complete prior to June 2014, at
which time full system testing will commence and V-ETMS
interoperability will be achieved for the first lines upon successful testing
and approval.
NJTPTCIMPPLNFNLV14Page 50 of 162
6. INSTALLATION RISK ANALYSIS [§236.1011(A)(4)]
This section describes how the PTC systems will be implemented to address areas of greater risk to
the public and railroad employees before areas of lesser risk. This section provides appropriate
justification where areas of lesser risk are addressed first.
6.1 INTRODUCTION
NJ TRANSIT has completed a Lines Risk Assessment Report (LRAR),
which is provided as an attachment to this PTCIP. The LRAR serves as
the foundation for establishing the initial priority for PTC
implementation by line and line segment. The LRAR research focuses on
the risk factors identified in 49 CFR Part 236.1011.
NJ TRANSIT also has to evaluate the LRAR results in the context of its
operation. NJ TRANSIT is a commuter rail system that carries over
300,000 passengers per day on its lines. NJ TRANSIT has achieved higher
standard of safety that is reflected in a low level of FRA reportable
accidents/incidents to date. Furthermore NJ TRANSIT sees very little
PIH/TIH traffic and much of its freight traffic involves “drilling”
operations. Finally, most freight equipment using NJ TRANSIT lines is
equipped with a locomotive speed limiting features (LSL) that is
compatible with its ATC system (cab signal system).
All these contribute to reduced operational risk which is particularly
critical when transporting passengers. Therefore NJ TRANSIT will
approach PTC Implementation using the LRAR results as a starting point
and will modify the recommended priority to better serve its mission of
enhancing passenger safety.
NJTPTCIMPPLNFNLV14Page 51 of 162
12. Sports Line
Although the results of the LRAR serves as the initial guide to providing
for installation of PTC on lines of greater risk prior to those of lesser risk,
other factors must be considered. A matrix has been developed to identify
the overlap of all factors for all lines and rail equipment, indicating that
the PTC implementation can only be successful with some deviation for
the risk assessment results alone. The details for the deviation from this
ranking are described in Sections 7 and 11.
NJTPTCIMPPLNFNLV14Page 52 of 162
6.2.1 LINE SEGMENTS
Each NJ TRANSIT line was segmented based on specific locations
where the frequency of trains increased or decreased. Features
affecting train frequency along lines which triggered the need to
create a new segment include the entrance and exit of passenger
and freight trains from yards, intersecting lines or where turn
backs may occur. In situations where none of these frequency
related feature were present, reasonable segments were developed
not to exceed 15 miles in length.
Ranking Qualifying
Description
Values
NJTPTCIMPPLNFNLV14Page 53 of 162
Highway at Grade Crossings 12 .02
Total 1.0
The Risk Factors listed above were derived from the 49 CFR content
requirements established in 236.1011, adding additional pertinent factors
where PTC implementation would reduce the risk or where past
incidents have indicated an area of concern.
This is an iterative process that begins with the definition of the proposed
system and an identification of the hazards associated with NJ TRANSIT
system. Hazard identification is done via a structured hazard
identification study using techniques such as brainstorming and physical
characteristics. The potential consequences of the hazards were identified
and each hazard may lead to one or more types of events depending on
how the system operates and interacts with its environment while it is in
a hazardous state. The probability of each event is assessed using NJ
TRANSIT historical data and a quantitative analysis. Then, the collective
risks are a result of possible events, which were calculated and weighted.
NJTPTCIMPPLNFNLV14Page 54 of 162
other. NJ TRANSIT will factor this aspect when determining the line
segment risk and the appropriate deployment schedule.
Freight train counts use the relevant data provided by the tenant for each
line segment which include number of cars (loaded and unloaded) for the
calendar year and identification of all TIH/PIH cars. This was provided
by all tenant railroads for calendar year 2008 with the exception of
Norfolk Southern, which provided data for calendar year 2009.
NJTPTCIMPPLNFNLV14Page 55 of 162
Grade Crossing Incidents. Each reported highway-rail grade
crossing incident, regardless of type, was counted. However, the
PTC implementation has no potential to reduce or eliminate any
incident that was identified and reviewed. There were 84 grade
crossing incidents identified.
Public Venues
All locations with a potential for public gathering were identified along
each line, extending to 100 feet from the railroad. This data was gathered
by a combination of visual review and database review of the mapping
and GIS data. Passenger stations were included as public venues, in
addition to sites such as shopping malls, churches, etc.
Trespasser and suicide incidents are not included in this assessment. The
references for this are NJ TRANSIT Safety Department records database,
NJTPTCIMPPLNFNLV14Page 56 of 162
for all except rules violations, which is referenced with records of the NJ
TRANSIT Rules Department.
NJTPTCIMPPLNFNLV14Page 57 of 162
6.5.1 ATLANTIC CITY LINE
This line is a non-electrified passenger service line that consists of
single track with passing sidings with both a traffic control system
and cab signal system on all tracks, except a non-signaled short
freight only track from MP 0.0 to MP 1.2. The easternmost
terminus (designated railroad South by timetable), is located at
milepost 58.0, Atlantic City. Traveling railroad north from Atlantic
City, milepost 0.0 is at Jersey Interlocking, which encompasses the
Delair movable bridge, and the line continues (equating milepost
0.0 to milepost B2.3 at Jersey) to milepost B0.0, the connection
with Amtrak’s Northeast Corridor.
During the data collection phase of the risk assessment, this line
was divided into logical segments.
NJTPTCIMPPLNFNLV14Page 58 of 162
This line consists of only one segment. The entire Line will be
equipped with ASES II PTC on all tracks. The track segments with
freight operations will be provided with V-ETMS for seamless
freight PTC interoperability.
NJTPTCIMPPLNFNLV14Page 59 of 162
6.5.8 MORRISVILLE LINE
This 3,000 foot long line provides access for non-revenue (no
passengers, crew only) passenger trains to NJ TRANSIT
Morrisville Yard, from Amtrak’s Northeast Corridor.
This line consists of one track segment. The entire line will be
equipped with ASES II PTC on all tracks. The track segments with
freight operations will be provided with V-ETMS for seamless
freight PTC interoperability.
NJTPTCIMPPLNFNLV14Page 60 of 162
6.5.12 RARITAN VALLEY LINE
This non-electrified passenger service line runs from MP 15.0 CP
Aldene to the end of the NJ TRANSIT line at MP 60.1 at the
connection to Norfolk Southern Central Industrial Track. This line
is double track from MP 15.0 to MP 37.0 and single track from MP
37.0 to MP 60.1. Approximately 5 miles of the line is on Conrail
tracks under Conrail control, the Conrail Lehigh Line from
Conrail CP NK (MP 11.4) to MP 16.6, NJ TRANSIT CP Aldene.
This line has been divided into logical track segments, based upon
the existing operations. The entire line will be equipped with
ASES II PTC on all tracks, and Conrail will install the ASES II PTC
for NJ TRANSIT operations on the Conrail Lehigh Line segment.
The track segments with freight operations will be provided with
V-ETMS for seamless freight PTC interoperability.
NJTPTCIMPPLNFNLV14Page 61 of 162
Non - Annual Grade
Route ML Annual PAX & Yard & Ruling Public Incident Line LRAR
Line ML PIH/TIH MTEA Crossing
Miles Track FRT Traffic Terminal Grade Venue History * Segments Rank
Track (cars) s
AC 60 60 2.4 < 10,000 < 35 0 2 0.7 43 27 2 5 9
BC 14.7 14.7 0 30,000 - 49,999 106 - 140 0 0 0.74 18 11 1 2 2
GL 22.1 22.1 0.3 10,000 - 29,999 0 0 1 2.02 26 9 2 2 5
HL 1 1 0 10,000 - 29,999 0 0 0 1.7 0 0 0 1 10
MC 26.1 26.1 0.4 10,000 - 29,999 < 35 1 0 1.55 28 24 2 2 3
ML 29.1 29.1 0 50,000 - 69,999 > 140 2 0 0.91 10 16 6 5 7
MT 60 60 1.2 > 70,000 < 35 3 2 1.82 23 29 19 8 6
MV 1 1 0 30,000 - 49,999 0 1 0 < 0.5 0 0 0 1 11
NJCL 45 45 1 30,000 - 49,999 > 140 2 1 1.7 97 20 3 4 1
PVL 23.6 23.6 1.3 10,000 - 29,999 < 35 1 0 0.99 57 12 1 2 4
RVL 39 39 6.8 10,000 - 29,999 < 35 1 0 1.37 22 18 2 3 8
SL 2 2 0 < 10,000 0 1 0 N/A 1 0 0 1 12
*: Incident history from last ten years excludes grade crossing incidents
NJTPTCIMPPLNFNLV14Page 62 of 162
6.6 PTC INSTALLATION PRIORITY
The results of the Lines Risk Assessment Report establishes the relative
level of risk and consolidates the risk for each line segment and results in
the following priority:
Figure 6-4 Risk Assessment Ranking and Factors
Consolidated
Line Risk Line Risk
Ranking Line Factor
NJTPTCIMPPLNFNLV14Page 63 of 162
Practical allocation of construction resources to optimize
productivity
The table above shows the line risk ranking. The installation schedule will
be based on the Line Risk Ranking and corresponding Line Risk Factor.
The line with the highest risk, factor is ranked first in priority for PTC
system installation, therefore the Line Risk Ranking serves as the
foundation for implementation planning.
When NJ TRANSIT’s PTC Contractor is on-board the firm will be given a copy of
the Lines Risk Assessment Report to use in their project planning. NJ
TRANSIT will verify that the Contractor’s CPM reflects the priorities
established by the Line Risk Ranking.
NJTPTCIMPPLNFNLV14Page 64 of 162
7. DEPLOYMENT SEQUENCE & SCHEDULE [§236.1011(A)(5)]
This section defines the sequence, planned schedule, and decision basis for line segments
to be equipped, including the identified risk by line segment.
Phase III – Full System Build Out: Once NJ TRANSIT verifies that the
Phase II test fulfills FRA and NJ TRANSIT requirements, authorization
for full build-out will be given. At that time a full production, installation
and test program will commence, in conjunction with associated training
for maintainers, dispatchers, engineers, vehicle technicians etc. Revisions
to operating rules and practices will be prepared. Specific equipment and
protocols for interoperability will implemented. Finally all necessary
supporting documentation will be assembled and forwarded to the FRA
for review and approval.
NJTPTCIMPPLNFNLV14Page 65 of 162
Progress on all three implementation phases above is influenced by practical
reality (e.g. production/labor), timing of document submissions, and resources
of consultants and contractors.
Technical and product advances for Phase III “Full System Build Out” are
constrained by the complexity of tasks involving prototype results,
demonstration results, hiring/training of installation crew, fleet availability for
vehicle modifications, office modifications, communications system
modifications and improvements, radio spectrum acquisition, freight
interoperability testing and coordination with freight installation, material
procurement, production, delivery, storing, staging; rule revisions, train crew
and dispatcher training, trouble-shooting, spare parts, maintenance
programming, documentation and failure tracking, FRA reporting and the safety
certification process to prepare a feasible deployment plan.
Traffic
Operational Characteristics
Attributes
7.1.1 Traffic
NJ TRANSIT will assess the passenger traffic on each line, noting
the presence of any freight traffic, in particular PIH/TIH
movements.
NJTPTCIMPPLNFNLV14Page 66 of 162
7.1.2 Operations
NJ TRANSIT will assess the train control, number of tracks,
maximum allowable train speeds and anticipated improvements.
This is simplified by the fact that all NJ TRANSIT lines are
equipped CSS thus providing a high level of safety, and obviating
the need to prioritize by train control system.
7.1.3 Attributes
NJ TRANSIT does have a number of lines with multiple switches
however most of these are interlocked or electrically locked. NJ
TRANSIT has no rail-to-rail crossings at grade, however, a
number of lines do have highway-rail grade crossings. These at-
grade crossings will not experience any technical improvement or
changes as a result of PTC and therefore do not influence the
order of priority. NJ TRANSIT has a number of moving bridges
and while the CSS also provides requisite protection the presence
of a moving bridge may influence priority.
Risk Ranking
Availability of NJ TRANSIT forces to support installation
Equipment “float” to permit vehicle retrofits
Coordination of efforts by freight tenants to implement their V-
ETMS system
Coordination with other on-going capital improvement project to
minimize conflict and combine certain work activities
Practical allocation of construction resources to optimize
productivity
NJTPTCIMPPLNFNLV14Page 67 of 162
This PTCIP is the first of such official transmittals due on 16 April 2010.
Since this PTCIP is accompanied by an NPI, NJ TRANSIT will be
submitting a PTCDP on 10 January 2011, 270 days following PTCIP
submission. Therefore, this PTCIP section will be updated accordingly
and refilled when the full PTCDP is filed.
NJTPTCIMPPLNFNLV14Page 68 of 162
Figure 7-1 NJ TRANSIT PTC Deployment Sequence and Schedule
NJTPTCIMPPLNFNLV14Page 69 of 162
7.2.1 PROGRESSIVE IMPLEMENTATION AND DEPLOYMENT OF ON-BOARD SYSTEMS
NJ TRANSIT’s program to retrofit its locomotive and cab car fleet with
the ASES II PTC on-board equipment is shown in Table XY below. This
information is derived from the PTC Deployment Schedule Contained in
Section 7, “Deployment Sequence and Schedule”. The table highlights the
equipment type, fleet size and relative percentage and the duration of the
program to retrofit each type of vehicle. The rate of production by
equipment type is shown, along with start and end dates of the retrofit
program. Typically the vehicle retrofits will commence at slower rate
than shown, and the pace will accelerate to a greater rate as the program
becomes more repetitive, so an average production rate was used.
NJTPTCIMPPLNFNLV14Page 70 of 162
the route) per month. Also occurring in parallel will be the office work.
The objective is to have the three key system installations (vehicle,
wayside and office) complete in the same time period.
NJ TRANSIT’s plan to equip the electric locomotives and cab cars first is
driven by 1) the need to be interoperable with Amtrak. Amtrak’s PTC
system will be fully operational in advance of NJ TRANSIT’s system,
furthermore, the bulk of NJ TRANSIT’s service uses a portion of the NEC,
which is electrified; 2) Lines Risk Assessment Ranking of the North Jersey
Coast Line (an electrified line) as the first priority .
NJTPTCIMPPLNFNLV14Page 71 of 162
who serve as an extension of staff with PTC Procurement tasks
and support systems integration and interface efforts. The
Director and Project Manager are also responsible for systems
integration and NJ TRANSIT rail operations and infrastructure
interface. This Consultant Support Services Contract was awarded
in December 2009 and is actively underway.
NJTPTCIMPPLNFNLV14Page 72 of 162
7.3.2 WAYSIDE SURVEY AND MAPPING
This task involves review the existing NJ TRANSIT Geographical
Information System (GIS) database which is current as January 1,
2010, including all supporting ancillary data, LIDAR mapping etc.
Areas which are not covered or provide insufficient content will
be surveyed to provide accurate and details suitable for PTC.
7.3.4 PROCUREMENT
NJ TRANSIT has proceeded with two primary procurement
activities. The first stage was the acquisition of consultant services
to assist with the PTC design, engineering, prototype,
demonstration, production, safety certification and FRA
documentation aspects of the program, while providing technical
support and oversight of the PTC Contractor. This stage is
complete and consultant support for the program has now begun.
7.3.5 CONSTRUCTION
NJ TRANSIT’s PTC Procurement Program is structured to
implement PTC in three phases:
NJTPTCIMPPLNFNLV14Page 73 of 162
Phase II- Demonstration/Pilot Program: This phase requires the
contractor develop the prototype equipment for a field test. This
will involve a field installation of the wayside equipment,
mounting the on-board equipment on two different locomotives,
and scaled down version of the NJ TRANSIT Rail Operations
Center (“office”) interface linked via an existing communications
network. This demonstration test is designed to prove the
functionality and reliability of the technology and components in
a “real world” application and document those results.
Phase III – Full System Build Out: Once NJ TRANSIT verifies that
the Phase II test fulfills FRA and NJ TRANSIT requirements,
authorization for full build-out will be given. At that time a full
production, installation and test program will commence, in
conjunction with associated training for maintainers, dispatchers,
engineers, vehicle technicians etc. Revisions to operating rules and
practices will be prepared. Specific equipment and protocols for
interoperability will implemented. Finally all necessary
supporting documentation will be assembled and forwarded to
the FRA for review and approval.
NJTPTCIMPPLNFNLV14Page 74 of 162
Construction and installation of all wayside equipment, -
this item has many components, performed by
Contractor and by NJ TRANSIT forces.
7.3.5.2 VEHICLES
The Contractor will retrofit all designated rolling stock with
equipment and material provided by the vendor. This will
include installation of the new locker, mounting brackets for
radios, antennas, and all other on-board equipment, removal of
old event recorder and replacement with new CHER, cabling
and connections, ASCES II card files, speed sensors, new SES
where required, MCP radio, associated alarms and switches.
7.3.5.3 OFFICE
The Contractor will provide all new racks, BOS, Safety Servers,
communications interface equipment to support the PTC
functions and the dispatcher’s controls and displays. Power
supply and service access will be determined by the Contractor
and NJ TRANSIT will provide these facility resources. All office
systems must be complete prior to the first PTC line cut-over and
completion.
NJTPTCIMPPLNFNLV14Page 75 of 162
development must include security and configuration
management, along with engineering tools for access to some
system components for maintenance, engineering, and testing
purposes.
NJTPTCIMPPLNFNLV14Page 76 of 162
both routine and trouble-shooting maintenance tasks prior to PTC
implementation on the associated lines and vehicles. Personnel
training, parts provisioning, and coordination of the maintenance
with the PTC implementation is a requirement for reliable
operations for regularly scheduled service.
7.3.9 MAINTENANCE
NJ TRANSIT recognizes that the existing maintenance regime will
have to be adapted to the requirement of the new technology. The
Contractor will provide initial guidelines consistent with Federal
regulations and vendor recommendations. Training, manuals,
parts lists, special tools and test equipment along with sufficient
spare parts will be provided by the Contractor as part of the PTC
program.
NJTPTCIMPPLNFNLV14Page 77 of 162
8. ROLLING STOCK [§236.1011(A)(6)]
This section identifies rolling stock that will be equipped with the PTC technology.
NJ TRANSIT will equip all locomotives, MU’s, and cab cars in the rail operations fleet
with the onboard ASES II PTC system prior to December 31, 2015 consistent with the
requirements of 49 CFR Part 236. The information in this Section describes the onboard
implementation consistent with the present NJ TRANSIT Fleet Plan. The Fleet Plan is
subject to change based upon factors that include budget, operational needs, ridership,
and schedule modifications. Additional vehicles may be acquired or other changes not
reflected below prior to December 31, 2015, and this information will be updated if and
when this may be necessary.
NJTPTCIMPPLNFNLV14Page 78 of 162
The following existing active NJ TRANSIT vehicles will not be PTC
equipped, but will be retired prior to December 31, 2015:
As these vehicles are retired, new vehicles will be arriving. The schedule
will be adjusted as required to accommodate the new vehicles. At this
time, the following vehicles are scheduled to be active on NJ TRANSIT
prior to December 31, 2015, and will be scheduled for update or
installation as appropriate:
29 ALP-46A locomotives
89 ALP-45 dual power locomotives
41 Multi-Level II cab cars
159 total additional vehicles
In addition to the NJ TRANSIT rolling stock described above, NJ
TRANSIT will work with Metro North to install the NJ TRANSIT ASES II
PTC system onboard selected Metro North rolling stock that are operated
and maintained by NJ TRANSIT. This includes:
6 F-40 locomotives (numbered 4115 through 4194, non-
consecutive)
7 GP-40 locomotives (numbered 4900 through 4906, consecutive)
15 Comet V cab cars (numbered 6700 through 6714, consecutive)
28 total Metro North vehicles
The aggressive schedule provides for a total of 501 vehicles within the 3
year installation period.
The schedule provides for one locomotive and one cab car to be equipped
as a part of the PTC system site demonstration. Upon acceptance of the
demonstration by NJ TRANSIT and the FRA, the Contractor will proceed
with design and installation for all other identified NJ TRANSIT rolling
stock.
At that time, the design will be complete for only two vehicle types, those
used in the demonstration. These are anticipated being the Comet V cab
car and an ALP-46 electric locomotive. Therefore, as matter of efficiency,
these two vehicles must be the first vehicles scheduled for installation.
NJTPTCIMPPLNFNLV14Page 79 of 162
Concurrently, design will progress to provide for installation on all other
vehicles.
This installation, initially covering the two vehicle types for which
prototype design and installation becomes accepted as a part of the
demonstration, is scheduled to begin by January 1, 2013. At that time, the
design will begin for all other vehicle types, to be followed by a prototype
installation and test prior to additional vehicles of that type receiving the
system installation. All installation is scheduled to be complete by
December 1, 2015.
NJTPTCIMPPLNFNLV14Page 80 of 162
locations where a freight tenant railroad has the potential of entry to a NJ
TRANSIT mainline that will be PTC equipped. At each such location, the
V-ETMS will enforce a Stop Signal prior to reaching the interlocking, and
at other than interlockings (hand-operated switches), V-ETMS will be
provided for stop enforcement, as applicable.
NJTPTCIMPPLNFNLV14Page 81 of 162
Norfolk V-ETMS Equipping 3,411 of 2015
Southern 3,756 units with
V-ETMS. Refer to NS
PTCIP Appendix D
for equipment roster.
CSX V-ETMS CSX does not access 2015
NJT tracks.
Morristown V-ETMS 2 – C424 Alco (#18, 2014
and Erie #19)
1 – EMD SW 1500 (#2)
Southern V-ETMS Plans to use NS “run- 2015
Railroad of though” power,
New Jersey equipped with V-
(SRNJ) ETMS or equip its
own power. Refer to
NS PTCIP Appendix
D for equipment
roster.
New York Not
Susquehanna Applicable
& Western refer to
(NYS&W) Section 5
V-ETMS
Cape May Not
Seashore Applicable
Line (CMSL) refer to
Section 5
This agreement also establishes all joint use protocols between the
host and tenant to avoid conflict. Only that equipment listed on
the roster will be permitted access to NJ TRANSIT PTC equipped
routes. This clear dichotomy of V-ETMS equipped versus non-
equipped should eliminate conflicts and avoid
misunderstandings.
NJTPTCIMPPLNFNLV14Page 82 of 162
speed sensors, transponder antenna, data radio and antenna, GPS (if
required for specific application), and all interfaces to other onboard
systems.
The SES onboard components will include a Crash Hardened Event
Recorder (CHER) for any vehicles that are not already equipped with a
suitable CHER. Vehicle mounted equipment is shown below:
The wayside systems described in this section will be provided as a part of the
PTC implementation. The schedule is discussed in Section 7 “Deployment
Sequence and Schedule”.
NJ TRANSIT PTC implementation includes four distinct wayside system
elements:
1. ASES II PTC systems (equipment furnished by PTC supplier, installed by
NJ TRANSIT forces).
2. PTC communications systems (furnished and installed by PTC supplier)
3. PTC Installation - with NJ TRANSIT as Tenant on a Line (equipment
furnished by NJ TRANSIT, installed by host railroad forces)
4. V-ETMS PTC systems (equipment furnished by PTC supplier, installed
by NJ TRANSIT forces).
NJTPTCIMPPLNFNLV14Page 83 of 162
5. Ancillary Modifications to Existing NJ TRANSIT Infrastructure
(equipment furnished and installed by PTC supplier, certain installation
by NJ TRANSIT forces)
NJTPTCIMPPLNFNLV14Page 84 of 162
All NJ TRANSIT lines that will be ASES II PTC equipped are presently
equipped with CSS and will not require additional CSS components for
the wayside systems.
The SES wayside components include:
Track mounted passive transponder
Wayside Interface Unit (WIU)
Base Communications Package (BCP)
SES Supporting Communications Systems
Transponders. The passive transponders may be installed as single units
(only where directional information is not required, determined during
design), in pairs (required for providing direction of movement), or in
groups of three or four units (as may be required for additional message
content capability). In no case will transponders be located more than
5,000 feet apart (actual design may indicate this to be 4,000 feet).
Transponder pairs (or groups of 3 or 4) will be located in approach to
every interlocking and in approach to every hand-operated switch that
provides entry to the ASES II PTC equipped line.
It is estimated that approximately 2,000 passive transponders will be
required for the NJ TRANSIT lines.
Wayside Interface Units. A WIU will be provided at every interlocking
to interface the signal system and interlocking status to the office systems
and the adjacent SES data radio system (Base Communications Package,
or BCP). Depending upon the supplier and engineering approach, it is
possible that some WIU’s may actually be a modification to an existing
microprocessor interlocking component, but this cannot be identified as
practical at this time.
It is estimated that one new WIU and supporting equipment will be
installed at every interlocking, requiring that 97 WIU’s be installed.
Base Communications Package (BCP). The BCP includes the SES
wayside data radio and supporting equipment within the case or
bungalow, and its radio antenna and structure. A BCP will be required
for every interlocking area. The radio coverage analysis will be used in
conjunction with the wayside system design to optimize the utilization of
each BCP and its associated radio antenna location. NJ TRANSIT has
some antenna tower structures in place that will be utilized where
possible, with free-standing towers to be installed where necessary for
proper radio coverage. In some areas where interlockings are relatively
close, a single BCP will be used for two or more interlockings when
practical to do so. In most cases, installation of a BCP will include the
radio with its supporting apparatus and the antenna structure with its
antenna.
NJTPTCIMPPLNFNLV14Page 85 of 162
It is estimated that 70 BCP locations with 70 antenna structures will be
required.
SES Supporting Communications Systems. In addition to the BCP
requirements and communications links between office and wayside
systems, provisions for the Personal Remote Terminal (PRT) for Roadway
Worker Protection will be provided for every PTC equipped line. This
will require the development and purchase of the PRT units and
“gateways” to provide for cellular service for PRT use where commercial
cellular access is unavailable. These are anticipated to be necessary in
very rural locations.
It is estimated that 10 PRT gateway locations will be required and 120
PRT units will be required.
NJTPTCIMPPLNFNLV14Page 86 of 162
The initial wayside to onboard data radio will be provided for
prototype testing and demonstration using the existing Amtrak 900
MHz ACSES II data radio, under ATCS 200 standards. The
transition to the Amtrak 220 MHz data radio standard is required
for all ASES II systems, as the system becomes available.
3. Wayside systems V-ETMS data radio to tenant freight vehicle
onboard systems.
The data radio provided for the NJ TRANSIT V-ETMS installation
for freight interoperability will be an off-the-shelf 220 MHz system
as provided for other North American freight ETMS type systems,
and shall be provided along all NJ TRANSIT PTC equipped lines
where freight operations are permitted.
4. Wayside cellular service gateway for Roadway Worker Personal
Remote Terminal operation.
As a part of the PTC design, cellular coverage will be provided for
use of Personal Remote Terminals along all NJ TRANSIT PTC
equipped lines. Where reliable commercial cellular service is
unavailable, NJ TRANSIT will provide a gateway, providing a
reliable link from the PRT to a commercial cellular phone service
provider.
NJTPTCIMPPLNFNLV14Page 87 of 162
dispatcher interfaces as a part of the office systems. All of these sub-
systems will be provided by NJ TRANSIT in a similar manner and of the
same products and supplier as the ASES II PTC being installed on NJ
TRANSIT lines.
NJ TRANSIT will coordinate this PTC work with Conrail, including
associated documentation, engineering, and training.
NJTPTCIMPPLNFNLV14Page 88 of 162
equipped with a V-ETMS onboard system that is fully compatible
with the NJ TRANSIT system.
NJTPTCIMPPLNFNLV14Page 89 of 162
Quantity Summary of Wayside PTC Components
Component Estimated
Quantity
Passive Transponder 2,000
Wayside Interface Unit (ASES II) 97
Base Communications Package (ASES II) 70
Personal Remote Terminal (PRT) units 120
PRT Gateway Locations 10
WIU Interface (V-ETMS to ASES II WIU) 64
WIU (for V-ETMS only) 2
Base Communications Package (V-ETMS) 66
The counts above may vary based on final design and site-specific
installation requirements.
NJTPTCIMPPLNFNLV14Page 90 of 162
using old technology, but presenting a hazard that can be eliminated by
means of PTC technologies.
NJ TRANSIT proposes to remove all derails in approach to the movable
bridge and to provide stop enforcement to all trains in approach to the
bridge by using PTC technologies. It is proposed that upon placing the
ASES II PTC system in service on this line and all trains operating on this
line, or line segment, being equipped with PTC, the derails be removed
from service. The layout for this area begins at the southbound home
signals at Beach Interlocking, and extends to the northbound home
signals at Atlantic Interlocking. NJ TRANSIT’s design will remove the
four derails, one on each track for each direction, as a material
modification to be performed during the implementation of PTC at these
interlockings.
NJTPTCIMPPLNFNLV14Page 91 of 162
Figure 9-5 "BEACH" Interlocking - Atlantic City Line
NJTPTCIMPPLNFNLV14Page 92 of 162
10. TRACK DESIGNATION – MAINLINE OR NON-MAINLINE
[§236.1011(A)(8)]
This section identifies which track segments NJ TRANSIT identifies as main line and
non-main line track. This the tracks included in the MTEA as main line track, with a
reference to the MTE
The NJ TRANSIT lines are identified in the Summary Table (below). The Subpart
I regulations categorizes track as “mainline” or non-mainline for purposes of
applicability of PTC requirements. Also defined is a third category Main Track
Exclusion Addendum (MTEA) also not subject PTC requirements. The Table and
following discussion details the NJ TRANSIT system, with all track designations
as “mainline” or “non-mainline” shown in Section 10.1, with a brief summary of
areas subject to the Main Track Exclusion Addendum provided in Section 10.2
NJTPTCIMPPLNFNLV14Page 93 of 162
Montclair Line 26 CSS YES YES
Interlockings 15
Grade Crossings 43
NJTPTCIMPPLNFNLV14Page 94 of 162
H.O Switches 8
Rules in Effect ABS, TCS, CSS, Station Track
Includes Terminal Yes, MP 58.0
MTEA Status MTEA at terminal
NJTPTCIMPPLNFNLV14Page 95 of 162
at Ridgewood Junction). At MP 7.6, it provides the connection to
the Pascack Valley Line (PVL, beginning of Line). The line
includes one movable bridge.
This line is equipped with ABS, TCS, and CSS on all main line
tracks. The line will be equipped with ASES II PTC on all main
line tracks. The track segments with freight operations will be
provided with V-ETMS for seamless freight PTC interoperability.
This line is equipped with ABS, TCS, and CSS from MP 20.1 to MP
41.9. The line will be equipped with ASES II PTC on all main line
tracks, except for the MTEA area. The track segments with freight
operations will be provided with V-ETMS for seamless freight
PTC interoperability.
NJTPTCIMPPLNFNLV14Page 96 of 162
MP-MP & Length MP 20.1 – MP 42.2 – 22.1 miles
Interlockings 5 (includes 1 CP with no switches)
Grade Crossings 26
H.O Switches 6
Rules in Effect ABS, TCS, CSS, Station Track
Includes Terminal No
MTEA Status MP 41.9 – MP42.2, Gladstone Station Track
This line is equipped with ABS, TCS, and CSS on all tracks. The
line will be equipped with ASES II PTC on all main line tracks.
The V-ETMS will be provided for seamless freight PTC
interoperability.
NJTPTCIMPPLNFNLV14Page 97 of 162
Hudson Line - Non-Main Line Tracks
Track Name Meadows Maintenance Complex
MP-MP & Length Begins at MP 0.0
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard
This line is equipped with ABS, TCS, and CSS on all tracks, with
the exception of MP 30.5 to 31.3 which is ABS only. The line will
be equipped with ASES II PTC on all main line tracks. The track
segments with freight operations will be provided with V-ETMS
for seamless freight PTC interoperability.
NJTPTCIMPPLNFNLV14Page 98 of 162
Rules in Effect Yard
10.1.6 MILLSTONE RUNNING TRACK
NJ TRANSIT operates on this line segment under an agreement
with Amtrak to provide access to a passenger station adjacent to
the Northeast Corridor MP 32.8 in New Brunswick, NJ.
Operations are under Station Track rules. This Running Track
provides for loading and unloading of passengers at the Jersey
Avenue Station platform, the terminus of all westbound passenger
trains on this track, and the start for eastbound passenger trains
on this track.
NJTPTCIMPPLNFNLV14Page 99 of 162
continues as single track non-electrified territory from MP 16.5 to
end-of-line at MP 33.9, Denville, connecting to the Morristown
Line again.
This line is equipped with ABS, TCS, and CSS on all tracks. The
line will be equipped with ASES II PTC on all main line tracks.
The track segments with freight operations will be provided with
V-ETMS for seamless freight PTC interoperability.
This line is ABS and CSS on all main line tracks from MP 0.0 to
MP 56.8, with TCS on most line segments. The line will be
equipped with ASES II PTC on all main line tracks, except for the
MTEA area. The line segments with freight operations will be
provided with V-ETMS for seamless freight PTC interoperability.
This line is CSS on all tracks and includes one interlocking, with
interlocking rules in effect for the entire line. All dispatching
operations and signal maintenance on this line are performed by
Amtrak, by agreement.
This line is equipped with ABS and CSS on all main line tracks.
The Long Branch to Bay Head line segment is not TCS, however
all other main line tracks are TCS equipped. The line will be
equipped with ASES II PTC on all main line tracks, except for the
MTEA line segment. The line segments with freight operations
will be provided with V-ETMS for seamless freight PTC
interoperability.
This line has no signaling and operations are under DCS Rules,
providing for a single train on the line at any time, with only one
All main line track, except for the Station Track segment, is
equipped with ABS, TCS, and CSS. The line will be equipped with
ASES II PTC on all main line tracks. The track segments with
freight operations will be provided with V-ETMS for seamless
freight PTC interoperability.
Two line segments fall in this line’s area for which NJ TRANSIT
does not have effective operating control.
From MP 1.6 to MP 33.2 the line is equipped with ABS, TCS, and
Automatic Train Stops (ATS), with ATS functional for light rail
operations only (waiver of 49 CFR 236.566).
11.1 GENERAL
While route risk rankings (provided by the LRAR) described in Section 6
establish a starting point for the installation priorities, the sequence also
has to factor in:
Upon completion of the first line, all other lines will progress in a similar
manner. The deviation from the Lines Risk Assessment Report is limited
to that required to allow a line to be placed in service (trained personnel,
line and vehicles equipped). A full discussion of risk prioritization is not
possible in this submission since NJ TRANSIT is filing an NPI that will be
updated with the filing of the PTC DP.
(b) Passenger terminal exception. FRA will consider an exception in the case of
trackage used exclusively as yard or terminal tracks by or in support of regularly
scheduled intercity or commuter passenger service where the MTEA describes in
detail the physical boundaries of the trackage in question, its use and
characteristics (including track and signal charts) and all of the following apply:
(1) The maximum authorized speed for all movements is not greater than 20
miles per hour, and that maximum is enforced by any available onboard PTC
equipment within the confines of the yard or terminal;
(2) Interlocking rules are in effect prohibiting reverse movements other than on
signal indications without dispatcher permission; and
(3) Either of the following conditions exists:
(1) The maximum authorized speed is limited to not greater than 20 mph
(present MAS is 15 mph) and this will be enforced by the onboard PTC
systems on all tracks.
(2) Interlocking rules are in effect and reverse movements are prohibited
except by signal indication or dispatcher permission. (present NORAC
Operating Rule 621)
(3) No freight operations are permitted in Terminal
The Atlantic City Line terminal Station Tracks, from the northbound
home signals at Atlantic Interlocking to the end of track, for all five
existing tracks. Operations on the Station Tracks are limited to Restricted
Speed, and not to exceed 10 mph (reference NJ TRANSIT System
Timetable No. 5, AC-98).
(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …
(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …
(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …
(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …
The Monmouth Running Track from the end of track at Monmouth Park
to the connection to the North Jersey Coast Line, that may be used to
provide passenger train access to the Monmouth Park site. This line
segment is not used for normally scheduled passenger train operation
and is requested to be excluded from main line track designation.
Operations are made under Running Track rules at not exceeding
Restricted Speed (reference to NORAC Operating Rules Running Track
rules).
(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …
The 2.7 mile long Princeton Line provides single train operation in a
“shuttle service” environment between NS (at the Princeton Junction
station, on Amtrak’s Northeast Corridor), to KS (the passenger station at
the city of Princeton). Operations are under NORAC Form D Control
System rules (DCS), with all movements authorized by Form D (reference
NJ TRANSIT System Timetable No. 5, PR 400). There is no access by any
other train while this train is in operation, providing for full temporal
separation.
The sole entry and exit to/from the Princeton Line is from one location,
on Amtrak’s Northeast Corridor at Milepost 46.6. At that location, a
crossover connects the NEC Track 4 with the Nassau Running Track.
All access to this track and train movements along the entire Princeton
Line are under the direct control of the Dispatcher. Both ends of this
crossover are equipped with electrically locked hand operated switches
that prevent access to the Nassau Running Track unless released by the
Dispatcher.
(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
14.1.1. ACRONYMS
Acronym Meaning
AAR Association of American Railroads
ABS Automatic Block Signal
ACSES Advanced Civil Speed Enforcement System (Amtrak)
AREMA American Railway Engineering and Maintenance-of-Way
Association
ARQ Automatic Repeat Requests
ASES Advanced Speed Enforcement System (Version 2) (NJT)
ATC Automatic Train Control
BCC Backup Control Center
BCP Base Communication Package
CFR Code of Federal Regulations
CHER Crash-Hardened Event Recorder
CIL Central Instrument Location or Certifiable Items List
CM Configuration Management
COTS Commercial Off The Shelf
CP Control Point
CRC Cyclic Redundancy Check
CSS Cab Signal System
CTC Centralized Traffic Control
CTV Cable Box
C&S Communications and Signals
DS Distant Signal (location)
14.1.2. DEFINITIONS
The following is a list of definitions of terms that may be used in
this PTCIP:
Term Definition
Class I Railroad A railroad which in the last year for which revenues were reported
exceeded the threshold established under regulations of the Surface
Transportation Board (49 CFR part 1201.1-1 (2008)).
Host Railroad
A railroad that has effective operating control over a segment of track.
Tenant Railroad A railroad, other than a host railroad, operating on track upon which a
PTC system is required.
Track Segment Segment of track
The attachment below is the draft if NJ TRANSITS responses to each of the ten (10)
conditions cited by the FRA in their letter dated 9 July 10. These are “stand-alone”
responses to each inquiry and are provided to simplify the review process.
10 Questions; Modify Version 1.0, rename and redate; do “Final” and “Track
Changes” versions.
1) Reference Section 3.1 – Explain differences between ACSES II and ASES II and how
interoperability and functionality is achieved between the two systems. GG; add table
listing difference and commonalities.
NJ TRANSITS’s ASES II PTC system will provide full interoperability with the
Vital Electronic Train Management System (V-ETMS) planned for use by the
freight railroads. NJ TRANSIT will require that all freight movements over its
PTC equipped lines be interoperable with its PTC system. NJ TRANSIT’s
approach fulfills PTC interoperability requirements by providing dual equipped
wayside interface units (WIU), radios and antennas. This means that each WIU is
furnished with two data radios, one is the ASES II radio to communicate with NJ
TRANSIT trains, and the other is the V-ETMS radio to communicate with freight
equipment. This binary capability will permit the movement of both NJ
TRANSIT ASES II equipped and freight V-ETMS equipped vehicles to traverse
all NJ TRANSIT PTC equipped routes.
4) Reference Section 5 – clarify rights and interoperability of NYS & W and Cape May
Seashore Line
NJ TRANSIT currently has joint operating agreements with all tenant railroads,
among them are the NYS&W and the Cape May and Seashore line. The tenant
railroad joint operating agreements are listed in table X-Y below. The existence of
a joint operating agreement does not by itself justify a proposed “PTC
Interoperability Agreement”.
The MOU states that the parties agree to outfit the right-of-way, vehicles and
office with the necessary systems and equipment to permit the tenant railroad to
operate on NJ TRANSIT’s PTC equipped lines. It commits the tenant railroad to
install PTC technology that is fully compatible with NJ TRANSIT’s ASES II PTC
system, and the host railroad agrees to provide the wayside and office
infrastructure that will be compatible with V-ETMS technology.
5) Reference Section 5.1 -FRA Comment: “The PTCIP states that each interoperability
agreement will incorporate “specific details.” Please provide non-commercial “specific
details” and indicate when the parties expect to agree to those details. Please also indicate
which differences of positions NJT expects would prevent full agreement.”
NJ TRANSIT has entered into an MOU with each of its respective tenant
railroads. The objective of the MOU is to commit both host (NJT) and the tenant
railroad to develop and install interoperable PTC technology. Since the
technology and system are still under development a detailed exposition is not
feasible at this time. The MOU requires that the tenant’s PTC system is fully
compatible with NJ TRANSIT’s ASES II PTC system; and NJT agrees to provide
the wayside and office infrastructure that will be compatible with V-ETMS
technology.
First NJT will identify and describe the line incorporated in an agreement from
MP “start” to MP “end. The physical description will include control points,
interlockings, sidings, turnouts, stations, crossovers, grade crossings etc. A
“physical characteristics” diagram will be included in the prospective agreement.
The various terms and conditions referenced below
21. NJT operates X trains per day over this line at timetable speeds
between X and Y. NJT operates its trains in accordance with the
Data Radio
Engineer Display
CHER
On-Board Computers
39. All PTC ASES II and V-ETMS equipment will function with NJ
TRANSIT’s PRT compatible for NJT RWP rules and procedures.
40. NJT shall be responsible for:
submission of documentation and safety certification (PTC SP)
with respect to the NJT “Line Name”.
reporting and documenting all failures and incidents to the
FRA
follow-up for compliance and tracking changes to PTC SP and
informing the “Freight Tenant” of any changes
follow-up for changes and modifications to software, its on-
board or wayside equipment and informing the “Freight
Tenant” of any such changes
maintenance and modifications to NJ TRANSIT’s on-board
equipment.
Since NJ TRANSIT will require that each “Freight Tenant” be equipped with
ASES II PTC compatible PTC technology it foresees no obstacles to an agreement.
Nevertheless, some technical interface or “infant mortality” issues are common
to the introduction of new technology. These can be addressed during the
warranty period.
Commercial issues such as cost or potential operational constraints may arise but
nothing intractable is anticipated, given that NJ TRANSIT has had joint
operating agreements with each of its “Freight Tenants” for decades. During this
period previous modifications have occurred between the parties as NJ
TRANSIT has changed service, rules, introduced new technology etc.,
consequently the introduction of PTC in accordance with FRA regulations
should not be insurmountable.
6) Identify each tenant railroad’s rolling stock designated to be PTC equipped. Describe the
technology and the schedule to equip. How will conflicts and non-receipt of information
be addressed?
All tenant locomotives operating over NJ TRANSIT PTC equipped trackage will
be required to be equipped with a functioning PTC system, prior to entry. The
system proposed at this time for freight tenants is the “de facto” freight standard
V-ETMS system. This technology is described and illustrated in Section 3.3 of the
“Technology” portion of this PTCIP
This agreement also establishes all joint use protocols between the host and
tenant to avoid conflict. Only that equipment listed on the roster will be
The program schedule is shown on Figure 7-1 this shows that a number of
critical milestones have been achieved since the date of PTCIP submission by NJ
TRANSIT.
The PTCIP and NPI were submitted to the FRA by the deadline. NJ
TRANSIT was recently informed that its PTCIP and NPI received
“Provisional Approval” from the FRA, and this revised PTCIP is
being submitted to the FRA in response to the 10 conditions cited in
the FRA response to NJ TRANSIT.
NJ TRANSIT’s PTC Procurement Package, known as “Design,
Furnish, Construct, Test and Commission, ASES II Positive Train
Control Project, Number 10-099X”, was officially advertised on 20
July 10, and a pre-bid meeting was held with prospective bidders on 3
August 10.
NJ TRANSIT’s program to retrofit its locomotive and cab car fleet with the ASES
II PTC on-board equipment is shown in Table XY below. This information is
derived from the PTC Deployment Schedule Contained in Section 7, “Deployment
Sequence and Schedule”. The table highlights the equipment type, fleet size and
relative percentage and the duration of the program to retrofit each type of
vehicle. The rate of production by equipment type is shown, along with start and
end dates of the retrofit program. Typically the vehicle retrofits will commence at
slower rate than shown, and the pace will accelerate to a greater rate as the
program becomes more repetitive, so an average production rate was used.
Once each vehicle is outfitted with the on-board ASES II equipment, it will then
be returned to service, although the ASES II system will not be fully functional
until all wayside work, office work and testing an commissioning is complete.
The Deployment Schedule shows that wayside work is occurring in parallel with
the vehicle work. The wayside activity is planned to take 30 months to complete
the 322 miles of NJ TRANSIT routes. This wayside installation will commence in
April of 2013 and will be completed by September of 2015. NJ TRANSIT is
committing three (3) force account gangs to maintain a production rate of
approximately 11 miles (3.4% of the route) per month. Also occurring in parallel
A pre-requisite for is completion of the office installation and its testing and
commissioning. Then the test and commissioning of the system lines can begin.
This occurs in mid-June 2014 and starts with the office, since this the focal point
of the entire PTC system. Once the office is officially put into service the PTC
system can be turned “on” individually, line by line. The current schedule
shows lines being turned “on” beginning in June 2014 with all lines complete by
November 2015. This allows 18 months for all lines. Each line must be tested and
commissioned in the sequence specified in the Lines Risk Assessment report, and
will be turned “on” in a serial order.
NJ TRANSIT’s plan to equip the electric locomotives and cab cars first is driven
by 1) the need to be interoperable with Amtrak. Amtrak’s PTC system will be
fully operational in advance of NJ TRANSIT’s system, furthermore, the bulk of
NJ TRANSIT’s service uses a portion of the NEC, which is electrified; 2) Lines
Risk Assessment Ranking of the North Jersey Coast Line (an electrified line) as
the first priority .
Three dedicated force account labor crews for installation of wayside PTC
equipment.
9) Reference Figure 6.1 and Section 11 – Please explain each track segment’s risk level,
ranking and installation schedule.
The table above shows the line risk ranking. The installation schedule will be
based on the Line Risk Ranking and corresponding Line Risk Factor. The line
with the highest risk, factor is ranked first in priority for PTC system installation,
therefore the Line Risk Ranking serves as the foundation for implementation
planning.
When NJ TRANSIT’s PTC Contractor is on-board the firm will be given a copy of
the Lines Risk Assessment Report to use in their project planning. NJ TRANSIT
10) MTEA – Princeton Line – describe freight and passenger operations and how temporal
separation is achieved.
The sole entry and exit to/from the Princeton Line is from one location,
on Amtrak’s Northeast Corridor at Milepost 46.6. At that location, a
crossover connects the NEC Track 4 with the Nassau Running Track.
All access to this track and train movements along the entire Princeton
Line are under the direct control of the Dispatcher. Both ends of this
crossover are equipped with electrically locked hand operated switches
that prevent access to the Nassau Running Track unless released by the
Dispatcher.